BOOKLET TABLE OF CONTENTS 24 AUG 12 GEN-I

GENERAL FLIGHT SUPPLEMENT BOOKLET

Table of Contents. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GEN-I

Section Overview - General

INTRODUCTION
Jeppesen Airway Manual versus EU-OPS 1 Requirements. . . . . . . . . . . . . . . . . . . . . . . . . . . . .EU-OPS-1
Glossary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Abbreviations used in Airway Manual. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
Charting Symbols Legend . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SYMBOLS-1
Enroute Chart Legend . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ENROUTE-1
SID/DP and STAR Chart Legend . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SID/STAR-1
Airport Chart Legend . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AIRPORT-1
Approach Chart Legend . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPROACH-1
Approach Chart Legend - EU-OPS 1 Aerodrome Operating Minimums (AOM). . . . . . . . . . . . . . . . . . . 171
Air Traffic Control - Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Air Traffic Control - International Civil Aviation Organization - Definitions . . . . . . . . . . . . . . . . . . . . . . . 101

NAVDATA
Introduction - Nav2001 - Aeronautical Information NavData Database and Charts. . . . . . . . . . . . . . . . 201
Aeronautical Information Compatibility. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
NavData Identifiers on Jeppesen Charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
NavData Name Conventions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
NavData Change Notices Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
NavData Change Notices. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101

REGULATION
Enroute - Designators of ATS Routes and its Use in Voice Communications . . . . . . . . . . . . . . . . . . . . . 15
Flight Procedures (DOC 8168) - Air Traffic Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Flight Procedures (DOC 8168) - General Principles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Flight Procedures (DOC 8168) - Departure Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209
Flight Procedures (DOC 8168) - Arrival and Approach Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . 215
Flight Procedures (DOC 8168) - En-Route Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 239
Flight Procedures (DOC 8168) - Holding Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 241
Flight Procedures (DOC 8168) - Noise Abatement Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 247
Flight Procedures (DOC 8168) - App. to Chapter 3 - Noise Abatement Departure Climb Guidance . . . 249
Flight Procedures (DOC 8168) - RNAV and Satellite-Based . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 255
Flight Procedures (DOC 8168) - Departure Procedures (RNAV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 261
Flight Procedures (DOC 8168) - Arrival and Non-Precision Approach Procedures . . . . . . . . . . . . . . . . 263
Flight Procedures (DOC 8168) - Approach Procedures with Vertical Guidance . . . . . . . . . . . . . . . . . . 269
Flight Procedures (DOC 8168) - Precision Approach Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 273
Flight Procedures (DOC 8168) - RNAV Holding. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 275
Flight Procedures (DOC 8168) - Enroute . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 277
Aircraft Operating Procedures - Altimeter Setting Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 279
Aircraft Operating Procedures - Simultaneous Operations on Parallel or
Near-Parallel Instrument Runways . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 283
Aircraft Operating Procedures - SSR Transponder Operating Procedures . . . . . . . . . . . . . . . . . . . . . . 285
Aircraft Operating Procedures - Operational Flight Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 287
Aircraft Operating Procedures - Standard Operating Procedures (SOPs) and Checklists. . . . . . . . . . . 289
Section 4. Arrival Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-363
ICAO ATS Airspace Classifications - Annex 11 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 351
Air Traffic Management (DOC 4444) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 401
1 Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 401
4 General Provisions for Air Traffic Services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 401
5 Separation Methods and Minima . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 406
6 Separation in the Vicinity of Aerodromes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 407
7 Procedures for Aerodrome Control Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 411
8 ATS Surveillance Services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 412
9 Flight Information Service and Alerting Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 413
12 Phraseologies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 413
13 Automatic Dependent Surveillance Contract (ADS-C) Services . . . . . . . . . . . . . . . . . . . . . . . . . . . 435
14 Controller-Pilot Data Link Communications (CPDLC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 436
15 Procedures related to Emergencies, Communication Failure and Contingencies
(see EMERGENCY Section for related information) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 436
16 Miscellaneous Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 441
Appendix 1 - Instructions for Air-Reporting by Voice Communications . . . . . . . . . . . . . . . . . . . . . . . . . 451
Appendix 2 - Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 457
Appendix 4 - Air Traffic Incident Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 469
Traffic Information Broadcasts by Aircraft (TIBA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 475
EU-OPS 1 Aerodrome Operating Minimums (AOM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 601

© JEPPESEN, 2006, 2012. ALL RIGHTS RESERVED.

GEN-II 24 AUG 12 BOOKLET TABLE OF CONTENTS

GENERAL FLIGHT SUPPLEMENT BOOKLET

EMERGENCY
INTERNATIONAL CIVIL AVIATION ORGANIZATION (ICAO)
1 Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2 Emergency Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
3 Unlawful Interference . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
4 Emergency Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
5 Distress and Urgency Radiotelephony Communication Procedures . . . . . . . . . . . . . . . . . . . . . . . . . 3
6 Communications Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
7 Interception . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
8 Search and Rescue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

TABLES AND CODES

Meteorology - Meteorological Service for International Air Navigation - Annex 3 . . . . . . . . . . . . . . . . . . . 1
Meteorology - Meteorological Service for International Air Traffic / Forecast - Annex 3 . . . . . . . . . . . . . . 81
Meteorology - Meteorological Service for International Air Traffic / Sigmet, Airmet, WSW - Annex 3 . . 101
Meteorology - Encoding Scheme for Runway Conditions Disseminated through MOTNE
(Meteorological Operational Telecommunication Network Europe). . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Meteorology - Aerodrome Pavement Condition Reports (through SNOWTAM/MOTNE) . . . . . . . . . . . . 205
Meteorology - Aerodrome Weather Report - METAR and SPECI Decode. . . . . . . . . . . . . . . . . . . . . . . 211
Meteorology - Aerodrome Weather Forecast - TAF Decode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 221
Reference Tables
Altimeter Setting (Flight Level Table) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Phonetic Alphabet and Morse Code . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Metric Multiples and Sub-Multiples . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Wind Component Tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Pressure Altitude. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Inches to Hectopascals (or Millibars) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Hectopascals (or Millibars) to Inches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Millimeters to Hectopascals (or Millibars) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Conversions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Altimeter Corrections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
NOTAMS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
NOTAM Code - Second and Third Letters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
NOTAM Code - Fourth and Fifth Letters. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
SNOWTAM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
Standard Time Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
Worldwide Local Times . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
International Dialling Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 301
Terminal - Vertical Descent Angle Reference Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Terminal - Gradient to Rate Table. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Terminal - Hectopascal/Millibar Equivalent for Airport Elevation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

AIRPORT DIRECTORY
Legend and Explanation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1 Location (Airport), Apt of Entry (if applicable) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2 Elevation, Jeppesen NavData (ICAO) Identifier, IATA Identifier (if applicable),
Time Zone Coordinates. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
3 Telephone/Telefax Numbers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
4 Runway Data and Runway/Approach Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
5 Hours & Restrictions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
6 Customs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
7 Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
8 Beacon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
9 Declared Runway Distances as specified by ICAO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
10 Rescue and Fire Fighting System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
11 Load Classification of Runways and Aircraft Alignment Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
12 ACN/PCN System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
ACN Tables. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Jeppesen NavData (ICAO) Location Identifiers Decode - Worldwide . . . . . . . . . . . . . . . . . . . . . . WW-201
IATA Location Identifiers Decode - Worldwide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WW-301

© JEPPESEN, 2006, 2012. ALL RIGHTS RESERVED.

 6 FEB 09 INTRODUCTION EU-OPS-1 q$i

JEPPESEN AIRWAY MANUAL VERSUS EU-OPS 1 REQUIREMENTS

JEPPESEN AIRWAY MANUAL For further details, please refer to EU-OPS, Subpart
VERSUS EU-OPS 1 REQUIREMENTS P, Appendix 1 to OPS 1.1045 Part C, Route and Aero-
drome Instructions and Information.
The following table helps to identify the sections of the
Jeppesen Airway Manual which comply with EU-OPS
1.

EU-OPS (Appendix 1 to OPS 1.1045 Part C) Jeppesen Airway Manual

a) Minimum flight level/Minimum flight altitude a. Enroute-, Area-, SID/STAR charts.
b. INTRODUCTION section, Enroute Chart Legend.
b) Operating minima for departure-, destination- a. Approach-, Airport charts
and alternate aerodromes
b. 10-9S pages (EU-OPS Minimums)
c. ATC section "EU-OPS Aerodrome Operating Minimums
(AOM)"
c) Communication facilities and navigation aids a. RADIO AIDS section
b. Approach-, Airport charts
c. SID/STAR charts
d. Enroute charts
d) Runway data and aerodrome facilities a. AIRPORT DIRECTORY section
b. Airport charts
e) Approach, missed approach and departure a. Approach charts
procedures including noise abatement
b. SIDs & STARs
procedures
c. Noise pages
d. ATC section
1. Noise Abatement Procedures
2. State pages
f) COM-failure procedures a. EMERGENCY section
b. ATC section, Emergency and Communications Failure
Procedures
g) Search and rescue facilities in the area over a. EMERGENCY section, Search and Rescue
which the aeroplane is to be flown
b. ATC section
c. AIRPORT DIRECTORY
h) A description of the aeronautical charts that a. INTRODUCTION section, Chart Legend
must be carried on board in relation to the type
of flight and the route to be flown, including the
method to check their validity.
i) Availability of aeronautical info and MET a. METEOROLOGY section
services
b. Enroute charts
c. AIRPORT DIRECTORY
j) Enroute COM/NAV procedures a. ATC section, State pages
b. ENROUTE section
c. Enroute charts
k) Aerodrome categorization for flight crew This is not part of the Standard Airway Manual as it is airline
competence qualification specific. However it can be part of a Tailored Manual. Special
Jeppesen service is the Airport Familiarization/Qualification
program
l) Special aerodrome limitations (performance Cannot be part of the Standard Airway Manual, as it
limitations and operating procedures) is aircraft/performance specific. However, Jeppesen is
providing its OpsData Service for these purposes

Jeppesen CHART CHANGE NOTICES provide their FMCS or Navigation Computer Systems. They
flight crews with temporary and permanent changes also provide permanent changes effective between
between revision of charts. They are issued for each the 28 day AIRAC cycle.
Airway Manual coverage with every revision.
Both services do not replace AIS NOTAM Services in
Jeppesen NAVDATA CHANGE NOTICES are issued any manner.
for each Navigation Data Base geographic area. They
provide flight crews with temporary changes affecting
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© JEPPESEN, 2009. ALL RIGHTS RESERVED.

 EU-OPS-2 INTRODUCTION 6 FEB 09

JEPPESEN AIRWAY MANUAL VERSUS EU-OPS 1 REQUIREMENTS q$i

REVISION SERVICE
Aeronautical Chart Services are available either as
the Standard Airway Manual Service or the customer
defined Tailored Route Manual Service.
Depending on geographical coverage, customer
defined requirements or other reasons both types
of Aeronautical Chart Services may be set up for
weekly, bi-weekly or four-weekly revisions to be kept
current. Bi-weekly and four-weekly revisions may be
supplemented by weekly revisions if it is required to
get important changes as soon as possible to our
customers. Each revision is accompanied by a revi-
sion letter which indicates the necessary actions to
keep the Chart Service current. The Record of Revi-
sions page in front of the Manual needs to be signed
after the completion of each revision. A consecutive
revision numbering assures that the customer can
see that all published revisions for this particular
Chart Service are received. The first revision letter
in a calendar year also indicates which was the last
revision for this Chart Service of the past year.
An ICAO developed AIRAC (Aeronautical Informa-
tion Regulation and Control) system (Annex 15,
Chapter 6-1 and Doc 8126, Chapter 2-6) assures
that all significant changes are made available prior
the effective date. Governing authorities are required
to make defined significant changes effective only
on certain Thursdays in intervals of 28 days, the
so-called AIRAC dates. Furthermore are the gov-
erning authorities required to publish any changes
under the AIRAC system with defined lead times
allowing the commercial aeronautical chart providers
to update and distribute their products in advance of
the effective date.
Not all Aeronautical Chart Services must get regular
updates as this also depends if there are charts to be
revised per the Jeppesen revision criteria which have
been developed over decades in cooperation with our
customers.
Whenever charts cannot be revised, e.g. information
not received early enough or clarifications to the gov-
erning authorities must be resolved prior publication,
respective information is distributed by the means
of Chart Change Notices which are also available
on-line to all customers via our website.

CHECKLISTS
Checklists are issued at regular intervals to enable
all Manual Service holders to check the up-to-date
status and the completeness on the material sub-
scribed to. Anytime, an updated copy of the check-
list can be requested. Furthermore are on-line and
off-line electronic Chart Services available which can
be used to check the paper based Chart Service cur-
rency against.

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© JEPPESEN, 2009. ALL RIGHTS RESERVED.

 25 NOV 11 INTRODUCTION 1

GLOSSARY
This glossary provides definitions that are unique and abbreviations commonly used in Jeppesen pub-
lications. No attempt has been made to list all the terms of basic aeronautical nomenclature.
Because of the international nature of flying, terms used by the FAA (USA) are included when they differ
from International Civil Aviation Organization (ICAO) definitions. A vertical bar, that is omitted on all new
pages, tables of contents, tabular listings and graphics, indicates changes.

DEFINITIONS established within controlled airspace, but air traffic

ACCELERATE STOP DISTANCE AVAILABLE
(ASDA) — The length of the take-off run available
plus the length of the stopway, if provided.
ACROBATIC FLIGHT — Manoeuvres intentionally
performed by an aircraft involving an abrupt change
in its attitude, an abnormal attitude, or an abnormal
variation in speed.
ADEQUATE VIS REF (Adequate Visual Refer-
ence) — Runway markings or runway lighting that
provides the pilot with adequate visual reference to
continuously identify the take-off surface and main-
tain directional control throughout the take-off run.
ADS AGREEMENT — An ADS reporting plan which
establishes the conditions of ADS data reporting (i.e.,
data required by the air traffic services unit and fre-
quency of ADS reports which have to be agreed to
prior to the provision of the ADS services).
NOTE: The terms of the agreement will be exchanged
between the ground system and the aircraft by means
of a contract, or a series of contracts.
ADS-C AGREEMENT — A reporting plan which
establishes the conditions of ADS-C data reporting
(i.e. data required by the air traffic services unit and
frequency of ADS-C reports which have to be agreed
to prior to using ADS-C in the provision of air traffic
services).
NOTE: The terms of the agreement will be exchanged
between the ground system and the aircraft by means
of a contract, or a series of contracts.
ADS CONTRACT — A means by which the terms
of an ADS agreement will be exchanged between the
ground system and the aircraft, specifying under what
conditions ADS reports would be initiated, and what
data would be contained in the reports.
NOTE: The term “ADS contract” is a generic term
meaning variously, ADS event contract, ADS demand
contract, ADS periodic contract or an emergency
mode. Ground forwarding of ADS reports may be
implemented between ground systems.
ADVISORY AIRSPACE — An airspace of defined
dimensions, or designated route, within which air traf-
fic advisory service is available.
ADVISORY ROUTE (ADR) — A designated route
along which air traffic advisory service is available.
NOTE: Air traffic control service provides a much
more complete service than air traffic advisory ser-
vice; advisory areas and routes are therefore not
advisory service may be provided below and above
control areas.
ADVISORY SERVICE — Advice and information pro-
vided by a facility to assist pilots in the safe conduct
of flight and aircraft movement.
AERODROME — A defined area on land or water
(including any buildings, installations and equipment)
intended to be used either wholly or in part for the
arrival, departure and surface movement of aircraft.
NOTE: The term “aerodrome” where used in the pro-
visions relating to flight plans and ATS messages is
intended to cover also sites other than aerodromes
which may be used by certain types of aircraft; e.g.,
helicopters or balloons.
AERODROME CLIMATOLOGICAL SUMMARY —
Concise summary of specified meteorological ele-
ments at an aerodrome, based on statistical data.
AERODROME CLIMATOLOGICAL TABLE — Table
providing statistical data on the observed occurrence
of one or more meteorological elements at an aero-
drome.
AERODROME CONTROL SERVICE — Air traffic
control service for aerodrome traffic.
AERODROME CONTROL TOWER — A unit estab-
lished to provide air traffic control service to aero-
drome traffic.
AERODROME ELEVATION — The elevation of the
highest point of the landing area.
AERODROME FLIGHT INFORMATION SERVICE
(AFIS) — A directed traffic information and opera-
tional information service provided within an aero-
drome flight information zone, to all radio equipped
aircraft, to assist in the safe and efficient conduct of
flight.
AERODROME METEOROLOGICAL OFFICE — An
office, located at an aerodrome, designated to pro-
vide meteorological service for international air navi-
gation.
AERODROME REFERENCE CODE — A simple
method for interrelating the numerous specifications
concerning the characteristics of aerodromes so as
to provide a series of aerodromes facilities that are
suitable for the aeroplanes that are intended to oper-
ate at the aerodrome. The aerodrome reference code
— code number and letter, which are selected for
aerodrome planning purposes, have the meanings
assigned to them as indicated in the table below:

Code Element 1 Code Element 2

Aeroplane
Code Reference Field Code
Number Length Letter Wing Span Outer Main Gear Wheel Span a)
(1) (2) (3) (4) (5)
1 Less than 800m A Up to but not including 15m Up to but not including 4.5m

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© JEPPESEN, 1984, 2011. ALL RIGHTS RESERVED.

 2 INTRODUCTION 25 NOV 11

GLOSSARY

Code Element 1 Code Element 2

Aeroplane
Code Reference Field Code
Number Length Letter Wing Span Outer Main Gear Wheel Span a)
(1) (2) (3) (4) (5)
2 800m up to but not B 15m up to but not including 24m 4.5m up to but not including 6m
including 1200m
3 1200m up to but not C 24m up to but not including 36m 6m up to but not including 9m
including 1800m
4 1800m and over D 36m up to but not including 52m 9m up to but not including 14m
E 52m up to but not including 65m 9m up to but not including 14m
F 65m up to but not including 80m 14m up to but not including 16m
a) Distance between the outside edges of the main gear wheels.
NOTE: Guidance on planning for aeroplanes with AERONAUTICAL INFORMATION PUBLICATION
wing spans greater than 80m is given in the ICAO (AIP) — A publication issued by or with the authority
Doc. 9157 “Aerodrome Design Manual,” Parts 1 and of a State and containing aeronautical information of
2. a lasting character essential to air navigation.
AERODROME TRAFFIC — All traffic on the manoeu- AERONAUTICAL METEOROLOGICAL STA-
vring area of an aerodrome and all aircraft flying in the TION — A station designated to make observations
vicinity of an aerodrome. and meteorological reports for use in international air
NOTE: An aircraft is in the vicinity of an aerodrome navigation.
when it is in, entering or leaving an aerodrome traffic AERONAUTICAL MOBILE SERVICE — A mobile
circuit. service between aeronautical stations and aircraft
AERODROME TRAFFIC CIRCUIT — The specified stations, or between aircraft stations, in which sur-
path to be flown by aircraft operating in the vicinity of vival craft stations may participate; emergency
an aerodrome. position-indicating radio beacon stations may also
participate in this service on designated distress and
AERODROME TRAFFIC FREQUENCY (ATF) — A
emergency frequencies.
frequency designated at an uncontrolled airport. An
ATF is used to ensure all radio equipped aircraft oper- AERONAUTICAL RADIO, INCORPORATED
ating within the area, normally within a 5NM radius of (ARINC) — An international radio network pro-
the airport, are listening on a common frequency. The viding air-to-ground communications available on a
ATF is normally the ground station frequency. Where subscription (fee) basis.
a ground station does not exist, a common frequency AERONAUTICAL STATION — A land station in the
is designated. Radio call sign is that of the ground sta- aeronautical mobile service. In certain instances, an
tion, or where no ground station exists, a broadcast is aeronautical station may be located, for example, on
made with the call sign “Traffic Advisory.” Jeppesen board ship or on a platform at sea.
charts list the frequency and the area of use when AERONAUTICAL TELECOMMUNICATION SER-
other than the standard 5NM. VICE — A telecommunication service provided for
AERODROME TRAFFIC ZONE (ATZ) — An any aeronautical purpose.
airspace of detailed dimensions established around AERONAUTICAL TELECOMMUNICATION STA-
an aerodrome for the protection of aerodrome traffic. TION — A station in the aeronautical telecommuni-
AERONAUTICAL FIXED SERVICE (AFS) — A cation service.
telecommunication service between specified fixed AIRBORNE COLLISION AVOIDANCE SYSTEM
points provided primarily for the safety of air navi- (ACAS) — An aircraft system based on secondary
gation and for the regular, efficient and economical surveillance radar (SSR) transponder signals which
operation of air services. operates independently of ground-based equipment
AERONAUTICAL FIXED STATION — A station in the to provide advice to the pilot on potential conflicting
aeronautical fixed service. aircraft that are equipped with SSR transponders.
AERONAUTICAL FIXED TELECOMMUNICATION AIRCRAFT — Any machine that can derive support
NETWORK (AFTN) — A world-wide system of in the atmosphere from the reactions of the air other
aeronautical fixed circuits provided, as part of the than the reactions of the air against the earth’s sur-
aeronautical fixed service, for the exchange of mes- face.
sages and/or digital data between aeronautical fixed AIRCRAFT ADDRESS — A unique combination of
stations having the same or compatible communica- 24 bits available for assignment to an aircraft for the
tions characteristics. purpose of air-ground communications, navigation
AERONAUTICAL GROUND LIGHT — Any light spe- and surveillance.
cially provided as an aid to air navigation, other than AIRCRAFT APPROACH CATEGORY (USA
a light displayed on an aircraft. TERPS) — A grouping of aircraft based on a speed
of Vref, if specified, or if Vref is not specified, 1.3
VS0 at the maximum certificated landing weight. Vref,
VS0, and the maximum certificated landing weight
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© JEPPESEN, 1984, 2011. ALL RIGHTS RESERVED.

 25 NOV 11 INTRODUCTION
GLOSSARY
are those values as established for the aircraft by the
certification authority of the country of registry. An
aircraft shall fit in only one category. If it is necessary
to maneuver at speeds in excess of the upper limit
of a speed range for a category, the minimums for
the next higher category must be used. For example,
an aircraft which falls in Category A, but is circling
to land at a speed in excess of 91 knots, should use
the approach Category B minimums when circling to
land. The categories are as follows:
Category A Speed less than 91KT.
Category B Speed 91KT or more but less than
121KT.
Category C Speed 121KT or more but less
than 141KT.
Category D Speed 141KT or more but less
than 166KT.
Category E Speed 166KT or more.
AIRCRAFT APPROACH CATEGORY (ICAO) — The
ICAO table, depicted in the ATC section-200 series,
indicates the specified range of handling speeds (IAS
in Knots) for each category of aircraft to perform the
maneuvers specified. These speed ranges have been
assumed for use in calculating airspace and obstacle
clearance for each procedure.
AIRCRAFT IDENTIFICATION — A group of letters,
figures or combination thereof which is either identical
to, or the coded equivalent of, the aircraft call sign to
be used in air-ground communications, and which is
used to identify the aircraft in ground-ground air traffic
services communications.
AIRCRAFT – LARGE AIRCRAFT (LACFT) — Term
used when referring to ICAO aircraft category DL
standard dimensions:
– wing span – more than 65m/213ft (max
80m/262ft); and/or
– vertical distance between the flight parts of the
wheels and the glide path antenna – more than
7m/23ft (max 8m/26ft).
For precision approach procedures, the dimensions
of the aircraft are also a factor for the calculation of
the OCH.
For category DL aircraft, additional OCA/H is pro-
vided, when necessary.
AIRCRAFT OBSERVATION — The evaluation of one
or more meteorological elements made from an air-
craft in flight.
AIRCRAFT PROXIMITY — A situation in which, in
the opinion of a pilot or air traffic services personnel,
the distance between aircraft as well as their relative
positions and speed have been such that the safety
of the aircraft involved may have been compromised.
An aircraft proximity is classified as follows:
Risk of Collision — The risk classification of an
aircraft proximity in which serious risk of collision
has existed.
Safety not Assured — The risk classification of
an aircraft proximity in which the safety of the air-
craft may have been compromised.
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3
No Risk of Collision — The risk classification of
an aircraft proximity in which no risk of collision
has existed.
Risk not Determined — The risk classification of
an aircraft proximity in which insufficient informa-
tion was available to determine the risk involved,
or inconclusive or conflicting evidence precluded
such determination.
AIRCRAFT STATION — A mobile station in the aero-
nautical mobile service, other than a survival craft sta-
tion, located on board an aircraft.
AIR DEFENSE IDENTIFICATION ZONE (ADIZ) —
The area of airspace over land or water, extending
upward from the surface, within which the ready iden-
tification, the location, and the control of aircraft are
required in the interest of national security.
AIR-GROUND COMMUNICATION — Two-way com-
munication between aircraft and stations or locations
on the surface of the earth.
AIR-GROUND CONTROL RADIO STATION —
An aeronautical telecommunication station having
primary responsibility for handling communications
pertaining to the operation and control of aircraft in
a given area.
AIRMET INFORMATION — Information issued by
a meteorological watch office concerning the occur-
rence or expected occurrence of specified en route
weather phenomena which may affect the safety
of low-level aircraft operations and which was not
already included in the forecast issued for low-level
flights in the flight information region concerned or
sub-area thereof.
AIRPORT — An area on land or water that is used
or intended to be used for the landing and take-off of
aircraft and includes its buildings and facilities, if any.
AIRPORT ELEVATION/FIELD ELEVATION — The
highest point of an airports usable runways measured
in feet from mean sea level. In a few countries, the air-
port elevation is determined at the airport reference
point.
AIRPORT REFERENCE POINT (ARP) — A point on
the airport designated as the official airport location.
AIRPORT SURVEILLANCE RADAR (ASR) —
Approach control radar used to detect and display an
aircraft’s position in the terminal area. ASR provides
range and azimuth information but does not provide
elevation data. Coverage of the ASR can extend up
to 60 miles.
AIRPROX — The code word used in an air traffic
incident report to designate aircraft proximity.
AIR-REPORT — A report from an aircraft in flight
prepared in conformity with requirements for position
and operational and/or meteorological reporting.
NOTE: Details of the AIREP form are given in
PANSATM (Doc 4444) and ATC section.
AIR-TAXIING — Movement of a helicopter/VTOL
above the surface of an aerodrome, normally in
ground effect and at a ground speed normally less
than 20KT (37kmh).
© JEPPESEN, 1984, 2011. ALL RIGHTS RESERVED.
 4 INTRODUCTION
GLOSSARY
NOTE: The actual height may vary, and some heli-
copters may require air-taxiing above 25ft (8m) AGL
to reduce ground effect turbulence or provide clear-
ance for cargo slingloads.
AIR-TO-GROUND COMMUNICATION — One-way
communication from aircraft to stations or locations
on the surface of the earth.
AIR TRAFFIC — All aircraft in flight or operating on
the manoeuvring area of an aerodrome.
AIR TRAFFIC ADVISORY SERVICE — A service
provided within advisory airspace to ensure separa-
tion, in so far as practical, between aircraft which are
operating on IFR flight plans.
AIR TRAFFIC CONTROL ASSIGNED AIRSPACE
(ATCAA) — Airspace of defined vertical/lateral limits,
assigned by ATC, for the purpose of providing air
traffic segregation between the specified activities
being conducted within the assigned airspace and
other IFR air traffic.
AIR TRAFFIC CONTROL CLEARANCE — Autho-
rization for an aircraft to proceed under conditions
specified by an air traffic control unit.
NOTE 1: For convenience, the term “air traffic control
clearance” is frequently abbreviated to “clearance”
when used in appropriate contexts.
NOTE 2: The abbreviated term “clearance” may be
prefixed by the words “taxi,” “take-off,” “departure,” “en
route,” “approach” or “landing” to indicate the particu-
lar portion of flight to which the air traffic control clear-
ance relates.
AIR TRAFFIC CONTROL INSTRUCTION — Direc-
tives issued by air traffic control for the purpose of
requiring a pilot to take a specific action.
AIR TRAFFIC CONTROL SERVICE — A service
provided for the purpose of:
a. preventing collisions:
1. between aircraft; and
2. on the manoeuvring area between aircraft
and obstructions; and
b. expediting and maintaining an orderly flow of air
traffic.
AIR TRAFFIC CONTROL UNIT — A generic term
meaning variously, area control centre, approach
control office or aerodrome control tower.
AIR TRAFFIC SERVICE (ATS) — A generic term
meaning variously, flight information service, alerting
service, air traffic advisory service, air traffic control
service (area control service, approach control ser-
vice or aerodrome control service).
AIR TRAFFIC SERVICES AIRSPACES — Airspaces
of defined dimensions, alphabetically designated,
within which specific types of flights may operate and
for which air traffic services and rules of operation
are specified.
NOTE: ATS airspaces are classified as Class “A” to
“G.”
AIR TRAFFIC SERVICES REPORTING OFFICE —
A unit established for the purpose of receiving reports
concerning air traffic services and flight plans submit-
ted before departure.
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25 NOV 11
NOTE: An air traffic services reporting office may be
established as a separate unit or combined with an
existing unit, such as another air traffic services unit,
or a unit of the aeronautical information service.
AIR TRAFFIC SERVICES (ATS) ROUTE — A speci-
fied route designated for channeling the flow of traffic
as necessary for provision of air traffic services.
NOTE: The term “ATS Route” is used to mean var-
iously, airway, advisory route, controlled or uncon-
trolled route, arrival or departure route, etc.
AIR TRAFFIC SERVICES (ATS) ROUTE (USA) —
A generic term that includes ‘VOR Federal airways’,
‘colored Federal airways’, ‘jet routes’, ‘Military Train-
ing Routes’, ‘named routes’, and ‘RNAV routes.’
AIR TRAFFIC SERVICES UNIT — A generic term
meaning variously, air traffic control unit, flight infor-
mation centre or air traffic services reporting office.
AIRWAY (ICAO) — A control area or portion thereof
established in the form of a corridor equipped with
radio navigation aids.
AIRWAY (USA) — A Class “E” airspace area estab-
lished in the form of a corridor, the centerline of which
is defined by radio navigational aids.
ALERFA — The code word used to designate an alert
phase.
ALERT AREA (USA) — [see SPECIAL USE
AIRSPACE (SUA)].
ALERTING SERVICE — A service provided to notify
appropriate organizations regarding aircraft in need
of search and rescue aid, and assist such organiza-
tions as required.
ALERT PHASE — A situation wherein apprehension
exists as to the safety of an aircraft and its occupants.
ALLOCATION, ALLOCATE — Distribution of fre-
quencies, SSR Codes, etc. to a State, unit or service,
Distribution of 24-bit aircraft addresses to a State or
common mark registering authority.
ALONG TRACK DISTANCE — The distance mea-
sured from a point-in-space by systems using area
navigation reference capabilities that are not subject
to slant range errors.
ALPHANUMERIC CHARACTERS (Alphanumer-
ics) — A collective term for letters and figures (digits).
ALTERNATE AERODROME (ICAO) — An aero-
drome to which an aircraft may proceed when it
becomes either impossible or inadvisable to proceed
to or to land at the aerodrome of intended landing.
Alternate aerodromes include the following:
Take-Off Alternate — An alternate aerodrome at
which an aircraft can land should this become nec-
essary shortly after take-off and it is not possible
to use the aerodrome of departure.
En Route Alternate — An aerodrome at which an
aircraft would be able to land after experiencing an
abnormal or emergency condition while en route.
Destination Alternate — An alternate aerodrome
to which an aircraft may proceed should it become
impossible or inadvisable to land at the aerodrome
of intended landing.
© JEPPESEN, 1984, 2011. ALL RIGHTS RESERVED.
 3 AUG 12 INTRODUCTION
GLOSSARY
NOTE: The aerodrome from which a flight departs
may also be an en route or a destination alternate
aerodrome for that flight.
ETOPS En Route Alternate — A suitable and
appropriate alternate aerodrome at which an
aeroplane would be able to land after experienc-
ing an engine shutdown or other abnormal or
emergency condition while en route in an ETOPS
operation.
ALTERNATE AIRPORT (USA) — An airport at which
an aircraft may land if a landing at the intended airport
becomes inadvisable.
ALTIMETER SETTING — The barometric pressure
reading used to adjust a pressure altimeter for vari-
ations in existing atmospheric pressure or to the
standard altimeter setting (29.92 inches of mercury,
1013.2 hectopascals or 1013.2 millibars).
QFE — The atmospheric pressure setting which,
when set in the aircraft’s altimeter, will cause the
altimeter to read zero when at the reference datum
of the airfield.
QNE — The constant atmospheric pressure
related to a reference datum of 29.92 inches of
mercury or 1013.25 hectopascals or 1013.25
millibars, used for expressing flight levels.
QNH — The atmospheric pressure setting which,
when set in the aircraft’s altimeter, will cause the
altimeter to read altitudes referenced to mean sea
level.
ALTITUDE (ICAO) — The vertical distance of a level,
a point, or an object considered as a point, measured
from Mean Sea Level (MSL).
ALTITUDE (USA) — The height of a level, point or
object measured in feet Above Ground Level (AGL)
or from Mean Sea Level (MSL).
a. AGL Altitude — Altitude expressed in feet mea-
sured above ground level (QFE).
b. MSL Altitude — Altitude expressed in feet mea-
sured from mean sea level (QNH).
c. Indicated Altitude — The Altitude as shown by
an altimeter. On a pressure barometric altimeter
it is altitude as shown uncorrected for instru-
ment error and uncompensated for variation
from standard atmospheric conditions.
APPROACH BAN — An approach procedure, for
which continuation is prohibited beyond a specific
point, and or specified height, if the reported visibil-
ity or RVR is below the minimum specified for that
approach.
APPROACH CONTROL OFFICE — A unit estab-
lished to provide air traffic control service to controlled
flights arriving at, or departing from, one or more
aerodromes.
APPROACH CONTROL SERVICE — Air traffic con-
trol service for arriving or departing controlled flights.
APPROACH CONTROL UNIT — A unit established
to provide air traffic control service to controlled
flights arriving at, or departing from, one or more
aerodromes.
q$z
5
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APPROACH FUNNEL — A specified airspace
around a nominal approach path within which an air-
craft approaching to land is considered to be making
a normal approach.
APPROACH PROCEDURE WITH VERTICAL GUID-
ANCE (APV) — [see INSTRUMENT APPROACH
PROCEDURE (IAP)].
APPROACH SEQUENCE — The order in which two
or more aircraft are cleared to approach to land at the
aerodrome.
APPROPRIATE ATS AUTHORITY — The relevant
authority designated by the State responsible for pro-
viding air traffic services in the airspace concerned.
APPROPRIATE AUTHORITY —
a. Regarding flight over the high seas: The rel-
evant authority of the State of Registry.
b. Regarding flight other than over the high
seas: The relevant authority of the State having
sovereignty over the territory being overflown.
APRON — A defined area, on a land aerodrome,
intended to accommodate aircraft for purposes of
loading or unloading passengers, mail or cargo,
fueling, parking or maintenance.
AREA CONTROL CENTRE — A unit established to
provide air traffic control service to controlled flights
in control areas under its jurisdiction.
AREA CONTROL SERVICE — Air traffic control ser-
vice for controlled flights in control areas.
AREA MINIMUM ALTITUDE (AMA) — The minimum
altitude to be used under instrument meteorological
conditions (IMC), that provides a minimum obstacle
clearance within a specified area, normally formed by
parallels and meridians.
AREA NAVIGATION/RNAV — A method of naviga-
tion which permits aircraft operation on any desired
flight path within the coverage of the station-refer-
enced navigation aids or within the limits of the capa-
bility of self-contained aids, or a combination of these.
AREA NAVIGATION ROUTE — An ATS route estab-
lished for the use of aircraft capable of employing area
navigation.
ARRIVAL ROUTES — Routes on an instrument
approach procedure by which aircraft may proceed
from the enroute phase of flight to the initial approach
fix.
ASSIGNMENT, ASSIGN — Distribution of frequen-
cies to stations. Distribution of SSR Codes or 24-bit
addresses to aircraft.
ATIS — ASOS INTERFACE — A switch that allows
ASOS weather observations to be appended to
the ATIS broadcast, making weather information
available on the same (ATIS) frequency H24. When
the tower is open, ATIS information and the hourly
weather will be broadcast. When the tower is closed,
one-minute weather information updates are broad-
cast, and the controller can add overnight ATIS
information to the ASOS automated voice weather
message.
ATS ROUTE — A specified route designed for chan-
neling the flow of traffic as necessary for the provision
of air traffic services.
© JEPPESEN, 1984, 2012. ALL RIGHTS RESERVED.
 6 INTRODUCTION
GLOSSARY
NOTE 1: The term “ATS route” is used to mean var-
iously, airway, advisory route, controlled or uncon-
trolled route, arrival or departure route, etc.
NOTE 2: An ATS route is defined by route specifi-
cations which include an ATS route designator, the
track to or from significant points (way-points), dis-
tance between significant points, reporting require-
ments and, as determined by the appropriate ATS
authority, the lowest safe altitude.
ATS SURVEILLANCE SERVICE — A term used to
indicate a service provided directly by means of an
ATS surveillance system.
ATS SURVEILLANCE SYSTEM — A generic term
meaning variously, ADS-B, PSR, SSR or any compa-
rable ground-based system that enables the identifi-
cation of aircraft.
NOTE: A comparable ground-based system is one
that has been demonstrated, by comparative assess-
ment or other methodology, to have a level of safety
and performance equal to or better than monopulse
SSR.
AUTOMATIC DEPENDENT SURVEILLANCE
(ADS) — A surveillance technique, in which air-
craft automatically provide, via a data link, data
derived from on-board navigation and position fixing
systems, including aircraft identification, four-dimen-
sional position and additional data as appropriate.
AUTOMATIC DEPENDENT SURVEILLANCE —
BROADCAST (ADS-B) — A means by which air-
craft, aerodrome vehicles and other objects can
automatically transmit and/or receive data such as
identification, position and additional data, as appro-
priate, in a broadcast mode via a data link.
AUTOMATIC DEPENDENT SURVEILLANCE —
CONTRACT (ADS-C) — A means by which the
terms of an ADS-C agreement will be exchanged
between the ground system and the aircraft, via a
data link, specifying under what conditions ADS-C
reports would be initiated, and what data would be
contained in the reports.
NOTE: The abbreviated term “ADS” contract is com-
monly used to refer to ADS event contract, ADS
demand contract or an emergency mode.
AUTOMATIC TERMINAL INFORMATION SERVICE
(ATIS) — The automatic provision of current, routine
information to arriving and departing aircraft through-
out 24 hours or a specified portion thereof:
– Data link-automatic terminal information service
(D-ATIS). The provision of ATIS via data link.
– Voice-automatic terminal information service
(Voice-ATIS). The provision of ATIS by means of
continuous and repetitive voice broadcasts.
AUTOMATED SURFACE OBSERVATION SYSTEM
(ASOS) — The Automated Surface Observation
System, in the United States, is a surface weather
observing system implemented by the National
Weather Service, the Federal Aviation Administra-
tion and the Department of Defense. It is designed
to support aviation operations and weather fore-
cast activities. The ASOS provides continuous
minute-by-minute observations and performs the
basic observing functions necessary to generate an
aviation routine weather report (METAR) and other
q$z
3 AUG 12
q$i
aviation weather information. ASOS information may
be transmitted over a discrete VHF radio frequency
or the voice portion of a local navaid.
AUTOMATED WEATHER OBSERVING SYSTEM
(AWOS) — An automated weather reporting system
which transmits local real-time weather data directly
to the pilot.
AWOS-A Only reports altimeter setting.
AWOS-A/V Reports altimeter setting plus visibility.
AWOS-1 Usually reports altimeter setting, wind
data, temperature, dewpoint and
density altitude.
AWOS-2 Reports same as AWOS-1 plus
visibility.
AWOS-3 Reports the same as AWOS-2 plus
cloud/ceiling data.
AUTOMATED WEATHER SENSOR SYSTEM
(AWSS) — A surface weather observing system
similar to AWOS and ASOS, providing all the weather
information furnished by ASOS systems. The AWSS
sensor suite automatically collects, measures, pro-
cesses, and broadcasts surface weather data includ-
ing altimeter setting, temperature and dew point,
cloud height and coverage, visibility, present weather
(rain, drizzle, snow), rain accumulation, freezing rain,
thunderstorms, fog, mist, haze, freezing fog, as well
as wind speed, direction, and gusts.
BALKED LANDING — A landing manoeuvre that is
unexpectedly discontinued below DA(H)/MDA(H) or
beyond MAP.
BASE TURN — A turn executed by the aircraft during
the initial approach between the end of the outbound
track and the beginning of the intermediate or final
approach track. The tracks are not reciprocal.
NOTE: Base turns may be designated as being made
either in level flight or while descending, according to
the circumstances of each individual procedure.
BLIND TRANSMISSION — A transmission from one
station to another station in circumstances where
two-way communication cannot be established but
where it is believed that the called station is able to
receive the transmission.
BRAKING ACTION (GOOD, FAIR, POOR, NIL) —
A report of conditions on the airport movement area
providing a pilot with a degree/quality of braking that
might be expected. Braking action is reported in
terms of good, fair, poor, or nil.
BRIEFING — Oral commentary on existing and/or
expected conditions.
BROADCAST — A transmission of information relat-
ing to air navigation that is not addressed to a specific
station or stations.
CARDINAL ALTITUDES OR FLIGHT LEVELS —
“Odd” or “Even” thousand-foot altitudes or flight lev-
els; e.g., 5000, 6000, 7000, FL60, FL250, FL260,
FL270.
CATCH POINT — A fix/waypoint that serves as a
transition point from the high altitude waypoint nav-
igation structure to the low altitude structure or an
arrival procedure (STAR).
© JEPPESEN, 1984, 2012. ALL RIGHTS RESERVED.
 25 NOV 11 INTRODUCTION
GLOSSARY
CEILING (ICAO) — The height above the ground or
water of the base of the lowest layer of cloud below
6000m (20,000ft) covering more than half the sky.
CEILING (USA) — The height above the earth’s sur-
face of the lowest layer of clouds or obscuring phe-
nomena that is reported as “broken”, “overcast”, or
“obscuration”, and not classified as “thin”, or “partial”.
CHANGE-OVER POINT — The point at which an air-
craft navigating on an ATS route segment defined
by reference to very high frequency omnidirectional
radio ranges is expected to transfer its primary navi-
gational reference from the facility behind the aircraft
to the next facility ahead of the aircraft.
NOTE: Change-over points are established to provide
the optimum balance in respect of signal strength and
quality between facilities at all levels to be used and
to ensure a common source of azimuth guidance for
all aircraft operating along the same portion of a route
segment.
CHART CHANGE NOTICES — Jeppesen Chart
Change Notices include significant information
changes affecting Enroute, Area, and Terminal
charts. Entries are published until the temporary
condition no longer exists, or until the permanent
change appears on revised charts. Enroute chart
numbers/panel numbers/letters and area chart identi-
fiers are included for each entry in the enroute portion
of the Chart Change Notices. To avoid duplication of
information in combined Enroute and Terminal Chart
Change Notices, navaid conditions, except for ILS
components, are listed only in the Enroute portion of
the Chart Change Notices. All times are local unless
otherwise indicated. Vertical bars indicate new or
revised information. Chart Change Notices are only
an abbreviated service. Always ask for pertinent
NOTAMs prior to flight.
CIRCLING APPROACH / CIRCLE-TO-LAND
MANEUVER — An extension of an instrument
approach procedure which provides for visual cir-
cling of the aerodrome prior to landing.
CLEARANCE LIMIT — The point to which an aircraft
is granted an air traffic control clearance.
CLEARWAY — An area beyond the take-off runway
under the control of airport authorities within which
terrain or fixed obstacles may not extend above spec-
ified limits. These areas may be required for certain
turbine-powered operations and the size and upward
slope of the clearway will differ depending on when
the aircraft was certified.
CLOUD OF OPERATIONAL SIGNIFICANCE — A
cloud with the height of cloud base below 5000ft
(1500m) or below the highest minimum sector alti-
tude, whichever is greater, or a cumulonimbus cloud
or a towering cumulus cloud at any height.
CODE (SSR CODE) — The number assigned to a
particular multiple pulse reply signal transmitted by a
transponder in Mode A or Mode C.
COMMON TRAFFIC ADVISORY FREQUENCY
(CTAF) (USA) — A frequency designed for the pur-
pose of carrying out airport advisory practices while
operating to or from an uncontrolled airport. The
CTAF may be a UNICOM, Multicom, FSS, or tower
frequency.
q$z
7
COMMUNITY AERODROME RADIO STATION
(CARS) — An aerodrome radio that provides
weather, field conditions, accepts flight plans and
position reports.
COMPULSORY REPORTING POINTS — Reporting
points which must be reported to ATC. They are
designated on aeronautical charts by solid triangles
or filed in a flight plan as fixes selected to define
direct routes. These points are geographical loca-
tions which are defined by navigation aids/fixes.
Pilots should discontinue position reporting over
compulsory reporting points when informed by ATC
that their aircraft is in “radar contact.”
COMPUTER — A device which performs sequences
of arithmetical and logical steps upon data without
human intervention.
NOTE: When the word “computer” is used in this
document it may denote a computer complex, which
includes one or more computers and peripheral
equipment.
CONDITIONAL ROUTES (CDR) (Europe) —
Category 1,2,3.
Category 1: Permanently plannable CDR during
designated times.
Category 2: Plannable only during times
designated in the Conditional
Route Availability Message (CRAM)
published at 1500 for the 24 hour
period starting at 0600 the next day.
Category 3: Not plannable. Usable only when
directed by ATC.
CONTROL AREA (ICAO) — A controlled airspace
extending upwards from a specified limit above the
earth.
CONTROLLED AERODROME — An aerodrome at
which air traffic control service is provided to aero-
drome traffic.
NOTE: The term “controlled aerodrome” indicates
that air traffic control service is provided to aero-
drome traffic but does not necessarily imply that a
control zone exists.
CONTROLLED AIRSPACE — An airspace of
defined dimensions within which air traffic control
service is provided to IFR flights and to VFR flights
in accordance with the airspace classification.
NOTE: Controlled airspace is a generic term which
covers ATS airspace Classes “A”, “B”, “C”, “D”, and
“E”.
CONTROLLED FIRING AREA (USA) — [see SPE-
CIAL USE AIRSPACE (SUA)].
CONTROLLED FLIGHT — Any flight which is subject
to an air traffic control clearance.
CONTROLLER-PILOT DATA LINK COMMUNICA-
TIONS (CPDLC) — A means of communication
between controller and pilot, using data link for ATC
communications.
CONTROL ZONE (CTR) (ICAO) — A controlled
airspace extending upwards from the surface of the
earth to a specified upper limit.
© JEPPESEN, 1984, 2011. ALL RIGHTS RESERVED.
 8 INTRODUCTION
GLOSSARY
COURSE —
a. The intended direction of flight in the horizontal
plane measured in degrees from north.
b. The ILS localizer signal pattern usually specified
as front course or back course.
c. The intended track along a straight, curved, or
segmented MLS path.
CRITICAL HEIGHT — Lowest height in relation to an
aerodrome specified level below which an approach
procedure cannot be continued in a safe manner
solely by the aid of instruments.
CRUISE CLIMB — An aeroplane cruising technique
resulting in a net increase in altitude as the aeroplane
mass decreases.
CRUISING LEVEL — A level maintained during a sig-
nificant portion of a flight.
CURRENT FLIGHT PLAN (CPL) — The flight plan,
including changes, if any, brought about by subse-
quent clearances.
DANGER AREA (ICAO) — [see SPECIAL USE
AIRSPACE (SUA)].
DATA CONVENTION — An agreed set of rules gov-
erning the manner or sequence in which a set of data
may be combined into a meaningful communication.
DATA LINK COMMUNICATIONS — A form of com-
munication intended for the exchange of messages
via a data link.
DATA LINK INITIATION CAPABILITY (DLIC) —
A data link application that provides the ability to
exchange addresses, names and version numbers
necessary to initiate data link applications.
DEAD RECKONING (DR) NAVIGATION — The esti-
mating or determining of position by advancing an
earlier known position by the application of direction,
time and speed data.
DECISION ALTITUDE (DA) or DECISION HEIGHT
(DH) (ICAO) — A specified altitude or height in
the precision approach or approach with vertical
guidance at which a missed approach must be initi-
ated if the required visual reference to continue the
approach has not been established.
NOTE:
a. Decision altitude (DA) is referenced to mean sea
level (MSL) and decision height (DH) is refer-
enced to the threshold elevation.
b. The required visual reference means that sec-
tion of the visual aids or of the approach area
which should have been in view for sufficient
time for the pilot to have made an assessment of
the aircraft position and rate of change of posi-
tion, in relation to the desired flight path. In Cat-
egory III operations with a decision height the
required visual reference is that specified for the
particular procedure and operation.
c. For convenience where both expressions are
used they may be written in the form “decision
altitude/height” and abbreviated “DA/H.”
DECISION ALTITUDE/HEIGHT (DA/H) (FAA) — Is
a specified altitude/height in an instrument approach
procedure at which the pilot must decide whether
to initiate an immediate missed approach if the pilot
q$z
25 NOV 11
does not see the required visual reference, or to
continue the approach. Decision altitude/height is
expressed in feet above mean sea level/ground level.
NOTE: Jeppesen approach charts use the abbrevia-
tion DA(H). The decision altitude “DA” is referenced to
mean sea level (MSL) and the parenthetical decision
height (DH) is referenced to the TDZE or threshold
elevation. A DA(H) of 1440ft (200ft is a Decision Alti-
tude of 1440ft and a Decision Height of 200ft.
DEPARTURE CLEARANCE VIA DATA LINK
(DCL) — Provides assistance for requesting and
delivering information and clearance, with the objec-
tive of reducing aircrew and controller workload. The
DCL service shall be initiated by the aircrew at a
suitable time between Ti and Tt where:
Ti – the earliest time at which a DCL service can
be initiated;
Tt – the latest time after which an aircrew, having
not completed the DCL service, is still able
to receive by voice procedures and in due
time, the vocal departure clearance.
The third time parameter of the DCL acknowledge
procedure is T1 where:
T1 – timer implemented in the ATS ground system
between the sending by ATS ground system
of the DCL clearance message and the
reception by it of the read-back of DCL
clearance message.
DEPENDENT PARALLEL APPROACHES — Simul-
taneous approaches to parallel or near-parallel
instrument runways where radar separation minima
between aircraft on adjacent extended runway centre
lines are prescribed.
DETRESFA — The code word used to designate a
distress phase.
DIRECT ROUTE - D — A requested route pub-
1228763652000
lished on a Jeppesen Enroute or Area chart to assist
pilots who have previous knowledge of acceptance
of these routes by ATC. Use of a Direct route may
require prior ATC approval and may not provide ATC
or Advisory services, or be acceptable in flight plans.
DISCRETE CODE — A four-digit SSR Code with the
last two digits not being “00.”
DISPLACED THRESHOLD — A threshold that is
located at a point on the runway other than the
designated beginning of the runway.
DISTRESS — A condition of being threatened by
serious and/or imminent danger and of requiring
immediate assistance.
DISTRESS PHASE — A situation wherein there is
a reasonable certainty that an aircraft and its occu-
pants are threatened by grave and imminent danger
or require immediate assistance.
DME DISTANCE — The line of sight distance (slant
range) from the source of a DME signal to the receiv-
ing antenna.
© JEPPESEN, 1984, 2011. ALL RIGHTS RESERVED.
 25 NOV 11 INTRODUCTION
GLOSSARY
EFFECTIVE DATE/TIME —
FAA and Canada: Aeronautical information in
the U.S. and its territories is generally effec-
tive on the designated effective date at 09:01
Coordinated Universal Time (UTC). The effec-
tive time applies to airspace, airways and flight
procedures. It allows for implementation between
01:00 and 06:00 local standard time in the U.S.
Local authorities may change the date or time of
implementation due to local operational consider-
ations. Check NOTAMs and contact local ATC for
information.
International: The International Civil Aviation
Organization (ICAO) guidance specifies that
aeronautical information should be effective on
the designated effective date at 00:00 Coordi-
nated Universal Time (UTC). However national
and local authorities often change the effective
time to allow for implementation during the local
night or at other times due to local operational
considerations. When an effective time other
than 00:00 UTC is used, ICAO requires that it be
published in the official Aeronautical Information
Publication (AIP) of the country. Check NOTAMs
and contact local ATC for information.
ELEVATION — The vertical distance of a point or a
level, on or affixed to the surface of the earth, mea-
sured from mean sea level.
EMERGENCY PHASE — A generic term meaning,
as the case may be, uncertainty phase, alert phase
or distress phase.
ENGINEERED MATERIALS ARRESTING SYSTEM
(EMAS) — High-energy-absorbing material located
in the runway overrun that is designed to crush under
the weight of an aircraft as the material exerts decel-
eration forces on the aircraft landing gear.
ENROUTE FLIGHT ADVISORY SERVICE (FLIGHT
WATCH) — A service specifically designed to pro-
vide, upon pilot request, timely weather information
pertinent to the type of flight, intended route of flight,
and altitude. The FSSs providing this service are indi-
cated on Jeppesen Enroute and Area charts.
ESTIMATED ELAPSED TIME — The estimated
time required to proceed from one significant point
to another.
ESTIMATED OFF-BLOCK TIME — The estimated
time at which the aircraft will commence movement
associated with departure.
ESTIMATED TIME OF ARRIVAL — For IFR flights,
the time at which it is estimated that the aircraft will
arrive over that designated point, defined by refer-
ence to navigation aids, from which it is intended
that an instrument approach procedure will be com-
menced, or if no navigation aid is associated with the
aerodrome, the time at which the aircraft will arrive
over the aerodrome. For VFR flights, the time at which
it is estimated that the aircraft will arrive over the aero-
drome.
EXPECTED APPROACH TIME — The time at which
ATC expects that an arriving aircraft, following a delay,
will leave the holding point to complete its approach
for a landing.
q$z
9
NOTE: The actual time of leaving the holding point
will depend upon the approach clearance.
EXTENDED OPERATION (ETOPS) — Any flight by
an aeroplane with two turbine power-units where the
flight time at the one power-unit inoperative cruise
speed (in ISA and still air conditions), from a point
on the route to an adequate alternate aerodrome, is
greater than the threshold time approved by the State
of the Operator.
FAA AIR CARRIER OPERATIONS SPECIFICA-
TIONS — Document issued to users operating under
Federal Aviation Administration Regulations (FAR)
Parts 121, 125, 127, 129, and 135. Operations Spec-
ifications are established and formalized by FARs.
The primary purpose of FAA Air Carrier Operations
Specifications is to provide a legally enforceable
means of prescribing an authorization, limitation
and/or procedures for a specific operator. Operations
Specifications are subject to expeditious changes.
These changes are usually too time critical to adopt
through the regulatory process.
FEEDER FIX — The fix depicted on instrument
approach procedure charts which establishes the
starting point of the feeder route.
FEEDER ROUTE — Routes depicted on instrument
approach procedure charts to designate routes for
aircraft to proceed from the enroute structure to the
initial approach fix (IAF).
FILED FLIGHT PLAN (FPL) — The flight plan as
filed with an ATS unit by the pilot or a designated
representative, without any subsequent changes.
FINAL APPROACH COURSE — A bearing/radial/
track of an instrument approach leading to a runway
or an extended runway centerline all without regard
to distance.
FINAL APPROACH (ICAO) — That part of an instru-
ment approach procedure which commences at the
specified final approach fix or point, or where such a
fix or point is not specified,
a. at the end of the last procedure turn, base turn
or inbound turn of a racetrack procedure, if spec-
ified; or
b. at the point of interception of the last track spec-
ified in the approach procedure; and ends at a
point in the vicinity of an aerodrome from which:
1. a landing can be made; or
2. a missed approach procedure is initiated.
FINAL APPROACH AND TAKE-OFF AREA
(FATO) — A defined area over which the final phase
of the approach manoeuvre to hover or landing is
completed and from which the take-off manoeuvre
is commenced. Where the FATO is to be used by
performance Class 1 helicopters, the defined area
includes the rejected take-off area available.
FINAL APPROACH FIX (FAF) — The fix from
which the final approach (IFR) to an airport is exe-
cuted and which identifies the beginning of the final
approach segment. It is designated in the profile
view of Jeppesen Terminal charts by the Maltese
Cross symbol for non-precision approaches and
by the glide slope/path intercept point on precision
approaches. The glide slope/path symbol starts at
© JEPPESEN, 1984, 2011. ALL RIGHTS RESERVED.
 10 INTRODUCTION
GLOSSARY
the FAF. When ATC directs a lower-than-published
Glide Slope/Path Intercept Altitude, it is the resultant
actual point of the glide slope/path intercept.
FINAL APPROACH FIX (FAF) (AUSTRALIA) — A
specified point on a non-precision approach which
identifies the commencement of the final segment.
The FAF is designated in the profile view of Jeppesen
Terminal charts by the Maltese Cross symbol.
FINAL APPROACH FIX (FAF) OR POINT (FAP)
(ICAO) — That fix or point of an instrument approach
procedure where the final approach segment com-
mences.
FINAL APPROACH — IFR (USA) — The flight path
of an aircraft which is inbound to an airport on a final
instrument approach course, beginning at the final
approach fix or point and extending to the airport
or the point where a circling approach/circle-to-land
maneuver or a missed approach is executed.
FINAL APPROACH POINT (FAP) (USA) — The
point, applicable only to a non-precision approach
with no depicted FAF (such as an on-airport VOR),
where the aircraft is established inbound on the final
approach course from the procedure turn and where
the final approach descent may be commenced. The
FAP serves as the FAF and identifies the beginning
of the final approach segment.
FINAL APPROACH POINT (FAP) (AUSTRALIA) —
A specified point on the glide path of a precision
instrument approach which identifies the commence-
ment of the final segment.
NOTE: The FAP is co-incident with the FAF of a local-
izer-based non-precision approach.
FINAL APPROACH SEGMENT (FAS) — That seg-
ment of an instrument approach procedure in which
alignment and descent for landing are accomplished.
FLIGHT CREW MEMBER — A licensed crew mem-
ber charged with duties essential to the operation of
an aircraft during flight time.
FLIGHT DOCUMENTATION — Written or printed
documents, including charts or forms, containing
meteorological information for a flight.
FLIGHT INFORMATION CENTRE — A unit estab-
lished to provide flight information service and alert-
ing service.
FLIGHT INFORMATION REGION (FIR, UIR) — An
airspace of defined dimensions within which Flight
Information Service and Alerting Service are pro-
vided.
FLIGHT INFORMATION SERVICE (FIS) — A service
provided for the purpose of giving advice and informa-
tion useful for the safe and efficient conduct of flights.
FLIGHT LEVEL (FL) — A surface of constant atmo-
spheric pressure which is related to a specific pres-
sure datum, 1013.2 hectopascals (hPa), and is sep-
arated from other such surfaces by specific pressure
intervals.
NOTE 1: A pressure type altimeter calibrated in
accordance with the Standard Atmosphere:
a. when set to a QNH altimeter setting, will indicate
altitude;
b. when set to a QFE altimeter setting, will indicate
height above the QFE reference datum;
q$z
25 NOV 11
c. when set to a pressure of 1013.2 hectopascals
(hPa), may be used to indicate flight levels.
NOTE 2: The terms “height” and “altitude,” used in
NOTE 1 above, indicate altimetric rather than geo-
metric heights and altitudes.
FLIGHT PATH MONITORING — The use of ATS
surveillance systems for the purpose of providing
aircraft with information and advice relative to signif-
icant deviations from nominal flight path, including
deviations from the terms of their air traffic control
clearances.
NOTE: Some applications may require a specific
technology, e.g. radar, to support the function of flight
path monitoring.
FLIGHT PLAN — Specified information provided to
air traffic services units, relative to an intended flight
or portion of a flight of an aircraft.
NOTE: Specifications for flight plans are contained
in ICAO Rules of the Air, Annex 2. A Model Flight
Form is contained in ICAO Rules of the Air and Air
Traffic Services, PANS-RAC (Doc 4444), Appendix 2
and ATC section.
FLIGHT VISIBILITY — The visibility forward from the
cockpit of an aircraft in flight.
FLIGHT WATCH (USA) — A shortened term for use
in air-ground contacts to identify the flight service sta-
tion providing Enroute Flight Advisory Service; e.g.,
“Oakland Flight Watch.”
FLOW CONTROL — Measures designed to adjust
the flow of traffic into a given airspace, along a given
route, or bound for a given aerodrome, so as to
ensure the most effective utilization of the airspace.
FORECAST — A statement of expected meteorolog-
ical conditions for a specified time or period, and for
a specified area or portion of airspace.
GAMET AREA FORECAST — An area forecast in
abbreviated plain language for low-level flights for
a flight information region or sub-area thereof, pre-
pared by the meteorological office designated by the
meteorological authority concerned and exchanged
with meteorological offices in adjacent flight informa-
tion regions, as agreed between the meteorological
authorities concerned.
GBAS-LANDING SYSTEM (GLS) — A system for
Approach and Landing operations utilizing GNSS,
augmented by a Ground-Based Augmentation Sys-
tem (GBAS), as the primary navigational reference.
GLIDE PATH (GP) (ICAO) — A descent profile deter-
mined for vertical guidance during a final approach.
GLIDE SLOPE (GS) (USA) — Provides vertical guid-
ance for aircraft during approach and landing. The
glide slope/glidepath is based on the following:
a. Electronic components emitting signals
which provide vertical guidance by reference
to airborne instruments during instrument
approaches such as ILS/MLS; or
b. Visual ground aids, such as VASI, which provide
vertical guidance for a VFR approach or for the
visual portion of an instrument approach and
landing.
© JEPPESEN, 1984, 2011. ALL RIGHTS RESERVED.
 25 NOV 11 INTRODUCTION
GLOSSARY
c. PAR, used by ATC to inform an aircraft making a
PAR approach of its vertical position (elevation)
relative to the descent profile.
GLIDE SLOPE/GLIDE PATH INTERCEPT ALTI-
TUDE — The minimum altitude to intercept the glide
slope/path on a precision approach. The intersec-
tion of the published intercept altitude with the glide
slope/path, designated on Jeppesen Terminal charts
by the start of the glide slope/path symbol, is the
precision FAF; however, when ATC directs a lower
altitude, the resultant lower intercept position is then
the FAF.
GLOBAL NAVIGATION SATELLITE SYSTEMS
(GNSS) — An “umbrella” term adopted by the
International Civil Aviation Organization (ICAO) to
encompass any independent satellite navigation
system used by a pilot to perform onboard position
determinations from the satellite data.
GLOBAL POSITIONING SYSTEM (GPS) — A
space-based radio positioning, navigation, and
time-transfer system. The system provides highly
accurate position and velocity information, and
precise time, on a continuous global basis, to an
unlimited number of properly equipped users. The
system is unaffected by weather, and provides a
worldwide common grid reference system. The GPS
concept is predicated upon accurate and continuous
knowledge of the spatial position of each satellite
in the system with respect to time and distance
from a transmitting satellite to the user. The GPS
receiver automatically selects appropriate signals
from the satellites in view and translates these into
a three-dimensional position, velocity, and time. Sys-
tem accuracy for civil users is normally 100 meters
horizontally.
GRID MINIMUM OFF-ROUTE ALTITUDE (Grid
MORA) — An altitude derived by Jeppesen or pro-
vided by State Authorities. The Grid MORA altitude
provides terrain and man-made structure clearance
within the section outlined by latitude and longitude
lines. MORA does not provide for navaid signal cov-
erage or communication coverage.
a. Grid MORA values derived by Jeppesen clear
all terrain and man-made structures by 1000ft
in areas where the highest elevations are 5000ft
MSL or lower. MORA values clear all terrain and
man-made structures by 2000ft in areas where
the highest elevations are 5001ft MSL or higher.
When a Grid MORA is shown as “Unsurveyed”
it is due to incomplete or insufficient informa-
tion. Grid MORA values followed by a +/- denote
doubtful accuracy, but are believed to provide
sufficient reference point clearance.
b. Grid MORA (State) altitude supplied by the State
Authority provides 2000ft clearance in moun-
tainous areas and 1000ft in non-mountainous
areas.
GRID POINT DATA IN DIGITAL FORM — Computer
processed meteorological data for a set of regularly
spaced points on a chart, for transmission from a
meteorological computer to another computer in a
code form suitable for automated use.
NOTE: In most cases such data are transmitted on
medium or high speed telecommunications channels.
q$z
11
GRIP-FLEX MICRO-SURFACING — A thermoplas-
tic compound that uses highly refined, environmen-
tally safe coal tar derivative for anti-oxidation and fuel-
resistance qualities to create a stable wearing surface
for pavements.
GROUND COMMUNICATIONS OUTLET (GCO)
(USA) — An unstaffed, remotely controlled ground
/ ground communications facility. Pilots at uncon-
trolled airports may contact ATC and FSS via VHF
to a telephone connection to obtain an instrument
clearance or close a VFR or IFR flight plan. They may
also get an updated weather briefing prior to take-off.
Pilots will use four “key clicks” on the VHF radio to
contact the appropriate ATC facility, or six “key clicks”
to contact FSS. The GCO system is intended to be
used only on the ground.
GROUND EFFECT — A condition of improved per-
formance (lift) due to the interference of the surface
with the airflow pattern of the rotor system when a
helicopter or other VTOL aircraft is operating near the
ground.
NOTE: Rotor efficiency is increased by ground effect
to a height of about one rotor diameter for most heli-
copters.
GROUND VISIBILITY — The visibility at an aero-
drome, as reported by an accredited observer.
HEADING — The direction in which the longitudi-
nal axis of an aircraft is pointed, usually expressed
in degrees from North (true, magnetic, compass or
grid).
HEIGHT — The vertical distance of a level, a point
or an object considered as a point, measured from a
specified datum.
HEIGHT ABOVE AIRPORT (HAA) — The height of
the Minimum Descent Altitude (MDA) above the pub-
lished airport elevation. This is published in conjunc-
tion with circling minimums.
HEIGHT ABOVE TOUCHDOWN (HAT) — The height
of the Decision Height or Minimum Descent Altitude
above the highest runway elevation in the touchdown
zone of the runway. HAT is published on instrument
approach charts in conjunction with all straight-in min-
imums.
HIGH FREQUENCY COMMUNICATIONS — High
radio frequencies (HF) between 3 and 30MHz used
for air-to-ground voice communication in overseas
operations.
HIGH SPEED TAXIWAY / TURNOFF (HST) — A long
radius taxiway designed and provided with lighting or
marking to define the path of an aircraft, traveling at
high speed (up to 60KT), from the runway center to
a point on the center of a taxiway. Also referred to
as long radius exit or turnoff taxiway. The high speed
taxiway is designed to expedite aircraft turning off
the runway after landing, thus reducing runway occu-
pancy time.
HOLDING FIX, HOLDING POINT — A specified
location, identified by visual or other means, in the
vicinity of which the position of an aircraft in flight
is maintained in accordance with air traffic control
clearances.
© JEPPESEN, 1984, 2011. ALL RIGHTS RESERVED.
 12 INTRODUCTION 25 NOV 11

GLOSSARY

HOLD / HOLDING PROCEDURE — A prede- ILS CATEGORIES (USA) —

termined maneuver which keeps aircraft within a a. ILS Category I — An ILS approach procedure
specified airspace while awaiting further clearance which provides for approach to a height above
from air traffic control. Also used during ground oper- touchdown of not less than 200ft and with run-
ations to keep aircraft within a specified area or at a way visual range of not less than 1800ft.
specified point while awaiting further clearance from
b. ILS Category II — An ILS approach procedure
air traffic control.
which provides for approach to a height above
HOT SPOT — A location on an aerodrome move- touchdown of not less than 100ft and with run-
ment area with a history or potential risk of collision way visual range of not less than 1200ft.
or runway incursion, and where heightened attention
c. ILS Category III —
by pilots/drivers is necessary.
1. IIIA — An ILS approach procedure which
HUMAN FACTORS PRINCIPLES — Principles
provides for approach without a decision
which apply to aeronautical design, certification,
height minimum and with runway visual
training, operations and maintenance and which
range of not less than 700ft.
seek safe interface between the human and other
system components by proper consideration to 2. IIIB — An ILS approach procedure which
human performance. provides for approach without a decision
height minimum and with runway visual
HUMAN PERFORMANCE — Human capabilities
range of not less than 150ft.
and limitations which have an impact on the safety
and efficiency of aeronautical operations. 3. IIIC — An ILS approach procedure which
provides for approach without a decision
IFR FLIGHT — A flight conducted in accordance with
height minimum and without runway visual
the instrument flight rules.
range minimum.
ILS CATEGORIES (ICAO) —
INCERFA — The code word used to designate an
a. ILS Category I — An ILS approach procedure uncertainty phase.
which provides for an approach to a decision
INDEPENDENT PARALLEL APPROACHES —
height not lower than 60m (200ft) and a visibility
Simultaneous approaches to parallel or near-parallel
not less than 800m (2400ft) or a runway visual
instrument runways where radar separation minima
range not less than 550m (1800ft).
between aircraft on adjacent extended runway centre
b. ILS Category II (Special authorization required) lines are not prescribed.
— An ILS approach procedure which provides
INDEPENDENT PARALLEL DEPARTURES —
for an approach to a decision height lower than
Simultaneous departures from parallel or near-par-
60m (200ft) but not lower than 30m (100ft) and a
allel instrument runways.
runway visual range not less than 300m (1000ft)
for aircraft categories A, B, C (D with auto land- INITIAL APPROACH FIX (IAF) — A fix that marks the
ing), and not less than 350m (1200ft) for aircraft beginning of the initial segment and the end of the
category D without auto landing. arrival segment, if applicable. In RNAV applications
this fix is normally defined by a fly-by waypoint.
c. ILS Category III (Special authorization required)
— INITIAL APPROACH SEGMENT — That segment of
an instrument approach procedure between the initial
1. IIIA — An ILS approach procedure which
approach fix and the intermediate approach fix or,
provides for approach with either a decision
where applicable, the final approach fix or point.
height lower than 30m (100ft) or with no
decision height and with a runway visual INSTRUMENT APPROACH PROCEDURE (IAP) —
range of not less than 175m (574ft). A series of predetermined manoeuvres by reference
to flight instruments with specified protection from
2. IIIB — An ILS approach procedure which
obstacles from the initial approach fix, or where appli-
provides for approach with either a deci-
cable, from the beginning of a defined arrival route to
sion height lower than 15m (50ft) or with
a point from which a landing can be completed and
no decision height and with a runway visual
thereafter, if a landing is not completed, to a position
range of less than 175m (574ft) but not less
at which holding or en-route obstacle clearance crite-
than 50m (150ft).
ria apply. Instrument approach procedures are clas-
3. IIIC — An ILS approach procedure which sified as follows:
provides for approach with no decision
– Non-precision approach (NPA) procedure. An
height and no runway visual range limita-
instrument approach procedure which utilizes
tions.
lateral guidance but does not utilize vertical guid-
d. Some areas require special authorization for ILS ance.
Category I approaches. In these areas, an addi-
– Approach procedure with vertical guidance (APV).
tional category of approach called ILS is avail-
An instrument approach based on a navigation
able without special authorization. These ILS
system that is not required to meet the precision
approaches have minimums higher than a deci-
approach standards of ICAO Annex 10 but pro-
sion height of 200ft and a runway visual range
vides course and glide path deviation information
value of 2600ft. Jeppesen approach charts, at
(sometimes referred to as “semi-precision”). Baro-
these locations, will have a notation in the chart
VNAV, LDA with glide path, LNAV/VNAV and LPV
heading or in the minimum box titles.
are examples of APV approaches.
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© JEPPESEN, 1984, 2011. ALL RIGHTS RESERVED.

 25 NOV 11 INTRODUCTION
GLOSSARY
– Precision approach (PA) procedure. An instru-
ment approach procedure using precision lateral
and vertical guidance with minima as determined
by the category of operation.
NOTE: Lateral and vertical guidance refers to the
guidance provided either by:
a. a ground-based navigation aid; or
b. computer-generated navigation data.
INSTRUMENT DEPARTURE PROCEDURE (DP)
(USA) — A preplanned instrument flight rule (IFR)
air traffic control departure procedure printed for pilot
use in graphic and/or textual form. DPs provide tran-
sition from the terminal to the appropriate enroute
structure.
INSTRUMENT METEOROLOGICAL CONDITIONS
(IMC) — Meteorological conditions expressed in
terms of visibility, distance from cloud, and ceiling,
less than the minima specified for visual meteorolog-
ical conditions.
NOTE 1: The specified minima for visual meteorolog-
ical conditions are contained in ICAO Rules of the Air,
Annex 2, Chapter 4.
NOTE 2: In a control zone, a VFR flight may proceed
under instrument meteorological conditions if and as
authorized by air traffic control.
INTERMEDIATE APPROACH SEGMENT — That
segment of an instrument approach procedure
between either the intermediate approach fix and the
final approach fix or point, or between the end of a
reversal, racetrack or dead reckoning track procedure
and the final approach fix or point, as appropriate.
INTERMEDIATE FIX (IF) — A fix that marks the end
of an initial segment and the beginning of the inter-
mediate segment. In RNAV applications this fix is nor-
mally defined by a fly-by waypoint.
INTERNATIONAL AIRPORT (ICAO) — Any airport
designated by the Contracting State in whose territory
it is situated as an airport of entry and departure for
international air traffic, where the formalities incident
to customs, immigration, public health, animal and
plant quarantine and similar procedures are carried
out.
INTERNATIONAL AIRPORT (USA) — Relating to
international flight, it means:
a. An airport of entry which has been designated
by the Secretary of Treasury or Commissioner of
Customs as an international airport for customs
service.
b. A landing rights airport at which specific per-
mission to land must be obtained from customs
authorities in advance of contemplated use.
c. Airports designated under the Convention on
International Civil Aviation as an airport for use
by international air transport and/or international
general aviation.
INTERNATIONAL AIRWAYS VOLCANO WATCH
(IAVW) — International arrangements for monitoring
and providing warnings to aircraft of volcanic ash in
the atmosphere.
NOTE: The IAVW is based on the co-operation of avi-
ation and non-aviation operational units using infor-
mation derived from observing sources and networks
q$z
13
that are provided by States. The watch is coordinated
by ICAO with the co-operation of other concerned
international organizations.
INTERNATIONAL CIVIL AVIATION ORGANIZA-
TION (ICAO) — A specialized agency of the United
Nations whose objective is to develop the principles
and techniques of international air navigation and to
foster planning and development of international civil
air transport.
LAND AND HOLD SHORT OPERATIONS
(LAHSO) — Operations which include simultaneous
take-offs and landings and/or simultaneous landings
when a landing aircraft is able and is instructed by
the controller to hold short of the intersecting runway
/ taxiway or designated hold short point. Pilots are
expected to promptly inform the controller if the hold
short clearance cannot be accepted.
LANDING AREA — That part of a movement area
intended for the landing or take-off of aircraft.
LANDING DISTANCE AVAILABLE (LDA) (ICAO) —
The length of runway which is declared available and
suitable for the ground run of an airplane landing.
LATERAL NAVIGATION (LNAV) — Provides the
same level of service as the present GPS stand-alone
approaches. LNAV minimums support the following
navigation systems: WAAS, when the navigation
solution will not support vertical navigation; and,
GPS navigation systems which are presently autho-
rized to conduct GPS/GNSS approaches.
LATERAL NAVIGATION / VERTICAL NAVIGATION
(LNAV/VNAV) — Identifies APV minimums devel-
oped to accommodate an RNAV IAP with vertical
guidance, usually provided by approach certified
Baro-VNAV, but with lateral and vertical integrity
limits larger than a precision approach or LPV. LNAV
stands for Lateral Navigation; VNAV stands for Ver-
tical Navigation. These minimums can be flown by
aircraft with a statement in the Aircraft Flight Manual
(AFM) that the installed equipment supports GPS
approaches and has an approach-approved baro-
metric VNAV, or if the aircraft has been demonstrated
to support LNAV/VNAV approaches. This includes
Class 2, 3 and 4 TSO-C146 WAAS equipment.
Aircraft using LNAV/VNAV minimums will descend
to landing via an internally generated descent path
based on satellite or other approach approved VNAV
systems. WAAS equipment may revert to this mode
of operation when the signal does not support “pre-
cision” or LPV integrity.
LEVEL — A generic term relating to the vertical
position of an aircraft in flight and meaning variously,
height, altitude or flight level.
LOCAL AIRPORT ADVISORY (LAA) — A service
provided by flight service stations or the military at
airports not serviced by an operating control tower.
This service consists of providing information to arriv-
ing and departing aircraft concerning wind direction
and speed, favored runway, altimeter setting, perti-
nent known traffic, pertinent known field conditions,
airport taxi routes and traffic patterns, and authorized
instrument approach procedures. This information is
advisory in nature and does not constitute an ATC
clearance.
© JEPPESEN, 1984, 2011. ALL RIGHTS RESERVED.
 14 INTRODUCTION
GLOSSARY
LOCALIZER PERFORMANCE WITH VERTICAL
GUIDANCE (LPV) — Identifies the APV minimums
that incorporate electronic lateral and vertical guid-
ance. The lateral guidance is equivalent to localizer,
and the protected area is considerably smaller
than the protected area for the present LNAV and
LNAV/VNAV lateral protection. Aircraft can fly these
minimums with a statement in the Aircraft Flight Man-
ual (AFM) that the installed equipment supports LPV
approaches. This includes Class 3 and 4 TSO-C146
WAAS equipment, and future LAAS equipment. The
label LPV denotes minima lines associated with
APV-I or APV-II performance on approach charts.
LOCATION INDICATOR — A four-letter code group
formulated in accordance with rules prescribed by
ICAO and assigned to the location of an aeronauti-
cal fixed station.
LOW ALTITUDE AIRWAY STRUCTURE / FEDERAL
AIRWAYS (USA) — The network of airways serving
aircraft operations up to but not including 18,000ft
MSL.
LOW FREQUENCY (LF) — The frequency band
between 30 and 300kHz.
MAGNETIC VARIATION (VAR) — The orientation of
a horizontal magnetic compass with respect to true
north. Because there is a continuous small change of
direction of lines of magnetic force over the surface of
the earth, magnetic variation at most locations is not
constant over long periods of time.
MANDATORY ALTITUDE — An altitude depicted on
an instrument approach procedure chart requiring the
aircraft to maintain altitude at the depicted value.
MANDATORY FREQUENCY (MF) — A frequency
designated at selected airports that are uncontrolled
during certain hours only. Aircraft operating within
the designated MF Area, normally 5NM radius of the
airport, must be equipped with a functioning radio
capable of maintaining two-way communications.
Jeppesen charts list the MF frequency and the area
when other than the standard 5NM.
MANOEUVRING AREA — That part of an aero-
drome to be used for the take-off, landing and taxiing
of aircraft, excluding aprons.
MAXIMUM AUTHORIZED ALTITUDE (MAA) — A
published altitude representing the maximum usable
altitude or flight level for an airspace structure or route
segment.
MEDIUM FREQUENCY (MF) — The frequencies
between 300kHz and 3MHz.
METEOROLOGICAL AUTHORITY — The authority
providing or arranging for the provision of meteorolog-
ical service for international air navigation on behalf
of a Contracting State.
METEOROLOGICAL BULLETIN — A text compris-
ing meteorological information preceded by an appro-
priate heading.
METEOROLOGICAL INFORMATION — Meteo-
rological report, analysis, forecast, and any other
statement relating to existing or expected meteoro-
logical conditions.
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25 NOV 11
METEOROLOGICAL OFFICE — An office desig-
nated to provide meteorological service for interna-
tional air navigation.
METEOROLOGICAL REPORT — A statement of
observed meteorological conditions related to a
specified time and location.
METEOROLOGICAL SATELLITE — An artificial
earth satellite making meteorological observations
and transmitting these observations to earth.
MILITARY OPERATIONS AREA (MOA) (USA) —
[see SPECIAL USE AIRSPACE (SUA)].
MINIMUM CROSSING ALTITUDE (MCA) — The
lowest altitude at certain fixes at which an aircraft
must cross when proceeding in the direction of a
higher minimum enroute IFR altitude (MEA).
MINIMUM DESCENT ALTITUDE (MDA) (FAA) —
Is the lowest altitude specified in an instrument
approach procedure, expressed in feet above mean
sea level, to which descent is authorized on final
approach or during circle-to-land maneuvering until
the pilot sees the required visual references for the
heliport or runway of intended landing.
MINIMUM DESCENT ALTITUDE (MDA) OR MINI-
MUM DESCENT HEIGHT (MDH) (ICAO) — A spec-
ified altitude or height in a non-precision approach or
circling approach below which descent must not be
made without the required visual reference.
NOTE 1: Minimum descent altitude (MDA) is refer-
enced to mean sea level and minimum descent height
(MDH) is referenced to the aerodrome elevation or to
the threshold elevation if that is more than 2m (7ft)
below the aerodrome elevation. A minimum descent
height for a circling approach is referenced to the
aerodrome elevation.
NOTE 2: The required visual reference means that
section of the visual aids or of the approach area
which should have been in view for sufficient time
for the pilot to have made an assessment of the air-
craft position and rate of change of position, in rela-
tion to the desired flight path. In the case of a circling
approach the required visual reference is the runway
environment.
NOTE 3: For convenience when both expressions
are used they may be written in the form “minimum
descent altitude/height” abbreviated “MDA/H.”
MINIMUM ENROUTE IFR ALTITUDE (MEA) — The
lowest published altitude between radio fixes that
meets obstacle clearance requirements between
those fixes and in many countries assures accept-
able navigational signal coverage. The MEA applies
to the entire width of the airway, segment, or route
between the radio fixes defining the airway, segment,
or route.
MINIMUM FUEL — The term used to describe a sit-
uation in which an aircraft’s fuel supply has reached
a state where little or no delay can be accepted.
NOTE: This is not an emergency situation but merely
indicates that an emergency situation is possible,
should any undue delay occur.
MINIMUM IFR ALTITUDES (USA) — Minimum alti-
tudes for IFR operations are published on aeronauti-
cal charts for airways, routes, and for standard instru-
© JEPPESEN, 1984, 2011. ALL RIGHTS RESERVED.
 25 NOV 11 INTRODUCTION
GLOSSARY
ment approach procedures. Within the USA, if no
applicable minimum altitude is prescribed the follow-
ing minimum IFR altitudes apply.
a. In designated mountainous areas, 2000ft above
the highest obstacle within a horizontal distance
of 4NM from the course to be flown; or
b. Other than mountainous areas, 1000ft above the
highest obstacle within a horizontal distance of
4NM from the course to be flown; or
c. As otherwise authorized by the Administrator or
assigned by ATC.
MINIMUM OBSTRUCTION CLEARANCE ALTI-
TUDE (MOCA) — The lowest published altitude in
effect between radio fixes on VOR airways, off airway
routes, or route segments which meets obstacle
clearance requirements for the entire route segment
and in the USA assures acceptable navigational
signal coverage only within 22NM of a VOR.
MINIMUM OFF-ROUTE ALTITUDE (MORA) —
This is an altitude derived by Jeppesen. The MORA
provides known obstruction clearance 10NM either
side of the route centerline including a 10NM radius
beyond the radio fix reporting or mileage break defin-
ing the route segment. For terrain and man-made
structure clearance refer to Grid MORA.
MINIMUM RECEPTION ALTITUDE (MRA) — The
lowest altitude at which an intersection can be deter-
mined.
MINIMUM SAFE/SECTOR ALTITUDE (MSA)
(FAA) — Altitude depicted on an instrument chart
and identified as the minimum safe altitude which
provides 1000ft of obstacle clearance within a 25NM
radius from the navigational facility upon which the
MSA is predicated. If the radius limit is other than
25NM, it is stated. This altitude is for EMERGENCY
USE ONLY and does not necessarily guarantee
navaid reception. When the MSA is divided into sec-
tors, with each sector a different altitude, the altitudes
in these sectors are referred to as “minimum sector
altitudes”.
MINIMUM SECTOR ALTITUDE (MSA) (ICAO) —
The lowest altitude which may be used which will pro-
vide a minimum clearance of 300m (1000ft) above all
objects located in an area contained within a sector
of a circle of 46km (25NM) radius centered on a radio
aid to navigation.
MINIMUM STABILIZATION DISTANCE (MSD) —
The minimum distance to complete a turn manoeuvre
and after which a new manoeuvre can be initiated.
The minimum stabilization distance is used to com-
pute the minimum distance between waypoints.
MINIMUM VECTORING ALTITUDE (MVA) — The
lowest MSL altitude at which an IFR aircraft will be
vectored by a radar controller, except as otherwise
authorized for radar approaches, departures and
missed approaches. The altitude meets IFR obstacle
clearance criteria. It may be lower than the published
MEA along an airway of J-route segment. It may be
utilized for radar vectoring only upon the controller’s
determination that an adequate radar return is being
received from the aircraft being controlled.
q$z
15
MISSED APPROACH —
a. A maneuver conducted by a pilot when an
instrument approach cannot be completed
to a landing. The route of flight and altitude
are shown on instrument approach procedure
charts. A pilot executing a missed approach
prior to the Missed Approach Point (MAP) must
continue along the final approach to the MAP.
The pilot may climb immediately to the altitude
specified in the missed approach procedure.
b. A term used by the pilot to inform ATC that
he/she is executing the missed approach.
c. At locations where ATC radar service is provided
the pilot should conform to radar vectors, when
provided by ATC, in lieu of the published missed
approach procedure.
MISSED APPROACH HOLDING FIX (MAHF) — A
fix used in RNAV applications that marks the end of
the missed approach segment and the centre point
for the missed approach holding.
MISSED APPROACH POINT (MAP) (ICAO) — That
point in an instrument approach procedure at or
before which the prescribed missed approach pro-
cedure must be initiated in order to ensure that the
minimum obstacle clearance is not infringed.
MISSED APPROACH POINT (MAP) (USA) — A
point prescribed in each instrument approach pro-
cedure at which a missed approach procedure shall
be executed if the required visual reference does not
exist.
MISSED APPROACH PROCEDURE — The proce-
dure to be followed if the approach cannot be contin-
ued.
MODE (SSR) — The conventional identifier related
to specific functions of the interrogation signals trans-
mitted by an SSR interrogator. There are four modes
specified in ICAO Annex 10 (not published herein): A,
C, S and intermode.
MOUNTAINOUS AREA (ICAO) — An area of chang-
ing terrain profile where the changes of terrain eleva-
tion exceed 900m (3000ft) within a distance of 10NM.
MOVEMENT AREA — That part of an aerodrome to
be used for the take-off, landing and taxiing of aircraft,
consisting of the manoeuvring area and the apron(s).
NEAR-PARALLEL RUNWAYS — Non-intersecting
runways whose extended centre lines have an angle
of convergence/divergence of 15 degrees or less.
NON PRECISION APPROACH (NPA) PROCE-
DURE — [see INSTRUMENT APPROACH PROCE-
DURE (IAP)]
NO PROCEDURE TURN (NoPT) — No procedure
turn is required nor authorized.
NORMAL OPERATING ZONE (NOZ) — Airspace
of defined dimensions extending to either side of
an ILS localizer course and/or MLS final approach
track. Only the inner half of the normal operating
zone is taken into account in independent parallel
approaches.
NOTAM (ICAO) — A notice distributed by means of
telecommunication containing information concern-
ing the establishment, condition or change in any
© JEPPESEN, 1984, 2011. ALL RIGHTS RESERVED.
 16 INTRODUCTION
GLOSSARY
aeronautical facility, service, procedure or hazard, the
timely knowledge of which is essential to personnel
concerned with flight operations.
NO-TRANSGRESSION ZONE (NTZ) — In the con-
text of independent parallel approaches, a corridor
of airspace of defined dimensions located centrally
between the two extended runway centre lines, where
a penetration by an aircraft requires a controller inter-
vention to manoeuvre any threatened aircraft on the
adjacent approach.
OBSERVATION (METEOROLOGICAL) — The eval-
uation of one or more meteorological elements.
OBSTACLE ASSESSMENT SURFACE (OAS) — A
defined surface intended for the purpose of determin-
ing those obstacles to be considered in the calcula-
tion of obstacle clearance altitude/height for a specific
APV or precision approach procedure.
OBSTACLE CLEARANCE ALTITUDE (OCA) OR
OBSTACLE CLEARANCE HEIGHT (OCH) — The
lowest altitude or the lowest height above the ele-
vation of the relevant runway threshold or the aero-
drome elevation as applicable, used in establishing
compliance with appropriate obstacle clearance cri-
teria.
NOTE 1: Obstacle clearance altitude is referenced
to mean sea level and obstacle clearance height is
referenced to the threshold elevation or in the case
of non-precision approaches to the aerodrome ele-
vation or the threshold elevation if that is more than
7ft (2m) below the aerodrome elevation. An obstacle
clearance height for a circling approach is referenced
to the aerodrome elevation.
NOTE 2: For convenience when both expressions are
used they may be written in the form “obstacle clear-
ance altitude/height” and abbreviated “OCA/H.”
OBSTACLE FREE ZONE (OFZ) (ICAO) — The
airspace above the inner approach surface, inner
transitional surfaces, and balked landing surface and
that portion of the strip bounded by these surfaces,
which is not penetrated by any fixed obstacle other
than a low-mass and frangibly mounted one required
for air navigation purposes.
OBSTRUCTION CLEARANCE LIMIT (OCL) — The
height above aerodrome elevation below which the
minimum prescribed vertical clearance cannot be
maintained either on approach or in the event of a
missed approach.
OPERATIONAL CONTROL — The exercise of
authority over the initiation, continuation, diversion
or termination of a flight in the interest of the safety
of the aircraft and the regularity and efficiency of the
flight.
OPERATOR — A person, organization or enterprise
engaged in or offering to engage in an aircraft oper-
ation.
PILOT CONTROLLED LIGHTING (PCL) (USA) —
(For other states see Air Traffic Control Rules and
Procedures.)
Radio control of lighting is available at selected air-
ports to provide airborne control of lights by keying
the aircraft’s microphone. The control system con-
sists of a 3-step control responsive to 7, 5, and/or
3 microphone clicks. The 3-step and 2-step lighting
q$z
25 NOV 11
facilities can be altered in intensity. All lighting is illu-
minated for a period of 15min (except for 1-step and
2-step REILs which may be turned off by keying the
mike 5 or 3 times, respectively).
Suggested use is to always initially key the mike 7
times; this assures that all controlled lights are turned
on to the maximum available intensity. If desired,
adjustment can then be made, where the capability is
provided, to a lower intensity (or the REIL turned off)
by keying the mike 5 and/or three times. Approved
lighting systems may be activated by keying the mike
as indicated below:
KEY MIKE FUNCTION
7 times within 5 Highest intensity available
seconds
5 times within 5 Medium or lower intensity
seconds (Lower REIL or REIL Off)
3 times within 5 Lowest intensity available
seconds (Lower REIL or REIL Off)
Due to the close proximity of airports using the same
frequency, radio controlled lighting receivers may be
set at a low sensitivity requiring the aircraft to be rel-
atively close to activate the system. Consequently,
even when lights are on, always key mike as directed
when overflying an airport of intended landing or just
prior to entering the final segment of an approach.
This will assure the aircraft is close enough to acti-
vate the system and a full 15min lighting duration is
available.
PILOT-IN-COMMAND (PIC) — The pilot responsible
for the operation and safety of the aircraft during flight
time.
PITCH POINT — A fix/waypoint that serves as a tran-
sition point from a departure procedure or the low alti-
tude ground-based navigation structure into the high
altitude waypoint system.
POINT-IN-SPACE APPROACH (PinS) — The
point-in-space approach is based on a basic GNSS
non-precision approach procedure designed for
helicopters only. It is aligned with a reference point
located to permit subsequent flight manoeuvring or
approach and landing using visual manoeuvring in
adequate visual conditions to see and avoid obsta-
cles.
POINT-IN-SPACE REFERENCE POINT (PRP) —
Reference point for the point-in-space approach as
identified by the latitude and longitude of the MAPt.
PRECISION APPROACH (PA) PROCEDURE —
[see INSTRUMENT APPROACH PROCEDURE
(IAP)].
PRECISION APPROACH RADAR (PAR) — Primary
radar equipment used to determine the position of
an aircraft during final approach, in terms of lateral
and vertical deviations relative to a nominal approach
path, and in range relative to touchdown.
NOTE: Precision approach radars are designated
to enable pilots of aircraft to be given guidance by
radio communication during the final stages of the
approach to land.
© JEPPESEN, 1984, 2011. ALL RIGHTS RESERVED.
 25 NOV 11 INTRODUCTION
GLOSSARY
PRECISION OBJECT FREE ZONE (POFZ) (FAA)
— A volume of airspace above an area beginning
at the runway threshold, at the threshold elevation,
and entered on the extended runway centerline. The
standard POFZ is 200ft (60m) long and 800ft (240m)
wide. The POFZ must be kept clear when an air-
craft on a vertically guided final approach is within two
nautical miles (NM) of the runway threshold and the
reported ceiling is below 250ft and/or visibility less
than ¾ statute miles (SM) (or runway visual range
below 4000ft). The POFZ is considered clear even
if the wing of the aircraft holding on a taxiway wait-
ing for runway clearance penetrates the POFZ; how-
ever, neither the fuselage nor the tail may infringe
on the POFZ. For approaching aircraft, in the event
that a taxiing/parked aircraft or vehicle is not clear
of the POFZ, air traffic control will provide advisories
to the approaching aircraft regarding the position of
the offending aircraft/vehicle. In this case the pilot
of the approaching aircraft must decide to continue
or abort the approach. When the reported ceiling is
below 800ft or visibility less than 2SM, departing air-
craft must do the following. When there is an air traffic
control tower (ATCT) in operation, plan to hold at the
ILS hold line and hold as directed by air traffic control.
When there is no operating ATCT, honor the ILS hold
line and do not taxi into position and take-off if there
is an approaching aircraft within 2NM of the runway
threshold.
PRE-DEPARTURE CLEARANCE (PDC) — An
automated Clearance Delivery system relaying ATC
departure clearances from the FAA to the user net-
work computer for subsequent delivery to the cockpit
via ACARS (Airline/Aviation VHF data link) where
aircraft are appropriately equipped, or to gate print-
ers for pilot pickup.
PRESSURE ALTITUDE — An atmospheric pressure
expressed in terms of altitude which corresponds to
that pressure in the Standard Atmosphere.
PREVAILING VISIBILITY — The greatest visibility
value, observed in accordance with the definition “vis-
ibility”, which is reached within at least half the hori-
zon circle or within at least half of the surface of the
aerodrome. These areas could comprise contiguous
or non-contiguous sectors.
NOTE: This value may be assessed by human
observation and/or instrumented systems. When
instruments are installed, they are used to obtain the
best estimate of the prevailing visibility.
PRIMARY AREA — A defined area symmetrically
disposed about the nominal flight track in which
full obstacle clearance is provided. (See also SEC-
ONDARY AREA.)
PRIMARY RADAR — A radar system which uses
reflected radio signals.
PRIMARY SURVEILLANCE RADAR (PSR) — A
surveillance radar system which uses reflected radio
signals.
PROCEDURE ALTITUDE/HEIGHT — Are recom-
mended altitudes/heights developed in coordination
with Air Traffic Control requirements flown opera-
tionally at or above the minimum altitude/height and
established to accommodate a stabilized descent
at a prescribed descent gradient/angle in the inter-
q$z
17
mediate/final approach segment. Procedure alti-
tudes/heights are never below the Segment Minimum
Altitude (SMA) or Segment Minimum Safe Altitude
(SMSA).
PROCEDURE TURN (PT) (ICAO) — A maneuver in
which a turn is made away from a designated track
followed by a turn in the opposite direction to permit
the aircraft to intercept and proceed along the recip-
rocal of the designated track.
NOTE 1: Procedure turns are designated “left” or
“right” according to the direction of the initial turn.
NOTE 2: Procedure turns may be designated as
being made either in level flight or while descending,
according to the circumstances of each individual
procedure.
PROCEDURE TURN (PT) (USA) — The maneuver
prescribed when it is necessary to reverse direction
to establish an aircraft on the intermediate approach
segment or final approach course. The outbound
course, direction of turn, distance within which the
turn must be completed, and minimum altitude are
specified in the procedure. However, unless other-
wise restricted, the point at which the turn may be
commenced and the type and rate of turn are at the
discretion of the pilot.
PROCEDURE TURN INBOUND — That point of
a procedure turn maneuver where course reversal
has been completed and an aircraft is established
inbound on the intermediate approach segment or
final approach course. A report of “procedure turn
inbound” is normally used by ATC as a position report
for separation purposes.
PROFILE — The orthogonal projection of a flight path
or portion thereof on the vertical surface containing
the nominal track.
PROGNOSTIC CHART — A forecast of a specified
meteorological element(s) for a specified time or
period and a specified surface or portion of airspace,
depicted graphically on a chart.
PROHIBITED AREA (ICAO) (USA) — [see SPECIAL
USE AIRSPACE (SUA)].
QFE — [see ALTIMETER SETTING]
QNE — [see ALTIMETER SETTING]
QNH — [see ALTIMETER SETTING]
RACETRACK PROCEDURE (ICAO) — A procedure
designed to enable the aircraft to reduce altitude dur-
ing the initial approach segment and/or establish the
aircraft inbound when the entry into a reversal proce-
dure is not practical.
RADAR — A radio detection device which provides
information on range, azimuth and/or elevation of
objects.
RADAR APPROACH — An approach, executed by
an aircraft, under the direction of a radar controller.
RADAR CONTACT — The situation which exists
when the radar position of a particular aircraft is seen
and identified on a radar display.
RADAR SEPARATION — The separation used
when aircraft position information is derived from
radar sources.
© JEPPESEN, 1984, 2011. ALL RIGHTS RESERVED.
 18 INTRODUCTION
GLOSSARY
RADAR WEATHER ECHO INTENSITY LEVELS —
Existing radar systems cannot detect turbulence.
However, there is a direct correlation between
the degree of turbulence and other weather features
associated with thunderstorms and the radar weather
echo intensity. The National Weather Service has
categorized radar weather echo intensity for precip-
itation into six levels. These levels are sometimes
expressed during communications as “VIP LEVEL” 1
through 6 (derived from the component of the radar
that produces the information — Video Integrator
and Processor). The following list gives the “VIP
LEVELS” in relation to the precipitation intensity
within a thunderstorm:
Level 1. WEAK
Level 2. MODERATE
Level 3. STRONG
Level 4. VERY STRONG
Level 5. INTENSE
Level 6. EXTREME
RADIO ALTIMETER / RADAR ALTIMETER — Air-
craft equipment which makes use of the reflection of
radio waves from the ground to determine the height
of the aircraft above the surface.
RADIOTELEPHONY — A form of radio communica-
tion primarily intended for the exchange of information
in the form of speech.
RADIOTELEPHONY NETWORK — A group of
radiotelephony aeronautical stations which operate
on and guard frequencies from the same family and
which support each other in a defined manner to
ensure maximum dependability of air-ground com-
munications and dissemination of air-ground traffic.
REDUCED VERTICAL SEPARATION MINIMUMS
(RVSM) — A reduction in the vertical separation
between FL290 – FL410 from 2000ft to 1000ft.
REGIONAL AIR NAVIGATION AGREEMENT —
Agreement approved by the Council of ICAO nor-
mally on the advice of a regional air navigation
meeting.
REPETITIVE FLIGHT PLAN (RPL) — A flight plan
related to a series of frequently recurring, regularly
operated individual flights with identical basic fea-
tures, submitted by an operator for retention and
repetitive use by ATS units.
REPORTING POINT — A specified geographical
location in relation to which the position of an aircraft
can be reported.
REQUIRED NAVIGATION PERFORMANCE
(RNP) — A statement of navigation position accuracy
necessary for operation within a defined airspace.
RNP is performance-based and not dependent on a
specific piece of equipment. RNP includes a descrip-
tive number, the value being an indicator of the size
of the containment area (e.g., RNP-0.3, RNP-1,
RNP-3, etc.). The different values are assigned to
terminal, departure, and enroute operations. Some
aircraft have RNP approval in their AFM without a
GPS sensor. The lowest level of sensors that the FAA
will support for RNP service is DME/DME. However,
necessary DME signal may not be available at the
q$z
25 NOV 11
airport of intended operations. For those locations
having an RNAV chart published with LNAV/VNAV
minimums, a procedure note may be provided such
as "DME/DME RNP-0.3 NA." This means that RNP
aircraft dependent on DME/DME to achieve RNP-0.3
are not authorized to conduct this approach. Where
DME facility availability is a factor, the note may
read "DME/DME RNP-0.3 authorized; ABC and
XYZ required." This means that ABC and XYZ
facilities have been determined by flight inspection
to be required in the navigation solution to assure
RNP-0.3. VOR/DME updating must not be used for
approach procedures.
RESCUE COORDINATION CENTER — A unit
responsible for promoting efficient organization of
search and rescue service and for coordinating the
conduct of search and rescue operations within a
search and rescue region.
RESCUE UNIT — A unit composed of trained per-
sonnel and provided with equipment suitable for the
expeditious conduct of search and rescue.
RESTRICTED AREA (ICAO) (USA) — [see SPE-
CIAL USE AIRSPACE (SUA)].
REVERSAL PROCEDURE — A procedure designed
to enable aircraft to reverse direction during the initial
approach segment of an instrument approach proce-
dure. The sequence may include procedure turns or
base turns.
RNAV APPROACH — An instrument approach pro-
cedure which relies on aircraft area navigation equip-
ment for navigation guidance.
RNP TYPE — A containment value expressed as a
distance in nautical miles from the intended position
within which flights would be for at least 95 percent of
the total flying time.
EXAMPLE: RNP 4 represents a navigation accuracy
of plus or minus 7.4km (4NM) on a 95 percent con-
tainment basis.
ROUTE MINIMUM OFF-ROUTE ALTITUDE (Route
MORA) — This is an altitude derived by Jeppesen.
The Route MORA altitude provides reference point
clearance within 10NM of the route centerline
(regardless of the route width) and end fixes. Route
MORA values clear all reference points by 1000ft in
areas where the highest reference points are 5000ft
MSL or lower. Route MORA values clear all refer-
ence points by 2000ft in areas where the highest
reference points are 5001ft MSL or higher. When a
Route MORA is shown along a route as “unknown” it
is due to incomplete or insufficient information.
RUNWAY — A defined rectangular area on a land
aerodrome prepared for the landing and take-off of
aircraft.
RUNWAY EDGE LIGHTS (ICAO) — Are provided for
a runway intended for use at night or for a precision
approach runway intended for use by day or night.
Runway edge lights shall be fixed lights showing vari-
able white, except that:
a. in the case of a displaced threshold, the lights
between the beginning of the runway and
the displaced threshold shall show red in the
approach direction; and
© JEPPESEN, 1984, 2011. ALL RIGHTS RESERVED.
 25 NOV 11 INTRODUCTION
GLOSSARY
b. a section of the lights 600m or one-third of the
runway length, whichever is the less, at the
remote end of the runway from the end at which
the take-off run is started, may show yellow.
RUNWAY EDGE LIGHTS (USA) — Lights used
to outline the edges of runways during periods
of darkness or restricted visibility conditions. The
light systems are classified according to the inten-
sity or brightness they are capable of producing:
they are the High Intensity Runway Lights (HIRL),
Medium Intensity Runway Lights (MIRL), and the
Low Intensity Runway Lights (RL). The HIRL and
MIRL systems have variable intensity controls, where
the RLs normally have one intensity setting.
a. The runway edge lights are white, except on
instrument runways amber replaces white on
the last 2000ft or half of the runway length,
whichever is less, to form a caution zone for
landings.
b. The lights marking the ends of the runway emit
red light toward the runway to indicate the end
of runway to a departing aircraft and emit green
outward from the runway end to indicate the
threshold to landing aircraft.
RUNWAY HOLDING POSITION — A designated
position intended to protect a runway, an obstacle
limitation surface, or an ILS/MLS critical/sensitive
area at which taxiing aircraft and vehicles shall stop
and hold, unless otherwise authorized by the aero-
drome control tower.
NOTE: In radiotelephony phraseologies, the expres-
sion “holding point” is used to designate the runway-
holding position.
RUNWAY INCURSION — Any occurrence at an aero-
drome involving the incorrect presence of an aircraft,
vehicle or person on the protected area of a surface
designated for the landing and take-off of aircraft.
RUNWAY MARKINGS —
a. Basic marking — Markings on runways used for
operations under visual flight rules consisting of
centerline markings and runway direction num-
bers and, if required, letters.
b. Instrument marking — Markings on runways
served by nonvisual navigation aids and
intended for landings under instrument weather
conditions, consisting of basic marking plus
threshold markings.
c. All-weather (precision instrument) marking —
Marking on runways served by nonvisual pre-
cision approach aids and on runways having
special operational requirements, consisting of
instrument markings plus landing zone mark-
ings and side strips.
RUNWAY STRIP — A defined area including the run-
way and stopway, if provided, intended:
a. to reduce the risk of damage to aircraft running
off a runway; and
b. to protect aircraft flying over it during take-off or
landing operations.
q$z
19
RUNWAY VISUAL RANGE (RVR) — The range over
which the pilot of an aircraft on the centre line of a
runway can see the runway surface markings or the
lights delineating the runway or identifying its centre
line.
SAFETY-SENSITIVE PERSONNEL — Persons who
might endanger aviation safety if they perform their
duties and functions improperly including, but not lim-
ited to, crew members, aircraft maintenance person-
nel and air traffic controllers.
SEARCH AND RESCUE SERVICES UNIT — A
generic term meaning, as the case may be, rescue
coordination center, rescue subcenter or alerting
post.
SECONDARY AREA — A defined area on each side
of the primary area located along the nominal flight
track in which decreasing obstacle clearance is pro-
vided. (See also PRIMARY AREA).
SECONDARY RADAR — A radar system wherein a
radio signal transmitted from a radar station initiates
the transmission of a radio signal from another sta-
tion.
SECONDARY SURVEILLANCE RADAR (SSR) — A
surveillance radar system which uses transmitters/
receivers (interrogators) and transponders.
SEGMENT MINIMUM ALTITUDE (SMA), or SEG-
MENT MINIMUM SAFE ALTITUDE (SMSA) — An
altitude that provides minimum obstacle clearance in
each segment of a non-precision approach. Segment
minimum (safe) altitudes can be considered “do not
descend below” altitudes and can be lower than pro-
cedure altitudes which are specifically developed to
facilitate a constant rate or stabilized descent.
SEGMENTS OF AN INSTRUMENT APPROACH
PROCEDURE — An instrument approach proce-
dure may have as many as four separate segments
depending on how the approach procedure is struc-
tured.
ICAO —
a. Initial Approach — That segment of an instru-
ment approach procedure between the initial
approach fix and the intermediate approach fix
or, where applicable, the final approach fix or
point.
b. Intermediate Approach — That segment of
an instrument approach procedure between
either the intermediate approach fix and the
final approach fix or point, or between the end
of a reversal, race track or dead reckoning track
procedure and the final approach fix or point,
as appropriate.
c. Final Approach — That segment of an instru-
ment approach procedure in which alignment
and descent for landing are accomplished.
d. Missed Approach Procedure — The procedure
to be followed if the approach cannot be contin-
ued.
USA —
a. Initial Approach — The segment between the
initial approach fix and the intermediate fix or
the point where the aircraft is established on the
intermediate course or final course.
© JEPPESEN, 1984, 2011. ALL RIGHTS RESERVED.
 20 INTRODUCTION
GLOSSARY
b. Intermediate Approach — The segment
between the intermediate fix or point and the
final approach fix.
c. Final Approach — The segment between the
final approach fix or point and the runway, airport
or missed approach point.
d. Missed Approach — The segment between the
missed approach point, or point of arrival at deci-
sion height, and the missed approach fix at the
prescribed altitude.
SEGREGATED PARALLEL OPERATIONS —
Simultaneous operations on parallel or near-parallel
instrument runways in which one runway is used
exclusively for approaches and the other runway is
used exclusively for departures.
SELECTIVE CALL SYSTEM (SELCAL) — A system
which permits the selective calling of individual air-
craft over radiotelephone channels linking a ground
station with the aircraft.
SHORELINE — A line following the general contour
of the shore, except that in cases of inlets or bays less
than 30NM in width, the line shall pass directly across
the inlet or bay to intersect the general contour on the
opposite side.
SIDESTEP MANEUVER — A visual maneuver
accomplished by a pilot at the completion of an
instrument approach to permit a straight-in landing
on a parallel runway not more than 1200ft to either
side of the runway to which the instrument approach
was conducted.
SIGMET INFORMATION — Information issued by
a meteorological watch office concerning the occur-
rence or expected occurrence of specified en route
weather phenomena which may affect the safety of
aircraft operations.
SIGNAL AREA — An area on an aerodrome used for
the display of ground signals.
SIGNIFICANT POINT — A specified geographical
location used in defining an ATS route or the flight
path of an aircraft and for other navigation and ATS
purposes.
NOTE: There are three categories of significant
points: ground-based navigation aid, intersection
and waypoint. In the context of this definition, inter-
section is a significant point expressed as radials,
bearings and/or distances from ground-based navi-
gation aids.
SLUSH — Water-saturated snow which with a heel-
and-toe slap-down motion against the ground will be
displaced with a splatter; specific gravity: 0.5 up to
0.8.
NOTE: Combinations of ice, snow and/or standing
water may, especially when rain, rain and snow, or
snow is falling, produce substances with specific
gravities in excess of 0.8. These substances, due to
their high water/ice content, will have a transparent
rather than a cloudy appearance and, at the higher
specific gravities, will be readily distinguishable from
slush.
q$z
25 NOV 11
SNOW (on the ground) —
a. Dry snow. Snow which can be blown if loose or, if
compacted by hand, will fall apart upon release;
specific gravity: up to but not including 0.35.
b. Wet snow. Snow which, if compacted by hand,
will stick together and tend to or form a snowball;
specific gravity: 0.35 up to but not including 0.5.
c. Compacted snow. Snow which has been com-
pressed into a solid mass that resists further
compression and will hold together or break up
into lumps if picked up; specific gravity: 0.5 and
over.
SPECIAL USE AIRSPACE — Airspace of defined
dimensions identified by an area on the surface of the
earth wherein activities must be confined because
of their nature and/or wherein limitations may be
imposed upon aircraft operations that are not a part
of those activities. Types of special use airspace are:
a. Alert Area (USA) — Airspace which may con-
tain a high volume of pilot training activities or an
unusual type of aerial activity, neither of which is
hazardous to aircraft. Alert Areas are depicted
on aeronautical charts for the information of non-
participating pilots. All activities within an Alert
Area are conducted in accordance with Federal
Aviation Regulations, and pilots of participating
aircraft as well as pilots transiting the area are
equally responsible for collision avoidance.
b. Controlled Firing Area (USA) — Airspace
wherein activities are conducted under con-
ditions so controlled as to eliminate hazards
to non participating aircraft and to ensure the
safety of persons and property on the ground.
c. Danger Area (ICAO) — An airspace of defined
dimensions within which activities dangerous to
the flight of aircraft may exist at specified times.
d. Military Operations Area (MOA) (USA) — A
MOA is airspace established outside of a Class
“A” airspace area to separate or segregate cer-
tain nonhazardous military activities from IFR
traffic and to identify for VFR traffic where these
activities are conducted.
e. Prohibited Area (ICAO) — An airspace of
defined dimensions, above the land areas or
territorial waters of a State, within which the
flight of aircraft is prohibited.
Prohibited Area (USA) — Airspace designated
under FAR Part 73 within which no person may
operate an aircraft without the permission of the
using agency.
f. Restricted Area (ICAO) — An airspace of
defined dimensions, above the land areas or
territorial waters of a State, within which the
flight of aircraft is restricted in accordance with
certain specified conditions.
© JEPPESEN, 1984, 2011. ALL RIGHTS RESERVED.
 25 NOV 11 INTRODUCTION
GLOSSARY
Restricted Area (USA) — Airspace designated
under Part 73, within which the flight of air-
craft, while not wholly prohibited, is subject
to restriction. Most restricted areas are des-
ignated joint use and IFR/VFR operations in
the area may be authorized by the controlling
ATC facility when it is not being utilized by the
using agency. Restricted areas are depicted on
enroute charts. Where joint use is authorized,
the name of the ATC controlling facility is also
shown.
g. Warning Area (USA) — A warning area is
airspace of defined dimensions from 3NM out-
ward from the coast of the United States, that
contains activity that may be hazardous to
nonparticipating aircraft. The purpose of such
warning areas is to warn nonparticipating pilots
of the potential danger. A warning area may be
located over domestic or international waters or
both.
SPECIAL VFR FLIGHT — A VFR flight cleared by
air traffic control to operate within a control zone in
meteorological conditions below VMC.
STANDARD INSTRUMENT ARRIVAL (STAR)
(ICAO) — A designated instrument flight rule (IFR)
arrival route linking a significant point, normally on
an ATS route, with a point from which a published
instrument approach procedure can be commenced.
STANDARD INSTRUMENT DEPARTURE (SID)
(ICAO) — A designated instrument flight rule (IFR)
departure route linking the aerodrome or a specified
runway of the aerodrome with a specified point,
normally on a designated ATS route, at which the
enroute phase of a flight commences.
STANDARD INSTRUMENT DEPARTURE (SID)
(USA) — A preplanned instrument flight rule (IFR)
air traffic control departure procedure printed for pilot
use in graphic and/or textual form. SIDs provide tran-
sition from the terminal to the appropriate enroute
structure.
STANDARD ISOBARIC SURFACE — An isobaric
surface used on a world-wide basis for representing
and analyzing the conditions in the atmosphere.
STANDARD TERMINAL ARRIVAL ROUTE (STAR)
(USA) — A preplanned instrument flight rule (IFR) air
traffic control arrival procedure published for pilot use
in graphic and/or textual form. STARs provide transi-
tion from the enroute structure to an outer fix or an
instrument approach fix/arrival waypoint in the termi-
nal area.
STATION DECLINATION — The orientation with
respect to true north of VHF transmitted signals.
The orientation is originally made to agree with the
magnetic variation (an uncontrollable global phenom-
enon) at the site. Hence station declination (fixed by
man) may differ from changed magnetic variation
until the station is reoriented.
STOPWAY — A defined rectangular area on the
ground at the end of take-off run available prepared
as a suitable area in which an aircraft can be stopped
in the case of an abandoned take-off.
q$z
21
SUBSTITUTE ROUTE — A route assigned to pilots
when any part of an airway or route is unusable
because of navaid status.
SUNSET AND SUNRISE — The mean solar times
of sunset and sunrise as published in the Nautical
Almanac, converted to local standard time for the
locality concerned. Within Alaska, the end of evening
civil twilight and the beginning of morning civil twilight,
as defined for each locality.
SURFACE MOVEMENT GUIDANCE AND CON-
TROL SYSTEM (SMGCS) (USA) — Provisions for
guidance and control or regulation for facilities, infor-
mation, and advice necessary for pilots of aircraft
and drivers of ground vehicles to find their way on the
airport during low visibility operations and to keep
the aircraft or vehicles on the surfaces or within the
areas intended for their use. Low visibility operations
for this system means reported conditions of RVR
1200 or less.
SURVEILLANCE APPROACH (ASR) — An instru-
ment approach wherein the air traffic controller issues
instructions, for pilot compliance, based on aircraft
position in relation to the final approach course
(azimuth), and the distance (range) from the end
of the runway as displayed on the controller’s radar
scope. The controller will provide recommended
altitudes on final approach if requested by the pilot.
SURVEILLANCE RADAR — Radar equipment used
to determine the position of an aircraft in range and
azimuth.
TAKE-OFF DISTANCE AVAILABLE (TODA)
(ICAO) — The length of the take-off run avail-
able plus the length of the clearway, if provided.
TAKE-OFF RUN AVAILABLE (TORA) (ICAO) — The
length of runway declared available and suitable for
the ground run of an airplane taking off.
TAXIING — Movement of an aircraft on the surface of
an aerodrome under its own power, excluding take-off
and landing.
TAXIWAY — A defined path on a land aerodrome
established for the taxiing of aircraft and intended to
provide a link between one part of the aerodrome and
another, including:
Aircraft Stand Taxilane — A portion of an apron
designated as a taxiway and intended to provide
access to aircraft stands only.
Apron Taxiway — A portion of a taxiway system
located on an apron and intended to provide a
through taxi route across the apron.
Rapid Exit Taxiway — A taxiway connected to a
runway at an acute angle and designed to allow
landing aeroplanes to turn off at higher speeds
than are achieved on other exit taxi-ways and
thereby minimizing runway occupancy times.
TERMINAL CONTROL AREA (ICAO) — A control
area normally established at the confluence of ATS
routes in the vicinity of one or more major aero-
dromes.
TERMINAL ARRIVAL AREA (FAA) / TERMINAL
AREA ALTITUDE (TAA) (ICAO) — Provides a
seamless and efficient transition from the enroute
structure to the terminal environment to an underly-
© JEPPESEN, 1984, 2011. ALL RIGHTS RESERVED.
22 INTRODUCTION
GLOSSARY
ing RNAV instrument approach procedure for FMS
and/or GPS equipped aircraft. Minimum altitudes
depict standard obstacle clearances compatible
with the associated instrument approach procedure.
TAAs will not be found on all RNAV procedures,
particularly in areas with a heavy concentration of
air traffic. When the TAA is published, it replaces the
MSA for that approach procedure. A standard race-
track holding pattern may be provided at the center
IAF, and if present may be necessary for course
reversal and for altitude adjustment for entry into the
procedure. In the latter case, the pattern provides
an extended distance for the descent as required
by the procedure. The published procedure will be
annotated to indicate when the course reversal is not
necessary when flying within a particular TAA (e.g.,
"NoPT"). Otherwise, the pilot is expected to execute
the course reversal under the provisions of 14 CFR
Section 91.175 (USA). The pilot may elect to use the
course reversal pattern when it is not required by
the procedure, but must inform air traffic control and
receive clearance to do so.
TERMINAL VFR RADAR SERVICE (USA) — A
national program instituted to extend the terminal
radar services provided instrument flight rules (IFR)
aircraft to visual flight rules (VFR) aircraft. The pro-
gram is divided into four types of service referred to
as basic radar service, terminal radar service area
(TRSA) service, Class “B” service and Class “C”
service.
a. Basic Radar Service — These services are
provided for VFR aircraft by all commissioned
terminal radar facilities. Basic radar service
includes safety alerts, traffic advisories, limited
radar vectoring when requested by the pilot, and
sequencing at locations where procedures have
been established for this purpose and/or when
covered by a letter of agreement. The purpose
of this service is to adjust the flow of arriving
IFR and VFR aircraft into the traffic pattern in a
safe and orderly manner and to provide traffic
advisories to departing VFR aircraft.
b. TRSA Service — This service provides, in addi-
tion to basic radar service, sequencing of all
IFR and participating VFR aircraft to the pri-
mary airport and separation between all partici-
pating VFR aircraft. The purpose of this service
is to provide separation between all participating
VFR aircraft and all IFR aircraft operating within
the area defined as a TRSA.
c. Class “B” Service — This service provides, in
addition to basic radar service, approved sep-
aration of aircraft based on IFR, VFR, and/or
weight, and sequencing of VFR arrivals to the
primary airport(s).
d. Class “C” Service — This service provides,
in addition to basic radar service, approved
separation between IFR and VFR aircraft, and
sequencing of VFR aircraft, and sequencing of
VFR arrivals to the primary airport.
TERMINAL RADAR SERVICE AREA (TRSA)
(USA) — Airspace surrounding designated airports
wherein ATC provides radar vectoring, sequencing
and separation on a full-time basis for all IFR and
25 NOV 11
participating VFR aircraft. Service provided in a
TRSA is called Stage III Service. Pilots’ participation
is urged but is not mandatory.
THRESHOLD (THR) — The beginning of that portion
of the runway usable for landing.
THRESHOLD CROSSING HEIGHT (TCH) — The
theoretical height above the runway threshold at
which the aircraft’s glide slope antenna (or equiva-
lent position) would be if the aircraft maintains the
trajectory of the ILS glide slope, MLS glide path or
charted descent angle.
TOTAL ESTIMATED ELAPSED TIME — For IFR
flights, the estimated time required from take-off to
arrive over that designated point, defined by refer-
ence to navigation aids, from which it is intended
that an instrument approach procedure will be com-
menced, or, if no navigation aid is associated with
the destination aerodrome, to arrive over the destina-
tion aerodrome. For VFR flights, the estimated time
required from take-off to arrive over the destination
aerodrome.
TOUCHDOWN — The point where the nominal glide
path intercepts the runway.
NOTE: “Touchdown” as defined above is only a datum
and is not necessarily the actual point at which the
aircraft will touch the runway.
TOUCHDOWN ZONE ELEVATION (TDZE) — The
highest elevation in the first 3000ft of the landing sur-
face.
TRACK — The projection on the earth’s surface of
the path of an aircraft, the direction of which path at
any point is usually expressed in degrees from North
(true, magnetic or grid).
TRAFFIC ALERT AND COLLISION AVOIDANCE
SYSTEM (TCAS) — An airborne collision avoidance
system based on radar beacon signals which oper-
ates independent of ground-based equipment.
TCAS-I generates traffic advisory only;
TCAS-II generates traffic advisories, and resolution
(collision avoidance) advisories in the vertical plane.
TRAFFIC AVOIDANCE ADVICE — Advice provided
by an air traffic services unit specifying manoeuvres
to assist a pilot to avoid a collision.
TRAFFIC INFORMATION — Information issued by
an air traffic services unit to alert a pilot to other
known or observed air traffic which may be in prox-
imity to the position or intended route of flight and to
help the pilot avoid a collision.
TRANSITION ALTITUDE (TA) — The altitude in the
vicinity of an airport at or below which the vertical
position of an aircraft is controlled by reference to
altitudes (MSL).
TRANSITION HEIGHT — The height in the vicinity
of an airport at or below which the vertical position
of an aircraft is expressed in height above the airport
reference datum.
TRANSITION LAYER — The airspace between the
transition altitude and the transition level. Aircraft
descending through the transition layer will use
altimeters set to local station pressure, while depart-
© JEPPESEN, 1984, 2011. ALL RIGHTS RESERVED.
 25 NOV 11 INTRODUCTION
GLOSSARY
ing aircraft climbing through the layer will be using
standard altimeter setting (QNE) of 29.92 inches of
Mercury, 1013.2 millibars, or 1013.2 hectopascals.
TRANSITION LEVEL (TL) — The lowest flight level
available for use above the transition altitude.
TROPICAL CYCLONE — Generic term for a
non-frontal synoptic-scale cyclone originating over
tropical or sub-tropical waters with organized con-
vection and definite cyclonic surface wind circulation.
TROPICAL CYCLONE ADVISORY CENTRE
(TCAC) — A meteorological centre designated
by regional air navigation agreement to provide
advisory information to meteorological watch offices,
world area forecast centres and international OPMET
databanks regarding the position, forecast direction
and speed of movement, central pressure and maxi-
mum surface wind of tropical cyclones.
TURN ANTICIPATION — Turning maneuver initiated
prior to reaching the actual airspace fix or turn point
that is intended to keep the aircraft within established
airway or route boundaries.
UNCERTAINTY PHASE — A situation wherein
uncertainty exists as to the safety of an aircraft and
its occupants.
UNMANNED FREE BALLOON — A non-power-
driven, unmanned, lighter-than-air aircraft in free
flight.
NOTE: Unmanned free balloons are classified as
heavy, medium or light in accordance with specifica-
tions contained in ICAO Rules of the Air, Annex 2,
Appendix 4.
UPPER-AIR CHART — A meteorological chart relat-
ing to a specified upper-air surface or layer of the
atmosphere.
URGENCY — A condition concerning the safety of an
aircraft or other vehicle, or of some person on board
or within sight, but which does not require immediate
assistance.
VECTORING — Provision of navigational guidance
to aircraft in the form of specific headings, based on
the use of an ATS surveillance system.
VERTICAL NAVIGATION (VNAV) — That function
of RNAV equipment which provides guidance in the
vertical plane.
VERTICAL PATH ANGLE (VPA) (ICAO) — Angle of
the published final approach descent in Baro-VNAV
procedures.
VERTICAL PATH ANGLE (VPA) (USA) — The
descent angle shown on some non-precision
approaches describing the geometric descent path
from the Final approach fix (FAF), or on occasion
from an intervening stepdown fix, to the Threshold
Crossing Height (TCH). This angle may or may not
coincide with the angle projected by a Visual Glide
Slope Indicator (VASI, PAPI, PLASI, etc.)
VERY HIGH FREQUENCY (VHF) — The frequencies
between 30MHz and 300MHz (200MHz – 3GHz is
considered as UHF in the Aviation).
VFR FLIGHT — A flight conducted in accordance
with the visual flight rules.
q$z
23
VIBAL — (Visibilité Balise) Is the method whereby
a human observer (or pilot in take-off position) deter-
mines the RVR by counting specific markers adjacent
to the runway or by counting runway edge lights.
VISIBILITY (ICAO) — The ability, as determined by
atmospheric conditions and expressed in units of dis-
tance, to see and identify prominent unlighted objects
by day and prominent lighted objects by night.
a. Flight Visibility — The visibility forward from the
cockpit of an aircraft in flight.
b. Ground Visibility — The visibility at an aero-
drome as reported by an accredited observer.
c. Runway Visual Range (RVR) — The range over
which the pilot of an aircraft on the centerline of
a runway can see the runway surface markings
or the lights delineating the runway or identifying
its centerline.
VISIBILITY (USA) — The ability, as determined by
atmospheric conditions and expressed in units of dis-
tance, to see and identify prominent unlighted objects
by day and prominent lighted objects by night. Visibil-
ity is reported as statute or nautical miles, hundreds
of feet or meters.
a. Flight Visibility — The average forward horizon-
tal distance, from the cockpit of an aircraft in
flight, at which prominent unlighted objects may
be seen and identified by day and prominent
lighted objects may be seen and identified by
night.
b. Ground Visibility — Prevailing horizontal visibil-
ity near the earth’s surface as reported by the
United States National Weather Service or an
accredited observer.
c. Prevailing Visibility — The greatest horizontal
visibility equaled or exceeded throughout at
least half the horizon circle which need not
necessarily be continuous.
d. Runway Visibility Value (RVV) — The visibility
determined for a particular runway by a trans-
missometer. A meter provides a continuous indi-
cation of the visibility (reported in miles or frac-
tions of miles) for the runway. RVV is used in lieu
of prevailing visibility in determining minimums
for a particular runway.
e. Runway Visual Range (RVR) — An instru-
mentally derived value, based on standard
calibrations, that represents the horizontal dis-
tance a pilot will see down the runway from
the approach end; it is based on the sighting
of either high intensity runway lights or on the
visual contrast of other targets whichever yields
the greater visual range. RVR, in contrast to
prevailing or runway visibility, is based on what
a pilot in a moving aircraft should see look-
ing down the runway. RVR is horizontal visual
range, not slant visual range. It is based on the
measurement of a transmissometer made near
the touchdown point of the instrument runway
and is reported in hundreds of feet. RVR is
used in lieu of RVV and/or prevailing visibility in
determining minimums for a particular runway.
© JEPPESEN, 1984, 2011. ALL RIGHTS RESERVED.
 24 INTRODUCTION 25 NOV 11

GLOSSARY

1. Touchdown RVR — The RVR visibility WAYPOINT — A specified geographical location

readout values obtained from RVR equip- used to define an area navigation route or the flight
ment serving the runway touchdown zone. path of an aircraft employing area navigation. Way-
2. Mid-RVR — The RVR readout values points are identified as either:
obtained from RVR equipment located Fly-by waypoint — A fly-by waypoint requires the
midfield of the runway. use of turn anticipation to avoid overshoot of the
3. Rollout RVR — The RVR readout values next flight segment; or
obtained from RVR equipment located Fly-over waypoint — A fly-over waypoint pre-
nearest the rollout end of the runway. cludes any turn until the waypoint is overflown
VISUAL APPROACH (ICAO) — An approach by and is followed by an intercept maneuver of the
an IFR flight when either part or all of an instru- next flight segment.
ment approach procedure is not completed and the WEATHER SYSTEMS PROCESSOR (WSP) —
approach is executed in visual reference to terrain. An add-on weather processor to selected Airport
VISUAL APPROACH (USA) — An approach con- Surveillance Radar (ASR)-9 facilities that adds
ducted on an instrument flight rules (IFR) flight plan Doppler weather radar capability and provides wind
which authorizes the pilot to proceed visually and shear and microburst warnings. The system gives
clear of clouds to the airport. The pilot must, at all controllers timely and accurate warnings for relaying
times, have either the airport or the preceding aircraft to pilots via radio communications. The WSP also
in sight. This approach must be authorized and under provides controllers with thunderstorm cell locations
the control of the appropriate air traffic control facility. and movement as well as the predicted future posi-
Reported weather at the airport must be ceiling at or tion and intensity of wind shifts that may affect airport
above 1000ft and visibility of 3 miles or greater. operations. The system can also process precipi-
tation data to reduce false severe weather reports
VISUAL DESCENT POINT (VDP) — A defined point
caused by anomalous propagation.
on the final approach course of a non-precision
straight-in approach procedure from which normal WIDE AREA AUGMENTATION SYSTEM (WAAS) —
descent from the MDA to the runway touchdown WAAS is a navigation system developed for civil avi-
point may be commenced, provided the approach ation that provides extremely accurate horizontal
threshold of that runway, or approach lights, or other and vertical navigation for all classes of aircraft in
markings identifiable with the approach end of that all phases of flight - including enroute navigation,
runway are clearly visible to the pilot. airport departures, and airport arrivals. This includes
vertically-guided landing approaches in instrument
VISUAL MANOEUVRING (CIRCLING) AREA —
meteorological conditions at all qualified locations.
The area in which obstacle clearance should be
taken into consideration for aircraft carrying out a WORLD AREA FORECAST CENTRE (WAFC) —
circling approach. A meteorological centre designated to prepare and
issue significant weather forecasts and upper-air fore-
VISUAL METEOROLOGICAL CONDITIONS
casts in digital and/or pictorial form on a global basis
(VMC) — Meteorological conditions expressed in
direct States by appropriate means as part of the
terms of visibility, distance from cloud, and ceiling
aeronautical fixed service.
equal to or better than specified minima.
WORLD AREA FORECAST SYSTEM (WAFS) —
NOTE: The specified minima are contained in ICAO
A world-wide system by which world area forecast
Rules of the Air, Annex 2, Chapter 4.
centres provide aeronautical meteorological en-route
VOLMET BROADCAST — Routine broadcast of forecasts in uniform standardized formats.
meteorological information for aircraft in flight.
VOLCANIC ASH ADVISORY CENTRE (VAAC) — A
meteorological centre designated by regional air nav-
igation agreement to provide advisory information to
meteorological watch offices, area control centres,
flight information centres, world area forecast cen-
tres, relevant regional area forecast centres and inter-
national OPMET data banks regarding the lateral and
vertical extent and forecast movement of volcanic ash
in the atmosphere following volcanic eruptions.
VOLMET BROADCAST — Provision of current
aerodrome meteorological reports (METAR) and
special meteorological reports (SPECI), aerodrome
forecasts (TAF), SIGMET by means of continuous
and repetitive voice broadcasts for aircraft in flight.
VOLMET DATA LINK SERVICE (D-VOLMET) —
Provision of current METAR, SPECI, TAF, SIGMET,
special air-reports not covered by SIGMET and,
where available, AIRMET via data link.
WARNING AREA (USA) — [see SPECIAL USE
AIRSPACE (SUA)].

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© JEPPESEN, 1984, 2011. ALL RIGHTS RESERVED.

 19 MAR 10 INTRODUCTION 41

ABBREVIATIONS USED IN AIRWAY MANUAL

DEFINITIONS AIREP Air-Report
AIS Aeronautical Information Services
A/A Air to Air ALA Aircraft Landing Area
AAF Army Air Field ALF Auxiliary Landing Field
AAIM Aircraft Autonomous Integrity ALS Approach Light System
Monitoring
ALS Low Intensity Approach Lights
AAIS Automated Aerodrome Information
ALT Altitude
Service
ALTN Alternate
AAL Above Aerodrome Level
AMA Area Minimum Altitude
AAS Airport Advisory Service
AMSL Above Mean Sea Level
AAU Authorized Approach UNICOM
ANGB Air National Guard Base
AB Air Base
AOE Airport/Aerodrome of Entry
ABM Abeam
ABN Aerodrome Beacon AOM Airport Operating Minimums
AOR Area of Responsibility
AC Air Carrier
APAPI Abbreviated Precision Approach
ACA Arctic Control Area
Path Indicator
ACA Approach Control Area
APC Area Positive Control
ACAS Airborne Collision Avoidance
APCH Approach
System
APP Approach Control
ACARS Airborne Communications
Addressing and Reporting System APT Airport
ACC Area Control Center APV Approach Procedure with Vertical
Guidance
ACFT Aircraft
AR Authorization Required
ACN Aircraft Classification Number
ARB Air Reserve Base
AD Aerodrome
ARINC Aeronautical Radio, Inc.
ADA Advisory Area
ARO Aerodrome Reporting Officer
ADF Automatic Direction Finding
ARP Airport Reference Point
ADIZ Air Defense Identification Zone
ARR Arrival
ADNL Additional
ARTCC Air Route Traffic Control Center
ADR Advisory Route
ASDA Accelerate Stop Distance Available
ADS Automatic Dependent Surveillance
ADV Advisory Area ASOS Automated Surface Observing
System
AEIS Aeronautical Enroute Information
Service ASR Airport Surveillance Radar
AER Approach End of Runway ATA Actual Time of Arrival
AERADIO Air Radio ATCAA Air Traffic Control Assigned
Airspace
AERO Aerodrome
ATCC Air Traffic Control Center
AF Aux Air Force Auxiliary Field
ATCT Air Traffic Control Tower
AFB Air Force Base
ATD Actual Time of Departure
AFIS Aerodrome Flight Information
Service ATF Aerodrome Traffic Frequency
AFLD Airfield ATFM Air Traffic Flow Management
AFN American Forces Network ATIS Automatic Terminal Information
Service
AFRS Armed Forces Radio Stations
ATND SKD Attended Scheduled Hours
AFRU Aerodrome Frequency Response
Unit ATS Air Traffic Service
AFS Air Force Station ATZ Aerodrome Traffic Zone
AFSS Automated Flight Service Station AU Approach UNICOM
A/G Air-to-Ground AUP Airspace Utilization Plane
AGL Above Ground Level AUTH Authorized
AGNIS Azimuth Guidance Nose-in-Stand AUW All-up Weight
AH Alert Height AUX Auxiliary
AVBL Available
AHP Army Heliport
AWIB Aerodrome Weather Information
AIRAC Aeronautical Information
Broadcast
Regulation and Control
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© JEPPESEN, 1984, 2010. ALL RIGHTS RESERVED.

 42 INTRODUCTION 19 MAR 10

ABBREVIATIONS USED IN AIRWAY MANUAL

AWIS Aerodrome Weather Information CONTD Continued

Service COORDS Coordinates
AWOS Automated Weather Observing COP Change Over Point
System
CORR Corridor
AWSS Aviation Weather Sensor System
CP Command Post
AWY Airway
CPDLC Controller Pilot Data Link
AZM Azimuth Communications
Baro VNAV Barometric Vertical Navigation Cpt Clearance (Pre-Taxi Procedure)
BC Back Course CRC Cyclical Redundancy Check
BCM Back Course Marker CRP Compulsory Reporting Point
BCN Beacon CRS Course
BCOB Broken Clouds or Better CST Central Standard Time
BCST Broadcast CTA Control Area
BDRY Boundary CTAF Common Traffic Advisory
BLDG Building Frequency
BM Back Marker CTL Control
BRG Bearing CTOT Calculated Take-off Time
B-RNAV Basic RNAV CTR Control Zone
BS Broadcast Station (Commercial) CVFP Charted Visual Flight Procedure
C ATC IFR Flight Plan Clearance CVFR Controlled VFR
Delivery Frequency D Day
CADIZ Canadian Air Defense Identification DA Decision Altitude
Zone
DA (H) Decision Altitude (Height)
CAE Control Area Extension
D-ATIS Digital ATIS
CA/GRS Certified Air/Ground Radio Service
DCL Data Link Departure Clearance
CANPA Constant Angle Non-Precision Service
Approach
DCT Direct
CARS Community Aerodrome Radio
Station DECMSND Decommissioned
CAT Category DEG Degree
CBA Cross Border Area DEP Departure Control/Departure
Procedures
CDFA Continuous Descent Final
Approach DER Departure End of Runway
CDI Course Deviation Indicator DEWIZ Distance Early Warning
Identification Zone
CDR Conditional Route
DF Direction Finder
CDT Central Daylight Time
DISPL Displaced Threshold
CEIL Ceiling THRESH
CERAP Combined Center/Radar Approach DIST Distance
Control
DME Distance-Measuring Equipment
CFIT Controlled Flight Into Terrain
DOD Department of Defense
CGAS Coast Guard Air Station
DOM Domestic
CGL Circling Guidance Lights
DP Obstacle Departure Procedure
CH Channel
DRCO Dial-up Remote Communications
CH Critical Height Outlet
CHGD Changed E East or Eastern
CL Centerline Lights EAT Expected Approach Time
CMNPS Canadian Minimum Navigation ECOMS Jeppesen Explanation of Common
Performance Specification Minimum Specifications
CMV Converted Met Visibility EDT Eastern Daylight Time
CNF Computer Navigation Fix EET Estimated Elapsed Time
CO County EFAS Enroute Flight Advisory Service
COMLO Compass Locator EFF Effective
COMMS Communications EFVS Enhanced Flight Vision System
CONT Continuous
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© JEPPESEN, 1984, 2010. ALL RIGHTS RESERVED.

 19 MAR 10 INTRODUCTION 43
ABBREVIATIONS USED IN AIRWAY MANUAL

EH Eastern Hemisphere GLONASS Global Orbiting Navigation Satellite

ELEV Elevation System
EMAS Engineered Materials Arresting GLS Global Navigation Satellite System
System [GNSS] Landing System
EMERG Emergency GMT Greenwich Mean Time
ENG Engine GND Ground Control
EOBT Estimated Off Block Time GND Surface of the Earth (either land
or water)
EST Eastern Standard Time
GNSS Global Navigation Satellite System
EST Estimated
GP Glidepath
ETA Estimated Time of Arrival
GPA Glidepath Angle
ETD Estimated Time of Departure
GPS Global Positioning System
ETE Estimated Time Enroute
GPWS Ground Proximity Warning System
ETOPS Extended Range Operation with
two-engine airplanes GS Glide Slope
EVS Enhanced Vision System G/S Ground Speed
FAA Federal Aviation Administration GWT Gross Weight
FACF Final Approach Course Fix H Non-Directional Radio Beacon or
High Altitude
FAF Final Approach Fix
H24 24 Hour Service
FAIL Failure
HAA Height Above Airport
FANS Future Air Navigation System
FAP Final Approach Point HALS High Approach Landing System
FAR Federal Aviation Regulation HAS Height Above Site
FAS DB Final Approach Segment Datablock HAT Height Above Touchdown
FAT Final Approach Track HC Critical Height
FATO Final Approach and Take-off Area HDG Heading
FCP Final Control Point HF High Frequency (3-30 MHz)
FIA Flight Information Area HGS Head-up Guidance System
FIC Flight Information Center HI High (altitude)
FIR HI High Intensity (lights)
Flight Information Region
FIS Flight Information Service HIALS High Intensity Approach Light
System
FL Flight Level (Altitude)
HIRL High Intensity Runway Edge Lights
FLARES Flare Pots or Goosenecks
HIRO High Intensity Runway Operations
FLD Field
HIWAS Hazardous Inflight Weather
FLG Flashing Advisory Service
FLT Flight HJ Sunrise to Sunset
FM Fan Marker HN Sunset to Sunrise
FMC Flight Management Computer HO By Operational Requirements
FMS Flight Management System hPa Hectopascal (one hectopascal =
FPM Feet Per Minute one millibar)
FPR Flight Planning Requirements HR Hours (period of time)
FRA Free Route Airspace HS During Hours of Scheduled
FREQ Frequency Operations
FSS Flight Service Station HST High Speed Taxiway Turn-off
FT Feet HUD Head-up Display
FTS Flexible Track System HUDLS Head-Up Display Landing System
G Guards only (radio frequencies) HX No Specific Working Hours
GA General Aviation Hz Hertz (cycles per second)
GBAS Ground-Based Augmentation I Island
System IAC Instrument Approach Chart
GCA Ground Controlled Approach IAF Initial Approach Fix
(radar) IAML Integrity Monitor Alarm
GCO Ground Communication Outlet IAP Instrument Approach Procedure
GEN General IAS Indicated Airspeed
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© JEPPESEN, 1984, 2010. ALL RIGHTS RESERVED.

 44 INTRODUCTION 19 MAR 10

ABBREVIATIONS USED IN AIRWAY MANUAL

IATA International Air Transport Lctr Locator (Compass)

Association LDA Landing Distance Available
IAWP Initial Approach Waypoint LDA Localizer-type Directional Aid
IBN Identification Beacon LDI Landing Direction Indicator
ICAO International Civil Aviation LDIN Lead-in Light System
Organization
LGTH Length
IDENT Identification
LIM Locator Inner Marker
IF Intermediate Fix
LIRL Low Intensity Runway Lights
IFBP Inflight Broadcast Procedure
LLWAS Low Level Wind Shear Alert
IFR Instrument Flight Rules System
IGS Instrument Guidance System LMM Locator Middle Marker
ILS Instrument Landing System LNAV Lateral Navigation
IM Inner Marker LNDG Landing
IMAL Integrity Monitor Alarm LO Locator at Outer Marker Site
IMC Instrument Meteorological LOC Localizer
Conditions
LOM Locator Outer Marker
IMTA Intensive Military Training Area
LONG Longitude
INDEFLY Indefinitely
LPV Localizer Performance with Vertical
IN or INS Inches Guidance
INFO Information LSALT Lowest Safe Altitude
INOP Inoperative LT Local Time
INS Inertial Navigation System LTP Landing Threshold Point
INT Intersection LTS Lights
INTL International LVP Low Visibility Procedures
IORRA Indian Ocean Random RNAV Area LWIS Limited Weather Information
IR Instrument Restricted Controlled System
Airspace M Meters
IS Islands MAA Maximum Authorized Altitude
ITWS Integrated Terminal Weather MAG Magnetic
System
MAHF Missed Approach Holding Fix
I/V Instrument/Visual Controlled
MALS Medium Intensity Approach Light
Airspace
System
JAA Joint Aviation Authorities
MALSF Medium Intensity Approach Light
JAR-OPS Joint Aviation Requirements–Oper- System with Sequenced Flashing
ations Lights
KGS Kilograms MALSR Medium Intensity Approach Light
kHz Kilohertz System with Runway Alignment
KIAS Knots Indicated Airspeed Indicator Lights
KM Kilometers MAP Missed Approach Point
KMH Kilometer(s) per Hour MAX Maximum
KT Knots MB Millibars
KTAS Knots True Airspeed MCA Minimum Crossing Altitude
L Locator (Compass) MCAF Marine Corps Air Facility
LAA Local Airport Advisory MCAS Marine Corps Air Station
LAAS Local Area Augmentation System MCTA Military Controlled Airspace
LACFT Large Aircraft MDA Minimum Descent Altitude
LAHSO Land and Hold Short Operations MDA(H) Minimum Descent Altitude (Height)
LAT Latitude MDT Mountain Daylight Time
LBCM Locator Back Course Marker MEA Minimum Enroute Altitude
LBM Locator Back Marker MEHT Minimum Eye Height Over
Threshold
LBS Pounds (Weight)
MEML Memorial
LCG Load Classification Group
MET Meteorological
LCN Load Classification Number
MF Mandatory Frequency

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© JEPPESEN, 1984, 2010. ALL RIGHTS RESERVED.

 3 AUG 12 INTRODUCTION 45
ABBREVIATIONS USED IN AIRWAY MANUAL q$i

MFA Minimum Flight Altitude NCA Northern Control Area

MHA Minimum Holding Altitude NCRP Non-Compulsory Reporting Point
MHz Megahertz NDB Non-Directional Beacon/Radio
MI Medium Intensity (lights) Beacon
MIALS Medium Intensity Approach Light NE Northeast
System NM Nautical Mile(s)
MIL Military No Number
MIM Minimum NoPT No Procedure Turn
MIN Minute NOTAM Notices to Airmen
MIPS Military Instrument Procedure NOTSP Not Specified
Standardization NPA Non-Precision Approach
MIRL Medium Intensity Runway Edge NW Northwest
Lights
NWC Naval Weapons Center
MKR Marker Radio Beacon
OAC Oceanic Area Control
MLS Microwave Landing System
OAS Obstacle Assessment Surface
MM Middle Marker
OCA Oceanic Control Area
MNM Minimum
OCA (H) Obstacle Clearance Altitude
MNPS Minimum Navigation Performance (Height)
Specifications
OCL Obstacle Clearance Limit
MOA Military Operation Area
OCNL Occasional
MOCA Minimum Obstruction Clearance
Altitude OCTA Oceanic Control Area
MORA Minimum Off-Route Altitude (Grid ODALS Omni-Directional Approach Light
or Route) System
MRA Minimum Reception Altitude ODP Obstacle Departure Procedure
MROT Minimum Runway Occupancy OFZ Obstacle Free Zone
Time OM Outer Marker
MSA Minimum Safe/Sector Altitude OPS Operations or Operates
MSL Mean Sea Level O/R On Request
MST Mountain Standard Time O/T Other Times
MTA Military Training Area OTR Oceanic Transition Route
MTAF Mandatory Traffic Advisory OTS Out-of-Service
Frequency PA Precision Approach
MTCA Minimum Terrain Clearance PAL Pilot Activated Lighting
Altitude
PANS-OPS Procedures for Air Navigation
MTMA Military Terminal Control Area Services - Aircraft Operations
MTOW Maximum Take-off Weight PAPI Precision Approach Path Indicator
MUN Municipal PAR Precision Approach Radar
MVA Minimum Vectoring Altitude PARK Parking
N Night, North or Northern PCL Pilot Controlled Lighting
NA Not Authorized PCN Pavement Classification Number
NAAS Naval Auxiliary Air Station PCZ Positive Control Zone
NADC Naval Air Development Center PDC Pre-Departure Clearance
NAEC Naval Air Engineering Center PDG Procedure Design Gradient
NAF Naval Air Facility PDT Pacific Daylight Time
NALF Naval Auxiliary Landing Field PERF Performance
NAP Noise Abatement Procedure PERM Permanent
NAR North American Routes PinS Point In Space
NAS Naval Air Station PISTON Piston Aircraft
NAT North Atlantic Traffic PJE Parachute Jumping Exercise
NAT/OTS North Atlantic Traffic/Organized PLASI Pulsating Visual Approach Slope
Track System Indicator
NATL National PNR Prior Notice Required
NAVAID Navigational Aid POFZ Precision Obstacle Free Zone

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© JEPPESEN, 1984, 2012. ALL RIGHTS RESERVED.

 46 INTRODUCTION 3 AUG 12

ABBREVIATIONS USED IN AIRWAY MANUAL q$i

PPO Prior Permission Only RPT Regular Public Transport

PPR Prior Permission Required RSA Runway Safety Area
PRA Precision Radar Approach RTE Route
PRM Precision Radar Monitor RTF Radiotelephony
P-RNAV Precision RNAV RTS Return to Service
PROC Procedure RVR Runway Visual Range
PROP Propeller Aircraft RVSM Reduced Vertical Separation
PSP Pierced Steel Planking Minimum
PST Pacific Standard Time RVV Runway Visibility Values
PTO Part Time Operation RW Runway
PVT Private Operator RWSL Runway Status Lights
QDM Magnetic bearing to facility RWY Runway
QDR Magnetic bearing from facility S South or Southern
QFE Height above airport elevation (or SAAAR Special Aircraft and Aircrew
runway threshold elevation) based Authorization Required
on local station pressure SALS Short Approach Light System
QNE Altimeter setting 29.92" Hg or SALSF Short Approach Light System with
1013.2 Mb. Sequenced Flashing Lights
QNH Altitude above sea level based on SAP Stabilized Approach
local station pressure SAR Search and Rescue
R R-063 or 063R SATCOM Satellite voice air-ground calling
Magnetic Course (radial) measured SAWRS Supplementary Aviation Weather
as 063 from a VOR station. Flight Reporting Station
can be inbound or outbound on
this line. SBAS Satellite-Based Augmentation
System
RA Radio Altimeter
SCA Southern Control Area
RAI Runway Alignment Indicator
SCOB Scattered Clouds or Better
RAIL Runway Alignment Indicator Lights
SDF Simplified Directional Facility
RAIM Receiver Autonomous Integrity
Monitoring SE Southeast
RAPCON Radar Approach Control SEC Seconds
RASS Remote Altimeter Source SELCAL Selective Call System
RCAG Remote Communications Air SFC Surface of the earth (either land or
Ground water)
RCC Rescue Coordination Center SFL Sequenced Flashing Lights
RCL Runway Centerline SFL-V Sequenced Flashing Lights -
Variable Light Intensity
RCLM Runway Center Line Markings
SID Standard Instrument Departure
RCO Remote Communications Outlet
SIWL Single Isolated Wheel Load
REF Reference
SKD Scheduled
REIL Runway End Identifier Lights
SLP Speed Limiting Point
REP Reporting Point
SM Statute Miles
RESA Runway End Safety Area
SMA Segment Minimum Altitude
REV Reverse
SMGCS Surface Movement Guidance and
REP Ramp Entrance Point
Control System
RF Radius to Fix
SMSA Segment Minimum Safe Altitude
RL Runway (edge) Lights
SOC Start of Climb
RNAV Area Navigation
SODALS Simplified Omnidirectional
RNP Required Navigation Performance Approach Lighting System
RNP AR Required Navigation Performance SPAR French Light Precision Approach
Authorization Required Radar
RNPC Required Navigation Performance SRA Special Rules Area
Capability
SRA Surveillance Radar Approach
ROC Rate of Climb
SRE Surveillance Radar Element
RON Remain Overnight
SR-SS Sunrise-Sunset

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© JEPPESEN, 1984, 2012. ALL RIGHTS RESERVED.

 3 AUG 12 INTRODUCTION 47
ABBREVIATIONS USED IN AIRWAY MANUAL q$i

SSALF Simplified Short Approach Light TMZ Transponder Mandatory Zone

System with Sequenced Flashing TNA Transition Area
Lights
TODA Take-off Distance Available
SSALR Simplified Short Approach Light
TORA Take-off Run Available
System with Runway Alignment
Indicator Lights TP Turning Point
SSALS Simplified Short Approach Light TRA Temporary Reserved Airspace
System TRACON Terminal Radar Approach Control
SSB Single Sideband TRANS Transition(s)
SSR Secondary Surveillance Radar (in TRANS ALT Transition Altitude
U.S.A. ATCRBS) TRANS Transition Level
STAR Standard Terminal Arrival Route LEVEL
(USA) TRCV Tri-Color Visual Approach Slope
Standard Instrument Arrival (ICAO) Indicator
STD Indication of an altimeter set to TSA Temporary Segregated Area
29.92" Hg or 1013.2 hPa (Mb) TVOR Terminal VOR
without temperature correction
TWEB Transcribed Weather Broadcast
Std Standard
TWIP Terminal Weather Information for
ST-IN Straight-in Pilots
STOL Short Take-off and Landing TWR Tower (Aerodrome Control)
SUPP Supplemental/Supplementary TWY Taxiway
SW Single Wheel Landing Gear U Unspecified
SW Southwest U UNICOM
SYS System UAS Unmanned Aerial System
°T True (degrees) UAV Unmanned Aerial Vehicle
T Terrain clearance altitude (MOCA) UFN Until Further Notice
T Transmits only (radio frequencies) UHF Ultra High Frequency (300-3000
T-VASI Tee Visual Approach Slope MHz)
Indicator UIR Upper Flight Information Region
TA Transition Altitude UNCT’L Uncontrolled
TAA Terminal Arrival Area (FAA) UNICOM Aeronautical Advisory Service
TAA Terminal Arrival Altitude (ICAO) UNICOM (A) Automated UNICOM
TACAN Tactical Air Navigation (bearing UNL Unlimited
and distance station)
U/S Unserviceable
TAR Terminal Area Surveillance Radar
USAF US Air Force
TAS True Air Speed
USB Upper Sideband
TCA Terminal Control Area
USN US Navy
TCAS Traffic Alert and Collision
UTA Upper Control Area
Avoidance System
UTC Coordinated Universal Time
TCH Threshold Crossing Height
VAL Vertical Alert Limit
TCTA Transcontinental Control Area
VAR Magnetic Variation
TDWR Terminal Doppler Weather Radar
VASI Visual Approach Slope Indicator
TDZ Touchdown Zone
VDA Vertical Descent Angle
TDZE Touchdown Zone Elevation
VDP Visual Descent Point
TEMP Temporary
VE Visual Exempted
TERPS United States Standard for
Terminal Instrument Procedure VFR Visual Flight Rules
THR Threshold VGSI Visual Glide Slope Indicator
TIBA Traffic Information Broadcast by VHA Volcanic Hazard Area
Aircraft VHF Very High Frequency (30-300
TIZ Traffic Information Zone MHz)
TL Transition Level VIBAL Visibilité Balise (RVR taken by a
human observer)
TMA Terminal Control Area
VIS Visibility
TML Terminal
VMC Visual Meteorological Conditions
TMN Terminates

q$z

© JEPPESEN, 1984, 2012. ALL RIGHTS RESERVED.

 48 INTRODUCTION 3 AUG 12

ABBREVIATIONS USED IN AIRWAY MANUAL q$i

VNAP Vertical Noise Abatement

Procedures
VNAV Vertical Navigation
VOLMET Meteorological Information for
Aircraft in Flight
VOR VHF Omnidirectional Range
VORTAC VOR and TACAN co-located
VOT Radiated Test Signal VOR
VPA Vertical Path Angle
VV Vertical Visibility
V/V Vertical Velocity or speed
W West or Western
WAAS Wide Area Augmentation System
WATIR Weather and Terminal Information
Reciter
WH Western Hemisphere
W/O Without
WP Area Navigation (RNAV) Waypoint
WSP Weather Systems Processor
WX Weather
X On Request
Z Zulu Time/Coordinated Universal
Time (UTC)

q$z

© JEPPESEN, 1984, 2012. ALL RIGHTS RESERVED.

 3 AUG 12 INTRODUCTION SYMBOLS-1 q$i

CHARTING SYMBOLS LEGEND

SYMBOLS

Symbol Category: NAVAIDS

APCH-PL VOR APCH-PL VORDME/VORTAC
SID/STAR SID/STAR

APCH-PL
APCH-PL

Symbol used in missed approach and Not-to-scale insets.

Symbol used in missed approach and Not-to-scale insets. ENRT-A VORDME
ENRT-A ENRT-L
ENRT-L ENRT-H/L
ENRT-H/L

m m

ENRT-A ENRT-A
ENRT-L ENRT-L
ENRT-H ENRT-H
ENRT-H/L m
ENRT-H/L m
1343086330377

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© JEPPESEN, 2012. ALL RIGHTS RESERVED.

 SYMBOLS-2 INTRODUCTION 3 AUG 12

CHARTING SYMBOLS LEGEND q$i

Symbol Category: NAVAIDS

ENRT-A VORTAC APCH-PL LOC
ENRT-L SID/STAR (Back Course)
ENRT-H/L

ENRT-A
m ENRT-L
ENRT-A ENRT-H/L
ENRT-L
ENRT-H
ENRT-H/L m APCH-PL Offset Localizer
ENRT-A DME
ENRT-L
ENRT-H
ENRT-H/L
APCH-PL Markers
SID/STAR
APCH-PL TACAN
SID/STAR
When co-located, the marker symbol is cleared from the
associated waypoint or navaid.

APCH-PR
ENRT-A
ENRT-L
ENRT-H
ENRT-H/L

APCH-PL NDB/LOCATOR
SID/STAR
APCH-PR VOR/VORDME/VORTAC/NDB

APCH-PL
SID/STAR
ENRT-A
ENRT-L
ENRT-H/L Locator co-located with a Marker (LOM)
ENRT-A
ENRT-L
ENRT-H
APCH-PR ILS Glide Slope
ENRT-H/L
m

APCH-PL ILS, LOC, LDA, SDF,

SID/STAR MLS, or KRM
ENRT-A (Front Course) APCH-PR GLS Glide Slope
ENRT-L

APT-PL NAVAIDS

q$z

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 3 AUG 12 INTRODUCTION SYMBOLS-3
CHARTING SYMBOLS LEGEND q$i

Symbol Category: AIRSPACE &

BOUNDARIES
ENRT-A Special Use Airspace ENRT-H Control Area, Military Terminal
ENRT-L Advisory Area (Canada), Alert Area, Control Area, Terminal Control Area
ENRT-H Caution Area, JDA Areas (Japan),
Military Operations Area, Temporary Reserved
ENRT-H/L Airspace, Training Area, Warning Area

ENRT-A Air Traffic Services

ENRT-L Class D (FAA), Class E (FAA), Control Zone,
ENRT-H/L Military Control Zone, Tower Control Area
APCH-PL
APT-PL
SID/STAR
ENRT-A Special Use Airspace
ENRT-L Areas of Intense Air Activity, Danger Area, ENRT-A Air Traffic Services
ENRT-H Flight Restricted Zones(FAA), Fuel Dumping ENRT-L Air Traffic Zone, Helicopter Protected Zone,
Areas, High Intensity Radio Transmission Areas, Helicopter Traffic Zone, Military Air Traffic
ENRT-H/L Prohibited Area, Restricted Area ENRT-H/L Zone, Positive Control Area, Special Rules
Area/Zone, Traffic Information Area/Zone

APCH-PL
APT-PL
SID/STAR ENRT-A Oceanic Control Area,
ENRT-A Special Flight Rules Area (FAA) ENRT-L FAA Control Areas
ENRT-L ENRT-H
ENRT-H
ENRT-H/L
ENRT-A Class A Airspace
ENRT-A Air Defense Identification Zone
ENRT-L
ENRT-L Control Area Extensions(Canada),Control Areas,
Military Terminal Control Areas, Transition ENRT-H
ENRT-H Areas(Canada), Terminal Control Areas, Upper ENRT-H/L
ENRT-H/L Control Areas

ENRT-A Flight Information Region /

ENRT-L Upper Flight Information Region
ENRT-H
ENRT-A Class B Airspace ENRT-H/L
ENRT-L Class B (FAA),Control Area Extensions(Canada), SID/STAR
Control Areas, Military Terminal Control Areas,
ENRT-H/L Transition Areas (Canada), Terminal Control
Areas, Upper Control Areas
ENRT-A Air Route Traffic Control Center, Area
ENRT-L Control Center,Area of Responsibility,
ENRT-H Delegated Airspace, Upper Area
ENRT-A Class C Airspace ENRT-H/L Control Center
ENRT-L Class C (FAA),Control Area Extensions(Canada),
Control Areas, Military Terminal Control Areas,
ENRT-H/L Transition Areas (Canada), Terminal Control
Areas, Upper Control Areas

ENRT-A CNS/ATM Equipment Boundary

ENRT-A Class D Airspace ENRT-L (MNPS, RNP, RVSM)
ENRT-L Control Area Extensions(Canada),Control Areas, ENRT-H
ENRT-H/L Military Terminal Control Areas, Transition
Areas(Canada), Terminal Control Areas, Upper ENRT-H/L
Control Areas

ENRT-A Class G Airspace

ENRT-A Random RNAV Area
ENRT-L
ENRT-L
ENRT-H
ENRT-H
ENRT-H/L
ENRT-H/L
q$z

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 SYMBOLS-4 INTRODUCTION 3 AUG 12

CHARTING SYMBOLS LEGEND q$i

Symbol Category: AIRSPACE &

BOUNDARIES
ENRT-A Enroute Communications Sector ENRT-A Special VFR
ENRT-L Low or High Altitude Sectors ENRT-L Not Authorized
ENRT-H ENRT-H/L
ENRT-H/L
ENRT-H High Altitude Sectors (if vertically sectorized)
ENRT-A Speed Restriction Boundary
ENRT-L
APT-PL ENRT-H
ENRT-H/L
SID/STAR Lost Comms ENRT-A Time Zone
ENRT-L
ENRT-H
ENRT-H/L
ENRT-A Frequency Boundary -
ENRT-L Class E FIA (Australia)
ENRT-H/L ENRT-H State/Province Boundary

ENRT-A Frequency Boundary - ENRT-A Common Traffic Advisory

ENRT-L Class G FIA (Australia) ENRT-L Frequency Boundary (Australia)
ENRT-H/L ENRT-H
ENRT-H/L

ENRT-A Frequency Boundary - HF ENRT-A Advisory Radio Area,

ENRT-L ENRT-L Radar Area/Zone
ENRT-H ENRT-H
ENRT-H/L ENRT-H/L
ENRT-A Free Route Airspace
ENRT-H
ENRT-H/L
Symbol Category: AIRPORT
ENRT-A International Boundary
APT-PL Runway Number
Runway number is magnetic unless
ENRT-L followed by T for true in far north
ENRT-H
ENRT-H/L

APCH-PL APT-PL Runway number and (when known) magnetic

APT-PL direction, unless followed by T for true
SID/STAR in far north

ENRT-A Mandatory Broadcast Zone

ENRT-L APT-PL Seaplane operating area, or water runway
ENRT-H/L

ENRT-A QNE/QNH Boundary

APT-PL Seaplane Operating Area
ENRT-L
ENRT-H
ENRT-H/L
SID/STAR
ENRT-A RVSM Transition Boundary APT-PL Paved Runway
ENRT-L
ENRT-H
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ENRT-H/L
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 3 AUG 12 INTRODUCTION SYMBOLS-5
CHARTING SYMBOLS LEGEND q$i

Symbol Category: AIRPORT

APT-PL Unpaved Runway APT-PL Standard ALSF-I

APT-PL Displaced Threshold

APT-PL Standard ALSF-II

APT-PL Stop Bar or Hold Line

APT-PL MALSR/SSALR

APT-PL Category II/III Hold Line

APT-PL MALS/MALSF

APT-PL Approach lights extending

to displaced threshold
APT-PL SALS

APT-PL Arrester Gear

Unidirectional
APT-PL SSALF/SSALS

APT-PL Bidirectional

APT-PL ODALS
APT-PL Jet Barrier

APT-PL HIALS (Calvert)

APT-PL Closed Runway

APT-PL HIALS (Calvert II)

APT-PL Stopway or Overrun

APT-PL HIALS
APT-PL Area Under Construction

APT-PL LDIN

APT-PL Runway Shoulder

(when readily noticeable)

q$z

1303320994000

© JEPPESEN, 2012. ALL RIGHTS RESERVED.

 SYMBOLS-6 INTRODUCTION 3 AUG 12

CHARTING SYMBOLS LEGEND q$i

Symbol Category: AIRPORT

APT-PL RAIL APT-PL Wind Indicator
Cone Lighted Cone

APT-PL Road APT-PL Tee

APT-PL Tetrahedron
APT-PL Trees
ENRT-A Airports
ENRT-L
ENRT-H
APT-PL Bluff ENRT-H/L

APT-PL Pole Line

APCH-PL
APT-PL
SID/STAR
APT-PL Railroad

APT-PL Ditch

APCH-PL
ENRT-A
APT-PL Buildings
APT-PL Helicopter Landing Pad

APT-PL Lighted Pole

APT-PL Magnetic Variation
APT-PL Unidentified Beacon

APT-PL Permanently Closed Taxiway

APT-PL Taxiway and Apron

APT-PL Airport Reference Point (ARP)

APT-PL LAHSO Distance Points APT-PL Tree Line

APT-PL Building Area

APT-PL RVR Measuring Site

q$z

1303320994000

© JEPPESEN, 2012. ALL RIGHTS RESERVED.

 3 AUG 12 INTRODUCTION SYMBOLS-7
CHARTING SYMBOLS LEGEND q$i

Symbol Category: ROUTES &

AIRWAYS
APCH-PL Track/Airway SID/STAR Altitude Change “T”
APCH-PR ENRT-A MEA, MAA, MOCA, or MORA change.
SID/STAR ENRT-L Does not apply to GPS MEA’s or at Navaids
ENRT-A ENRT-H
ENRT-L ENRT-H/L
ENRT-H ENRT-A Total Milage
ENRT-H/L ENRT-L Total Mileage between Navaids
ENRT-L Overlying High Altitude Airway ENRT-H
ENRT-H/L
SID/STAR Change Over Point
ENRT-A Mileages indicate point to change Navaids
ENRT-L Diversionary Route
ENRT-L
ENRT-H
ENRT-H/L
APCH-PR Non-precision when charted ENRT-A Even and Odd Indicators
with precision approach
ENRT-L Even and Odd altitudes are used
in direction indicated
ENRT-H
ENRT-H/L
ENRT-A Arrival/Departure Route

ENRT-A Prior Permission Required

SID/STAR Transition Track ENRT-L Prior Permission Required from ATC
for flight in direction of arrow.
ENRT-H
ENRT-H/L

ENRT-A Flight Planned Route

ENRT-L
APT-PL High Level Approach Track ENRT-H
ENRT-H/L

ENRT-A Airway By-Pass

ENRT-L
APCH-PL Visual Track ENRT-H
APCH-PR
ENRT-H/L

APCH-PL Airway Designator

APCH-PR VNAV/VDA SID/STAR Negative
Vertical descent angle and/or path ENRT-A
ENRT-L
ENRT-H
APCH-PR Vertical descent angle and/or path ENRT-H/L
to DA for approved operators
APCH-PL Positive

SID/STAR Radar Vectors

ENRT-A Route Suffix
ENRT-L Suffixes are added to indicate more
restrictive segment along airway.
ENRT-H Each suffix has a unique meaning.
APT-PL Missed Approach Course ENRT-H/L

ENRT-A One Way Airway

ENRT-A Navigational Signal Gap ENRT-L
ENRT-L ENRT-H
ENRT-H ENRT-H/L
q$z
ENRT-H/L 1303320994000

© JEPPESEN, 2012. ALL RIGHTS RESERVED.

 SYMBOLS-8 INTRODUCTION 3 AUG 12

CHARTING SYMBOLS LEGEND q$i

Symbol Category: ROUTES &

AIRWAYS
APCH-PL Holding Patterns SID/STAR DME and DME Radial Formation
APCH-PR ENRT-A
APT-PL ENRT-L
SID/STAR ENRT-H
ENRT-A ENRT-H/L
ENRT-L
ENRT-H APCH-PR Non Precision Final Approach Fix
ENRT-H/L
SID/STAR Intercept Route
ENRT-A
ENRT-L
ENRT-H/L
APCH-PR Non Precision
Missed Approach Fix
Symbol Category: AIRSPACE FIXES
APCH-PL Non-Compulsory
SID/STAR
ENRT-A Symbol Category: LIGHTING BOX &
ENRT-L MISSED APPROACH
ENRT-H APCH-PR Standard ALSF-I
ENRT-H/L
ENRT-H/L

APCH-PL Compulsory
SID/STAR APCH-PR Standard ALSF-II
ENRT-A
ENRT-L
ENRT-H
ENRT-H/L
ENRT-H/L APCH-PR MALSR

APCH-PL RNAV
SID/STAR Non-Compulsory
ENRT-A
ENRT-L APCH-PR SSALR
ENRT-H
ENRT-H/L
APCH-PL RNAV
SID/STAR Compulsory
ENRT-A
ENRT-L APCH-PR MALS
ENRT-H
ENRT-H/L
APCH-PL Mileage Break/CNF
SID/STAR Non-Compulsory Fix
ENRT-A APCH-PR MALSF
ENRT-L
ENRT-H
ENRT-H/L
APCH-PL Fly Over Fix
SID/STAR Indicated by circle around fix APCH-PR SALS

ENRT-A Meteorological Report Point APCH-PR SSALF

ENRT-L
ENRT-H
q$z
ENRT-H/L 1343086330377

© JEPPESEN, 2012. ALL RIGHTS RESERVED.

 3 AUG 12 INTRODUCTION SYMBOLS-9
CHARTING SYMBOLS LEGEND q$i

Symbol Category: LIGHTING BOX &

MISSED APPROACH
APCH-PR SSALS APCH-PR Direct

APCH-PR HIALS (Calvert)

Symbol Category: TERRAIN
APCH-PL Natural Terrain High Point
APT-PL
SID/STAR
ENRT-A
APCH-PR HIALS (Calvert II)
APCH-PL Man-made High Point
APT-PL
SID/STAR

APCH-PR HIALS

APCH-PL Unidentified Man-made Structure

APT-PL
APCH-PR ODALS SID/STAR

APCH-PL Highest Arrow

APCH-PR LDIN

APCH-PL Hazard Beacon

APCH-PR RAIL APT-PL
SID/STAR

APCH-PR Climb
APCH-PL Generalized Terrain Contours
APT-PL
SID/STAR
ENRT-A

APCH-PR Left Turn (less than 45^)

APCH-PR Left Turn (greater than 45^) ENRT-A Grid MORA

ENRT-L
ENRT-H
ENRT-H/L
APCH-PR Right Turn (less than 45^)

APCH-PL Water
APT-PL
APCH-PR Right Turn (greater than 45^) ENRT-A
ENRT-L
ENRT-H
q$z
ENRT-H/L 1343086330377

© JEPPESEN, 2012. ALL RIGHTS RESERVED.

 SYMBOLS-10 INTRODUCTION 3 AUG 12

CHARTING SYMBOLS LEGEND q$i

Symbol Category: MISCELLANEOUS

APCH Index Number Oval ENRT-L Inset Boundary
APT Standard Airway Manual Charts ENRT-H
SID/STAR ENRT-H/L
ENRT-A
For Special Coverage Charts
ENRT-A Remote Communications
ENRT-L Outlet (RCO)
APCH-PL Holding Pattern Length ENRT-H
SID/STAR ENRT-H/L

SID/STAR Arrival/Departure Airport ENRT-A Grid

ENRT-L
ENRT-H
ENRT-H/L

APCH-PL City Pattern

ENRT-A Isogonic Line

ENRT-L
APCH-PL Airline Chart Icon ENRT-H
ENRT-H/L

END OF SYMBOLS LEGEND

APT-PL North Arrow
ENRT-A
ENRT-L
ENRT-H
ENRT-H/L

APT-PL Bar Scale

ENRT-L Enroute Chart Overlap

ENRT-H
ENRT-H/L

ENRT-L Area Chart Overlap

ENRT-H
ENRT-H/L

q$z

1329340968804

© JEPPESEN, 2012. ALL RIGHTS RESERVED.

 3 AUG 12 INTRODUCTION ENROUTE-1 q$i

ENROUTE CHART LEGEND

ENROUTE
NOTE: This section of the Jeppesen legend pages provides a general overview regarding the layout and
depiction of Enroute Charts.
Jeppesen Enroute Charts are compiled and constructed using the best available aeronautical and
topographical reference charts. Most Enroute Charts use the Lambert Conformal Conic projection. The design
is intended primarily for airway instrument navigation to be referenced to cockpit instruments. The following
pages briefly explain the information used on Enroute charts throughout the world. Not all items explained
apply to all charts. The Enroute chart is divided into specific areas of information as illustrated below.

ENROUTE CHART FORMAT

HEADING

1 — Chart number.
2 — Chart name.
3 — Jeppesen company logo.
4 — Chart scale.
5 — Chart region and type.
6 — Chart effective date.
7 — Chart revision date.
8— Chart Change Notice cross reference statement.
1297704888000

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 ENROUTE-2 INTRODUCTION 3 AUG 12

q$i

COVERAGE DIAGRAM

1 — Chart coverage neatline.

2 — Chart number.
3 — Area Chart geographic coverage.
4 — Area Chart location name.
5 — Overlapping Enroute Chart name.
6 — Overlapping Enroute Chart geographic coverage.
7 — Time Zone Boundary
8 — Time Zone Designator
9 — Chart intent note.

1297704888000
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 2 MAR 12 INTRODUCTION ENROUTE-3 q$i

CHANGES

1— Chart name. 3— Change note providing main changes made

2— Chart number. since previous revision.

AIRSPACE LIMITS AND CLASSIFICATION

1— FIR/UIR, Country or Controlled airspace name. 3 — Airspace vertical limits.

2— Airspace classification.

1297445655000

TABULATED DATA

1 — Airport Location name. IFR = Upper case. VFR = Upper/Lower case.

2 — Airport name.
3 — Charted location is shown by Area chart and/or panel number-letter combination.
4 — Communication information (includes call name, App, Arr, Dep, Twr, Gnd).
BOLD NAME – Voice Call
T – Transmit only.
G – Guard only.
* – Part time operation.
X – On request.
(R) – Radar capability.
Airport Broadcast Service frequencies (ATIS, ASOS, AWOS, etc.) are positioned over the airport
label on face of chart.
Common EMERGENCY 121.5 – not listed
Refer to Glossary and Abbreviations in Introduction pages for further explanations.
5— Bullet indicates multiple airports under same Location name.

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 ENROUTE-4 INTRODUCTION 2 MAR 12 q$i

SPECIAL USE AIRSPACE

1— Legend which includes:

Affected Country ICAO ident
Charted airspace types
2 — Tabulation change date.
3 — Country ICAO ident.
4 — Airspace type.
5 — Airspace ident.
6 — Airspace vertical limits.
7 — Airspace clearance approval agency.
8 — Times of Operation. H24 if not specified.
NOTE: Special use Airspace between GND/MSL and 2000’ is not depicted on Enroute and Area charts in
several regions.

1297445655000

REFERENCE NOTES

1 — Settings and Procedures for Transponder Operations.

2 — Restrictions associated with ATS routes within a given FIR or UIR.
3 — Procedures for Mach Number reporting within a region or FIR/UIR.
4 — Notes which have operational significance to charted features.
5 — Procedures for RVSM Operations within a region or FIR/UIR.
6— Procedures and RNP values listed for airways within a region or FIR/UIR.

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 3 AUG 12 INTRODUCTION ENROUTE-5
q$i

CRUISING LEVELS

1— Country and/or ICAO specified cruising altitudes/levels.

2— Standard RVSM Cruise Table associated with charted RVSM airspace. Non standard flight levels are
depicted on the chart underneath the airway designator.
3— Cruise Table which incorporates both Conventional and RVSM cruising altitudes/levels.

1297704888000

RANGE SCALE

1— Chart scale in Nautical Miles.

2— Chart Projection.

END PANEL
End Panels on Jeppesen Enroute Charts are primarily used for additional tabulated and reference information
which can not all fit on the Cover Panel.

CHART GRAPHIC
The contents of an IFR Enroute chart include information provided by official government source, as well
as, on rare occasion Jeppesen derived data. Charts are comprised of aeronautical data, cultural data,
hydrography and on some charts terrain data. 1343088774871

q$z

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 ENROUTE-6 INTRODUCTION 3 AUG 12

q$i

TENERIFE
NORTH
46 Los Rodeos
GCXO 2073-113
(*
C)

L)2
A(H/

q$z

1343088774871

© JEPPESEN, 2012. ALL RIGHTS RESERVED.

 2 MAR 12 INTRODUCTION ENROUTE-7 q$i

1— VORDME. Low and High/Low charts include a Compass Rose with VHF Navaids. Shadow box
indicates navaid is airway component, with frequency, identifier, Morse code and INS coordinates.
Small "D" indicates DME/TACAN. Class indicated by: (T) Terminal, (L) Low, (H) High.
2— Airports - Location name, Airport name (if different than Location name), ICAO identifier, airport
elevation and longest runway length to nearest 100 feet with 70 feet as the dividing point (add 00).
"s" indicates soft surface, otherwise hard surface. IFR Airport in blue - Published procedures filed
under the location name. VFR airport in green.
3— Controlled Airspace. Limits add 00. When sectorized vertically, lower limit indicated by under bar, upper
limit indicated by over bar.
4— Special use airspace.
5— Grid Lat-Long values.
6— CTR. Asterisks are used in association with Class C, D and E airspace in the US only to indicate
part time operations, otherwise hours are H24.
7— ILS available at airport.
8— Magnetic Variation.
9— Area chart coverage.
10 — Directional MEAs.
11 — Minimum Crossing Altitude (MCA).
12 — Change to adjoining Enroute chart.
13 — DME.
14 — Grid MORA. Values 10,000 feet and greater are maroon. Values less than 10,000 feet are green.
Values are depicted in hundreds of feet.
15 — Gap in Nav Signal coverage.
16 — "D" indicates DME/TACAN fix. Segment mileage is DME/TACAN distance from navaid. Arrow without
a "D" designates a reporting point from facility.
17 — Non Compulsory RNAV Waypoint.
18 — High Altitude Route included on some low charts for orientation only.
19 — Changeover Point between two navaids.
20 — Intersection or fix formation (Bearing, frequency and ident of remote VHF or LF navaid).
21 — Met report required.
22 — Minimum Reception Altitude (MRA).
23 — VORTAC - High Altitude and off-route Navaids do not include a Compass Rose.
24 — Uncontrolled airway or advisory route.
25 — Route Suffix. D or F indicates ATC Advisory services only. F or G indicates Flight Information services
only.
26 — Enroute Communications.
27 — Total mileage between Navaids.
28 — Compulsory Reporting Point represented by screened fill. Non Compulsory Reporting point is open,
no fill.
29 — Holding pattern.
30 — FIR/UIR Boundary name, identifier and Airspace Class.
31 — Route usability by non B-RNAV equipped aircraft (within Europe only).
32 — Unnamed, official published ATS route with direction indication.
33 — Uncontrolled Airspace (Class F or G).
34 — GPS MEA.
35 — Minimum Obstruction Clea rance Altitude (MOCA).
36 — Conditional Route Category (See Enroute Text pages Europe).
37 — Airway Designator.
38 — Segment mileage.
39 — Maximum Authorized Altitude (MAA).
40 — CNS/ATM Equipment Requirement Boundary.
41 — Non Standard Flight Levels (Even Flight Levels in direction indicated).
42 — RNAV ATS route when not identified by designator (used outside Europe). 1329508730203

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 ENROUTE-8 INTRODUCTION 2 MAR 12 q$i

43 — Named or unnamed airspace fix or mileage break. Database identifiers are enclosed in square
brackets [ABROC]. They may be designated by the State (country) as Computer Navigation Fixes
(CNFs) or derived by Jeppesen. These identifiers should not be used in filing flight plans nor should
they be used when communicating with ATC; however they are also included in computer planning
systems. They are shown only to enable the pilot to maintain orientation when using charts in concert
with database navigation systems.
44 — Altitude Change.
45 — Route Minimum Off-Route Altitude (Route MORA).
46 — Direct Route (Requires ATC Approval, will not be accepted in Flight Plans).
47 — NDB.
48 — Communications related to Airport listed above Airport label. App/Arr, Dep, Twr and Gnd listed in Chart
tabulations. Asterisk indicates part time operation.

10–1B CHART LEGEND

10-1B charts depict the horizontal and vertical limits of Terminal airspace established by official source
publications and provide orientation details for flights operating within the area. Associated airport
communications are also included.
10-1B charts depicting US Class B airspace also includes general IFR and VFR Flight Procedures
appropriate to that particular area.

SAMPLE 10–1B CONTENT

1329508730203

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 2 MAR 12 INTRODUCTION ENROUTE-9 q$i

1 — DME arc distances used to define the Terminal airspace.

2 — Bold line represents the horizontal limits of the Terminal airspace and airspace sectors.
3 — Primary navaid used to further define the horizontal limits of the Terminal airspace.
4 — Primary airport is shown in bold print.
5 — Vertical limits of the Terminal airspace within charted sector in hundreds of feet.
6 — Screened information provided for orientation purposes. This includes airway information, airports
and navaids.
1297445655000

1329508730203

END OF ENROUTE CHART LEGEND

q$z

© JEPPESEN, 2012. ALL RIGHTS RESERVED.

 2 MAR 12 INTRODUCTION SID/STAR-1 q$i

SID/DP AND STAR CHART LEGEND

The SID & STAR section of the Jeppesen legend provides a general overview and depiction of Standard
Instrument Departure (SID), Departure (DP), Standard Terminal Arrival Route/Standard Instrument Arrival
(STAR), and Arrival charts. These charts are graphic illustrations of the procedures prescribed by the
governing authority. A text description may be provided, in addition to the graphic, when it is supplied by the
governing authority. All altitudes shown on SID/DP and STAR charts are MSL unless otherwise specified. All
mileages are nautical, all radials and bearings are magnetic unless otherwise specified.

1303320940000

1303320940000

HEADING

1303327466000

1 — ICAO indicators and IATA identifiers. 6— Chart effective date.

2 — Airport name. 7— Geographical location name.
3 — Chart revision date. 8— Chart type identifier.
4 — Jeppesen company logo.
5 — Index number.
Charts are sequenced alphabetical or by
runway number within similar type arrivals or
departures. 1303320940000

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BRIEFING INFORMATION

1— Indicates the service is part time. 5— All available primary frequencies are depicted.
2— SID/DP Initial Departure Control Services 6— Indicates that radar services are available.
or STAR Weather Services (e.g. ATlS) are 7— Airport elevation is provided for
depicted. Arrival/Departure airport.
3— Function of the service is shown when 8— Procedure restrictions and instructions.
applicable. Required equipment notes are prominently
4— Service call sign is shown when transmit and displayed.
receive, or transmit only ops are available. 9— Transition Level and Altitude.
The call sign is omitted when the service is
broadcast only or has a secondary function.

1303320940000

MINIMUM SAFE or SECTOR ALTITUDE (MSA)

1— Sector defining Radial/Bearing, always depicted inbound for the
Navaid, Fix or Airport Reference Point (ARP).
2— Minimum safe/sector altitude.
3— Navaid/Fix/ARP the MSA is predicated on.
NOTE: Normal coverage is a 25 NM radius from the forming facility/fix.
If the protected coverage is other than 25 NM, that radius is depicted
below the forming facility/fix. MSA is provided when specified by the
1303320940000
governing authority for any procedure serving the airport.

CLIMB and ROUTING INSTRUCTIONS TABULATED TEXT BOX

Text description might be provided, in addition to the graphic, when it is supplied by the governing authority.
Text should be used in conjunction with the graphic to fully understand the procedure to be flown. Neither the
text nor the graphic is a stand alone representation of all instructions, speed, and altitude restrictions, but
are a combined representation of the procedure.

Tabulated Text boxes, which include a wide variety of actions, instructions, or restrictions for the pilot, have
certain common elements of design for SID, DP and STAR procedures.
1 — General identification applying to certain 3 — Textual description, which compliments the
sections of the procedure, such as Runway, graphic-based depictions or unique instructions,
Arrival or SID identification. that cannot be graphically represented.
2 — Segment of flight, such as Initial Climb, Routing, 4 — General restriction that cannot be incorporated
or Landing may be identified. in the graphic or that would enhance
understanding of procedure.

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GRAPHIC — INFORMATION BOXES

Information boxes are generally tied to the track, fix, or navaid to which the information applies. The content is
associated with the graphic depiction on SID, DP, and STAR charts. Information boxes include a wide variety
of actions, instructions, or restrictions.
Though information boxes vary widely based on the complexity of procedures, they do have certain common
elements of design.
1 — Heading, if included, represent the who, what, where, or why
of the information box.
2 — Instruction lines are used to separate instructions and
conditions for improved clarity.
3 — Instructions or conditional statements associated with track, fix,
navaid, or procedure.

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GRAPHIC — LOST COMMUNICATIONS PROCEDURE

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Unique lost communication instructions, provided by the governing authority for a procedure, are placed
within the graphic and are outlined by the lost communication boundary.

GRAPHIC — SPEED RESTRICTIONS

Speed restrictions that apply to the entire procedure are shown below the procedure title.

1303320940000

Speed restrictions vary widely within individual procedures. They can be in the tabulated text, boxed, and/or
placed in information boxes at the associated track, fix or phase of flight.

GRAPHIC — STARTING POINT AND END POINT OF STAR, DP, AND SID PROCEDURES
Navaids, intersections, or waypoints identified in the procedure title are shown prominently for easy
identification of the starting points on STARs, and the ending points on SID or DP procedures.

1— Intersection or waypoint names are shown in larger text.

2— Navaid boxes include a shadowed outline.

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GRAPHIC

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1 — Type of procedure.
2 — Arrival/Departure code.
3 — Arrival/Departure name.
4 — Database identifiers are included when different than the Arrival/Departure code or name.
5 — Specified qualifying statements, such as runways, navigational requirements, or aircraft type.
6— Runway layout is provided for all hard surface runways.
7— Arrival/Departure airport is highlighted with circular screen.
8— Arrival/Departure track of procedure represents a common course used by multiple transitions.
9— Airport is listed only when SID, DP, or STAR also serves multiple airports, which are screened.
10 — Starting Point of STAR and end point of SID/DP procedures are shown prominently.
11 — T placed after altitude denotes a Minimum Obstruction Clearance Altitude (MOCA).
12 — Radial and DME forms the fix. The DME, if not displayed is the segment distance, if shown it is the
total distance from the forming Navaid.
13 — Altitude T is placed when the altitude changes along a track at other than a Navaid.
14 — Certain Special Use Airspace Areas are charted when referenced in procedure source. 1329502730348

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15 — Transition name placed on the last segment of the SID/DP and the first segment of STAR procedures.
16 — Minimum Enroute Altitude (MEA) unless otherwise designated.
17 — Segment distance.
18 — Coordinates of fix or Navaids.
19 — Formation radials are presented in many ways based on Navaid position & compositional space.
20 — Route identification code.
21 — At the Changeover point, the pilot changes primary navigation to the next Navaid.
22 — Transition track.
23 — VOR radial on which aircraft is flying inbound towards the Navaid. 1329502730348

END OF SID/DP AND STAR LEGEND

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 3 AUG 12 INTRODUCTION AIRPORT-1 q$i

AIRPORT CHART LEGEND

AIRPORT
NOTE: This section of the Jeppesen legend provides a general overview regarding the depiction of airport
diagrams and associated information.
The following briefly explains the symbology used on airport charts throughout the world. Not all items
explained apply to all charts. The airport chart is divided into specific areas of information as illustrated below.
To enhance the usability for larger airports, the Communications and Airport Planview sections are depicted
on one side of the chart. An added Notes Section along with the Additional Runway Information, Take-off
minimums, and Alternate minimums sections are depicted on the reverse side of the chart.

FORMAT

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HEADING

1— ICAO indicators and IATA airport identifiers. 5— Chart revision date.

2— Airport elevation. 6 — Chart effective date.
3— Airport geographic latitude and longitude shown 7 — Airport name.
in degrees, minutes, and tenths of minutes. 8 — Geographic location name.
4— Chart index number. Same as the first approach 9 — Jeppesen company logo.
chart when the airport chart is printed on the
reverse side.

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COMMUNICATIONS
For Communications Information See Approach Chart Legend — Page APPROACH-2

1303320999000

AIRPORT PLANVIEW

1— The planview is a "To Scale" graphical depiction of the airport layout, a latitude/longitude grid in
degrees, minutes, and tenths of minutes is depicted along the inside of the neat line.
2— The airport magnetic variation is graphically and numerically depicted.
3— Airport operational notes are placed within the planview. Notes pertaining to a specific area are placed
within the area or tied to it.
4— Runway designators (numbers) are magnetic unless followed by a "T" for true. Runway bearings
are included when known.
5— Physical length of the runway which does not include stopways, overruns, or adjustments for displaced
thresholds. Shown in feet with the meter equivalent included at International Airports.
6 — The runway end elevation is depicted when known.
7 — When applicable, the physical location of displaced thresholds along the runway are shown.
8 — Hold short points along the runway are depicted for Land and Hold Short Operations.
9 — "Hot Spot" areas are depicted along with a corresponding label when applicable. A textual description
is included within the planview or below the additional runway information band.
10 — When available, stopways and overruns are depicted with the applicable length.
11 — When known, the location of RVR transmissometers are shown with any applicable identifiers.
12 — All active taxiways and ramp areas are depicted using a grey area fill color. All taxiway identifiers and
ramp names are included when known.
13 — All known permanently closed taxiways are shown.
14 — One of two depictions is used for closed runways depending on the nature of the closure:
a. Lengths and designators (numbers) are retained when the closure is temporary.
b. Lengths and designators (numbers) are removed when the closure is permanent.
15 — The configuration and length of all known approach light systems are shown. 1342041780592

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16 — All seaplane operating areas/water runways a re shown. Runway numbers are followed by a "W", the
physical length is included along with elevations.
17 — The geographical location of the Airport Reference Point (ARP) is depicted when known.
18 — Areas under construction are outlined using a light dashed line.
19 — When known, the location of the airport identification beacon is shown.
20 — Buildings on or near the airport are depicted.
21 — Roads on or near the airport are depicted.
22 — Location of Engineered Materials Arresting System (EMAS) pads are shown and labeled.
23 — All known wind direction indicators are depicted.
24 — Helicopter landing pads/areas.
25 — The geographical location of on airport VORs and NDBs is indicated and labeled.
26 — Pole lines that are on or near the airport are depicted.
27 — All known terrain high points and man-made structures with an elevation 50 feet above the nearest rwy
end elevation are depicted. The applicable symbol and elevation are shown.
28 — Special use airspace, area outline and designator are depicted. A note, "Entire Chart Lies Within
R-XXXX", is shown when the entire chart planview falls within a particular area.
29 — A scale for both feet and meters that is equivalent to the chart scale is shown.
30 — Hazard beacons within the planview are depicted along with an elevation if known.
31 — Railroad tracks on or near the airport are shown.
32 — Ditches in the vicinity of the airport are depicted.
33 — Tree lines are depicted. An open ended tree line indicates the border of a forested area.
34 — Bluffs are shown with the arrows of the symbol pointing down, or toward lower elevation.

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ADDITIONAL RUNWAY INFORMATION BAND

1303320999000

NOTE: For an explanation of the abbreviations used within the Additional Runway Information Band, see
the Abbreviations Section. All distances depicted in the Additional Runway Information Band are in feet, the
meter equivalent is also shown at International airports.
1 — Runway designators/numbers are depicted in the upper left and lower right corners of the box. All
information shown to the right within the band applies to the indicated runways. When the information
differs between runways, the band is separated with a line.
2 — All operational runway lighting and approach light systems are listed.
3 — Runway surface treatment (grooving) is indicated.
4 — "RVR" is depicted when one or more transmissometers are installed along the runway.
5 — When different from the physical runway length, landing distance beyond threshold is shown.
6 — When applicable, the distance from a point abeam the glide slope transmitter to the roll-out end of the
rwy is shown. For PAR, the distance is from the GS interception with the runway.
7 — At airports with Land And Hold Short Operations (LAHSO), the distance from the runway threshold to
the designated hold short point is shown.
8 — When take-off length is restricted, the physical rwy distance available for take-off is shown.
9 — The physical width of the runway is shown.
10 — This band is expanded to show information for all operational runways in numerical order.
11 — All notes related to the runway information depicted are shown in this section.

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TAKE-OFF MINIMUMS
Publication of take-off minimums does not constitute authority for their use by all operators. Each individual
operator is responsible for ensuring that the proper minimums are used based on authorization specific to
their type of operation.
Wide variations exist regarding take-off minimums depending on the governing agency, typically though they
consist of a visibility/ceiling and associated required conditions for use.
Generally, take-off minimums are shown in order of best (lowest) to worst (highest) starting at the top left
and progressing to the bottom right of the format. This applies to the overall minimums box as well as for
a particular runway or set of runways.
Visibilities and ceilings are shown in feet, statute/nautical miles, meters, and kilometers while RVR is shown in
hundreds of feet and whole meters. Values in feet and statute/nautical miles are not labeled, for example;
"RVR50" means 5000 feet RVR, "1" means 1 mile, and "300" means 300 feet. Values in meters are labeled
with an "m" and kilometers with a "km". Altitudes listed within climb gradient requirements are above Mean
Sea Level (MSL). Ceilings specified for take-off are heights Above Airport Level (AAL).
Typical format used for charting take-off minimums:

1 —Take-off minimums header indicating the contents of the minimums box.

2 —Runway number/numbers, minimums below apply to the designated runway.
3 —General conditions, those that affect a wide range of the depicted minimums.
4 —Type of aircraft information is normally depicted here, typically in the form of number of aircraft engines
or aircraft approach categories.
5 — More specific conditions, those that affect only a few of the minimums.
6 — Very specific conditions, those that affect only the minimums directly below.
7 — Ceilings and or RVR/visibilities authorized based on the conditions and runways listed above. When a
ceiling and visibility are listed, both are required. In this format example, these minimums would
represent the "best" (lowest) available take-off minimums.
8 — Ceilings and or visibilities authorized based on the conditions above, minimums typically become
"higher" with less restrictions.
9 — The use of abbreviations is prevalent within the take-off minimums band given that many of the
conditions/restrictions have lengthy explanations. See the Chart Glossary and/or Abbreviations
sections for a more detailed description.
10 — The take-off minimums for a given set of conditions can differ based on aircraft type. Separate
minimums are depicted for each aircraft type scenario.
11 — Usually the term, "Other" is used to describe take-off minimums having no conditions.
12 — This being the farthest minimum box to the right, it would generally contain the highest set of take-off
minimums with the least number of conditions for that particular runway. 1329509537609

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13 — Indicates take-off minimums are compliant

with EU-OPS 1 regulations but never below
State published values.
14 — The "Air Carrier" label indicates that the
depicted take-off minimums are applicable
for Air Carrier operations only.
15 — All operators should be aware that special
approval, which may include unique
training, is required prior to the use of these
minimums.
16 — When the RVR and meteorological visibility
values differ, both are shown and labeled
accordingly.
17 — When the charted value can be used as
either an RVR or meteorological visibility,
no label is shown.
18 — All notes that pertain directly and only to the charted take-off minimums are depicted directly under and
adjacent to the take-off minimums box.

ALTERNATE MINIMUMS
Only those alternate minimums that have been published by the governing State Authority specifically for the
landing airport will be charted. The values shown will be those supplied by the State.

1— Typically alternate minimums are based on the

circle-to-land minimums applicable to the available
approach procedures at the landing airport. As a result,
the subsequent alternate minimums relate to the aircraft
approach categories.
2— The alternate minimums box is labeled as such.
3— All applicable conditional notes are shown directly above
the minimums they apply to.
4— Approach procedure idents for all appropriate procedures
with the applicable alternate minimums charted directly
below.
5— Ceilings and visibilities used in alternate minimums
are shown in feet, statute/nautical miles, meters, and
kilometers. Values in feet and statute/nautical miles are
not labeled, for example; "800" means 800 feet and "2 1/2"
means 2 and 1/2 miles. Values in meters are labeled with
an "m" and kilometers with a "km".

CHART BOUNDARY LINE INFORMATION

1303320999000

1— A brief summary of the changes applied to the chart during the last revision.
2— Jeppesen Copyright label.
3— Shown when source amendment information has been supplied by the State. Normally these
amendment numbers directly relate to the take-off or alternate minimums. 1329509537609

END OF AIRPORT CHART LEGEND

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APPROACH CHART LEGEND

NOTE: This section of the Jeppesen legend provides a general overview regarding the depiction of approach
procedures.
Approach charts are graphic representations of instrument approach procedures prescribed by the governing
authority. The following briefly explains the symbology used on approach charts throughout the world. Not
all items explained apply to all charts. The approach chart is divided into specific areas of information as
illustrated below.

FORMAT

1303315984000

HEADING

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1— ICAO indicators and IATA airport identifiers. 5— Chart effective date.

2— Airport name. 6— Procedure identification.
3— Index number. Charts are sequenced by 7— Geographical location name.
runway number within similar type approaches.
4— Chart revision date. 8— Jeppesen company logo.

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COMMUNICATIONS

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1 — Communications are shown left to right in the
order of normal use.
2 — Communication service, call sign is omitted
when the service is broadcast only.
3 — Functionality of the service is shown when
applicable.
4 — The service call sign is shown when transmit &
receive or transmit only operations are available.
5 — All available primary frequencies are depicted.
6 — Indicates that radar services are available.
7 — Sectors are defined for each frequency when
applicable.
8 — Indicates the service is part time.
9 — When the service is a secondary function, the
call sign is omitted.

APPROACH BRIEFING INFORMATION

1304453542000

1— Approach primary Navaid.

1304453542000

2— Final approach course bearing.

3— Crossing altitude at the FAF. Glide slope crossing altitude for
precision approaches. Procedure altitude (Vertical Descent Altitude
or Minimum Crossing Altitude) for non-precision approaches. 1304453542000

4 — Lowest DA(H) or MDA(H).

5 — Airport Elevation and Touchdown Zone/Threshold Elevation.
6 — Textual description of the Missed Approach Procedure.
7 — Altimeter Setting Information, Barometric Pressure Equivalents are included.
8 — Airport/Procedure Transition Level and Altitude.
9 — Notes applicable to the Approach Procedure.

1303315984000

MINIMUM SAFE or SECTOR ALTITUDE (MSA)

1— Sector defining Radial/Bearing, always depicted to the
Navaid/Fix or Airport Reference Point (ARP).
2— Minimum safe/sector altitude.
3— Navaid/Fix/ARP the MSA is predicated on.

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NOTE: Normal coverage is a 25 NM radius from the forming facility/fix. If the protected coverage is other than
25 NM, that radius is depicted below the forming facility/fix.

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APPROACH PLANVIEW

1303315984000

1— The planview is a graphical "To Scale" depiction of the approach procedure. Latitude and longitude
tics are shown in 10 minute increments along the neatline.
2— Complete runway layout is depicted for the primary airport.
3— Approach transitions are depicted with a medium weight line. The bearing is normally inset within the
track with the mileage and associated altitude placed along the track.
4— Off-chart origination navaid/waypoint name. Navaid frequency, ident, and Morse code is shown when
required for fix formation.
5— VOR cross radials and NDB bearings used in forming a fix. DME formation distances are shown when
applicable. Navaid frequency, ident, and Morse code shown as required.
6— Airspace fixes depicted using several different symbols according to usage.
7— Navaid boxes include the navaid name, identifier, Morse code, and frequency. A letter "D" indicates
DME capability with an asterisk indicating part time.
8— Substitute fix identification information located below facility box when applicable.
9— Initial Approach Fixes and Intermediate Fixes are labeled as (IAF) and (IF) respectively.
10 — A shadowed navaid box indicates the primary navaid upon which lateral course guidance for the
final approach segment is predicated.
11 — The final/intermediate approach course is indicated with a heavy weight line.
12 — The final approach course bearing shown in bold text, with a directional arrow as needed.
13 — Airspace fix names are shown near or tied to the fix, formational info is placed below name.
14 — Jeppesen-derived database identifiers are depicted when different from State-supplied name.
15 — The missed approach segment is shown with heavy weight dashed line work.
16 — Holding/Racetrack patterns are shown with both inbound and outbound bearings. Restrictions are
charted when applicable, heavy weight tracks indicate the holding/racetrack is required.
17 — Some, but not all, terrain high points and man-made structures are depicted along with their elevations.
Generally only high points 400’ or more above the airport elevation are shown. 1341935460082

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18 — Arrow indicates the highest of the portrayed high points within the planview area only.
19 — Generalized terrain contours may be depicted based on several geographic factors.
20 — Rivers/large water bodies are shown. Smaller and seasonal water areas are not depicted.
21 — Some, but not all, Special Use Airspace boundaries and identifiers are depicted.
22 — All secondary IFR airports, and VFR airports that lie under the final approach, are depicted.
23 — Charting scale used is indicated along the left side of the planview.

1303315984000

APPROACH PLANVIEW — RNAV PROCEDURE DIFFERENCES

1303315984000

1— A primary navaid box is shown for RNAV approach procedures augmented by ground based facilities.
The system type, channel, and system approach ID are shown.
2— Some RNAV procedures utilize Terminal Arrival Area/Terminal Area Altitude (TAA). A graphical
depiction of each TAA sector is placed within the planview in the corresponding area. The TAA’s
foundational waypoint is depicted along with the forming bearings, arrival altitudes, and applicable
NoPT labels. Generally the TAA replaces the MSA as indicated in the MSA box.
3— When the normal TAA coverage of 30 NM (25 NM ICAO) from the base waypoint is modified, the
segmented areas are depicted with the applicable altitudes indicated.
4— Due to the required use of a database, only waypoint names are shown. Formations and coordinates
are omitted.
5— Along track distances, normally to the next named waypoint, are shown per source for un-named
waypoints.

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APPROACH PLANVIEW — NOT TO SCALE INSETS

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Insets are used to portray essential procedural information that falls outside of the planview boundary. The
use of insets facilitates larger scales for depicting core segments of the procedure.
1 — A solid line is used to outline the inset when the information has been remoted from the associated "To
Scale" tracks. Labels inside the inset indicate the usage of the contained procedural information.
2 — A dashed line is used to outline the inset when the information remains in line with the associated "To
Scale" tracks. A NOT TO SCALE label is included inside the inset.

1303315984000

NON·PRECISION RECOMMENDED ALTITUDE DESCENT TABLE

General Description: The Recommended Altitude Descent table, shown to facilitate the CDFA technique,
contains "check" altitudes that correlate directly to the Vertical Descent Angle (VDA) used in conjunction with
the final approach segment of the procedure. When the State Authority has not supplied this information,
Jeppesen will derive the altitudes based on the procedure VDA.
1 — The direction of the Recommended Altitude Descent table, top of descent down, is sequenced in the
same direction as the flight tracks in the profile. A grey arrow indicates this left-to-right or right-to-Ieft
direction.
2 — The source for the DME "checkpoints" is indicated by the navaid ident. When the table is
Jeppesen-derived, DME is used whenever possible for the establishment of the checkpoints.
3 — The row of recommended altitudes is labeled to indicate their associated use with the VDA.
4 — The DME distance that defines each checkpoint is depicted in whole and tenths of a NM.
5 — A recommended altitude, (which is defined by a position along the VDA at a given point) is supplied
corresponding to each checkpoint in the table.
6 — When DME is not available, each checkpoint will be defined by a distance to a fix along the final
approach course. This distance is shown in whole and tenths of a NM.
7 — The "to" waypoint is indicated when checkpoints are defined by a distance to a fix.
8 — When a Non-Precision approach is combined with a Precision approach, a qualifier is added to indicate
that the depicted recommended altitudes relate to the non-precision approach only.
9 — Bold text indicates the altitude is charted in the FAF altitude box within the Briefing Strip.

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APPROACH PROFILE VIEW

The Profile View graphically portrays the Final/Intermediate segments of the approach. A Not To Scale
horizontal and vertical cross section is used.
1 — All procedure bearings are shown. Bold text is used to
emphasize the Final Approach Course. Arrowheads are
added as needed to indicate direction of flight.
2 — Bearings are placed either above, below, or inset in the
track.
3 — Both inbound and outbound bearings are depicted for
procedure holding/racetrack patterns.
4 — All altitudes depicted in the profile view are MINIMUM
altitudes unless specifically labeled otherwise. All altitudes
are above mean sea level in feet (AMSL).
5 — Maximum altitudes: may be abbreviated "MAX".
6 — Mandatory altitudes: abbreviations are not used.
7 — Recommended altitudes: abbreviations are not used.
8 — Bold text is used to emphasize the procedure altitude at
the FAF or the GS intercept altitude at the FAP/FAF. This
is also the altitude shown in the Briefing Strip.
9 — The type of navaid is indicated. Identifying Morse code is
shown for all markers. When known, glide slope crossing
altitudes are included.
10 — The navaid ident or name is included where confusion
may occur. The crossing altitude of the Vertical Descent
Angle (VDA) is included whenever applicable.
11 — All fix names are shown along with any DME formations.
The ident of the source DME is included when multiple
DME sources are charted.
12 — Stand-alone DME fixes are depicted similar to named
waypoints.
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1— Procedure notes that relate directly to information portrayed in the profile view are charted within the
profile view, normally placed in the upper right or left corners.
2 — A "broken" navaid or fix symbol indicates that it does not fall directly in line with the final approach track.
3 — Outbound bearings associated with procedure turns are included for situational awareness.
4 — Minimum altitude while executing the procedure turn.
5 — The distance to remain within while executing the procedure turn. Distance is measured from the
initiating navaid/fix unless otherwise indicated.
6 — Profile view "ground line". Represents an imaginary straight line originating from the runway threshold.
No terrain high points or man-made structures are represented in the profile view.
7 — Procedure flight tracks are portrayed using a thick solid line. Multiple separate procedures using the
same altitudes are represented by a single line.
8 — Final Approach Point (FAP). Beginning of the final approach segment for precision approaches.
9 — Nautical Mile (NM) distance to the "0" point. Not included at DME fixes.
10 — Nautical Mile (NM) distance between two navaids and or fixes. 1329509389463

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11 — Final Approach Course bearing. Only repeated if a change in course occurs.

12 — Tracks are placed relative to each other based on the corresponding crossing altitudes.
13 — Non-precision procedure flight tracks that deviate from the Glide Slope and or the Vertical Descent
Angle are depicted as a light solid line.
14 — Pull-up representing the DA/MDA or when reaching the descent limit along the GS/VDA.
15 — Pull-up arrow associated to a non-precision approach not using a CDFA technique.
16 — Touchdown zone, runway end, or threshold elevation labeled accordingly.
17 — Threshold crossing height associated to the charted glide slope or vertical descent angle.
18 — Runway block symbolizing the runway. The approach end represents the runway threshold.

1329255929370

19 — Time limit applicable to the outbound leg of the procedure holding/racetrack.

20 — Minimum altitude while executing the procedure holding/racetrack.
21 — Outbound and inbound bearings associated to the procedure holding/racetrack.
22 — RNAV waypoints are identified by their five character identifier only.
23 — Sector Minimum Altitudes (SMA) are represented by a shaded rectangle bordered by the two defining
fixes. The minimum altitude is shown along the top edge of the sector.
24 — Altitudes that correspond to the VDA.
25 — Nautical miles to the next fix is supplied for the "Top of Descent" when not at a fix.
26 — Pull up along the VDA at the DA/MDA is depicted relative to the missed approach point.
27 — Nautical miles and name of "to" fixes are supplied for all along track distance fixes.
28 — A dotted gray line indicates the continuance of the VDA below the DA/MDA.
29 — Visual flight track is shown when the missed approach point is prior to the runway threshold.

1303315984000

DESCENT/TIMING CONVERSION TABLE — LIGHTING BOX — MISSED APPROACH ICONS

1303317335000

1— Indicates Ground Speed in Knots for several common aircraft approach speeds.
2— For precision approaches, Glide Slope angle is shown in degrees along with relative descent rates in
feet per minute.
3— For non-precision approaches, Vertical Descent Angle is shown, when applicable, in degrees along
with relative descent rates in feet per minute.
4— The location of the Missed Approach Point is defined, the distance and associated timing is included
only when applicable.
5— Installed approach lights, visual approach slope indicators, and runway end lights are depicted for the
straight-in landing runway.
6— Missed approach Icons which symbolize the initial "up and out" actions associated with the missed
approach procedure are depicted. The complete missed approach instructions are shown in textual
form in the Briefing Strip.

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 APPROACH-8 INTRODUCTION 2 MAR 12 q$i

LANDING MINIMUMS
All known authorized landing minimums and associated components out conditions are provided within
the minimums section. Publication of landing minimums does not constitute authority for their use by all
operators. Each individual operator is responsible for validating that the appropriate approval has been
obtained for their use.

1— Indicates that the landing minimums published are based

on TERPS change 20 or later version. U.S. OPSPEC
requirement for non-CDFA penalty applies.
2— Indicates that the published landing minimums are compliant
with EU-OPS 1. State supplied values are compared to
EU-OPS 1 and the higher of the two published.
3— Indicates that the landing minimums published have been
supplied by a State Military. No comparison has been done
to any other landing minimum criteria.
4— Indicates that the landing minimums or development criteria
have been supplied to Jeppesen by the customer.
5— Indicates that the published landing minimums are compliant
with JAR-OPS 1. State supplied values are compared to
JAR-OPS 1 and the higher of the two published.
6— No label indicates that the published minimums are based on
different standards than those listed for the labels explained
above.
7— Aircraft approach categories (also see Chart Glossary).
8— TERPS Maximum circling speeds.
9— ICAO maximum circling speeds.
NOTE: Known deviations from the TERPS or ICAO maximum
circling speeds will be shown. For countries that do not supply
maximum circling speeds, aircraft approach categories will
be shown.
10— For Circle-To Land only approaches, both the aircraft
approach categories and the appropriate maximum circling
speeds are shown just prior to the minimums.
11— Decision Altitude (Height) label, used as an indicator for the
two subsequent values (also see Chart Glossary).
12— Decision altitude shown in feet above Mean Sea Level.
13 — Decision height shown in feet Above Ground Level based on
the straight-in approach reference datum.
14 — Minimum Descent Altitude (Height) label, used as an indicator
for the two subsequent values (also see Chart Glossary).
15 — Minimum descent altitude shown in feet above Mean Sea
Level.
16 — Minimum descent height shown in feet Above Ground Level
based on the straight-in approach reference datum or, the
airport elevation when applicable to the Circle-To-Land 1303315984000

minimums.
17 — Decision Altitude and or Minimum Descent Altitude (Height) is shown when either can be used
depending on operational approval. The use of a DA(H) in conjunction with a non-precision approach
may require operational authorization.
18 — Radio Altimeter height, associated with CAT II precision approaches.

Landing visibilities are supplied for all approach
procedures. As a service to our customers, when
the Governing State Authority has not provided
straight-in landing visibilities for a particular approach
procedure, they will be derived by Jeppesen based on
EU-OPS 1 guidelines. A "Standard" label (explained
above) in the upper left corner of the minimums band
indicates that the published visibilities are EU-OPS
1 compliant. Visibilities that have been derived by
Jeppesen are all RVR VALUES. Operators using
these visibilities should be aware of this especially if
their standard operating procedures do not require
a conversion when a meteorological visibility is
reported (Met Vis to RVR/CMV).
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 2 MAR 12 INTRODUCTION APPROACH-9 q$i

Visibilities are shown for all known approach condi-
tions separated out according to aircraft approach
categories. Visibility values are reported and thus
depicted in the form of Nautical/Statute miles, Feet,
Meters, and Kilometers. RVR values, when reported
and authorized by the State Authority, are shown
alone/paired with a meteorological value and are
labeled "R". Visibilities are shown separated by
linework with the applicable aircraft category to the
far left of the minimums box and all relevant approach
conditions shown above the column.

1— Nautical or Statute mile visibilities are depicted in whole and

fractions of a mile. No units label is shown; a specified visibility of "V
1" means "1 mile".
2— Equivalent Runway Visual Range (RVR) values associated with
nautical/statute mile visibilities represent readings in hundreds of
feet, as R 24 meaning 2400 feet RVR. RVR values are shown when
authorized by the State, applicable to a specific approach procedure.
3— Visibility values in meters are labeled with an "m" while values in
kilometers are labeled with a "km". When an RVR value is not
equivalent to the associated meteorological visibility, both are shown
and labeled "R" and "V".’ When RVR and MET VIS are equivalent,
the visibility is shown once, ’and labeled as R/V, meaning either
RVR or MET VIS.
4— The particular condition is Not Authorized.
5— The particular condition does not apply.
6— Indicates that a ceiling is required as part of the overall landing
minimums. Ceilings are shown as a height above ground level in
feet or meters depending on the unit used for reporting.
7— When required, ceilings are depicted prior to the associated visibility.
A label is shown when ceilings are combined with visibilities.
8— Type of approach is indicated when multiple types are combined.
9— Known conditions that affect the minimums are shown above the
visibilities which may or may not be affected by that condition.
10 — Notes that only apply to the charted minimums are shown within
the minimums band.
11 — Label for straight-in minimums, and the straight-in runway number.
12 — Sidestep landing minimums are shown when supplied by the State.
13 — Notes that apply to a g iven set of minimums are shown above the
affected values.
14 — The set of minimums applicable when a circling maneuver is
required are labeled as such.
15 — The MDA(H) label for circle-to-Iand minimum descent altitudes and
the associated height is shown at the top of the column.

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 APPROACH-10 INTRODUCTION 2 MAR 12 q$i

Labels used in conjunction with landing visibility values:

R An "R" label indicates that the associated value is RVR. When the State Authority has supplied landing
visibilities, and has indicated that the value supplied is an RVR, the "R" label is applied. As a value
add, when the State Authority has not supplied landing visibilities Jeppesen applies our "Standard"
visibilities which are based on EU-OPS 1. Since all straight-in landing visibility values in EU-OPS 1 are
in the form of an RVR all values depicted when the State Authority has not supplied visibilities will be
labeled’ with an "R". How these values are used is dependent on each individual operators regulations.
V A "V" label indicates that the associated value is a metric or nautical/statute mile visibility. Only
visibilities that have been supplied by the State Authority will be labeled with a "V".
R/V An "R/V" label indicates that the associated value can be either an RVR or visibility depending on
what is reported by ATC. Only RVR/Vis ibility values that have been supplied by the State Authority
will be labeled with an "R/V".

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 2 MAR 12 INTRODUCTION APPROACH-11 q$i

CHART BOUNDARY LINE INFORMATION

1— Label indicates the State has specified that the approach procedure complies with the United States
Standard for Terminal Procedures criteria as it relates to aircraft handling speeds and circling area
development.
2— Labels indicate the State has specified that the approach procedure complies with the ICAO
PANS-OPS criteria as it relates to aircraft handling speeds and circling area development.
3— Label indicates the MIPS design criteria when it is known that the procedure is designed according
to Military Instrument Procedures Standardization, which is the short form for AATCP–1, NATO
Supplement to ICAO Document 8168-0PS/611 Volume II.
4— Shown when procedure source amendment information has been supplied by the State (USA).
5— Currently only shown on U.S. approach procedures, the Procedure Amendment Reference Date is
supplied on charts with an Effective Date later than 22 OCT 2009. This reference date is used to
establish electronic database currency.

1329255929370

6— A brief summary of the changes applied to the chart during the last revision.
7— Jeppesen Copyright label. 1329509389463

END OF APPROACH CHART LEGEND

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© JEPPESEN, 2012. ALL RIGHTS RESERVED.

 14 NOV 08 INTRODUCTION
APPROACH CHART LEGEND — EU-OPS 1 AERODROME OPERATING MINIMUMS (AOM)
Publication of minimums does not constitute authority for their use by all operators. Each individual
operator must obtain appropriate approval for their use.
GENERAL
Beginning in November 2008 Jeppesen will replace
the current JAR-OPS 1 minimums with the new
minimums introduced by the 2nd amendment to
EU-OPS 1.
The “Standard” label in the upper left corner of the
minimums box indicates that the minimums are based
on EU-OPS 1 (Subpart E - Appendix 1 new to OPS
1.430). The “JAR-OPS” label in the upper left cor-
ner of the minimums box indicates that the minimums
are based on JAR-OPS 1 or EU-OPS 1 (Subpart E -
Appendix 1 old to OPS 1.430). For a detailed excerpt
of EU-OPS 1 minimums refer to Air Traffic Control
(ATC) Series 600 pages.
Jeppesen charted minimums are not below any
State-provided minimums. Higher existing minimums
for FAR 121 operators and those applying U.S. Oper-
CONVERSION OF REPORTED MET VIS TO RVR/CMV
Lighting elements in operation
HIALS and HIRL
Any type of lighting installation other than above
No lighting
NOTE: Most of the samples focus only on the relevant
information of the related paragraph. Other sections
within the samples are intentionally left blank.
TAKE-OFF MINIMUMS
The application of these minimums may be limited
by the obstacle environment in the take-off and
departure area. The RVR/VIS minimums are deter-
mined to ensure the visual guidance of the take-off
run phase. The subsequent clearance of obstacles
is the responsibility of the operator. Low visibility
take-off with RVR/VIS below 400m requires the ver-
Sample of Take-off Minimums
CIRCLING MINIMUMS
Circling minimums will only be charted if a circling
OCA(H) or MDA(H) is provided by the procedure
source. Otherwise, the circling box will be removed.
If circling is not authorized by the procedure source,
it will be noted in the notes box of the Briefing Strip
header. Where straight-in minimums are higher than
171
ations Specifications are footnoted. RVR/CMV/VIS
values are shown in measuring units as reported by
the governing agency.
AOM for take-off and landing are either shown on
Jeppesen instrument approach or aerodrome charts
or on a separate minimums listing. Landing min-
imums will be shown as RVR, but values above
2000m will be designated as Converted Meteorolog-
ical Visibility, prefixed “CMV”. Take-off minimums are
shown without prefix because they are either RVR or
VIS. Circling minimums are always visibilities which
is indicated in the circling minimums box. For the
separate minimums listings RVR, CMV and VIS are
abbreviated as R, C and V. The following table is
used to convert a reported VIS into RVR/CMV.
RVR/CMV = Reported MET VIS x
Day Night
1.5 2.0
1.0 1.5
1.0 Not Applicable
ification that Low Visibility Procedures (LVP) have
been established and are in force. RVR/VIS for the
initial part of take-off run can be replaced by pilot
assessment. The multiple RVR requirement means,
that the required RVR value must be achieved for
all of the relevant RVR reporting points, except for
the initial part, which can be determined by pilot
assessment. Approved operators may reduce their
take-off minimums to 125m (aircraft categories A, B,
C), 150m (category D) or to 75m (all categories) with
an approved lateral guidance system.
122
circling minimums (DH/MDH or RVR/VIS), the cir-
cling MDH or visibility will be raised to match the
straight-in minimums.
© JEPPESEN, 2008. ALL RIGHTS RESERVED.
172 INTRODUCTION 14 NOV 08

APPROACH CHART LEGEND — EU-OPS 1 AERODROME OPERATING MINIMUMS (AOM)

NON-PRECISION APPROACH The lateral part of the missed approach procedure

MINIMUMS AND CHART PROFILE
VIEW
According to the EU-OPS requirements, all non-pre-
cision approaches shall be flown using the continu-
ous descent final approach (CDFA) technique with
decision altitude (height), and the missed approach
shall be executed when reaching the DA(H) or the
missed approach point (MAP), whichever occurs first.
must be flown via the MAP unless stated otherwise
in the procedure. Normally only CDFA minimums are
shown. These are identified by the use of a DA(H).
Jeppesen does not include an add-on when pub-
lishing a DA(H) for a CDFA non-precision approach.
Non-CDFA minimums are shown in exceptional
cases and identified by an MDA(H).

Sample of Non-precision Minimums (CDFA)

Sample of Non-precision Minimums (CDFA + non-CDFA)

The profile depiction will be modified to show the con- Sample of timing vs altitude table
tinuous descent on final approach. Source-published
minimum altitudes will be shown as segment mini-
mum altitudes in the profile (grey shaded box). These
minimum altitudes are typically provided for obstacle
clearance and must not be violated to remain clear of
obstacles or terrain.
If not published by the procedure source, a table
depicting DME vs altitude, distance vs altitude, or
timing vs altitude will be calculated by Jeppesen
and shown above the profile view. The timing table
includes the descent angle, the FAF and the altitude
at the FAF. Altitudes are calculated for 20, 40, 60, 80
and 100s from FAF and are based on speeds of 90, 1

120, 140, 160 and 180kt. Only altitudes above the

decision altitude are provided.
Where CDFA minimums are shown, the profile will
be modified to depict the continuous descent. The
missed approach pull-up arrow is shown at the point
where the decision height is reached. There is no
level segment depicted prior to the MAP, and the MAP
is shown as published by the procedure source.

© JEPPESEN, 2008. ALL RIGHTS RESERVED.

 14 NOV 08 INTRODUCTION 173
APPROACH CHART LEGEND — EU-OPS 1 AERODROME OPERATING MINIMUMS (AOM)

In exceptional cases it may be necessary to include

CDFA and non-CDFA minimums. Where this occurs,
a level segment is shown prior to the missed
approach point and the pull-up arrow is shown
at the MAP.

CAT I PRECISION AND APV

APPROACH MINIMUMS
An RVR of less than 750m may be used under the
conditions a. to d. shown below (Full column). Oth-
erwise the RVR is limited to 750m or above (Limited
column).
a. CAT I operations to runways with FALS and TDZ
and CL and with decision height of 200ft or
b. CAT I operations to runways with FALS but with-
out TDZ and/or CL when using an approved
HUDLS or an equivalent approved system or
c. CAT I operations to runways with FALS but with-
out TDZ and/or CL when conducting a coupled
or flight-director-flown approach to a decision
height not less than 200ft or
d. APV to runways with FALS and TDZ and CL
when using an approved HUD, but not below
RVR 600m.

© JEPPESEN, 2008. ALL RIGHTS RESERVED.

174 INTRODUCTION 14 NOV 08

APPROACH CHART LEGEND — EU-OPS 1 AERODROME OPERATING MINIMUMS (AOM)

Sample of CAT I Minimums (FALS + CL)

Sample of CAT I Minimums (IALS)

Sample of APV Minimums (FALS + TDZ + CL)

LOWER THAN STANDARD CAT I The minimum RVR is 300m. But for category D it is
MINIMUMS required to conduct an autoland. Otherwise, the mini-
mum RVR is 350m; however, this value is not charted
Operators must be approved by their authority to
on standard Jeppesen charts.
conduct lower than standard CAT I operations. For
approved operators, tailored charts will be created
on customer request.

CAT II PRECISION APPROACH

MINIMUMS
Minimums are applicable to EU-OPS approved oper-
ators as well as to FAR 121 operators and those
applying U.S. Operations Specifications (OpsSpecs).
Higher existing minimums in accordance with U.S.
OpsSpecs are footnoted.

© JEPPESEN, 2008. ALL RIGHTS RESERVED.

 14 NOV 08 INTRODUCTION 175
APPROACH CHART LEGEND — EU-OPS 1 AERODROME OPERATING MINIMUMS (AOM)

Sample of CAT II Minimums

OTHER THAN STANDARD CAT II
PRECISION APPROACH MINIMUMS
These minimums will only be published if the proce-
dure is approved for their use by the aerodrome’s Civil
Aviation Authority. Charting is similar to standard CAT
II minimums but includes columns for conditions with
and without lights. An RVR of 400m or below can only
be used if CL are available. Where the higher value
of 450m is shown in the box, the lower value, which
requires CL, is added as footnote.

Sample of Other Than Standard CAT II Minimums (FALS + CL)

Sample of Other Than Standard CAT II Minimums (IALS)

CAT III PRECISION APPROACH

MINIMUMS
CAT III minimums are only charted on tailored charts
or on the Airline Chart series (CAO). The depiction
depends on the customer’s approved minimums (air-
craft category or aircraft type).

© JEPPESEN, 2008. ALL RIGHTS RESERVED.

176 INTRODUCTION 14 NOV 08

APPROACH CHART LEGEND — EU-OPS 1 AERODROME OPERATING MINIMUMS (AOM)

AERODROME MINIMUMS LISTING

On customer request, the minimums may be made
available on a minimums listing page. The listings are
indexed as 10-9S, 20-9S, etc. This listing is an interim
solution until all affected approach and airport charts
are converted to the new minimums.

1224524875000

© JEPPESEN, 2008. ALL RIGHTS RESERVED.

 14 NOV 08 INTRODUCTION 177
APPROACH CHART LEGEND — EU-OPS 1 AERODROME OPERATING MINIMUMS (AOM)

DEPICTION OF EU-OPS AOM IN CASE

OF EXISTING STATE MINIMUMS
If State minimums are officially published, the depic-
tion of AOM may differ from the standard depiction
where all values are expressed as RVR or CMV.
a. If RVR/CMV and VIS are charted together, the
RVR value is compulsory. If no RVR is reported,
the VIS has to be used without conversion.
b. No prefix is charted if RVR/CMV and VIS is iden-
tical. The reported RVR is compulsory. If no
RVR is reported, the VIS has to be used with-
out conversion.
c. If only VIS is charted, the VIS has to be used
without conversion.

© JEPPESEN, 2008. ALL RIGHTS RESERVED.

 4 SEP 09 AIR TRAFFIC CONTROL
INTRODUCTION
This Air Traffic Control Section is designed to provide pilots with International Civil Aviation Organization
(ICAO) Standards, Recommended Practices and Procedures for international operations. In addition, on
a state-by-state basis, flight procedures unique to each state, or different from the published ICAO rules
and procedures, are included. Each part of this Air Traffic Control Section is described below.
ICAO DEFINITIONS
These definitions are applicable to the ICAO infor-
mation contained in this ATC section and have been
extracted from appropriate ICAO publications.
FLIGHT PROCEDURES
Information is extracted from the latest amended edi-
tion of Procedures for Air Navigation Services — Air-
craft Operations (PANS-OPS), Document 8168, Vol-
ume I, Flight Procedures. Topics include departure,
approach, holding, and noise abatement procedures.
ICAO RULES OF THE AIR—ANNEX
2 and ICAO ATS AIRSPACE
CLASSIFICATIONS—ANNEX 11
ICAO Rules of the Air consist of an extraction of ICAO
Annex 2. ICAO ATS Airspace Classifications contain
definitions and requirements for airspace classifica-
tions.
ICAO PROCEDURES FOR AIR
NAVIGATION SERVICES AIR TRAFFIC
MANAGEMENT PANS-ATM (DOC 4444)
These pages contain those extracts of the PANS-ATM
Document 4444 that have been specifically identified
as being of particular interest to pilots-in-command.
TRAFFIC INFORMATION
BROADCASTS BY AIRCRAFT (TIBA)
Extracted from Attachment B, Annex 11 to ICAO DOC
7300. This section presents when, why and how TIBA
is implemented.
MACH NUMBER TECHNIQUE
These pages contain the objectives, prerequisites
and general procedures for Mach Number Technique
as laid out in ICAO DOC 9426.
REQUIRED NAVIGATIONAL
PERFORMANCE (RNP) AREA
NAVIGATION (RNAV)
RNP and RNAV approval and certification require-
ments, system descriptions, and general operational
limitations are described.
EU-OPS 1 AERODROME OPERATING
MINIMUMS (AOM)
This section is extracted from EU-OPS 1 regarding
the use and methods used to determine AOM.
STATE PAGES RULES AND
PROCEDURES
These pages contain flight information applicable to
the specific state. They are compiled by Jeppesen
using the state’s Aeronautical Information Publication
(AIP) as primary source material.
The state name is shown with the page number,
such as Australia-1, Bulgaria-1, etc. Information is
presented as follows:
q$z
1
– GENERAL
A general statement concerning conformance,
or non-conformance, with ICAO procedures and
units of measurement used by the state are pro-
vided.
– FLIGHT PROCEDURES
HOLDING
Holding speed tables are provided in the Flight
Procedures ICAO pages. Reference to the
specific, applicable table is included on the
state rules and procedures page. If the state
has exceptions to the published holding tables,
a complete tabulation of holding speeds is pro-
vided.
– PROCEDURE LIMITATIONS AND OPTIONS
Statements concerning conformance with ICAO
PANS-OPS are included here. The latest version
of PANS-OPS, Volume I is provided in the ICAO
Flight Procedures chapter. The statement “Instru-
ment Procedures are in conformance with the new
PANS-OPS Document 8168, Volume II” indicates
compliance with this document.
Procedure limitations, non-standard circling pro-
tected area, airspeed restrictions, and similar
type information is included. Significant state
differences with ICAO PANS-OPS Instrument
Departure Procedures are also published under
this heading.
– AIRPORT OPERATING MINIMUMS
The type landing, take-off and alternate minimums
published by the state are detailed. If the state
publishes Obstruction Clearance Altitude/Height
(OCA/H), or the earlier PANS-OPS Obstruction
Clearance Limit (OCL) information, the informa-
tion is noted. Approach ban information is also
included.
– PILOT CONTROLLED LIGHTING (PCL)
The pilot operating procedures are included for
those States utilizing a standard PCL system.
– NOISE ABATEMENT PROCEDURES
Standard procedures, unique to all airports within
a state and not published elsewhere by Jeppesen,
are listed here.
– ATS AIRSPACE CLASSIFICATION
Airspace classifications are explained in ICAO
ATS Airspace Classifications Annex 11. State-
ments under this heading indicate classifications
the state has implemented, include any state
exceptions, or provide a brief description of the
system still in effect.
– SPECIAL REQUIREMENTS AND REGULA-
TIONS
Special restrictions to filing flight plans, night
operations, special reporting procedures, use of
non-standard altimeter setting procedures, etc.,
are listed under this heading.
© JEPPESEN, 1992, 2009. ALL RIGHTS RESERVED.
2 AIR TRAFFIC CONTROL 4 SEP 09

INTRODUCTION

– DIFFERENCES FROM ICAO STANDARDS AND

PROCEDURES
Information published is limited to significant state
differences with ICAO Definitions, ICAO Annex 2,
Rules of the Air, and PANS-ATM, Document 4444,
referenced to specific paragraph numbers.

© JEPPESEN, 1992, 2009. ALL RIGHTS RESERVED.

 4 SEP 09 AIR TRAFFIC CONTROL
INTERNATIONAL CIVIL AVIATION ORGANIZATION -- DEFINITIONS
Definitions in this listing are extracted from the following ICAO documents:
ICAO RULES OF THE AIR, ANNEX 2
PROCEDURES FOR AIR NAVIGATION SERVICES — AIR TRAFFIC MANAGEMENT, PANS-ATM (Doc 4444)
PROCEDURES FOR AIR NAVIGATION SERVICES — AIRCRAFT OPERATIONS, PANS-OPS (Doc 8168)
DEFINITIONS
ACROBATIC FLIGHT — Manoeuvres intentionally
performed by an aircraft involving an abrupt change
in its attitude, an abnormal attitude, or an abnormal
variation in speed.
ADS AGREEMENT — An ADS reporting plan which
establishes the conditions of ADS data reporting (i.e.,
data required by the air traffic services unit and fre-
quency of ADS reports which have to be agreed to
prior to the provision of the ADS services).
NOTE: The terms of the agreement will be exchanged
between the ground system and the aircraft by means
of a contract, or a series of contracts.
ADS-C AGREEMENT — A reporting plan which
establishes the conditions of ADS-C data reporting
(i.e. data required by the air traffic services unit and
frequency of ADS-C reports which have to be agreed
to prior to using ADS-C in the provision of air traffic
services).
NOTE: The terms of the agreement will be exchanged
between the ground system and the aircraft by means
of a contract, or a series of contracts.
ADS CONTRACT — A means by which the terms
of an ADS agreement will be exchanged between the
ground system and the aircraft, specifying under what
conditions ADS reports would be initiated, and what
data would be contained in the reports.
NOTE: The term “ADS contract” is a generic term
meaning variously, ADS event contract, ADS demand
contract, ADS periodic contract or an emergency
mode. Ground forwarding of ADS reports may be
implemented between ground systems.
ADVISORY AIRSPACE — An airspace of defined
dimensions, or designated route, within which air traf-
fic advisory service is available.
ADVISORY ROUTE — A designated route along
which air traffic advisory service is available.
NOTE: Air traffic control service provides a much
more complete service than air traffic advisory ser-
vice; advisory areas and routes are therefore not
established within controlled airspace, but air traffic
advisory service may be provided below and above
control areas.
AERODROME — A defined area on land or water
(including any buildings, installations and equipment)
intended to be used either wholly or in part for the
arrival, departure and surface movement of aircraft.
NOTE: The term “aerodrome” where used in the pro-
visions relating to flight plans and ATS messages is
intended to cover also sites other than aerodromes
which may be used by certain types of aircraft; e.g.,
helicopters or balloons.
AERODROME CONTROL SERVICE — Air traffic
control service for aerodrome traffic.
AERODROME CONTROL TOWER — A unit estab-
lished to provide air traffic control service to aero-
drome traffic.
q$z
101
AERODROME ELEVATION — The elevation of the
highest point of the landing area.
AERODROME TRAFFIC — All traffic on the manoeu-
vring area of an aerodrome and all aircraft flying in the
vicinity of an aerodrome.
NOTE: An aircraft is in the vicinity of an aerodrome
when it is in, entering or leaving an aerodrome traffic
circuit.
AERODROME TRAFFIC CIRCUIT — The specified
path to be flown by aircraft operating in the vicinity of
an aerodrome.
AERODROME TRAFFIC ZONE — An airspace of
defined dimensions established around an aero-
drome for the protection of aerodrome traffic.
AERONAUTICAL FIXED SERVICE (AFS) — A
telecommunication service between specified fixed
points provided primarily for the safety of air navi-
gation and for the regular, efficient and economical
operation of air services.
AERONAUTICAL FIXED STATION — A station in the
aeronautical fixed service.
AERONAUTICAL GROUND LIGHT — Any light spe-
cially provided as an aid to air navigation, other than
a light displayed on an aircraft.
AERONAUTICAL INFORMATION PUBLICATION
(AIP) — A publication issued by or with the authority
of a State and containing aeronautical information of
a lasting character essential to air navigation.
AERONAUTICAL MOBILE SERVICE — A mobile
service between aeronautical stations and aircraft
stations, or between aircraft stations, in which sur-
vival craft stations may participate; emergency
position-indicating radio beacon stations may also
participate in this service on designated distress and
emergency frequencies.
AERONAUTICAL STATION — A land station in the
aeronautical mobile service. In certain instances, an
aeronautical station may be located, for example, on
board ship or on a platform at sea.
AERONAUTICAL TELECOMMUNICATION SER-
VICE — A telecommunication service provided for
any aeronautical purpose.
AERONAUTICAL TELECOMMUNICATION STA-
TION — A station in the aeronautical telecommuni-
cation service.
AEROPLANE — A power-driven heavier-than-air air-
craft, deriving its lift in flight chiefly from aerodynamic
reactions on surfaces which remain fixed under given
conditions of flight.
AIRBORNE COLLISION AVOIDANCE SYSTEM
(ACAS) — An aircraft system based on secondary
surveillance radar (SSR) transponder signals which
operates independently of ground-based equipment
to provide advice to the pilot on potential conflicting
aircraft that are equipped with SSR transponders.
© JEPPESEN, 1999, 2009. ALL RIGHTS RESERVED.
102 AIR TRAFFIC CONTROL
INTERNATIONAL CIVIL AVIATION ORGANIZATION -- DEFINITIONS
AIRCRAFT — Any machine that can derive support
in the atmosphere from the reactions of the air other
than the reactions of the air against the earth’s sur-
face.
AIRCRAFT ADDRESS — A unique combination of
24 bits available for assignment to an aircraft for the
purpose of air-ground communications, navigation
and surveillance.
AIRCRAFT IDENTIFICATION — A group of letters,
figures or a combination thereof which is either iden-
tical to, or the coded equivalent of, the aircraft call
sign to be used in air-ground communications, and
which is used to identify the aircraft in ground-ground
air traffic services communications.
AIRCRAFT OBSERVATION — The evaluation of one
or more meteorological elements made from an air-
craft in flight.
AIRCRAFT PROXIMITY — A situation in which, in
the opinion of a pilot or air traffic services personnel,
the distance between aircraft as well as their relative
positions and speed have been such that the safety
of the aircraft involved may have been compromised.
An aircraft proximity is classified as follows:
Risk of Collision — The risk classification of an air-
craft proximity in which serious risk of collision has
existed.
Safety not Assured — The risk classification of an
aircraft proximity in which the safety of the aircraft
may have been compromised.
No Risk of Collision — The risk classification of
an aircraft proximity in which no risk of collision has
existed.
Risk not Determined — The risk classification of an
aircraft proximity in which insufficient information was
available to determine the risk involved, or inconclu-
sive or conflicting evidence precluded such determi-
nation.
AIR-GROUND COMMUNICATION — Two-way com-
munication between aircraft and stations or locations
on the surface of the earth.
AIR-GROUND CONTROL RADIO STATION —
An aeronautical telecommunication station having
primary responsibility for handling communications
pertaining to the operation and control of aircraft in
a given area.
AIRMET INFORMATION — Information issued by
a meteorological watch office concerning the occur-
rence or expected occurrence of specified en route
weather phenomena which may affect the safety
of low-level aircraft operations and which was not
already included in the forecast issued for low-level
flights in the flight information region concerned or
sub-area thereof.
AIRPROX — The code word used in an air traffic
incident report to designate aircraft proximity.
AIR-REPORT — A report from an aircraft in flight
prepared in conformity with requirements for position
and operational and/or meteorological reporting.
AIR-TAXIING — Movement of a helicopter/VTOL
above the surface of an aerodrome, normally in
ground effect and at a ground speed normally less
than 37 km/h (20 kt).
4 SEP 09
NOTE: the actual height may vary, and some heli-
copters may require air-taxiing above 8m (25 ft) AGL
to reduce ground effect turbulence or provide clear-
ance for cargo slingloads.
AIR-TO-GROUND COMMUNICATION — One- way
communication from aircraft to stations or locations
on the surface of the earth.
AIR TRAFFIC — All aircraft in flight or operating on
the manoeuvring area of an aerodrome.
AIR TRAFFIC ADVISORY SERVICE — A service
provided within advisory airspace to ensure separa-
tion, in so far as practical, between aircraft which are
operating on IFR flight plans.
AIR TRAFFIC CONTROL CLEARANCE — Autho-
rization for an aircraft to proceed under conditions
specified by an air traffic control unit.
NOTE 1: For convenience, the term “air traffic control
clearance” is frequently abbreviated to “clearance”
when used in appropriate contexts.
NOTE 2: The abbreviated term “clearance” may be
prefixed by the words “taxi,” “take-off,” “departure,” “en
route,” “approach” or “landing” to indicate the particu-
lar portion of flight to which the air traffic control clear-
ance relates.
AIR TRAFFIC CONTROL INSTRUCTION — Direc-
tives issued by air traffic control for the purpose of
requiring a pilot to take a specific action.
AIR TRAFFIC CONTROL SERVICE — A service
provided for the purpose of:
a. preventing collisions:
1. between aircraft; and
2. on the manoeuvring area between aircraft
and obstructions; and
b. expediting and maintaining an orderly flow of air
traffic.
AIR TRAFFIC CONTROL UNIT — A generic term
meaning variously, area control centre, approach
control office or aerodrome control tower.
AIR TRAFFIC SERVICE (ATS) — A generic term
meaning variously, flight information service, alerting
service, air traffic advisory service, air traffic control
service (area control service, approach control ser-
vice or aerodrome control service).
AIR TRAFFIC SERVICES AIRSPACES — Air-
spaces of defined dimensions, alphabetically des-
ignated, within which specific types of flights may
operate and for which air traffic services and rules of
operation are specified.
NOTE: ATS airspaces are classified as Class “A” to
“G.”
AIR TRAFFIC SERVICES REPORTING OFFICE —
A unit established for the purpose of receiving reports
concerning air traffic services and flight plans submit-
ted before departure.
NOTE: An air traffic services reporting office may be
established as a separate unit or combined with an
existing unit, such as another air traffic services unit,
or a unit of the aeronautical information service.
AIR TRAFFIC SERVICES UNIT — A generic term
meaning variously, air traffic control unit, flight infor-
mation centre or air traffic services reporting office.
© JEPPESEN, 1999, 2009. ALL RIGHTS RESERVED.
 4 SEP 09 AIR TRAFFIC CONTROL
INTERNATIONAL CIVIL AVIATION ORGANIZATION -- DEFINITIONS
AIRWAY — A control area or portion thereof estab-
lished in the form of a corridor equipped with radio
navigation aids.
ALERFA — The code word used to designate an alert
phase.
ALERTING SERVICE — A service provided to notify
appropriate organizations regarding aircraft in need
of search and rescue aid, and assist such organiza-
tions as required.
ALERT PHASE — A situation wherein apprehension
exists as to the safety of an aircraft and its occupants.
ALLOCATION, ALLOCATE — Distribution of fre-
quencies, SSR Codes, etc. to a State, unit or service,
Distribution of 24-bit aircraft addresses to a State or
common mark registering authority.
ALPHANUMERIC CHARACTERS (Alphanumer-
ics) — A collective term for letters and figures (digits).
ALTERNATE AERODROME — An aerodrome to
which an aircraft may proceed when it becomes
either impossible or inadvisable to proceed to or to
land at the aerodrome of intended landing. Alternate
aerodromes include the following:
Take-Off Alternate — An alternate aerodrome at
which an aircraft can land should this become nec-
essary shortly after take-off and it is not possible to
use the aerodrome of departure.
En Route Alternate — An aerodrome at which an
aircraft would be able to land after experiencing an
abnormal or emergency condition while en route.
Destination Alternate — An alternate aerodrome
to which an aircraft may proceed should it become
impossible or inadvisable to land at the aerodrome of
intended landing.
NOTE: The aerodrome from which a flight departs
may also be an en route or a destination alternate
aerodrome for that flight.
ETOPS En Route Alternate — A suitable and appro-
priate alternate aerodrome at which an aeroplane
would be able to land after experiencing an engine
shutdown or other abnormal or emergency condition
while en route in an ETOPS operation.
ALTITUDE — The vertical distance of a level, a point,
or an object considered as a point, measured from
mean sea level (MSL).
APPROACH CONTROL OFFICE — A unit estab-
lished to provide air traffic control service to controlled
flights arriving at, or departing from, one or more
aerodromes.
APPROACH CONTROL SERVICE — Air traffic con-
trol service for arriving or departing controlled flights.
APPROACH CONTROL UNIT — A unit established
to provide air traffic control service to controlled
flights arriving at, or departing from, one or more
aerodromes.
APPROACH FUNNEL — A specified airspace
around a nominal approach path within which an air-
craft approaching to land is considered to be making
a normal approach.
APPROACH SEQUENCE — The order in which two
or more aircraft are cleared to approach to land at the
aerodrome.
q$z
103
APPROPRIATE ATS AUTHORITY — The relevant
authority designated by the State responsible for pro-
viding air traffic services in the airspace concerned.
APPROPRIATE AUTHORITY —
a. Regarding flight over the high seas: The rel-
evant authority of the State of Registry.
b. Regarding flight other than over the high
seas: The relevant authority of the State having
sovereignty over the territory being overflown.
APRON — A defined area, on a land aerodrome,
intended to accommodate aircraft for purposes of
loading or unloading passengers, mail or cargo,
fueling, parking or maintenance.
AREA CONTROL CENTRE — A unit established to
provide air traffic control service to controlled flights
in control areas under its jurisdiction.
AREA CONTROL SERVICE — Air traffic control ser-
vice for controlled flights in control areas.
AREA MINIMUM ALTITUDE (AMA) — The minimum
altitude to be used under instrument meteorological
conditions (IMC), that provides a minimum obstacle
clearance within a specified area, normally formed by
parallels and meridians.
AREA NAVIGATION (RNAV) — A method of naviga-
tion which permits aircraft operation on any desired
flight path within the coverage of the station-refer-
enced navigation aids or within the limits of the capa-
bility of self-contained aids, or a combination of these.
AREA NAVIGATION ROUTE — An ATS route estab-
lished for the use of aircraft capable of employing area
navigation.
ARRIVAL ROUTES — Routes identified in an instru-
ment approach procedure by which aircraft may pro-
ceed from the en route phase of flight to an initial
approach fix.
ASSIGNMENT, ASSIGN — Distribution of frequen-
cies to stations. Distribution of SSR Codes or 24-bit
addresses to aircraft.
ATIS — The symbol used to designate automatic ter-
minal information service.
ATS ROUTE — A specified route designed for chan-
neling the flow of traffic as necessary for the provision
of air traffic services.
NOTE 1: The term “ATS route” is used to mean var-
iously, airway, advisory route, controlled or uncon-
trolled route, arrival or departure route, etc.
NOTE 2: An ATS route is defined by route specifi-
cations which include an ATS route designator, the
track to or from significant points (way-points), dis-
tance between significant points, reporting require-
ments and, as determined by the appropriate ATS
authority, the lowest safe altitude.
ATS SURVEILLANCE SERVICE — A term used to
indicate a service provided directly by means of an
ATS surveillance system.
ATS SURVEILLANCE SYSTEM — A generic term
meaning variously, ADS-B, PSR, SSR or any compa-
rable ground-based system that enables the identifi-
cation of aircraft.
© JEPPESEN, 1999, 2009. ALL RIGHTS RESERVED.
104 AIR TRAFFIC CONTROL
INTERNATIONAL CIVIL AVIATION ORGANIZATION -- DEFINITIONS
NOTE: A comparable ground-based system is one
that has been demonstrated, by comparative assess-
ment or other methodology, to have a level of safety
and performance equal to or better than monopulse
SSR.
AUTOMATIC DEPENDENT SURVEILLANCE
(ADS) — A surveillance technique in which air-
craft automatically provide, via a data link, data
derived from on-board navigation and position-fixing
systems, including aircraft identification, four-dimen-
sional position and additional data as appropriate.
AUTOMATIC DEPENDENT SURVEILLANCE —
BROADCAST (ADS-B) — A means by which air-
craft, aerodrome vehicles and other objects can
automatically transmit and/or receive data such as
identification, position and additional data, as appro-
priate, in a broadcast mode via a data link.
AUTOMATIC DEPENDENT SURVEILLANCE —
CONTRACT (ADS-C) — A means by which the
terms of an ADS-C agreement will be exchanged
between the ground system and the aircraft, via a
data link, specifying under what conditions ADS-C
reports would be initiated, and what data would be
contained in the reports.
NOTE: The abbreviated term “ADS” contract is com-
monly used to refer to ADS event contract, ADS
demand contract or an emergency mode.
AUTOMATIC TERMINAL INFORMATION SERVICE
(ATIS) — The automatic provision of current, routine
information to arriving and departing aircraft through-
out 24 hours or a specified portion thereof:
– Data link-automatic terminal information service
(D-ATIS). The provision of ATIS via data link.
– Voice-automatic terminal information service
(Voice-ATIS). The provision of ATIS by means of
continuous and repetitive voice broadcasts.
BALKED LANDING — A landing manoeuvre that
is unexpectedly discontinued at any point below the
OCA/H.
BASE TURN — A turn executed by the aircraft during
the initial approach between the end of the outbound
track and the beginning of the intermediate or final
approach track. The tracks are not reciprocal.
NOTE: Base turns may be designated as being made
either in level flight or while descending, according to
the circumstances of each individual procedure.
BLIND TRANSMISSION — A transmission from one
station to another station in circumstances where
two-way communication cannot be established but
where it is believed that the called station is able to
receive the transmission.
BROADCAST — A transmission of information relat-
ing to air navigation that is not addressed to a specific
station or stations.
CEILING — The height above the ground or water
of the base of the lowest layer of cloud below 6,000
metres (20,000 feet) covering more than half the sky.
CHANGE-OVER POINT — The point at which an air-
craft navigating on an ATS route segment defined
by reference to very high frequency omnidirectional
4 SEP 09
radio ranges is expected to transfer its primary navi-
gational reference from the facility behind the aircraft
to the next facility ahead of the aircraft.
NOTE: Change-over points are established to provide
the optimum balance in respect of signal strength and
quality between facilities at all levels to be used and
to ensure a common source of azimuth guidance for
all aircraft operating along the same portion of a route
segment.
CIRCLING APPROACH — An extension of an instru-
ment approach procedure which provides for visual
circling of the aerodrome prior to landing.
CLEARANCE LIMIT — The point to which an aircraft
is granted an air traffic control clearance.
CODE (SSR CODE) — The number assigned to a
particular multiple pulse reply signal transmitted by a
transponder in Mode A or Mode C.
COMPUTER — A device which performs sequences
of arithmetical and logical steps upon data without
human intervention.
NOTE: When the word “computer” is used in this
document it may denote a computer complex, which
includes one or more computers and peripheral
equipment.
CONTROL AREA — A controlled airspace extending
upwards from a specified limit above the earth.
CONTROLLED AERODROME — An aerodrome at
which air traffic control service is provided to aero-
drome traffic.
NOTE: The term “controlled aerodrome” indicates
that air traffic control service is provided to aero-
drome traffic but does not necessarily imply that a
control zone exists.
CONTROLLED AIRSPACE — An airspace of
defined dimensions within which air traffic control
service is provided to IFR flights and to VFR flights
in accordance with the airspace classification.
NOTE: Controlled airspace is a generic term which
covers ATS airspace Classes “A,” “B,” “C,” “D” and “E.”
CONTROLLED FLIGHT — Any flight which is subject
to an air traffic control clearance.
CONTROLLER-PILOT DATA LINK COMMUNICA-
TIONS (CPDLC) — A means of communication
between controller and pilot, using data link for ATC
communications.
CONTROL ZONE — A controlled airspace extending
upwards from the surface of the earth to a specified
upper limit.
CRUISE CLIMB — An aeroplane cruising technique
resulting in a net increase in altitude as the aeroplane
mass decreases.
CRUISING LEVEL — A level maintained during a sig-
nificant portion of a flight.
CURRENT FLIGHT PLAN (CPL) — The flight plan,
including changes, if any, brought about by subse-
quent clearances.
DANGER AREA — An airspace of defined dimen-
sions within which activities dangerous to the flight of
aircraft may exist at specified times.
© JEPPESEN, 1999, 2009. ALL RIGHTS RESERVED.
 4 SEP 09 AIR TRAFFIC CONTROL
INTERNATIONAL CIVIL AVIATION ORGANIZATION -- DEFINITIONS
DATA CONVENTION — An agreed set of rules gov-
erning the manner or sequence in which a set of data
may be combined into a meaningful communication.
DATA LINK COMMUNICATIONS — A form of com-
munication intended for the exchange of messages
via a data link.
DATA LINK INITIATION CAPABILITY (DLIC) —
A data link application that provides the ability to
exchange addresses, names and version numbers
necessary to initiate data link applications.
DEAD RECKONING (DR) NAVIGATION — The esti-
mating or determining of position by advancing an
earlier known position by the application of direction,
time and speed data.
DECISION ALTITUDE (DA) OR DECISION HEIGHT
(DH) — A specified altitude, or height, in the precision
approach at which a missed approach must be initi-
ated if the required visual reference to continue the
approach has not been established.
NOTE 1: Decision altitude (DA) is referenced to mean
sea level and decision height (DH) is referenced to the
threshold elevation.
NOTE 2: The required visual reference means that
section of the visual aids or of the approach area
which should have been in view for sufficient time for
the pilot to have made an assessment of the aircraft
position and rate of change of position, in relation to
the desired flight path. In Category III operations with
a decision height the required visual reference is that
specified for the particular procedure and operation.
NOTE 3: For convenience where both expressions
are used they may be written in the form “decision
altitude/height” and abbreviated “DA/H.”
DEPENDENT PARALLEL APPROACHES — Simul-
taneous approaches to parallel or near-parallel
instrument runways where radar separation minima
between aircraft on adjacent extended runway centre
lines are prescribed.
DETRESFA — The code word used to designate a
distress phase.
DISCRETE CODE — A four-digit SSR Code with the
last two digits not being “00.”
DISTRESS PHASE — A situation wherein there is
a reasonable certainty that an aircraft and its occu-
pants are threatened by grave and imminent danger
or require immediate assistance.
DME DISTANCE — The line of sight distance (slant
range) from the source of a DME signal to the receiv-
ing antenna.
ELEVATION — The vertical distance of a point or a
level, on or affixed to the surface of the earth, mea-
sured from mean sea level.
EMERGENCY PHASE — A generic term meaning,
as the case may be, uncertainty phase, alert phase
or distress phase.
ESTIMATED ELAPSED TIME — The estimated
time required to proceed from one significant point
to another.
ESTIMATED OFF-BLOCK TIME — The estimated
time at which the aircraft will commence movement
associated with departure.
105
ESTIMATED TIME OF ARRIVAL — For IFR flights,
the time at which it is estimated that the aircraft will
arrive over that designated point, defined by refer-
ence to navigation aids, from which it is intended
that an instrument approach procedure will be com-
menced, or if no navigation aid is associated with the
aerodrome, the time at which the aircraft will arrive
over the aerodrome. For VFR flights, the time at which
it is estimated that the aircraft will arrive over the aero-
drome.
EXPECTED APPROACH TIME — The time at which
ATC expects that an arriving aircraft, following a delay,
will leave the holding point to complete its approach
for a landing.
NOTE: The actual time of leaving the holding point
will depend upon the approach clearance.
FILED FLIGHT PLAN (FPL) — The flight plan as
filed with an ATS unit by the pilot or a designated
representative, without any subsequent changes.
FINAL APPROACH — That part of an instrument
approach procedure which commences at the speci-
fied final approach fix or point, or, where such a fix or
point is not specified:
a. at the end of the last procedure turn, base turn
or inbound turn of a racetrack procedure, if spec-
ified; or
b. at the point of interception of the last track spec-
ified in the approach procedure; and ends at a
point in the vicinity of an aerodrome from which:
1. landing can be made; or
2. a missed approach procedure is initiated.
FINAL APPROACH AND TAKE-OFF AREA
(FATO) — A defined area over which the final phase
of the approach manoeuvre to hover or landing is
completed and from which the take-off manoeuvre
is commenced. Where the FATO is to be used by
performance Class 1 helicopters, the defined area
includes the rejected take-off area available.
FINAL APPROACH SEGMENT (FAS) — That seg-
ment of an instrument approach procedure in which
alignment and descent for landing are accomplished.
FLIGHT CREW MEMBER — A licensed crew mem-
ber charged with duties essential to the operation of
an aircraft during flight time.
FLIGHT INFORMATION CENTRE — A unit estab-
lished to provide flight information service and alert-
ing service.
FLIGHT INFORMATION REGION (FIR) — An
airspace of defined dimensions within which flight
information service and alerting service are provided.
FLIGHT INFORMATION SERVICE — A service pro-
vided for the purpose of giving advice and information
useful for the safe and efficient conduct of flights.
FLIGHT LEVEL (FL) — A surface of constant atmo-
spheric pressure which is related to a specific pres-
sure datum, 1013.2 hectopascals (hPa), and is sep-
arated from other such surfaces by specific pressure
intervals.
NOTE 1: A pressure type altimeter calibrated in
accordance with the Standard Atmosphere:
© JEPPESEN, 1999, 2009. ALL RIGHTS RESERVED.
106 AIR TRAFFIC CONTROL
INTERNATIONAL CIVIL AVIATION ORGANIZATION -- DEFINITIONS
a. when set to a QNH altimeter setting, will indicate
altitude;
b. when set to a QFE altimeter setting, will indicate
height above the QFE reference datum;
c. when set to a pressure of 1013.2 hectopascals
(hPa), may be used to indicate flight levels.
NOTE 2: The terms “height” and “altitude,” used in
NOTE 1 above, indicate altimetric rather than geo-
metric heights and altitudes.
FLIGHT PATH MONITORING — The use of ATS
surveillance systems for the purpose of providing
aircraft with information and advice relative to signif-
icant deviations from nominal flight path, including
deviations from the terms of their air traffic control
clearances.
NOTE: Some applications may require a specific
technology, e.g. radar, to support the function of flight
path monitoring.
FLIGHT PLAN — Specified information provided to
air traffic services units, relative to an intended flight
or portion of a flight of an aircraft.
NOTE: Specifications for flight plans are contained in
ICAO Rules of the Air, Annex 2. A Model Flight Form
is contained in ICAO Rules of the Air and Air Traffic
Services, PANS-RAC (Doc 4444), Appendix 2.
FLIGHT VISIBILITY — The visibility forward from the
cockpit of an aircraft in flight.
FLOW CONTROL — Measures designed to adjust
the flow of traffic into a given airspace, along a given
route, or bound for a given aerodrome, so as to
ensure the most effective utilization of the airspace.
FORECAST — A statement of expected meteorolog-
ical conditions for a specified time or period, and for
a specified area or portion of airspace.
GLIDE PATH — A descent profile determined for ver-
tical guidance during a final approach.
GROUND EFFECT — A condition of improved per-
formance (lift) due to the interference of the surface
with the airflow pattern of the rotor system when a
helicopter or other VTOL aircraft is operating near the
ground.
NOTE: Rotor efficiency is increased by ground effect
to a height of about one rotor diameter for most heli-
copters.
GROUND VISIBILITY — The visibility at an aero-
drome, as reported by an accredited observer.
HEADING — The direction in which the longitudi-
nal axis of an aircraft is pointed, usually expressed
in degrees from North (true, magnetic, compass or
grid).
HEIGHT — The vertical distance of a level, a point
or an object considered as a point, measured from a
specified datum.
HOLDING FIX, HOLDING POINT — A specified
location, identified by visual or other means, in the
vicinity of which the position of an aircraft in flight
is maintained in accordance with air traffic control
clearances.
HOLDING PROCEDURE — A predetermined
manoeuvre which keeps an aircraft within a specified
airspace while awaiting further clearance.
4 SEP 09
HOT SPOT — A location on an aerodrome move-
ment area with a history or potential risk of collision
or runway incursion, and where heightened attention
by pilots/drivers is necessary.
HUMAN FACTORS PRINCIPLES — Principles
which apply to aeronautical design, certification,
training, operations and maintenance and which
seek safe interface between the human and other
system components by proper consideration to
human performance.
HUMAN PERFORMANCE — Human capabilities
and limitations which have an impact on the safety
and efficiency of aeronautical operations.
IFR — The symbol used to designate the instrument
flight rules.
IFR FLIGHT — A flight conducted in accordance with
the instrument flight rules.
IMC — The symbol used to designate instrument
meteorological conditions.
INCERFA — The code word used to designate an
uncertainty phase.
INDEPENDENT PARALLEL APPROACHES —
Simultaneous approaches to parallel or near-parallel
instrument runways where radar separation minima
between aircraft on adjacent extended runway centre
lines are not prescribed.
INDEPENDENT PARALLEL DEPARTURES —
Simultaneous departures from parallel or near-par-
allel instrument runways.
INITIAL APPROACH FIX (IAF) — A fix that marks the
beginning of the initial segment and the end of the
arrival segment, if applicable. In RNAV applications
this fix is normally defined by a fly-by waypoint.
INITIAL APPROACH SEGMENT — That segment of
an instrument approach procedure between the initial
approach fix and the intermediate approach fix or,
where applicable, the final approach fix or point.
INSTRUMENT APPROACH PROCEDURE (IAP) —
A series of predetermined manoeuvres by reference
to flight instruments with specified protection from
obstacles from the initial approach fix, or where appli-
cable, from the beginning of a defined arrival route to
a point from which a landing can be completed and
thereafter, if a landing is not completed, to a position
at which holding or en-route obstacle clearance crite-
ria apply. Instrument approach procedures are clas-
sified as follows:
– Non-precision approach (NPA) procedure. An
instrument approach procedure which utilizes
lateral guidance but does not utilize vertical guid-
ance.
– Approach procedure with vertical guidance (APV).
An instrument procedure which utilizes lateral and
vertical guidance but does not meet the require-
ments established for precision approach and
landing operations.
– Precision approach (PA) procedure. An instru-
ment approach procedure using precision lateral
and vertical guidance with minima as determined
by the category of operation.
NOTE: Lateral and vertical guidance refers to the
guidance provided either by:
© JEPPESEN, 1999, 2009. ALL RIGHTS RESERVED.
 Eff 15 Nov
9 NOV 12 AIR TRAFFIC CONTROL
INTERNATIONAL CIVIL AVIATION ORGANIZATION -- DEFINITIONS
a. a ground-based navigation aid; or
b. computer-generated navigation data.
INSTRUMENT METEOROLOGICAL CONDI-
TIONS — Meteorological conditions expressed
in terms of visibility, distance from cloud, and ceiling,
less than the minima specified for visual meteorolog-
ical conditions.
NOTE 1: The specified minima for visual meteorolog-
ical conditions are contained in ICAO Rules of the Air,
Annex 2, Chapter 4.
NOTE 2: In a control zone, a VFR flight may proceed
under instrument meteorological conditions if and as
authorized by air traffic control.
INTERMEDIATE APPROACH SEGMENT — That
segment of an instrument approach procedure
between either the intermediate approach fix and the
final approach fix or point, or between the end of a
reversal, racetrack or dead reckoning track procedure
and the final approach fix or point, as appropriate.
INTERMEDIATE FIX (IF) — A fix that marks the end
of an initial segment and the beginning of the inter-
mediate segment. In RNAV applications this fix is nor-
mally defined by a fly-by waypoint.
LANDING AREA — That part of a movement area
intended for the landing or take-off of aircraft.
LEVEL — A generic term relating to the vertical
position of an aircraft in flight and meaning variously,
height, altitude or flight level.
LOCATION INDICATOR — A four-letter code group
formulated in accordance with rules prescribed by
ICAO and assigned to the location of an aeronauti-
cal fixed station.
LOCALIZER PERFORMANCE WITH VERTICAL
GUIDANCE (LPV) — The label to denote minima
lines associated with APV-I or APV-II performance
on approach charts.
MANOEUVRING AREA — That part of an aero-
drome to be used for the take-off, landing and taxiing
of aircraft, excluding aprons.
METEOROLOGICAL INFORMATION — Meteo-
rological report, analysis, forecast, and any other
statement relating to existing or expected meteoro-
logical conditions.
METEOROLOGICAL OFFICE — An office desig-
nated to provide meteorological service for interna-
tional air navigation.
METEOROLOGICAL REPORT — A statement of
observed meteorological conditions related to a
specified time and location.
MINIMUM DESCENT ALTITUDE (MDA) OR MINI-
MUM DESCENT HEIGHT (MDH) — A specified alti-
tude or height in a non-precision approach or circling
approach below which descent must not be made
without the required visual reference.
NOTE 1: Minimum descent altitude (MDA) is refer-
enced to mean sea level and minimum descent height
(MDH) is referenced to the aerodrome elevation or to
the threshold elevation if that is more than 2m (7 ft)
below the aerodrome elevation. A minimum descent
height for a circling approach is referenced to the
aerodrome elevation.
q$z
107
q$i
NOTE 2: The required visual reference means that
section of the visual aids or of the approach area
which should have been in view for sufficient time
for the pilot to have made an assessment of the air-
craft position and rate of change of position, in rela-
tion to the desired flight path. In the case of a circling
approach the required visual reference is the runway
environment.
NOTE 3: For convenience when both expressions
are used they may be written in the form “minimum
descent altitude/height” abbreviated “MDA/H.”
MINIMUM ENROUTE ALTITUDE (MEA) — The alti-
tude for an enroute segment that provides adequate
reception of relevant navigation facilities and ATS
communications, complies with the airspace struc-
ture and provides the required obstacle clearance.
MINIMUM FUEL — The term used to describe a situ-
ation in which an aircraft’s fuel supply has reached a
state where the flight is committed to land at a specific
aerodrome and no additional delay can be accepted.
MINIMUM OBSTACLE CLEARANCE ALTITUDE
(MOCA) — The minimum altitude for a defined seg-
ment that provides the required obstacle clearance.
MINIMUM SECTOR ALTITUDE — The lowest alti-
tude which may be used which will provide a mini-
mum clearance of 300m (1,000 ft) above all objects
located in an area contained within a sector of a cir-
cle of 46 km (25 NM) radius centred on a radio aid to
navigation.
MINIMUM STABILIZATION DISTANCE (MSD) —
The minimum distance to complete a turn manoeuvre
and after which a new manoeuvre can be initiated.
The minimum stabilization distance is used to com-
pute the minimum distance between waypoints.
MISSED APPROACH HOLDING FIX (MAHF) — A
fix used in RNAV applications that marks the end of
the missed approach segment and the centre point
for the missed approach holding.
MISSED APPROACH POINT (MAP) — That point in
an instrument approach procedure at or before which
the prescribed missed approach procedure must be
initiated in order to ensure that the minimum obstacle
clearance is not infringed.
MISSED APPROACH PROCEDURE — The proce-
dure to be followed if the approach cannot be contin-
ued.
MODE (SSR) — The conventional identifier related
to specific functions of the interrogation signals trans-
mitted by an SSR interrogator. There are four modes
specified in ICAO Annex 10 (not published herein): A,
C, S and intermode.
MOVEMENT AREA — That part of an aerodrome to
be used for the take-off, landing and taxiing of aircraft,
consisting of the manoeuvring area and the apron(s).
MULTILATERATION (MLAT) SYSTEM — A group of
equipment configured to provide position derived
from the secondary surveillance radar (SSR)
transponder signals (replies or squitters) primarily
using time difference of arrival (TDOA) techniques.
Additional information, including identification, can
be extracted from the received signals.
© JEPPESEN, 1999, 2012. ALL RIGHTS RESERVED.

108 AIR TRAFFIC CONTROL
INTERNATIONAL CIVIL AVIATION ORGANIZATION -- DEFINITIONS
NEAR-PARALLEL RUNWAYS — Non-intersecting
runways whose extended centre lines have an angle
of convergence / divergence of 15 degrees or less.
NORMAL OPERATING ZONE (NOZ) — Airspace
of defined dimensions extending to either side of
an ILS localizer course and/or MLS final approach
track. Only the inner half of the normal operating
zone is taken into account in independent parallel
approaches.
NOTAM (ICAO) — A notice distributed by means of
telecommunication containing information concern-
ing the establishment, condition or change in any
aeronautical facility, service, procedure or hazard, the
timely knowledge of which is essential to personnel
concerned with flight operations.
NO-TRANSGRESSION ZONE (NTZ) — In the con-
text of independent parallel approaches, a corridor
of airspace of defined dimensions located centrally
between the two extended runway centre lines, where
a penetration by an aircraft requires a controller inter-
vention to manoeuvre any threatened aircraft on the
adjacent approach.
OBSTACLE ASSESSMENT SURFACE (OAS) — A
defined surface intended for the purpose of determin-
ing those obstacles to be considered in the calcula-
tion of obstacle clearance altitude/height for a specific
ILS facility and procedure.
OBSTACLE CLEARANCE ALTITUDE (OCA) OR
OBSTACLE CLEARANCE HEIGHT (OCH) — The
lowest altitude or the lowest height above the ele-
vation of the relevant runway threshold or the aero-
drome elevation as applicable, used in establishing
compliance with appropriate obstacle clearance cri-
teria.
NOTE 1: Obstacle clearance altitude is referenced to
mean sea level and obstacle clearance height is ref-
erenced to the threshold elevation or in the case of
non-precision approaches to the aerodrome elevation
or the threshold elevation if that is more than 2m (7
ft) below the aerodrome elevation. An obstacle clear-
ance height for a circling approach is referenced to
the aerodrome elevation.
NOTE 2: For convenience when both expressions are
used they may be written in the form “obstacle clear-
ance altitude/height” and abbreviated “OCA/H.”
OPERATIONAL CONTROL — The exercise of
authority over the initiation, continuation, diversion
or termination of a flight in the interest of the safety
of the aircraft and the regularity and efficiency of the
flight.
OPERATOR — A person, organization or enterprise
engaged in or offering to engage in an aircraft oper-
ation.
PILOT-IN-COMMAND — The pilot responsible for
the operation and safety of the aircraft during flight
time.
POINT-IN-SPACE APPROACH (PinS) — The
point-in-space approach is based on a basic GNSS
non-precision approach procedure designed for
helicopters only. It is aligned with a reference point
located to permit subsequent flight manoeuvring or
q$z
Eff 15 Nov
9 NOV 12
q$i
approach and landing using visual manoeuvring in
adequate visual conditions to see and avoid obsta-
cles.
POINT-IN-SPACE REFERENCE POINT (PRP) —
Reference point for the point-in-space approach as
identified by the latitude and longitude of the MAPt.
PRECISION APPROACH RADAR (PAR) — Primary
radar equipment used to determine the position of
an aircraft during final approach, in terms of lateral
and vertical deviations relative to a nominal approach
path, and in range relative to touchdown.
NOTE: Precision approach radars are designated
to enable pilots of aircraft to be given guidance by
radio communication during the final stages of the
approach to land.
PRESSURE-ALTITUDE — An atmospheric pressure
expressed in terms of altitude which corresponds to
that pressure in the Standard Atmosphere.
PRIMARY AREA — A defined area symmetrically
disposed about the nominal flight track in which
full obstacle clearance is provided. (See also SEC-
ONDARY AREA.)
PRIMARY RADAR — A radar system which uses
reflected radio signals.
PRIMARY SURVEILLANCE RADAR (PSR) — A
surveillance radar system which uses reflected radio
signals.
PROBLEMATIC USE OF SUBSTANCES — The use
of one or more psychoactive substances by aviation
personnel in a way that:
a. constitutes a direct hazard to the user or endan-
gers the lives, health or welfare of others; and/or
b. causes or worsens an occupational, social,
mental or physical problem or disorder.
PROCEDURE ALTITUDE/HEIGHT — A specified
altitude/height flown operationally at or above the
minimum altitude/height and established to accom-
modate a stabilized descent at a prescribed descent
gradient/angle in the intermediate/final approach
segment.
PROCEDURE TURN — A manoeuvre in which a turn
is made away from a designated track followed by
a turn in the opposite direction to permit the aircraft
to intercept and proceed along the reciprocal of the
designated track.
NOTE 1: Procedure turns are designated “left” or
“right” according to the direction of the initial turn.
NOTE 2: Procedure turns may be designated as
being made either in level flight or while descending,
according to the circumstances of each individual
procedure.
PROFILE — The orthogonal projection of a flight path
or portion thereof on the vertical surface containing
the nominal track.
PROHIBITED AREA — An airspace of defined
dimensions, above the land areas or territorial waters
of a State, within which the flight of aircraft is prohib-
ited.
© JEPPESEN, 1999, 2012. ALL RIGHTS RESERVED.
 Eff 15 Nov
9 NOV 12 AIR TRAFFIC CONTROL
INTERNATIONAL CIVIL AVIATION ORGANIZATION -- DEFINITIONS
PSYCHOACTIVE SUBSTANCES — Alcohol,
opioids, cannabinoids, sedatives and hypnotics,
cocaine, other psychostimulants, hallucinogens, and
volatile solvents, whereas coffee and tobacco are
excluded.
RACETRACK PROCEDURE — A procedure
designed to enable the aircraft to reduce altitude
during the initial approach segment and/or establish
the aircraft inbound when the entry into a reversal
procedure is not practical.
RADAR — A radio detection device which provides
information on range, azimuth and/or elevation of
objects.
RADAR APPROACH — An approach, executed by
an aircraft, under the direction of a radar controller.
RADAR CONTACT — The situation which exists
when the radar position of a particular aircraft is seen
and identified on a radar display.
RADAR SEPARATION — The separation used
when aircraft position information is derived from
radar sources.
RADIOTELEPHONY — A form of radio communica-
tion primarily intended for the exchange of information
in the form of speech.
REPETITIVE FLIGHT PLAN (RPL) — A flight plan
related to a series of frequently recurring, regularly
operated individual flights with identical basic fea-
tures, submitted by an operator for retention and
repetitive use by ATS units.
REPORTING POINT — A specified geographical
location in relation to which the position of an aircraft
can be reported.
REQUIRED NAVIGATION PERFORMANCE
(RNP) — A statement of the navigation perfor-
mance accuracy necessary for operation within a
defined airspace.
RESCUE COORDINATION CENTRE — A unit
responsible for promoting efficient organization of
search and rescue service and for coordinating the
conduct of search and rescue operations within a
search and rescue region.
RESCUE UNIT — A unit composed of trained per-
sonnel and provided with equipment suitable for the
expeditious conduct of search and rescue.
RESTRICTED AREA — An airspace of defined
dimensions, above the land areas or territorial
waters of a State, within which the flight of aircraft
is restricted in accordance with certain specified
conditions.
REVERSAL PROCEDURE — A procedure designed
to enable aircraft to reverse direction during the initial
approach segment of an instrument approach proce-
dure. The sequence may include procedure turns or
base turns.
RNP TYPE — A containment value expressed as a
distance in nautical miles from the intended position
within which flights would be for at least 95 per cent
of the total flying time.
EXAMPLE: RNP 4 represents a navigation accuracy
of plus or minus 7.4 km (4 NM) on a 95 percent con-
tainment basis.
q$z
109
q$i
RUNWAY — A defined rectangular area on a land
aerodrome prepared for the landing and take-off of
aircraft.
RUNWAY-HOLDING POSITION — A designated
position intended to protect a runway, an obstacle
limitation surface, or an ILS/MLS critical/sensitive
area at which taxiing aircraft and vehicles shall stop
and hold, unless otherwise authorized by the aero-
drome control tower.
NOTE: In radiotelephony phraseologies, the expres-
sion “holding point” is used to designate the runway-
holding position.
RUNWAY INCURSION — Any occurrence at an aero-
drome involving the incorrect presence of an aircraft,
vehicle or person on the protected area of a surface
designated for the landing and take-off of aircraft.
RUNWAY STRIP — A defined area including the run-
way and stopway, if provided, intended:
a. to reduce the risk of damage to aircraft running
off a runway; and
b. to protect aircraft flying over it during take-off or
landing operations.
RUNWAY VISUAL RANGE (RVR) — The range over
which the pilot of an aircraft on the centre line of a
runway can see the runway surface markings or the
lights delineating the runway or identifying its centre
line.
SAFETY-SENSITIVE PERSONNEL — Persons who
might endanger aviation safety if they perform their
duties and functions improperly including, but not lim-
ited to, crew members, aircraft maintenance person-
nel and air traffic controllers.
SECONDARY AREA — A defined area on each side
of the primary area located along the nominal flight
track in which decreasing obstacle clearance is pro-
vided. (See also PRIMARY AREA)
SECONDARY RADAR — A radar system wherein a
radio signal transmitted from a radar station initiates
the transmission of a radio signal from another sta-
tion.
SECONDARY SURVEILLANCE RADAR (SSR) — A
surveillance radar system which uses transmitters /
receivers (interrogators) and transponders.
SEGREGATED PARALLEL OPERATIONS —
Simultaneous operations on parallel or near-parallel
instrument runways in which one runway is used
exclusively for approaches and the other runway is
used exclusively for departures.
SHORELINE — A line following the general contour
of the shore, except that in cases of inlets or bays less
than 30 NM in width, the line shall pass directly across
the inlet or bay to intersect the general contour on the
opposite side.
SIGMET INFORMATION — Information issued by
a meteorological watch office concerning the occur-
rence or expected occurrence of specified en route
weather phenomena which may affect the safety of
aircraft operations.
SIGNAL AREA — An area on an aerodrome used for
the display of ground signals.
© JEPPESEN, 1999, 2012. ALL RIGHTS RESERVED.

110 AIR TRAFFIC CONTROL
INTERNATIONAL CIVIL AVIATION ORGANIZATION -- DEFINITIONS
SIGNIFICANT POINT — A specified geographical
location used in defining an ATS route or the flight
path of an aircraft and for other navigation and ATS
purposes.
NOTE: There are three categories of significant
points: ground-based navigation aid, intersection
and waypoint. In the context of this definition, inter-
section is a significant point expressed as radials,
bearings and/or distances from ground-based navi-
gation aids.
SLUSH — Water-saturated snow which with a heel-
and-toe slap-down motion against the ground will be
displaced with a splatter; specific gravity: 0.5 up to
0.8.
NOTE: Combinations of ice, snow and/or standing
water may, especially when rain, rain and snow, or
snow is falling, produce substances with specific
gravities in excess of 0.8. These substances, due to
their high water/ice content, will have a transparent
rather than a cloudy appearance and, at the higher
specific gravities, will be readily distinguishable from
slush.
SNOW (on the ground) —
a. Dry snow. Snow which can be blown if loose or, if
compacted by hand, will fall apart upon release;
specific gravity: up to but not including 0.35.
b. Wet snow. Snow which, if compacted by hand,
will stick together and tend to or form a snowball;
specific gravity: 0.35 up to but not including 0.5.
c. Compacted snow. Snow which has been com-
pressed into a solid mass that resists further
compression and will hold together or break up
into lumps if picked up; specific gravity: 0.5 and
over.
SPECIAL VFR FLIGHT — A VFR flight cleared by
air traffic control to operate within a control zone in
meteorological conditions below VMC.
STANDARD INSTRUMENTATION ARRIVAL
(STAR) — A designated instrument flight rule (IFR)
arrival route linking a significant point, normally on
an ATS route, with a point from which a published
instrument approach procedure can be commenced.
STANDARD INSTRUMENT DEPARTURE (SID) —
A designated instrument flight rule (IFR) departure
route linking the aerodrome or a specified runway of
the aerodrome with a specified significant point, nor-
mally on a designated ATS route, at which the enroute
phase of a flight commences.
STOPWAY — A defined rectangular area on the
ground at the end of take-off run available prepared
as a suitable area in which an aircraft can be stopped
in the case of an abandoned take-off.
SURVEILLANCE RADAR — Radar equipment used
to determine the position of an aircraft in range and
azimuth.
TAXIING — Movement of an aircraft on the surface of
an aerodrome under its own power, excluding take-off
and landing.
TAXIWAY — A defined path on a land aerodrome
established for the taxiing of aircraft and intended to
provide a link between one part of the aerodrome and
another, including:
q$z
Eff 15 Nov
9 NOV 12
q$i
Aircraft Stand Taxilane — A portion of an apron des-
ignated as a taxiway and intended to provide access
to aircraft stands only.
Apron Taxiway — A portion of a taxiway system
located on an apron and intended to provide a
through taxi route across the apron.
Rapid Exit Taxiway — A taxiway connected to a run-
way at an acute angle and designed to allow land-
ing aeroplanes to turn off at higher speeds than are
achieved on other exit taxi-ways and thereby minimiz-
ing runway occupancy times.
TERMINAL CONTROL AREA (TMA) — A control
area normally established at the confluence of ATS
routes in the vicinity of one or more major aero-
dromes.
THRESHOLD (THR) — The beginning of that portion
of the runway usable for landing.
TIME DIFFERENCE OF ARRIVAL (TDOA) — The
difference in relative time that a transponder signal
from the same aircraft (or ground vehicle) is received
at different receivers.
TOTAL ESTIMATED ELAPSED TIME — For IFR
flights, the estimated time required from take-off to
arrive over that designated point, defined by refer-
ence to navigation aids, from which it is intended
that an instrument approach procedure will be com-
menced, or, if no navigation aid is associated with
the destination aerodrome, to arrive over the destina-
tion aerodrome. For VFR flights, the estimated time
required from take-off to arrive over the destination
aerodrome.
TOUCHDOWN — The point where the nominal glide
path intercepts the runway.
NOTE: “Touchdown” as defined above is only a datum
and is not necessarily the actual point at which the
aircraft will touch the runway.
TRACK — The projection on the earth’s surface of
the path of an aircraft, the direction of which path at
any point is usually expressed in degrees from North
(true, magnetic or grid).
TRAFFIC AVOIDANCE ADVICE — Advice provided
by an air traffic services unit specifying manoeuvres
to assist a pilot to avoid a collision.
TRAFFIC INFORMATION — Information issued by
an air traffic services unit to alert a pilot to other
known or observed air traffic which may be in prox-
imity to the position or intended route of flight and to
help the pilot avoid a collision.
TRANSITION ALTITUDE — The altitude at or below
which the vertical position of an aircraft is controlled
by reference to altitudes.
TRANSITION LAYER — The airspace between the
transition altitude and the transition level.
TRANSITION LEVEL — The lowest flight level avail-
able for use above the transition altitude.
UNCERTAINTY PHASE — A situation wherein
uncertainty exists as to the safety of an aircraft and
its occupants.
UNMANNED FREE BALLOON — A non-power-
driven, unmanned, lighter-than-air aircraft in free
flight.
© JEPPESEN, 1999, 2012. ALL RIGHTS RESERVED.
 Eff 15 Nov
9 NOV 12 AIR TRAFFIC CONTROL 111
INTERNATIONAL CIVIL AVIATION ORGANIZATION -- DEFINITIONS q$i

NOTE: Unmanned free balloons are classified as

heavy, medium or light in accordance with specifica-
tions contained in ICAO Rules of the Air, Annex 2,
Appendix 4.
VECTORING — Provision of navigational guidance
to aircraft in the form of specific headings, based on
the use of an ATS surveillance system.
VERTICAL PATH ANGLE (VPA) — Angle of the pub-
lished final approach descent in baro-VNAV proce-
dures.
VFR — The symbol used to designate the visual flight
rules.
VFR FLIGHT — A flight conducted in accordance
with the visual flight rules.
VISIBILITY — Visibility for aeronautical purposes is
the greater of:
a. the greatest distance at which a black object of
suitable dimensions, situated near the ground,
can be seen and recognized when observed
against a bright background;
b. the greatest distance at which lights in the vicin-
ity of 1000 candelas can be seen and identified
against an unlit background.
NOTE 1: The two distances have different values in
air of a given extinction coefficient, and the latter b)
varies with the background illumination. The former
a) is represented by the meteorological optical range
(MOR).
NOTE 2: The definition applies to the observations
of visibility in local routine and special reports, to
the observations of prevailing and minimum visibility
reported in METAR and SPECI and to the observa-
tions of ground visibility.
VISUAL APPROACH — An approach by an IFR flight
when either part or all of an instrument approach pro-
cedure is not completed and the approach is exe-
cuted in visual reference to terrain.
VISUAL MANOEUVRING (CIRCLING) AREA —
The area in which obstacle clearance should be
taken into consideration for aircraft carrying out a
circling approach.
VISUAL METEOROLOGICAL CONDITIONS
(VMC) — Meteorological conditions expressed in
terms of visibility, distance from cloud, and ceiling
equal to or better than specified minima.
NOTE: The specified minima are contained in ICAO
Rules of the Air, Annex 2, Chapter 4.
VMC — The symbol used to designate visual meteo-
rological conditions.
WAY-POINT — A specified geographical location
used to define an area navigation route or the
flight path of an aircraft employing area navigation.
Way-points are identified as either:
Fly-by way-point — A way-point which requires turn
anticipation to allow tangential interception of the next
segment of a route or procedure, or
Flyover way-point — A way-point at which a turn is
initiated in order to join the next segment of a route or
procedure.

q$z

© JEPPESEN, 1999, 2012. ALL RIGHTS RESERVED.

 INTRODUCTION 22 JUN 01 201
Nav2001
AERONAUTICAL INFORMATION NAVDATA DATABASE AND CHARTS

PROVIDED FOR USERS OF JEPPESEN NAVDATA SERVICES

PREFACE
The purpose in providing the information contained in these pages is to highlight the major dif-
ferences between Jeppesen’s NavData database and Jeppesen’s Enroute, Area, SID, DP,
STAR, Approach, and Airport Charts.

Airways, departure procedures, arrival procedures, instrument approach procedures, and

other aeronautical information is designed and created by more than 220 countries around
the world. The information created by them is designed according to ICAO PANS OPS in
most countries and according to the United States Standard for Terminal Instrument Proce-
dures (TERPs) for the U.S. and many of the other countries.

The basic design for most aeronautical information contained in instrument procedures has
been created for the analog world. The art of entering data into an aeronautical database is
one that balances the intent of the original procedure designer and the requirements of FMS
and GPS systems that require airborne databases.

All of the illustrations in this paper are from Jeppesen’s library and are copyrighted by Jeppe-
sen. The paper will highlight differences that will be found in the charts and databases pro-
duced by all the suppliers.

Virtually all the aeronautical databases are loaded according to the specifications in the Aero-
nautical Radio, Incorporated (ARINC) 424 standard "Navigation Databases." While the
ARINC 424 specification covers a large percentage of the aeronautical requirements, it is
impossible to write a specification that covers every combination of factors used to design
and fly instrument procedures. Many of the differences between charts and databases are
because there can be no standard implemented to have the information in both places
depicted the same. There are some cases where it is desirable not to have the information
the same because of the different type of media where the information is displayed.

Any attempt to detail the many minor differences, which may arise under isolated cases,
would unduly complicate this overview. Therefore, the information provided is an overview
only, and only major differences are included.

There are many different types of avionics equipment utilizing the Jeppesen NavData data-
base. The same database information may be presented differently on different types of air-
borne equipment. In addition, some equipment may be limited to specific types of database
information, omitting other database information. Pilots should check their Operating Hand-
books for details of operation and information presentation. A major factor in "apparent" dif-
ferences between database and charts may be due to the avionics equipment utilized. As
avionics equipment evolves, the newer systems will be more compatible with charts, however
the older systems will still continue with apparent differences.

Due to the continuing evolution caused by aeronautical information changes affecting both
database and charting, items described herein are subject to change on a continual basis.
This document may be revised for significant changes to help ensure interested database
users are made aware of major changes.

A brief Glossary/Abbreviations of terms used is provided at the end of this document.

©JEPPESEN SANDERSON, INC., 2001. ALL RIGHTS RESERVED.

202 22 JUN 01 INTRODUCTION
Nav2001
AERONAUTICAL INFORMATION NAVDATA DATABASE AND CHARTS
DIFFERENCES BETWEEN JEPPESEN DATABASE AND CHARTS

1. EFFECTIVE DATES

AERONAUTICAL INFORMATION CUT-OFF DATES

Because of the required time it takes to physically get the database updated, extracted, pro-
duced, delivered, and loaded into FMS/GPS systems, the database cut-off dates (when aero-
nautical information can no longer be included in the next update) are often earlier for
databases than for charts. This may cause information on charts to be more current than the
information in databases.

The ICAO Aeronautical Information Regulation and Control (AIRAC) governs the 28-day
cycle between effective dates of aeronautical information. These are the same effective
dates used for aeronautical databases. Because governments may use slightly different
cycles, there are differences between charts and databases. Charts typically use 7-day and
14-day cycles for terminal charts and 28-day and 56-day cycles for enroute and area charts.

2. GENERAL DIFFERENCES

GENERAL - CHARTED INFORMATION NOT PROVIDED IN THE JEPPESEN NAVDATA

DATABASE

Not all the information that is included on the charts is included in the airborne database. The
following is a general listing of some of those items. More specific items are included in indi-
vidual entries throughout this document.

Altimetry:
QNH/QFE information
Alternate altimeter setting sources
Intersection formations (radials, bearings, DME)
Terrain and Obstacles
Airport Operating Minimums
Landing, take-off and alternate minimums
Airport taxiways and ramps
Some types of special use airspace and controlled airspace

©JEPPESEN SANDERSON, INC., 2001. ALL RIGHTS RESERVED.

204 22 JUN 01 INTRODUCTION
Nav2001
AERONAUTICAL INFORMATION NAVDATA DATABASE AND CHARTS
3. NAVAIDS (Cont)

LOCATOR IDENTIFIERS
Most locators in the United States have unique five-letter names, but most international loca-
tors have names that do not have five letters.
Some systems may display U.S. locators as "CASSE".
Some systems may display U.S. locators as "AP".

DUPLICATE NAVAID IDENTIFIERS

There are numerous duplicates in the database. Refer to your avionics handbook for the
proper procedure to access navaids when duplicate identifiers are involved.

Not all navaids in the database are accessible by their identifier. Some navaids, for reasons
such as duplication within terminal areas or lack of complete information about the navaid,
are in the waypoint file and are accessible by their name or abbreviated name.

4. WAYPOINTS

WAYPOINT DATABASE IDENTIFIERS

"Database identifiers" refers to identifiers used only in avionics systems utilizing databases.
The identifiers are not for use in flight plans or ATC communications; however, they are also
included in computer flight planning systems. They may be designated by the State (country)
as "Computer Navigation Fixes" (CNFs), or designated by Jeppesen. To facilitate the use of
airborne avionics systems, the identifiers are being added to Jeppesen’s charts. Both the
CNFs created by States and the Jeppesen-created database identifiers are enclosed within
square brackets and in italics.

• Jeppesen's ultimate goal is to include all database identifiers for all waypoints/fixes on the
charts.

• Enroute charts include the five-character identifier for unnamed reporting points, DME
fixes, mileage breaks, and for any reporting point with a name that has more than five
characters.

• SID, DP and STAR charts are being modified to include all identifiers.

©JEPPESEN SANDERSON, INC., 2001. ALL RIGHTS RESERVED.

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AERONAUTICAL INFORMATION NAVDATA DATABASE AND CHARTS
6. ARRIVALS AND DEPARTURES

PROCEDURES NOT IN THE DATABASE

Jeppesen publishes some officially designated departure procedures that include only text on
IFR airport charts beneath the take-off minimums. They may be labeled "Departure Proce-
dure", "IFR Departure Procedure", or "Obstacle DP". Most of these are U.S. and Canadian
procedures, although there is a scattering of them throughout the world. Any waypoint/fix
mentioned in the text is in the Jeppesen NavData database. However, these text-only depar-
ture procedures are not in the database.

Some States publish narrative descriptions of their arrivals, and depict them on their enroute
charts. They are unnamed, not identified as arrival routes, and are not included in the Jeppe-
sen NavData database. Some States publish "DME or GPS Arrivals", and because they are
otherwise unnamed, they are not included in the database.

PROCEDURE TITLES
Procedure identifiers for routes such as STARs, DPs and SIDs are in airborne databases but
are limited to not more than six alpha/numeric characters. The database generally uses the
charted computer code (shown enclosed within parentheses on the chart) for the procedure
title, as

CHART: Cyote Four Departure(CYOTE.CYOTE4) becomes

DATABASE CYOTE4.

When no computer code is assigned, the name is truncated to not more than six characters.
The database procedure identifier is created according to the ARINC 424 specifications.

Database procedure identifiers are charted in most cases. They are the same as the
assigned computer code (charted within parentheses) or are being added [enclosed within
square brackets]. Do not confuse the bracketed database identifier with the official procedure
name (which will be used by ATC) or the official computer code (which is used in flight plan fil-
ing).

400-FOOT CLIMBS
Virtually all departures in the database include a climb to 400 feet above the airport prior to
turning because of requirements in State regulations and recommendations. The 400-foot
climb is not depicted on most charts. When States specify a height other than 400 feet, it will
be in the Jeppesen NavData database.

©JEPPESEN SANDERSON, INC., 2001. ALL RIGHTS RESERVED.

 INTRODUCTION 22 JUN 01 209
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AERONAUTICAL INFORMATION NAVDATA DATABASE AND CHARTS
7. APPROACH PROCEDURE (TITLES and OMITTED PROCEDURES)

ICAO PANS OPS approach procedure titles are officially labeled with the navaid(s) used for
the approach and are different than approach procedure titles labeled according to the
TERPs criteria, which are labeled only with navaids required for the final approach segment.
Because of the limited number of characters that are available for the procedure title, the
name displayed on the avionics equipment may not be the same as the official name shown
on the approach chart.

The Jeppesen NavData database, in accordance with ARINC 424 specifications, codes the
approach procedure according to procedure type and runway number. "Similar" type
approaches to the same runway may be combined under one procedure title, as ILS Rwy 16
and NDB VOR ILS Rwy 16 may read as ILS Rwy 16. The actual avionics readout for the pro-
cedure title varies from manufacturer to manufacturer.

Some avionics systems cannot display VOR and VOR DME (or NDB and NDB DME)
approaches to the same runway, and the approach displayed will usually be the one associ-
ated with DME.

Currently:
Generally, most Cat I, II, and III ILS approaches to the same runway are the same basic
procedure, and the Cat I procedure is in the database. However, in isolated cases, the
Cat I and Cat II/III missed approach procedures are different, and only the Cat I missed
approach will be in the database.

Additionally, there may be ILS and Converging ILS approaches to the same runway.
While the converging ILS approaches are not currently in the database, they may be at
some later date.

Some States are using the phonetic alphabet to indicate more than one "same type, same
runway" approach, such as ILS Z Rwy 23 and ILS Y Rwy 23. The phonetic alphabet
starts are the end of the alphabet to ensure there is no possibility of conflict with circling
only approaches, such as VOR A.

In isolated cases, procedures are intentionally omitted from the database. This occurs prima-
rily when navaid/waypoint coordinates provided by the authorities in an undeveloped area are
inaccurate, and no resolution can be obtained. Additionally, the ARINC 424 specifications
governing navigation databases may occasionally prohibit the inclusion of an approach pro-
cedure.

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AERONAUTICAL INFORMATION NAVDATA DATABASE AND CHARTS
8. APPROACH PROCEDURES (PLAN VIEW)

INITIAL APPROACH FIX (IAF), INTERMEDIATE FIX (IF), FINAL APPROACH FIX (FAF)
DESIGNATIONS
These designations for the type of fix for operational use are included on approach charts
within parentheses when specified by the State, but are not displayed on most avionics sys-
tems.
ARINC 424 and TSO C-129 specifications require the inclusion of GPS approach transitions
originating from IAFs. Authorities do not always standardize the assignment of IAFs, result-
ing in some cases of approach transitions being included in the database that do not originate
from officially designed IAFs

BASE TURN (TEARDROP) APPROACHES

Depending upon the divergence between outbound and inbound tracks on the base turn
(teardrop turn), the turn rate of the aircraft, the intercept angle in the database, and the wind
may cause an aircraft to undershoot the inbound track when rolling out of the turn, thus affect-
ing the intercept angle to the final approach. This may result in intercepting the final
approach course either before or after the Final Approach Fix (FAF).

ROUTES BY AIRCRAFT CATEGORIES

Some procedures are designed with a set of flight tracks for Category A & B aircraft, and with
a different set of flight tracks for Category C & D. In such cases, the database generally
includes only the flight tracks for Category C & D.

©JEPPESEN SANDERSON, INC., 2001. ALL RIGHTS RESERVED.

 INTRODUCTION 22 JUN 01 211
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AERONAUTICAL INFORMATION NAVDATA DATABASE AND CHARTS
8. APPROACH PROCEDURES (PLAN VIEW) (Cont)

DME and ALONG TRACK DISTANCES

Database identifiers are assigned to many unnamed DME fixes.
The Jeppesen identifier is charted on GPS/GNSS type
approaches and charted on any type approach when specified as
a computer navigation fix (CNF). Unnamed Along Track Dis-
tances (ATDs) are charted as accumulative distances to the MAP.

APPROACH TRANSITION TO LOCALIZER

For DME arc approach transitions with lead-in radials, the fix at the transition "termination
point" beyond the lead in radial is dropped by many avionics systems.

West bound on the 22 DME arc, the leg after the 171° lead-in radial may not be displayed in
all avionics equipment.

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212 22 JUN 01 INTRODUCTION
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AERONAUTICAL INFORMATION NAVDATA DATABASE AND CHARTS
9. APPROACH PROCEDURES (PROFILE)

VERTICAL DESCENT ANGLES

Vertical descent angles for most *straight-in non-precision landings are included in the data-
base and published on charts with the following exceptions:
1) When precision and non-precision approaches are combined on the same chart, or
2) Some procedures based on PANS OPS criteria with descent gradients published in per-
centage or in feet per NM/meters per kilometer. However, these values are being converted
into angles and are being charted.

*Descent angles for circle-to-land only approaches are currently not in the database and are
not charted.

In the United States, many non-precision approaches have descent angles provided by the
FAA and are depicted on the approach charts. For many of the U.S. procedures, and in other
countries, the descent angles are calculated based on the altitudes and distances provided
by the State authorities. These descent angles are being added to Jeppesen’s charts.

The descent angle accuracy may be affected by temperature. When the outside air tempera-
ture is lower than standard, the actual descent angle will be lower. Check your avionics
equipment manuals since some compensate for nonstandard temperatures.

©JEPPESEN SANDERSON, INC., 2001. ALL RIGHTS RESERVED.

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AERONAUTICAL INFORMATION NAVDATA DATABASE AND CHARTS
9. APPROACH PROCEDURES (PROFILE) (Cont)
FINAL APPROACH FIX (FAF), ILS and LOCALIZER APPROACHES (Cont)

When the ILS or localizer proce-

dure is being flown from the data-
base, the four- or five-character
name or identifier such as
CHUPP, FF04, or FF04R, etc. will
be displayed as the FAF.

If the LOM is not on the localizer

centerline, an identifier such as
FF04L may be the identifier for
the computed "on centerline" final
approach fix for runway 04L. If
there is only an outer marker at
the FAF, the FAF identifier may
be OM04L.

When there is no intersection or waypoint at the FAF such as at the MONRY LOM, the data-
base identifier will be
"OM09" if the LOM is on the centerline, and
"FF09" if the LOM is not on the centerline.

In some systems, to access the locator on most ILS and localizer approaches, the Morse
code identifier can be used.

In the United States, virtually all locators have a five-letter unique name/identifier so the loca-
tion can usually be accessed in some systems by the navaid Morse code identifier or the five-
letter name. In some systems, the locator is accessed by the name or by adding the letters
"NB" to the Morse code identifier.

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 INTRODUCTION 22 JUN 01 215
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AERONAUTICAL INFORMATION NAVDATA DATABASE AND CHARTS
9. APPROACH PROCEDURES (PROFILE) (Cont)

NAMED and UN-NAMED STEPDOWN FIXES, FINAL APPROACH FIX (FAF) to MISSED
APPROACH POINT (MAP)
Named and un-named stepdown fixes between the FAF and MAP are currently not included
in the databases, but will be added in the future. They are often DME fixes, and in those
cases, can be identified by DME. The distance to go to the MAP may be labeled on some
GPS/GNSS type charts and VOR DME RNAV charts. Proper identification of these displayed
fixes is necessary to clear all stepdown fix crossing altitudes.

ILS AND RUNWAY ALIGNMENT

Differences in government specified values for localizer and airport variation may cause
apparent non-alignment of the localizer and the runway. These differences are gradually
being resolved, and whenever possible the airport variation is used for the localizer variation.

10. APPROACH PROCEDURES (MISSED APPROACH)

MISSED APPROACH POINT (MAP)

For non-precision approaches, when the MAP is other than a navaid, there will be a database
MAP waypoint with a unique identifier. If the MAP is a waypoint and is at or within 0.14 NM of
the threshold the MAP identifier will be the runway number, as "RW04" for Rwy 4 threshold. If
the MAP is not at the runway, there will either be an official name for the MAP, or an identifier
is provided. GPS/GNSS type approaches, and charts with descent angles, include the data-
base identifier of the MAP.

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216 22 JUN 01 INTRODUCTION
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AERONAUTICAL INFORMATION NAVDATA DATABASE AND CHARTS

10. APPROACH PROCEDURES (MISSED APPROACH) (Cont)

400-FOOT CLIMBS
The database includes a climb to 400 feet above the airport prior to turning on a missed
approach. This climb is not part of the official procedure, but does comply with State regula-
tions and policies. This specific climb to 400 feet is not included on charts. The missed
approach text supplied by the State authority is charted.

MISSED APPROACH PROCEDURE

The routes/paths that comprise a missed approach are not always displayed in some avionics
systems that use databases. Additionally, some avionics systems that include missed
approach procedures don’t always implement a full set of path terminators so many legs will
not be included in the airborne database. Refer to the charted missed approach proce-
dure when executing a missed approach.

11. ROUTES ON CHARTS BUT NOT IN DATABASES

The routes in approach procedures, SIDs (DPs), and STARs are coded into the database
using computer codes called path terminators which are defined in the ARINC 424 Navigation
Database Specification. A path terminator 1) Defines the path through the air, and 2) Defines
the way the leg (or route) is terminated. Not all avionics systems have implemented the full
set of path terminators specified in the ARINC 424 document.

Because of the incomplete set of path terminators in some avionics systems, pilots need to
ensure their avionics systems will take them on the routes depicted on the charts. If the avi-
onics systems don’t have all the routes, or don’t have the means to display them, it is the
pilot’s responsibility to fly the routes depicted on the charts.

FINAL COCKPIT AUTHORITY, CHARTS OR DATABASE

There are differences between information displayed on your airborne avionics navigation
system and the information shown on Jeppesen charts. The charts, supplemented by NOT-
AMs, are the final authority.

©JEPPESEN SANDERSON, INC., 2001. ALL RIGHTS RESERVED.

 INTRODUCTION 22 JUN 01 217
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AERONAUTICAL INFORMATION NAVDATA DATABASE AND CHARTS

GLOSSARY/ABBREVIATIONS

AIRAC - Aeronautical Information Regulation and Control. Designates the revision cycle
specified by ICAO, normally 28 days.

ARINC - Aeronautical Radio, Inc

ATD - Along Track Distance, as "3 NM to RW24".

ATS Route - Officially designated route. No designator assigned.

CNF - Computer Navigation Fix

DATABASE IDENTIFIER - Avionics system use only, not for flight plans or ATC communica-
tions. Identifies a waypoint or fix.

DP - Departure Procedure

FAA - Federal Aviation Administration

FACF - Final Approach Capture Fix. Database includes (usually as an intermediate fix) when
no suitable fix is specified in source.

FAF - Final Approach Fix

FLY-BY FIX - Waypoint allows use of turn anticipation to avoid overshoot of the next flight
segment.

FLY-OVER FIX - Waypoint precludes any turn until the fix is over flown and is followed by an
intercept maneuver of the next flight segment.

FMS - Flight Management System

GNSS - Global Navigation Satellite System

GPS - Global Positioning System

GPS/GNSS SENSOR FAF - Database fix that changes sensitivity of the Course Deviation
Indicator (CDI) on final approach.

GPS/GNSS TYPE APPROACHES - Any approach that can be flown with GPS/GNSS as the
only source of navigation.

ICAO - International Civil Aviation Organization

IAF - Initial Approach Fix

IF - Intermediate Approach Fix

©JEPPESEN SANDERSON, INC., 2001. ALL RIGHTS RESERVED.

218 22 JUN 01 INTRODUCTION
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AERONAUTICAL INFORMATION NAVDATA DATABASE AND CHARTS

GLOSSARY/ABBREVIATIONS (Cont)

LOM - Locator Outer Marker

MAP - Missed Approach Point

MAA - Maximum Authorized Altitude

MCA - Minimum Crossing Altitude

MOCA - Minimum Obstacle Crossing Altitude

MORA - Minimum Off-Route Altitude

MRA - Minimum Reception Altitude

NavData - Jeppesen Navigation Data

OBSTACLE DEPARTURE - An instrument departure procedure established to avoid obsta-

cles.

PANS OPS - Procedures for Air Navigation Services - Aircraft Operations (ICAO)

QFE - Height above airport or runway, local station pressure.

QNH - Altitude above MSL, local station pressure

SENSOR FINAL APPROACH FIX (FF) - Included in database and on charts when no FAF is
specified for the approach.

SID - Standard Instrument Departure

STAR - Standard Terminal Arrival Procedure

TERPs - United States Standard for Terminal Instrument Procedures

VNAV - Vertical Navigation

VERTICAL DESCENT ANGLE - May be established by Jeppesen or specified by the State

(country). Charted on Jeppesen approach charts along with database identifiers and rates of
descent

WGS-84 - World Geodetic System of 1984

END

©JEPPESEN SANDERSON, INC., 2001. ALL RIGHTS RESERVED.

 22 AUG 08 NAVDATA 1

AERONAUTICAL INFORMATION COMPATIBILITY

Jeppesen Airway Manual Charts are the same publications which Jeppesen has provided to the aviation
community for many years. Jeppesen NavData has not been around for quite as long, but has established
and maintained the same reputation for accuracy, reliability, and dependability with those customers
who use computerized navigational systems and other computer navigation data bases from Jeppesen.
For those who subscribe to both services, slight differences may occasionally be noted between what
is seen on the chart and what is generated from the navigation data base. These differences may be
caused by any or all of the following:

1. DIFFERENCES IN PUBLICATION
CRITERIA
Jeppesen computerized NavData is updated and
issued every 28 days. This is a relatively quick
and simple operation for the user, since all of the
changes are included on the updated tape or disk
which is loaded into the aircraft navigation system or
a main-frame computer system. The charts are quite
a different story, as each chart must be individually
updated and published. The new charts are then
collated and mailed, and once received by the cus-
tomer, must be filed individually in the Airway Manual.
Variations, such as differences in information cut-off
dates and lead time requirements, may bring about
distribution in one medium before the other. These
differences are generally resolved in the Jeppesen
NavData Change Notices and the Jeppesen Chart
Change Notices. The Change Notices provide a
weekly or bi-weekly update to the NavData and
Chart services. A review of the Jeppesen Change
Notices pages prior to using either service will help
to ensure that you have the most current information.
2. DIFFERENCES IN THE METHOD
USED TO DETERMINE BEARING
AND DISTANCE VALUE ON
CHARTS AND IN COMPUTERIZED
NAVIGATIONAL SYSTEMS
Bearings and distances on airways, approach transi-
tions, and instrument approaches are published in a
country’s Aeronautical Information Publication (AIP).
Almost exclusively, these values are taken from the
AIP and published on Jeppesen charts. In contrast,
the navigation data base contains exact locations of
the navaids used to form tracks of airways, approach
transitions, and instrument approaches. System soft-
ware computes great circle route bearings and dis-
tances based on the most current navaid information
on the desired route, and presents this data on the
system display. Slight differences in bearing and dis-
tance may not be changed in the AIP, and therefore,
may not change on the Jeppesen charts. But if navaid
information has changed even minutely, differences
may show up because the bearings and distances
displayed are computed by the navigation system or
computer flight planning software each time a partic-
ular track is called up.
ated for entry into the navigation data base. Jeppesen
has included an explanation of the method used to
abbreviate these names on NavData pages 5 through
10, titled “NavData Name Conventions”. Note that the
basic structure of the name is retained, and it should
be relatively easy to tie that abbreviation generated by
the data base to the complete name of the waypoint
on the chart. In addition, there are unnamed turn-
ing points and intersections depicted on charts which
must be included in the navigation data base. There-
fore, certain names may appear in a computerized
system which do not appear on a chart. The method
used to identify these turning points and intersections
is also included in “NavData Name Conventions”.
On standard Enroute and Area charts, for unnamed,
or named with name other than five characters and
no State assigned identifier, fixes/reporting points/
mileage breaks
-and-
For entry points on STAR charts and exit points on
SID charts:
– The NavData identifier is published, adjacent to
the point involved, within square brackets, and in
italic type.
EXAMPLE: [ABC73]. Should changes occur to a
charted NavData identifier prior to the re-issue
of the chart, the change will be announced in a
special section of the Jeppesen Chart Change
Notices titled “NavData Identifiers”. NavData iden-
tifiers are Jeppesen derived only, and should not
be used for ATC flight plan filing or used in ATC
communications.
Coordinates on Jeppesen charts may also differ
slightly from those generated by a computer. As
stated in paragraph 1 above, the navigation data
base is updated completely every 28 days. The
charts, on the other hand, may accumulate small
changes over a longer period of time. Because of
these differences in publication schedules, there
may be very slight differences between the charts
and the NavData generated information.

3. DIFFERENCES IN WAYPOINT
NAMES AND COORDINATES
Waypoint names published on Jeppesen charts are
taken directly from official government sources. In
some countries, there are no restrictions on the num-
ber of characters used in the name. Computerized
navigation system software limits waypoint names to
a maximum of five characters. Therefore, waypoint
names with more than five characters will be abbrevi-

q$z

© JEPPESEN, 1986, 2008. ALL RIGHTS RESERVED.

 2 NAVDATA 22 AUG 08

AERONAUTICAL INFORMATION COMPATIBILITY

4. INCOMPATIBILITY OF SOME
ROUTES AND INSTRUMENT
APPROACHES WITH
COMPUTERIZED NAVIGATION
SYSTEM SOFTWARE
By nature of their design, some routes and instru-
ment approach procedures are not usable by certain
computerized navigation systems. For example,
consider an approach transition from the enroute
structure to an instrument approach. In most cases
these are named and defined as STARs, or they are
tied into particular instrument approach procedures.
To be compatible with computerized navigation sys-
tem software, one of the above prerequisites must
be present, that is, the transitions must be either
named STARs, or connected to instrument approach
procedures. But occasionally an AIP will define an
approach transition which is not a named STAR and
which is not connected to an instrument approach
procedure. When neither of the conditions is met,
approach transitions of this type may not be entered
into the navigation data base. Certain approaches
are also incompatible with system software, and
may not be entered into the navigation data base.
In most cases, these restrictions do not apply to
publication of Jeppesen charts. All types of routes
and approaches may be published on Jeppesen
charts, but depending on the capabilities of the com-
puterized navigation system, they may not appear in
the system data base, and therefore you may not be
able to call them up on your system display.

SUMMARY
Any or all of the above may cause slight differences
between charts and information generated from the
navigation data base. The Jeppesen NavData and
Chart Change Notices should be reviewed prior to
using either Jeppesen service. As a final note, be
sure to obtain a preflight briefing to ensure that you
have knowledge of any last minute changes affecting
your flight.

q$z

© JEPPESEN, 1986, 2008. ALL RIGHTS RESERVED.

 22 AUG 08 NAVDATA 3

NAVDATA IDENTIFIERS ON JEPPESEN CHARTS

On standard Enroute and Area Charts, for unnamed,
or named with name other than five characters and
no State assigned identifier, fixes/reporting points/
mileage breaks
– and –
For entry points on STAR charts and exit points on
SID charts:
– The NavData identifier is published, adjacent to
the point involved, within square brackets, and in
italic type. Example: [ABC73].
NavData identifiers are Jeppesen derived only, and
should not be used for A TC flight plan filing or used
in ATC communications.
The identifiers are shown as in the examples below,
always in italic type and always enclosed within
square brackets.

117

AIRSPACE FIX NAMED ONLY “115° W”

1176236832000

AIRWAY/ROUTE TURNING POINT

1176

STAR Chart - “Tango Hotel” entry point from the

enroute structure has more than five characters in its
name.

1176236832000

© JEPPESEN, 1986, 2008. ALL RIGHTS RESERVED.

 22 AUG 08 NAVDATA 5

NAVDATA NAME CONVENTIONS

WAYPOINT IDENTIFIERS – BRIDGEPORT becomes BRIDT
Waypoint names entered into the navigation data 2. Multiple Word Names
base are limited to a maximum of five characters. Use the first letter of the first word and
Official waypoint names assigned by a country’s abbreviate the last word using the above
aviation information authority often have other than rules for one-word names to reduce it to
five characters. For compatibility with the navigation four characters.
data base, waypoint identifiers are assigned to all
Examples:
waypoints in accordance with the ground rules set
forth as follows: – CLEAR LAKE becomes CLAKE
a. VOR, VORDME, VORTAC, TACAN and – ROUGH AND READY becomes
Non-Directional Beacons (NDB). Waypoints RREDY
located at any of the above types of facilities 3. Phonetic Letter Names
will take on the official I-, 2-, 3-, or 4-character (a) When an ICAO phonetic alpha char-
identifier of the facility In question. acter is used as a waypoint name
(Alpha, Bravo, Charlie, etc.), use
Examples: the rules established in paragraph
Los Angeles VORTAC LAX C.1 above. When more than one
Tyndall TACAN PAM waypoint in a country has the same
Ft. Nelson NDB YE phonetic name, obtain uniqueness
by applying rule E below.
Newark NDB EWR
Examples:
b. NDB – Waypoint November becomes
NDB as Waypoint Concept NOVMR
For systems employing the “NDB as Waypoint” – Waypoint Charlie becomes
concept, waypoints located at NDBs will be iden- CHARE
tified by the use of the station identifier followed – Waypoint Alpha remains ALPHA
by the alpha characters “NB”.
(b) When a double phonetic, such as
Examples: Tango India, is used as the waypoint
name, use the rules established in
Ft. Nelson NDB YENB paragraph C.2 above.
Newark NDB EWRNB (c) When a phonetic alpha character
c. Named RNAV Waypoints, Intersections and followed by a numeric and/or other
Reporting Points. In many countries, these alpha characters (A1, A1N, B2, etc.),
waypoints are assigned unique 5-character is used as the waypoint name, it will
names, with the identifier the same as the appear the same in the data base as
name. For waypoints not so named, identifiers shown on aeronautical charts.
are developed using the following rules sequen- d. Unnamed Waypoints
tially until 5 or fewer character groups emerge. 1. Unnamed Turn Points, Intersections
1. One-Word Names and Bearing/Distance Waypoints (For
(a) Use the full name if five characters or bearing/distance waypoints on terminal
less are involved. area procedures, see paragraph F.2)
Examples: (a) If an unnamed turn point, intersec-
tion or bearing/distance waypoint is
– ACRA, LOGAN, PIKE, DOT
colocated with a named waypoint
(b) Eliminate double letters. or NAVAID station on a different
Examples: route structure (e.g., low level or
– KIMMEL becomes KIMEL approach), the name or identifier of
the colocated waypoint is used.
– COTTON becomes KOTON
Example:
– RABBITT becomes RABIT
– Unnamed turn point on J2
(c) Keep first letter, first vowel and last
between Lake Charles (LCH) and
letter. Drop other vowels starting
New Orleans (MSY) VORTACs is
from right to left.
coincidental with the Lafayette
Examples: (LFT) low level VORTAC. LFT is
– ADOLPH becomes ADLPH used as the identifier code for the
– BAILEY becomes BAILY turn point.
– BURWELL becomes BURWL (b) Identifier codes for unnamed turn
points, intersections or bearing/dis-
(d) Drop consonants, starting from right
tance way-points that are not coinci-
to left.
dental with named waypoints should
Examples: be constructed by taking the iden-
– ANDREWS becomes ANDRS tifier code of the reference NAVAID
for the turn point/intersection/(bear-
q$z

© JEPPESEN, 1987, 2008. ALL RIGHTS RESERVED.

6 NAVDATA
NAVDATA NAME CONVENTIONS
ing/distance waypoint) (expected to
be the nearest NAVAID serving the
airway structure in which it is located)
and the distance from this NAVAID
to the turn point/intersection/(bear-
ing/distance waypoint). If the dis-
tance is 99 nautical miles or less, the
NAVAID identifier is placed first, fol-
lowed by the distance. If the distance
is 100 nautical miles or more, the last
two digits only are used and placed
ahead of the NAVAID identifier.
Examples: TIZ15
NAVAID DISTANCE CODE
INW 18 INW18
CSN 106 06CSN
2. FIR, UIR and Controlled Airspace
Reporting Positions
In cases where the government authority
does not provide unique 5-letter or less
waypoint names, and in cases where the
government supplied name cannot be con-
verted to a unique 5-letter identifier using
rules C.1, C.2, and C.3, the following rules
are applied in developing an identifier for
such waypoints.
(a) FIR – use the three characters “FIR”
plus a numeric from 02 to 99. An
identifier so developed is unique
within the geographical area code.
Example: FIR09
(b) UIR – use the three characters “UIR”
plus a numeric from 02 to 99. an
identifier so developed is unique
within the geographical area code.
Example: UIR39
(c) FIR/UIR – Use “FIR” and a numeric
as indicated above.
Example: FIR69
(d) Controlled Airspace – use the 3-let-
ter characters for the type of con-
trolled airspace plus a numeric from
02 to 99. These are Terminal Way-
points and as such are unique within
the Terminal Area. Examples of con-
trolled airspace types are:
TMA
Terminal Control Area
CTA Control Area
CTR
Control Zone
TIZ
Traffic Information Zone
ATZ Aerodrome Traffic Zone
Example: CTR03
3. Reporting Positions Defined by Coordi-
nates
Entry/Exit positions to Oceanic Control
Areas are often defined by waypoints
which are “undesignated”, made avail-
able in source documentation as geo-
22 AUG 08
graphical coordinates (Latitude/Longitude)
expressed in full degrees. In cases where
such positions are to be entered into the
data base, the following rules are applied:
(a) Positions in the northern hemisphere
use the letters “N” and “E”, the south-
ern hemisphere use the letters “S”
and “W” and numerics for latitude
and longitude as follows:
(1) Latitude, use values provided
by source. Latitude will always
precede longitude.
(2) Longitude, use only the last
two values of the three digit
longitude value. Placement of
the letter designator in the five
character set indicates what
the first digit is published as.
The letter designator will be
the last character if the longi-
tude is less than 100 degrees
and will be the third character
if the longitude is 100 degrees
or greater.
(3) The letter “N” is used for north
latitude and west longitude.
The letter “E” is used for north
latitude and east longitude.
The letter “S” is used for south
latitude and east longitude.
The letter “W” is used for south
latitude and west longitude.
(b) Examples:
N latitude/W longitude
N52 00/W075 00 = 5275N
N50 00/W040 00 = 5040N
N07 00/W008 00 = 0708N
N75 00/W170 00 = 75N70
N07 00/W120 00 = 07N20
N latitude/E longitude
N50 00/E020 00 = 5020E
N75 00/E050 00 = 7550E
N06 00/E008 00 = 0608E
N75 00/E150 00 = 75E50
N06 00/E110 00 = 06E10
S latitude/W longitude
S52 00/W075 00 = 5275W
S50 00/W040 00 = 5040W
S07 00/W008 00 = 0708W
S75 00/W170 00 = 75W70
S07 00/W120 00 = 07W20
S latitude/E longitude
S50 00/E020 00 = 5020S
S75 00/E050 00 = 7550S
S06 00/E008 00 = 0608S
S75 00/E150 00 = 75S50
S06 00/E110 00 = 06S10
e. Duplicate Identifiers
© JEPPESEN, 1987, 2008. ALL RIGHTS RESERVED.
 22 AUG 08 NAVDATA
NAVDATA NAME CONVENTIONS
1. Should application of these rules result in
more than one waypoint having the same
identifier, a new identifier is generated for
each waypoint by developing a four (or
less) character identifier and adding a suf-
fix number or letter.
Examples: SHAWNEE (COLO) SHAE1
SHAWNEE (CAL) SHAE2
2. If the suffix number reaches 10, start over
with one and place the suffix in the fourth-
character position. The original fourth char-
acter is placed in the fifth-character posi-
tion.
Example: SHAWNEE (OKLA) SHA1E
f. Terminal Waypoints
The following rules are applied in developing
identifiers for waypoints used solely in termi-
nal area procedures. Such waypoint identifiers
will be unique only for the airport specified.
A way-point identifier used in a terminal area
cannot be repeated in that terminal area but
can be used in an enroute area encompassed
by the same geographical area code. Terminal
waypoint identifiers can be repeated in areas
covered by different geographical codes. These
Identifier developing rules are only applied
when the waypoints in question have not been
assigned official names/identifiers by the gov-
ernment authority.
1. Airport-Related Waypoints (Single
Approach Procedure for given runway
coded)
Single Approach Procedure for given run-
way coded and Waypoints common to
more than one approach: The following
two-character codes are to be added to
the runway identifier to create an air-
port-related waypoint identifier when no
named waypoint has been established by
the government source for the fix type:
= created, replace “D” with another
FF Final Approach Fix
AF = Initial Approach Fix
IF = Intermediate Approach Fix
CF = Final Approach Course Fix
MA = Missed Approach Point Fix
SD = Step-Down Fix
NOTE: if multiple step-down fix way-
points need to be created, replace “D”
with another character, retain the “S”.
7
RC = Runway Centerline Fix
RW = Runway Fix
* OM = Outer Marker Fix
* MM = Middle Marker Fix
=
* IM Inner Marker Fix
* BM = Backcourse Marker Fix
TD = Touchdown point inboard of runway
threshold
* See also rule G
Examples: FF36
MA09L
2. Airport-Related Waypoints (Multiple
Approach Procedure for given runway
coded.)
Multiple approach Procedures for a given
runway coded for which common way-
points cannot be established:
– The following two-character codes are
to be added to the runway identifier
to create an airport-related waypoint
identifier when no named waypoint has
been established by the government
source for the fix type:
Fx = Final Approach Fix, where “x” equals
the Type of procedure in question
= Initial Approach Fix, where “x” equals
Ax
the Type of procedure in question
Ix = Intermediate Approach Fix, where
“x” equals the Type of procedure in
question
Cx = Final Approach Course Fix, where
“x” equals the Type of procedure in
question
Mx = Missed Approach Point Fix, where
“x” equals the Type of procedure in
question
Sx = Step-Down Fix Note: if multiple
step-down fix waypoints need to be
character, retain the “S”.
= Runway Centerline Fix, where “X”
Rx
equals the Type of procedure in
question
Tx = Touchdown Fix inboard of runway
threshold, where “X” equals the Type
of procedure in question
These procedure type characters do not
appear on the Jeppesen Approach Charts.
The convention above for Multiple
Approaches/Multiple Waypoints result in
the following table:
© JEPPESEN, 1987, 2008. ALL RIGHTS RESERVED.
 8 NAVDATA 22 AUG 08

NAVDATA NAME CONVENTIONS

Waypoint
Waypoint codes based on the procedure route type.
Type
ILS (I) ILS(L) ILS(B) VOR(V) NDB (N) MLS (M)
IAF AI AL AB AV AN AM
IF II IL IB IV IN IM
FACF CI CL CB CV CN CM
FAF FI FF FB FV FN FM
MAP MI ML MB MV MN MM
TDP TI TL TB TV TN TM
Step-Down SI SL SB SV SN SM
FEP EI EL EB EV EN EM
RNAV (R) TACAN (T) IGS (G) LDA (X) SDF (U) GPS (P)
IAF AR AT AG AX AU AP
IF IR IT IG IX IU IP
FACF CR CT CG CX CU CP
FAF FR FT FG FX FU FP
MAP MR MT MG MX MU MP
TDP TR TT TG TX TU TP
Step-Down SR ST SG SX SU SP
FEP ER ET EG EX EU EP
MLS (W) MLS (Y) NDB+DME(Q) FMS (F) GLS (J) VORDME (D)
IAF AW AY AQ 1F AJ AD
IF IW IY IQ 2F IJ ID
FACF CW CY CQ 3F CJ CD
FAF FW FY FQ 4F FJ FD
MAP MW MY MQ 5F MJ MD
TDP TW TY TQ 6F TJ TD
Step-Down SW SY SQ 7F SJ SD
FEP EW EY EQ 8F EJ ED
VOR (S)
IAF AS
IF IS
FACF CS
FAF FS
MAP MS
TDP TS
Step-Down SS
FEP ES
NOTE: “C-T-L” is “Circle-To-Land” two character codes that would be easily
Approach confused with other coded, the numer-
the prefixes indicated in the table above ical/alpha/runway identifier concept is
assume that a unique geographical posi- used.
tion (Latitude/Longitude) is required for 3. Bearing/Distance Waypoints
each Waypoint and the “common way- Identifiers are developed by the application
point” idea cannot be used. Should a single of the following rules:
waypoints’ geographical position be such
(a) The first character is “D”.
that it will serve as the same waypoint type
for more than one coded approach pro- (b) Characters 2 through 4 signify the
cedure, a “common waypoint”; the Single VHF NAVAID radial on which the
Approach/Common Waypoint convention waypoint lies.
shall be used. (c) The last character is the DME arc
Note on prefixes for FMS(F) Approach radius defining the position of the
Waypoints: waypoint on the radial. This radius is
expressed as the equivalent letter of
As the majority of the prefixes generated
the alphabet, i.e., A = 1NM, G = 7NM,
using the standard convention and the
P = 16NM, etc.
Route Type “F” produced duplicates or
q$z

© JEPPESEN, 1987, 2008. ALL RIGHTS RESERVED.

 22 AUG 08 NAVDATA 9
NAVDATA NAME CONVENTIONS

Examples:

D185J

1176231329000

D250P

1176232150000

(d) If distance is greater than 26NM, use

the convention in paragraph D or E.
(e) If the arc radius is provided in offi-
cial government source as nautical
miles and tenths of nautical miles,
the letter of the alphabet will reflect
values rounded to full nautical miles,
i.e., 10.5nm = 11nm or K, 10.4nm =
10nm or J. All values between 0.1
and 1.4 will be character “A”.
g. Approach Marker Identification Priority Con-
vention
1. If the approach marker is named, use its
name.
Example: PlKKE OM Runway 26 will be
PlKKE
2. If it is unnamed but an NDB, use the NDB
ident followed by the letters NB
Example: Ft. Nelson LOM will be YENB
3. If it is unnamed and not an NDB, use letters
OM followed by the runway number.
Example: Outer Marker for Runway 26
becomes OM26

© JEPPESEN, 1987, 2008. ALL RIGHTS RESERVED.

 22 AUG 08 NAVDATA 99

NAVDATA CHANGE NOTICES SERVICE

GENERAL
Jeppesen NavData Change Notices are provided to
operators of airborne navigation systems using a nav-
igation database produced and updated from infor-
mation supplied by Jeppesen.

GEOGRAPHIC AREAS
The world is covered by ten Aeronautical Radio Inc.
(ARINC) geographic areas, and the NavData Change
Notices are issued in ten individual geographic cov-
erages that correspond to the ARINC areas. Refer
to NavData Pages 101 through 103 for a complete
explanation of the ARINC and NavData coverages.

CONTENT
NavData Change Notices are issued weekly, and
include significant temporary and permanent infor-
mation changes affecting the flight data stored in
your aircraft FMCS. Entries are published until the
temporary condition no longer exists, or until the per-
manent change has been included in your NavData
update.
All times are local unless otherwise indicated.
A vertical bar indicates new or revised information.
NAVDATA EFFECTIVE DATES
The NavData effective dates are highlighted in a box
on the beginning page of each NavData Change
Notices revision to ensure there is no confusion as to
which 28 day update cycle the information applies to.
Every four weeks there are two sets of dates high-
lighted, the current cycle and the upcoming cycle.
Entries still effective at the time of the Friday Nav-
Data Change Notices publication date and included
in the next Thursday cycle update are followed by
“(Until date)”. Entries for changes effective with the
new cycle and received too late for inclusion are pref-
aced with “From date”.
COPYRIGHT NOTICE
The graphics, pictorials, arrangements and compiled
information on Jeppesen NavData Change Notices
are protected from unauthorized use and copying
by the United States Copyright laws. The protected
materials may not be copied, reproduced, stored
in a retrieval system, retransmitted in whole or in
part, or used for database updating, in any form or
by any means, whether electrical, mechanical, by
photocopying, recording or otherwise, without the
prior written consent of Jeppesen.
Jeppesen NavData Change Notices highlight only
significant changes affecting Jeppesen navigation
data that may be currently stored in your aircraft
navigation system database. Check for NOTAMs and
other pertinent information prior to flight.

q$z

© JEPPESEN, 1993, 2008. ALL RIGHTS RESERVED.

 6 AUG 10 NAVDATA 101

NAVDATA CHANGE NOTICES

WORLDWIDE GEOGRAPHIC worldwide chart. These areas are coincidental with
COVERAGES the established Aeronautical Radio Incorporated
(ARINC) navigation data geographical areas. The
To ensure you can easily locate NavData Change
associated ARINC navigation data area codes, which
Notices applicable to your particular areas of oper-
may appear in your navigation data base, are also
ation, each page is identified by a coverage code.
provided.
NavData Change Notices coverage codes, and the
areas covered by each, are shown on the following

NAVDATA CHANGE NOTICES NAVDATA CHANGE NOTICES

ARINC AREA CODE
CODE AREA NAME
US United States USA
CA Canada/Alaska CAN
LA Latin America LAM
SA South America SAM
P Pacific PAC
SP South Pacific SPA
E Europe EUR
EE Eastern Europe/China EEU
A Africa AFR
ME Middle East/South Asia MES

Example:

NavData Change Notices United States Page US-1 contains Change Notices applicable to
the forty-eight United States, plus the portion of the Gulf of Mexico and the Atlantic Ocean
shown on the following chart.
1176237077000

1176237077000
USA is the ARINC area code for the same area.
NOTE: NavData Change Notices are provided only for your area of operation. You may or may not receive all
of the coverages listed above.

© JEPPESEN, 1984, 2010. ALL RIGHTS RESERVED.

102 NAVDATA 6 AUG 10

NAVDATA CHANGE NOTICES q$i

1279046603000

© JEPPESEN, 1984, 2010. ALL RIGHTS RESERVED.

6 AUG 10 NAVDATA 103
NAVDATA CHANGE NOTICES

© JEPPESEN, 1984, 2010. ALL RIGHTS RESERVED.

 25 FEB 05 ENROUTE 15

DESIGNATORS OF ATS ROUTES AND ITS USE IN VOICE COMMUNICATIONS

According to ICAO Annex 11 basic designators for ATS routes shall consist of a maximum of five, in no case
exceed six, alpha/numeric characters in order to be usable by both ground and airborne automation systems.
The designator shall indicate the type of the route, that means: high/low altitude, specific airborne navigation
equipment requirements (RNAV), aircraft type using the route primarily or exclusively.

COMPOSITION OF DESIGNATORS
a. The basic designator consists of one letter of the alphabet followed by a number from 1 to 999. The letters
may be:

1. A, B, G, R — for routes which form part of the regional networks of ATS routes and
are not area navigation routes;

2. L, M, N, P — for area navigation routes which form part of the regional networks of
ATS routes;

3. H, J, V, W — for routes which do not form part of the regional networks of ATS
routes and are not area navigation routes;

4. Q, T, Y, Z — for area navigation routes which do not form part of the regional
networks of ATS routes.

b. Where applicable, one supplementary letter shall be added as a prefix to the basic designator as follows:

1. K — to indicate a low level route established for use primarily by

helicopters;

2. U — to indicate that the route or portion thereof is established in the upper

airspace;

3. S — to indicate a route established exclusively for use by supersonic

aircraft during acceleration/deceleration and while in supersonic
flight.

c. Where applicable, a supplementary letter may be added after the basic designator of the ATS route as a
suffix as follows:

1. F — to indicate that on the route or portion thereof advisory service only is

provided;

2. G — to indicate that on the route or portion thereof flight information service

only is provided;

3. Y — for RNP1 routes at and above FL200 to indicate that all turns on the
route between 30 and 90 degrees shall be made within the tolerance
of a tangential arc between the straight leg segments defined with a
radius of 22.5 NM;

4. Z — for RNP1 routes at and below FL190 to indicate that all turns on the
route between 30 and 90 degrees shall be made within the tolerance
of a tangential arc between the straight leg segments defined with a
radius of 15 NM.

USE OF DESIGNATORS IN COMMUNICATIONS

In voice communications, the basic letter of a designator should be spoken in accordance with the ICAO spell-
ing alphabet.
Where the prefixes K, U or S, specified above, are used in voice communications, they should be pronounced
as:

K = “Kopter” U = “Upper” and S = “Supersonic”

as in the English language.

Where suffixes “F”, “G”, “Y” or “Z” specified above are used, the flight crew should not be required to use them
in voice communications.

© JEPPESEN SANDERSON, INC., 1990, 2005. ALL RIGHTS RESERVED.

16 ENROUTE 25 FEB 05

DESIGNATORS OF ATS ROUTES AND ITS USE IN VOICE COMMUNICATIONS

Example: A11 will be spoken Alfa 11

UR5 will be spoken Upper Romeo 5

KB34 will be spoken Kopter Bravo 34

UW456 F will be spoken Upper Whiskey 456

© JEPPESEN SANDERSON, INC., 1990, 2005. ALL RIGHTS RESERVED.

 23 NOV 12 AIR TRAFFIC CONTROL 201 q$i

FLIGHT PROCEDURES (DOC 8168) - AIR TRAFFIC CONTROL

Extracted from ICAO Document 8168, Volume I - Fifth Edition — Flight Procedures, PROCEDURES FOR
AIR NAVIGATION SERVICES — AIRCRAFT OPERATIONS, herein known as PANS-OPS.

1 GENERAL
1.1 This section describes operational proce-
dures and outlines the parameters on which the
criteria of ICAO Document 8168, Volume II – Con-
struction of Visual and Instrument Flight Procedures,
are based, so as to illustrate the need for pilots to
adhere strictly to the published procedures.
1.1.1 With the exception of this introductory
material, paragraphs have been extracted in whole
or in part from PANS-OPS. The PANS-OPS para-
graph numbers are used beginning with Part I.
1.2 STATE PAGES — RULES AND
PROCEDURES
1.2.1 On RULES AND PROCEDURES pages,
any differences to the latest PANS-OPS are explained
under the subtitle “Flight Procedures”.

q$z

© JEPPESEN, 2002, 2012. ALL RIGHTS RESERVED.

 3 JUL 09 AIR TRAFFIC CONTROL 203 q$i

FLIGHT PROCEDURES (DOC 8168) - GENERAL PRINCIPLES

Extracted from ICAO Document 8168, Volume I - Fifth Edition — Flight Procedures, PROCEDURES FOR
AIR NAVIGATION SERVICES — AIRCRAFT OPERATIONS, herein known as PANS-OPS.

1 GENERAL INFORMATION 1.3 AREAS

1.1 GENERAL
1.1.2 Procedures contained in PANS-OPS
assume that all engines are operating.
NOTE: Development of contingency procedures is
the responsibility of the operator.
1.1.3 All procedures depict tracks. Pilots should
attempt to maintain the track by applying corrections
to heading for known wind.
1.2 OBSTACLE CLEARANCE
1.2.1 Obstacle clearance is a primary safety
consideration in the development of instrument
flight procedures. The criteria used and the detailed
method of calculation are covered in PANS-OPS,
Volume II. However, from the operational point of
view it is stressed that the obstacle clearance applied
in the development of each instrument procedure
is considered to be the minimum required for an
acceptable level of safety in operations.
1.3.1 Where track guidance is provided in the
design of a procedure, each segment comprises a
specified volume of airspace, the vertical cross-sec-
tion of which is an area located symmetrically
about the centre line of each segment. The vertical
cross-section of each segment is divided into primary
and secondary areas. Full obstacle clearances are
applied over the primary areas reducing to zero at
the outer edges of the secondary areas (see Figure
I-2-1-2).
1.3.2 On straight segments, the width of the pri-
mary area at any given point is equal to one-half of
the total width. The width of each secondary area is
equal to one-quarter of the total width.
1.3.4 The minimum obstacle clearance (MOC)
is provided for the whole width of the primary area.
In the secondary area, MOC is provided at the inner
edges reducing to zero at the outer edges (see Figure
I-2-1-2).

Figure I-2-1-2. Relationship of minimum obstacle clearance in primary and

secondary areas in cross-section

1245248582000

1.4 USE OF FLIGHT MANAGEMENT 2 ACCURACY OF FIXES

SYSTEM (FMS)/AREA NAVIGATION
(RNAV) EQUIPMENT
1.4.1 Where FMS/RNAV equipment is avail-
able, it may be used to fly conventional procedures
provided:
a. the procedure is monitored using the basic dis-
play normally associated with that procedure;
and
b. the tolerances for flight using raw data on the
basic display are complied with.
1.4.2 Lead radials
Lead radials are for use by non-RNAV-equipped air-
craft and are not intended to restrict the use of turn
anticipation by the FMS.
q$z
2.2 FIX FORMED BY INTERSECTION
Because all navigation facilities and waypoints have
accuracy limitations, the geographic point which is
identified is not precise but may be anywhere within
an area called the fix tolerance area which surrounds
its plotted point of intersection. Figure I-2-2-1 illus-
trates the intersection of two radials or tracks from
different navigation facilities.
2.3 FIX TOLERANCE FACTORS
2.3.1 The dimensions of the fix tolerance area
are determined by the system use accuracy of the
navigation aid(s) on which the fix is based, and the
distance from the facility.
2.3.2 System use accuracy is based on a root
sum square calculation using the following toler-
ances:
a. ground system tolerance;
b. airborne receiving system tolerance; and
c. flight technical tolerance (FTT).

© JEPPESEN, 2002, 2009. ALL RIGHTS RESERVED.

 204 AIR TRAFFIC CONTROL 3 JUL 09

FLIGHT PROCEDURES (DOC 8168) - GENERAL PRINCIPLES q$i

See Table I-2-2-1 for system use accuracies and 2.5.3 The area splays from the facility at the fol-
Table I-2-2-2 for the tolerances on which these val- lowing angle:
ues are based. a. 7.8° for VOR; and
2.4 FIX TOLERANCE FOR OTHER b. 10.3° for NDB.
TYPES OF NAVIGATION SYSTEMS
Table I-2-2-1. System use accuracy (2 SD) of
2.4.1 Surveillance radar facility providing track guidance and facility
Radar fix tolerances are based on radar mapping not providing track guidance
accuracies, azimuth resolution, flight technical toler- VOR1 ILS NDB
ance, controller technical tolerances, and the speed System use accuracy of
of aircraft in the terminal area. The fix tolerances are ±5.2° ±2.4° ±6.9°
facility providing track
listed below:
System use accuracy
a. terminal area surveillance radar (TAR) within 37 ±4.5° ±1.4° ±6.2°
of facility NOT providing
km (20 NM): fix tolerance is ±1.5 km (0.8 NM);
track
and
b. en-route surveillance radar (RSR) within 74 km NOTE:
(40 NM): fix tolerance is ±3.1 km (1.7 NM).
1. The VOR values of ± 5.2° and ± 4.5° may be mod-
2.4.2 Distance measuring equipment (DME) ified according to the value of a) in Table I-2-2-2,
Fix tolerance is ±0.46 km (0.25 NM) + 1.25 per cent resulting from flight tests.
of distance to the antenna.
Table I-2-2-2. Tolerances on which system
2.4.3 75 MHz marker beacon use accuracies are based
Use Figure I-2-2-2 to determine the fix tolerance for The values in Table
instrument landing system (ILS) and “z” markers for I-2-2-1 are the result of a
use with instrument approach procedures. combination, on a root VOR ILS NDB
2.4.4 Fix tolerance overheading a station sum square basis, of the
following tolerances
2.4.4.1 Very high frequency
a) ground system tolerance ±3.6° ±1°1 ±3°
omnidirectional radio range (VOR)
b) airborne receiving
Fix tolerance overheading a VOR is based upon a ±2.7° ±1° ±5.4°
system tolerance
circular cone of ambiguity generated by a straight line
passing through the facility and making an angle of c) flight technical
±2.5° ±2° ±3°
50° from the vertical, or a lesser angle as determined tolerance2
by flight test. Entry into the cone is assumed to be
achieved within such an accuracy from the prescribed NOTE:
track as to keep the lateral deviation abeam the VOR: 1. Includes beam bends.
– d = 0.2 h (d and h in km); or 2. Flight technical tolerance is only applied to naviga-
– d = 0.033 h (d in NM, h in thousands of feet). tion aids providing track. It is not applied to fix inter-
For a cone angle of 50°, the accuracy of entry is ±5°. secting navigation aids.
Tracking through the cone is assumed to be within an
accuracy of ±5°. Station passage is assumed to be Figure I-2-2-1. Fix tolerance area
within the limits of the cone of ambiguity. See Figure
I-2-2-3 for an illustration of fix tolerance area.
2.4.4.2 Non-directional beacon (NDB)
Fix tolerance overheading an NDB is based upon an
inverted cone of ambiguity extending at an angle of
40° either side of the facility. Entry into the cone is
assumed to be achieved within an accuracy of ±15°
from the prescribed track. Tracking through the cone
is assumed to be within an accuracy of ±5°.
2.5 AREA SPLAY 1245327915000

2.5.1 The construction of area outer boundaries

is derived from the fix tolerance of the facility provid-
ing track. This value is multiplied by a factor of 1.5 to
provide a 99.7 per cent probability of containment (3
SD).
2.5.2 The area width at a facility is:
a. 3.7 km (2.0 NM) for VOR; and
b. 4.6 km (2.5 NM) for NDB.

q$z

© JEPPESEN, 2002, 2009. ALL RIGHTS RESERVED.

 3 JUL 09 AIR TRAFFIC CONTROL 205
FLIGHT PROCEDURES (DOC 8168) - GENERAL PRINCIPLES q$i

Figure I-2-2-2. ILS or “z” marker coverage

1245321914000

NOTE : This figure is based on the use of modern aircraft antenna systems with a receiver sensitivity setting
of 1000 µV up to 1800 m (5905 ft) above the facility.

Figure I-2-2-3. Fix tolerance area overhead a VOR

1245326312000

NOTE : Example with a cone angle of 50°.

3 TURN AREA CONSTRUCTION – Inner boundary — The inner boundary starts at

3.1 GENERAL
3.1.2 The turning point (TP) is specified in one
of two ways:
a. at a designated facility or fix — the turn is made
upon arrival overhead a facility or fix; or
b. at a designated altitude — the turn is made upon
reaching the designated altitude unless an addi-
tional fix or distance is specified to limit early
turns (departures and missed approach only).
3.2 TURN PARAMETERS
The parameters on which the turn areas are based
are shown in Table I-2-3-1. For the specific applica-
tion of the parameters in the table, see the applicable
chapters in this document.
3.3 PROTECTION AREA FOR TURNS
3.3.1 As with any turning manoeuvre, speed is
a controlling factor in determining the aircraft track
during the turn. The outer boundary of the turning
area is based on the highest speed of the category for
which the procedure is authorized. The inner bound-
ary caters for the slowest aircraft. The construction of
the inner and outer boundaries is described in more
detail below:
q$z
the earliest TP. It splays outward at an angle of
15º relative to the nominal track.
– Outer boundary — (See Figure I-2-3-1.) The
outer boundary is constructed in the following
sequence:
a. it starts at Point A. The parameters that deter-
mine Point A are:
1. fix tolerance; and
2. flight technical tolerance
b. then from Point A, there are three methods for
constructing the curving portion of the turn outer
boundary:
1. by calculating the wind spiral;
2. by drawing bounding circles; and
3. by drawing arcs; and
c. after the curved area is constructed, a straight
section begins where the tangent of the area
becomes parallel to the nominal track (Point P).
At this point:
1. if there is no track guidance available, the
outer boundary splays at 15º; or
2. if track guidance is available after the turn,
the turning area may be reduced. The outer
edges of the turning area end where they
intersect the area splay of the navaid giving
track.

© JEPPESEN, 2002, 2009. ALL RIGHTS RESERVED.

 206 AIR TRAFFIC CONTROL 3 JUL 09

FLIGHT PROCEDURES (DOC 8168) - GENERAL PRINCIPLES q$i

3.3.2 Turn area using wind spiral 3.3.2.2 The outer boundary of the turn area is
3.3.2.1 In the wind spiral method, the area is constructed using a spiral derived from the radius of
based on a radius of turn calculated for a specific turn. The spiral results from applying wind effect to
value of true airspeed (TAS) and bank angle. the ideal flight path. See Figure I-2-3-3.

Table I-2-3-1 Turn construction parameter summary

FTT (seconds)
c (seconds)
Segment or Bank Out-
fix of turn Speed (IAS)1 Altitude/height Wind Bank angle2 estab- Pilot bound
location lish- reac- timing Head-
ment tion toler- ing tol-
time time ance erance
Turn at altitude/
height:
15° until 305 m
Final missed Specified (1000 ft)
altitude/height 95%
approach IAS omnidirectional 20° between 305
Departure + 10%, see Turn at turn wind or 56 km/h m (1000 ft) and 3 3 N/A N/A
Table I-4-1-1 or point: (30 kt) for wind 915 m (3000 ft)
Table I-4-1-23 A/D elevation spirals 25° above 915
+ height based m (3000 ft)
on 10% climb
from DER
95% probability
585 km/h (315
En route Specified altitude wind or ICAO 15° 5 10 N/A N/A
kt)
standard wind4
Tables I-6-1-1 ICAO standard
Holding Specified altitude 23° N/A 5 N/A N/A
and I-6-1-21 wind4
Initial
approach Table I-4-1-1 or ICAO standard
–reversal Specified altitude wind4 or 25° 5 0–6 10 5
and racetrack Table I-4-1-2 statistical wind
procedures
CAT A, B: 165
CAT A, B: 1500
Initial to 335 km/h (90 ICAO standard
m (5000 ft)
approach to 180 kt) wind4
CAT C, D, E: 25° 5 0–6 N/A 5
– DR track CAT C, D, E: DR leg: 56 km/h
procedures 3000 m (10000
335 to 465 km/h (30 kt)
ft)
(180 to 250 kt)
See Tables
I-4-1-1 and
I-4-1-2
Use initial
95%
approach speed
omnidirectional
IAF, IF, FAF for turn at IAF Specified altitude 25° 3 3 N/A N/A
wind or 56 km/h
or IF
(30 kt)
Use maximum
final approach
speed for turn
at FAF
Missed Table I-4-1-1 or A/D elevation +
56 km/h (30 kt) 15° 3 3 N/A N/A
approach Table I-4-1-23 300 m (1000 ft)

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 3 JUL 09 AIR TRAFFIC CONTROL 207
FLIGHT PROCEDURES (DOC 8168) - GENERAL PRINCIPLES q$i

Table I-2-3-1 Turn construction parameter summary (continued)

FTT (seconds)
c (seconds)
Segment or Bank Out-
fix of turn Speed (IAS)1 Altitude/height Wind Bank angle2 estab- Pilot bound
location lish- reac- timing Head-
ment tion toler- ing tol-
time time ance erance
Visual
manoeuvring See Tables
A/D elevation +
using I-4-1-1 and 46 km/h (25 kt) 25° N/A N/A N/A N/A
300 m (1000 ft)
prescribed I-4-1-2
track
See Tables
A/D elevation +
Circling I-4-1-1 and 46 km/h (25 kt) 20° N/A N/A N/A N/A
300 m (1000 ft)
I-4-1-2
GENERAL NOTES:
1. For the specific application of the parameters in the table, see the applicable chapters in this document.
2. The rate of turn associated with the stated bank angle values In this table shall not be greater than 3°/s.
NOTE 1: Where operationally required to avoid obstacles, reduced speeds as slow as the IAS for intermediate missed approach
may be used. In this case, the procedure is annotated “Missed approach turn limited to ___ km/h (kt) IAS maximum”.
NOTE 2: The conversion from IAS to TAS is determined using a temperature equal to ISA at the corresponding altitude plus
15°C. Holding procedures are an exception: the calculation formula appears in PANS-OPS, Volume II, Part II, Section 4,
Chapter 1, Appendix A, paragraph 6.
NOTE 3: Where operationally required to avoid obstacles, reduced speeds as slow as the IAS tabulated for “intermediate
missed approach” in Tables I-4-1-1 and I-4-1-2 increase by 10 per cent may be used. In this case, the procedure is annotated
“Departure turn limited to ___ km/h (kt) IAS maximum”.
NOTE 4: ICAO standard wind = 12 h + 87 km/h (h in 1000 m): 2h + 47 kt (h in 1000 ft)

Figure I-2-3-1. Start of construction of outer boundary

1245248582000

Figure I-2-3-3. Wind spiral

1245248582000

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© JEPPESEN, 2002, 2009. ALL RIGHTS RESERVED.

 3 JUL 09 AIR TRAFFIC CONTROL
FLIGHT PROCEDURES (DOC 8168) - DEPARTURE PROCEDURES
1 GENERAL CRITERIA FOR
DEPARTURE PROCEDURES
1.1 INTRODUCTION
1.1.1 Application
1.1.1.1 The criteria in this section are
designed to provide flight crews and other flight
operations personnel with an appreciation, from the
operational point of view, of the parameters and
criteria used in the design of instrument departure
procedures. These include, but are not limited to,
standard instrument departure (SID) routes and
associated procedures (see Annex 11, Appendix 3).
1.1.1.2 These procedures assume that all
engines are operating. In order to ensure acceptable
clearance above obstacles during the departure
phase, instrument departure procedures may be
published as specific routes to be followed or as
omnidirectional departures, together with procedure
design gradients and details of significant obstacles.
1.2 OPERATOR’S RESPONSIBILITY
1.2.1 Contingency procedures
Development of contingency procedures, required to
cover the case of engine failure or an emergency in
flight which occurs after V1 , is the responsibility of the
operator, in accordance with Annex 6.
Where terrain and obstacles permit, these proce-
dures should follow the normal departure route.
1.2.2 Turning procedures
When it is necessary to develop a turning procedure
to avoid an obstacle which would have become limit-
ing, then the procedure should be described in detail
in the appropriate operator’s manual. The point for
start of turn in this procedure must be readily iden-
tifiable by the pilot when flying under instrument con-
ditions.
1.2.3 Reduced power take-off
Reduced power take-off should not be required in
adverse operating conditions such as:
a. if the runway surface conditions are adversely
affected (e.g. by snow, slush, ice, water, mud,
rubber, oil or other substances);
b. when the horizontal visibility is less than 1.9 km
(1 NM);
c. when the crosswind component, including
gusts, exceeds 28 km/h (15 kt);
d. when the tailwind component, including gusts,
exceeds 9 km/h (5 kt); and
e. when wind shear has been reported or forecast
or when thunderstorms are expected to affect
the approach or departure.
1.2.4 Automatic take-off thrust control
systems (ATTCS) and noise
abatement procedures
The use of automatic take-off thrust control systems
(ATTCS) and noise abatement procedures needs to
be taken into consideration by the pilot and the oper-
ator.
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209 q$i
1.3.1 Design considerations
The design of an instrument departure procedure is,
in general, dictated by the terrain surrounding the
aerodrome. It may also be required to provide for air
traffic control (ATC) requirements in the case of SID
routes. These factors in turn influence the type and
siting of navigation aids in relation to the departure
route. Airspace restrictions may also affect the rout-
ing and siting of navigation aids.
1.3.2 Non-prescribed departure routes
At many aerodromes, a prescribed departure route is
not required for ATC purposes. Nevertheless, there
may be obstacles in the vicinity of some aerodromes
that have to be considered in the determining whether
restrictions to departure are to be prescribed. In such
cases, departure procedures may be restricted to a
given sector(s) or may be published with a procedure
design gradient in the sector containing the obstacle.
1.3.3 Omnidirectional departures
1.3.3.1 Where no suitable navigation aid is
available, the criteria for omnidirectional departures
are applied.
1.3.3.2 Omnidirectional departures may spec-
ify sectors to be avoided.
1.3.4 Aerodrome operating minima
1.3.4.1 Where obstacles cannot be cleared by
the appropriate margin when the aeroplanes is flown
on instruments, aerodrome operating minima are
established to permit visual flight clear of obstacles.
1.3.4.2 Wherever possible, a straight depar-
ture is specified which is aligned with the runway cen-
tre line.
1.3.4.3 When a departure route requires a
turn of more than 15° to avoid an obstacle, a turning
departure is constructed. Flight speeds for turning
departure are specified in Table I-3-2-1. Wherever
limiting speeds other than those specified in Table
I-3-2-1 are promulgated, they must be complied with
in order to remain within the appropriate areas. If an
aeroplane operation requires a higher speed, then an
alternative departure procedure must be requested.
1.3.6 Wind effect
The procedures assume that pilots will not compen-
sate for wind effects when being radar vectored. They
also assume that pilot will compensate for known or
estimated wind effects when flying departure routes
which are expressed as tracks to be made good.
1.4 OBSTACLE CLEARANCE
1.4.1 The minimum obstacle clearance equals
zero at the departure end of runway (DER). From that
point, it increased by 0.8 per cent of the horizontal dis-
tance in the direction of flight assuming a maximum
turn of 15°.
1.4.2 In the turn initiation area and turn area, a
minimum obstacle clearance of 90 m (295 ft) is pro-
vided.
1.4.3 Where precipitous and mountainous ter-
rain exist, consideration is given by the procedures
designer to increasing the minimum obstacle clear-
ance.
© JEPPESEN, 2002, 2009. ALL RIGHTS RESERVED.
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FLIGHT PROCEDURES (DOC 8168) - DEPARTURE PROCEDURES q$i

1.5 PROCEDURE DESIGN GRADIENT
(PDG)
1.5.1 The procedure design gradient (PDG) is
intended as an aid to the procedures designer, who
adjusts the route with the intention of minimizing the
PDG consistent with other constraints.
1.5.2 Unless otherwise published, a PDG of 3.3
per cent is assumed.
1.5.3 The PDG is not intended as an operational
limitation for those operators who assess departure
obstacles in relation to aircraft performance, taking
into account the availability of appropriate ground/air-
borne equipment.
1.5.4 Basis of the PDG
The PDG is based on:
a. an obstacle identification surface (OIS) having a
2.5 per cent gradient or a gradient determined
by the most critical obstacle penetrating the sur-
face, whichever is the higher (see Figure I-3-1-
2); and
b. an additional margin of 0.8 per cent.
1.5.5 Gradient specification
1.5.5.1 Published gradients are specified to
an altitude/height after which the minimum gradient
of 3.3 per cent is considered to prevail.
1.5.5.2 The final PDG continues until obsta-
cle clearance is ensured for the next phase of flight
(i.e. en-route, holding or approach). At this point, the
departure procedure ends and is marked by a signif-
icant point.
1.6 FIXES AS AN AID IN OBSTACLE
AVOIDANCE
Whenever a suitably located DME exists, additional
specific height/distance information intended for
obstacle avoidance may be published. RNAV way-
point or other suitable fixes may be used to provide a
means of monitoring climb performance.
1.7 RADAR VECTORS
Pilots should not accept radar vectors during depar-
ture unless:
a. they are above the minimum altitude(s)/height(s)
required to maintain obstacle clearance in the
event of engine failure. This relates to engine
failure between V1 and minimum sector altitude
or the end of the contingency procedure as
appropriate; or
b. the departure route is non-critical with respect to
obstacle clearance.

Figure I-3-1-2. Climb gradient reduction in departure

1243254925000

Because of obstacle B, the gradient cannot be reduced to 3.3% (2.5% + 0.8%) (CAT H, 5%) just after passing
obstacle A. The altitude/height or fix at which a gradient in excess of 3.3% (CAT H, 5%) is no longer required
is promulgated in the procedure.
Obstacles A and B will be promulgated. Mountain promulgated on Aerodrome Obstacle Chart Type C.

2 STANDARD INSTRUMENT 2.1.3 Types of SID

DEPARTURES There are two basic types of SID: straight departures
and turning departures. SIDs are based on track guid-
2.1.2 SID termination
ance acquired:
The SID terminates at the first fix/facility/waypoint of
a. within 20.0 km (10.8 NM) from the departure end
the en-route phase following the departure proce-
of the runway (DER) on straight departures; and
dure.
b. within 10.0 km (5.4 NM) after completion of turns
on departures requiring turns.

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 3 JUL 09 AIR TRAFFIC CONTROL 211
FLIGHT PROCEDURES (DOC 8168) - DEPARTURE PROCEDURES q$i

Track guidance may be provided by a suitably located 2.3.7 Turn parameters

facility (VOR or NDB) or by RNAV. See Figure I-3-2-1. 2.3.7.1 The parameters that are common to all
2.2 STRAIGHT DEPARTURES turns appear in Table I-2-3-1 in Section 2, Chapter 3,
“Turn Area Construction”. The following parameters
2.2.1 Alignment are specific to turning departures:
2.2.1.1 A straight departure is one in which a. altitude:
the initial departure track is within 15° of the alignment 1. turn designated at an altitude/height: turn
of the runway centre line. altitude/height; and
2.2.1.2 When obstacles exist which affect the 2. turn at a designated turning point: aero-
departure route, procedure design gradients (PDGs) drome elevation plus the height based on
greater than 3.3 per cent may be specified. When a 10 per cent climb from the DER to the
such a gradient is specified, the altitude/height to turning point;
which it extends shall be promulgated. After this b. airspeed: See 2.3.6, “Turn speeds”;
point, the PDGs of 3.3 per cent (Category H, 5.0 per
cent) resumes. c. wind: maximum 95 per cent probability wind on
an omnidirectional basis, where statistical wind
2.2.1.3 Gradients to a height of 60 m (200 ft) data are available. Where no wind data are avail-
or less, caused by close-in obstacles, are not speci- able, an omnidirectional 56 km/h (30 kt) is used;
fied. A note will be published stating that the close-in and
obstacles exist. See Figure I-3-2-2. d. flight technical tolerances:
2.3 TURNING DEPARTURES 1. pilot reaction time 3 s; and
2.3.1 When a departure route requires a turn 2. bank establishment time 3 s.
of more than 15°, it is called a turning departure. 2.3.7.2 When obstacles exist prohibiting a
Straight flight is assumed until reaching an altitude/ turn before the DER or prior to reaching an alti-
height of at least 120 m (394 ft), or 90 m (295 ft) for tude/height, an earliest turn point or a minimum
helicopters. Procedures normally cater for turns at a turning altitude/height is specified.
point 600 m from the beginning of the runway. How-
ever, in some cases turns may not be initiated before Table I-3-2-1. Maximum speeds for
the DER (or a specified point), and this information turning departures
will be noted on the departure chart. Maximum Speed kt
Aeroplane Category
2.3.3 No provision is made in this document for (km/h)
turning departures requiring a turn below 120 m (394 A 120 (225)
ft) (90 m (295 ft) for helicopters) above the elevation B 165 (305)
of the DER.
C 265 (490)
2.3.4 Where the location and/or height of obsta-
D 290 (540)
cles preclude(s) the construction of turning depar-
tures which satisfy the minimum turn height criterion, E 300 (560)
departure procedures should be developed by the H 90 (165)
competent authority in consultation with the opera-
tors concerned.
2.3.5 Types of turns
Turns may be defined as occurring at:
a. an altitude/height; and
b. a fix or facility.
2.3.6 Turn speeds
2.3.6.1 The speeds used are those of the final
missed approach increased by 10 per cent to account
for increased aeroplane mass in departure (see Table
I-3-2-1).
2.3.6.2 In exceptional cases, where accept-
able terrain clearances cannot otherwise be provided,
turning departure routes are constructed with max-
imum speeds as low as the intermediate missed
approach speed increased by 10 per cent (see Table
I-4-1-1 and I-4-1-2). In such cases, the procedure is
annotated “Departure turn limited to ... km/h (kt) IAS
maximum”.

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 212 AIR TRAFFIC CONTROL 3 JUL 09

FLIGHT PROCEDURES (DOC 8168) - DEPARTURE PROCEDURES q$i

Figure I-3-2-1. Area for straight departure with track guidance

1243254925000

Figure I-3-2-2. Procedure design gradient

1243254925000

3 OMNIDIRECTIONAL DEPARTURES
3.1 GENERAL
3.1.1 In cases where no track guidance is pro-
vided, departure procedures are designed using the
omnidirectional method.
3.1.2 Where obstacles do not permit develop-
ment of omnidirectional procedures, it is necessary
to:
a. fly a standard instrument departure (SID) route;
or
b. ensure that ceiling and visibility will permit
obstacles to be avoided by visual means.
3.2 BEGINNING OF DEPARTURE
3.2.1 The departure procedure begins at the
departure end of the runway (DER), which is the end
of the area declared suitable for take-off (i.e. the end
of the runway or clearway as appropriate).
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3.2.2 Since the point of lift-off will vary, the
departure procedure assumes that a turn at 120 m
(394 ft) above the elevation of the aerodrome is not
initiated sooner than 600 m from the beginning of the
runway.
3.2.3 Procedures are normally designed/opti-
mized for turns at a point 600 m from the beginning
of the runway. However, in some cases turns may
not be initiated before the DER (or a specified point),
and this information will be noted on the departure
chart.
3.3 PROCEDURE DESIGN GRADIENT
(PDG)
3.3.1 Unless otherwise specified, departure
procedures assume a 3.3 per cent (helicopters, 5
per cent) PDG and a straight climb on the extended
runway centre line until reaching 120 m (394 ft)
(helicopters, 90 m (295 ft)) above the aerodrome
elevation.

© JEPPESEN, 2002, 2009. ALL RIGHTS RESERVED.

 3 JUL 09 AIR TRAFFIC CONTROL 213
FLIGHT PROCEDURES (DOC 8168) - DEPARTURE PROCEDURES q$i

3.3.2 The basic procedure ensures: Figure I-3-3-1. Areas 1 and 2 and turn initiation
a. the aircraft climbs on the extended runway cen- area for omnidirectional departures
tre line to 120 m (394 ft) before turns can be
specified; and
b. at least 90 m (295 ft) of obstacle clearance is
provided before turns greater than 15° are spec-
ified.
3.3.3 The omnidirectional departure procedure
is designed using any one of a combination of the
following:
a. Standard case: Where no obstacles penetrate
the 2.5 per cent obstacle identification surface
(OIS), and 90 m (295 ft) of obstacle clearance
prevails, a 3.3 per cent climb to 120 m (394 ft)
will satisfy the obstacle clearance requirements
for a turn in any direction (see Figure I-3-3-1 —
Area 1).
b. Specified turn altitude/height: Where obsta-
cle(s) preclude omnidirectional turns at 120 m
(394 ft), the procedure will specify a 3.3 per
cent climb to an altitude/height where omnidi-
rectional turns can be made (see Figure I-3-3-1
— Area 2).
c. Specified procedure design gradient: Where
obstacle(s) exist, the procedure may define a
minimum gradient of more than 3.3 per cent
to a specified altitude/height before turns are
permitted (see Figure I-3-3-1 — Area 3).
d. Sector departures: Where obstacle(s) exist, the
procedure may identify sector(s) for which either
a minimum gradient or a minimum turn altitude/ 1245829042000

height is specified (e.g. “climb straight ahead

to altitude/height ... before commencing a turn Figure I-3-3-2. Area 3 for omnidirectional
to the east/the sector 0°-180° and to altitude/ departures.
height ... before commencing a turn to the west/
the sector 180°-360°”).

1245829042000

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© JEPPESEN, 2002, 2009. ALL RIGHTS RESERVED.

 214 AIR TRAFFIC CONTROL
FLIGHT PROCEDURES (DOC 8168) - DEPARTURE PROCEDURES
4 PUBLISHED INFORMATION
FOR DEPARTURES
4.1 GENERAL
4.1.1 The information listed in the following
paragraphs will be published for operational person-
nel.
4.1.2 When it is necessary, after a turn, to fly
a heading to intercept a specified radial/bearing, the
procedure will specify:
a. the turning point;
b. the track to be made good; and
c. the radial/bearing to be intercepted.
4.1.3 Departures that are limited to specific air-
craft categories will be clearly annotated.
4.1.4 When cloud base and visibility minima
are limiting criteria, then this information will be pub-
lished.
4.1.5 When a suitable fix is not available, pro-
cedure design gradients may be expressed in the fol-
lowing formats: “50 m/km (300 ft/NM)”.
4.1.6 Where a suitable DME or fixes are avail-
able, the procedure design gradient is specified by
a DME distance and associated altitude/height (e.g.
“reach 1000 m by DME 15 km” or “reach 3500 ft by
DME 8”).
4.1.7 Turning points are identified by means of
a fix or an altitude/height (e.g. “at DME 4 km” or “at
120 m” (“at DME 2” or “at 400 ft”) ).
4.1.8 When a gradient is promulgated to over-
fly obstacles in instrument meteorological conditions
(IMC), aerodrome operating minima may be estab-
lished for use as an alternative to the instrument pro-
cedure.
4.1.9 Additional specific height/distance infor-
mation may be included in the chart in order to
provide a means of monitoring aircraft position rela-
tive to critical obstacles.
4.1.10 When it is unnecessary to accommodate
turns initiated as early as 600 m from the beginning of
the runway, the turn initiation area starts at the DER.
This information is noted on the departure chart.
4.1.11 Departure procedures may be developed
to procedurally separate air traffic. In doing so, the
procedure may be accompanied with altitudes/flight
levels that are not associated with any obstacle clear-
ance requirements but are developed to separate
arriving and departing air traffic procedurally. These
altitudes/flight levels shall be charted as indicated in
Table I-4-8-1. The method of charting altitudes/flight
levels to correctly depict the designed procedure
may differ between avionics manufactures.
4.2 STANDARD INSTRUMENT
DEPARTURES (SIDs)
4.2.1 For standard instrument departures
(SIDs), all tracks, points, fixes, and altitudes/heights
(including turning altitudes/heights) required on the
procedure are published.
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3 JUL 09
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4.2.2 The following information is also promul-
gated:
a. Significant obstacles which penetrate the OIS;
b. The position and height of close-in obstacles
penetrating the OIS. A note is included on the
SID chart whenever close-in obstacles exist
which were not considered for the published
PDG;
c. The highest obstacle in the departure area, and
any significant obstacle outside the area which
dictates the design of the procedure;
d. A PDG greater than 3.3 per cent. When such a
gradient is specified, the altitude/height to which
it extends shall be promulgated;
e. The altitude/height at which a gradient greater
than 3.3 per cent stops. A note is included when-
ever the published procedure design gradient
is based only on airspace restriction (i.e., PDG
based only on airspace restriction);
f. Altitude/heights to be achieved during the depar-
ture when overheading significant points that
can be identified by means of navigation facili-
ties or fixes;
g. The fact that the average flight path has been
designed by using statistical data on aircraft per-
formance, when close conformance to an accu-
rate desired track is important (for noise abate-
ment/ATC constraints, etc.); and
h. All navigation facilities, fixes or waypoints, radi-
als and DME distances which designate route
segments. These are clearly indicated on the
SID chart.
4.3 OMNIDIRECTIONAL DEPARTURES
4.3.1 Omnidirectional departures normally
allow departures in any direction. Restrictions are
expressed as:
a. sectors to be avoided; or
b. sectors having minimum gradients and/or mini-
mum altitudes.
4.3.2 Sectors are described by bearings and
distance from the centre of Area 3 (see Figure
I-3-3-2).
4.3.3 When more than one sector is involved,
the published minimum gradient will be the highest of
any sector that may be expected to be overflown.
4.3.4 The altitude to which the minimum gra-
dient is specified will permit the aircraft to continue
at the 3.3 per cent (helicopters, 5 per cent) mini-
mum gradient through that sector, a succeeding sec-
tor, or to an altitude authorized for another phase of
flight (i.e. en-route, holding or approach) (see Figure
I-3-1-2).
4.3.5 A fix may also be designated to mark the
point at which a gradient in excess of 3.3 per cent
(helicopters, 5 per cent) is no longer required.
© JEPPESEN, 2002, 2009. ALL RIGHTS RESERVED.
 5 JUN 09 AIR TRAFFIC CONTROL
FLIGHT PROCEDURES (DOC 8168) - ARRIVAL AND APPROACH PROCEDURES
1 GENERAL CRITERIA FOR
ARRIVAL AND APPROACH
PROCEDURES
1.2 INSTRUMENT APPROACH
PROCEDURE
1.2.1 External factors influencing the
approach procedure
The design of an instrument approach procedure is,
in general, dictated by the terrain surrounding the
aerodrome, the type of operations contemplated and
the aircraft to be accommodated. These factors in
turn influence the type and siting of navigation aids in
relation to the runway or aerodrome. Airspace restric-
tions may also affect the siting of navigation aids.
1.2.2 Segments of the approach procedure
1.2.2.1 An instrument approach proce-
dure may have five separate segments. They are
the arrival, initial, intermediate, final and missed
approach segments. See Figure I-4-1-1. In addition,
an area for circling the aerodrome under visual con-
ditions is also considered.
1.2.2.2 The approach segments begin and
end at designated fixes. However, under some cir-
cumstances certain of the segments may begin at
specified points where no fixes are available. For
example, the final approach segment of a precision
approach may start where the intermediate flight
altitude intersects the nominal glide path (the final
approach point).
1.2.3 Types of approach
1.2.3.1 There are two types of approach:
straight-in and circling.
1.2.3.2 Straight-in approach
Whenever possible, a straight-in approach will be
specified which is aligned with the runway centre
line. In the case of non-precision approaches, a
straight-in approach is considered acceptable if the
angle between the final approach track and the run-
way centre line is 30° or less.
1.2.3.3 Circling approach
A circling approach will be specified in those cases
where terrain or other constraints cause the final
approach track alignment or descent gradient to fall
outside the criteria for a straight-in approach. The
final approach track of a circling approach procedure
is in most cases aligned to pass over some portion
of the usable landing surface of the aerodrome.
1.3 CATEGORIES OF AIRCRAFT
1.3.1 Aircraft performance has a direct effect on
the airspace and visibility required for the various
manoeuvres associated with the conduct of instru-
ment approach procedures. The most significant per-
formance factor is aircraft speed.
1.3.2 These categories provides a standardized
basis for relating aircraft manoeuvrability to specific
instrument approach procedures. For precision
approach procedures, the dimensions of the aircraft
are also a factor for the calculation of the obstacle
clearance height (OCH). For Category DL aircraft,
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an additional obstacle clearance altitude/height
(OCA/H) is provided, when necessary, to take into
account the specific dimensions of these aircraft.
1.3.3 The criterion taken into consideration for
the classification of aeroplanes by categories is the
indicated airspeed at threshold (Vat ), which is equal
to the stall speed Vso multiplied by 1.3, or stall speed
Vslg multiplied by 1.23 in the landing configuration at
the maximum certificated landing mass. If both Vso
and Vslg are available, the higher resulting Vat shall
be applied.
1.3.4 The landing configuration that is to be
taken into consideration shall be defined by the
operator or by the aeroplane manufacturer.
1.3.5 Aircraft categories will be referred. to.
throughout this document by their letter designa-
tions.
1.3.6 Permanent change of category (maximum
landing mass).
An operator may impose a permanent lower land-
ing mass, and use of this mass for determining Vat if
approved by the State of the Operator. The category
defined for a given aeroplane shall be a permanent
value and thus independent of changing day-to-day
operations.
1.3.7 As indicated in Tables I-4-1-1 and I-4-1-2,
a specified range of handling speeds for each cate-
gory of aircraft has been assumed for use in calcu-
lating airspace and obstacle clearance requirements
for each procedure.
1.3.8 The instrument approach chart (IAC) will
specify the individual categories of aircraft for which
the procedure is approved. Normally, procedures will
be designed to provide protected airspace and obsta-
cle clearance for aircraft up to and including Category
D. However, where airspace requirements are criti-
cal, procedures may be restricted to lower speed cat-
egories.
1.3.9 Alternatively, the procedure may specify a
maximum IAS for a particular segment without ref-
erence to aircraft category. In any case, it is essen-
tial that pilots comply with the procedures and infor-
mation depicted on instrument flight charts and the
appropriate flight parameters shown in Tables I-4-1-1
and I-4-1-2 if the aircraft is to remain in the areas
developed for obstacle clearance purposes.
1.5 OBSTACLE CLEARANCE
ALTITUDE/HEIGHT (OCA/H)
For each individual approach procedure an obsta-
cle clearance altitude/height (OCA/H) is calculated in
the development of the procedure and published on
the instrument approach chart. In the case of preci-
sion approach and circling approach procedures, an
OCA/H is specified for each category of aircraft listed
in 1.3.
Obstacle clearance altitude/height (OCA/H) is:
a. in a precision approach procedure, the lowest
altitude (OCA) or alternatively the lowest height
above the elevation of the relevant runway
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 216 AIR TRAFFIC CONTROL
FLIGHT PROCEDURES (DOC 8168) - ARRIVAL AND APPROACH PROCEDURES
threshold (OCH), at which a missed approach
must be initiated to ensure compliance with the
appropriate obstacle clearance criteria; or
b. in a non-precision approach procedure, the low-
est altitude (OCA) or alternatively the lowest
height above aerodrome elevation or the ele-
vation of the relevant runway threshold, if the
threshold elevation is more than 2 m (7 ft) below
the aerodrome elevation (OCH), below which
an aircraft cannot descend without infringing the
appropriate obstacle clearance criteria; or
c. in a visual (circling) procedure, the lowest alti-
tude (OCA) or alternatively the lowest height
above the aerodrome elevation (OCH) below
which an aircraft cannot descend without infring-
ing the appropriate obstacle clearance criteria.
1.6 FACTORS AFFECTING
OPERATIONAL MINIMA
In general, minima are developed by adding the
effect of a number of operational factors to OCA/H
to produce, in the case of precision approaches,
decision altitude (DA) or decision height (DH) and,
in the case of non-precision approaches, minimum
descent altitude (MDA) or minimum descent height
(MDH). The general operational factors to be con-
sidered are specified in Annex 6. The relationship
of OCA/H to operating minima (landing) is shown in
Figures I-4-1-2, I-4-1-3, and I-4-1-4.
1.7 VERTICAL PATH CONTROL ON
NON-PRECISION APPROACH
PROCEDURES
1.7.1 Introduction
Studies have shown that the risk of controlled
flight into terrain (CFIT) is high on non-precision
approaches. While the procedures themselves are
not inherently unsafe, the use of the traditional
stepdown descent technique for flying non-preci-
sion approaches, is prone to error, and is therefore
discouraged. Operators should reduce this risk by
emphasizing training and standardization in vertical
path control on non-precision approach procedures.
Operators typically employ one of three techniques
for vertical path control on non-precision approaches.
Of these techniques, the continuous descent final
approach (CDFA) technique is preferred. Operators
should use the CDFA technique whenever possible
as it adds to the safety of the approach operation
by reducing pilot workload and by lessening the
possibility of error in flying the approach.
1.7.2 Continuous descent final approach
(CDFA)
1.7.2.1 Many Contracting Stated require the
use of the CDFA technique and apply increased visi-
bility or RVR requirements when the technique is not
used.
1.7.2.2 This technique requires a continuous
descent, flown either with VNAV guidance calculated
by on-board equipment or based on manual calcu-
lation of the required rate of descent, without level-
offs. The rate of descent is selected and adjusted
to achieve a continuous descent to a point approxi-
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mately 15 m (50 ft) above the landing runway thresh-
old or the point where the flare manoeuvre should
begin for the type of aircraft flown. The descent shall
be calculated and flown to pass at or above the mini-
mum altitude at any stepdown fix.
1.7.2.3 If the visual references required to
land have not been acquired when the aircraft is
approaching the MDA/H, the vertical (climbing) por-
tion of the missed approach is initiated at an altitude
above the MDA/H sufficient to prevent the aircraft
from descending through the MDA/H. At no time is
the aircraft flown in level flight at or near the MDA/H.
Any turns on the missed approach shall not begin
until the aircraft reaches the MAPt. Likewise, if the
aircraft reaches the MAPt before descending to near
the MDA/H, the missed approach shall be initiated at
the MAPt.
1.7.2.4 Regardless of the type of vertical path
control that is used on a non-precision approach, the
lateral “turning” portion of the missed approach shall
not be executed prior to the MAPt.
1.7.2.5 An increment for the MDA/H may
be prescribed by the operator to determine the
altitude/height at which the vertical portion of the
missed approach shall be initiated in order to prevent
descent below the MDA/H. In such cases, there is no
need to increase the RVR or visibility requirements
for the approach. The RVR and/or visibility published
for the original MDA/H should be used.
1.7.2.6 It should be emphasized that upon
approaching the MDA/H only two options exist for the
crew: continue the descent below MDA/H to land with
the required visual references in sight; or, execute a
missed approach. There is no level flight segment
after reaching the MDA/H.
1.7.2.7 The CDFA technique simplifies the
final segment of the non-precision approach by incor-
porating techniques similar to those used when flying
a precision approach procedure or an approach
procedure with vertical guidance (APV). The CDFA
technique improves pilot situational awareness and
is entirely consistent with all “stabilized approach”
criteria.
1.7.3 Constant angle descent
1.7.3.1 The second technique involves
achieving a constant, unbroken angle from the
final approach fix (FAF), or optimum point on proce-
dures without an FAF. to a reference datum above
the runway threshold, e.g. 15 m (50 ft). When the
aircraft approaches the MDA/H, a decision shall be
made to either continue on the constant angle or
level off at or above the MDA/H. depending on visual
conditions.
1.7.3.2 If the visual conditions are adequate,
the aircraft continues the descent to the runway with-
out any intermediate level-off.
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FLIGHT PROCEDURES (DOC 8168) - ARRIVAL AND APPROACH PROCEDURES
1.7.3.3 If visual conditions are not adequate
to continue, the aircraft shall level off at or above the
MDA/H and continue inbound until either encoun-
tering visual conditions sufficient to decent below
the MDA/H to the runway or, reaching the published
missed approach point and thereafter executing the
missed approach procedure.
1.7.4 Stepdown descent
The third technique involves an expeditious descent
and is described as “descend immediately to not
below the minimum stepdown fix altitude/height or
MDA/H, as appropriate”. This technique is acceptable
as long as the achieved descent gradient remains
less than 15 per cent and the missed approach is
initiated at or before the MAPt. Careful attention to
altitude control is required with this technique due to
the high rates of descent before reaching the MDA/H
and, thereafter, because of the increased time of
exposure to obstacles at the minimum descent alti-
tude.
1.7.5 Temperature correction
In all cases, regardless of the flight technique used,
a temperature correction shall be applied to all mini-
mum altitudes.
1.7.6 Training
Regardless of which of the above described tech-
niques an operator chooses to employ, specific and
appropriate training for that technique is required.
1.8 APPROACH OPERATIONS
UTILIZING BARO-VNAV EQUIPMENT
1.8.1 Baro-VNAV equipment can be applied to
two different approach and landing operations:
a. Approach and landing operations with the ver-
tical guidance. In this case, the use of a VNAV
system such as baro-VNAV is required. When
baro-VNAV is used, the lateral navigation guid-
ance is based on the RNP APCH and RNP AR
APCH navigation specifications.
b. Non-precision approach and landing operations.
In this case, the use of a baro-VNAV system is
not required but auxiliary to facilitate the CDFA
technique as described in 1.7.2. This means that
advisory VNAV guidance is being overlaid on a
non-precision approach. The lateral navigation
guidance is predicated on the navigation system
designated on the chart.
1.8.2 Approach and landing operations with
the vertical guidance provide significant benefits
over advisory VNAV guidance being overlaid on
a non-precision approach, as they are based on
specific procedure design criteria, avoiding the
requirement for cross-checking the non-precision
approach procedure constraints such as stepdown
fixes. These criteria furthermore address:
a. height loss after initiating a missed approach
allowing the use of a DA instead of an MDA,
thereby standardizing flight techniques for ver-
tically guided approach operations;
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b. obstacles clearance throughout the approach
and landing phase taking into account tempera-
ture constraints down to the DA, therefore result-
ing in better obstacle protection compared to a
non-precision approach procedure.
1.9 DESCENT GRADIENT
1.9.1 In instrument approach procedure design,
adequate space is allowed for the descent from the
facility crossing altitude/height to the runway thresh-
old for straight-in approach or to OCA/H for circling
approaches.
1.9.2 Adequate space for descent is pro-
vided by establishing a maximum allowable descent
gradient for each segment of the procedure. The
minimum/optimum descent gradient/angle in the
final approach of a procedure with FAF is 5.2 per
cent/3.0° (52 m/km (318 ft/NM)). Where a steeper
descent gradient is necessary, the maximum permis-
sible is 6.5 per cent/3.7° (65 m/km (395 ft/NM)) for
Category A and B aircraft, 6.1 per cent/3.5° (61 m/km
(370 ft/NM)) for Category C, D and E aircraft, and
10 per cent (5.70°) for Category H. For procedures
with VOR or NDB on aerodrome and no FAF, rates
of descent in the final approach phase are given in
Table I-4-1-3. In the case of a precision approach,
the operationally preferred glide path angle is 3.00°.
An ILS glide path/MLS elevation angle in excess
of 3.00° is used only where alternate means avail-
able to satisfy obstacle clearance requirements are
impractical.
1.9.3 In certain cases. the maximum descent
gradient of 6.5 per cent (65 m/km (395 ft/NM)) results
in descent rates which exceed the recommended
rates of descent for some aircraft. For example, at
280 km/h (150 kt), such a gradient result in a 5 m/s
(1000 ft/min) rate of descent.
1.9.4 Pilot should consider carefully the descent
rate required for non-precision final approach seg-
ments before starting the approach.
1.9.5 Any constant descent angle shall clear all
stepdown fix minimum crossing altitudes within any
segment.
1.9.6 Procedure altitude/height
1.9.6.1 In addition to minimum IFR altitudes
established for each segment of the procedure, pro-
cedure altitudes/heights will also be provided. Proce-
dure altitudes/heights will, in all cases, be at or above
minimum crossing altitude associated with the seg-
ment. Procedure altitude/height will be established
taking into account the air traffic control needs for that
phase of flight.
1.9.6.2 Procedure altitudes/heights are devel-
oped to place the aircraft at altitudes/heights that
would normally be flown to intercept and fly an opti-
mum 5.2 per cent (3.00°) descent path angle in the
final approach segment to a 15 m (50 ft) threshold
crossing for non-precision approach procedures and
procedures with vertical guidance. In no case will a
procedure altitude/height be less than any OCA/H.
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Table I-4-1-1. Speeds for procedure calculations in kilometers per hour (km/h)
Maximum Maximum Speeds for
Initial Final Speeds Missed Approach
Aircraft
Vat Approach Approach for Visual
Category
Speed Speed Manoeuvring Intermediate Final
(Circling)
A <169 165/280 130/185 185 185 205
(205*)
B 169/223 220/335 155/240 250 240 280
(260*)
C 224/260 295/445 215/295 335 295 445
D 261/306 345/465 240/345 380 345 490
E 307/390 345/467 285/425 445 425 510
H NA 130/220** 110/165** NA 165 165
CAT H (PinS) NA 130/220 110/165 NA 130 or 165 130 or 165

Table I-4-1-2. Speeds for procedure calculations in knots (kt)

Maximum Maximum Speeds for
Initial Final Speeds Missed Approach
Aircraft
Vat Approach Approach for Visual
Category
Speed Speed Manoeuvring Intermediate Final
(Circling)
A <91 90/150 (110*) 70/100 100 100 110
B 91/120 120/180 85/130 135 130 150
(140*)
C 120/140 160/240 115/160 180 160 240
D 141/165 185/250 130/185 205 185 265
E 166/210 185/250 155/230 240 230 275
H NA 70/120** 60/90** NA 90 90
CAT H (PinS) NA 70/120 60/90 NA 70 or 90 70 or 90

Vat : Speed at threshold based on 1.3 times stall
speed Vso or 1.23 times stall speed Vslg in the landing
configuration at maximum certificated landing mass.
(Not applicable to helicopters.)
* Maximum speed for reversal and racetrack proce-
dures.
** Maximum speed for reversal and racetrack proce-
dures up to and including 6000 ft is 100 kt/185 km/h,
and maximum speed for reversal and racetrack pro-
cedures above 6000 ft is 110 kt/205 km/h.
*** Helicopter point-in-space procedures based on
basic GNSS may be designed using maximum
speeds of 120 kt/220 km/h for initial and intermediate
segments and 90 kt/165 km/h on final and missed
approach segments, or 90 kt/165 km/h for initial and
intermediate segments and 70 kt/130 km/h on final
and missed approach segments based on opera-
tional need.

Table I-4-1-3. Rate of descent in the final approach segment of a procedure with no FAF
Rate of descent
Aircraft categories
Minimum Maximum
A, B 120 m/min 200 m/min
(394 ft/min) (655 ft/min)
C, D, E 180 m/min 305 m/min
(590 ft/min) (1000 ft/min)

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FLIGHT PROCEDURES (DOC 8168) - ARRIVAL AND APPROACH PROCEDURES q$i

Figure I-4-1-1. Segments of instrument approach

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 220 AIR TRAFFIC CONTROL 5 JUN 09

FLIGHT PROCEDURES (DOC 8168) - ARRIVAL AND APPROACH PROCEDURES q$i

Figure I-4-1-2. Relationship of obstacle clearance altitude/height (OCA/H) to decision

altitude/height (DA/H) for precision approaches
PRECISION APPROACH

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 5 JUN 09 AIR TRAFFIC CONTROL 221
FLIGHT PROCEDURES (DOC 8168) - ARRIVAL AND APPROACH PROCEDURES q$i

Figure I-4-1-3. Relationship of obstacle clearance altitude/height (OCA/H) to minimum descent altitude/
height (MDA/H) for non-precision approaches (example with a controlling obstacle in the final approach)
NON-PRECISION APPROACH

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q$z

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 222 AIR TRAFFIC CONTROL 5 JUN 09

FLIGHT PROCEDURES (DOC 8168) - ARRIVAL AND APPROACH PROCEDURES q$i

Figure I-4-1-4. Relationship of obstacle clearance altitude/height (OCA/H) to minimum

descent altitude/height (MDA/H) for visual manoeuvring (circling)
VISUAL MANOEUVRING (CIRCLING)

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2 ARRIVAL SEGMENT 2.2 PROTECTION OF THE ARRIVAL

SEGMENT
2.1 PURPOSE
2.2.1 The width of the protection area
2.1.1 A standard instrument arrival (STAR)
decreases from the “en-route” value until the “ini-
route permits transition from the en-route phase to
tial-approach” value with a maximum convergence
the approach phase.
angle of 30° each side of the axis.
2.1.2 When necessary or where an opera-
tional advantage is obtained, arrival routes from the
en-route phase to a fix or facility used in the proce-
dure are published.

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 5 JUN 09 AIR TRAFFIC CONTROL
FLIGHT PROCEDURES (DOC 8168) - ARRIVAL AND APPROACH PROCEDURES
2.2.2 This convergence begins at 46 km (25
NM) before the initial approach fix (IAF) if the length
of the arrival route is greater than or equal to 46 km
(25 NM). It begins at the starting point of the arrival
route if the length of the arrival route is less than 46
km (25 NM).
2.2.3 The arrival route normally ends at the IAF.
Omnidirectional or sector arrivals can be provided
taking into account minimum sector altitudes (MSA).
2.3 MINIMUM SECTOR ALTITUDES
(MSA)/TERMINAL ARRIVAL
ALTITUDES (TAA)
Minimum sector altitudes or terminal arrival altitudes
are established for each aerodrome and provide at
least 300 m (1000 ft) obstacle clearance within 46 km
(25 NM) of the navigation aid, initial approach fix or
intermediate fix associated with the approach proce-
dure for that aerodrome.
2.4 TERMINAL AREA RADAR (TAR)
When terminal area radar is employed, the aircraft
is vectored to a fix, or onto the intermediate or final
approach track, at a point where the approach may
be continued by the pilot by referring to the instrument
approach chart.
3 INITIAL APPROACH SEGMENT
3.1 GENERAL
3.1.1 Purpose
3.1.1.1 The initial approach segment begins
at the initial approach fix (IAF) and ends at the inter-
mediate fix (IF). In the initial approach, the aircraft has
left the en-route structure and is manoeuvring to enter
the intermediate approach segment.
3.1.1.2 Aircraft speed and configuration will
depend on the distance from the aerodrome, and the
descent required.
3.1.2 Maximum angle of interception of
initial approach segment
Normally track guidance is provided along the initial
approach segment to the IF, with a maximum angle
of interception of:
a. 90° for a precision approach; and
b. 120° for a non-precision approach.
3.1.3 Minimum obstacle clearance
The initial approach segment provides at least 300
m (1000 ft) of obstacle clearance in the primary area,
reducing laterally to zero at the outer edge of the sec-
ondary area.
3.2 TYPES OF MANOEUVRES
3.2.1 Where no suitable IAF or IF is available to
construct the instrument procedure in the form shown
in Figure I-4-3-1, a reversal procedure, racetrack or
holding pattern is required.
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3.2.2 Reversal procedure
3.2.2.1 The reversal procedure may be in the
form of a procedure or base turn. Entry is restricted
to a specific direction or sector. In these cases, a
specific pattern, normally a base turn or procedure
turn, is prescribed.
3.2.2.2 The directions and timing specified
should be strictly followed in order to remain within
the airspace provided. It should be noted that the
airspace provided for these procedures does not
permit a racetrack or holding manoeuvre to be con-
ducted unless so specified.
3.2.2.3 There are three generally recognized
manoeuvres related to the reversal procedure, each
with its own airspace characteristics:
a. 45°/180° procedure turn, starts at a facility or fix
and consists of:
1. a straight leg with track guidance. This
straight leg may be timed or may be limited
by a radial or DME distance;
2. a 45° turn;
3. a straight leg without track guidance. This
straight leg is timed. It is:
(a) 1 minute form the start of the turn for
Category A and B aircraft; and
(b) 1 minute 15 seconds from the start
of the turn for Category C, D and E
aircraft; and
4. a 180° turn in the opposite direction to inter-
cept the inbound track.
The 45°/180° procedure turn is an alternative to
the 80°/260° procedure turn unless specifically
excluded.
b. 80°/260° procedure turn, starts at a facility or fix
and consists of:
1. a straight leg with track guidance. This
straight leg may be timed or may be limited
by a radial or DME distance;
2. an 80° turn;
3. a 260° turn in the opposite direction to inter-
cept the inbound track.
The 80°/260° procedure turn is an alternative to
the 45°/180° procedure turn unless specifically
excluded.
NOTE: The duration of the initial outbound leg of
a procedure may be varied in accordance with
aircraft speed categories in order to reduce the
overall length of the protected area. In this case,
separate procedures are published.
c. Base turn, consisting of:
1. a specified outbound track and timing or
DME distance from a facility; followed by
2. a turn to intercept the inbound track.
The outbound track and/or the timing may be
different for the various categories of aircraft.
Where this is done, separate procedures are
published.
3.2.3 Racetrack procedure
3.2.3.1 A racetrack procedure consists of:
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 224 AIR TRAFFIC CONTROL
FLIGHT PROCEDURES (DOC 8168) - ARRIVAL AND APPROACH PROCEDURES
a. a turn from the inbound track through 180° from
overhead the facility or fix on to the outbound
track, for 1, 2 or 3 minutes; followed by
b. a 180° turn in the same direction to return to the
inbound track.
As an alternative to timing, the outbound leg may be
limited by a DME distance or intersecting radial/bear-
ing.
3.2.3.2 Entry into a racetrack procedure
Normally a racetrack procedure is used when aircraft
arrive overhead the fix from the various directions. In
these cases, aircraft are expected to enter the proce-
dure in a manner similar to that prescribed for a hold-
ing procedure entry with the following considerations:
a. offset entry from Sector 2 shall limit the time on
the 30° offset track to 1 min 30 s, after which
the pilot is expected to turn to a heading parallel
to the outbound track for the remainder of the
outbound time. If the outbound time is only 1
min, the time on the 30° offset track shall be 1
min also;
b. parallel entry shall not return directly to the facil-
ity without first intercepting the inbound track
when proceeding to the final segment of the
approach procedure; and
c. all manoeuvring shall be done in so far as pos-
sible on the manoeuvring side of the inbound
track.
NOTE: Racetrack procedures are used where suffi-
cient distance is not available in a straight segment to
accommodate the required loss of altitude and when
entry into a reversal procedure is not practical. They
may also be specified as alternatives to reversal
procedures to increase operational flexibility (in this
case, they are not necessarily published separately).
3.3 FLIGHT PROCEDURES FOR
RACETRACK AND REVERSAL
PROCEDURES
3.3.1 Entry
3.3.1.1 Unless the procedure specifies partic-
ular entry restrictions, reversal procedures shall be
entered from a track within ±30° of the outbound track
of the reversal procedure. However, for base turns,
where the ±30° direct entry sector does not include
the reciprocal of the inbound track, the entry sector is
expanded to include it.
3.3.1.2 For racetrack procedures, entry shall
be as specified in 3.2.3.2, “Entry into a racetrack pro-
cedure”, unless other restrictions are specified.
3.3.2 Speed restrictions
These may be specified in addition to, or instead of,
aircraft category restrictions. The speeds must not be
exceeded to ensure that the aircraft remains within
the limits of the protected areas.
3.3.3 Bank angle
Procedures are based on average achieved bank
angle of 25°, or the bank angle giving a rate of turn
of 3°/second, whichever is less.
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3.3.4 Descent
The aircraft shall cross the fix or facility and fly out-
bound on the specified track, descending as neces-
sary to the procedure altitude/height but no lower than
the minimum crossing altitude/height associated with
that segment. If a further descent is specified after the
inbound turn, this descent shall not be started until
the aircraft is established on the inbound track. An
aircraft is considered established when it is:
a. within half full scale deflection for the ILS and
VOR; or
b. within ±5° of the required bearing for the NDB.
3.3.5 Outbound timing racetrack procedure
3.3.5.1 When the procedure is based on a
facility, the outbound timing starts:
a. from abeam the facility; or
b. on attaining the outbound heading whichever
comes later.
3.3.5.2 When the procedure is based on fix,
the outbound timing starts from attaining the out-
bound heading.
3.3.5.3 The turn on to the inbound track
should be started:
a. within the specified time (adjusted for wind); or
b. when encountering any DME distance; or
c. when the radial/bearing specifying a limiting dis-
tance has been reached, whichever occurs first.
3.3.6 Wind effect
3.3.6.1 To achieve a stabilized approach, due
allowance should be made in both heading and tim-
ing to compensate for the effects of wind so that the
aircraft regains the inbound track as accurately and
expeditiously as possible. In making these correc-
tions, full use should be made of the indications avail-
able from the aid and from estimated or known winds.
This is particularly important for slow aircraft in high
wind conditions, when failure to compensate may ren-
der the procedure unflyable (i.e. the aircraft may pass
the fix before establishing on the inbound track) and
it could depart outside the protected area).
3.3.6.2 When a DME distance or radial/bear-
ing is specified, it shall not be exceeded when flying
on the outbound track.
3.3.7 Descent rates
The specified timings and procedure altitudes are
based on rates of descent that do not exceed the
values shown in Table I-4-3-1.
3.3.8 Shuttle
A shuttle is normally prescribed where the descent
required between the end of initial approach and
the beginning of final approach exceeds the values
shown in Table I-4-3-1.
NOTE: A shuttle is descent or climb conducted in a
holding pattern.
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3.3.9 Dead reckoning (DR) segment intersect the localizer at 45° and will not be more than
Where an operational advantage can be obtained, an 19 km (10 NM) in length. The point of interception is
ILS procedure may include a dead reckoning (DR) the beginning of the intermediate segment and will
segment from a fix to the localizer. The DR track will allow for proper glide path interception.

Table I-4-3-1. Maximum/minimum descent rate to be specified on a reversal or racetrack procedure

Outbound track Maximum* Minimum*
Category A/B 245 m/min (804 ft/min) N/A
Category C/D/E/H 365 m/min (1197 ft/min) N/A
Inbound track Maximum* Minimum*
Category A/B 200 m/min (655 ft/min) 120 m/min (394 ft/min)
Category H 230 m/min (755 ft/min) N/A
Category C/D/E 305 m/min (1000 ft/min) 180 m/min (590 ft/min)

* Maximum/minimum descent for 1 minute nominal outbound time in m (ft)

Figure I-4-3-1. Types of reversal and racetrack procedures

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 226 AIR TRAFFIC CONTROL 5 JUN 09

FLIGHT PROCEDURES (DOC 8168) - ARRIVAL AND APPROACH PROCEDURES q$i

Figure I-4-3-2. Direct entry to procedure turn

1243254932000

Figure I-4-3-3. Direct entry to base turn

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Figure I-4-3-4. Example of omnidirectional arrival using a holding procedure in

association with a reversal procedure

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© JEPPESEN, 2002, 2009. ALL RIGHTS RESERVED.

 5 JUN 09 AIR TRAFFIC CONTROL
FLIGHT PROCEDURES (DOC 8168) - ARRIVAL AND APPROACH PROCEDURES
Figure I-4-3-5. Dead reckoning segment
4 INTERMEDIATE APPROACH
SEGMENT
4.1.1 Purpose
This is the segment during which the aircraft speed
and configuration should be adjusted to prepare
the aircraft for final approach. For this reason, the
descent gradient is kept as shallow as possible.
4.1.2 Minimum obstacle clearance
During the intermediate approach, the obstacle clear-
ance requirement reduces from 300 m (984 ft) to 150
m (492 ft) in the primary area, reducing laterally to
zero at the outer edge of the secondary area.
4.1.3 Beginning and end of the segment
Where a final approach fix (FAF) is available, the
intermediate approach segment begins when the air-
craft is on the inbound track of the procedure turn,
base turn or final inbound leg of the racetrack proce-
dure. It ends at the FAF or final approach point (FAP),
as applicable.
NOTE: Where no FAF is specified, the inbound track
is the final approach segment.
5 FINAL APPROACH SEGMENT
5.1.1 Purpose
This is the segment in which alignment and descent
for landing are made. Final approach may be made to
a runway for a straight-in landing or to an aerodrome
for a visual manoeuvre.
5.1.2 Types of final approach
The criteria for final approach vary according to the
type. These types are:
a. Non-precision approach (NPA) with final
approach fix (FAF);
b. NPA without FAF;
c. Approach with vertical guidance (APV); and
d. Precision approach (PA).
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1243254932000
5.2 NPA WITH FAF
5.2.1 FAF location
This segment begins at a facility or fix, called the
final approach fix (FAF) and ends at the missed
approach point (MAPt). The FAF is sited on the final
approach track at a distance that permits selection
of final approach configuration, and descent from
intermediate approach altitude/height to the appro-
priate MDA/H either for a straight-in approach or for
a visual circling. The optimum distance for locating
the FAF relative to the threshold is 9.3 km (5.0 NM).
The maximum length should not normally be greater
than 19 km (10 NM). The minimum length is equal to
5.6 km (3.0 NM) and this value may be increased if
required in case of a turn at the FAF for category D,
DL and E aircraft.
5.2.2 Optimum descent gradient/Maximum
descent gradient
5.2.2.1 Compatible with the primary safety
consideration of obstacle clearance, a non-preci-
sion approach provides the optimum final approach
descent gradient of 5.2 per cent, or 3°, providing a
rate of descent of 52 m per km (318 ft per NM).
5.2.2.2 Information provided in approach
charts displays the optimum constant approach
slope.
5.2.2.3 The maximum descent gradient for
non-precision procedures with FAF is:
– 6.5 per cent for Cat A and B aircraft (Cat H: 10 per
cent); and
– 6.1 per cent for Cat C, D and E aircraft
Non-standard procedures published with a final
approach descent gradient/angle greater than these
values shall be subject to an aeronautical study and
require a special approval by the national competent
authority.
© JEPPESEN, 2002, 2009. ALL RIGHTS RESERVED.
 228 AIR TRAFFIC CONTROL
FLIGHT PROCEDURES (DOC 8168) - ARRIVAL AND APPROACH PROCEDURES
5.2.3 Standard operating procedures (SOPs)
Operators shall include in their SOPs specific guid-
ance for using on-board technology with ground-base
aids, such as distance measuring equipment (DME),
in order to facilitate the execution of optimum con-
stant approach slope descents during non-precision
approaches.
5.2.4 FAF Crossing
The FAF is crossed at the procedure altitude/height
in descent but no lower than the minimum crossing
altitude associated with FAF under international stan-
dard atmosphere (ISA) conditions. The descent is
normally initiated prior to the FAF in order to achieve
the prescribed descent gradient/angle. Delaying the
descent until reaching the FAF at the procedure alti-
tude/height will cause a descent gradient/angle to be
greater than 3°. The descent gradient/angle is pub-
lished to the nearest one-tenth of a degree for chart
presentation an to the nearest one-hundredth of a
degree for database coding purposes. Where range
information is available, descent profile information is
provided.
5.2.5 Stepdown fixes
5.2.5.1 A stepdown fix may be incorporated
in some non-precision approach procedures. In this
case, two OCA/H values are published:
a. a higher value applicable to the primary proce-
dure; and
b. a lower value applicable only if the stepdown fix
is positively identified during the approach.
5.2.5.2 Normally only one stepdown fix is
specified. However, in the case of a VOR/DME pro-
cedure several DME fixes may be depicted, each
with its associated minimum crossing altitude.
5.2.5.3 Procedure design caters to a maxi-
mum final approach flight descent path after the fix of
15 per cent (Category H, 15 per cent or descent gra-
dient of the nominal track multiplied by 2.5, whichever
is greater).
5.2.5.5 Stepdown fix with DME
Where a stepdown procedure using a suitably located
DME is published, the pilot shall not begin descent
until established on the specified track. Once estab-
lished on track, the pilot shall begin descent while
maintaining the aeroplane on or above the published
DME distance / height requirements.
NOTE: The use of DME provides an additional check
for en-route radar descent distances.
5.3 NPA WITHOUT FAF
5.3.1 Sometimes an aerodrome is served by a
single facility located on or near the aerodrome, and
no other facility is suitably situated to form a FAF. In
this case, a procedure may be designed where the
facility is both the IAF and the MAPt.
5.3.2 These procedures indicate:
a. a minimum altitude/height for a reversal proce-
dure or racetrack; and
b. an OCA/H for final approach.
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5 JUN 09
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5.3.3 In the absence of a FAF, descent to
MDA/H is made once the aircraft is established
inbound on the final approach track. Procedure alti-
tudes/heights will not be developed for non-precision
approach procedures without a FAF.
5.3.4 In procedures of this type, the final
approach track cannot normally be aligned on the
runway centre line. Whether OCA/H for straight-in
approach limits are published or not depends on the
angular difference between the track and the runway
and position of the track with respect to the runway
threshold.
5.4 PRECISION APPROACH
5.4.1 Final approach point (FAP)
The final approach segment begins at the final
approach point (FAP). This is a point in space on
the final approach track where the intermediate
approach altitude/height intercepts the nominal glide
path/microwave landing system (MLS) elevation
angle.
5.4.2 Final approach length
5.4.2.1 The intermediate approach alti-
tude/height generally intercepts the glide path/MLS
elevation angle at heights from 300m (1000 ft) to
900m (3000 ft) above runway elevation. In this case,
for a 3° glide path, interception occurs between 6 km
(3 NM) and 19 km (10 NM) from the threshold.
5.4.2.2 The intermediate approach track or
radar vector is designed to place the aircraft on the
localizer or the MLS azimuth specified for the final
approach track at an altitude/height that is below the
nominal glide path/MLS elevation angle.
5.4.3 Outer marker/DME fix
5.4.3.1 The final approach area contains a fix
or facility that permits verification of the glide path/
MLS elevation angle/altimeter relationship. The outer
marker or equivalent DME fix is normally used for this
purpose. Prior to crossing the fix, descent may be
made on the glide path/MLS elevation angle to the
altitude/height of the published fix crossing.
5.4.3.2 Descent below the fix crossing alti-
tude/height should not be made prior to crossing the
fix.
5.4.3.3 It is assumed that the aircraft altimeter
reading on crossing the fix is correlated with the pub-
lished altitude, allowing for altitude error and altimeter
tolerances.
NOTE: Pressure altimeters are calibrated to indicate
true altitude under ISA conditions. Any deviation from
ISA will therefore result in an erroneous reading on
the altimeter. If the temperature is higher than ISA,
then the true altitude will be higher than the figure
indicated by the altimeter. Similarly, the true altitude
will be lower when the temperature is lower than ISA.
The altimeter error may be significant in extremely
cold temperatures.
© JEPPESEN, 2002, 2009. ALL RIGHTS RESERVED.
 5 JUN 09 AIR TRAFFIC CONTROL 229
FLIGHT PROCEDURES (DOC 8168) - ARRIVAL AND APPROACH PROCEDURES q$i

5.4.3.4 In the event of loss of glide path/MLS – minimum: 2.5°

elevation angle guidance during the approach, the
procedure becomes a non-precision approach. The
OCA/H and associated procedure published for the
glide path/MLS elevation angle inoperative case will
then apply.
5.5 DETERMINATION OF DECISION
ALTITUDE (DA) OR DECISION
HEIGHT (DH)
5.5.1 In addition to the physical characteristics
of the ILS/MLS/GBAS installation, the procedures
specialist considers obstacles both in the approach
and in the missed approach areas in the calculation
of the OCA/H for a procedure. The calculated OCA/H
is the height of the highest approach obstacle or
equivalent missed approach obstacle, plus an air-
craft category related allowance.
5.5.2 In assessing these obstacles the opera-
tional variables of the aircraft category, approach cou-
pling, category of operation and missed approach
climb performance are considered. The OCA/H val-
ues, as appropriate, are promulgated on the instru-
ment approach chart for those categories of aircraft
for which the procedure is designed. OCA/H values
are based on the standard conditions (among others)
listed in the sub-paragraphs that follow.
5.5.2.1 Aircraft dimensions: See Table I-4-5-1.
5.5.2.2 ILS:
a. Category I flown with pressure altimeter;
b. Category II flown with radio altimeter and flight
director;
c. missed approach climb gradient is 2.5 per cent;
and
d. glide path angle:
– optimum: 3.0°
– maximum: 3.5° (3° for Category II/III opera-
tions).
5.5.5.2 The protection area assumes that the
pilot does not normally deviate from the centre line
more than halfscale deflection after being established
on track. Thereafter the aircraft should adhere to the
on-course, on-glide path/elevation angle position
since a more than half course sector deflection or
a more than half course fly-up deflection combined
with other allowable system tolerances could place
the aircraft in the vicinity of the edge or bottom of
the protected airspace where loss of protection from
obstacles can occur.
5.5.6 Operators must consider weight, altitude
and temperature limitations and wind velocity when
determining the DA/H for a missed approach, since
the OCA/H might be based on an obstacle in the
missed approach area and since advantage may
be taken of variable missed approach climb perfor-
mances.
5.5.7 Unless otherwise noted on the instrument
approach chart, the nominal missed approach climb
gradient is 2.5 per cent.
5.5.8 Table I-4-5-2 shows the allowance used
by the procedures specialist for vertical displacement
during initiation of a missed approach. It takes into
account type of altimeter used and the height loss due
to aircraft characteristics.
5.5.9 It should be recognized that no allowance
has been included in the table for any abnormal mete-
orological conditions; for example, wind shear and
turbulence.

Table I-4-5-1. Aircraft dimensions

Vertical distance between the flight paths of
Aircraft category Wing span (m)
the wheels and the GP antenna (m)
H 30 3
A, B 60 6
C, D 65 7
DL 80 8

NOTE: OCA/H for DL aircraft is published when necessary

Table I-4-5-2. Height loss/altimeter margin

Margin using radio altimeter Margin using pressure altimeter
Aircraft category – Vat
Metres Feet Metres Feet
A – 90 kt (169 km/h) 13 42 40 130
B – 120 kt (223 km/h) 18 59 43 142
C – 140 kt (260 km/h) 22 71 46 150
D – 165 kt (306 km/h) 26 85 49 161

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 230 AIR TRAFFIC CONTROL 5 JUN 09

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Figure I-4-5-1. Stepdown fix

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5.6 OBSTACLE FREE ZONE
5.6.1 For precision approaches, an obstacle
free zone has been established for Category II and
III operations to provide protection in the event of a
balked landing.
5.6.2 For Category I operations, an obstacle
free zone may be provided.
5.6.3 If an obstacle free zone is not provided,
then it is indicated.
6 MISSED APPROACH SEGMENT
6.1.1 During the missed approach phase of the
instrument approach procedure, the pilot is faced
with the demanding task of changing the aircraft
configuration, attitude and altitude. For this reason,
the design of the missed approach has been kept
as simple as possible and consists of three phases
(initial, intermediate and final).
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6.1.2 Purpose. Only one missed approach pro-
cedure is established for each instrument approach
procedure. It is designed to provide protection from
obstacle throughout the missed approach manoeu-
vre. It specifies a point where the missed approach
begins, an a point or an altitude/height where it ends.
6.1.3 The missed approach should be initiated
not lower than the decision altitude/height (DA/H) in
precision approach procedures, or at a specified point
in non-precision approach procedures not lower than
the minimum descent altitude/height (MDA/H).
6.1.4 It is expected that the pilot will fly the
missed approach procedure as published. If a
missed approach is initiated before arriving at the
missed approach point (MAPt), the pilot will normally
proceed to the MAPt (or to the middle marker fix
or specified DME distance for precision approach
procedures) and then follow the missed approach
procedure in order to remain within the protected
airspace.

© JEPPESEN, 2002, 2009. ALL RIGHTS RESERVED.

 5 JUN 09 AIR TRAFFIC CONTROL
FLIGHT PROCEDURES (DOC 8168) - ARRIVAL AND APPROACH PROCEDURES
NOTE 1: This does not preclude flying over the MPAt
at an altitude/height greater than that required by the
procedure.
NOTE 2: In the case of a missed approach with a
turn at an altitude/height, when an operational need
exists, an additional protection is provided for the
safeguarding of early turns. When it is not possible, a
note is published on the profile view of the approach
chart to specify that turns must not commence before
the MAPt (or before an equivalent point in the case
of a precision approach).
6.1.5 The MAPt in a procedure may be defined
by:
a. the point of intersection of an electronic glide
path with the applicable DA/H in APV or preci-
sion approaches; or
b. a navigational facility, a fix, or a specified
distance from the final approach fix (FAF) in
non-precision approaches.
When the MAPt is defined by a navigational facility
or a fix, the distance from the FAF to the MAPt is nor-
mally published as well, and may be used for timing to
the MAPt. In all cases where timing may not be used,
the procedure is annotated “timing not authorized for
defining the MAPt”.
NOTE: Timing from the FAF based on ground speed
may also be used to assist the planning of a stabilized
approach.
Figure I-4-6-1. Missed approach phases
6.2 INITIAL PHASE
The initial phase begins at the MAPt and ends at the
start of climb (SOC). This phase requires the con-
centrated attention of the pilot on establishing the
climb and the changes in aeroplane configuration. It is
assumed that guidance equipment is not extensively
utilized during these manoeuvres, and for this reason,
no turns are specified in this phase.
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6.1.6 If upon reaching the MAPt the required
visual reference is not established, the procedure
requires that a missed approach be initiated at once
in order to maintain protection from obstacles.
6.1.7 Missed approach gradient
6.1.7.1 Normally procedures are based on a
minimum missed approach climb gradient of 2.5 per
cent. A gradient of 2 per cent may be used in the
procedure construction if the necessary survey and
safeguarding have been provided. With the approval
of the appropriate authority, gradients of 3, 4 or 5
per cent may be used for aircraft whose climb perfor-
mance permits an operational advantage to be thus
obtained.
6.1.7.2 When a gradient other than a 2.5
per cent is used, this is indicated on the instrument
approach chart. In addition to the OCA/H for this gra-
dient, the OCA/H applicable to the nominal gradient
will also be shown.
6.1.7.3 Special conditions. It is emphasized
that a missed approach procedure which is based
on the nominal climb gradient of 2.5 per cent can-
not be used by all aeroplanes when operating at or
near maximum certificated gross mass and engine-
out conditions. The operation of aeroplanes under
these conditions needs special consideration at aero-
dromes which are critical due to obstacles on the
missed approach area. This may result in a special
procedure being established with a possible increase
in the DA/H or MDA/H.
1243254932000
6.3 INTERMEDIATE PHASE
6.3.1 The intermediate phase begins at the
SOC. The climb is continued, normally straight
ahead. It extends to the first point where 50 m (164
ft) obstacle clearance is obtained and can be main-
tained.
6.3.2 The intermediate missed approach track
may be changed by a maximum of 15° from that of
the initial missed approach phase. During this phase,
it is assumed that the aircraft begins track corrections.
© JEPPESEN, 2002, 2009. ALL RIGHTS RESERVED.
 232 AIR TRAFFIC CONTROL
FLIGHT PROCEDURES (DOC 8168) - ARRIVAL AND APPROACH PROCEDURES
6.4 FINAL PHASE
6.4.1 The final phase begins at the point where
50m (164 ft) obstacle clearance is first obtained and
can be maintained. It extends to the point where a
new approach, holding or a return to en-route flight is
initiated. Turns may be prescribed in this phase.
6.4.2 Turning missed approach
6.4.2.1 Turns in a missed approach procedure
are only prescribed where terrain or other factors
make a turn necessary.
6.4.2.2 If a turn from the final approach track
is made, a specially constructed turning missed
approach area is specified.
6.4.3 Airspeed
6.4.3.1 The protected airspace for turns is
based on the speeds for final missed approach.
6.4.3.2 However, where operationally
required to avoid obstacles, the IAS as slow as
for intermediate missed approach may be used. In
this case, the instrument approach chart contains
the following note: “Missed approach turn limited to
... km/h (kt) IAS maximum”.
6.4.3.3 In addition, where an obstacle is
located early in the missed approach procedure,
the instrument approach chart is annotated “Missed
approach turn as soon as operationally practicable
to ... heading”.
NOTE: Flight personnel are expected to comply with
such annotations on approach charts and to execute
the appropriate manoeuvres without undue delay.
6.4.4 Turn parameters
The following parameters are specific to turning
missed approaches:
a. bank angle: 15° average achieved;
b. speed: see 6.4.3, “Airspeed”;
c. wind: where statistical data are available, a
maximum 95 per cent probability on omnidi-
rectional basis is used. Where no data are
available, omnidirectional wind of 56 km/h (30
kt) is used; and
d. flight technical tolerances:
1. pilot reaction time: 0 to +3 s; and
2. bank establishment time: 0 to +3 s.
7 VISUAL MANOEUVRING
(CIRCLING) AREA
7.1 PURPOSE
7.1.1 Visual maneuvering (circling) is the term
used to describe the phase of flight after an instru-
ment approach has been completed. It brings the air-
craft into position for landing on a runway which is
not suitably located for straight-in approach, i.e. one
where the criteria for alignment or descent gradient
cannot be met.
7.2 VISUAL FLIGHT MANOEUVRE
7.2.1 A circling approach is a visual flight
manoeuvre. Each circling situation is different
because of variables such as runway layout, final
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5 JUN 09
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approach track, wind velocity and meteorological
conditions. Therefore, there can be no single proce-
dure designed that will cater for conducting a circling
approach in every situation.
7.2.2 After initial visual contact, the basic
assumption is that the runway environment should
be kept in sight while at minimum descent alti-
tude/height (MDA/H) for circling. The runway envi-
ronment includes features such as the runway
threshold or approach lighting aids or other markings
identifiable with the runway.
7.3 PROTECTION
7.3.1 The visual manoeuvring (circling) area
The visual manoeuvring area for a circling approach
is determined by drawing arcs centred on each run-
way threshold and joining those arcs with tangent
lines. The radius of the arcs is related to:
a. aircraft category;
b. speed: speed for each category in Chapter 1,
1.3.5;
c. wind speed: 46 km/h (25 kt) throughout the
turn; and
d. bank angle: 20° average or 3° per second,
whichever requires less bank.
7.3.2 Obstacle clearance
When the visual manoeuvring (circling) area has
been established, the obstacle clearance alti-
tude/height (OCA/H) is determined for each category
of aircraft.
NOTE: The information in Table I-4-7-3 should not be
construed as operating minima.
7.3.3 Minimum descent altitude/height
(MDA/H)
When the OCA/H is established, an MDA/H is also
specified to allow for operational considerations.
Descent below MDA/H should not be made until:
a. visual reference has been established and can
be maintained;
b. the pilot has the landing threshold in sight; and
c. the required obstacle clearance can be main-
tained and the aircraft is in a position to carry
out a landing.
7.3.4 Visual manoeuvring (circling)
area exclusions
7.3.4.1 A sector in the circling area where a
prominent obstacle exists may be ignored for OCA/H
calculations if it is outside the final approach and
missed approach areas.
7.3.4.2 When this option is exercised, the pub-
lished procedure prohibits circling within the entire
sector in which the obstacle is located (see Figure
I-4-7-2).
© JEPPESEN, 2002, 2009. ALL RIGHTS RESERVED.
 24 JUL 09 AIR TRAFFIC CONTROL 233
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7.4 MISSED APPROACH PROCEDURE 7.5.3 Protection area associated with

WHILE CIRCLING the prescribed track
7.4.1 If visual reference is lost while circling The protection area is based on a corridor with a con-
to land from an instrument approach, the missed stant width (Table I-4-7-4), centred on the nominal
approach specified for that particular procedure track. The corridor starts at the “divergence” point and
shall be followed. The transition from the visual (cir- follows the track, including a go-around for a second
cling) manoeuvre to the missed approach should visual manoeuvring with prescribed track.
be initiated by a climbing turn, within the circling 7.5.4 Minimum obstacle clearance
area, towards the landing runway, to return to the (MOC) and OCA/H
circling altitude or higher, immediately followed by
interception and execution of the missed approach The OCA/H for visual manoeuvring on prescribed
procedure. The indicated airspeed during these tracks provides the minimum obstacle clearance
manoeuvres shall not exceed the maximum indi- (MOC) over the highest obstacle within the pre-
cated airspeed associated with visual manoeuvring. scribed track area. It also conforms to the limits
specified in Table I-4-7-3 and is not less than the
7.4.2 The circling manoeuvre may be carried OCA/H calculated for the instrument approach pro-
out in more than one direction. For this reason, dif- cedure which leads to the visual manoeuvre.
ferent patterns are required to establish the aircraft
on the prescribed missed approach course depend- 7.5.5 Visual aids
ing on its position at the time visual reference is lost. Visual aids associated with the runway used for the
prescribed track (i.e. sequenced flashing lights, PAPI,
7.5 VISUAL MANOEUVRING USING VASIS, etc.) are shown on the chart with their main
PRESCRIBED TRACK characteristics (i.e. slope of the PAPI or VASIS).
7.5.1.1 In those locations where clearly Lighting on obstacles is specified on the chart.
defined visual features permit (and if it is opera-
tionally desirable), a State may prescribe a specific Table I-4-7-2. Example of determining radii
track for visual manoeuvring in addition to the circling for visual manoeuvring (circling) area for
area. aerodromes at 1000 ft MSL
Aircraft
7.5.1.2 Since visual manoeuvring with a pre-
cate- A/100 B/135 C/180 D/205 E/240
scribed track is intended for use where specific terrain
gory/ kt kt kt kt kt
features warrant such a procedure, it is necessary
IAS
for the flight crew to be familiar with the terrain and
visual cues to be used in weather conditions above TAS at 131 168 215 242 279
the aerodrome operating minima prescribed for this 2000 ft
procedure. MSL +
25 kt
7.5.1.3 This procedure is based on the aircraft wind
speed category. It is published on a special chart on
Turn 0.69 1.13 1.85 2.34 3.12
which the visual features used to define the track,
radius
or other characteristic features near the track, are
(nm)
shown.
Straight 0.3 0.4 0.5 0.6 0.7
7.5.1.4 Note that in this procedure: segment
a. navigation is primarily by visual reference and (nm)
any radio navigation information presented is Radius 1.68 2.66 4.2 5.28 6.94
advisory only; and from
b. the missed approach for the normal instrument thresh-
procedure applies, but the prescribed tracks pro- old (nm)
vide for manoeuvring to allow for a go-around
and to achieve a safe altitude/height thereafter Table I-4-7-3. OCA/H for visual manoeuvring
(joining the downwind leg of the prescribed track (circling) approach
procedure or the instrument missed approach
trajectory). Aircraft Obstacle Lowest Minimum
category clearance OCH AAL Visibility
7.5.2.2 The direction and the length of each
segment are defined. If a speed restriction is pre- A 295 ft/90 m 394 ft/120 1.0 nm/1.9
scribed, it must be published on the chart. m km
B 295 ft/90 m 492 ft/150 1.5 nm/2.8
7.5.2.4 When a minimum altitude/height is m km
specified at the beginning of the segment, the length
of the final segment is adjusted, if necessary, tak- C 394 ft/120 591 ft/180 2.0 nm/3.7
ing into account the descent gradient/angle. This m m km
descent gradient/angle is indicated on the chart. D 394 ft/120 689 ft/210 2.5 nm/4.6
m m km
E 492 ft/150 787 ft/240 3.5 nm/6.5
m m km

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 234 AIR TRAFFIC CONTROL 24 JUL 09

FLIGHT PROCEDURES (DOC 8168) - ARRIVAL AND APPROACH PROCEDURES q$i

Table I-4-7-4. Semi-width of the corridor

Aircraft
A B C D E
Category
Semi-width 4593 ft/1400 m 4921 ft/1500 m 5905 ft/1800 m 6890 ft/2100 m 8530 ft/2600 m

Figure I-4-7-1. Visual manoeuvring (circling approach) area

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Figure I-4-7-2. Visual manoeuvring (circling) area — prohibition on circling

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© JEPPESEN, 2002, 2009. ALL RIGHTS RESERVED.

 5 JUN 09 AIR TRAFFIC CONTROL
FLIGHT PROCEDURES (DOC 8168) - ARRIVAL AND APPROACH PROCEDURES
Figure I-4-7-4. Area
8 CHARTING/AERONAUTICAL
INFORMATION PUBLICATION (AIP)
8.2 CHARTED ALTITUDE/FLIGHT
LEVELS
In addition to minimum IFR altitudes established for
each segment of the procedure, procedure altitudes/
heights will also be provided. Procedure altitudes/
heights will, in all cases, be at or above any minimum
crossing altitude associated with the segment. Pro-
cedure altitude/height will be established taking into
account the air traffic control needs for that phase of
flight.
8.4.1.1 The descent gradient(s)/angles used
in the construction of the procedure are published for
the final approach segment.
8.4.1.2 Where the distance information is
available, descent profile advisory information for the
final approach should be provided to assist the pilot
to maintain the calculated descent gradient. This
should be a table showing altitudes/heights through
which the aircraft should be passing at each 2 km or
1 NM as appropriate.
8.4.3.1 An obstacle clearance altitude (OCA)
and/or an obstacle clearance height (OCH) is pub-
lished for each instrument approach and circling pro-
cedure.
8.4.3.2 A straight-in OCA/H is not published
where the final approach alignment or descent gra-
dient criteria are not met. In this case, only circling
OCA/H are published.
8.4.3.3 Procedures that require the use of
forecast altimeter setting are so annotated on the
approach charts.
8.4.4.1 Only one missed approach procedure
is published for each approach procedure.
8.4.4.2 If the missed approach point (MAPt) is
defined by a facility or fix at the MAPt, the procedure
will be annotated “Timing not authorized for defining
the MAPt”.
8.4.4.4 The OCA/H for the nominal 2.5 per
cent is always published on the instrument approach
chart (IAC). If additional gradients are specified in the
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1243254932000
construction of the missed approach procedure, they
and their associated OCA/H values are published as
alternative options.
8.4.4.5 Where operationally required to avoid
obstacles, reduced speeds as slow as the IAS for
intermediate missed approach may be used. In such
cases, the procedure is annotated “Missed approach
turn limited to ... km/h (kt) IAS maximum”.
8.4.4.6 When a gradient other than the nomi-
nal gradient is used in the construction of the missed
approach procedure, this is indicated in the IAC and,
in addition to the OCA/H for the specific gradient,
the OCA/H applicable to the nominal gradient is also
shown.
8.4.5.1 A sector in the circling area where a
prominent obstacle exists may be ignored for OCA/H.
8.4.5.2 When this option is exercised, the pub-
lished procedure will prohibit the pilot from circling
within the total sector where the obstacle exists.
8.4.6.4 Departure routes are labeled as RNAV
only when that is the primary means of navigation
utilized.
8.4.6.6 When procedures are identified as
“RNAV”, any of the following navigation sensors can
be used: basic GNSS, DME/DME or VOR/DME.
However, some procedures may identify specific
sensor(s) that are required for the procedure, or sep-
arate procedures may be published, each identifying
a permitted sensor.
NOTE: Unless otherwise stated, all waypoints are
fly-by waypoints.
8.4.7 Descent gradients/angles for charting
Descent gradients/angles for charting shall be
promulgated to the nearest one-tenth of a per
cent/degree. Descent gradient/angles shall originate
at a point 15 m (50 ft) above the landing runway
threshold. For precision approaches, different origi-
nation points may apply. Earth curvature is not con-
sidered in determining the descent gradient/angle.
8.4.8 Descent angles for database coding
Paragraph 8.4.7 applies, except only to descent
angles and that the angles shall be published to the
nearest one hundredth of a degree.
© JEPPESEN, 2002, 2009. ALL RIGHTS RESERVED.
 236 AIR TRAFFIC CONTROL
FLIGHT PROCEDURES (DOC 8168) - ARRIVAL AND APPROACH PROCEDURES
8.4.9.1 The descent path reaches a certain
altitude at the FAF. In order to avoid overshooting
the descent path, the FAF published procedure alti-
tude/height should be 15 m (50 ft) below this alti-
tude. The procedure altitude/height shall not be less
than the OCA/H of the segment preceding the final
approach segment.
8.4.9.2 Both the procedure altitude/height
and the minimum altitude for obstacle clearance
shall be published. In no case will the procedure
altitude/height be lower than any minimum alti-
tude/height for obstacle clearance.
8.4.9.3 The designed stabilized descent path
will clear the stepdown fix minimum obstacle clear-
ance altitude.
8.5 PROCEDURE NAMING FOR
ARRIVAL AND APPROACH CHARTS
8.5.1.2 Procedure identification
8.5.1.2.1 General. The procedure identifica-
tion shall only contain the name describing the type of
radio navigation aid providing the final approach lat-
eral guidance. Precision approach systems such as
ILS or MLS shall be identified by the system name
(ILS, MLS, etc.). If two radio navigation aids are used
for final approach lateral guidance, the title shall only
include the last radio navigation aid used.
For example: If an NDB is used as the FAF, and a VOR
is used as the last navaid on the final approach to run-
way 06, the procedure shall be identified as VOR Rwy
06. If a VOR is used for the initial approach followed
by a final approach to Rwy 24 using an NDB, the pro-
cedure shall be identified as NDB Rwy 24.
8.5.1.2.2 Additional navaids. If additional
navigations aids are required (such as fix formations
or transition routes) for the approach procedure, they
shall be specified on the plan view of the chart, but
not in the title.
8.5.1.2.3 Multiple procedures. A single
approach chart may portray more than one approach
procedure when the procedures for the intermedi-
ate approach, final approach and missed approach
segments are identical. If more than one approach
procedure is depicted on the same chart, the title
shall contain the names of all the types of navigation
aids used for final approach lateral guidance, sepa-
rated by the word “or”. There shall be no more than
three types of approach procedure on one chart.
For example: ILS or NDB Rwy 35L
8.5.1.2.4 Helicopter approach shall be
identified by the navigation aid type used for final
approach guidance, followed by the final approach
track.
For example: VOR 235
8.5.1.2.5 Circling approach. When only cir-
cling minima are provided on a chart, the approach
procedure shall be identified by the last navaid pro-
viding final approach guidance followed by a single
letter, starting with the letter A. When there are two or
more approaches at an airport (or a nearby airport), a
different letter shall be used. If the IFR portion of the
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5 JUN 09
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procedure is the same but there are different circling
tracks for the same procedure, only one procedure
with one title should be promulgated and the different
circling procedures indicated in the procedure, only
one procedure with one title should be promulgated
and the different circling procedures indicated in the
procedure. The suffix letter shall not be used again
for any procedures at that airport, at any other airport
serving the same city, or at any other airport in the
same Stat, serving a city with the same name.
For example: VOR-A VOR-B NDB-C
8.5.1.3 Duplicate procedure identification
8.5.1.3.1 A single letter suffix, starting with
the letter Z, following the radio navigation aid type
shall be used if two or more procedures to the same
runway cannot be distinguished by the radio naviga-
tion aid type only.
For example: VOR Z Rwy 20 VOR Y Rwy 20
8.5.1.3.2 The single letter suffix shall be
used as follows:
a. when two or more navigation aids of the same
type are used to support different approaches
to the same runway;
b. when two or more missed approaches are asso-
ciated with a common approach, each approach
shall be identified by a single letter suffix;
c. if different approach procedures using the same
radio navigation type are provided for different
aircraft categories; and
d. if two or more arrivals are used to a common
approach and are published on different charts,
each approach shall be identified by a single let-
ter suffix. If additional radio navigation aids are
required for the arrival, they shall be specified on
the chart’s plan view.
For example:
ILS Z RWY 20 (“DNA VOR Arrival” shown in the
plan view)
ILS Y RWY 20 (“CAB VOR Arrival” shown in the
plan view)
8.5.1.4.1 All navigation equipment that is
required for the execution of the approach procedure
and not mentioned in the procedure identification
shall be identified in notes on the chart.
For example:
“VOR required” on an NDB approach.
“Dual ADF required” when required on an NDB
approach where two ADFs are required.
“When inbound from XXX NDB, change over to YYY
NDB at midpoint.”
“DME required” on a VOR/DME arc approach.
8.5.1.5 Minimum Boxes
The OCA/H for each aircraft category shall be pub-
lished in the minimum box on the chart. Where an
OCA/H is predicated on a specific navigation aid (e.g.
stepdown fixes), or a specific RNAV functionality (e.g.
LNAV/VNAV), or an RNP value, this shall be clearly
identified.
© JEPPESEN, 2002, 2009. ALL RIGHTS RESERVED.
 7 MAY 10 AIR TRAFFIC CONTROL 237
FLIGHT PROCEDURES (DOC 8168) - ARRIVAL AND APPROACH PROCEDURES q$i

Examples:
OCA/OCH CAT A CAT B CAT C CAT D CAT H
CAT I 210 ft (170 ft) 210 ft (170 ft) 220 ft (180 ft) 230 ft (190 ft) 210 ft (170 ft)
RNP 0.3 290 ft (250 ft) 290 ft (250 ft) 290 ft (250 ft) 290 ft (250 ft) 290 ft (250 ft)
LNAV/VNAV 560 ft (520 ft) 560 ft (520 ft) 560 ft (520 ft) 560 ft (520 ft) 560 ft (520 ft)
LNAV 710 ft (670 ft) 710 ft (670 ft) 710 ft (670 ft) 710 ft (670 ft) 710 ft (670 ft)
VOR/DME 740 ft (700 ft) 740 ft (700 ft) 740 ft (700 ft) 740 ft (700 ft) 740 ft (700 ft)
VOR 800 ft (760 ft) 800 ft (760 ft) 800 ft (760 ft) 800 ft (760 ft) 800 ft (760 ft)

Table I-4-8-1. Charted altitudes/flight levels

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Figure I-4-8-2. Procedure altitude/height vs. minimum altitudes with stepdown fix

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 5 JUN 09 AIR TRAFFIC CONTROL 239 q$i

FLIGHT PROCEDURES (DOC 8168) - EN-ROUTE CRITERIA

1.2 OBSTACLE CLEARANCE AREAS b. refined method: in the secondary area, the
1.2.1 In the simplified method, the obstacle obstacle clearance is reduced linearly from the
clearance area is divided into a central primary area full clearance at the inner edge to zero at the
and two lateral buffer areas. In the refined method, outer edge.
the obstacle clearance area is divided into a central 1.4.3 Minimum obstacle clearance altitude
primary area and two lateral secondary areas. The (MOCA). The MOCA is the minimum altitude for a
width of the primary area corresponds to 95 per cent defined segment that provides the required obstacle
probability of containment (2 SD). The total width of clearance. A MOCA is determined and published for
the area corresponds to 99.7 per cent probability of each segment of the route.
containment (3 SD).
1.5.1 Protection Areas associated with turns
1.2.2 Reductions to secondary area widths Turns can be executed overhead a facility or at a fix.
Secondary areas for en-route operations may be 1.5.2 Turn parameters
reduced when justified by factors such as:
The parameters which are common to all turns
a. relevant information on flight operational expe- appear in Table I-2-3-1 in Section 2, Chapter 3, “Turn
rience; Area Construction”. The following parameters are
b. regular flight inspection of facilities to ensure specific ton en-route turns:
better than standard signals; and/or a. altitude: an altitude at or above which the area
c. radar surveillance. is designed;
1.2.3 Area without track guidance b. indicated airspeed: 585 km/h (315 kt);
When track guidance is not provided, for example, c. wind: omnidirectional for the altitude h
outside the coverage of navigational facilities along w = (12 h + 87) km/h, where h is in kilometres,
the route, the primary area splays at an angle of 15° [w = (2 h + 47) kt, where h is in thousands of
from its width at the last point where track guidance feet]
was available. The width of the buffer area (simplified
or provided adequate statistical data are avail-
method) or the secondary area (refined method) is
able, the maximum 95 per cent probability
progressively reduced to zero, ending in an area with-
omnidirectional wind; and
out track guidance where the full minimum obstacle
clearance (MOC) is applied. d. flight technical tolerances:
1. maximum pilot reaction time: 10 s; and
1.2.4 Maximum area width
2. bank establishment time: 5 s.
There is no maximum area width for routes within the
coverage of the facilities defining the route. Outside
the coverage of the facilities defining the route, the
area splays at 15°.
1.2.5 Area minimum altitudes
1.2.5.1 Within each quadrant formed by the
parallels and meridians the area minimum altitude
shall be shown, except in areas of high altitude where
it is determined by the appropriate authority that true
north orientation of the chart is impractical.
1.2.5.2 In areas of high latitude where it is
determined by the appropriate authority that true
north orientation of the chart is impractical, the area
minimum altitude should be shown within each quad-
rant formed by reference lines of the grid used.
1.4 OBSTACLE CLEARANCE
1.4.1 The MOC value to be applied in the pri-
mary area for the en-route phase of an IFR flight is
300 m (1000 ft). In mountainous areas, this shall be
increased depending on:

Variation in terrain elevation MOC

Between 3000 ft (900 m ) 1476 ft (450 m)
and 5000 ft (1500 m)
Greater than 5000 ft (1500 m) 1969 ft (600 m)

1.4.2 The MOC to be applied outside the pri-

mary area is as follows:
a. simplified method: in the buffer area, the MOC is
equal to half the value of the primary area MOC;
and
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 5 JUN 09 AIR TRAFFIC CONTROL
FLIGHT PROCEDURES (DOC 8168) - HOLDING PROCEDURES
1 HOLDING CRITERIA
1.1.1 To ensure that aircraft remain in the pro-
tecting holding areas, pilots shall use established
error check procedures to reduce the effects of oper-
ating errors, data errors or equipment malfunction.
1.1.3 The procedures described in this chapter
are related to right turn holding patterns. For left turn
holding patterns, the corresponding entry and hold-
ing procedures are symmetrical with respect to the
inbound holding track.
1.3.1 Speeds
Holding patterns shall be entered and flown at or
below the airspeeds given in Table I-6-1-1.
NOTE: The speeds in given in Table I-6-1-1 are
rounded to the nearest multiple of five for operational
reasons. From the standpoint of operational safety,
these speeds are considered to be equivalent to the
unrounded originals.
1.3.2 Bank angle/rate of turn
All turns are to be made at a bank angle of 25° or at a
rate of 3° per second, whichever requires the lesser
bank.
1.3.3 Allowance for known wind
All procedures depict tracks. Pilots should attempt to
maintain the track by making allowance for known
wind by applying corrections both to heading and tim-
ing. This should be done during entry and while flying
in the holding pattern.
1.3.4 Start of outbound timing
Outbound timing begins over or abeam the fix,
whichever occurs later. If the abeam position cannot
be determined, start timing when turn to outbound is
completed.
1.3.5 Outbound leg length based on
a DME distance
If the outbound leg length is based on a DME dis-
tance, then the outbound leg terminates as soon as
the limiting DME distance is reached.
1.3.6 Limiting radials
1.3.6.1 In the case of holding away from the
station, where the distance from the holding fix to
the VOR/DME station is short, a limiting radial may
be specified. A limiting radial may also be specified
where airspace conservation is essential.
1.3.6.2 If the limiting radial is reached before
the limiting DME distance, this radial should be fol-
lowed until a turn inbound is initiated. The turn should
be initiated at the latest where the limiting DME dis-
tance is reached.
1.3.7 ATC notification
If for any reason a pilot is unable to conform to the
procedures for normal conditions, air traffic control
should be advised as early as possible.
1.4 ENTRY
1.4.1 The entry into the holding pattern shall be
according to heading in relation to the three entry sec-
tors shown in Figure I-6-1-2, recognizing a zone of
flexibility of 5° on either side of the sector boundaries.
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241 q$i
1.4.2 For holding on a VOR intersection, the
entry track is limited to the radials forming the inter-
section.
1.4.3 For holding on a VOR/DME fix, the entry
track is limited to:
a. the VOR radial;
b. the DME arc; or
c. the entry radial to a VOR/DME fix at the end of
the outbound leg, as published.
1.4.4 Sector 1 entry
Sector 1 procedure (parallel entry):
a. at the fix, the aircraft is turned left onto an
outbound heading for the appropriate period of
time; then
b. the aircraft is turned left onto the holding side to
intercept the inbound track or to return to the fix;
and then
c. on second arrival over the holding fix, the aircraft
is turned right to follow the holding pattern.
1.4.5 Sector 2 entry
Sector 2 procedure (offset entry):
a. at the fix, the aircraft is turned onto a heading to
make good a track making an angle of 30° from
the reciprocal of the inbound track on the holding
side; then
b. the aircraft will fly outbound:
1. for the appropriate period of time (see
1.4.9, “Time/distance outbound”), where
timing is specified; or
2. until the appropriate limiting DME distance
is reached, where distance is specified. If
a limiting radial is also specified, then the
outbound distance is determined either by
limiting DME distance or the limiting radial,
whichever comes first;
c. the aircraft is turned right to intercept the
inbound holding track; and
d. on second arrival over the holding fix, the aircraft
is turned right to follow the holding pattern.
1.4.6 Sector 3 entry
Sector 3 procedure (direct entry): Having reached the
fix, the aircraft is turned right to follow the holding
pattern.
1.4.7 DME arc entry
DME arc entry: at the fix, the aircraft shall enter the
holding pattern in accordance with either the Sector
1 or Sector 3 entry procedure.
1.4.8 Special entry procedure for
VOR/DME holding
NOTE: Where a special entry procedure is used, the
entry radial is clearly depicted.
1.4.9 Time/distance outbound
The still air time for flying the outbound entry heading
should not exceed:
a. one minute if at or below 4250 m (14000 ft); or
b. one and one-half minutes if above 4250 m
(14000 ft).
© JEPPESEN, 2002, 2009. ALL RIGHTS RESERVED.
 242 AIR TRAFFIC CONTROL 5 JUN 09

FLIGHT PROCEDURES (DOC 8168) - HOLDING PROCEDURES q$i

Where DME is available, the length of the outbound
leg may be specified in terms of distance instead of
time.
1.5.1 Still air condition
a. Having entered the holding pattern, on the sec-
ond and subsequent arrivals over the fix, the air-
craft turns to fly an outbound track which will
most appropriately position the aircraft for the
turn onto the inbound track;
b. It continues outbound:
1. where timing is specified:
(a) for one minute if at or below 4250 m
(14000 ft); or
(b) for one and one-half minutes if above
4250 m (14000 ft);
2. where distance is specified until the appro-
priate limiting DME distance is reached;
then
c. the aircraft turns so as to realign itself on the
inbound track.
1.5.2 Corrections for wind effect
Due allowance should be made in both heading and
timing to compensate for the effects of wind to ensure
the inbound track is regained before passing the hold-
ing fix inbound. In making these corrections, full use
should be made of the indications available from the
navaid and estimated or known wind.
1.5.3 Departing the pattern
When clearance is received specifying the time of
departure from the holding point, the pilot should
adjust the pattern within the limits of the established
holding procedure in order to leave the holding point
at the time specified.

Table IV-1-1 (or I-6-1-1 in PANS-OPS). Holding speeds — Categories A through E

Levels1 Normal conditions Turbulence conditions
425 km/h (230 kt)2 520 km/h (280 kt)3
Up to 4250 m (14000 ft) inclusive
315 km/h (170 kt)4 315 km/h (170 kt)4
Above 4250 m (14000 ft) to 6100 m 445 km/h (240 kt)5 520 km/h (280 kt)
(20000 ft) inclusive or
Above 6100 m (20000 ft ) to 10350 m 490 km/h (265 kt)5 0.8 Mach,
(34000 ft) inclusive
whichever is less3
Above 10350 m (34000 ft) 0.83 Mach 0.83 Mach
1. The levels shown represent altitudes or corresponding flight levels depending upon the altimeter setting
in use.
2. When the holding procedure is followed by the initial segment of an instrument approach procedure
promulgated at a speed higher than 425 km/h (230 kt), the holding should also be promulgated at this
higher speed wherever possible.
3. The speed of 520 km/h (280 kt) (0.8 Mach) reserved for turbulence conditions shall be used for holding
only after prior clearance with ATC, unless the relevant publications indicate that the holding area can
accommodate aircraft flight at these high holding speeds.
4. For holdings limited to CAT A and B aircraft only.
5. Wherever possible, 520 km/h (280 kt) should be used for holding procedures associated with airway
route structures.

Table IV-1-2. PANS-OPS Second Edition Holding Speeds Applicable to Many of

the Presently Published Holdings
Jet aircraft
Levels1 Propeller2 aircraft
Normal conditions Turbulence conditions
up to 1850 m inclusive 315 km/h 390 km/h
6000 ft (170 kt) (210 kt)
above 1850 m to 4250 m 315 km/h 405 km/h 520 km/h
inclusive (280 kt) or
(170 kt) (220 kt) 0.8 Mach whichever
6000 ft to 14000 ft is less3
above 4250 m 325 km/h 445 km/h
14000 ft (175 kt) (240 kt)
1. The levels tabulated represent altitudes or corresponding flight levels depending upon the altimeter setting
in use.

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 5 JUN 09 AIR TRAFFIC CONTROL 243
FLIGHT PROCEDURES (DOC 8168) - HOLDING PROCEDURES q$i

Table IV-1-2. PANS-OPS Second Edition Holding Speeds Applicable to Many of the
Presently Published Holdings (continued)
Jet aircraft
Levels1 Propeller2 aircraft
Normal conditions Turbulence conditions
2. Certain types of propeller aircraft may need to hold at higher speeds.
3. The speed of 520 km/h (280 kt) (0.8 Mach) reserved for turbulence conditions shall be used for holding
only after prior clearance with ATC, unless the relevant publications indicate that the holding area can
accommodate aircraft flying at these high holding speeds.
NOTE: Holdings calculated in accordance with the Second Edition criteria should not be flown at higher
holding speeds as the lateral limits of the holding area are larger when the holding speed is higher. The
obstacle clearance or separation may not be guaranteed when these holdings are flown at the new higher
holding speeds.

Table IV-1-3. Holding Speeds Per U.S. FAA Regulations

Levels All aircraft
at 6000 ft or below 200 kt
above 6000 ft to and including 14000 ft 230 kt
above 14000 ft 265 kt
1. Holding patterns from 6001 ft to 14000 ft may be restricted to a maximum airspeed of 210 kt. This
nonstandard pattern will be depicted by an icon.
2. Holding patterns at all altitudes may be restricted to a maximum airspeed of 175 kt. This nonstandard
pattern will be depicted by an icon.
3. Holding patterns at USAF airfields only — 310 kt maximum, unless otherwise depicted.
4. Holding patterns at U.S. Navy fields only — 230 kt maximum, unless otherwise depicted.

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 244 AIR TRAFFIC CONTROL 5 JUN 09

FLIGHT PROCEDURES (DOC 8168) - HOLDING PROCEDURES q$i

Figure I-6-1-1. Shape and terminology associated with right turn holding pattern

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 5 JUN 09 AIR TRAFFIC CONTROL 245
FLIGHT PROCEDURES (DOC 8168) - HOLDING PROCEDURES q$i

Figure I-6-1-2. Entry sectors

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2 OBSTACLE CLEARANCE a. 300 m (984 ft) above obstacles in the holding

area;
2.1 HOLDING AREA
b. one of the values shown in Table I-6-2-1 above
The holding area includes the basic holding area and obstacles in the buffer area.
the entry area. The basic holding area is the airspace
required for a holding pattern at specified level, based The minimum holding altitude to be published shall be
on the allowances for aircraft speed, wind effect, tim- rounded up to the nearest 50 m or 100 ft as appropri-
ing errors, holding fix characteristics, etc. The entry ate.
area is the airspace required for the entry procedure. 2.3.2 Obstacle clearance over high terrain
or in mountainous areas
2.2 BUFFER AREA
Over high terrain or in mountainous areas, additional
An additional buffer area extends 9.3 km (5.0 NM)
obstacle clearance up to a total of 600 m (1969 ft) is
beyond the boundary of the holding area. Significant
provided to accommodate the possible effects of tur-
obstacles in the buffer area are taken into considera-
bulence, down drafts and other meteorological phe-
tion when determining the minimum holding level.
nomena on the performance of altimeters.
2.3 MINIMUM HOLDING LEVEL
2.3.1 The minimum permissible holding level
(see Figure I-6-2-1) provides a clearance of at least:

Table I-6-2-1. Obstacle clearance increment

Distance beyond the boundary Minimum obstacle clearance over low flat terrain
of the holding area Metres Feet
0 to 1.9 km (0 to 1.0 NM) 300 984
1.9 to 3.7 km (1.0 to 2.0 NM) 150 492
3.7 to 5.6 km (2.0 to 3.0 NM) 120 394

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 246 AIR TRAFFIC CONTROL 5 JUN 09

FLIGHT PROCEDURES (DOC 8168) - HOLDING PROCEDURES q$i

Table I-6-2-1. Obstacle clearance increment (continued)

Distance beyond the boundary Minimum obstacle clearance over low flat terrain
of the holding area Metres Feet
5.6 to 7.4 km (3.0 to 4.0 NM) 90 295
7.4 to 9.3 km (4.0 to 5.0 NM) 60 197
Category H
0 to 3.7 km (0 to 2.0 NM) Linear Linear
300 to 0 984 to 0

Figure I-6-2-1. Minimum holding level as determined by the obstacle clearance surface
related to the holding area and the buffer area

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 5 JUN 09 AIR TRAFFIC CONTROL
FLIGHT PROCEDURES (DOC 8168) - NOISE ABATEMENT PROCEDURES
1 GENERAL NOISE ABATEMENT
INFORMATION
1.1 Nothing in these procedures shall prevent
the pilot-in-command from exercising authority for
the safe operation of the aeroplane.
1.2 Noise abatement procedures shall not be
implemented except where a need for such proce-
dures has been determined.
1.3 The procedures herein describe the methods
for noise abatement. They have been designed for
application to turbojet aeroplanes. They can com-
prise any one or more of the following:
a. use of noise preferential runways to direct the
initial and final flight paths of aeroplanes away
from noise-sensitive areas;
b. use of noise preferential routes to assist aero-
planes in avoiding noise-sensitive areas on
departure and arrival, including the use of turns
to direct aeroplanes away from noise-sensitive
areas located under or adjacent to the usual
take-off and approach flight paths; and
c. use of noise abatement take-off or approach
procedures, designed to minimize the overall
exposure to noise on the ground and at the same
time maintain the required levels of flight safety.
1.4 For the purpose of these procedures, the
heights given in metres and feet and speeds given
in kilometers/hour and knots are considered to be
operationally acceptable equivalents.
2 NOISE PREFERENTIAL RUNWAYS
AND ROUTES
2.1 NOISE PREFERENTIAL RUNWAYS
2.1.1 A runway for take-off or landing, appro-
priate to the operation, may be nominated for noise
abatement purposes, the objective being to utilize
whenever possible those runways that permit aero-
planes to avoid noise-sensitive areas during the initial
departure and final approach phases of flight.
2.1.2 Runways should not be selected for noise
abatement purposes for landing operations unless
they are equipped with suitable glide path guidance,
e.g. ILS, or a visual approach slope indicator system
for operations in visual meteorological conditions.
2.1.3 A pilot-in-command prompted by safety
concerns can refuse a runway offered for noise pref-
erential reasons.
2.1.4 Noise abatement shall not be determining
factor in runway nomination under the following cir-
cumstances:
a. if the runway surface conditions are adversely
affected (e.g. by snow, slush, ice, water, mud,
rubber, oil or other substances);
b. for landing in conditions:
1. when the ceiling is lower than 150 m (500
ft) above aerodrome elevation or the visibil-
ity is less than (1900 m); or,
2. when the approach requires vertical min-
ima greater than 100 m (300 ft) above aero-
drome elevation and:
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247 q$i
(a) the ceiling is lower than 240 m (800
ft) above aerodrome elevation; or
(b) the visibility is less than 3000 m;
c. for take-off when the visibility is less than 1900
m;
d. when wind shear has been reported or forecast
or when thunderstorms are expected to affect
the approach or departure;
e. when the crosswind component, including
gusts, exceeds 28 km/h (15 ft), or the tailwind
component, including gusts, exceeds 9 km/h (5
kt).
2.2 NOISE PREFERENTIAL ROUTES
2.2.1 Noise preferential routes are established
to ensure that departing and arriving aeroplanes
avoid over-flying noise-sensitive areas in the vicinity
of the aerodrome as far as practicable.
2.2.2 In establishing noise preferential routes:
a. turns during take-off and climb should not be
required unless:
1. the aeroplane has reached (and can main-
tain throughout the turn) a height of not less
than 150 m (500 ft) above terrain and the
highest obstacles under the flight path;
2. the bank angle for turns after take-off is lim-
ited to 15° except where adequate provi-
sion is made for an acceleration phase per-
mitting attainment of safe speeds for bank
angles greater than 15°;
b. no turns should be required coincident with
a reduction of power associated with a noise
abatement procedure; and
c. sufficient navigation guidance should be pro-
vided to permit aeroplanes to adhere to the des-
ignated route.
2.2.3 In establishing noise preferential routes,
the safety criteria of standard departure and standard
arrival routes regarding obstacle clearance climb gra-
dients and other factors should be taken into full con-
sideration.
2.2.4 Where noise preferential routes are
established, these routes and standard departure
and arrival routes should be compatible.
2.2.5 An aeroplane should not be diverted from
its assigned route unless:
a. in the case of a departing aeroplane, it has
attained the altitude or height which represents
the upper limit for noise abatement procedures;
or
b. it is necessary for the safety of the aeroplane
(e.g. for avoidance of severe weather or to
resolve a traffic conflict).
© JEPPESEN, 2002, 2009. ALL RIGHTS RESERVED.
 248 AIR TRAFFIC CONTROL
FLIGHT PROCEDURES (DOC 8168) - NOISE ABATEMENT PROCEDURES
3 AEROPLANE OPERATING
PROCEDURES
3.1.2 The State in which the aerodrome is
located is responsible for ensuring that aerodrome
operators specify the location of noise sensitive
areas and/or the location of noise monitors and
their respective maximum allowable noise levels,
if applicable. Aircraft operators are responsible for
developing operating procedures in accordance with
this chapter to meet the noise concerns of aerodrome
operators. The approval of the aircraft operators’ pro-
cedures by the State of the Operator will ensure that
the safety criteria contained in 3.3 of this chapter are
met.
3.1.3 The appendix to this chapter contains two
examples of noise abatement departure climb pro-
cedures. One example is designed to alleviate noise
close to the aerodrome, and the other is designed to
alleviate noise more distant from the aerodrome.
3.2.1 General
The pilot-in-command has the authority to decide not
to execute a noise abatement departure procedure if
conditions preclude the safe execution of the proce-
dure.
3.2.2 Departure climb
Aeroplane operating procedures for the departure
climb shall ensure that the safety of flight operations
is maintained while minimizing exposure to noise on
the ground. The following requirements need to be
satisfied.
a. All necessary obstacle data shall be made avail-
able to the operator, and the procedure design
gradient shall be observed.
b. Conduct of noise abatement climb procedures
is secondary to meeting obstacle clearance
requirements.
c. The power or thrust settings specified in the air-
craft operating manual are to take account of the
need for engine anti-icing when applicable.
d. The power or thrust settings to be used subse-
quent to the failure or shutdown of an engine or
any other apparent loss of performance, at any
stage in the take-off or noise abatement climb,
are at the discretion of the pilot-in-command,
and noise abatement considerations no longer
apply.
e. Noise abatement climb procedures are not to be
required in conditions where wind shear warn-
ings exist, or the presence of wind shear or
downburst activity is suspected.
f. The maximum acceptable body angle specified
for an aeroplane type shall not be exceeded.
3.3 DEVELOPMENT OF PROCEDURES
3.3.1 Noise abatement procedures shall be
developed by the aircraft operator for each aeroplane
type (with advice from the aeroplane manufacturer,
as needed) and approved by the State of the Opera-
tor complying at a minimum with the following safety
criteria.
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5 JUN 09
q$i
a. Initial power or thrust reductions shall not be
executed below a height of 240 m (800 ft) above
the aerodrome elevation.
b. The level of power or thrust for the flap/slat con-
figuration, after power or thrust reduction, shall
not be less than:
1. for aeroplanes in which derated take-off
thrust and climb thrust are computed by the
flight management system, the computed
climb power/thrust; or
2. for other aeroplanes, normal climb power/
thrust.
3.3.2 To minimize the impact on training while
maintaining flexibility to address variations in the loca-
tion of noise sensitive areas, the aeroplane operator
shall develop no more than two noise abatement pro-
cedures for each aeroplane type. It is recommended
that one procedure should provide noise benefits for
areas close to the aerodrome, and the other for areas
more distant from the aerodrome.
3.3.3 Any difference of power or thrust reduction
initiation height for noise abatement purposes consti-
tutes a new procedure.
3.4 AEROPLANE OPERATING
PROCEDURES — APPROACH
3.4.1 In noise abatement approach procedures
which are developed:
a. the aeroplane shall not be required to be in any
configuration other than the final landing con-
figuration at any point after passing the outer
marker or 5 NM from the threshold of the run-
way of intended landing, whichever is earlier;
and
b. excessive rates of descent shall not be
required.
3.4.2 When it is necessary to develop a noise
abatement approach procedure based on currently
available (1982) systems and equipment, the fol-
lowing safety considerations shall be take fully into
account:
a. glide path or approach angles should not require
an approach to be made:
1. above the ILS glide path angle;
2. above the glide path of the visual approach
slope indicator system;
3. above the normal PAR final approach
angle; and
4. above an angle of 3° except where it has
been necessary to establish, for opera-
tional purposes, an ILS with a glide path
angle greater than 3°;
b. the pilot should not be required to complete a
turn on to final approach at distances less than
will:
1. in the case of visual operations, permit
an adequate period of stabilized flight on
final approach before crossing the runway
threshold; or
© JEPPESEN, 2002, 2009. ALL RIGHTS RESERVED.
 5 JUN 09 AIR TRAFFIC CONTROL
FLIGHT PROCEDURES (DOC 8168) - NOISE ABATEMENT PROCEDURES
2. in the case of instrument approaches, per-
mit the aircraft to be established on final
approach prior to interception of the glide
path.
3.4.4 Compliance with published noise abate-
ment approach procedures should not be required in
adverse operating conditions such as:
a. if the runway is not clear and dry, i.e. it is
adversely affected by snow, slush, ice or water,
mud, rubber, oil or other substances;
b. in conditions when the ceiling is lower than 150
m (500 ft) above aerodrome elevation, or when
the horizontal visibility is less than 1.9 km (1
NM);
c. when the crosswind component, including
gusts, exceeds 28 km/h (15 kt);
d. when the tailwind component, including gusts,
exceeds 9 km/h (5 kt); and
e. when wind shear has been reported or forecast
or when adverse weather conditions, e.g. thun-
derstorms, are expected to affect the approach.
3.5 AEROPLANE OPERATING
PROCEDURES — LANDING
Noise abatement procedures shall not contain a pro-
hibition of use of reverse thrust during landing.
3.6 DISPLACED THRESHOLDS
The practice of using a displaced runway threshold
as a noise abatement measure shall not be employed
unless aircraft noise is significantly reduced by such
use and the runway length remaining is safe and suf-
ficient for all operational requirements.
3.7 CONFIGURATION AND SPEED
CHANGES
Deviations from normal configuration and speeds
appropriate to the phase of flight shall not be made
mandatory.
3.8 UPPER LIMIT
Noise abatement procedures shall include informa-
tion on the altitude/height above which they are no
longer applicable.
3.9 COMMUNICATIONS
In order not to distract flight crews during the execu-
tion of noise abatement procedures, air/ground com-
munications should be kept to a minimum.
Appendix to Chapter 3 — NOISE
ABATEMENT DEPARTURE CLIMB
GUIDANCE
1 General
1.1 Aeroplane operating procedures for the
departure climb shall ensure that the necessary
safety of flight operations is maintained while min-
imizing exposure to noise on the ground. These
procedures are provided as examples because the
noise reductions obtained depend greatly on the type
of aeroplane, engine type, thrust required, and the
height at which thrust is reduced. For this reason,
procedures that provide the best possible noise ben-
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249
q$i
efit may differ significantly from one aeroplane type
to another, and between aeroplanes of the same
type with different engines.
States should avoid the practice of requiring all oper-
ators to use one of the example procedures for depar-
tures from specific runways, and should instead allow
aircraft operators to develop operational procedures
that maximize the noise benefits obtainable from their
aeroplanes. This is not intended to prevent States
from suggesting the use of a procedure based on one
of the examples, as an alternative to operator-spe-
cific procedures. The following two examples of oper-
ating procedures for the climb have been developed
as guidance and are considered safe when the crite-
ria in 3.2.2 are satisfied.
The first example (NADP 1) is intended to describe
one method, but not the only method, of providing
noise reduction for noise-sensitive areas in close
proximity to the departure end of the runway (see
Figure I-7-3-App-1).
The second example (NADP 2) similarly describes
one method, but not the only method, of providing
noise reduction to areas more distant from the runway
end (see Figure I-7-3-App-2). Aircraft operators may
find that to suit their particular route system (i.e. at
aerodromes where they operate), two different proce-
dures, one designed for close and the other designed
for distant noise reduction, may be appropriate.
1.2 The two example procedures differ in that the
acceleration segment for flap/slat retraction is either
initiated prior to reaching the maximum prescribed
height or at the maximum prescribed height. To
ensure optimum acceleration performance, power or
thrust reduction may be initiated at an intermediate
flap setting.
2 Noise abatement departure
climb — Example of a procedure
alleviating noise close to the
aerodrome (NADP 1)
2.1 This procedure involves a power or thrust
reduction at or above the prescribed minimum altitude
(240 m/800 ft above aerodrome elevation) and the
delay of flap/slat retraction until the prescribed maxi-
mum altitude is attained. At the prescribed maximum
altitude (900 m/3000 ft above aerodrome elevation),
the aircraft is accelerated and the flaps/slats are
retracted on schedule while maintaining a positive
rate of climb, to complete the transition to normal
en-route climb speed. The initial climbing speed to
the noise abatement initiation point is not less than
V2 plus 20 km/h (V2 plus 10 kt).
© JEPPESEN, 2002, 2009. ALL RIGHTS RESERVED.
 250 AIR TRAFFIC CONTROL 5 JUN 09

FLIGHT PROCEDURES (DOC 8168) - NOISE ABATEMENT PROCEDURES q$i

2.2 In the example shown below, on reaching an

altitude of 240 m/800 ft above aerodrome elevation,
engine power or thrust is adjusted in accordance with
the noise abatement power thrust schedule provided
in the aircraft operating manual. A climb speed of V2
plus 20 to 40 km/h ( V2 plus 10 to 20 kt) is main-
tained with flaps and slats in the take-off configura-
tion. On reaching an altitude of 900 m/3000 ft above
aerodrome elevation, the aircraft is accelerated and
the flaps/slats are retracted on schedule while main-
taining a positive rate of climb to complete the transi-
tion to normal en-route climb speed.

3 Noise abatement departure

climb — Example of a procedure
alleviating noise distant from
the aerodrome (NADP 2)
3.1 This procedure involves initiation of flap/slat
retraction at or above the prescribed minimum alti-
tude (240 m/800 ft above aerodrome elevation) but
before reaching the prescribed maximum altitude
(900 m/3000 ft above aerodrome elevation). The
flaps/slats are to be retracted on schedule while
maintaining a positive rate of climb. Intermediate
flap retraction, if required for performance, may be
accomplished below the prescribed minimum alti-
tude. The power or thrust reduction is initiated at a
point along the acceleration segment that ensures
satisfactory acceleration performance. At the pre-
scribed maximum altitude, a transition is made to
normal en-route climb procedures. The initial climb-
ing speed to the noise abatement initiation point is
not less than V2 plus 20 km/h (V2 plus 10kt).
3.2 In the example shown below, on reaching
240 m/800 ft above aerodrome elevation, the aircraft
body angle/angle of pitch is decreased, the aero-
plane is accelerated towards Vzf , and the flaps/slats
are retracted on schedule. Power or thrust reduction
is initiated at a point along the acceleration segment
that ensures satisfactory acceleration performance.
A positive rate of climb is maintained to 900 m/3000
ft above aerodrome elevation. On reaching this alti-
tude, a transition is made to normal en-route climb
speed.
3.3 An aeroplane should not be diverted from its
assigned route unless:
a. in the case of a departing aeroplane it has
attained the altitude or height which represents
the upper limit for noise abatement procedures;
or
b. it is necessary for the safety of the aeroplane
(e.g. for avoidance of severe weather or to
resolve a traffic conflict).

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 5 JUN 09 AIR TRAFFIC CONTROL 251
FLIGHT PROCEDURES (DOC 8168) - NOISE ABATEMENT PROCEDURES q$i

Figure I-7-3-App-1. Noise abatement take-off climb — Example of a procedure

alleviating noise close to the aerodrome (NADP 1)

1243255972000

Figure I-7-3-App-2. Noise abatement take-off climb — Example of a procedure alleviating

noise distant from the aerodrome (NADP 2)

1243255972000

SUPERCEDED NOISE ABATEMENT PROCE- NOTE: Many locations continue to prescribe the for-
DURES mer Noise Abatement Departure Procedures A and
B. Though no longer part of the ICAO PANS-OPS
Doc. 8168, they have been reproduced in the follow-
ing paragraphs as supplementary information.

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 252 AIR TRAFFIC CONTROL 5 JUN 09

FLIGHT PROCEDURES (DOC 8168) - NOISE ABATEMENT PROCEDURES q$i

Noise Abatement Departure Procedure A (NADP At 450 m (1500 ft):

A) – reduce thrust to not less than climb power/thrust.
Take-off to 450 m (1500 ft) above aerodrome eleva- At 450 m (1500 ft) to 900 m (3000 ft):
tion: – climb at V2 + 20 to 40 km/h (V2 + 10 to 20 kt).
– take-off power At 900 m (3000 ft):
– take-off flap – accelerate smoothly to enroute climb speed with
– climb at V2 + 20 to 40 km/h (V2 + 10 to 20 kt) (or flap retraction on schedule.
as limited by body angle).

Noise Abatement Take-Off Climb — Procedure A

1243255972000

NOTE: For purposes of these procedures the heights NOTE: Aeroplanes such as supersonic aeroplanes
given in metres and feet, and speeds given in kilo- not using wing flaps for take-off should reduce thrust
meters/hour and knots are considered to be opera- before attaining 300 m (1000 ft) but not lower than
tionally acceptable equivalents. 150 m (500 ft).
Noise Abatement Departure Procedure B (NADP
B)
Take-off to 300 m (1000 ft) above aerodrome eleva-
tion:
– take-off power/thrust
– take-off flap
– climb at V2 + 20 to 40 km/h (V2 + 10 to 20 kt).
At 300 m (1000 ft):
– maintaining a positive rate of climb, accelerate to
zero flap minimum safe manoeuvring speed (VZF
) retracting flap on schedule;
thereafter, reduce thrust consistent with the following:
a. for high by-pass ration engines reduce to normal
climb power/thrust;
b. for low by-pass ratio engines, reduce power/
thrust to below normal climb thrust but not less
than that necessary to maintain the final take-off
engine-out climb gradient; and
c. for aeroplanes with slow flap retracting reduce
power/thrust at an intermediate flap setting;
thereafter, from 300 m (1000 ft) to 900 m (3000 ft):
– continue climb at not greater than VZF + 20 km/h
(VZF + 10 kt).
At 900 m (3000 ft):
– accelerate smoothly to enroute climb speed.

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 5 JUN 09 AIR TRAFFIC CONTROL 253
FLIGHT PROCEDURES (DOC 8168) - NOISE ABATEMENT PROCEDURES q$i

Noise Abatement Take-Off Climb — Procedure B

1243255972000

NOTE: For purposes of these procedures the heights

given in metres and feet, and speeds given in kilo-
meters/hour and knots are considered to be opera-
tionally acceptable equivalents.

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© JEPPESEN, 2002, 2009. ALL RIGHTS RESERVED.

 5 JUN 09 AIR TRAFFIC CONTROL
FLIGHT PROCEDURES (DOC 8168) - RNAV AND SATELLITE-BASED
1 GENERAL INFORMATION FOR
RNAV SYSTEMS
1.1 In RNAV guidance systems, a computer
converts navigation data inputs into aircraft position,
calculates track and distance and provides steering
guidance to the next waypoint. The limitations of
RNAV systems are those of the computers on which
they are based.
1.2 The computer is programmed so that calcu-
lation errors are minimal and do not affect the accu-
racy of the output significantly. The computer, how-
ever, cannot identify data input errors.
1.3 Since the waypoint and, in some cases, data
contained in the navigation database, have been cal-
culated and promulgated by States and inserted by
the operator or crew, the actual computed position will
contain any errors that they have introduced into the
navigation database.
2 TERMINAL ARRIVAL ALTITUDE
(TAA)
2.1 GENERAL
2.1.1 The purpose of the terminal arrival alti-
tude (TAA) is to provide a transition from the en-route
structure to an RNAV approach procedure.
2.1.2 TAAs are associated with an RNAV pro-
cedure based upon the “T” or “Y” arrangement
described in Section 3, Chapter 1.
2.1.3 An RNAV-equipped aircraft approaching
the terminal area and intending to conduct an RNAV
approach is required to track via the appropriate IAF
associated with the procedure. If a 46 km (25 NM)
MSA is published, once the IAF is selected as the next
waypoint, the MSA reference is unavailable unless
the aircraft is equipped with additional navigation sys-
tems or the reference point for the 46 km (25 NM)
MSA is reselected. The publication of TAAs avoids the
requirement for distance and/or azimuth information
in relation to the MSA reference point and provides
obstacle clearance while tracking direct to an IAF.
2.1.4 Where published, TAAs replace the 46 km
(25 NM) MSA.
2.1.5 The standard TAA arrangement consists
of three areas defined by the extension of the ini-
tial legs and the intermediate segment course. These
areas are called the straight-in, left base, and right
base areas.
2.1.6 TAA area boundaries are defined by a
radial RNAV distance from, and magnetic bearings
to, the TAA reference point. The TAA reference point
is normally the associated IAF but in some cases
may be the IF.
2.1.7 The standard TAA radius is 46 km (25 NM)
from the IAF, and the boundaries between TAAs are
normally defined by the extension of the initial seg-
ments (see Figure II-1-2-1).
2.1.8 Minimum altitudes charted for each TAA
shall provide at least 300 m (1000 ft) obstacle clear-
ance.
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255 q$i
2.1.9 Stepdown arcs
TAAs may contain stepdown arcs defined by an
RNAV distance from the IAF (see Figure II-1-2-2).
2.1.10 TAA icons
TAAs are depicted on the plan view of approach
charts by the use of “icons” which identify the TAA
reference point (IAF or IF), the radius from the refer-
ence point and the bearings of the TAA boundaries.
The icon for each TAA will be located and oriented on
the plan view with respect to the direction of arrival
to the approach procedure, and will show minimum
altitudes and stepdowns. The IAF for each TAA is
identified by the waypoint name to help the pilot
orient the icon to the approach procedure. The IAF
name and the distance of the TAA boundary from the
IAF are included on the outside arc of the TAA icon.
TAA icon also identify, where necessary, the location
of the intermediate fix by the letter “IF” and not the
IF waypoint identifier to avoid misidentification of
the TAA reference point and to assist in situational
awareness.
2.2 FLIGHT PROCEDURES
2.2.1 Establishment
Prior to operating at the TAA, the pilot must deter-
mine that the aircraft is located within the TAA bound-
ary by selecting the relevant IAF and measuring the
bearing and distance of the aircraft to the IAF. That
bearing should then be compared with the published
bearings that define the lateral boundaries of the TAA.
This is critical when approaching the TAA near the
extended boundary between the left and right base
areas, especially where TAAs are at different levels.
2.2.2 Manoeuvring
An aircraft may be manoeuvring at the TAA provided
the flight path is contained within the TAA boundaries
by reference to bearings and distance to the IAF.
2.2.3 Transitioning between TAAs
An aircraft may transition from one TAA to another
provided that the aircraft does not descend to, or has
climbed to, the next TAA prior to crossing the bound-
ary between TAAs. Pilots must exercise caution in
transitioning to another TAA to ensure that reference
is made to the correct IAF and that the aircraft is con-
tained within the boundaries of bothTAAs.
2.2.4 Entry to procedure
An aircraft established within a TAA area may enter
the associated approach procedure at the IAF with-
out conducting a procedure turn provided the angle of
turn at the IAF does not exceed 110°. In most cases,
the design of the TAA will not require a turn in excess
of 110° unless the aircraft is located close to the inter-
mediate segment or is transitioning from one TAA to
another. In such cases, the aircraft may be manoeu-
vred with the TAA to establish the aircraft on a track
prior to arrival at the IAF that does not require a pro-
cedure turn (see Figure II-1-2-6).
2.2.5 Reversal procedures
Where entry cannot be made to the procedure with a
turn at the IAF less than 110°, a reversal procedure
shall be flown.
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 256 AIR TRAFFIC CONTROL 5 JUN 09

FLIGHT PROCEDURES (DOC 8168) - RNAV AND SATELLITE-BASED q$i

2.2.6 Holding Figure II-1-2-2. TAA with stepdown arcs

A racetrack holding procedure will normally be
located at an IAF or the IF. When one or more of
the initial segments are not provided, the holding
pattern will normally be located to facilitate entry to
the procedure.
2.3 NON-STANDARD TAA
2.3.1 Modification to the standard TAA design
may be necessary to accommodate operational
requirements. Variations may eliminate one or both
of the base areas or modify the angular size of the
straight-in area. In cases where the left or right base
area is eliminated, the straight-in area is modified
by extending its 46 km (25 NM) radius to join the
remaining area boundary.
2.3.2 If both the left and right base areas are
eliminated, the straight-in area is constructed on the
straight-in IAF or IF with a 46 km (25 NM) radius,
through 360° of arc. 1243255975000

2.3.3 For procedures with a single TAA, the TAA

Figure II-1-2-6. Procedure entry
area may be subdivided by pie-shaped sectors with
the boundaries identified by magnetic bearings to the
IAF, and may have one stepdown arc.

Figure II-1-2-1. Typical TAA arrangement

1243255975000

3 GENERAL INFORMATION FOR

BASIC GNSS
3.1 BASIC GNSS RECEIVER
1243255975000
SPECIFICATIONS
3.1.1 The term “basic GNSS receiver” was
developed to describe first generation GNSS
receivers that at least meet RTCA DO 208, SC-181
and JAA TGL 3, and equivalent IFR certification
standards, for example TSO-C129.
3.1.2 These documents specify the minimum
performance standards that GNSS receivers must
meet in order to comply with en-route, terminal area
and non-precision approach procedures developed
specifically for GNSS.
3.1.3 The main requirement of these standards
is for the GNSS receiver to have the following capa-
bilities incorporated:
a. integrity monitoring routines, for example,
receiver autonomous integrity monitoring
(RAIM);
b. turn anticipation; and

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 11 FEB 11 AIR TRAFFIC CONTROL
FLIGHT PROCEDURES (DOC 8168) - RNAV AND SATELLITE-BASED
c. capability for procedures retrieved from the
read-only electronic navigation database.
4 GENERAL INFORMATION
FOR SATELLITE-BASED
AUGMENTATION SYSTEM (SBAS)
4.1 GENERAL
4.1.1 An SBAS augment core satellite constel-
lations by providing ranging, integrity and correction
information via geostationary satellites. The systems
comprises a network of ground reference stations
that observe satellite signals and master stations
that process observed data and generate SBAS
messages for uplink to the geostationary satellites,
which broadcast the SBAS messages to the users.
4.1.2 By providing extra ranging signals via
geostationary satellites and enhanced integrity infor-
mation for each navigation satellite, SBAS delivers
higher availability of service than the core satellite
constellations.
4.1.3 SBAS coverage and service areas
It is important to distinguish between SBAS coverage
areas and service areas. An SBAS coverage area
is defined by GEO satellite signal footprints. Service
areas for a particular SBAS are established by a State
within an SBAS coverage area. The State is responsi-
ble for designating the types of operations that can be
supported within a specified service area. Different
SBAS service areas may overlap. When this occurs
and when an FAS data block is available, it identi-
fies which SBAS service provider(s) may be used for
approach operations using GNSS APV I and II perfor-
mance levels. Receiver standards dictate that such
approaches cannot be flown using data from more
than one SBAS service provider, but de-selection is
possible for these approaches. When an FAS data
block is not available, the minimum avionics require-
ments permit the use of any SBAS service provider
and permit the mixing of information from more than
ore SBAS service provider for en-route, terminal and
LNAV approach procedures.
4.1.3.1 SBAS coverage area
SBAS avionics should function within the cover-
age area of any SBAS. States or regions should
coordinate through ICAO to ensure that SBAS pro-
vides seamless global coverage and that aircraft do
not suffer operational restrictions. If a State does
not approve the use of some or all SBAS signals
for en-route, terminal and SBAS LNAV approach
operations, pilots would have to de-select GNSS
altogether, since receiver standards do not permit
de-selection of a particular SBAS for these opera-
tions. It is not expected that APV I or II operations
are available within the coverage area other than in
specifically designated service areas.
4.1.3.2 SBAS service area
Near the edge of the SBAS service area, several out-
ages of vertical guidance a day at a specific loca-
tion could occur. Although these outages are of short
duration, they could totally overburden the NOTAM
system. As a result, the State may elect to define
different SBAS service areas for different levels of
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SBAS service. SBAS en-route service requirements
are much less stringent than those of the SBAS ver-
tically guided approach service.
4.1.4 SBAS operational considerations
Key to providing accurate and high integrity approach
capability with SBAS is the correcting for the signal
delay caused by the ionosphere. This requires a rela-
tively dense network of reference stations to measure
ionospheric characteristics and provide information to
the SBAS Master Station.
4.1.5 SBAS avionics certification
SBAS avionics certification requirements have been
developed (RTCA DO 229D) and are based on Annex
10. At a minimum, the SBAS airborne sensors shall
be able to operate within the coverage volume of any
SBAS.
4.2 SBAS STANDARD CONDITIONS
4.2.1 Departure. All classes of SBAS avionics
may be used to fly existing GNSS RNAV departure
procedures. Display scaling and more transitions are
equivalent to Basic GNSS. SBAS meets or exceeds
Basic GNSS accuracy, integrity, availability and con-
tinuity requirements for Basic GNSS departure.
4.2.1.1 Departure procedure. The entire
departure procedure shall be selected from the
on-board data base. Pilot entry of the departure
procedure is not authorized. When integrity require-
ments cannot be met to support the SBAS departure
operation, the SBAS receiver will annunciate the
procedure is not available.
4.2.1.2 Straight departure. From the DER to
the turn initiation point of the first waypoint in the
departure procedure, the SBAS receiver provides a
nominal full-scale deflection (FSD) of 0.3 NM. Larger
FSDs may be acceptable with augmentations, such
as an autopilot, that can control the flight technical
error.
4.2.1.3 Terminal operation mode reversion. At
the turn initiation point of the first waypoint in the
departure procedure, the SBAS receiver will revert to
the terminal operation mode until the last waypoint of
the departure procedure is sequenced. In the termi-
nal mode, the nominal FSD is 1 NM and the horizontal
alert limit is 1 NM. After the last waypoint in the depar-
ture procedure is sequenced, the SBAS receiver will
provide en-route display scaling and integrity.
4.2.2 Arrival. Performance requirements for
SBAS in the arrival phase are the same as for Basic
GNSS.
4.2.3 Approach
4.2.3.1 SBAS sensor approach performance.
SBAS avionics standards provide for three levels of
approach performance:
a. LPV;
b. LNAV/VNAV; and
c. LNAV.
NOTE 1: LNAV may be an automatic reversionary
mode upon the loss of LPV.
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 258 AIR TRAFFIC CONTROL
FLIGHT PROCEDURES (DOC 8168) - RNAV AND SATELLITE-BASED
NOTE 2: LPV performance is only provided by
Class 3 and 4 receivers in accordance with RTCA
DO-229D.
4.2.3.2 SBAS accuracy and integrity. SBAS
avionics accurately calculates position, and ensures
integrity in the calculated position for a given
approach operation type.
4.2.3.3 Integrity. The necessary level of
integrity for each of these approach types is estab-
lished by specific horizontal and vertical alert limits
called HAL and VAL. These limits are analogous to
the monitoring limits for ILS. These alert limits form
the region of maximum error that shall be satisfied to
meet the integrity requirements for a given approach
type.
4.2.3.4 When either HPL or VPL exceeds the
specific alert limits, HAL or VAL, for a specific type
of approach operation, the pilot is alerted to suspend
the current operation. The pilot only receives the alert
and is not required to monitor VPL or HPL.
4.2.4 Missed approach
4.2.4.1 General. SBAS provides guidance in
the missed approach segment.
4.2.4.2 Missed approach sequencing
4.2.4.2.1 The pilot physically initiates the
missed approach by beginning the pull-up. Initiation
in the following discussion refers to when the pilot
takes action(s) required to sequence guidance and
transition display and integrity modes of the avion-
ics for the missed approach segment. For missed
approaches, SBAS avionics perform at least three
functions based on when the missed approach is
sequenced. These functions are:
a. transition the guidance to the missed approach
guidance for the selected approach procedure
after the MAPt is sequenced;
b. transition the lateral FSD to either 0.3 NM or 1.0
NM depending on the initial leg type and leg
alignment in the missed approach procedure;
and
c. transition the integrity mode (HAL) to either NPA
or terminal depending on the initial leg type and
alignment in the missed approach procedure.
4.2.4.2.2 With SBAS avionics, missed
approaches may be initiated under four different
conditions. The conditions are:
a. the pilot initiates the missed approach sequence
prior to arriving at the landing threshold point/
fictitious threshold point (LTP/FTP);
b. the pilot initiates the missed approach sequence
after the LTP/FTP but prior to the departure end
of runway (DER);
c. the pilot does not initiate missed approach
sequencing prior to reaching the DER. In this
case, the avionics will automatically initiate the
missed approach; and
d. the pilot cancels the approach mode prior to the
LTP/FTP.
4.2.4.3 Missed approach FSD. The value of
missed approach FSD can vary based on two differ-
ent situations:
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a. When the first leg in the missed approach pro-
cedure is a Track to Fix (TF) leg aligned within
3° of the final approach course, FSD switches to
0.3 NM and the integrity switches to NPA mode.
These remain in this state until the turn initia-
tion point for the first waypoint in the missed
approach procedure. At this point FSD switches
to 1.0 NM and the integrity to terminal mode. The
turn initiation point is associated with fly-by way-
points. Where the sequencing to the next seg-
ment begins is termed the turn initiation point.
This point is not fixed. It is determined by the
avionics based on several factors including:
1. current tracking error;
2. ground speed;
3. wind conditions; and
4. track change between segments.
b. When the first leg is not a TF leg aligned within
3° of the final approach course, at missed
approach initiation FSD switches to 1.0 NM and
the integrity to terminal mode.
4.3 AVIONICS FUNCTIONALITY
4.3.1 SBAS avionics equipment classification
and capabilities. There are four separate SBAS
avionics equipment classes. The different equipment
classes provide for different performance capabil-
ities. The minimum performance capability exists
with Class I equipment. This equipment supports
en-route, terminal and LNAV approach operations.
Class II SBAS equipment supports Class I capabili-
ties and LNAV/VNAV approach operations. Class III
and IV equipment support Class II SBAS equipment
capabilities plus LPV approach operations.
4.3.2 Final approach segment (FAS) data block.
The APV database for SBAS includes a FAS Data
Block. The FAS Data Block information is protected
with high integrity using a cyclic redundancy check
(CRC).
4.3.3 SBAS avionics annunciation
requirements
4.3.3.1 The avionics are required to annunci-
ate the most accurate level of service supported by
the combination of the SBAS signal, the receiver, and
the selected approach, using the naming conventions
on the minima lines of the selected approach proce-
dure. This annunciation is the function of:
a. avionics capability associated with the SBAS
equipment capability;
b. SBAS signal-in-space performance accom-
plished through the comparison of VPL and
HPL with the procedure required VAL and HAL;
and
c. published procedure availability that is identified
in the database.
4.3.3.2 Based on the three factors in 4.3.3.1:
a. if an approach is published with an LPV min-
ima line and the receiver is only certified for
LNAV/VNAV, the equipment would indicate “LPV
not available – use LNAV/VNAV minima,” even
though the SBAS signal would support LPV;
© JEPPESEN, 2002, 2011. ALL RIGHTS RESERVED.
 5 JUN 09 AIR TRAFFIC CONTROL 259
FLIGHT PROCEDURES (DOC 8168) - RNAV AND SATELLITE-BASED q$i

b. if an approach is published without an LPV min-

ima line, even if the receiver is certified for LPV
and the SBAS signal in space supports the LPV,
the receiver will notify the pilot either “LNAV/
VNAV available” or “LNAV available”; and
c. if the SBAS signal does not support published
minima lines which the receiver is certified to fly,
the receiver will notify the pilot with a message
such as “LPV not available – use LNAV/VNAV
minima” or “LPV not available – use LNAV min-
ima”.

5 GENERAL INFORMATION FOR

GROUND-BASED AUGMENTATION
SYSTEM (GBAS)
5.1 GENERAL CRITERIA
5.1.1 GBAS receiver
A GBAS receiver is a type of GNSS avionics that
at least meets requirements for a GBAS receiver
in Annex 10, Volume I, and specifications of RTCA
DO-253A and DO-246B as amended by the respec-
tive FAA TSO (or equivalent).
5.1.2 GBAS avionics requirements
Minimum GBAS avionics requirements do not include
provisions for RNAV. GBAS may provide a position,
velocity and time (PVT) vector output. When the
GBAS ground station supports this service, it is
called GBAS positioning service. The PVT vector is
intended to be used as input to existing on-board
navigation equipment. However, there is no require-
ment that the aircraft be RNAV-equipped. There is
no requirement that GBAS avionics provide missed
approach guidance. Minimum display functionality
is an ILS look-alike and includes display of course
deviation indications, vertical deviation indications,
distance to threshold information, and failure flags.
Without on-board navigation equipment, the pilot is
not provided with position and navigation informa-
tion. Only guidance information relative to the final
approach course and glide path is provided.

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 24 JUL 09 AIR TRAFFIC CONTROL
FLIGHT PROCEDURES (DOC 8168) - DEPARTURE PROCEDURES (RNAV)
1 AREA NAVIGATION (RNAV)
DEPARTURE PROCEDURES FOR
NAVIGATION SYSTEMS USING
BASIC GNSS RECEIVERS
1.2.1 Operational approval
Aircraft equipped with basic GNSS receivers (either
as stand-alone equipment or in a multi-sensor envi-
ronment) may use these systems to carry out RNAV
procedures provided that before conducting any
flight, the following criteria are met:
a. the GNSS equipment is serviceable;
b. the pilot has current knowledge of how to oper-
ate the equipment so as to achieve the optimum
level of navigation performance;
c. satellite availability is checked to support the
intended operation;
d. an alternate airport with conventional navaids
must be selected; and
e. the procedure is retrievable from an airborne
navigation database.
1.2.3 Navigation database
Departure and approach waypoint information is
contained in a navigation database. If the navigation
database does not contain the departure or approach
procedure, then the basic GNSS stand-alone receiver
or FMC shall not be used for these procedures.
1.2.5 Equipment operation
1.2.5.1 There are a number of manufacturers
of basic GNSS receivers and of FMCs using GNSS
sensors on the market, and each employs a different
pilot interface. Flight crews shall be thoroughly famil-
iar with the operation of their particular system prior
to using it in flight operations.
1.2.5.2 The equipment shall be operated in
accordance with the provisions of the applicable
aircraft operating manual. An appropriate checklists
shall be available on board the aircraft for easy refer-
ence during the sequence of loading information into
the system and when operating the equipment.
1.2.6 Operating modes and alert limits
The basic GNSS receiver has three modes of oper-
ation: en-route, terminal and approach mode. The
RAIM alert limits are automatically coupled to the
receiver modes and are set to:
a. ±3.7 km (2.0 NM) in en-route mode;
b. ±1.9 km (1.0 NM) in terminal mode; and
c. ±0.6 km (0.3 NM) in approach mode.
1.2.7 Course deviation indicator (CDI)
sensitivity
The CDI sensitivity is automatically coupled to the
operating mode of the receiver. Its setting are:
a. ±9.3 km (5.0 NM) in en-route mode;
b. ±1.9 km (1.0 NM) in terminal mode; and
c. ±0.6 km (0.3 NM) in approach mode.
1.4 DEPARTURE
1.4.2.2 The departure navigation routes must
be loaded into the active flight plan from a current
navigation database in order to fly the published SID.
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Certain segments of a SID may require some manual
intervention by the pilot, especially when the aircraft
is radar vectored to a track or required to intercept a
specific track to a waypoint.
1.4.4 Turning departures
Turns are specified as a “turn at a fly-by waypoint”,
“turn at a flyover waypoint” or “turn at an altitude/
height”. For some systems, turns at an altitude/height
cannot be coded in the database, and in this case,
such turns must be executed manually.
2 AREA NAVIGATION (RNAV)
DEPARTURE PROCEDURES
FOR SATELLITE-BASED
AUGMENTATION SYSTEM (SBAS)
2.2 TURNING DEPARTURE
The criteria are dependent on whether the first
waypoint is a fly-by or flyover waypoint. For a fly-by
waypoint, turn anticipation is always provided. At turn
initiation, FSD and integrity performance transitions
are as described in Section 1, Chapter 4, 4.2.1.2,
“Straight departure”. For a flyover waypoint, there is
no turn anticipation. FSD and integrity performance
transitions occur when the waypoint is sequenced.
The SBAS receiver will not transition to en-route
integrity performance until the final waypoint in the
departure procedure is sequenced.
3 AREA NAVIGATION (RNAV)
DEPARTURE PROCEDURES FOR
GROUND-BASED AUGMENTATION
SYSTEM (GBAS)
3.1 DEPARTURE OPERATIONS
No departure criteria specifically designed for GBAS
exists. Departure operations based upon basic
GNSS or SBAS may be flown by aircraft with a
GBAS receiver using the optional GBAS positioning
service.
4 AREA NAVIGATION (RNAV)
DEPARTURE PROCEDURES
AND RNP BASED DEPARTURE
PROCEDURES
4.1 The general principles of RNAV and
RNP-based approach procedures apply also to
RNAV and RNP-based departures.
4.2 Departures may be based on RNAV
VOR/DME, RNAV DME/DME, basic GNSS or RNP
criteria. Most FMS-equipped aircraft are capable of
following RNAV procedures based on more than one
of the above systems. However, in some cases the
procedure may specify constraints on the system
used.
4.3 To follow a procedure based on RNP, the
RNAV system must be approved for the promulgated
RNP and it is assumed that all navaids on which the
RNP procedure is based are in service (see NOTAMs
related to DME stations, GNSS, etc.).
© JEPPESEN, 2002, 2009. ALL RIGHTS RESERVED.
 262 AIR TRAFFIC CONTROL 24 JUL 09

FLIGHT PROCEDURES (DOC 8168) - DEPARTURE PROCEDURES (RNAV) q$i

4.4 A route may consist of segments where differ-

ent RNP values are applicable. Note that the segment
with the lowest RNP value is the most demanding one
for the flight. Prior to the flight, the pilot must verify
that the aircraft is able to meet the RNP requirements
specified for each segment. In some cases, this may
require the pilot to manually update the aircraft’s nav-
igation system immediately before take-off.
4.5 During the flight, the pilot must check that the
system complies with the RNP requirements of the
current segment. The pilot must also check in partic-
ular the RNP changes along the route.
4.6 The pilot will use the system’s information to
intervene and keep the flight technical error (FTE)
within the tolerances established during the system
certification process.
4.7 There are for kinds of turns:
a. turn at a fly-by waypoint;
b. turn at a fly-over waypoint;
c. turn at an altitude/height; and
d. fixed radius turn (generally associated with pro-
cedures based on RNP).

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© JEPPESEN, 2002, 2009. ALL RIGHTS RESERVED.

 5 JUN 09 AIR TRAFFIC CONTROL
FLIGHT PROCEDURES (DOC 8168) - ARRIVAL AND NON-PRECISION
APPROACH PROCEDURES
1 AREA NAVIGATION (RNAV)
ARRIVAL AND APPROACH
PROCEDURES FOR NAVIGATION
SYSTEMS USING BASIC GNSS
RECEIVERS
1.2.3 Navigation database
Departure and approach waypoint information is
contained in a navigation database. If the navigation
database does not contain the departure or approach
procedure, then the basic GNSS stand-alone receiver
or FMC shall not be used for these procedures.
1.4 GNSS APPROACH PROCEDURES
1.4.1 Usually, flying a basic GNSS non-preci-
sion instrument approach procedure is very similar
to a traditional approach. The differences include the
navigation information displayed on the GNSS equip-
ment control and display unit and the terminology
used to describe some of the features.
1.4.2 Flying a basic GNSS approach is nor-
mally point-to-point navigation and independent of
any ground-based navaids.
1.4.3 GNSS procedures utilize a straight
line (TO-TO) flight from waypoint to waypoint, as
sequenced in the database. Slight differences
between the published track and track presented
may occur. These differences are usually due to
rounding of the track bearing and/or the application
of magnetic variation.
1.4.4 The approach cannot be flown unless that
instrument approach is retrievable from the avionics
database which:
a. contains all the waypoints depicted in the
approach to be flown;
b. presents them in the same sequence as the
published procedure chart; and
c. is updated for the current AIRAC cycle.
1.4.5 To ensure the correctness of the GNSS
database display, pilots should check the data dis-
played as reasonable for the GNSS approach after
loading the procedure into the active flight plan and
prior to flying the procedure. Some GNSS avion-
ics implementations provide a moving map display
which aids the pilot in conducting this reasonable-
ness check.
1.4.6 Pilots should no attempt to fly any
approach unless the procedure is contained in
the current navigation database. Flying from one
approach waypoint to another waypoint that has
not been loaded from a database does not ensure
compliance with the published approach procedure.
For the basic GNSS receiver, the proper RAIM alert
limit will not be selected and the CDI sensitivity
will not automatically change to ±0.6 km (0.3 NM).
An FMC using GNSS may contain either the same
RAIM alert limits as the basic GNSS receiver, or
appropriate navigation performance indications and
alerts for ±0.6 km (0.3 NM ). For both basic GNSS
and FMCs, manually setting CDI sensitivity does not
automatically change the RAIM alert limit on some
avionics implementations.
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263 q$i
1.4.7 Approaches must be flown in accordance
with the aircraft operating manual and the procedure
depicted on an appropriate instrument approach
chart.
1.4.9 Procedures must be established in the
event that GNSS outages occur. In these situations,
the operator must rely on other instrument proce-
dures. For installations where the FMC includes an
AAIM capability, there may be no disruption to the
operation unless the outage exceeds the FMC capa-
bility to sustain the required level of performance.
1.4.10 To begin the basic GNSS approach, the
appropriate airport, runway/approach procedure and
initial approach fix (IAF) must first be selected. Pilots
must maintain situational awareness to determine the
bearing and distance to the GNSS procedure IAF
before flying the procedure. This can be critical to
ascertain whether entering a right or left base when
entering the terminal approach area in the vicinity of
the extended runway centre line. All sectors and step-
downs are based on the bearing and distance to the
IAF for that area, which the aircraft should be pro-
ceeding direct to, unless on radar vectors.
1.4.11 Pilots must fly the full approach from the
IAF unless specifically cleared otherwise. Randomly
joining an approach at an intermediate fix does not
ensure terrain clearance.
1.4.13 The pilot must be aware of the bank angle/
turn rate that the particular GNSS avionics implemen-
tation uses to compute turn anticipation, and whether
wind and airspeed are included in the calculations.
This information must be in the manual describing
avionics functionality. Over- or under-banking the turn
onto the final approach course may significantly delay
achieving course alignment and may result in high
descent rates to achieve the next segment altitude.
1.4.14 Pilots must pay particular attention to the
exact operation of the basic GNSS avionics imple-
mentations for performing holding patterns and, in
the case of overlay approaches, operations such as
procedure turns and course reversals. These proce-
dures may require manual intervention by the pilot
to stop the sequencing of waypoints by the receiver
and to resume automatic GNSS navigation sequenc-
ing once the manoeuvre is complete. The same way-
point may appear in the route of flight more than
one consecutively (IAF, FAF, MAHF on a procedure
turn/course reversal).
1.4.19 All FMCs and some stand-alone basic
GNSS receivers provide altitude information. How-
ever, the pilot must still comply with the published
minimum altitudes using the barometric altime-
ter. Where the FMC provides vertical information,
flight director guidance cues, or coupled autopilot
operation, the pilot should follow the appropriate
information or cues along with any necessary cross
checks with the barometric altimetry.
© JEPPESEN, 2002, 2009. ALL RIGHTS RESERVED.
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FLIGHT PROCEDURES (DOC 8168) - ARRIVAL AND NON-PRECISION

APPROACH PROCEDURES q$i

1.5 INITIAL APPROACH SEGMENT 1.8 MISSED APPROACH SEGMENT

1.5.1 Offset IAFs 1.8.1 CDI Sensitivity
1.5.1.1 Offset IAFs in procedures based on 1.8.1.1 For basic GNSS receivers, sequenc-
the “Y” or “T” bar design concept for basic GNSS are ing of the guidance past the MAPt activitates transi-
aligned such that a course change of 70° to 90° is tion of the CDI sensitivity and RAIM alert limit to ter-
required at the IF. A capture region is associated with minal mode (1.9 km (1.0 NM)).
each IAF of the basic GNSS procedure from which
the aircraft will enter the procedure. The capture
region for tracks inbound to the offsets IAFs extends
180° about the IAFs, thus providing a Sector 3 entry
in cases where the track change at the IF is 70°. The
central IAF is aligned with the final approach track,
the angle being identical to the track change at the
IF for the corresponding offset IAF. In this way, there
are no gaps between the capture regions of all IAFs
regardless of the course change at the IF. Its capture
region is 70° to 90° either side of the final track. For
turns greater than 110° at the IAFs, Sector 1 or 2
entries should be used.
1.5.1.2 When used, the central initial
approach segment has no maximum length. The
optimum length is 9.3 km (5.0 NM). The minimum
segment length is established by using the highest
initial approach speed of the fastest category of
aircraft for which the approach is designed and the
minimum distance between waypoints required by
the aircraft avionics in order to correctly sequence
the waypoints.
1.6 INTERMEDIATE APPROACH
SEGMENT
1.6.1 The intermediate segment consists of two
components — a turning component abeam the IF
followed by a straight component immediately before
the final approach fix (FAF). The length of the straight
component is variable but will not be less than 3.7 km
(2.0 NM) allowing the aircraft to be stabilized prior to
overflying the FAF.
1.7 FINAL APPROACH SEGMENT
1.7.1 The final approach segment for a GNSS
approach will begin at a named waypoint normally
located 9.3 km (5.0 NM) form the runway threshold.
1.7.3 Stepdown fixes
1.7.3.1 A stepdown fix is flown in the same
manner as a ground-based approach. Any required
stepdown fixes prior to the missed approach waypoint
will be identified by along-track distances.
1.7.3.2 Where the FMC includes a vertical
navigation capability, the navigation database pro-
cedure may contain a continuous descent flight path
that remains above the stepdown procedure vertical
profile. Use of FMC vertical navigation capability will
be subject to flight crew familiarity, training and any
other requirements of the operational approval.
1.7.4 Descent gradient/angle
The optimum descent gradient/angle is 5.2 per cent/
3°, however, where a higher gradient/angle is neces-
sary, the maximum permissible is 6.5 per cent/3.7°.
The descent gradient/angle is published.

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 5 JUN 09 AIR TRAFFIC CONTROL 265
FLIGHT PROCEDURES (DOC 8168) - ARRIVAL AND NON-PRECISION
APPROACH PROCEDURES q$i

Figure II-3-1-1. Basic GNSS RNAV approach

1243255990000

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 266 AIR TRAFFIC CONTROL
FLIGHT PROCEDURES (DOC 8168) - ARRIVAL AND NON-PRECISION
APPROACH PROCEDURES
2 AREA NAVIGATION (RNAV)
ARRIVAL AND APPROACH
PROCEDURES BASED ON
DME/DME
2.1 Area navigation (RNAV) approach pro-
cedures based on DME/DME are non-precision
approach procedures. These procedures are not
required to specify a reference facility, and are based
on two different cases:
a. only two DME stations are available; and
b. more than two DME stations are available.
2.4 The factors on which the navigation accuracy
of the DME/DME RNAV depends are:
a. DME tolerance based on the specified altitude/
height at the waypoints;
b. flight technical tolerance; and
c. system computation tolerance.
2.5 For procedures based on two DME stations
only, the maximum DME tolerance is factored in order
to take into account both the effects of track orien-
tation relative to the DME facilities and the intersect
angle between the two DME stations.
2.7 If only two DME station are available, the
protected airspace required for obstacle clearance
is larger than if more than two DME stations are
available.
2.8 Arrival. Standard instrument arrivals (STARs)
can be based on required navigation performance
(RNP) criteria (limited to RNP 1 or better) or on spe-
cific RNAV criteria. When specific RNAV criteria are
used, the same principles apply to the protection of all
of the arrival phase. The FTT, however, is assumed to
be equal to:
a. 3.7 km (2.0 NM) until at 46 km (25 NM) from the
IAF; and
b. 1.9 km (1.0 NM) after this point.
2.9 The FMS DME/DME navigation sensor may
revert to VOR/DME or IRS (inertial Reference Sys-
tem) navigation in a specific order. When this occurs,
the following steps must be taken:
a. the approach procedure must be discontinued;
b. a missed approach must be initiated; and
c. ATC must be informed that the navigation accu-
racy fails to meet the requirements.
2.10 If the FMS reverts to IRS, the route or proce-
dure can be continued for a limited amount of time.
This is due to the drift factor inherent in IRS. The
exact amount of time that the IRS system may be
used depends on its certification and the navigation
accuracy to which the procedure has been designed.
The maximum flight times which are acceptable for
the different phases of flight appear in Table II-3-2-1.
Table II-3-2-1. Maximum flight times under IRS
Flight Phase Time (minutes)
Enroute 50
TMA 25
Approach 12
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3 AREA NAVIGATION (RNAV)
ARRIVAL AND APPROACH
PROCEDURES BASED ON
VOR/DME
3.1 Area navigation (RNAV) approach proce-
dures based on VOR/DME are assumed to be based
on one reference facility composed of a VOR and
collocated DME equipment. The reference facility will
be indicated.
3.2 The VOR/DME RNAV approach procedure is
a non-precision approach procedure.
3.6 NAVIGATION ACCURACY FACTORS
3.6.1 The factors on which the navigation accu-
racy of the VOR/DME RNAV depends are:
a. ground system tolerance;
b. airborne receiving system tolerance;
c. flight technical tolerance;
d. system computation tolerance; and
e. distance from the reference facility.
3.6.2 The fixes used in the procedure are indi-
cated as waypoints. These waypoints are referred to
by alphanumeric indicators. Their positions are spec-
ified in latitude and longitude (degrees, minutes and
seconds with an accuracy to the nearest second of
arc or equivalent). A radial and DME distance (to an
accuracy of 0.18 km (0.1 NM)) from the reference
facility are also provided.
3.7 ARRIVAL SEGMENT
Standard instrument arrivals (STARs) can be based
on RNP criteria (limited to RNP 1 or better) or on spe-
cific RNAV criteria. When specific criteria are used,
the same principles apply to the protection of all of
the arrival phase. The FTT, however, is assumed to
be equal to:
a. 3.7 km (2.0 NM) until at 46 km (25 NM) from the
IAF; and
b. 1.9 km (1.0 NM) after this point.
3.8 INITIAL APPROACH SEGMENT
When the procedure requires a track reversal, a race-
track pattern may be established.
3.9 FINAL APPROACH SEGMENT
3.9.1 The final approach segment is generally
aligned with the runway.
3.9.2 The minimum obstacle clearance in the
primary area of the final approach segment is 75 m
(246 ft).
3.9.3 Waypoints in the final approach
3.9.3.1 The FAF is defined by a fly-by way-
point.
3.9.3.2 A flyover waypoint is also provided at
the runway threshold.
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 5 JUN 09 AIR TRAFFIC CONTROL 267
FLIGHT PROCEDURES (DOC 8168) - ARRIVAL AND NON-PRECISION
APPROACH PROCEDURES q$i

3.10 MISSED APPROACH SEGMENT

3.10.1 The missed approach waypoint (MAPt) is
defined by a flyover waypoint. From the earliest MAPt,
the area splays at 15° on each side of the missed
approach track, at least until the SOC is reached. This
allows for the limitations of some RNAV systems, and
the pilot’s workload at the beginning of the missed
approach phase.
3.10.2 A missed approach holding fix (MAHF)
defines the end of the missed approach segment. It is
located at or after the point where the aircraft, climb-
ing at the minimum prescribed gradient, reaches the
minimum altitude for enroute or holding, whichever
is appropriate.

5 AREA NAVIGATION (RNAV)

ARRIVAL AND APPROACH
PROCEDURES BASED ON GBAS
No arrival criteria specifically designed for GBAS
exist. Arrival operations based upon basic GNSS
or SBAS may be flown by aircraft with a navigation
system that is compatible with the optional GBAS
positioning service. Such operations may not be
flown using a navigation system meeting only the
minimum GBAS avionics requirements, unless it is
also equipped with basic GNSS or SBAS avionics as
appropriate.

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 5 JUN 09 AIR TRAFFIC CONTROL
FLIGHT PROCEDURES (DOC 8168) - APPROACH PROCEDURES
WITH VERTICAL GUIDANCE
1 APV/BARO-VNAV APPROACH
PROCEDURES
NOTE: Barometric vertical navigation (baro-VNAV) is
a navigation system that presents to the pilot com-
puted vertical guidance referenced to a specified ver-
tical path angle (VPA), normally 3°. The computer-
resolved vertical guidance is based on barometric
altitude and is specified as a VPA from reference
datum height (RDH).
1.1.1 Procedure classification
1.1.1.1 The information in this section
refers only to the procedures designed using
APV/baro-VNAV criteria found in Volume II. Part
III, Section 3, Chapter 4. APV/baro-VNAV approach
procedures are classified as instrument approach
procedures in support of approach and landing oper-
ations with vertical guidance. Such procedures are
promulgated with a decision altitude/height (DA/H).
They should not be confused with classical non-pre-
cision approach (NPA) procedures, which specify
a minimum descent altitude/height (MDA/H) below
which the aircraft must not descend.
1.1.1.2 APV/baro-VNAV procedures pro-
vide a greater margin of safety than non-precision
approach procedures by providing for a guided,
stabilized descent to landing. They are particularly
relevant to large commercial jet transport aircraft, for
which they are considered safer than the alternative
technique of an early descent to minimum altitudes.
An independent altimeter cross-check which is avail-
able for ILS, MLS, GLS, APV I/II or CAT I is not
available with APV/baro-VNAV since the altimeter
is also the source on which the vertical guidance
is based. Mitigation of altimeter failures or incorrect
settings shall be accomplished by means of standard
operating procedures similar to those applied to
non-precision approach procedures.
1.1.1.3 However, the inaccuracies inherent in
barometric altimeters, combined with the certificated
performance of the specific area navigation (RNAV)
mode used, make these procedures less accurate
than precision approach systems. In particular, with
certain systems the aircraft may not arrive within the
Annex 14 obstacle-free surfaces, and the pilot should
consider this possibility when making the decision to
land at DA/H.
1.1.1.4 The lateral portions of APV/baro-
VNAV criteria are based on RNAV non-preci-
sion criteria. However, the FAF is not part of the
APV/baro-VNAV procedure and is replaced by a
final approach point, although the RNAV FAF may
be used as a final approach course fix in database
design. Similarly, the MAPt is replaced by an aircraft
category dependent DA/H.
1.1.1.5 The APV/baro-VNAV minimum DH is
75 m (246 ft) plus a height loss margin. However, this
minimum DH limit must be increased by the opera-
tor to at least 90 m (295 ft) plus a height loss mar-
gin when the lateral navigation system is not certifi-
cated to ensure the aircraft will arrive within the Annex
14 inner approach, inner transitional and balked land-
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ing surfaces (extended as necessary above the inner
horizontal surface to OCH) with a high degree of prob-
ability.
1.2.2 Atmospheric effects
1.2.2.1 Atmospheric errors associated with
non-standard temperatures are considered in the
design of the approach obstacle clearance surface.
When temperatures are lower than standard, the
aircraft’s true altitude will be lower than its barometric
indicated altitudes.
1.2.2.2 Most existing VNAV systems do not
correct for non-standard temperatures. At tempera-
tures below standard, these errors can be significant
and increase in magnitude as altitude above the sta-
tion increases. The gradient of the approach obstacle
clearance surface is reduced as a function of the min-
imum temperature promulgated for the procedure.
1.2.3 Along-track position uncertainty
All RNAV systems have some amount of along-track
error. This along-track uncertainty can mean that the
VNAV system will start the descent too early and
result in an error in the vertical path. This is com-
pensated for in procedure design by relocating the
threshold level origin of the approach obstacle clear-
ance surface.
1.2.4 Flight technical error (FTE)
Flight technical error (FTE) is assumed to be con-
tained within the standard non-precision margin of 75
m (246 ft). This is added below the VPA before the
obstacle clearance surface is adjusted for cold tem-
perature and along-track error.
1.2.5 Other system errors
Other errors include static source error, non-homoge-
nous weather phenomena and latency effects. These
are insignificant compared with the other errors
already addressed and are considered as contained
within the existing margin.
1.2.6 Blunder errors
Application of an incorrect or out-of-fate altimeter set-
ting, either by air traffic control of the pilot, is possi-
ble and must be prevented by appropriate operational
techniques.
1.3 EQUIPMENT REQUIREMENTS
1.3.1 APV/baro-VNAV procedures are intended
for use by aircraft equipped with flight management
systems (FMS) or other RNAV systems capable of
computing baro-VNAV paths and displaying the rele-
vant deviations on the instrument display.
1.4 OPERATIONAL CONSTRAINTS
1.4.1 Pilots are responsible for any necessary
cold temperature corrections to all published mini-
mum altitudes/heights. This includes:
a. the altitudes/heights for the initial and intermedi-
ate segment(s);
b. the DA/H; and
c. subsequent missed approach altitudes/heights.
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 270 AIR TRAFFIC CONTROL
FLIGHT PROCEDURES (DOC 8168) - APPROACH PROCEDURES
WITH VERTICAL GUIDANCE
NOTE: The final approach path vertical angle (VPA)
is safeguarded against the effects of low temperature
by the design of the procedure.
1.4.2 Temperatures below the promulgated
minimum
Baro-VNAV procedures are not permitted when the
aerodrome temperature is below the promulgated
minimum aerodrome temperature for the proce-
dure, unless the flight management system (FMS)
is equipped with approved cold temperature com-
pensation for the final approach. In this case, the
minimum temperature can be disregarded provided
it is within the minimum certificated temperature
limits for the equipment. Below this temperature,
and for aircraft that do not have FMS equipped with
approved cold temperature compensation for the
final approach, an LNAV procedure may still be used
provided that:
a. a conventional RNAV non-precision procedure
and APV/LNAV OCA/H are promulgated for the
approach; and
b. the appropriate cold temperature altimeter cor-
rection is applied to all minimum promulgated
altitudes/heights by the pilot.
1.4.3 Vertical path angle (VPA)
deviation table
1.4.3.1 A VPA deviation table provides an
aerodrome temperature with an associated true ver-
tical path angle. This table is intended to advise flight
crews that, although the non-temperature-compen-
sated aircraft’s avionics system may be indicating
the promulgated final approach vertical path angle,
the actual vertical path angle is different form the
information presented to them by the aircraft avion-
ics system. This table is not intended to have the
pilot adjust the VPA flown to achieve the actual
promulgated vertical path angle, nor is it meant to
affect those avionics systems that have a capacity
to properly apply temperature compensation to a
baro-derived final approach VPA. Non-compensated
baro-VNAV guidance should not be flown when the
aerodrome temperature is below the lowest promul-
gated temperature.
1.4.4 Altimeter setting
Baro-VNAV procedures shall only be flown with:
a. a current local altimeter setting source available;
and
b. the QNH/QFE, as appropriate, set on the air-
craft’s altimeter.
Procedures using a remote altimeter setting source
cannot support a baro-VNAV approach.
1.4.5 Vertical guidance sensitivity
1.4.5.1 The baro-VNAV vertical guidance dis-
play sensitivity varies with different equipment. How-
ever, cockpit displays showing vertical path deviation
must be suitably located and have sufficient sensitiv-
ity to enable the pilot to limit vertical path excursions
to less than:
a. +30 m (+100 ft); and
b. -15 m (-50 ft)
from the VPA.
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1.4.5.2 Vertical path deviation
Where equipment does not meet these criteria, an
operational assessment and specific flight crew pro-
cedures may be required for the approval of baro-
VNAV operations. This may include requirements for
the availability and use of a flight director or autopilot
system.
1.4.6 The LNAV FAF and MAPt are used for
coding purposes for the baro-VNAV procedure and
are not intended to inhibit descent at the FAP or to
restrict DA/H.
2 AREA NAVIGATION (RNAV)
ARRIVAL AND APPROACH
PROCEDURES BASED ON SBAS
2.2 SBAS PROCEDURE DESIGN
CONSIDERATIONS
2.2.1 SBAS operations are based on the follow-
ing design criteria:
a. LNAV: Basic GNSS criteria;
b. LNAV/VNAV: Baro-VNAV criteria; and
c. APV: Specific APV-I and II criteria.
Published temperature restrictions for barometric
VNAV procedures do not apply to SBAS approach
operations.
2.2.2 Publication and minima line descrip-
tion for APV. The charted minima lines associated
with SBAS APV-I or APV-II performance levels are
labeled “LPV” (localizer performance with vertical
guidance). This labeling is consistent with existing
SBAS avionics standard annunciations and indicates
that the lateral performance is equivalent to an ILS
localizer lateral performance.
2.3 MISSED APPROACH WITH TURNING
POINT PRIOR TO THRESHOLD
2.3.1 Normally, the MAPt is located at the
LTP/FTP for NPA and when arriving at the DA for
vertically guided approaches. To accommodate pro-
cedures requiring a missed approach turning point
prior to the runway threshold, the MAPt can be
located at the missed approach turning point. For
a vertically guided procedure, the distance prior to
threshold where the missed approach turning point
is located is limited by the FTP crossing height (TCH
value).
2.4.2 Procedure identification. SBAS proce-
dures are RNAV procedures and shall be identified
as follows: RNAV (GNSS) RWY XX.
2.4.3 Charting of SBAS minima lines. Minima
lines associated with SBAS APV I/II performance as
defined in Annex 10 are charted as LPV (localizer
performance with vertical guidance).
2.4.4 Charting of an SBAS channel number.
SBAS APV procedures can be selected through
the use of a channel number. This five-digit number
is included in the final approach segment (FAS)
data block in the procedure database and shall be
charted. Alternatively, the procedure can be selected
through the use of a menu-driven selection process.
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FLIGHT PROCEDURES (DOC 8168) - APPROACH PROCEDURES
WITH VERTICAL GUIDANCE q$i

2.4.5 Charting of the SBAS approach ID. The

FAS data block also includes an SBAS approach ID.
This ID consists of four alphanumeric characters (e.g.
S24A). This would imply an SBAS (S) procedure to
runway 24 (24) and it is the first (A) SBAS procedure
to this runway. Charting of the approach ID is the
equivalent of charting the identity of a conventional
navigation aid.
2.4.6 Non-applicability of the charted temper-
ature restriction for SBAS LNAV/VNAV procedures.
Charted barometric VNAV temperature restrictions
do not apply when vertical guidance is provided by
SBAS.
2.4.7 Reduced level of SBAS NOTAM service.
A reduced level of SBAS NOTAM service can be
provided at specific area edge locations without
overburdening the NOTAM system. Since degrada-
tion of SBAS lateral service to HPL values greater
than 556 meters is extremly unlikely, the reduced
SBAS NOTAM service monitors SBAS lateral perfor-
mance only at these locations.
2.4.8 Promulgation of information concerning
SBAS NOTAM service. The information that has to
be promulgated to the pilot, is the identification of
the level of SBAS NOTAM service that is provided in
specific locations. The State is responsible to identify
the level of SBAS NOTAM service that is available.

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 4 MAR 11 AIR TRAFFIC CONTROL 273 q$i

FLIGHT PROCEDURES (DOC 8168) - PRECISION APPROACH PROCEDURES

1 GBAS PRECISION APPROACH
PROCEDURES
1.1 APPROACH CONDUCT
A precision approach using GBAS is selected by use
of a channel number in the airborne equipment. The
GBAS precision approach is carried out in a manner
very similar to an ILS precision approach by using lat-
eral guidance on the intermediate segment until inter-
cepting the glide path, whereupon vertical guidance
is initiated and continued, along with lateral guidance,
for landing.
1.2 GBAS APPROACH DISPLAY
CRITERIA
1.2.1 GBAS provides precision approach ser-
vice equivalent to ILS Category I approach service.
Minimum required GBAS display functionality is
equivalent to ILS. GBAS continuously provides very
accurate distance to landing threshold information.
System failure display and annunciation are equiva-
lent to ILS.
1.2.2 The GBAS path is defined differently from
an ILS path. Data defining the path, including the
glide path, lateral sector width, lateral sensitivity
and other characteristics of the guidance sector, are
transmitted by ground equipment to the airborne
system using a high-integrity digital data message.
The digital message defines the final approach seg-
ment (FAS) path and guidance characteristics. The
airborne system geometrically calculates the path
and defines the guidance characteristics specified
in the transmitted digital data. The airborne system
generates guidance with characteristics similar to
other precision approach systems such as ILS that
transmit electronic beams for the aircraft equipment
to track.
1.4 PUBLICATION
The instrument approach chart for a GBAS approach
procedure is identified by the title GLS RWY XX.

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 4 MAR 11 AIR TRAFFIC CONTROL 275 q$i

FLIGHT PROCEDURES (DOC 8168) - RNAV HOLDING

1 GENERAL 1.3.5.2 Outbound leg defined by an RNAV dis-
tance from the waypoint. When the end of the out-
1.1 INTRODUCTION bound leg is defined by an RNAV distance from the
1.1.2 Holding functionality varies across differ- holding waypoint (WD), the outbound leg terminates
ent RNAV systems. as soon as the distance is reached.
1.1.3 The RNAV holding pattern design criteria 1.4 Conventional holding patterns may be flown
protect all types of RNAV systems. with the assistance of an RNAV system. In this case,
the RNAV system has no other function than to pro-
1.2 AIRCRAFT EQUIPPED WITH
vide guidance for the autopilot or flight director. The
RNAV SYSTEMS WITH HOLDING pilot remains responsible for ensuring that the aircraft
FUNCTIONALITY complies with the speed, bank angle, timing and dis-
1.2.1 These systems are approved by the State tance assumptions contained in chapter Holding Cri-
of the Operator for the appropriate level of RNAV teria.
operations and may be used to carry out RNAV hold-
ing. 1.5 PILOT RESPONSIBILITIES
1.5.1 When RNAV equipment is used for
1.2.2 Holding waypoints and supporting data non-RNAV holding procedures, the pilot shall verify
contained in the navigation database are calculated positional accuracy at the holding fix on each pas-
and promulgated by the State authority. Holding sage of the fix.
waypoints may also be input by the operator or crew
for some applications (e.g. RNAV 5) when identified 2 HOLDING PATTERNS
in OPS approval documentation. Any errors intro- 2.2 RNAV holding may be conducted in specifi-
duced from the navigation database or manual entry cally designed holding patterns. These holding pat-
will affect the computed position. The pilot should terns utilize the criteria and flight procedure assump-
cross-check the waypoint position using VOR/DME tions of conventional holding with orientations that are
fix information where this is available. referenced to a track to a waypoint. These holding
1.3 AIRCRAFT EQUIPPED WITH RNAV patterns assume that the aircraft is approved for the
SYSTEMS WITHOUT HOLDING RNAV application associated with the holding pat-
tern and is being operated in accordance with that
FUNCTIONALITY
approval (e.g. RNAV 5, RNP 4, RNAV 2, RNAV 1,
1.3.1 For aircraft equipped with RNAV systems Basic RNP 1, RNP APCH).
without any holding functionality, it is possible to fly a
published RNAV holding procedure overhead a way- 2.3 RNAV area holding is specified by an area
point manually. holding waypoint and an associated circle. The radius
of this circle is always such that the pilot may select
1.3.2 The holding waypoint is retrieved from any inbound track to the fix and join and follow a stan-
the database or input by the flight crew. The desired dard left or right holding pattern based on the fix and
inbound course and the end of the outbound shall be selected track. Alternatively, any other pattern may be
published by the State. The pilot should cross-check flown, which will remain within the specified area.
the waypoint position using VOR/DME fix information
where this is available. 3 HOLDING ENTRY
1.3.3 The pilot shall fly the holding manually by Except where it is published that specific entries are
at least: required, entries into an RNAV holding pattern are the
same as for conventional holding.
a. changing the automatic sequencing of waypoint
to manual;
b. designating the holding waypoint as active
(Direct to);
c. selecting the desired inbound course (by means
of numerical keypad entry, HSI course pointer,
or CDI omnidirectional bearing selector (OBS))
to the designated holding waypoint.
1.3.4 This type of holding will be flown manu-
ally and RNAV track guidance is provided only on the
inbound track.
NOTE: The holding waypoint may not be charted as
a flyover waypoint, but the pilot and/or aircraft navi-
gation system is expected to treat the waypoint as a
flyover waypoint while flying the holding.
1.3.5 The end of the outbound leg of the holding
is defined by timing or by a distance from the holding
waypoint (WD) provided by the RNAV system.
1.3.5.1 Outbound leg defined by timing. Out-
bound timing begins when turn to outbound is com-
pleted or abeam the waypoint, whichever occurs later.

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 5 JUN 09 AIR TRAFFIC CONTROL 277 q$i

FLIGHT PROCEDURES (DOC 8168) - ENROUTE

1 AREA NAVIGATION (RNAV)
AND RNP-BASED EN-ROUTE
PROCEDURES
1.1 STANDARD CONDITIONS
1.1.1 The general criteria for VOR and NDB
routes apply except that the area has a constant
width and no angular limits.
1.1.2 The standard assumptions on which
enroute RNAV/RNP procedures are developed are:
a. the fix tolerance area of the waypoint is a circle
of radius equal to the enroute RNP;
b. the system provides information which the pilot
monitors and uses to intervene and thus limit
excursions of the FTT to values within those
taken into account during the system certifica-
tion process; and
c. enroute procedures are normally based on RNP
4 or higher. Where necessary and appropriate,
they may be based on RNP 1.
1.2 DEFINITION OF TURNS
1.2.1 Turns in an RNAV route only allow the use
of fly-by waypoints.
1.2.2 There are two kinds of turns for RNP
routes:
a. the turn at a fly-by waypoint ; and
b. the controlled turn. For this kind of turn, used on
RNP 1 routes, the radius of turn is:
1. 28 km (15 NM) at and below FL 190; and
2. 41.7 km (22.5 NM) at and above FL 200.

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 5 JUN 09 AIR TRAFFIC CONTROL
AIRCRAFT OPERATING PROCEDURES - ALTIMETER SETTING PROCEDURES
1 INTRODUCTION TO ALTIMETER
SETTING PROCEDURES
1.1 These procedures describe the method for
providing adequate vertical separation between air-
craft and for providing adequate terrain clearance
during all phases of a flight. This method is based on
the following basic principles:
a. States may specify a fixed altitude known as the
transition altitude. In flight, when an aircraft is at
or below the transition altitude, its vertical posi-
tion is expressed in terms of altitude, which is
determined from an altimeter set to sea level
pressure (QNH).
b. In flight above the transition altitude, the verti-
cal position of an aircraft is expressed in terms
of flight levels, which are surfaces of constant
atmospheric pressure based on an altimeter set-
ting of 1013.2 hPa.
c. The change in reference from altitude to flight
levels, and vice versa, is made:
1. at the transition altitude, when climbing;
and
2. at the transition level, when descending.
d. The transition level may be nearly coincident
with the transition altitude to maximize the num-
ber of flight levels available. Alternatively, the
transition level may be located 300 m (or 1000
ft) above the transition altitude to permit the tran-
sition altitude and the transition level to be used
concurrently in cruising flight, with vertical sepa-
ration ensured. The airspace between the tran-
sition level and the transition altitude is called the
transition layer.
e. Where no transition altitude has been estab-
lished for the area, aircraft in the en-route phase
shall be flown at a flight level.
f. The adequacy of terrain clearance during any
phase of a flight may be maintained in any
of several ways, depending upon the facilities
available in a particular area. The recommended
methods in the order of preference are:
1. the use of current QNH reports from an
adequate network of QNH reporting sta-
tions;
2. the use of such QNH reports as are avail-
able, combined with other meteorological
information such as forecast lowest mean
sea level pressure for the route or portions
thereof; and
3. where relevant current information is not
available, the use of values of the lowest
altitudes or flight levels, derived from clima-
tological data.
g. During the approach to land, terrain clearance
may be determined by using:
1. the QNH altimeter setting (giving altitude);
or
2. under specified circumstances a QFE set-
ting (giving height above the QFE datum).
1.3 These procedures apply to all IFR flights and
to other flights which are operating at specific cruising
levels in accordance with Annex 2 — Rules of the Air
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279 q$i
or the Procedures for Air Navigation Services — Air
Traffic Management (PANS-ATM, Doc 4444) or the
Regional Supplementary Procedures (Doc 7030).
2 BASIC ALTIMETER SETTING
REQUIREMENTS
2.1.1 System of flight levels
2.1.1.1 Flight level zero shall be located at the
atmospheric pressure level of 1013.2 hPa. Consec-
utive flight levels shall be separated by a pressure
interval corresponding to at least 500 ft (152.4 m) in
the standard atmosphere.
2.1.2 Transition altitude
2.1.2.1 A transition altitude shall normally be
specified for each aerodrome by the State in which
the aerodrome is located.
2.1.2.2 Where two or more closely spaced
aerodromes are located so that coordinated pro-
cedures are required, a common transition altitude
shall be established. This common transition altitude
shall be the highest that would be required if the
aerodromes were considered separately.
2.1.2.4 The height above the aerodrome of
the transition altitude shall be as low as possible but
normally not less than 900 m (3000 ft).
2.1.2.5 The calculated height of the transition
altitude shall be rounded up to the next full 300 m
(1000 ft).
2.1.2.7 Transition altitudes shall be published
in aeronautical information publications and shown
on the appropriate charts.
2.1.3 Transition level
2.1.3.1 States shall make provision for the
determination of the transition level to be used at any
given time at each of their aerodromes.
2.1.3.2 Where two or more closely spaced
aerodromes are located so that coordinated proce-
dures and a common transition altitude are required,
a common transition level shall also be used at those
aerodromes.
2.1.4 References to vertical position
2.1.4.1 The vertical position of aircraft oper-
ating at or below the transition altitude shall be
expressed in terms of altitude. Vertical position at or
above the transition level shall be expressed in terms
of flight levels. This terminology applies during:
a. climb;
b. en-route flight; and
c. approach and landing
2.1.4.2 Passing through the transition layer
While passing through the transition layer, vertical
position shall be expressed in terms of:
a. flight levels when climbing; and
b. altitude when descending.
2.2 TAKE-OFF AND CLIMB
A QNH altimeter setting shall be made available to
aircraft in taxi clearance prior to take-off.
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 280 AIR TRAFFIC CONTROL
AIRCRAFT OPERATING PROCEDURES - ALTIMETER SETTING PROCEDURES
2.3 ENROUTE
2.3.2 Terrain clearance
2.3.2.1 QNH altimeter setting reports should
be provided from sufficient locations to permit deter-
mination of terrain clearance with an acceptable
degree of accuracy.
2.3.2.2 For areas where adequate QNH
altimeter setting reports cannot be provided, the
appropriate authorities shall provide the information
required to determine the lowest flight level which will
ensure adequate terrain clearance. This information
shall be made available in the most usable form.
2.4 APPROACH AND LANDING
2.4.1 The QNH altimeter setting shall be made
available to aircraft in approach clearances and in
clearances to enter the traffic circuit.
2.4.2 A QFE altimeter setting, clearly identified
as such, should be made available in approach and
landing clearances. This should be available on
request or on a regular basis, in accordance with
local arrangements.
2.4.3 References to vertical positioning
after approach clearance
After approach clearance has been issued and the
descent to land is begun, the vertical positioning of an
aircraft above the transition level may be by reference
to altitudes (QNH) provided that level flight above the
transition altitude is not indicated or anticipated.
2.5 MISSED APPROACH
The relevant parts of 2.2, “Take-off and climb”, 2.3,
“Enroute”, and 2.4, “Approach and landing” shall
apply in the event of a missed approach.
3 PROCEDURES FOR OPERATORS
AND PILOTS
3.1 FLIGHT PLANNING
3.1.1 The levels at which a flight is to be con-
ducted shall be specified in a flight plan:
a. as flight levels if the flight is to be conducted at
or above the transition level (or the lowest usable
flight level, if applicable); and
b. as altitudes if the flight is to be conducted at or
below the transition altitude.
3.2 PRE-FLIGHT OPERATIONAL TEST
The following test should be carried out in an air-
craft by flight crew members before flight. Flight crews
should be advised of the purpose of the test and the
manner in which it should be carried out. They should
also be given specific instructions on the action to be
taken based on the test results.
QNH Setting
a. With the aircraft at a known elevation on the
aerodrome, set the altimeter pressure scale to
the current QNH setting.
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5 JUN 09
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b. Vibrate the instrument by tapping unless
mechanical vibration is provided. A service-
able altimeter indicates the elevation of the
point selected, plus the height of the altimeter
above this point, within a tolerance of:
1. ±20 m or 60 ft for altimeters with a test
range of 0 to 9000 m (0 to 30000 ft); and
2. ±25 m or 80 ft for altimeters with a test
range of 0 to 15000 m (0 to 50000 ft).
QFE Setting
a. With the aircraft at a known elevation on the
aerodrome, set the altimeter pressure scale to
the current QFE setting.
b. Vibrate the instrument by tapping unless
mechanical vibration is provided. A serviceable
altimeter indicates the height of the altimeter
in relation to the QFE reference point, within a
tolerance of:
1. ±20 m or 60 ft for altimeters with a test
range of 0 to 9000 m (0 to 30000 ft); and
2. ±25 m or 80 ft for altimeters with a test
range of 0 to 15000 m (0 to 50000 ft).
3.3 TAKE-OFF AND CLIMB
3.3.1 Before taking off, one altimeter shall be set
on the latest QNH altimeter setting for the aerodrome.
3.3.2 During climb to, and while at the tran-
sition altitude, references to the vertical position of
the aircraft in air-ground communications shall be
expressed in terms of altitudes.
3.3.3 On climbing through the transition altitude,
the reference for the vertical position of the aircraft
shall be changed from altitudes (QNH) to flight levels
(1013.2 hPa), and thereafter the vertical position shall
be expressed in terms of flight levels.
3.4 ENROUTE
3.4.1 Vertical separation
3.4.1.1 During enroute flight at or below
the transition altitude, an aircraft shall be flown
at altitudes. References to the vertical position of
the aircraft in air-ground communications shall be
expressed in terms of altitudes.
3.4.1.2 During enroute flight at or above
transition levels or the lowest usable flight level,
whichever is applicable, an aircraft shall be flown at
flight levels. References to the vertical position of
the aircraft in air-ground-communications shall be
expressed in terms of flight levels.
3.5 APPROACH AND LANDING
3.5.1 Before beginning the initial approach to an
aerodrome, the number of the transition level shall be
obtained.
3.5.2 Before descending below the transition
level, the latest QNH altimeter setting for the aero-
drome shall be obtained.
© JEPPESEN, 2002, 2009. ALL RIGHTS RESERVED.
 5 JUN 09 AIR TRAFFIC CONTROL
AIRCRAFT OPERATING PROCEDURES - ALTIMETER SETTING PROCEDURES
3.5.3 As the aircraft descends through the tran-
sition level, the reference for the vertical position of
the aircraft shall be changed from flight levels (1013.2
hPa) to altitudes (QNH). From this point on, the verti-
cal position of the aircraft shall be expressed in terms
of altitudes.
3.5.4 When an aircraft which has been given a
clearance as number one to land is completing its
approach using QFE, the vertical position of the air-
craft shall be expressed in terms of the height above
the aerodrome datum which was used in establishing
obstacle clearance height (OCH). All subsequent ref-
erences to vertical position shall be made in terms of
height.
4 ALTIMETER CORRECTIONS
NOTE: This chapter deals with altimeter corrections
for pressure, temperature and, where appropriate,
wind and terrain effects. The pilot is responsible for
these corrections except when under radar vectoring.
In that case, the radar controller issues clearances
such that the prescribed obstacle clearance will exist
at all times, taking the cold temperature correction
into account.
4.1.1 Pilot’s responsibility
The pilot-in-command is responsible for the safety of
the operation and the safety of the aeroplane and
of all persons on board during flight time (Annex 6,
4.5.1). This includes responsibility for obstacle clear-
ance, except when an IFR flight is being vectored by
radar.
4.1.2 Operator’s responsibility
The operator is responsible for establishing minimum
flight altitudes, which may not be less than those
established by States that are flown over (Annex
6, 4.2.6). The operator is responsible for specifying
a method for determining these minimum altitudes
(Annex 6, 4.2.6). Annex 6 recommends that the
method should be approved by the State of the Oper-
ator and also recommends the factors to be taken
into account.
4.1.3 State’s responsibility
Annex 15, Appendix 1 (Contents of Aeronautical
Information Publication), indicates that States should
publish in Section GEN 3.3.5, “The criteria used
to determine minimum flight altitudes”. If nothing is
published, it should be assumed that no corrections
have been applied by the State.
4.1.4 Air traffic control (ATC)
If an aircraft is cleared by ATC to an altitude which the
pilot-in-command finds unacceptable due to low tem-
perature, then the pilot-in-command should request a
higher altitude. If such a request is not received, ATC
will consider that the clearance has been accepted
and will be complied with.
4.1.5 Flights outside controlled airspace
4.1.5.1 For IFR flights outside controlled
airspace, including flights operating below the lower
limit of controlled airspace, the determination of
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the lowest usable flight level is the responsibility of
the pilot-in-command. Current or forecast QNH and
temperature values should be taken into account.
4.1.5.2 It is possible that altimeter corrections
below controlled airspace may accumulate to the
point where the aircraft’s position may impinge on a
flight level or assigned altitude in controlled airspace.
The pilot-in-command must then obtain clearance
from the appropriate control agency.
4.2 PRESSURE CORRECTION
4.2.1 Flight levels
When flying at levels with the altimeter set to 1013.2
hPa, the minimum safe altitude must be corrected
for deviations in pressure when the pressure is lower
than the standard atmosphere (1013 hPa). An appro-
priate correction is 10 m (30 ft) per hPa below 1013
hPa. Alternatively, the correction can be obtained
from standard correction graphs or tables supplied
by the operator.
4.2.2 QNH/QFE
When using the QNH or QFE altimeter setting (giving
altitude or height above QFE datum respectively), a
pressure correction is not required.
4.3 TEMPERATURE CORRECTION
4.3.1 Requirement for temperature
correction
The calculated minimum safe altitudes/heights must
be adjusted when the ambient temperature on the
surface is much lower than that predicted by the
standard atmosphere. In such conditions, an approx-
imate correction is 4 per cent height increase for
every 10°C below standard temperature as mea-
sured at the altimeter setting source. This is safe for
all altimeter setting source altitudes for temperatures
above -15°C.
4.3.2 Tabulated corrections
For colder temperatures, a more accurate correc-
tion should be obtained from Tables III-1-4-1 a) and
III-1-4-1 b). These tables are calculated for a sea
level aerodrome. They are therefore conservative
when applied at higher aerodromes.
4.3.4 Accurate corrections
4.3.4.1 For occasions when a more accu-
rate temperature correction is required, this may be
obtained from Equation 24 of the Engineering Sci-
ences Data Unit (ESDU) publication, Performance,
Volume 2, Item Number 7702. This assumes an
off-standard atmosphere.
1243256021000
where:
hPAirplane = aircraft height above aerodrome (pres-
sure)
hGAirplane = aircraft height above aerodrome (geopo-
tential)
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 282 AIR TRAFFIC CONTROL 5 JUN 09

AIRCRAFT OPERATING PROCEDURES - ALTIMETER SETTING PROCEDURES q$i

tstd = temperature deviation from the International
Standard Atmosphere (ISA) temperature
L0 = standard temperature lapse rate with pressure
altitude in the first layer (sea level to tropopause) of
the ISA
t0 = standard temperature at sea level
4.3.6 Small corrections
For practical operational use, it is appropriate to apply
a temperature correction when the value of the cor-
rection exceeds 20 per cent of the associated mini-
mum obstacle clearance (MOC).
4.4 MOUNTAINOUS AREAS – ENROUTE
The MOC over mountainous areas is normally
applied during the design of routes and is stated in
State aeronautical information publications. How-
ever, where no information is available, the margins
in Tables III-1-4-2 and III-1-4-3 may be used when:
a. the selected cruising altitude or flight level or
one engine inoperative stabilizing altitude is at
or close to the calculated minimum safe altitude;
and
b. the flight is within 19 km (10 NM) of terrain
having a maximum elevation exceeding 900 m
(3000 ft).
4.5 MOUNTAINOUS TERRAIN –
TERMINAL AREAS
4.5.1 The combination of strong winds and
mountainous terrain can cause local changes in
atmospheric pressure due to the Bernoulli effect.
This occurs particularly when the wind direction is
across mountain crests or ridges. It is not possible
to make an exact calculation, but theoretical stud-
ies (CFD Norway, Report 109.1989) have indicated
altimeter errors as shown in Tables III-1-4-4 and
III-1-4-5. Although States may provide guidance, it is
up to the pilot-in-command to evaluate whether the
combination of terrain, wind strength and direction
are such as to make a correction for wind necessary.
4.5.2 Corrections for wind speed should be
applied in addition to the standard corrections for
pressure and temperature, and ATC should be
advised.

Table III-1-4-1 a). Values to be added by the pilot to minimum promulgated heights/altitudes (m)
Aerodrome Height above the elevation of the altimeter setting source (metres)
temperature
(°C) 60 90 120 150 180 210 240 270 300 450 600 900 1200 1500
0 5 5 10 10 10 15 15 15 20 25 35 50 70 85
–10 10 10 15 15 25 20 25 30 30 45 60 90 120 150
–20 10 15 20 25 25 30 35 40 45 65 85 130 170 215
–30 15 20 25 30 35 40 45 55 60 85 115 170 230 285
–40 15 25 30 40 45 50 60 65 75 110 145 220 290 365
–50 20 30 40 45 55 65 75 80 90 135 180 270 360 450

Table III-1-4-1 b). Values to be added by the pilot to minimum promulgated heights/altitudes (ft)
Aerodrome Height above the elevation of the altimeter setting source (feet)
temperature
(°C) 200 300 400 500 600 700 800 900 1000 1500 2000 3000 4000 5000
0 20 20 30 30 40 40 50 50 60 90 120 170 230 280
–10 20 30 40 50 60 70 80 90 100 150 200 290 390 490
–20 30 50 60 70 90 100 120 130 140 210 280 420 570 710
–30 40 60 80 100 120 140 150 170 190 280 380 570 760 950
–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

Table III-1-4-2/3. Margin in mountainous areas Table III-1-4-4/5. Altimeter error due to wind speed
Terrain variation MOC Wind speed Altimeter error
Between 3000 ft and 1476 ft 20 kt (37 km/h) 53 ft (17 m)
5000 ft (450 m) 40 kt (74 km/h) 201 ft (62 m)
(900 m and 1500 m) 60 kt (111 km/h) 455 ft (139 m)
Greater than 5000 ft 1969 ft 80 kt (148 km/h) 812 ft (247 m)
(1500 m) (600 m)

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 5 JUN 09 AIR TRAFFIC CONTROL
AIRCRAFT OPERATING PROCEDURES - SIMULTANEOUS OPERATIONS ON
PARALLEL OR NEAR-PARALLEL INSTRUMENT RUNWAYS
1 MODES OF OPERATION
1.2 MODES OF OPERATION
1.2.1 There can be a variety of modes of opera-
tion associated with the use of parallel or near-parallel
instrument runways.
1.2.1.1 Modes One and Two — Simultaneous
parallel instrument approaches
There are two basic modes of operation for
approaches made to parallel runways:
a. Mode 1, Independent parallel approaches: In
this mode, radar separation minima between
aircraft using adjacent ILS and/or MLS are not
prescribed; and
b. Mode 2, Dependent parallel approaches: In this
mode, radar separation minima between air-
craft using adjacent ILS and/or MLS are pre-
scribed.
1.2.1.2 Mode 3 — Simultaneous instrument
departures
Mode 3, Independent parallel departures: In this
mode, aircraft are departing in the same direction
from parallel runways simultaneously.
1.2.1.3 Mode 4 — Segregated parallel
approaches/departures
Mode 4, Segregated parallel operations: In this mode,
one runway is used for approaches, and one runway
is used for departures.
1.2.1.4 Semi-mixed and mixed operations
1.2.1.4.1 In the case of parallel approaches
and departures, there may be semi-mixed operations.
In this scenario:
a. one runway is used exclusively for departures,
while the other runway accepts a mixture of
approaches and departures; or
b. one runway is used exclusively for approaches
while the other runway accepts a mixture of
approaches and departures.
1.2.1.4.2 There may also be mixed oper-
ations, i.e. simultaneous parallel approaches with
departures interspersed on both runways.
1.2.2.1 Normal operating zone (NOZ)
1.2.2.1.1 This is airspace of defined dimen-
sions extending to either side of an ILS localizer
course and/or MLS final approach track centre line. It
extends from the runway threshold to the point where
aircraft are established on the centre line.
1.2.2.2 No transgression zone (NTZ)
In the context of independent parallel approaches,
this is a corridor of airspace at least 610 m (2000 ft)
wide located centrally between the two extended run-
way centre lines. It extends from the nearer runway
threshold to the point where 300 m (1000 ft) vertical
separation is reduced. Penetration of the NTZ by an
aircraft requires a controller intervention to manoeu-
vre any threatened aircraft on the adjacent approach.
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283 q$i
1.3 EQUIPMENT REQUIREMENTS
1.3.1 Airborne avionics
Normal instrument flight rules (IFR) avionics including
full ILS or MLS capability are required for conducting
parallel approaches.
1.5 VECTORING TO THE ILS
LOCALIZER COURSE OR MLS
FINAL APPROACH TRACK
1.5.1 When simultaneous independent parallel
approaches are in progress, the following apply:
a. The main objective is that both aircraft be estab-
lished on the ILS localizer course or MLS final
approach track before the 300 m (1000 ft) verti-
cal separation is reduced; and
b. All approaches regardless of weather conditions
shall be radar-monitored. Control instructions
and information necessary to ensure separa-
tion between aircraft and to ensure that aircraft
do not enter the NTZ shall be issued. The air
traffic control procedure will be to vector arriv-
ing aircraft to one or the other of the paral-
lel ILS localizer courses and/or the MLS final
approach tracks. When cleared for an ILS or
MLS approach, a procedure turn is not permit-
ted.
c. When vectoring to intercept the ILS localizer
course or MLS final approach track, the final
vector shall be such as to:
1. allow the aircraft to intercept the ILS local-
izer course or MLS final approach track at
an angle not greater than 30 degrees; and
2. provide at least 2 km (1.0 NM) straight and
level flight prior to ILS localizer course or
MLS final approach track intercept. The
vector shall also be such as to enable the
aircraft to be established on the ILS local-
izer course or MLS final approach track
in level flight for at least 3.7 km (2.0 NM)
prior to intercepting the ILS glide path or
specified MLS elevation angle.
d. Each pair of parallel approaches will have a
“high side” and a “low side” for vectoring, to
provide vertical separation until aircraft are
established inbound on their respective parallel
ILS localizer course and/or MLS final approach
track. The low side altitude will normally be such
that the aircraft will be established on the ILS
localizer course or MLS final approach track well
before ILS glide path or specified MLS elevation
angle interception. The high side altitude will be
300 m (1000 ft) above the low side.
e. When the aircraft is assigned its final heading
to intercept the ILS localizer course or MLS final
approach track, it shall be advised of:
1. its final heading to intercept the ILS local-
izer course (or MLS final approach track);
2. the altitude to be maintained until both:
(a) the aircraft is established on the ILS
localizer centre line (or MLS final
approach track); and
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 284 AIR TRAFFIC CONTROL 5 JUN 09

AIRCRAFT OPERATING PROCEDURES - SIMULTANEOUS OPERATIONS ON

PARALLEL OR NEAR-PARALLEL INSTRUMENT RUNWAYS q$i

(b) the aircraft has reached the ILS glide
path (or specified MLS elevation
angle) intercept point; and
3. if required, clearance for the final approach.
f. If an aircraft is observed to overshoot the ILS
localizer course or MLS final approach track dur-
ing turn-to-final, the aircraft will be instructed to
return immediately to the correct track. Pilots
are not required to acknowledge these transmis-
sions or subsequent instructions while on final
approach unless requested to do so.
g. Once the 300 m (1000 ft) vertical separation
is reduced, the radar controller monitoring the
approach will issue control instructions if the air-
craft deviates substantially from the ILS localizer
course or MLS final approach track.
h. If an aircraft that deviates substantially from
the ILS localizer course (or MLS final approach
track) fails to take corrective action and pene-
trates the NTZ, the aircraft on the adjacent ILS
localizer course (or MLS final approach track)
will be instructed to immediately climb and turn
to the assigned altitude and heading in order to
avoid the deviating aircraft.
1.7 TRACK DIVERGENCE
Simultaneous parallel operations require diverg-
ing tracks for missed approach procedures and
departures. When turns are prescribed to establish
divergence, pilots shall begin the turns as soon as
practicable.

Figure III-2-1-1. Example of normal operating zones (NOZs) and no transgression zone (NTZ)

1243256024000

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 5 JUN 09 AIR TRAFFIC CONTROL
AIRCRAFT OPERATING PROCEDURES - SECONDARY SURVEILLANCE RADAR
(SSR) TRANSPONDER OPERATING PROCEDURES
1 OPERATION OF TRANSPONDERS
1.1 GENERAL
1.1.1 When an aircraft carries a serviceable
transponder, the pilot shall operate the transponder
at all times during flight, regardless of whether the
aircraft is within or outside airspace where secondary
surveillance radar (SSR) is used for ATS purposes.
1.1.3 When the aircraft carries serviceable
Mode C equipment, the pilot shall continuously oper-
ate this mode, unless otherwise directed by ATC.
1.1.5 When requested by ATC to “CONFIRM
SQUAWK [code]” the pilot shall:
a. verify the Mode A code setting on the transpon-
der;
b. reselect the assigned code if necessary; and
c. confirm to ATC the setting displayed on the con-
trols of the transponder.
1.1.6 Pilots shall not SQUAWK IDENT unless
requested by ATC.
1.2 USE OF MODE C
Whenever Mode C is operated, pilots shall, in
air-ground voice communications where level infor-
mation is required, give such information by stating
their level to the nearest full 30 m or 100 ft as indi-
cated on the pilot’s altimeter.
1.3 USE OF MODE S
Pilots of aircraft equipped with Mode S having an air-
craft identification feature shall set the aircraft iden-
tification in the transponder. This setting shall corre-
spond to the aircraft identification specified in item 7
of the ICAO flight plan, or, if no flight plan has been
filed, the aircraft registration.
1.7 TRANSPONDER FAILURE
PROCEDURES WHEN THE
CARRIAGE OF A FUNCTIONING
TRANSPONDER IS MANDATORY
1.7.1 In case of a transponder failure after
departure, ATC units shall attempt to provide for con-
tinuation of the flight to the destination aerodrome in
accordance with the flight plan. Pilots may, however,
expect to comply with specific restrictions.
2 PHRASEOLOGY
2.2 PHRASEOLOGY USED BY PILOTS
Pilots shall read back the mode and code to be set
when they acknowledge mode/code setting instruc-
tions.
3 OPERATION OF AIRBORNE
COLLISION AVOIDANCE SYSTEM
(ACAS) EQUIPMENT
3.1.1 The information provided by an ACAS
is intended to assist pilots in the safe operation of
aircraft by providing advice on appropriate action to
reduce the risk of collision. This is achieved through
resolution advisories (RAs), which propose manoeu-
vres, and through traffic advisories (TAs), which are
intended to prompt visual acquisition and to act as
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285 q$i
a warning that an RA may follow. TAs indicate the
approximate positions of intruding aircraft that may
later cause resolution advisories. RAs propose ver-
tical manoeuvres that are predicted to increase or
maintain separation from threatening aircraft. ACAS
I equipment is only capable of providing TAs, while
ACAS II is capable of providing both TAs and RAs. In
this chapter, reference to ACAS means ACAS II.
3.1.2 ACAS indications shall be used by pilots
in the avoidance of potential collisions, the enhance-
ment of situational awareness, and the active search
for, and visual acquisition of, conflicting traffic.
3.1.3 Nothing in the procedures specified in
3.2 hereunder shall prevent pilots-in-command from
exercising their best judgment and full authority in
the choice of the best course of action to resolve a
traffic conflict or avert a potential collision.
3.2 USE OF ACAS INDICATIONS
The indications generated by ACAS shall be used by
pilots in conformity with the following safety consider-
ations:
a. pilots shall not maneuver their aircraft in
response to traffic advisories (TAs) only;
b. on receipt of a TA, pilots shall use all available
information to prepare for appropriate action if
an RA occurs; and
c. in the event of an RA, pilots shall:
1. respond immediately by following the RA
as indicated, unless doing so would jeop-
ardize the safety of the aeroplane;
2. follow the RA even if there is a conflict
between the RA and an air traffic control
(ATC) instruction to manoeuvre;
3. not manoeuvre in the opposite sense to
an RA;
4. as soon as possible, as permitted by flight
crew workload, notify the appropriate ATC
unit of any RA which requires a deviation
from the current ATC instruction or clear-
ance;
5. promptly comply with any modified RAs;
6. limit the alterations of the flight path to the
minimum extent necessary to comply with
the RAs;
7. promptly return to the terms of the ATC
instruction or clearance when the conflict
is resolved; and
8. notify ATC when returning to the current
clearance.
© JEPPESEN, 2002, 2009. ALL RIGHTS RESERVED.
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AIRCRAFT OPERATING PROCEDURES - SECONDARY SURVEILLANCE RADAR

(SSR) TRANSPONDER OPERATING PROCEDURES q$i

3.3 HIGH VERTICAL RATE (HVR)
ENCOUNTERS
Pilots should use appropriate procedures by which
an aeroplane climbing or descending to an assigned
altitude or flight level, especially with an autopilot
engaged, may do so at a rate less than 8 m/s (or
1500 ft/min) throughout the last 300 m (or 1000 ft)
of climb or descent to the assigned altitude or flight
level when the pilot is made aware of another aircraft
at or approaching an adjacent altitude or flight level,
unless otherwise instructed by ATC. These proce-
dures are intended to avoid unnecessary ACAS II
resolution advisories in aircraft at or approaching
adjacent altitudes or flight levels. For commercial
operations, these procedures should be specified by
the operator.

Figure III-3-3-B-1. Representative HVR encounter geometry

1243256034000

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 5 JUN 09 AIR TRAFFIC CONTROL 287 q$i

AIRCRAFT OPERATING PROCEDURES - OPERATIONAL FLIGHT INFORMATION

1 AERODROME SURFACE
OPERATIONS
1.1 Operators shall develop and implement stan-
dard operating procedures (SOPs) for aerodrome
surface operations. The development and implemen-
tation of SOPs shall take into consideration the risk
factors (listed in 1.3) associated with the following
operations:
a. runway intersection take-offs;
b. line-up and wait clearances;
c. land and hold-short clearances;
d. take-offs from displaced runway thresholds;
e. hazards associated with runway crossing traffic;
f. hazards associated with runway crossing traffic
in the case of closely spaced parallel runways;
and
g. hazards associated with the risk of collision at
hot spot locations on aerodromes.
1.3 Operators should ensure that flight personnel
are aware of the risk factors in the aerodrome sur-
face operations listed in 1.1. Such risk factors should
include, but not be limited to:
a. human error due to excessive workload, loss of
vigilance and fatigue;
b. potential distractions associated with the per-
formance of flight deck tasks; and
c. failure to use standard phraseology in aeronau-
tical communications.
f. maximum sink rate; and
g. completion of checklists and crew briefings.
3.3 ELEMENTS OF THE STABILIZED
APPROACH
The elements of a stabilized approach (according to
the parameters in 3.2) shall be stated in the operator’s
SOPs. These elements should include as a minimum:
a. that in instrument meteorological conditions
(IMC), all flights shall be stabilized by no lower
than 300 m (1000 ft) height above threshold;
and
b. that all flights of any nature shall be stabilized
by no lower than 150 m (500 ft) height above
threshold.
3.4 GO-AROUND POLICY
Standard operating procedures should include the
operator’s policy with regard to the parameters in 3.2
and the elements in 3.3. This policy should state that
if an approach is not stabilized in accordance with 3.3,
or has become destabilized at any subsequent point
during an approach, a go-around is required. Opera-
tors should reinforce this policy through training.

2 READ-BACK OF CLEARANCES
AND SAFETY-RELATED
INFORMATION
NOTE: Provisions on read-back of clearances and
safety-related information are included in Annex 11,
Chapter 3, 3.7.3, and in the PANS-ATM (Doc 4444),
Chapter 4.

3 STABILIZED APPROACH
PROCEDURE
3.1 GENERAL
The primary safety consideration in the development
of the stabilized approach procedure shall be main-
tenance of the intended flight path as depicted in
the published approach procedure, without excessive
manoeuvring. The parameters to be considered in the
definition of a stabilized approach are listed in 3.2.
3.2 PARAMETERS FOR THE
STABILIZED APPROACH
The parameters for the stabilized approach shall be
defined by the operator’s standard operating proce-
dures (SOPs) (Section 5, Chapter 1). These param-
eters shall be included in the operator’s operations
manual and shall provide details regarding at least
the following:
a. range of speeds specific to each aircraft type;
b. minimum power setting(s) specific to each air-
craft type;
c. range of attitudes specific to each aircraft type;
d. crossing altitude deviation tolerances;
e. configuration(s) specific to each aircraft type;
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 5 JUN 09 AIR TRAFFIC CONTROL 289 q$i

AIRCRAFT OPERATING PROCEDURES - STANDARD OPERATING

PROCEDURES (SOPS) AND CHECKLISTS
1 STANDARD OPERATING
PROCEDURES (SOPs)
1.1 GENERAL
Operators shall established standard operating pro-
cedures (SOPs) that provide guidance to flight oper-
ations personnel to ensure safe, efficient, logical and
predictable means of carrying out flight procedures.
1.4 SOPs IMPLEMENTATION AND USE
Operators should established a formal process
of feedback from flight operations personnel to
ensure standardization, compliance and evaluation
of reasons for non-compliance during SOPs imple-
mentation and use.
2 CHECKLISTS
2.1 GENERAL
Operators shall establish checklists as an integral
part of standard operating procedures (SOPs).
Checklists should describe the actions relevant to
specific phases of operations (engine start, taxi,
take-off etc.) that flight crews must perform or verify
and which relate to flight safety. Checklists should
also provide a framework for verifying aircraft and
systems configuration that guards against vulnera-
bilities in human performance.
2.3.2 Number of checklist items
The number of items in checklists should be restricted
to those critical to flight safety.
2.3.3 Checklists interruptions
SOPs should include techniques to ensure a
step-by-step, uninterrupted sequence of completing
checklists. SOPs should unambiguously indicate the
actions by flight crews in case of checklist interrup-
tions.
2.3.4 Checklist ambiguity
Checklist responses should portray the actual sta-
tus or the value of the item (switches, levers, lights,
quantities, etc.). Checklists should avoid non-specific
responses such as “set”, “checked”, or “completed”.
a. runway in use, aircraft configuration and take-off
speeds;
b. taxi-out route and relevant hot spots;
c. departure procedures;
d. departure routes;
e. navigation and communications equipment
set-up;
f. aerodrome, terrain and performance restric-
tions, including noise abatement procedures (if
applicable);
g. take-off alternates (if applicable);
h. any item(s) included in the minimum equipment
list (if applicable);
i. review of applicable emergency procedures;
and
j. applicable standard call-outs.
3.5.4 Flight crew arrival briefings should priori-
tize all relevant conditions that exist for the descent,
approach and landing. They should include, but not
be limited to:
a. terrain restrictions and minimum safe altitudes
during descent;
b. arrival routes;
c. instrument or visual approach procedures and
runway in use;
d. operational minima, aircraft configuration, and
landing speeds;
e. navigation and communications equipment
set-up;
f. taxi-in route and relevant hot spots;
g. missed approach procedures;
h. alternate aerodromes and fuel considerations;
i. review of applicable emergency procedures;
j. applicable standard call-outs; and
k. cold temperature correction.

3 CREW BRIEFINGS
3.1 GENERAL
3.1.1 Operators shall establish crew briefings
as an integral part of standard operating procedures
(SOPs). Crew briefings communicate duties, stan-
dardize activities, ensure that a plan of action is
shared by crew members and enhance crew situa-
tional awareness.
3.1.2 Operators shall establish both individual
and combined crew briefings for flight crew and cabin
crew.
3.3.2 Any intended deviation from SOPs
required by operational circumstances should be
included as a specific briefing item.
3.5.3 Flight crew departure briefings should pri-
oritize all relevant conditions that exist for the take-off
and climb. They should include, but not be limited to:

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© JEPPESEN, 2002, 2009. ALL RIGHTS RESERVED.

 16 MAR 12 AIR TRAFFIC CONTROL US-363 q$i

SECTION 4. ARRIVAL PROCEDURES

5-4-1 STANDARD TERMINAL descend via is used in
ARRIVAL (STAR), AREA conjunction with STARs/
RNAV STARs/FMSPs to
NAVIGATION (RNAV) STAR, reduce phraseology by
AND FLIGHT MANAGEMENT not requiring the con-
SYSTEM PROCEDURES troller to restate the alti-
(FMSP) FOR ARRIVALS tude at the next way-
point/fix to which the
a. A STAR is an ATC coded IFR arrival route estab-
pilot has been cleared.
lished for application to arriving IFR aircraft des-
tined for certain airports. RNAV STAR/FMSP 2. Air traffic will assign an
procedures for arrivals serve the same purpose altitude to cross the way-
but are only used by aircraft equipped with FMS point/fix, if no altitude is
or GPS. The purpose of both is to simplify clear- depicted at the waypoint/
ance delivery procedures and facilitate transition fix, for aircraft on a direct
between en route and instrument approach pro- routing to a STAR/RNAV
cedures. STAR/FMSP.
1. STAR/RNAV STAR/FMSP procedures 3. Minimum en route alti-
may have mandatory speeds and/or tudes (MEA) are not
crossing altitudes published. Other considered restrictions;
STARs may have planning information however, pilots are
depicted to inform pilots what clearances expected to remain
or restrictions to “expect.” “Expect” above MEAs.
altitudes/speeds are not considered EXAMPLE:
STAR/RNAV STAR/FMSP procedures 1. Lateral/routing clearance
crossing restrictions unless verbally issued only.
by ATC.
“Cleared Hadly One arrival.”
NOTE: The “expect” altitudes/speeds
2. Routing with assigned alti-
are published so that pilots may have the
tude.
information for planning purposes. These
altitudes/speeds must not be used in the “Cleared Hadly One arrival,
event of lost communications unless ATC descend and maintain Flight
has specifically advised the pilot to expect Level two four zero.”
these altitudes/speeds as part of a further “Cleared Hadly One arrival,
clearance. descend at pilot’s discretion,
REFERENCE—14 CFR Section maintain Flight Level two four
91.185(c)(2)(iii). zero.”
2. Pilots navigating on STAR/RNAV STAR/ 3. Lateral/routing and vertical
FMSP procedures must maintain last navigation clearance.
assigned altitude until receiving authoriza- “Descend via the Civit One
tion to descend so as to comply with arrival.”
all published/issued restrictions. This “Descend via the Civit One
authorization will contain the phraseol- arrival, except, cross Arnes at
ogy “DESCEND VIA.” or above one one thousand.”
(a) Clearance to “descend via” autho- 4. Lateral/routing and vertical
rizes pilots to: navigation clearance when
(1) Vertically and laterally nav- assigning altitude not pub-
igate on a STAR/RNAV lished on procedure.
STAR/FMSP. “Descend via the Haris One
(2) When cleared to a waypoint arrival, except after Bruno,
depicted on a STAR/RNAV maintain one zero thousand.”
STAR/FMSP, to descend from “Descend via the Haris One
a previously assigned altitude arrival, except cross Bruno at
at pilot’s discretion to the alti- one three thousand then main-
tude depicted for that way- tain one zero thousand.”
point, and once established on
5. Direct routing to intercept
the depicted arrival, to navi-
a STAR/RNAV STAR/FMSP
gate laterally and vertically to
and vertical navigation
meet all published restrictions.
clearance.
NOTE:
“Proceed direct Mahem,
1. Air traffic is responsi- descend via Mahem One
ble for obstacle clear- arrival.”
ance when issuing a
“descend via” instruc-
tion to the pilot. The
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© JEPPESEN, 1994, 2012. ALL RIGHTS RESERVED.

 US-364 AIR TRAFFIC CONTROL
“Proceed direct Luxor, cross
Luxor at or above flight level
two zero zero, then descend
via the Ksino One Arrival.”
NOTE:
1. In Example 2, pilots are
expected to descend to FL
240 as directed, and maintain
FL 240 until cleared for fur-
ther vertical navigation with a
newly assigned altitude or a
“descend via” clearance.
2. In Example 4, the aircraft
should track laterally and ver-
tically on the Haris One arrival
and should descend so as to
comply with all speed and alti-
tude restrictions until reach-
ing Bruno and then main-
tain 10,000. Upon reaching
10,000, aircraft should main-
tain 10,000 until cleared by
ATC to continue to descend.
(b) Pilots cleared for vertical navigation
using the phraseology “descend via”
must inform ATC upon initial contact
with a new frequency.
EXAMPLE: “Delta One Twenty One
leaving FL 240, descending via the
Civit One arrival.”
b. Pilots of IFR aircraft destined to locations for
which STARs have been published may be
issued a clearance containing a STAR when-
ever ATC deems it appropriate.
c. Use of STARs requires pilot possession of at
least the approved chart. RNAV STARs must
be retrievable by the procedure name from the
aircraft database and conform to charted pro-
cedure. As with any ATC clearance or portion
thereof, it is the responsibility of each pilot to
accept or refuse an issued STAR. Pilots should
notify ATC if they do not wish to use a STAR by
placing “NO STAR” in the remarks section of the
flight plan or by the less desirable method of ver-
bally stating the same to ATC.
d. STAR charts are published in the Terminal Pro-
cedures Publications (TPP) and are available
on subscription from the National Aeronauti-
cal Charting Office. [Jeppesen provides STAR
charts in Airway Manual coverages, as appro-
priate, and to air carriers via subscription.]
e. RNAV STAR.
1. All public RNAV STARs are RNAV1. These
procedures require system performance
currently met by GPS or DME/DME/IRU
RNAV systems that satisfy the criteria
discussed in AC 90-100A, U.S. Terminal
and En Route Area Navigation (RNAV)
Operations. RNAV1 procedures require
the aircraft’s total system error remain
bounded by +/-1 NM for 95% of the total
flight time.
q$z
16 MAR 12 q$i
2. For procedures requiring GPS, if the navi-
gation system does not automatically alert
the flight crew of a loss of GPS, the opera-
tor must develop procedures to verify cor-
rect GPS operation.
5-4-2 LOCAL FLOW TRAFFIC
MANAGEMENT PROGRAM
a. This program is a continuing effort by the FAA
to enhance safety, minimize the impact of air-
craft noise and conserve aviation fuel. The
enhancement of safety and reduction of noise
is achieved in this program by minimizing low
altitude maneuvering of arriving turbojet and
turboprop aircraft weighing more than 12,500
pounds and, by permitting departure aircraft
to climb to higher altitudes sooner, as arrivals
are operating at higher altitudes at the points
where their flight paths cross. The application of
these procedures also reduces exposure time
between controlled aircraft and uncontrolled
aircraft at the lower altitudes in and around
the terminal environment. Fuel conservation
is accomplished by absorbing any necessary
arrival delays for aircraft included in this pro-
gram operating at the higher and more fuel
efficient altitudes.
b. A fuel efficient descent is basically an unin-
terrupted descent (except where level flight is
required for speed adjustment) from cruising
altitude to the point when level flight is neces-
sary for the pilot to stabilize the aircraft on final
approach. The procedure for a fuel efficient
descent is based on an altitude loss which is
most efficient for the majority of aircraft being
served. This will generally result in a descent
gradient window of 250-350 feet per nautical
mile.
c. When crossing altitudes and speed restrictions
are issued verbally or are depicted on a chart,
ATC will expect the pilot to descend first to the
crossing altitude and then reduce speed. Verbal
clearances for descent will normally permit an
uninterrupted descent in accordance with the
procedure as described in paragraph b above.
Acceptance of a charted fuel efficient descent
(Runway Profile Descent) clearance requires
the pilot to adhere to the altitudes, speeds,
and headings depicted on the charts unless
otherwise instructed by ATC. PILOTS RECEIV-
ING A CLEARANCE FOR A FUEL EFFICIENT
DESCENT ARE EXPECTED TO ADVISE ATC
IF THEY DO NOT HAVE RUNWAY PROFILE
DESCENT CHARTS PUBLISHED FOR THAT
AIRPORT OR ARE UNABLE TO COMPLY
WITH THE CLEARANCE.
5-4-3 APPROACH CONTROL
a. Approach control is responsible for controlling
all instrument flight operating within its area of
responsibility. Approach control may serve one
or more airfields, and control is exercised pri-
marily by direct pilot and controller communica-
tions. Prior to arriving at the destination radio
facility, instructions will be received from ARTCC
to contact approach control on a specified fre-
quency.
© JEPPESEN, 1994, 2012. ALL RIGHTS RESERVED.
 3 SEP 10 AIR TRAFFIC CONTROL
b. Radar Approach Control.
1. Where radar is approved for approach
control service, it is used not only for radar
approaches (Airport Surveillance Radar
[ASR] and Precision Approach Radar
[PAR]) but is also used to provide vectors
in conjunction with published nonradar
approaches based on radio NAVAIDs (ILS,
MLS, VOR, NDB, TACAN). Radar vectors
can provide course guidance and expedite
traffic to the final approach course of any
established IAP or to the traffic pattern
for a visual approach. Approach control
facilities that provide this radar service will
operate in the following manner:
(a) Arriving aircraft are either cleared to
an outer fix most appropriate to the
route being flown with vertical sepa-
ration and, if required, given holding
information or, when radar handoffs
are effected between the ARTCC
and approach control, or between
two approach control facilities, air-
craft are cleared to the airport or to
a fix so located that the handoff will
be completed prior to the time the
aircraft reaches the fix. When radar
handoffs are utilized, successive
arriving flights may be handed off to
approach control with radar separa-
tion in lieu of vertical separation.
(b) After release to approach control,
aircraft are vectored to the final
approach course (ILS, MLS, VOR,
ADF, etc.). Radar vectors and alti-
tude or flight levels will be issued
as required for spacing and sep-
arating aircraft. Therefore, pilots
must not deviate from the headings
issued by approach control. Aircraft
will normally be informed when it is
necessary to vector across the final
approach course for spacing or other
reasons. If approach course cross-
ing is imminent and the pilot has not
been informed that the aircraft will be
vectored across the final approach
course, the pilot should query the
controller.
(c) The pilot is not expected to turn
inbound on the final approach course
unless an approach clearance has
been issued. This clearance will nor-
mally be issued with the final vector
for interception of the final approach
course, and the vector will be such
as to enable the pilot to establish the
aircraft on the final approach course
prior to reaching the final approach
fix.
(d) In the case of aircraft already
inbound on the final approach
course, approach clearance will be
issued prior to the aircraft reach-
ing the final approach fix. When
established inbound on the final
approach course, radar separation
US-365
will be maintained and the pilot
will be expected to complete the
approach utilizing the approach aid
designated in the clearance (ILS,
MLS, VOR, radio beacons, etc.) as
the primary means of navigation.
Therefore, once established on the
final approach course, pilots must
not deviate from it unless a clear-
ance to do so is received from ATC.
(e) After passing the final approach
fix on final approach, aircraft are
expected to continue inbound on the
final approach course and complete
the approach or effect the missed
approach procedure published for
that airport.
2. ARTCCs are approved for and may pro-
vide approach control services to specific
airports. The radar systems used by these
centers do not provide the same precision
as an ASR/PAR used by approach con-
trol facilities and towers, and the update
rate is not as fast. Therefore, pilots may be
requested to report established on the final
approach course.
3. Whether aircraft are vectored to the appro-
priate final approach course or provide
their own navigation on published routes
to it, radar service is automatically termi-
nated when the landing is completed or
when instructed to change to advisory fre-
quency at uncontrolled airports, whichever
occurs first.
5-4-4 ADVANCE INFORMATION
ON INSTRUMENT
APPROACH
a. When landing at airports with approach control
services and where two or more IAPs are pub-
lished, pilots will be provided in advance of their
arrival with the type of approach to expect or that
they may be vectored for a visual approach. This
information will be broadcast either by a con-
troller or on ATIS. It will not be furnished when
the visibility is three miles or better and the ceil-
ing is at or above the highest initial approach alti-
tude established for any low altitude IAP for the
airport.
b. The purpose of this information is to aid the pilot
in planning arrival actions; however, it is not an
ATC clearance or commitment and is subject to
change. Pilots should bear in mind that fluctu-
ating weather, shifting winds, blocked runway,
etc., are conditions which may result in changes
to approach information previously received. It
is important that pilots advise ATC immediately
they are unable to execute the approach ATC
advised will be used, or if they prefer another
type of approach.
c. Aircraft destined to uncontrolled airports,
which have automated weather data with
broadcast capability, should monitor the
ASOS/AWSS/AWOS frequency to ascertain
© JEPPESEN, 1994, 2010. ALL RIGHTS RESERVED.
 US-366 AIR TRAFFIC CONTROL
the current weather for the airport. The pilot
must advise ATC when he/she has received the
broadcast weather and state his/her intentions.
NOTE:
1. ASOS/AWSS/AWOS should be set to
provide one-minute broadcast weather
updates at uncontrolled airports that are
without weather broadcast capability by a
human observer.
2. Controllers will consider the long line dis-
seminated weather from an automated
weather system at an uncontrolled air-
port as trend and planning information
only and will rely on the pilot for cur-
rent weather information for the airport.
If the pilot is unable to receive the cur-
rent broadcast weather, the last long line
disseminated weather will be issued to
the pilot. When receiving IFR services,
the pilot/aircraft operator is responsible
for determining if weather/visibility is ade-
quate for approach/landing.
d. When making an IFR approach to an airport not
served by a tower or FSS, after ATC advises
“CHANGE TO ADVISORY FREQUENCY
APPROVED” you should broadcast your inten-
tions, including the type of approach being
executed, your position, and when over the final
approach fix inbound (nonprecision approach)
or when over the outer marker or fix used in
lieu of the outer marker inbound (precision
approach). Continue to monitor the appropriate
frequency (UNICOM, etc.) for reports from other
pilots.
5-4-5 INSTRUMENT APPROACH
PROCEDURE CHARTS
a. 14 CFR Section 91.175(a), Instrument
approaches to civil airports, requires the use
of SIAPs prescribed for the airport in 14 CFR
Part 97 unless otherwise authorized by the
Administrator (including ATC). If there are mil-
itary procedures published at a civil airport,
aircraft operating under 14 CFR Part 91 must
use the civil procedure(s). Civil procedures are
defined with “FAA” in parenthesis; e.g., (FAA),
at the top, center of the procedure chart. DOD
procedures are defined using the abbreviation
of the applicable military service in parenthesis;
e.g., (USAF), (USN), (USA). 14 CFR Section
91.175(g), Military airports, requires civil pilots
flying into or out of military airports to comply
with the IAPs and takeoff and landing minimums
prescribed by the authority having jurisdiction
at those airports. Unless an emergency exists,
civil aircraft operating at military airports nor-
mally require advance authorization, commonly
referred to as “Prior Permission Required” or
“PPR.” Information on obtaining a PPR for a
particular military airport can be found in the
Airport/Facility Directory.
NOTE: Civil aircraft may conduct practice VFR
approaches using DOD instrument approach
procedures when approved by the air traffic
controller.
q$z
3 SEP 10
1. IAPs (standard and special, civil and mil-
itary) are based on joint civil and military
criteria contained in the U.S. Standard
for TERPS. The design of IAPs based
on criteria contained in TERPS, takes
into account the interrelationship between
airports, facilities, and the surrounding
environment, terrain, obstacles, noise sen-
sitivity, etc. Appropriate altitudes, courses,
headings, distances, and other limitations
are specified and, once approved, the
procedures are published and distributed
by government and commercial cartogra-
phers as instrument approach charts.
2. Not all IAPs are published in chart form.
Radar IAPs are established where require-
ments and facilities exist but they are
printed in tabular form in appropriate U.S.
Government Flight Information Publica-
tions. [Jeppesen publishes all civil IAPs
in chart form. Military radar IAPs are pub-
lished in either chart form or tabular form.
Military TACAN IAPs are not published by
Jeppesen.]
3. The navigation equipment required to join
and fly an instrument approach procedure
is indicated by the title of the procedure and
notes on the chart.
(a) Straight-in IAPs are identified by
the navigational system providing
the final approach guidance and
the runway to which the approach
is aligned (e.g. VOR RWY 13). Cir-
cling only approaches are identified
by the navigational system provid-
ing final approach guidance and a
letter (e.g., VOR A). More than one
navigational system separated by a
slash indicates that more than one
type of equipment must be used to
execute the final approach (e.g.,
VOR/DME RWY 31). More than one
navigational system separated by
the word “or” indicates either type of
equipment may be used to execute
the final approach (e.g., VOR or
GPS RWY 15).
(b) In some cases, other types of navi-
gation systems including radar may
be required to execute other por-
tions of the approach or to navigate
to the IAF (e.g., an NDB procedure
turn to an ILS, an NDB in the missed
approach, or radar required to join
the procedure or identify a fix). When
radar or other equipment is required
for procedure entry from the en route
environment, a note will be charted in
the planview of the approach proce-
dure chart (e.g., RADAR REQUIRED
or ADF REQUIRED). When radar or
other equipment is required on por-
tions of the procedure outside the
final approach segment, including
the missed approach, a note will
be charted in the notes box of the
pilot briefing portion of the approach
© JEPPESEN, 1994, 2010. ALL RIGHTS RESERVED.
 15 APR 11
chart (e.g., RADAR REQUIRED or
DME REQUIRED). Notes are not
charted when VOR is required out-
side the final approach segment.
Pilots should ensure that the air-
craft is equipped with the required
NAVAID(s) in order to execute the
approach, including the missed
approach.
NOTE: Some military (i.e., U.S.
Air Force and U.S. Navy) IAPs
have these “additional equipment
required" notes charted only in the
planview of the approach procedure
and do not conform to the same
application standards used by the
FAA.
(c) The FAA has initiated a program
to provide a new notation for LOC
approaches when charted on an ILS
approach requiring other naviga-
tional aids to fly the final approach
course. The LOC minimums will be
annotated with the NAVAID required
(e.g., “DME Required” or “RADAR
Required.”) During the transition
period, ILS approaches will still exist
without the annotation.
(d) Many ILS approaches having minima
based on RVR are eligible for a land-
ing minimum of RVR 1800. Some
of these approaches are to runways
that have touchdown zone and cen-
terline lights. For many runways that
do not have touchdown and center-
line lights, it is still possible to allow a
landing minimum of RVR 1800. For
these runways, the normal ILS mini-
mum of RVR 2400 can be annotated
with a single or double asterisk or
the dagger symbol “†”, for example
“** 696/24 200 (200/1/2).” A note is
included on the chart stating “**RVR
1800 authorized with use of FD or
AP or HUD to DA.” The pilot must
use the flight director, or autopilot
with an approved approach coupler,
or head up display to decision alti-
tude or to the initiation of a missed
approach. In the interest of safety,
single pilot operators should not fly
approaches to 1800 RVR minimums
on runways without touchdown and
centerline lights using only a flight
director, unless accompanied by the
use of an autopilot with an approach
coupler.
(e) The naming of multiple approaches
of the same type to the same
runway is also changing. Multiple
approaches with the same guidance
will be annotated with an alphabeti-
cal suffix beginning at the end of the
alphabet and working backwards for
subsequent procedures (e.g., ILS Z
RWY 28, ILS Y RWY 28, etc.). The
existing annotations such as ILS 2
AIR TRAFFIC CONTROL US-367
RWY 28 or Silver ILS RWY 28 will
be phased out and replaced with
the new designation. The Cat II and
Cat III designations are used to dif-
ferentiate between multiple ILSs to
the same runway unless there are
multiples of the same type.
(f) RNAV (GPS) approaches to LNAV,
LP, LNAV/VNAV and LPV lines of
minima using WAAS and RNAV
(GPS) approaches to LNAV and
LNAV/VNAV lines of minima
using GPS are charted as RNAV
(GPS) RWY (Number) (e.g., RNAV
(GPS) RWY 21). VOR/DME RNAV
approaches will continue to be iden-
tified as VOR/DME RNAV RWY
(Number) (e.g., VOR/DME RNAV
RWY 21). VOR/DME RNAV proce-
dures which can be flown by GPS
will be annotated with “or GPS” (e.g.,
VOR/DME RNAV or GPS RWY 31).
4. Approach minimums are based on the
local altimeter setting for that airport,
unless annotated otherwise; e.g., Okla-
homa City/Will Rogers World approaches
are based on having a Will Rogers World
altimeter setting. When a different altime-
ter source is required, or more than one
source is authorized, it will be annotated
on the approach chart; e.g., use Sid-
ney altimeter setting, if not received, use
Scottsbluff altimeter setting. Approach
minimums may be raised when a nonlocal
altimeter source is authorized. When more
than one altimeter source is authorized,
and the minima are different, they will be
shown by separate lines in the approach
minima box or a note; e.g., use Manhattan
altimeter setting; when not available use
Salina altimeter setting and increase all
MDAs 40 feet. When the altimeter must be
obtained from a source other than air traffic
a note will indicate the source; e.g., Obtain
local altimeter setting on CTAF. When the
altimeter setting(s) on which the approach
is based is not available, the approach
is not authorized. Baro-VNAV must be
flown using the local altimeter setting only.
Where no local altimeter is available, the
LNAV/VNAV line will still be published
for use by WAAS receivers with a note
that Baro-VNAV is not authorized. When
a local and at least one other altimeter
setting source is authorized and the local
altimeter is not available Baro-VNAV is not
authorized; however, the LNAV/VNAV min-
ima can still be used by WAAS receivers
using the alternate altimeter setting source.
NOTE: Barometric Vertical Navigation
(baro−VNAV). An RNAV system function
which uses barometric altitude information
from the aircraft’s altimeter to compute
and present a vertical guidance path to
the pilot. The specified vertical path is
computed as a geometric path, typically
computed between two waypoints or an
© JEPPESEN, 1994, 2011. ALL RIGHTS RESERVED.
US-368 AIR TRAFFIC CONTROL
angle based computation from a single
waypoint. Further guidance may be found
in Advisory Circular 90−105.
5. A pilot adhering to the altitudes, flight
paths, and weather minimums depicted
on the IAP chart or vectors and altitudes
issued by the radar controller, is assured of
terrain and obstruction clearance and run-
way or airport alignment during approach
for landing.
6. IAPs are designed to provide an IFR
descent from the en route environment
to a point where a safe landing can be
made. They are prescribed and approved
by appropriate civil or military authority to
ensure a safe descent during instrument
flight conditions at a specific airport. It is
important that pilots understand these pro-
cedures and their use prior to attempting
to fly instrument approaches.
7. TERPS criteria are provided for the follow-
ing types of instrument approach proce-
dures:
(a) Precision Approach (PA). An instru-
ment approach based on a navi-
gation system that provides course
and glidepath deviation information
meeting the precision standards
of ICAO Annex 10. For example,
PAR, ILS, and GLS are precision
approaches.
(b) Approach with Vertical Guidance
(APV). An instrument approach
based on a navigation system that
is not required to meet the precision
approach standards of ICAO Annex
10 but provides course and glidepath
deviation information. For exam-
ple, Baro-VNAV, LDA with glide-
path, LNAV/VNAV and LPV are APV
approaches.
(c) Nonprecision Approach (NPA). An
instrument approach based on a
navigation system which provides
course deviation information, but no
glidepath deviation information. For
example, VOR, NDB and LNAV. As
noted in subparagraph i, Vertical
Descent Angle (VDA) on Nonpreci-
sion Approaches, some approach
procedures may provide a Verti-
cal Descent Angle as an aid in fly-
ing a stabilized approach, without
requiring its use in order to fly the
procedure. This does not make the
c. Minimum Safe/Sector Altitudes (MSA) are
approach an APV procedure, since
it must still be flown to an MDA and
has not been evaluated with a glide-
path.
b. The method used to depict prescribed altitudes
on instrument approach charts differs according
to techniques employed by different chart pub-
lishers. Prescribed altitudes may be depicted
in four different configurations: minimum, maxi-
mum, mandatory, and recommended. The U.S.
Government distributes charts produced by
15 APR 11
National Geospatial-Intelligence Agency (NGA)
and FAA. Altitudes are depicted on these charts
in the profile view with underscore, overscore,
both or none to identify them as minimum,
maximum, mandatory or recommended. [On
Jeppesen Approach Charts, all altitudes are
Minimum unless labeled Maximum, Mandatory,
or Recommended.]
1. Minimum altitude will be depicted with the
altitude value underscored. Aircraft are
required to maintain altitude at or above
the depicted value, e.g., 3000.
2. Maximum altitude will be depicted with
the altitude value overscored. Aircraft are
required to maintain altitude at or below
the depicted value, e.g., 1279569692000
3. Mandatory altitude will be depicted with the
altitude value both underscored and over-
scored. Aircraft are required to maintain
altitude at the depicted value, e.g., 1279568532000
4. Recommended altitude will be depicted
with no overscore or underscore. These
altitudes are depicted for descent planning,
e.g., 6000.
NOTE 1: Pilots are cautioned to adhere to
altitudes as prescribed because, in certain
instances, they may be used as the basis
for vertical separation of aircraft by ATC.
When a depicted altitude is specified in
the ATC clearance, that altitude becomes
mandatory as defined above.
NOTE 2: The ILS glide slope is intended
to be intercepted at the published glide
slope intercept altitude. This point marks
the PFAF and is depicted by the ”light-
ning bolt” symbol on U.S. Government
charts. Intercepting the glide slope at this
altitude marks the beginning of the final
approach segment and ensures required
obstacle clearance during descent from
the glide slope intercept altitude to the
lowest published decision altitude for the
approach. Interception and tracking of the
glide slope prior to the published glide
slope interception altitude does not nec-
essarily ensure that minimum, maximum,
and/or mandatory altitudes published for
any preceding fixes will be complied with
during the descent. If the pilot chooses to
track the glide slope prior to the glide slope
interception altitude, they remain respon-
sible for complying with published altitudes
for any preceding stepdown fixes encoun-
tered during the subsequent descent.
published for emergency use on IAP charts. For
conventional navigation systems, the MSA is
normally based on the primary omnidirectional
facility on which the IAP is predicated. The MSA
depiction on the approach chart contains the
facility identifier of the NAVAID used to deter-
mine the MSA altitudes. For RNAV approaches,
the MSA is based on the runway waypoint (RWY
WP) for straight-in approaches, or the airport
waypoint (APT WP) for circling approaches. For
GPS approaches, the MSA center will be the
© JEPPESEN, 1994, 2011. ALL RIGHTS RESERVED.
 15 APR 11 AIR TRAFFIC CONTROL
missed approach waypoint (MAWP). MSAs are
expressed in feet above mean sea level and
normally have a 25 NM radius; however, this
radius may be expanded to 30 NM if necessary
to encompass the airport landing surfaces. Ide-
ally, a single sector altitude is established and
depicted on the plan view of approach charts;
however, when necessary to obtain relief from
obstructions, the area may be further sectored
and as many as four MSAs established. When
established, sectors may be no less than 90° in
spread. MSAs provide 1,000 feet clearance over
all obstructions but do not necessarily assure
acceptable navigation signal coverage.
d. Terminal Arrival Area (TAA)
1. The objective of the TAA is to provide
a seamless transition from the en route
structure to the terminal environment for
arriving aircraft equipped with Flight Man-
agement System (FMS) and/or Global
Positioning System (GPS) navigational
equipment. The underlying instrument
approach procedure is an area naviga-
tion (RNAV) procedure described in this
section. The TAA provides the pilot and
air traffic controller with a very efficient
method for routing traffic into the terminal
environment with little required air traf-
fic control interface, and with minimum
altitudes depicted that provide standard
obstacle clearance compatible with the
instrument procedure associated with it.
The TAA will not be found on all RNAV
procedures, particularly in areas of heavy
concentration of air traffic. When the TAA
is published, it replaces the MSA for that
approach procedure. See FIG 5-4-9 for a
depiction of a RNAV approach chart with
a TAA.
2. The RNAV procedure underlying the TAA
will be the “T” design (also called the
“Basic T”), or a modification of the “T.” The
“T” design incorporates from one to three
IAFs; an intermediate fix (IF) that serves as
a dual purpose IF (IAF); a final approach fix
(FAF), and a missed approach point (MAP)
usually located at the runway threshold.
The three IAFs are normally aligned in a
straight line perpendicular to the interme-
diate course, which is an extension of the
final course leading to the runway, form-
ing a “T.” The initial segment is normally
from 3-6 NM in length; the intermediate
5-7 NM, and the final segment 5 NM.
Specific segment length may be varied to
accommodate specific aircraft categories
for which the procedure is designed. How-
ever, the published segment lengths will
reflect the highest category of aircraft nor-
mally expected to use the procedure.
(a) A standard racetrack holding pattern
may be provided at the center IAF,
and if present may be necessary
for course reversal and for altitude
adjustment for entry into the proce-
dure. In the latter case, the pattern
provides an extended distance for
US-369
the descent required by the proce-
dure. Depiction of this pattern in U.S.
Government publications will utilize
the “hold-in-lieu-of-PT” holding pat-
tern symbol.
(b) The published procedure will be
annotated to indicate when the
course reversal is not necessary
when flying within a particular TAA
area; e.g., “NoPT.” Otherwise, the
pilot is expected to execute the
course reversal under the provisions
of 14 CFR Section 91.175. The pilot
may elect to use the course reversal
pattern when it is not required by
the procedure, but must inform air
traffic control and receive clearance
to do so. (See FIG 5-4-1, FIG 5-4-2,
FIG 5-4-9, and paragraph 5-4-9,
Procedure Turn and Hold-in-lieu of
Procedure Turn).
3. The “T” design may be modified by the pro-
cedure designers where required by ter-
rain or air traffic control considerations. For
instance, the “T” design may appear more
like a regularly or irregularly shaped “Y”, or
may even have one or both outboard IAFs
eliminated resulting in an upside down “L”
or an “I” configuration. (See FIG 5-4-3 and
FIG 5-4-10). Further, the leg lengths asso-
ciated with the outboard IAFs may differ.
(See FIG 5-4-5 and FIG 5-4-6).
4. Another modification of the “T” design may
be found at airports with parallel runway
configurations. Each parallel runway may
be served by its own “T” IAF, IF (IAF),
and FAF combination, resulting in parallel
final approach courses. (See FIG 5-4-4).
Common IAFs may serve both runways;
however, only the intermediate and final
approach segments for the landing runway
will be shown on the approach chart. (See
FIG 5-4-5 and FIG 5-4-6).
© JEPPESEN, 1994, 2011. ALL RIGHTS RESERVED.
US-370 AIR TRAFFIC CONTROL 15 APR 11

FIGURE 5-4-1
Basic “T” Design

1281537739000

© JEPPESEN, 1994, 2011. ALL RIGHTS RESERVED.

 3 SEP 10 AIR TRAFFIC CONTROL US-371

FIGURE 5-4-2
Basic “T” Design

1281537739000

FIGURE 5-4-3
Modified Basic “T”

1281537739000

q$z

© JEPPESEN, 1994, 2010. ALL RIGHTS RESERVED.

 US-372 AIR TRAFFIC CONTROL 3 SEP 10

FIGURE 5-4-4
Modified “T” Approach to Parallel Runways

1281025136000

FIGURE 5-4-5
“T” Approach with Common IAFs to Parallel Runways

1281025152000

q$z

© JEPPESEN, 1994, 2010. ALL RIGHTS RESERVED.

 3 SEP 10 AIR TRAFFIC CONTROL US-373

FIGURE 5-4-6
“T” Approach with Common IAFs to Parallel Runways

1281025138000

FIGURE 5-4-7
TAA Area
Plan View To Straight-in IF(IAF)

STRAIGHT-IN AREA

2000' les
mi
al
utic
na
IF(IAF) for Straight-in area 30

090° 270°
IAF for Right Base area IAF for Left Base area
30
les FAF
l mi na
ut
ca ica
uti lm
na MAP ile
30 s
2500' Runway
2000'

RIGHT BASE AREA LEFT BASE AREA

To Right Base IAF

To Left Base IAF
360°

Aircraft maintain designated altitudes within each area.

1250015654000

5. The standard TAA consists of three areas
defined by the extension of the IAF legs
and the intermediate segment course.
These areas are called the straight-in,
left-base, and right-base areas. (See FIG
5-4-7). TAA area lateral boundaries are
identified by magnetic courses TO the IF
(IAF). The straight-in area can be further
divided into pie-shaped sectors with the
boundaries identified by magnetic courses

q$z

© JEPPESEN, 1994, 2010. ALL RIGHTS RESERVED.

US-374 AIR TRAFFIC CONTROL
TO the IF (IAF), and may contain step-
down sections defined by arcs based on
RNAV distances (DME or ATD) from the
IF (IAF). The right/left-base areas can only
be subdivided using arcs based on RNAV
distances from the IAFs for those areas.
Minimum MSL altitudes are charted within
each of these defined areas/subdivisions
that provide at least 1,000 feet of obstacle
clearance, or more as necessary in moun-
tainous areas.
(a) Prior to arriving at the TAA boundary,
the pilot can determine which area
of the TAA the aircraft will enter by
selecting the IF (IAF) to determine
the magnetic bearing TO the center
IF (IAF). That bearing should then be
compared with the published bear-
ings that define the lateral bound-
aries of the TAA areas. Using the
end IAFs may give a false indication
of which area the aircraft will enter.
This is critical when approaching
the TAA near the extended bound-
ary between the left and right-base
FIGURE 5-4-8
Sectored TAA Areas
Plan View
6000´ STRAIGHT-IN AREA
22
nm
IAF
090°
m 17
17 n
4100´
6000´
RIGHT BASE AREA
(c) Depiction of the TAA on U.S. Govern-
ment charts will be through the use of
icons located in the plan view outside
the depiction of the actual approach
procedure. (See FIG 5-4-9). Use of
icons is necessary to avoid obscur-
ing any portion of the “T” procedure
(altitudes, courses, minimum alti-
tudes, etc.). The icon for each TAA
area will be located and oriented
on the plan view with respect to the
direction of arrival to the approach
procedure, and will show all TAA
3 SEP 10
areas, especially where these areas
contain different minimum altitude
requirements.
(b) Pilots entering the TAA and cleared
by air traffic control, are expected to
proceed directly to the IAF associ-
ated with that area of the TAA at the
altitude depicted, unless otherwise
cleared by air traffic control. Cleared
direct to an Initial Approach Fix (IAF)
without a clearance for the proce-
dure does not authorize a pilot to
descend to a lower TAA altitude. If a
pilot desires a lower altitude without
an approach clearance, request the
lower TAA altitude. If a pilot is not
sure of what they are authorized or
expected to do by air traffic, they
should ask air traffic or request a
specific clearance. Pilots entering
the TAA with two-way radio commu-
nications failure (14 CFR Section
91.185, IFR Operations: Two-way
Radio Communications Failure),
must maintain the highest altitude
prescribed by Section 91.185(c)(2)
until arriving at the appropriate IAF.
180°
2000´
IF(IAF)
IAF
270°
FAF nm
3000´
MAP
Runway
6000´
LEFT BASE AREA
360° 1250015652000
minimum altitudes and sector/radius
subdivisions for that area. The IAF
for each area of the TAA is included
on the icon where it appears on the
approach, to help the pilot orient
the icon to the approach procedure.
The IAF name and the distance of
the TAA area boundary from the IAF
are included on the outside arc of
the TAA area icon. Examples here
are shown with the TAA around the
approach to aid pilots in visualiz-
ing how the TAA corresponds to the
© JEPPESEN, 1994, 2010. ALL RIGHTS RESERVED.
 3 SEP 10 AIR TRAFFIC CONTROL US-375

approach and should not be con-

fused with the actual approach chart
depiction.
(d) Each waypoint on the “T”, except
the missed approach waypoint, is
assigned a pronounceable 5-char-
acter name used in air traffic control
communications, and which is found
in the RNAV databases for the proce-
dure. The missed approach waypoint
is assigned a pronounceable name
when it is not located at the runway
threshold.
6. Once cleared to fly the TAA, pilots are
expected to obey minimum altitudes
depicted within the TAA icons, unless
instructed otherwise by air traffic control. In
FIG 5-4-8, pilots within the left or right-base
areas are expected to maintain a minimum
altitude of 6,000 feet until within 17 NM of
the associated IAF. After crossing the 17
NM arc, descent is authorized to the lower
charted altitudes. Pilots approaching from
the northwest are expected to maintain a
minimum altitude of 6,000 feet, and when
within 22 NM of the IF (IAF), descend to a
minimum altitude of 2,000 feet MSL until
reaching the IF (IAF).

© JEPPESEN, 1994, 2010. ALL RIGHTS RESERVED.

US-376 AIR TRAFFIC CONTROL 3 SEP 10

FIGURE 5-4-9
RNAV (GPS) Approach Chart

12 DEC 08 CAT A, B & C

1. GPS or RNP-0.3 required. 2. Baro VNAV not authorized below - 16^C (4^F).

NOT FOR
NAVIGATION

1415'

1344'

1220'

Charted obstructions © JEPPESEN, 2001, 2008. ALL RIGHTS RESERVED.

NOTE: This chart has been modified to
depict new concepts and may not reflect
actual approach minima. 1255352119000

© JEPPESEN, 1994, 2010. ALL RIGHTS RESERVED.

 3 SEP 10 AIR TRAFFIC CONTROL US-377

FIGURE 5-4-10
TAA with Left and Right Base Areas Eliminated

1223300393000

7. Just as the underlying “T” approach pro-

cedure may be modified in shape, the
TAA may contain modifications to the
defined area shapes and sizes. Some
areas may even be eliminated, with other
areas expanded as needed. FIG 5-4-10 is
an example of a design limitation where
a course reversal is necessary when
approaching the IF (IAF) from certain
directions due to the amount of turn
required at the IF (IAF). Design criteria
require a course reversal whenever this
turn exceeds 120 degrees. In this gener-
alized example, pilots approaching on a
bearing TO the IF (IAF) from 300° clock-
wise through 060° are expected to execute
a course reversal. The term “NoPT” will be
annotated on the boundary of the TAA icon
for the other portion of the TAA.

© JEPPESEN, 1994, 2010. ALL RIGHTS RESERVED.

 US-378 AIR TRAFFIC CONTROL 3 SEP 10

FIGURE 5-4-11
TAA with Right Base Eliminated

1223300393000

8. FIG 5-4-11 depicts another TAA modifi-
cation that pilots may encounter. In this
generalized example, the right-base area
has been eliminated. Pilots operating
within the TAA between 360° clockwise to
060° bearing TO the IF (IAF) are expected
to execute the course reversal in order to
properly align the aircraft for entry onto
the intermediate segment. Aircraft operat-
ing in all other areas from 060° clockwise
to 360° bearing TO the IF (IAF) need
not perform the course reversal, and the
term “NoPT” will be annotated on the TAA
boundary of the icon in these areas. TAAs
are no longer being produced with sections
removed; however, some may still exist on
previously published procedures.

FIGURE 5-4-12
Examples of a TAA with Feeders from an Airway

1281027815000

q$z

© JEPPESEN, 1994, 2010. ALL RIGHTS RESERVED.

 3 SEP 10
9. When an airway does not cross the lat-
eral TAA boundaries, a feeder route will
be established to provide a transition from
the en route structure to the appropriate
IAF. Each feeder route will terminate at the
TAA boundary, and will be aligned along a
path pointing to the associated IAF. Pilots
should descend to the TAA altitude after
crossing the TAA boundary and cleared by
air traffic control. (See FIG 5-4-12).
FIGURE 5-4-13
Minimum Vectoring Altitude Charts
N
348 013
5500
2500 057
3000
289 5000
277 1500
3500 3000
5 distance to the next waypoint for RNAV proce-
2000 102
250 3000 10
15
20
25
30 160
e. Minimum Vectoring Altitudes (MVAs) are
established for use by ATC when radar ATC is
exercised. MVA charts are prepared by air traffic
facilities at locations where there are numerous
different minimum IFR altitudes. Each MVA
chart has sectors large enough to accommo-
date vectoring of aircraft within the sector at the
MVA. Each sector boundary is at least 3 miles
from the obstruction determining the MVA. To
avoid a large sector with an excessively high
MVA due to an isolated prominent obstruction,
the obstruction may be enclosed in a buffer area
whose boundaries are at least 3 miles from the
obstruction. This is done to facilitate vectoring
around the obstruction. (See FIG 5-4-13.)
1. The minimum vectoring altitude in each
sector provides 1,000 feet above the high-
est obstacle in nonmountainous areas and
2,000 feet above the highest obstacle in
designated mountainous areas. Where
lower MVAs are required in designated
mountainous areas to achieve compat-
ibility with terminal routes or to permit
vectoring to an IAP, 1,000 feet of obstacle
clearance may be authorized with the use
of Airport Surveillance Radar (ASR). The
minimum vectoring altitude will provide at
least 300 feet above the floor of controlled
airspace.
NOTE: OROCA is an off-route altitude
which provides obstruction clearance with
a 1,000 foot buffer in nonmountainous
terrain areas and a 2,000 foot buffer in
designated mountainous areas within the
U.S. This altitude may not provide signal
AIR TRAFFIC CONTROL US-379
coverage from ground-based navigational
aids, air traffic control radar, or communi-
cations coverage.
2. Because of differences in the areas con-
sidered for MVA, and those applied to
other minimum altitudes, and the ability
to isolate specific obstacles, some MVAs
may be lower than the nonradar Minimum
En Route Altitudes (MEAs), Minimum
Obstruction Clearance Altitudes (MOCAs)
or other minimum altitudes depicted on
charts for a given location. While being
radar vectored, IFR altitude assignments
by ATC will be at or above MVA.
f. Visual Descent Points (VDPs) are being incor-
porated in nonprecision approach procedures.
The VDP is a defined point on the final approach
course of a nonprecision straight-in approach
procedure from which normal descent from the
MDA to the runway touchdown point may be
commenced, provided visual reference required
by 14 CFR Section 91.175(c)(3) is established.
The VDP will normally be identified by DME on
VOR and LOC procedures and by along-track
dures. The VDP is identified on the profile view
of the approach chart by the symbol: V.
1. VDPs are intended to provide additional
guidance where they are implemented. No
special technique is required to fly a pro-
1250018146000
cedure with a VDP. The pilot should not
descend below the MDA prior to reach-
ing the VDP and acquiring the necessary
visual reference.
2. Pilots not equipped to receive the VDP
should fly the approach procedure as
though no VDP had been provided.
g. Visual Segment of a Published Instrument
Approach Procedure. Instrument procedures
designers perform a visual area obstruction
evaluation off the approach end of each runway
authorized for instrument landing, straight-in, or
circling. Restrictions to instrument operations
are imposed if penetrations of the obstruction
clearance surfaces exist. These restrictions
vary based on the severity of the penetrations,
and may include increasing required visibility,
denying VDPs, prohibiting night instrument
operations to the runway, and/or provide a “Fly
Visual” option to the landing surface.
1. In isolated cases, due to procedure design
peculiarities, an IAP may contain a pub-
lished visual flight path. These procedures
are annotated “Fly Visual to Airport” or
“Fly Visual.” A dashed arrow indicating the
visual flight path will be included in the
profile and plan views with an approximate
heading and distance to the end of the
runway. The depicted ground track asso-
ciated with the visual segment should be
flown as a “DR” course. When executing
the visual segment, the flight visibility must
not be less than that prescribed in the IAP,
the pilot must remain clear of clouds and
proceed to the airport maintaining visual
© JEPPESEN, 1994, 2010. ALL RIGHTS RESERVED.
US-380 AIR TRAFFIC CONTROL
contact with the ground. Altitude on the
visual flight path is at the discretion of the
pilot.
2. Since missed approach obstacle clearance
is assured only if the missed approach is
commenced at the published MAP or
above the DA/MDA, the pilot should have
preplanned climb out options based on
aircraft performance and terrain features.
Obstacle clearance is the sole respon-
sibility of the pilot when the approach is
continued beyond the MAP.
NOTE: The FAA Administrator retains the
authority to approve instrument approach
procedures where the pilot may not nec-
essarily have one of the visual references
specified in CFR 14, part 91.175 and
related rules. It is not a function of pro-
cedure design to ensure compliance with
part 91.175. The annotation “Fly Visual to
Airport” provides relief from part 91.175
requirements that the pilot have distinctly
visible and identifiable visual references
prior to descent below MDA/DA.
h. Charting of Close in Obstacles on Instru-
ment Procedure Charts. Obstacles that are
close to the airport may be depicted in either
the planview of the instrument approach chart
or the airport sketch. Obstacles are charted in
only one of the areas, based on space available
and distance from the runway. These obstacles
could be in the visual segment of the instru-
ment approach procedure. On nonprecision
approaches, these obstacles should be consid-
ered when determining where to begin descent
from the MDA (see “Pilot Operational Consider-
ations When Flying Nonprecision Approaches”
in this paragraph).
i. Vertical Descent Angle (VDA) on Nonpreci-
sion Approaches. FAA policy is to publish
VDAs on all nonprecision approaches. Pub-
lished along with VDA is the threshold crossing
height (TCH) that was used to compute the
angle. The descent angle may be computed
from either the final approach fix (FAF), or a
stepdown fix, to the runway threshold at the
published TCH. A stepdown fix is only used as
the start point when an angle computed from
the FAF would place the aircraft below the step-
down fix altitude. The descent angle and TCH
information are charted on the profile view of
the instrument approach chart following the fix
the angle was based on. The optimum descent
angle is 3.00 degrees; and whenever possible
the approach will be designed using this angle.
1. The VDA provides the pilot with information
not previously available on nonprecision
approaches. It provides a means for the
pilot to establish a stabilized descent from
the FAF or stepdown fix to the MDA.
Stabilized descent is a key factor in the
reduction of controlled flight into terrain
(CFIT) incidents. However, pilots should
be aware that the published angle is for
information only - it is strictly advisory
in nature. There is no implicit additional
obstacle protection below the MDA. Pilots
3 SEP 10
must still respect the published minimum
descent altitude (MDA) unless the visual
cues stated 14 CFR Section 91.175 are
present and they can visually acquire and
avoid obstacles once below the MDA. The
presence of a VDA does not guarantee
obstacle protection in the visual segment
and does not change any of the require-
ments for flying a nonprecision approach.
2. Additional protection for the visual segment
below the MDA is provided if a VDP is
published and descent below the MDA is
started at or after the VDP. Protection is
also provided, if a Visual Glide Slope Indi-
cator (VGSI); e.g., VASI or PAPI, is installed
and the aircraft remains on the VGSI glide
path angle from the MDA. In either case, a
chart note will indicate if the VDP or VGSI
are not coincident with the VDA. On RNAV
approach charts, a small shaded arrow-
head shaped symbol (see the legend of the
U.S. Terminal Procedures books, page H1)
from the end of the VDA to the runway indi-
cates that the 34:1 visual surface is clear.
3. Pilots may use the published angle and
estimated/actual groundspeed to find a
target rate of descent from the rate of
descent table published in the back of
the U.S. Terminal Procedures Publication.
This rate of descent can be flown with the
Vertical Velocity Indicator (VVI) in order to
use the VDA as an aid to flying a stabilized
descent. No special equipment is required.
4. Since one of the reasons for publishing a
circling only instrument landing procedure
is that the descent rate required exceeds
the maximum allowed for a straight in
approach, circling only procedures may
have VDAs which are considerably steeper
than the standard 3 degree angle on final.
In this case, the VDA provides the crew
with information about the descent rate
required to land straight in from the FAF
or step down fix to the threshold. This is
not intended to imply that landing straight
ahead is recommended, or even possible,
since the descent rate may exceed the
capabilities of many aircraft. The pilot must
determine how to best maneuver the air-
craft within the circling obstacle clearance
area in order to land.
5. In rare cases the LNAV minima may have
a lower HAT than minima with a glide path
due to the location of the obstacles. This
should be a clear indication to the pilot
that obstacles exist below the MDA which
the pilot must see in order to ensure ade-
quate clearance. In those cases, the glide
path may be treated as a VDA and used
to descend to the LNAV MDA as long as
all the rules for a nonprescription approach
are applied at the MDA. However, the pilot
must keep in mind the information in this
paragraph and in paragraph 5-4-5j.
[Jeppesen charts and tables clearly present all
of this information.]
© JEPPESEN, 1994, 2010. ALL RIGHTS RESERVED.
 3 SEP 10 AIR TRAFFIC CONTROL
j. Pilot Operational Considerations When Fly-
ing Nonprecision Approaches. The missed
approach point (MAP) on a nonprecision
approach is not designed with any consid-
eration to where the aircraft must begin descent
to execute a safe landing. It is developed based
on terrain, obstructions, NAVAID location and
possibly air traffic considerations. Because the
MAP may be located anywhere from well prior
to the runway threshold to past the opposite end
of the runway, the descent from the Minimum
Descent Altitude (MDA) to the runway thresh-
old cannot be determined based on the MAP
location. Descent from MDA at the MAP when
the MAP is located close to the threshold would
require an excessively steep descent gradient
to land in the normal touchdown zone. Any turn
from the final approach course to the runway
heading may also be a factor in when to begin
the descent.
1. Pilots are cautioned that descent to a
straight-in landing from the MDA at the
MAP may be inadvisable or impossible, on
a nonprecision approach, even if current
weather conditions meet the published
ceiling and visibility. Aircraft speed, height
above the runway, descent rate, amount
of turn and runway length are some of
the factors which must be considered by
the pilot to determine if a landing can be
accomplished.
2. Visual descent points (VDPs) provide pilots
with a reference for the optimal location
to begin descent from the MDA, based on
the designed vertical descent angle (VDA)
for the approach procedure, assuming
required visual references are available.
Approaches without VDPs have not been
assessed for terrain clearance below the
MDA, and may not provide a clear ver-
tical path to the runway at the normally
expected descent angle. Therefore, pilots
must be especially vigilant when descend-
ing below the MDA at locations without
VDPs. This does not necessarily prevent
flying the normal angle; it only means that
obstacle clearance in the visual segment
could be less and greater care should be
exercised in looking for obstacles in the
visual segment. Use of visual glide slope
indicator (VGSI) systems can aid the pilot
in determining if the aircraft is in a posi-
tion to make the descent from the MDA.
However, when the visibility is close to
minimums, the VGSI may not be visible at
the start descent point for a "normal" glide-
path, due to its location down the runway.
3. Accordingly, pilots are advised to carefully
review approach procedures, prior to initi-
ating the approach, to identify the optimum
position(s), and any unacceptable posi-
tions, from which a descent to landing can
be initiated (in accordance with 14 CFR
Section 91.175(c)).
k. Area Navigation (RNAV) Instrument
Approach Charts. Reliance on RNAV systems
for instrument operations is becoming more
q$z
US-381
commonplace as new systems such as GPS
and augmented GPS such as the Wide Area
Augmentation System (WAAS) are developed
and deployed. In order to support full inte-
gration of RNAV procedures into the National
Airspace System (NAS), the FAA developed a
new charting format for IAPs (See FIG 5-4-9).
This format avoids unnecessary duplication and
proliferation of instrument approach charts. The
original stand alone GPS charts, titled simply
“GPS,” are being converted to the newer format
as the procedures are revised. One reason
for the revision is the addition of WAAS based
minima to the approach chart. The reformatted
approach chart is titled “RNAV (GPS) RWY
XX.” Up to four lines of minima are included
on these charts. Ground Based Augmentation
System (GBAS) Landing System (GLS) was a
placeholder for future WAAS and LAAS minima,
and the minima was always listed as N/A. The
GLS minima line has now been replaced by the
WAAS LPV (Localizer Performance with Ver-
tical Guidance) minima on most RNAV (GPS)
charts. LNAV/VNAV (lateral navigation/vertical
navigation) was added to support both WAAS
electronic vertical guidance and Barometric
VNAV. LPV and LNAV/VNAV are both APV pro-
cedures as described in paragraph 5-4-5a7. The
original GPS minima, titled “S-XX,” for straight
in runway XX, is retitled LNAV (lateral naviga-
tion). Circling minima may also be published.
A new type of nonprecision WAAS minima will
also be published on this chart and titled LP
(localizer performance). LP will be published in
locations where vertically guided minima cannot
be provided due to terrain and obstacles and
therefore, no LPV or LNAV/VNAV minima will
be published. Current plans call for LAAS based
procedures to be published on a separate chart
and for the GLS minima line to be used only for
LAAS. ATC clearance for the RNAV procedure
authorizes a properly certified pilot to utilize
any minimums for which the aircraft is certified:
e.g. a WAAS equipped aircraft utilize the LPV
or LP minima but a GPS only aircraft may not.
The RNAV chart includes information formatted
for quick reference by the pilot or flight crew at
the top of the chart. This portion of the chart,
developed based on a study by the Department
of Transportation, Volpe National Transportation
System Center, is commonly referred to as the
pilot briefing.
1. The minima lines are:
(a) GLS. “GLS” is the acronym for
Ground Based Augmentation Sys-
tem (GBAS) Landing System. GBAS
is the ICAO term for Local Area Aug-
mentation System (LAAS). This line
was originally published as a place-
holder for both WAAS and LAAS
minima and marked as N/A since
no minima was published. As the
concepts for LAAS and WAAS pro-
cedure publication have evolved,
GLS will now be used only for LAAS
minima, which will be on a separate
approach chart. Most RNAV(GPS)
© JEPPESEN, 1994, 2010. ALL RIGHTS RESERVED.
 US-382 AIR TRAFFIC CONTROL
approach charts have had the GLS
minima line replaced by a WAAS
LPV line of minima.
(b) LPV. “LPV” is the acronym for local-
izer performance with vertical guid-
ance. RNAV (GPS) approaches to
LPV lines of minima take advantage
of the improved accuracy of WAAS
lateral and vertical guidance to pro-
vide an approach that is very similar
to a Category I Instrument Land-
ing System (ILS). The approach
to LPV line of minima is designed
for angular guidance with increas-
ing sensitivity as the aircraft gets
closer to the runway. The sensitivi-
ties are nearly identical to those of
the ILS at similar distances. This
was done intentionally to allow the
skills required to proficiently fly an
ILS to readily transfer to flying RNAV
(GPS) approaches to the LPV line
of minima. Just as with an ILS, the
LPV has vertical guidance and is
flown to a DA. Aircraft can fly this
minima line with a statement in
the Aircraft Flight Manual that the
installed equipment supports LPV
approaches. This includes Class 3
and 4 TSO-C146 WAAS equipment.
(c) LNAV/VNAV. LNAV/VNAV identifies
APV minimums developed to accom-
modate an RNAV IAP with verti-
cal guidance, usually provided by
approach certified Baro-VNAV, but
with lateral and vertical integrity lim-
its larger than a precision approach
or LPV. LNAV stands for Lateral
Navigation; VNAV stands for Ver-
tical Navigation. This minima line
can be flown by aircraft with a
statement in the Aircraft Flight
Manual that the installed equip-
ment supports GPS approaches
and has an approach-approved
barometric VNAV, or if the aircraft
has been demonstrated to sup-
port LNAV/VNAV approaches. This
includes Class 2, 3 and 4 TSO-C146
WAAS equipment. Aircraft using
LNAV/VNAV minimums will descend
to landing via an internally gener-
ated descent path based on satellite
or other approach approved VNAV
systems. Since electronic vertical
guidance is provided, the minima will
be published as a DA. Other navi-
gation systems may be specifically
authorized to use this line of min-
ima, see Section A, Terms/Landing
Minima Data, of the U.S. Terminal
Procedures books.
(d) LP. “LP” is the acronym for local-
izer performance. Approaches to
LP lines of minima take advantage
of the improved accuracy of WAAS
to provide approaches, with lateral
q$z
3 SEP 10
guidance and angular guidance.
Angular guidance does not refer
to a glideslope angle but rather to
the increased lateral sensitivity as
the aircraft gets closer to the run-
way, similar to localizer approaches.
However, the LP line of minima is
a Minimum Descent Altitude (MDA)
rather than a DA (H). Procedures
with LP lines of minima will not be
published with another approach that
contains approved vertical guidance
(LNAV/VNAV or LPV). It is possible
to have LP and LNAV published on
the same approach chart but LP will
only be published if it provides lower
minima than an LNAV line of minima.
LP is not a fail−down mode for LPV.
LP will only be published if terrain,
obstructions, or some other reason
prevent publishing a vertically guided
procedure. WAAS avionics may pro-
vide GNSS−based advisory vertical
guidance during an approach to an
LP line of minima (reference section
9.b for further information on advi-
sory vertical guidance). Barometric
altimeter information remains the
primary altitude reference for com-
plying with any altitude restrictions.
WAAS equipment may not support
LP, even if it supports LPV, if it was
approved before TSO C–145B and
TSO C–146B. Receivers approved
under previous TSOs may require
an upgrade by the manufacturer in
order to be used to fly to LP minima.
Receivers approved for LP must
have a statement in the approved
Flight Manual or Supplemental Flight
Manual including LP as one of the
approved approach types.
(e) LNAV. This minima is for lateral nav-
igation only, and the approach min-
imum altitude will be published as
a minimum descent altitude (MDA).
LNAV provides the same level of
service as the present GPS stand
alone approaches. LNAV minimums
support the following navigation sys-
tems: WAAS, when the navigation
solution will not support vertical nav-
igation; and, GPS navigation sys-
tems which are presently authorized
to conduct GPS approaches. Exist-
ing GPS approaches continue to be
converted to the RNAV (GPS) format
as they are revised or reviewed.
NOTE: GPS receivers approved for
approach operations in accordance with:
AC 20-138, Airworthiness Approval of
Global Positioning System (GPS) Navi-
gation Equipment for Use as a VFR and
IFR Supplemental Navigation System,
for stand-alone Technical Standard Order
(TSO) TSO-C129 Class A(1) systems; or
AC 20-130A, Airworthiness Approval of
Navigation or Flight Management Systems
© JEPPESEN, 1994, 2010. ALL RIGHTS RESERVED.
 16 MAR 12 AIR TRAFFIC CONTROL
Integrating Multiple Navigation Sensors,
for GPS as part of a multi-sensor system,
qualify for this minima. WAAS navigation
equipment must be approved in accor-
dance with the requirements specified in
TSO-C145 or TSO-C146 and installed
in accordance with Advisory Circular
AC 20-138A, Airworthiness Approval
of Global Navigation Satellite System
(GNSS) Equipment.
2. Other systems may be authorized to utilize
these approaches. See the description in
Section A of the U.S. Terminal Procedures
books for details. Operational approval
must also be obtained for Baro-VNAV sys-
tems to operate to the LNAV/VNAV mini-
mums. Baro-VNAV may not be authorized
on some approaches due to other factors,
such as no local altimeter source being
available. Baro-VNAV is not authorized
on LPV procedures. Pilots are directed to
their local Flight Standards District Office
(FSDO) for additional information.
NOTE: RNAV and Baro-VNAV systems
must have a manufacturer supplied elec-
tronic database which must include the
waypoints, altitudes, and vertical data for
the procedure to be flown. The system
must be able to retrieve the procedure by
name from the aircraft navigation data-
base, not just as a manually entered series
of waypoints.
3. ILS or RNAV (GPS) charts.
(a) Some RNAV (GPS) charts will also
contain an ILS line of minima to make
use of the ILS precision final in con-
junction with the RNAV GPS capa-
bilities for the portions of the proce-
dure prior to the final approach seg-
ment and for the missed approach.
Obstacle clearance for the portions
of the procedure other than the final
approach segment is still based on
GPS criteria.
NOTE: Some GPS receiver installa-
tions inhibit GPS navigation when-
ever ANY ILS frequency is tuned.
Pilots flying aircraft with receivers
installed in this manner must wait
until they are on the intermediate
segment of the procedure prior to
the PFAF (PFAF is the active way-
point) to tune the ILS frequency and
must tune the ILS back to a VOR
frequency in order to fly the GPS
based missed approach.
(b) Charting. There are charting differ-
ences between ILS, RNAV (GPS),
and GLS approaches.
(1) The LAAS procedure is
titled “GLS RWY XX” on the
approach chart.
(2) The VDB provides information
to the airborne receiver where
the guidance is synthesized.
q$z
US-383 q$i
(3) The LAAS procedure is iden-
tified by a four alpha-numeric
character field referred to as
the RPI or approach ID and is
similar to the IDENT feature of
the ILS.
(4) The RPI is charted.
(5) Most RNAV(GPS) approach
charts have had the GLS (NA)
minima line replaced by an
LPV line of minima.
(6) Since the concepts for LAAS
and WAAS procedure publi-
cation have evolved, GLS will
now be used only for LAAS
minima, which will be on a
separate approach chart.
4. Required Navigation Performance
(RNP)
(a) Pilots are advised to refer to the
“TERMS/LANDING MINIMUMS
DATA” (Section A) of the U.S.
Government Terminal Procedures
books for aircraft approach eligibility
requirements by specific RNP level
requirements.
(b) Some aircraft have RNP approval
in their AFM without a GPS sensor.
The lowest level of sensors that the
FAA will support for RNP service
is DME/DME. However, necessary
DME signal may not be available at
the airport of intended operations.
For those locations having an RNAV
chart published with LNAV/VNAV
minimums, a procedure note may
be provided such as “DME/DME
RNP-0.3 NA.” This means that RNP
aircraft dependent on DME/DME to
achieve RNP-0.3 are not authorized
to conduct this approach. Where
DME facility availability is a fac-
tor, the note may read “DME/DME
RNP-0.3 Authorized; ABC and XYZ
Required.” This means that ABC and
XYZ facilities have been determined
by flight inspection to be required
in the navigation solution to assure
RNP-0.3. VOR/DME updating must
not be used for approach proce-
dures.
5. Chart Terminology
(a) Decision Altitude (DA) replaces the
familiar term Decision Height (DH).
DA conforms to the international
convention where altitudes relate
to MSL and heights relate to AGL.
DA will eventually be published for
other types of instrument approach
procedures with vertical guidance,
as well. DA indicates to the pilot
that the published descent profile
is flown to the DA (MSL), where a
missed approach will be initiated
if visual references for landing are
not established. Obstacle clearance
© JEPPESEN, 1994, 2012. ALL RIGHTS RESERVED.
 US-384 AIR TRAFFIC CONTROL
is provided to allow a momentary
descent below DA while transitioning
from the final approach to the missed
approach. The aircraft is expected to
follow the missed instructions while
continuing along the published final
approach course to at least the pub-
lished runway threshold waypoint or
MAP (if not at the threshold) before
executing any turns.
(b) Minimum Descent Altitude (MDA)
has been in use for many years, and
will continue to be used for the LNAV
only and circling procedures.
(c) Threshold Crossing Height (TCH)
has been traditionally used in “pre-
cision” approaches as the height
of the glide slope above threshold.
With publication of LNAV/VNAV min-
imums and RNAV descent angles,
including graphically depicted
descent profiles, TCH also applies to
the height of the “descent angle,” or
glidepath, at the threshold. Unless
otherwise required for larger type
aircraft which may be using the IAP,
the typical TCH is 30 to 50 feet.
6. The MINIMA FORMAT will also change
slightly.
(a) Each line of minima on the RNAV
IAP is titled to reflect the level of
service available; e.g., GLS, LPV,
LNAV/VNAV, LP, and LNAV. CIR-
CLING minima will also be provided.
(b) The minima title box indicates the
nature of the minimum altitude for the
IAP. For example:
(1) DA will be published next to
the minima line title for mini-
mums supporting vertical guid-
ance such as for GLS, LPV or
LNAV/VNAV.
(2) MDA will be published where
the minima line was designed
to support aircraft with only lat-
eral guidance available, such
as LNAV or LP. Descent below
the MDA, including during the
missed approach, is not autho-
rized unless the visual condi-
tions stated in 14 CFR Section
91.175 exist.
(3) Where two or more systems,
such as LPV and LNAV/VNAV,
share the same minima, each
line of minima will be displayed
separately.
7. Chart Symbology changed slightly to
include:
(a) Descent Profile. The published
descent profile and a graphical
depiction of the vertical path to
the runway will be shown. Graph-
ical depiction of the RNAV vertical
guidance will differ from the tradi-
tional depiction of an ILS glide slope
q$z
16 MAR 12 q$i
(feather) through the use of a shorter
vertical track beginning at the deci-
sion altitude.
(1) It is FAA policy to design IAPs
with minimum altitudes estab-
lished at fixes/waypoints to
achieve optimum stabilized
(constant rate) descents within
each procedure segment. This
design can enhance the safety
of the operations and con-
tribute toward reduction in the
occurrence of controlled flight
into terrain (CFIT) accidents.
Additionally, the National
Transportation Safety Board
(NTSB) recently emphasized
that pilots could benefit from
publication of the appropri-
ate IAP descent angle for a
stabilized descent on final
approach. The RNAV IAP
format includes the descent
angle to the hundredth of a
degree; e.g., 3.00 degrees.
The angle will be provided
in the graphically depicted
descent profile.
(2) The stabilized approach may
be performed by reference to
vertical navigation informa-
tion provided by WAAS or
LNAV/VNAV systems; or for
LNAV-only systems, by the
pilot determining the appro-
priate aircraft attitude/ground-
speed combination to attain a
constant rate descent which
best emulates the published
angle. To aid the pilot, U.S.
Government Terminal Pro-
cedures Publication charts
publish an expanded Rate of
Descent Table on the inside
of the back hard cover for use
in planning and executing pre-
cision descents under known
or approximate groundspeed
conditions.
(b) Visual Descent Point (VDP). A VDP
will be published on most RNAV
IAPs. VDPs apply only to aircraft uti-
lizing LP or LNAV minima, not LPV
or LNAV/VNAV minimums.
(c) Missed Approach Symbology. In
order to make missed approach
guidance more readily understood,
a method has been developed to
display missed approach guidance
in the profile view through the use of
quick reference icons. Due to limited
space in the profile area, only four or
fewer icons can be shown. However,
the icons may not provide represen-
tation of the entire missed approach
procedure. The entire set of textual
missed approach instructions are
© JEPPESEN, 1994, 2012. ALL RIGHTS RESERVED.
 30 SEP 11 AIR TRAFFIC CONTROL
provided at the top of the approach
chart in the pilot briefing. (See FIG
5-4-9).
(d) Waypoints. All RNAV or GPS stand-
alone IAPs are flown using data per-
taining to the particular IAP obtained
from an onboard database, includ-
ing the sequence of all WPs used for
the approach and missed approach,
except that step down waypoints may
not be included in some TSO-C129
receiver databases. Included in the
database, in most receivers, is cod-
ing that informs the navigation sys-
tem of which WPs are fly-over (FO)
or fly-by (FB). The navigation sys-
tem may provide guidance appropri-
ately — including leading the turn
prior to a fly-by WP; or causing over-
flight of a fly-over WP. Where the
navigation system does not provide
such guidance, the pilot must accom-
plish the turn lead or waypoint over-
flight manually. Chart symbology for
the FB WP provides pilot awareness
of expected actions. Refer to the leg-
end of the U.S. Terminal Procedures
books.
(e) TAAs are described in paragraph
5-4-5d, Terminal Arrival Area (TAA).
When published, the RNAV chart
depicts the TAA areas through the
use of “icons” representing each
TAA area associated with the RNAV
procedure (See FIG 5-4-9). These
icons are depicted in the plan view
of the approach chart, generally
arranged on the chart in accordance
with their position relative to the
aircraft’s arrival from the en route
structure. The WP, to which navi-
gation is appropriate and expected
within each specific TAA area, will be
named and depicted on the associ-
ated TAA icon. Each depicted named
WP is the IAF for arrivals from within
that area. TAAs may not be used
on all RNAV procedures because
of airspace congestion or other rea-
sons.
(f) Hot and Cold Temperature Lim-
itations. A minimum and maxi-
mum temperature limitation is pub-
lished on procedures which autho-
rize Baro-VNAV operation. These
temperatures represent the air-
port temperature above or below
which Baro-VNAV is not authorized
to LNAV/VNAV minimums. As an
example, the limitation will read:
“Uncompensated Baro-VNAV NA
below -8° C (+18° F) or above 47°
C (117°F).” This information will be
found in the upper left hand box of
the pilot briefing. When the temper-
ature is above the high temperature
or below the low temperature limit,
q$z
US-385
Baro-VNAV may be used to provide
a stabilized descent to the LNAV
MDA; however, extra caution should
be used in the visual segment to
ensure a vertical correction is not
required. If the VGSI is aligned with
the published glidepath, and the air-
craft instruments indicate on glide-
path, an above or below glidepath
indication on the VGSI may indicate
that temperature error is causing
deviations to the glidepath. These
deviations should be considered if
the approach is continued below the
MDA.
NOTE: Many systems which apply
Baro-VNAV temperature compensa-
tion only correct for cold tempera-
ture. In this case, the high tempera-
ture limitation still applies. Also, tem-
perature compensation may require
activation by maintenance person-
nel during installation in order to be
functional, even though the system
has the feature. Some systems may
have a temperature correction capa-
bility, but correct the Baro-altimeter
all the time, rather than just on the
final, which would create conflicts
with other aircraft if the feature were
activated. Pilots should be aware
of compensation capabilities of the
system prior to disregarding the tem-
perature limitations.
NOTE: Temperature limitations do
not apply to flying the LNAV/VNAV
line of minima using approach cer-
tified WAAS receivers when LPV or
LNAV/VNAV are annunciated to be
available.
(g) WAAS Channel Number/Approach
ID. The WAAS Channel Number is
an optional equipment capability that
allows the use of a 5-digit number
to select a specific final approach
segment without using the menu
method. The Approach ID is an
airport unique 4-character combi-
nation for verifying the selection
and extraction of the correct final
approach segment information from
the aircraft database. It is similar to
the ILS ident, but displayed visually
rather than aurally. The Approach ID
consists of the letter W for WAAS,
the runway number, and a letter
other than L, C, or R, which could
be confused with Left, Center and
Right, e.g., W35A. Approach IDs are
assigned in the order that WAAS
approaches are built to that runway
number at that airport. The WAAS
Channel Number and Approach ID
are displayed in the upper left cor-
ner of the approach procedure pilot
briefing.
© JEPPESEN, 1994, 2011. ALL RIGHTS RESERVED.
US-386 AIR TRAFFIC CONTROL
(h) At locations where outages of WAAS
vertical guidance may occur daily
due to initial system limitations, the
notes “WAAS outages may occur
daily. WAAS VNAV NOTAM Ser-
vice not provided.” will be placed
on RNAV (GPS) approach charts.
Many of these outages will be very
short in duration, but may result in
the disruption of the vertical portion
of the approach. The notes indicate
that NOTAMs or Air Traffic advisories
are not provided for outages which
occur in the WAAS LNAV/VNAV
or LPV vertical service. Use LNAV
minima for flight planning at these
locations, whether as a destination
or alternate. For flight operations at
these locations, when the WAAS
avionics indicate that LNAV/VNAV
or LPV service is available, then
vertical guidance may be used to
complete the approach using the
displayed level of service. Should an
outage occur during the procedure,
reversion to LNAV minima may be
required. As the WAAS coverage
is expanded, these notes will be
removed.
5-4-6 APPROACH CLEARANCE
a. An aircraft which has been cleared to a holding
fix and subsequently “cleared . . . approach” has
not received new routing. Even though clear-
ance for the approach may have been issued
prior to the aircraft reaching the holding fix, ATC
would expect the pilot to proceed via the holding
fix (his/her last assigned route), and the feeder
route associated with that fix (if a feeder route
is published on the approach chart) to the initial
approach fix (IAF) to commence the approach.
WHEN CLEARED FOR THE APPROACH,
THE PUBLISHED OFF AIRWAY (FEEDER)
ROUTES THAT LEAD FROM THE EN ROUTE
STRUCTURE TO THE IAF ARE PART OF THE
APPROACH CLEARANCE.
b. If a feeder route to an IAF begins at a fix located
along the route of flight prior to reaching the
holding fix, and clearance for an approach is
issued, a pilot should commence the approach
via the published feeder route; i.e., the aircraft
would not be expected to overfly the feeder route
and return to it. The pilot is expected to com-
mence the approach in a similar manner at the
IAF, if the IAF for the procedure is located along
the route of flight to the holding fix.
c. If a route of flight directly to the initial approach
fix is desired, it should be so stated by the
controller with phraseology to include the words
“direct . . . ,” “proceed direct” or a similar phrase
which the pilot can interpret without question.
When uncertain of the clearance, immediately
query ATC as to what route of flight is desired.
d. The name of an instrument approach, as pub-
lished, is used to identify the approach, even
though a component of the approach aid, such
as the glideslope on an Instrument Landing
30 SEP 11
System, is inoperative or unreliable. The con-
troller will use the name of the approach as
published, but must advise the aircraft at the
time an approach clearance is issued that the
inoperative or unreliable approach aid compo-
nent is unusable.
e. The following applies to aircraft on radar vectors
and/or cleared “direct to” in conjunction with an
approach clearance:
1. Maintain the last altitude assigned by ATC
until the aircraft is established on a pub-
lished segment of a transition route, or
approach procedure segment, or other
published route, for which a lower altitude
is published on the chart. If already on an
established route, or approach or arrival
segment, you may descend to whatever
minimum altitude is listed for that route or
segment.
2. Continue on the vector heading until inter-
cepting the next published ground track
applicable to the approach clearance.
3. Once reaching the final approach fix via the
published segments, the pilot may continue
on approach to a landing.
4. If proceeding to an IAF with a published
course reversal (procedure turn or hold-
in-lieu of PT pattern), except when cleared
for a straight in approach by ATC, the pilot
must execute the procedure turn/hold-in-
lieu of PT, and complete the approach.
5. If cleared to an IAF/IF via a NoPT route,
or no procedure turn/hold-in-lieu of PT
is published, continue with the published
approach.
6. In addition to the above, RNAV aircraft may
be issued a clearance direct to an Interme-
diate Fix followed by a straight-in approach
clearance.
NOTE: Refer to 14 CFR 91.175 (i).
5-4-7 INSTRUMENT APPROACH
PROCEDURES
a. Aircraft approach category means a grouping of
aircraft based on a speed of VREF , if specified, or
if VREF is not specified, 1.3 VSO at the maximum
certified landing weight. VREF , VSO , and the
maximum certified landing weight are those val-
ues as established for the aircraft by the certifi-
cation authority of the country of registry. A pilot
must use the minima corresponding to the cat-
egory determined during certification or higher.
Helicopters may use Category A minima. If it is
necessary to operate at a speed in excess of the
upper limit of the speed range for an aircraft’s
category, the minimums for the higher category
must be used. For example, an airplane which
fits into Category B, but is circling to land at a
speed of 145 knots, must use the approach Cat-
egory D minimums. As an additional example,
a Category A airplane (or helicopter) which is
operating at 130 knots on a straight-in approach
must use the approach Category C minimums.
See the following category limits:
1. Category A: Speed less than 91 knots.
© JEPPESEN, 1994, 2011. ALL RIGHTS RESERVED.
 16 MAR 12 AIR TRAFFIC CONTROL
2. Category B: Speed 91 knots or more but
less than 121 knots.
3. Category C: Speed 121 knots or more but
less than 141 knots.
4. Category D: Speed 141 knots or more but
less than 166 knots.
5. Category E: Speed 166 knots or more.
NOTE: VREF in the above definition refers
to the speed used in establishing the
approved landing distance under the air-
worthiness regulations constituting the
type certification basis of the airplane,
regardless of whether that speed for a
particular airplane is 1.3 VSO, 1.23 VSR, or
some higher speed required for airplane
controllability. This speed, at the maximum
certificated landing weight, determines the
lowest applicable approach category for all
approaches regardless of actual landing
weight.
b. When operating on an unpublished route or
while being radar vectored, the pilot, when an
approach clearance is received, must, in addi-
tion to complying with the minimum altitudes for
IFR operations (14 CFR Section 91.177), main-
tain the last assigned altitude unless a different
altitude is assigned by ATC, or until the aircraft
is established on a segment of a published
route or IAP. After the aircraft is so established,
published altitudes apply to descent within each
succeeding route or approach segment unless
a different altitude is assigned by ATC. Notwith-
standing this pilot responsibility, for aircraft
operating on unpublished routes or while being
radar vectored, ATC will, except when conduct-
ing a radar approach, issue an IFR approach
clearance only after the aircraft is established
on a segment of a published route or IAP, or
assign an altitude to maintain until the aircraft
is established on a segment of a published
route or instrument approach procedure. For
this purpose, the procedure turn of a published
IAP must not be considered a segment of that
IAP until the aircraft reaches the initial fix or
navigation facility upon which the procedure
turn is predicated.
EXAMPLE: Cross Redding VOR at or above
five thousand, cleared VOR runway three four
approach.
or
Five miles from outer marker, turn right head-
ing three three zero, maintain two thousand until
established on the localizer, cleared ILS runway
three six approach.
NOTE: The altitude assigned will assure IFR
obstruction clearance from the point at which
the approach clearance is issued until estab-
lished on a segment of a published route or IAP.
If uncertain of the meaning of the clearance,
immediately request clarification from ATC.
c. Several IAPs, using various navigation and
approach aids may be authorized for an airport.
ATC may advise that a particular approach
procedure is being used, primarily to expe-
dite traffic. If issued a clearance that specifies
a particular approach procedure, notify ATC
q$z
US-387 q$i
immediately if a different one is desired. In this
event it may be necessary for ATC to withhold
clearance for the different approach until such
time as traffic conditions permit. However, a pilot
involved in an emergency situation will be given
priority. If the pilot is not familiar with the specific
approach procedure, ATC should be advised
and they will provide detailed information on the
execution of the procedure.
REFERENCE—AIM, Advance Information on
Instrument Approach, Paragraph 5-4-4.
d. The name of an instrument approach, as pub-
lished, is used to identify the approach, even
though a component of the approach aid, such
as the glideslope on an Instrument Landing
System, is inoperative or unreliable. The con-
troller will use the name of the approach as
published, but must advise the aircraft at the
time an approach clearance is issued that the
inoperative or unreliable approach aid com-
ponent is unusable, except when the title of
the published approach procedures otherwise
allows, for example, ILS or LOC.
e. Except when being radar vectored to the final
approach course, when cleared for a specifically
prescribed IAP; i.e., “cleared ILS runway one
niner approach” or when “cleared approach” i.e.,
execution of any procedure prescribed for the
airport, pilots must execute the entire procedure
commencing at an IAF or an associated feeder
route as described on the IAP chart unless an
appropriate new or revised ATC clearance is
received, or the IFR flight plan is canceled.
f. Pilots planning flights to locations which are pri-
vate airfields or which have instrument approach
procedures based on private navigation aids
should obtain approval from the owner. In addi-
tion, the pilot must be authorized by the FAA
to fly special instrument approach procedures
associated with private navigation aids (see
paragraph 5-4-8). Owners of navigation aids
that are not for public use may elect to turn off
the signal for whatever reason they may have;
e.g., maintenance, energy conservation, etc. Air
traffic controllers are not required to question
pilots to determine if they have permission to
land at a private airfield or to use procedures
based on privately owned navigation aids, and
they may not know the status of the navigation
aid. Controllers presume a pilot has obtained
approval from the owner and the FAA for use of
special instrument approach procedures and is
aware of any details of the procedure if an IFR
flight plan was filed to that airport.
g. Pilots should not rely on radar to identify a fix
unless the fix is indicated as “RADAR” on the
IAP. Pilots may request radar identification of an
OM, but the controller may not be able to provide
the service due either to workload or not having
the fix on the video map.
h. If a missed approach is required, advise ATC
and include the reason (unless initiated by ATC).
Comply with the missed approach instructions
for the instrument approach procedure being
executed, unless otherwise directed by ATC.
© JEPPESEN, 1994, 2012. ALL RIGHTS RESERVED.
 US-388 AIR TRAFFIC CONTROL
REFERENCE—AIM, Missed Approach, Para-
graph 5-4-21.AIM, Missed Approach, Paragraph
5-5-5.
i. ATC may clear aircraft that have filed an
Advanced RNAV equipment suffix to the
intermediate fix when clearing aircraft for an
instrument approach procedure. ATC will take
the following actions when clearing Advanced
RNAV aircraft to the intermediate fix:
1. Provide radar monitoring to the intermedi-
ate fix.
2. Advise the pilot to expect clearance direct
to the intermediate fix at least 5 miles from
the fix.
NOTE: This is to allow the pilot to program
the RNAV equipment to allow the aircraft to
fly to the intermediate fix when cleared by
ATC.
3. Assign an altitude to maintain until the
intermediate fix.
4. Ensure the aircraft is on a course that will
intercept the intermediate segment at an
angle not greater than 90 degrees and
is at an altitude that will permit normal
descent from the intermediate fix to the
final approach fix.
5-4-8 SPECIAL INSTRUMENT
APPROACH PROCEDURES
Instrument Approach Procedure (IAP) charts reflect
the criteria associated with the U.S. Standard for Ter-
minal Instrument [Approach] Procedures (TERPs),
which prescribes standardized methods for use in
developing IAPs. Standard IAPs are published in
the Federal Register (FR) in accordance with Title
14 of the Code of Federal Regulations, Part 97, and
are available for use by appropriately qualified pilots
operating properly equipped and airworthy aircraft
in accordance with operating rules and procedures
acceptable to the FAA. Special IAPs are also devel-
oped using TERPS but are not given public notice
in the FR. The FAA authorizes only certain individ-
ual pilots and/or pilots in individual organizations to
use special IAPs, and may require additional crew
training and/or aircraft equipment or performance,
and may also require the use of landing aids, com-
munications, or weather services not available for
public use. Additionally, IAPs that service private use
airports or heliports are generally special IAPs.
5-4-9 PROCEDURE TURN
AND HOLD-IN-LIEU OF
PROCEDURE TURN
a. A procedure turn is the maneuver prescribed
when it is necessary to reverse direction to
establish the aircraft inbound on an intermediate
or final approach course. The procedure turn or
hold-in-lieu-of-PT is a required maneuver when
it is depicted on the approach chart, unless
cleared by ATC for a straight-in approach. Addi-
tionally, the procedure turn or hold-in-lieu-of-PT
is not permitted when the symbol “No PT” is
depicted on the initial segment being used,
when a RADAR VECTOR to the final approach
course is provided, or when conducting a timed
approach from a holding fix. The altitude pre-
q$z
16 MAR 12 q$i
scribed for the procedure turn is a minimum
altitude until the aircraft is established on the
inbound course. The maneuver must be com-
pleted within the distance specified in the profile
view. For a hold-in-lieu-of-PT, the holding pat-
tern direction must be flown as depicted and
the specified leg length/timing must not be
exceeded.
NOTE: The pilot may elect to use the proce-
dure turn or hold-in-lieu-of-PT when it is not
required by the procedure, but must first receive
an amended clearance from ATC. If the pilot is
uncertain whether the ATC clearance intends for
a procedure turn to be conducted or to allow for a
straight-in approach, the pilot must immediately
request clarification from ATC (14 CFR Section
91.123).
1. On U.S. Government charts, a barbed
arrow indicates the maneuvering side of
the outbound course on which the proce-
dure turn is made. [In lieu of the barbed
arrow, Jeppesen charts the 45/180 degree
procedure turn.] Headings are provided
for course reversal using the 45 degree
type procedure turn. However, the point at
which the turn may be commenced and
the type and rate of turn is left to the dis-
cretion of the pilot (limited by the charted
remain within xx NM distance). Some of
the options are the 45 degree procedure
turn, the racetrack pattern, the teardrop
procedure turn, or the 80 degree ↔ 260
degree course reversal. Racetrack entries
should be conducted on the maneuver-
ing side where the majority of protected
airspace resides. If an entry places the
pilot on the non-maneuvering side of the
PT, correction to intercept the outbound
course ensures remaining within protected
airspace. Some procedure turns are spec-
ified by procedural track. These turns must
be flown exactly as depicted.
2. Descent to the procedure turn (PT) com-
pletion altitude from the PT fix altitude
(when one has been published or assigned
by ATC) must not begin until crossing over
the PT fix or abeam and proceeding out-
bound. Some procedures contain a note
in the chart profile view that says “Main-
tain (altitude) or above until established
outbound for procedure turn” (See FIG
5-4-14). Newer procedures will simply
depict an “at or above” altitude at the PT
fix without a chart note (See FIG 5-4-15).
Both are there to ensure required obstacle
clearance is provided in the procedure turn
entry zone (See FIG 5-4-16). Absence of
a chart note or specified minimum altitude
adjacent to the PT fix is an indication that
descent to the procedure turn altitude can
commence immediately upon crossing
over the PT fix, regardless of the direction
of flight. This is because the minimum
altitudes in the PT entry zone and the PT
maneuvering zone are the same.
© JEPPESEN, 1994, 2012. ALL RIGHTS RESERVED.
 16 MAR 12 AIR TRAFFIC CONTROL US-389 q$i

Figure 5-4-14

Remain *VORTAC 7700 9500 LVM

within 10 NM
LVM
° 116.1
325
R-070

8300
325 *Maintain 10600 or above
° until established outbound
for procedure turn.

1250005452000

Figure 5-4-15

14000
KICNE INT
*LOC only QUIRT
I-JAC 17.3 Remain
JAC 26.6 within 10 NM
14100
JAC R-192
FAPMO INT 007
SOSUE I-JAC 11
º
I-JAC
I-JAC 4.3 13100
I-JAC
2.3 9700 187º
1.2 11000
7500* Use I-JAC DME when GS 3.00°
9700 on LOC course. TCH 50
1.1 2 NM 6.7 NM 6.3 NM
1250001227000

Figure 5-4-16

Entry
Zone

Obstacle

Obstacle

Maneuvering
Zone
(Altitude restricted until
departing Procedure
Turn Fix outbound.)
7700
(Procedure Turn
1000' Completion Altitude)
6900

1000'

6000
1250001227000

3. When the approach procedure involves A or helicopter aircraft are to be operated

a procedure turn, a maximum speed of
not greater than 200 knots (IAS) should be
observed from first overheading the course
reversal IAF through the procedure turn
maneuver to ensure containment within the
obstruction clearance area. Pilots should
begin the outbound turn immediately after
passing the procedure turn fix. The pro-
cedure turn maneuver must be executed
within the distance specified in the profile
view. The normal procedure turn distance
is 10 miles. This may be reduced to a
minimum of 5 miles where only Category
or increased to as much as 15 miles to
accommodate high performance aircraft.
4. A teardrop procedure or penetration turn
may be specified in some procedures for
a required course reversal. The teardrop
procedure consists of departure from an
initial approach fix on an outbound course
followed by a turn toward and intercept-
ing the inbound course at or prior to the
intermediate fix or point. Its purpose is
to permit an aircraft to reverse direction
and lose considerable altitude within rea-
sonably limited airspace. Where no fix
is available to mark the beginning of the

q$z

© JEPPESEN, 1994, 2012. ALL RIGHTS RESERVED.

 US-390 AIR TRAFFIC CONTROL
intermediate segment, it must be assumed
to commence at a point 10 miles prior
to the final approach fix. When the facil-
ity is located on the airport, an aircraft is
considered to be on final approach upon
completion of the penetration turn. How-
ever, the final approach segment begins
on the final approach course 10 miles from
the facility.
5. A holding pattern in lieu of procedure
turn may be specified for course rever-
sal in some procedures. In such cases,
the holding pattern is established over an
intermediate fix or a final approach fix. The
holding pattern distance or time specified
in the profile view must be observed. For
a hold-in-lieu-of-PT, the holding pattern
direction must be flown as depicted and
the specified leg length/timing must not be
exceeded. Maximum holding airspeed lim-
itations as set forth for all holding patterns
apply. The holding pattern maneuver is
completed when the aircraft is established
on the inbound course after executing
the appropriate entry. If cleared for the
approach prior to returning to the holding
fix, and the aircraft is at the prescribed
altitude, additional circuits of the holding
pattern are not necessary nor expected
by ATC. If pilots elect to make additional
circuits to lose excessive altitude or to
5-4-10
become better established on course, it is
their responsibility to so advise ATC upon
receipt of their approach clearance.
NOTE: Some approach charts have an
arrival holding pattern depicted at the
IAF using a “thin line” holding symbol.
It is charted where holding is frequently
required prior to starting the approach
procedure so that detailed holding instruc-
tions are not required. The arrival holding
pattern is not authorized unless assigned
by Air Traffic Control. Holding at the same
fix may also be depicted on the enroute
chart. A hold-in-lieu of procedure turn is
depicted by a “thick line” symbol, and is
part of the instrument approach procedure
as described in paragraph 5–4–9. (See
U.S. Terminal Procedures booklets page
G1 for both examples).
6. A procedure turn is not required when
an approach can be made directly from
a specified intermediate fix to the final
approach fix. In such cases, the term
“NoPT” is used with the appropriate course
and altitude to denote that the procedure
turn is not required. If a procedure turn
is desired, and when cleared to do so by
ATC, descent below the procedure turn
altitude should not be made until the air-
craft is established on the inbound course,
since some NoPT altitudes may be lower
than the procedure turn altitudes.
b. Limitations on Procedure Turns
1. In the case of a radar initial approach to
a final approach fix or position, or a timed
approach from a holding fix, or where
q$z
16 MAR 12 q$i
the procedure specifies NoPT, no pilot
may make a procedure turn unless, when
final approach clearance is received, the
pilot so advises ATC and a clearance is
received to execute a procedure turn.
2. When a teardrop procedure turn is
depicted and a course reversal is required,
this type turn must be executed.
3. When a holding pattern replaces a proce-
dure turn, the holding pattern must be fol-
lowed, except when RADAR VECTORING
is provided or when NoPT is shown on
the approach course. The recommended
entry procedures will ensure the aircraft
remains within the holding pattern’s pro-
tected airspace. As in the procedure turn,
the descent from the minimum holding pat-
tern altitude to the final approach fix alti-
tude (when lower) may not commence until
the aircraft is established on the inbound
course. Where a holding pattern is estab-
lished in-lieu-of a procedure turn, the max-
imum holding pattern airspeeds apply.
REFERENCE—AIM, Holding, Paragraph
5-3-8j2.
4. The absence of the procedure turn barb
in the plan view indicates that a procedure
turn is not authorized for that procedure.
TIMED APPROACHES FROM
A HOLDING FIX
a. TIMED APPROACHES may be conducted
when the following conditions are met:
1. A control tower is in operation at the airport
where the approaches are conducted.
2. Direct communications are maintained
between the pilot and the center or
approach controller until the pilot is
instructed to contact the tower.
3. If more than one missed approach proce-
dure is available, none require a course
reversal.
4. If only one missed approach procedure is
available, the following conditions are met:
(a) Course reversal is not required; and,
(b) Reported ceiling and visibility are
equal to or greater than the highest
prescribed circling minimums for the
IAP.
5. When cleared for the approach, pilots
must not execute a procedure turn. (14
CFR Section 91.175.)
b. Although the controller will not specifically state
that “timed approaches are in progress,” the
assigning of a time to depart the final approach
fix inbound (nonprecision approach) or the outer
marker or fix used in lieu of the outer marker
inbound (precision approach) is indicative that
timed approach procedures are being utilized,
or in lieu of holding, the controller may use radar
vectors to the Final Approach Course to estab-
lish a mileage interval between aircraft that will
ensure the appropriate time sequence between
the final approach fix/outer marker or fix used in
lieu of the outer marker and the airport.
© JEPPESEN, 1994, 2012. ALL RIGHTS RESERVED.
 15 APR 11 AIR TRAFFIC CONTROL
c. Each pilot in an approach sequence will be given
advance notice as to the time they should leave
the holding point on approach to the airport.
When a time to leave the holding point has been
FIGURE 5-4-17
Timed Approaches from a Holding Fix
EXAMPLE: At 12:03 local time, in the example
shown, a pilot holding, receives instructions to
leave the fix inbound at 12:07. These instruc-
tions are received just as the pilot has com-
pleted turn at the outbound end of the holding
pattern and is proceeding inbound towards the
fix. Arriving back over the fix, the pilot notes that
the time is 12:04 and that there are 3 minutes
to lose in order to leave the fix at the assigned
time. Since the time remaining is more than two
minutes, the pilot plans to fly a race track pat-
tern rather than a 360 degree turn, which would
use up 2 minutes. The turns at the ends of the
race track pattern will consume approximately
2 minutes. Three minutes to go, minus 2 min-
utes required for the turns, leaves 1 minute for
level flight. Since two portions of level flight will
be required to get back to the fix inbound, the
pilot halves the 1 minute remaining and plans to
fly level for 30 seconds outbound before starting
the turn back to the fix on final approach. If the
winds were negligible at flight altitude, this pro-
cedure would bring the pilot inbound across the
fix precisely at the specified time of 12:07. How-
q$z
US-391
received, the pilot should adjust the flight path to
leave the fix as closely as possible to the desig-
nated time. (See FIG 5-4-17.)
1300810499000
ever, if expecting headwind on final approach,
the pilot should shorten the 30 second outbound
course somewhat, knowing that the wind will
carry the aircraft away from the fix faster while
outbound and decrease the ground speed while
returning to the fix. On the other hand, com-
pensating for a tailwind on final approach, the
pilot should lengthen the calculated 30 second
outbound heading somewhat, knowing that the
wind would tend to hold the aircraft closer to
the fix while outbound and increase the ground
speed while returning to the fix.
5-4-11 RADAR APPROACHES
a. The only airborne radio equipment required for
radar approaches is a functioning radio trans-
mitter and receiver. The radar controller vectors
the aircraft to align it with the runway center-
line. The controller continues the vectors to keep
the aircraft on course until the pilot can com-
plete the approach and landing by visual refer-
ence to the surface. There are two types of radar
approaches: Precision (PAR) and Surveillance
(ASR).
© JEPPESEN, 1994, 2011. ALL RIGHTS RESERVED.
US-392 AIR TRAFFIC CONTROL
b. A radar approach may be given to any aircraft
upon request and may be offered to pilots of
aircraft in distress or to expedite traffic, how-
ever, an ASR might not be approved unless
there is an ATC operational requirement, or in an
unusual or emergency situation. Acceptance of
a PAR or ASR by a pilot does not waive the pre-
scribed weather minimums for the airport or for
the particular aircraft operator concerned. The
decision to make a radar approach when the
reported weather is below the established mini-
mums rests with the pilot.
c. PAR and ASR minimums are published on sep-
arate pages in the FAA Terminal Procedures
Publication (TPP). [PAR and ASR minimums are
included on Jeppesen Radar IAP Charts.]
1. A PRECISION APPROACH (PAR) is one
in which a controller provides highly accu-
rate navigational guidance in azimuth and
elevation to a pilot. Pilots are given head-
ings to fly, to direct them to, and keep their
aircraft aligned with the extended center-
line of the landing runway. They are told to
anticipate glide path interception approxi-
mately 10 to 30 seconds before it occurs
and when to start descent. The published
Decision Height will be given only if the
pilot requests it. If the aircraft is observed
to deviate above or below the glide path,
the pilot is given the relative amount of
deviation by use of terms “slightly” or “well”
and is expected to adjust the aircraft’s rate
of descent/ascent to return to the glide
path. Trend information is also issued with
respect to the elevation of the aircraft and
may be modified by the terms “rapidly”
and “slowly”; e.g., “well above glide path,
coming down rapidly.” Range from touch-
down is given at least once each mile. If
an aircraft is observed by the controller to
proceed outside of specified safety zone
limits in azimuth and/or elevation and con-
tinue to operate outside these prescribed
limits, the pilot will be directed to execute
a missed approach or to fly a specified
course unless the pilot has the runway
environment (runway, approach lights,
etc.) in sight. Navigational guidance in
azimuth and elevation is provided the pilot
until the aircraft reaches the published
Decision Height (DH). Advisory course
and glidepath information is furnished by
the controller until the aircraft passes over
the landing threshold, at which point the
pilot is advised of any deviation from the
runway centerline. Radar service is auto-
3. A NO-GYRO APPROACH is available to a
matically terminated upon completion of
the approach.
2. A SURVEILLANCE APPROACH (ASR)
is one in which a controller provides nav-
igational guidance in azimuth only. The
pilot is furnished headings to fly to align
the aircraft with the extended centerline of
the landing runway. Since the radar infor-
mation used for a surveillance approach is
considerably less precise than that used
for a precision approach, the accuracy
15 APR 11
of the approach will not be as great and
higher minimums will apply. Guidance in
elevation is not possible but the pilot will
be advised when to commence descent to
the Minimum Descent Altitude (MDA) or, if
appropriate, to an intermediate step-down
fix Minimum Crossing Altitude and subse-
quently to the prescribed MDA. In addition,
the pilot will be advised of the location of
the Missed Approach Point (MAP) pre-
scribed for the procedure and the aircraft’s
position each mile on final from the runway,
airport or heliport or MAP, as appropriate.
If requested by the pilot, recommended
altitudes will be issued at each mile, based
on the descent gradient established for the
procedure, down to the last mile that is at
or above the MDA. Normally, navigational
guidance will be provided until the aircraft
reaches the MAP. Controllers will termi-
nate guidance and instruct the pilot to exe-
cute a missed approach unless at the MAP
the pilot has the runway, airport or heliport
in sight or, for a helicopter point-in-space
approach, the prescribed visual reference
with the surface is established. Also, if,
at any time during the approach the con-
troller considers that safe guidance for
the remainder of the approach cannot
be provided, the controller will terminate
guidance and instruct the pilot to execute
a missed approach. Similarly, guidance
termination and missed approach will be
effected upon pilot request and, for civil
aircraft only, controllers may terminate
guidance when the pilot reports the run-
way, airport/heliport or visual surface route
(point-in-space approach) in sight or oth-
erwise indicates that continued guidance
is not required. Radar service is automat-
ically terminated at the completion of a
radar approach.
NOTE:
1. The published MDA for straight-in
approaches will be issued to the pilot
before beginning descent. When a
surveillance approach will terminate
in a circle-to-land maneuver, the pilot
must furnish the aircraft approach
category to the controller. The con-
troller will then provide the pilot with
the appropriate MDA.
2. ASR APPROACHES ARE NOT
AVAILABLE WHEN AN ATC FACIL-
ITY IS USING CENRAP.
pilot under radar control who experiences
circumstances wherein the directional
gyro or other stabilized compass is inoper-
ative or inaccurate. When this occurs, the
pilot should so advise ATC and request a
No-Gyro vector or approach. Pilots of air-
craft not equipped with a directional gyro or
other stabilized compass who desire radar
handling may also request a No-Gyro vec-
tor or approach. The pilot should make
all turns at standard rate and should exe-
© JEPPESEN, 1994, 2011. ALL RIGHTS RESERVED.
 15 APR 11 AIR TRAFFIC CONTROL
cute the turn immediately upon receipt of
instructions. For example, “TURN RIGHT,”
“STOP TURN.” When a surveillance or
precision approach is made, the pilot will
be advised after the aircraft has been
turned onto final approach to make turns
at half standard rate.
5-4-12 RADAR MONITORING
OF INSTRUMENT
APPROACHES
a. PAR facilities operated by the FAA and the
military services at some joint-use (civil and
military) and military installations monitor air-
craft on instrument approaches and issue radar
advisories to the pilot when weather is below
VFR minimums (1,000 and 3), at night, or when
requested by a pilot. This service is provided
only when the PAR Final Approach Course
coincides with the final approach of the naviga-
tional aid and only during the operational hours
of the PAR. The radar advisories serve only as
a secondary aid since the pilot has selected
the navigational aid as the primary aid for the
approach.
b. Prior to starting final approach, the pilot will be
advised of the frequency on which the advisories
will be transmitted. If, for any reason, radar advi-
sories cannot be furnished, the pilot will be so
advised.
c. Advisory information, derived from radar obser-
vations, includes information on:
1. Passing the final approach fix inbound
(nonprecision approach) or passing the
outer marker or fix used in lieu of the outer
marker inbound (precision approach).
NOTE: At this point, the pilot may be
requested to report sighting the approach
lights or the runway.
2. Trend advisories with respect to elevation
and/or azimuth radar position and move-
ment will be provided.
NOTE: Whenever the aircraft nears the
PAR safety limit, the pilot will be advised
that the aircraft is well above or below
the glidepath or well left or right of course.
Glidepath information is given only to those
aircraft executing a precision approach,
such as ILS or MLS. Altitude information is
not transmitted to aircraft executing other
than precision approaches because the
descent portions of these approaches
generally do not coincide with the depicted
PAR glidepath. At locations where the MLS
glidepath and PAR glidepath are not coin-
cidental, only azimuth monitoring will be
provided.
3. If, after repeated advisories, the aircraft
proceeds outside the PAR safety limit or if
a radical deviation is observed, the pilot will
be advised to execute a missed approach
unless the prescribed visual reference with
the surface is established.
d. Radar service is automatically terminated upon
completion of the approach.
US-393
5-4-13 ILS/MLS APPROACHES TO
PARALLEL RUNWAYS
a. ATC procedures permit ILS instrument
approach operations to dual or triple parallel
runway configurations. ILS/MLS approaches to
parallel runways are grouped into three classes:
Parallel (dependent) ILS/MLS Approaches;
Simultaneous Parallel (independent) ILS/MLS
Approaches; and Simultaneous Close Parallel
(independent) ILS Precision Runway Monitor
(PRM) Approaches. (See FIG 5-4-18.) The
classification of a parallel runway approach
procedure is dependent on adjacent parallel
runway centerline separation, ATC procedures,
and airport ATC radar monitoring and commu-
nications capabilities. At some airports one or
more parallel localizer courses may be offset
up to 3 degrees. Offset localizer configurations
result in loss of Category II capabilities and an
increase in decision height (50’).
b. Parallel approach operations demand height-
ened pilot situational awareness. A thorough
Approach Procedure Chart review should be
conducted with, as a minimum, emphasis on
the following approach chart information: name
and number of the approach, localizer fre-
quency, inbound localizer/azimuth course, glide
slope intercept altitude, decision height, missed
approach instructions, special notes/proce-
dures, and the assigned runway location/prox-
imity to adjacent runways. Pilots will be advised
that simultaneous ILS/MLS or simultaneous
close parallel ILS PRM approaches are in use.
This information may be provided through the
ATIS.
c. The close proximity of adjacent aircraft conduct-
ing simultaneous parallel ILS/MLS and simul-
taneous close parallel ILS PRM approaches
mandates strict pilot compliance with all ATC
clearances. ATC assigned airspeeds, altitudes,
and headings must be complied with in a timely
manner. Autopilot coupled ILS/MLS approaches
require pilot knowledge of procedures neces-
sary to comply with ATC instructions. Simul-
taneous parallel ILS/MLS and simultaneous
close parallel ILS PRM approaches necessitate
precise localizer tracking to minimize final mon-
itor controller intervention, and unwanted No
Transgression Zone (NTZ) penetration. In the
unlikely event of a breakout, ATC will not assign
altitudes lower than the minimum vectoring
altitude. Pilots should notify ATC immediately if
there is a degradation of aircraft or navigation
systems.
d. Strict radio discipline is mandatory during paral-
lel ILS/MLS approach operations. This includes
an alert listening watch and the avoidance
of lengthy, unnecessary radio transmissions.
Attention must be given to proper call sign
usage to prevent the inadvertent execution of
clearances intended for another aircraft. Use of
abbreviated call signs must be avoided to pre-
clude confusion of aircraft with similar sounding
call signs. Pilots must be alert to unusually
long periods of silence or any unusual back-
ground sounds in their radio receiver. A stuck
microphone may block the issuance of ATC
© JEPPESEN, 1994, 2011. ALL RIGHTS RESERVED.
US-394 AIR TRAFFIC CONTROL 15 APR 11

instructions by the final monitor controller during follow recommended TCAS operating proce-
simultaneous parallel ILS/MLS and simultane- dures presented in approved flight manuals,
ous close parallel ILS PRM approaches. original equipment manufacturer recommen-
REFERENCE—AIM, Chapter 4, Section 2, dations, professional newsletters, and FAA
Radio Communications Phraseology and Tech- publications.
niques, gives additional communications infor-
mation.
e. Use of Traffic Collision Avoidance Systems
(TCAS) provides an additional element of safety
to parallel approach operations. Pilots should

FIGURE 5-4-18
Parallel ILS Approaches

1281028518000

5-4-14 PARALLEL ILS/MLS

APPROACHES
(DEPENDENT)
(See FIG 5-4-19.)

© JEPPESEN, 1994, 2011. ALL RIGHTS RESERVED.

 16 MAR 12 AIR TRAFFIC CONTROL US-395 q$i

FIGURE 5-4-19
Staggered ILS Approaches

1223300393000

a. Parallel approaches are an ATC procedure per- communicating with the tower controller where
mitting parallel ILS/MLS approaches to airports separation responsibility has not been dele-
having parallel runways separated by at least gated to the tower.
2,500 feet between centerlines. Integral parts
of a total system are ILS/MLS, radar, communi- 5-4-15 SIMULTANEOUS PARALLEL
cations, ATC procedures, and required airborne ILS/MLS APPROACHES
equipment. (INDEPENDENT)
b. A parallel (dependent) approach differs from a (See FIG 5-4-20.)
simultaneous (independent) approach in that,
the minimum distance between parallel runway
centerlines is reduced; there is no requirement
for radar monitoring or advisories; and a stag-
gered separation of aircraft on the adjacent
localizer/azimuth course is required.
c. Aircraft are afforded a minimum of 1.5 miles
radar separation diagonally between successive
aircraft on the adjacent localizer/azimuth course
when runway centerlines are at least 2,500 feet
but no more than 4,300 feet apart. When runway
centerlines are more than 4,300 feet but no more
than 9,000 feet apart a minimum of 2 miles diag-
onal radar separation is provided. Aircraft on the
same localizer/azimuth course within 10 miles
of the runway end are provided a minimum of
2.5 miles radar separation. In addition, a mini-
mum of 1,000 feet vertical or a minimum of three
miles radar separation is provided between air-
craft during turn on to the parallel final approach
course.
d. Whenever parallel ILS/MLS approaches are in
progress, pilots are informed that approaches to
both runways are in use. In addition, the radar
controller will have the interphone capability of

q$z

© JEPPESEN, 1994, 2012. ALL RIGHTS RESERVED.

 US-396 AIR TRAFFIC CONTROL
FIGURE 5-4-20
Simultaneous Parallel ILS Approaches
a. System. An approach system permitting simul-
taneous ILS/MLS approaches to parallel run-
ways with centerlines separated by 4,300 to
9,000 feet, and equipped with final monitor
controllers. Simultaneous parallel ILS/MLS
approaches require radar monitoring to ensure
separation between aircraft on the adjacent
parallel approach course. Aircraft position is
tracked by final monitor controllers who will
issue instructions to aircraft observed deviating
from the assigned localizer course. Staggered
radar separation procedures are not utilized.
Integral parts of a total system are ILS/MLS,
radar, communications, ATC procedures, and
required airborne equipment. The Approach
Procedure Chart permitting simultaneous par-
allel ILS/MLS approaches will contain the note
“simultaneous approaches authorized RWYS
14L and 14R,” identifying the appropriate run-
ways as the case may be. When advised that
simultaneous parallel ILS/MLS approaches are
in progress, pilots must advise approach control
immediately of malfunctioning or inoperative
receivers, or if a simultaneous parallel ILS/MLS
approach is not desired.
b. Radar Monitoring. This service is provided for
each simultaneous parallel ILS/MLS approach
to ensure aircraft do not deviate from the final
approach course. Radar monitoring includes
instructions if an aircraft nears or penetrates the
prescribed NTZ (an area 2,000 feet wide located
q$z
16 MAR 12 q$i
1223300393000
equidistant between parallel final approach
courses). This service will be provided as fol-
lows:
1. During turn on to parallel final approach,
aircraft will be provided 3 miles radar sep-
aration or a minimum of 1,000 feet vertical
separation. The assigned altitude must be
maintained until intercepting the glide path,
unless cleared otherwise by ATC. Aircraft
will not be vectored to intercept the final
approach course at an angle greater than
thirty degrees.
2. The final monitor controller will have the
capability of overriding the tower controller
on the tower frequency.
3. Pilots will be instructed to monitor the
tower frequency to receive advisories and
instructions.
4. Aircraft observed to overshoot the turn-on
or to continue on a track which will pene-
trate the NTZ will be instructed to return to
the correct final approach course immedi-
ately. The final monitor controller may also
issue missed approach or breakout instruc-
tions to the deviating aircraft.
PHRASEOLOGY:
“(Aircraft call sign) YOU HAVE CROSSED
THE FINAL APPROACH COURSE.
TURN (left/right) IMMEDIATELY AND
RETURN TO THE LOCALIZER/AZIMUTH
COURSE,”
© JEPPESEN, 1994, 2012. ALL RIGHTS RESERVED.
 16 MAR 12 AIR TRAFFIC CONTROL US-397 q$i

or runway in sight, or the aircraft is 1 mile or

“(aircraft call sign) TURN (left/right) AND less from the runway threshold (for runway
RETURN TO THE LOCALIZER/AZIMUTH centerlines spaced 4,300 feet or greater).
COURSE.” Final monitor controllers will not advise
pilots when radar monitoring is terminated.
5. If a deviating aircraft fails to respond to
such instructions or is observed penetrat- 5-4-16 SIMULTANEOUS
ing the NTZ, the aircraft on the adjacent
final approach course may be instructed to
CLOSE PARALLEL ILS
alter course. PRM APPROACHES
PHRASEOLOGY: (INDEPENDENT)
“TRAFFIC ALERT (aircraft call sign) AND SIMULTANEOUS
TURN (left/right) IMMEDIATELY HEADING OFFSET INSTRUMENT
(degrees), (climb/descend) AND MAIN- APPROACHES (SOIA)
TAIN (altitude).”
(See FIG 5-4-21.)
6. Radar monitoring will automatically be ter-
minated when visual separation is applied,
the aircraft reports the approach lights or

FIGURE 5-4-21
ILS PRM Approaches (Simultaneous Close Parallel)

1281028556000

a. System high resolution ATC radar displays,

1. ILS/PRM is an acronym for Instrument collectively called a PRM system.
Landing System/Precision Runway Moni- The PRM system displays almost
tor. instantaneous radar information.
Automated tracking software pro-
(a) An approach system that permits
vides PRM monitor controllers with
simultaneous ILS/PRM approaches
aircraft identification, position, speed
to dual runways with centerlines
and a ten-second projected position,
separated by less than 4,300 feet
as well as visual and aural con-
but at least 3,400 feet for paral-
troller alerts. The PRM system is a
lel approach courses, and at least
supplemental requirement for simul-
3,000 feet if one ILS if offset by
taneous close parallel approaches
2.5 to 3.0 degrees. The airspace
in addition to the system require-
between the final approach courses
ments for simultaneous parallel
contains a No Transgression Zone
ILS/MLS approaches described in
(NTZ) with surveillance provided by
paragraph 5-4-15, Simultaneous
two PRM monitor controllers, one
Parallel ILS/MLS Approaches (Inde-
for each approach course. To qualify
pendent).
for reduced lateral runway sepa-
ration, monitor controllers must be
equipped with high update radar and

q$z

© JEPPESEN, 1994, 2012. ALL RIGHTS RESERVED.

 US-398 AIR TRAFFIC CONTROL
(b) Simultaneous close parallel
ILS/PRM approaches are depicted
on a separate Approach Proce-
dure Chart titled ILS/PRM Rwy XXX
(Simultaneous Close Parallel).
2. SOIA is an acronym for Simultaneous
Offset Instrument Approach, a procedure
used to conduct simultaneous approaches
to runways spaced less than 3,000 feet,
but at least 750 feet apart. The SOIA pro-
cedure utilizes an ILS/PRM approach to
one runway and an offset Localizer Type
Directional Aid (LDA)/PRM approach with
glide slope to the adjacent runway.
(a) The ILS/PRM approach plates
used in SOIA operations are iden-
tical to other ILS/PRM approach
plates, with an additional note,
which provides the separation
between the two runways used
for simultaneous approaches. The
LDA/PRM approach plate displays
the required notations for closely
spaced approaches as well as
depicting the visual segment of the
approach, and a note that provides
the separation between the two run-
ways used for simultaneous opera-
tions.
(b) Controllers monitor the SOIA
ILS/PRM and LDA/PRM approaches
with a PRM system using high
update radar and high-resolu-
tion ATC radar displays in exactly
the same manner as is done for
ILS/PRM approaches. The proce-
dures and system requirements
for SOIA ILS/PRM and LDA/PRM
approaches are identical with those
used for simultaneous close paral-
lel ILS/PRM approaches until near
the LDA/PRM approach missed
approach point (MAP)---where visual
acquisition of the ILS aircraft by
the LDA aircraft must be accom-
plished. Since the ILS/PRM and
LDA/PRM approaches are identi-
cal except for the visual segment in
the SOIA concept, an understand-
ing of the procedures for conducting
ILS/PRM approaches is essential
before conducting a SOIA ILS/PRM
or LDA/PRM operation.
(c) In SOIA, the approach course sep-
aration (instead of the runway sep-
aration) meets established close
parallel approach criteria. Refer to
FIG 5-4-22 for the generic SOIA
approach geometry. A visual seg-
ment of the LDA/PRM approach is
established between the LDA MAP
and the runway threshold. Aircraft
transition in visual conditions from
the LDA course, beginning at the
LDA MAP, to align with the runway
and can be stabilized by 500 feet
above ground level (AGL) on the
q$z
16 MAR 12 q$i
extended runway centerline. Aircraft
will be “paired” in SOIA operations,
with the ILS aircraft ahead of the
LDA aircraft prior to the LDA aircraft
reaching the LDA MAP. A cloud ceil-
ing for the approach is established so
that the LDA aircraft has nominally
30 seconds to acquire the leading
ILS aircraft prior to the LDA aircraft
reaching the LDA MAP. If visual
acquisition is not accomplished, a
missed approach must be executed.
b. Requirements
Besides system requirements as identified in
subpara a above all pilots must have completed
special training before accepting a clearance
to conduct ILS/PRM or LDA/PRM Simultaneous
Close Parallel Approaches.
1. Pilot Training Requirement. Pilots must
complete special pilot training, as outlined
below, before accepting a clearance for a
simultaneous close parallel ILS/PRM or
LDA/PRM approach.
(a) For operations under 14 CFR Parts
121, 129, and 135 pilots must com-
ply with FAA approved company
training as identified in their Oper-
ations Specifications. Training, at a
minimum, must require pilots to view
the FAA video “ILS PRM AND SOIA
APPROACHES: INFORMATION
FOR AIR CARRIER PILOTS.” Refer
to http://www.faa.gov for additional
information and to view or download
the video.
(b) For operations under Part 91:
(1) Pilots operating transport cat-
egory aircraft must be famil-
iar with PRM operations as
contained in this section of
the Aeronautical Informa-
tion Manual (AIM). In addi-
tion, pilots operating trans-
port category aircraft must
view the FAA video “ILS PRM
AND SOIA APPROACHES:
INFORMATION FOR AIR
CARRIER PILOTS.” Refer to
http://www.faa.gov for addi-
tional information and to view
or download the video.
© JEPPESEN, 1994, 2012. ALL RIGHTS RESERVED.
 31 AUG 12 AIR TRAFFIC CONTROL US-399 q$i

FIGURE 5-4-22
SOIA Approach Geometry

1281029323000

NOTE:
SAP The SAP is a design point along the extended centerline of the intended landing runway on the
glide slope at 500 feet above the landing threshold. It is used to verify a sufficient distance is
provided for the visual maneuver after the missed approach point (MAP) to permit the pilots to
conform to approved, stabilized approach criteria.
MAP The point along the LDA where the course separation with the adjacent ILS reaches 3,000 feet.
The altitude of the glide slope at that point determines the approach minimum descent altitude
and is where the NTZ terminates. Maneuvering inside the MAP is done in visual conditions.
Angle Angle formed at the intersection of the extended LDA runway centerline and a line drawn
between the LDA MAP and the SAP. The size of the angle is determined by the FAA SOIA
computer design program, and is dependent on whether Heavy aircraft use the LDA and the
spacing between the runways.
Visibility Distance from MAP to runway threshold in statute miles (light credit applies).
Procedure LDA aircraft must see the runway landing environment and, if less than standard radar sep-
aration exists between the aircraft on the adjacent ILS course, the LDA aircraft must visually
acquire the ILS aircraft and report it in sight to ATC prior to the LDA MAP.
CC Clear Clouds.
(2) Pilots not operating trans- Approaches (Independent). A minimum of 3
port category aircraft must be miles radar separation or 1,000 feet vertical
familiar with PRM and SOIA separation will be provided during the turn-on to
operations as contained in close parallel final approach courses. To ensure
this section of the AIM. The separation is maintained, and in order to avoid
FAA strongly recommends that an imminent situation during simultaneous
pilots not involved in transport close parallel ILS/PRM or SOIA ILS/PRM and
category aircraft operations LDA/PRM approaches, pilots must immediately
view the FAA video, “ILS PRM comply with PRM monitor controller instruc-
AND SOIA APPROACHES: tions. In the event of a missed approach, radar
INFORMATION FOR GEN- monitoring is provided to one-half mile beyond
ERAL AVIATION PILOTS.” the most distant of the two runway departure
Refer to http://www.faa.gov ends for ILS/RPM approaches. In SOIA, PRM
for additional information and radar monitoring terminates at the LDA MAP.
to view or download the video. Final monitor controllers will not notify pilots
2. ATC Directed Breakout. An ATC directed when radar monitoring is terminated.
“breakout” is defined as a vector off the d. Attention All Users Page (AAUP). ILS/PRM
ILS or LDA approach course in response and LDA/PRM approach charts have an AAUP
to another aircraft penetrating the NTZ, the associated with them that must be referred to in
2,000 foot wide area located equidistance preparation for conducting the approach. This
between the two approach courses that is page contains the following instructions that
monitored by the PRM monitor controllers. must be followed if the pilot is unable to accept
3. Dual Communications. The aircraft flying an ILS/PRM or LDA/PRM approach.
the ILS/PRM or LDA/PRM approach must 1. At airports that conduct PRM opera-
have the capability of enabling the pilot/s to tions, (ILS/PRM or, in the case of airports
listen to two communications frequencies where SOIAs are conducted, ILS/PRM and
simultaneously. LDA/PRM approaches) pilots not qualified
c. Radar Monitoring. Simultaneous close parallel to except PRM approaches must follow
ILS/PRM and LDA/PRM approaches require notification procedures found on the Atten-
that final monitor controllers utilize the PRM tion All Users Page (AAUP) of the Standard
system to ensure prescribed separation stan- Instrument Approach Procedures (SIAP)
dards are met. Procedures and communica- for the specific airport PRM approach.
tions phraseology are also described in para- 2. The AAUP covers the following operational
graph 5-4-15, Simultaneous Parallel ILS/MLS topics:
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© JEPPESEN, 1994, 2012. ALL RIGHTS RESERVED.

 US-400 AIR TRAFFIC CONTROL
(a) ATIS. When the ATIS broadcast
advises ILS/PRM approaches are
in progress (or ILS PRM and LDA
PRM approaches in the case of
SOIA), pilots should brief to fly the
ILS/PRM or LDA/PRM approach. If
later advised to expect the ILS or
LDA approach (should one be pub-
lished), the ILS/PRM or LDA/PRM
chart may be used after completing
the following briefing items:
(1) Minimums and missed
approach procedures are
unchanged.
(2) PRM Monitor frequency no
longer required.
(3) ATC may assign a lower alti-
tude for glide slope intercept.
NOTE: In the case of the
LDA/PRM approach, this brief-
ing procedure only applies if
an LDA approach is also pub-
lished.
In the case of the SOIA
ILS/PRM and LDA/PRM pro-
cedure, the AAUP describes
the weather conditions
in which simultaneous
approaches are authorized:
Simultaneous approach
weather minimums are X,XXX
feet (ceiling), x miles (visibil-
ity).
(b) Dual VHF Communications
Required. To avoid blocked trans-
missions, each runway will have two
frequencies, a primary and a monitor
frequency. The tower controller will
transmit on both frequencies. The
monitor controller’s transmissions, if
needed, will override both frequen-
cies. Pilots will ONLY transmit on
the tower controller’s frequency, but
will listen to both frequencies. Begin
to monitor the PRM monitor con-
troller when instructed by ATC to
contact the tower. The volume levels
should be set about the same on
both radios so that the pilots will be
able to hear transmissions on at least
one frequency if the other is blocked.
Site specific procedures take prece-
dence over the general information
presented in this paragraph. Refer to
the AAUP for applicable procedures
at specific airports.
(c) Breakouts. Breakouts differ
from other types of abandoned
approaches in that they can hap-
pen anywhere and unexpectedly.
Pilots directed by ATC to break off
an approach must assume that an
aircraft is blundering toward them
and a breakout must be initiated
immediately.
q$z
31 AUG 12 q$i
(1) Hand-fly breakouts. All
breakouts are to be hand-flown
to ensure the maneuver is
accomplished in the shortest
amount of time.
(2) ATC Directed “Breakouts.”
ATC directed breakouts will
consist of a turn and a
climb or descent. Pilots must
always initiate the breakout
in response to an air traffic
controller’s instruction. Con-
trollers will give a descending
breakout only when there are
no other reasonable options
available, but in no case will
the descent be below the min-
imum vectoring altitude (MVA)
which provides at least 1,000
feet required obstruction clear-
ance. The AAUP provides the
MVA in the final approach seg-
ment as X,XXX feet at (Name)
Airport.
NOTE: “TRAFFIC ALERT.”
If an aircraft enters the “NO
TRANSGRESSION ZONE”
(NTZ), the controller will break-
out the threatened aircraft on
the adjacent approach. The
phraseology for the breakout
will be:
PHRASEOLOGY:
TRAFFIC ALERT, (aircraft
call sign) TURN (left/right)
IMMEDIATELY, HEADING
(degrees), CLIMB/ DESCEND
AND MAINTAIN (altitude).
(d) ILS/PRM Navigation. The pilot may
find crossing altitudes along the
final approach course. The pilot is
advised that descending on the ILS
glideslope ensures complying with
any charted crossing restrictions.
SOIA AAUP differences from ILS
PRM AAUP
(e) ILS/PRM LDA Traffic (only pub-
lished on ILS/PRM AAUP when
the ILS PRM approach is used in
conjunctions with an LDA/PRM
approach to the adjacent runway).
To provide better situational aware-
ness, and because traffic on the LDA
may be visible on the ILS aircraft’s
TCAS, pilots are reminded of the
fact that aircraft will be maneuver-
ing behind them to align with the
adjacent runway. While conducting
the ILS/PRM approach to Runway
XXX, other aircraft may be conduct-
ing the offset LDA/PRM approach
to Runway XXX. These aircraft will
approach from the (left/right)-rear
and will realign with runway XXX
after making visual contact with the
© JEPPESEN, 1994, 2012. ALL RIGHTS RESERVED.
 31 AUG 12 AIR TRAFFIC CONTROL
ILS traffic. Under normal circum-
stances these aircraft will not pass
the ILS traffic.
SOIA LDA/PRM AAUP Items.
The AAUP for the SOIA LDA/PRM
approach contains most informa-
tion found on ILS/PRM AAUPs. It
replaces certain information as seen
below and provides pilots with the
procedures to be used in the visual
segment of the LDA/PRM approach,
from the time the ILS aircraft is visu-
ally acquired until landing.
(f) SOIA LDA/PRM Navigation
(replaces ILS/PRM (d) and (e)
above). The pilot may find cross-
ing altitudes along the final approach
course. The pilot is advised that
descending on the LDA glideslope
ensures complying with any charted
crossing restrictions. Remain on the
LDA course until passing XXXXX
(LDA MAP name) intersection prior
to maneuvering to align with the cen-
terline of runway XXX.
(g) SOIA (Name) Airport Visual
Segment (replaces ILS/PRM (e)
above). Pilot procedures for navigat-
ing beyond the LDA MAP are spelled
out. If ATC advises that there is traf-
fic on the adjacent ILS, pilots are
authorized to continue past the LDA
MAP to align with runway centerline
when:
(1) the ILS traffic is in sight and is
expected to remain in sight,
(2) ATC has been advised that
“traffic is in sight.”
(3) the runway environment is in
sight.
Otherwise, a missed approach must
be executed. Between the LDA MAP
and the runway threshold, pilots of
the LDA aircraft are responsible for
separating themselves visually from
traffic on the ILS approach, which
means maneuvering the aircraft as
necessary to avoid the ILS traffic
until landing, and providing wake
turbulence avoidance, if applicable.
Pilots should advise ATC, as soon
as practical, if visual contact with
the ILS traffic is lost and execute a
missed approach unless otherwise
instructed by ATC.
e. SOIA LDA Approach Wake Turbulence. Pilots
are responsible for wake turbulence avoidance
when maneuvering between the LDA missed
approach point and the runway threshold.
f. Differences between ILS and ILS/PRM
approaches of importance to the pilot.
1. Runway Spacing. Prior to ILS/PRM and
LDA/PRM approaches, most ATC directed
breakouts were the result of two air-
craft in-trail on the same final approach
course getting too close together. Two air-
q$z
US-401 q$i
craft going in the same direction did not
mandate quick reaction times. With PRM
approaches, two aircraft could be along
side each other, navigating on courses that
are separated by less than 4,300 feet. In
the unlikely event that an aircraft “blunders”
off its course and makes a worst case turn
of 30 degrees toward the adjacent final
approach course, closing speeds of 135
feet per second could occur that constitute
the need for quick reaction. A blunder has
to be recognized by the monitor controller,
and breakout instructions issued to the
endangered aircraft. The pilot will not have
any warning that a breakout is imminent
because the blundering aircraft will be
on another frequency. It is important that,
when a pilot receives breakout instructions,
he/she assumes that a blundering aircraft
is about to or has penetrated the NTZ
and is heading toward his/her approach
course. The pilot must initiate a breakout
as soon as safety allows. While conducting
PRM approaches, pilots must maintain an
increased sense of awareness in order to
immediately react to an ATC instruction
(breakout) and maneuver as instructed by
ATC, away from a blundering aircraft.
2. Communications. To help in avoiding
communication problems caused by stuck
microphones and two parties talking at
the same time, two frequencies for each
runway will be in use during ILS/PRM
and LDA/PRM approach operations, the
primary tower frequency and the PRM
monitor frequency. The tower controller
transmits and receives in a normal fashion
on the primary frequency and also trans-
mits on the PRM monitor frequency. The
monitor controller’s transmissions override
on both frequencies. The pilots flying the
approach will listen to both frequencies
but only transmit on the primary tower
frequency. If the PRM monitor controller
initiates a breakout and the primary fre-
quency is blocked by another transmission,
the breakout instruction will still be heard
on the PRM monitor frequency.
3. Hand-flown Breakouts. The use of the
autopilot is encouraged while flying an
ILS/PRM or LDA/PRM approach, but the
autopilot must be disengaged in the rare
event that a breakout is issued. Simulation
studies of breakouts have shown that a
hand-flown breakout can be initiated con-
sistently faster than a breakout performed
using the autopilot.
4. TCAS. The ATC breakout instruction is
the primary means of conflict resolution.
TCAS, if installed, provides another form
of conflict resolution in the unlikely event
other separation standards would fail.
TCAS is not required to conduct a closely
spaced approach.
© JEPPESEN, 1994, 2012. ALL RIGHTS RESERVED.
 US-402 AIR TRAFFIC CONTROL
The TCAS provides only vertical reso-
lution of aircraft conflicts, while the ATC
breakout instruction provides both vertical
and horizontal guidance for conflict reso-
lutions. Pilots should always immediately
follow the TCAS Resolution Advisory (RA),
whenever it is received. Should a TCAS
RA be received before, during, or after an
ATC breakout instruction is issued, the pilot
should follow the RA, even if it conflicts with
the climb/descent portion of the breakout
maneuver. If following an RA requires devi-
ating from an ATC clearance, the pilot must
advise ATC as soon as practical. While fol-
lowing an RA, it is extremely important that
the pilot also comply with the turn portion
of the ATC breakout instruction unless
the pilot determines safety to be factor.
Adhering to these procedures assures the
pilot that acceptable “breakout” separation
margins will always be provided, even in
the face of a normal procedural or system
failure.
5. Breakouts. The probability is extremely
low that an aircraft will “blunder” from its
assigned approach course and enter the
NTZ, causing ATC to “breakout” the aircraft
approaching on the adjacent ILS course.
However, because of the close proximity
of the final approach courses, it is essen-
tial that pilots follow the ATC breakout
instructions precisely and expeditiously.
The controller’s “breakout” instructions
provide conflict resolution for the threat-
ened aircraft, with the turn portion of the
“breakout” being the single most important
element in achieving maximum protection.
A descending breakout will only be issued
when it is the only controller option. In no
case will the controller descend an aircraft
below the MVA, which will provide at least
1,000 feet clearance above obstacles. The
pilot is not expected to exceed 1,000 feet
per minute rate of descent in the event a
descending breakout is issued.
5-4-17 SIMULTANEOUS
CONVERGING INSTRUMENT
APPROACHES
a. ATC may conduct instrument approaches
simultaneously to converging runways; i.e.,
runways having an included angle from 15 to
100 degrees, at airports where a program has
been specifically approved to do so.
b. The basic concept requires that dedicated,
separate standard instrument approach proce-
dures be developed for each converging runway
included. Missed Approach Points must be at
least 3 miles apart and missed approach proce-
dures ensure that missed approach protected
airspace does not overlap.
c. Other requirements are: radar availability, non-
intersecting final approach courses, precision
(ILS/MLS) approach systems on each runway
and, if runways intersect, controllers must be
able to apply visual separation as well as inter-
secting runway separation criteria. Intersecting
q$z
31 AUG 12 q$i
runways also require minimums of at least 700
foot ceilings and 2 miles visibility. Straight in
approaches and landings must be made.
d. Whenever simultaneous converging
approaches are in progress, aircraft will
be informed by the controller as soon as feasi-
ble after initial contact or via ATIS. Additionally,
the radar controller will have direct commu-
nications capability with the tower controller
where separation responsibility has not been
delegated to the tower.
5-4-18 RNP AR INSTRUMENT
APPROACH PROCEDURES
These procedures require authorization analogous to
the special authorization required for Category II or
III ILS procedures. Authorization required (AR) pro-
cedures are to be conducted by aircrews meeting
special training requirements in aircraft that meet the
specified performance and functional requirements.
a. Unique characteristics of RNP AR
Approaches
1. RNP value. Each published line of minima
has an associated RNP value. The indi-
cated value defines the lateral and verti-
cal performance requirements. A minimum
RNP type is documented as part of the
RNP AR authorization for each operator
and may vary depending on aircraft con-
figuration or operational procedures (e.g.,
GPS inoperative, use of flight director vice
autopilot).
2. Curved path procedures. Some RNP
approaches have a curved path, also
called a radius-to-a-fix (RF) leg. Since not
all aircraft have the capability to fly these
arcs, pilots are responsible for knowing if
they can conduct an RNP approach with an
arc or not. Aircraft speeds, winds and bank
angles have been taken into consideration
in the development of the procedures.
3. RNP required for extraction or not.
Where required, the missed approach
procedure may use RNP values less than
RNP-1. The reliability of the navigation sys-
tem has to be very high in order to conduct
these approaches. Operation on these
procedures generally requires redundant
equipment, as no single point of failure can
cause loss of both approach and missed
approach navigation.
4. Non-standard speeds or climb gradi-
ents. RNP AR approaches are developed
based on standard approach speeds and
a 200 ft/NM climb gradient in the missed
approach. Any exceptions to these stan-
dards will be indicated on the approach
procedure, and the operator should ensure
they can comply with any published restric-
tions before conducting the operation.
5. Temperature Limits. For aircraft using
barometric vertical navigation (without
temperature compensation) to conduct
the approach, low and high-temperature
limits are identified on the procedure.
Cold temperatures reduce the glidepath
© JEPPESEN, 1994, 2012. ALL RIGHTS RESERVED.
 31 AUG 12 AIR TRAFFIC CONTROL US-403 q$i

angle while high temperatures increase 3. RNP Parallel Approach Runway Tran-
the glidepath angle. Aircraft using baro sitions (RPAT) Operations. RPAT
VNAV with temperature compensation or approaches begin as a parallel IFR
aircraft using an alternate means for verti- approach operation using simultaneous
cal guidance (e.g., SBAS) may disregard independent or dependent procedures.
the temperature restrictions. The charted (See FIG 5-4-24). Visual separation stan-
temperature limits are evaluated for the dards are used in the final segment of the
final approach segment only. Regardless approach after the final approach fix, to
of charted temperature limits or tempera- permit the RPAT aircraft to transition in
ture compensation by the FMS, the pilot visual conditions along a predefined lateral
may need to manually compensate for cold and vertical path to align with the runway
temperature on minimum altitudes and the centerline.
decision altitude.
FIGURE 5-4-24
6. Aircraft size. The achieved minimums
may be dependent on aircraft size. Large RPAT Operations
aircraft may require higher minimums due
to gear height and/or wingspan. Approach
procedure charts will be annotated with
applicable aircraft size restrictions.
b. Types of RNP AR Approach Operations
1. RNP Stand-alone Approach Opera-
tions. RNP AR procedures can pro-
vide access to runways regardless of
the ground-based NAVAID infrastructure,
and can be designed to avoid obstacles,
terrain, airspace, or resolve environmental
constraints.
2. RNP Parallel Approach (RPA) Opera-
tions. RNP AR procedures can be used
for parallel approaches where the runway
separation is adequate (See FIG 5-4-23).
Parallel approach procedures can be used
either simultaneously or as stand-alone
operations. They may be part of either
independent or dependent operations
depending on the ATC ability to provide
radar monitoring.

FIGURE 5-4-23 1281028498000

RPA Operations 4. RNP Converging Runway Operations.

At airports where runways converge, but
may or may not intersect, an RNP AR
approach can provide a precise curved
missed approach path that conforms to
aircraft separation minimums for simulta-
neous operations (See FIG 5-4-25). By
flying this curved missed approach path
with high accuracy and containment pro-
vided by RNP, dual runway operations may
continue to be used to lower ceiling and vis-
ibility values than currently available. This
type of operation allows greater capacity
at airports where it can be applied.

1281028481000

q$z

© JEPPESEN, 1994, 2012. ALL RIGHTS RESERVED.

 US-404 AIR TRAFFIC CONTROL
FIGURE 5-4-25
RNP Converging Runway Operations
1281026668000
5-4-19 SIDE-STEP MANEUVER
a. ATC may authorize a standard instrument
approach procedure which serves either one of
parallel runways that are separated by 1,200
feet or less followed by a straight-in landing on
the adjacent runway.
b. Aircraft that will execute a side-step maneu-
ver will be cleared for a specified approach
procedure and landing on the adjacent par-
allel runway. Example, “cleared ILS runway
7 left approach, side-step to runway 7 right.”
Pilots are expected to commence the side-step
maneuver as soon as possible after the runway
or runway environment is in sight. Compliance
with minimum altitudes associated with step-
down fixes is expected even after the side-step
maneuver is initiated.
NOTE: Side-step minima are flown to a Mini-
mum Descent Altitude (MDA) regardless of the
approach authorized.
c. Landing minimums to the adjacent runway will
be based on nonprecision criteria and therefore
higher than the precision minimums to the pri-
mary runway, but will normally be lower than the
published circling minimums.
5-4-20 APPROACH AND LANDING
MINIMUMS
a. Landing Minimums. The rules applicable to
landing minimums are contained in 14 CFR Sec-
tion 91.175. TBL 5-4-1 may be used to convert
RVR to ground or flight visibility. For converting
RVR values that fall between listed values, use
the next higher RVR value; do not interpolate.
For example, when converting 1800 RVR, use
2400 RVR with the resultant visibility of 1 /2 mile.
TABLE 5-4-1 RVR Value Conversions
RVR Visibility
(statute miles)
1600 1/
4
2400 1/
2
3200 5/
8
4000 3 /
4 1223301050000
q$z
31 AUG 12 q$i
TABLE 5-4-1 RVR Value Conversions (continued)
RVR Visibility
(statute miles)
4500 7/
8
5000 1
6000 1 1/4
b. Obstacle Clearance. Final approach obstacle
clearance is provided from the start of the final
segment to the runway or missed approach
point, whichever occurs last. Side-step obstacle
protection is provided by increasing the width of
the final approach obstacle clearance area.
1. Circling approach protected areas are
defined by the tangential connection of
arcs drawn from each runway end. The arc
radii distance differs by aircraft approach
category (see FIG 5-4-26). Because of
obstacles near the airport, a portion of
the circling area may be restricted by a
procedural note: e.g., “Circling NA E of
RWY 17-35.” Obstacle clearance is pro-
vided at the published minimums (MDA) for
the pilot that makes a straight-in approach,
side-steps, or circles. Once below the MDA
the pilot must see and avoid obstacles.
Executing the missed approach after start-
ing to maneuver usually places the aircraft
beyond the MAP. The aircraft is clear of
obstacles when at or above the MDA while
inside the circling area, but simply joining
the missed approach ground track from the
circling maneuver may not provide vertical
obstacle clearance once the aircraft exits
the circling area. Additional climb inside
the circling area may be required before
joining the missed approach track. See
paragraph 5-4-21, Missed Approach, for
additional considerations when starting a
missed approach at other than the MAP.
FIGURE 5-4-26
Final Approach Obstacle Clearance
© JEPPESEN, 1994, 2012. ALL RIGHTS RESERVED.
 31 AUG 12
2. Precision Obstacle Free Zone (POFZ).
A volume of airspace above an area
beginning at the runway threshold, at
the threshold elevation, and centered
on the extended runway centerline. The
POFZ is 200 feet (60m) long and 800 feet
(240m) wide. The POFZ must be clear
when an aircraft on a vertically guided final
approach is within 2 nautical miles of the
runway threshold and the reported ceiling
is below 250 feet or visibility less than 3/4
statute mile (SM) (or runway visual range
FIGURE 5-4-27
Precision Object Free Zone (POFZ)
c. Straight-in Minimums are shown on the IAP
when the final approach course is within 30
degrees of the runway alignment (15 degrees
for GPS IAPs) and a normal descent can be
made from the IFR altitude shown on the IAP
to the runway surface. When either the normal
rate of descent or the runway alignment factor
of 30 degrees (15 degrees for GPS IAPs) is
exceeded, a straight-in minimum is not pub-
lished and a circling minimum applies. The fact
that a straight-in minimum is not published does
not preclude pilots from landing straight-in if
they have the active runway in sight and have
sufficient time to make a normal approach for
landing. Under such conditions and when ATC
has cleared them for landing on that runway,
pilots are not expected to circle even though
only circling minimums are published. If they
desire to circle, they should advise ATC.
d. Side-Step Maneuver Minimums. Landing min-
imums for a side-step maneuver to the adjacent
runway will normally be higher than the mini-
mums to the primary runway.
q$z
AIR TRAFFIC CONTROL US-405 q$i
below 4,000 feet). If the POFZ is not clear,
the MINIMUM authorized height above
touchdown (HAT) and visibility is 250 feet
and 3/4 SM. The POFZ is considered clear
even if the wing of the aircraft holding on
a taxiway waiting for runway clearance
penetrates the POFZ; however, neither the
fuselage nor the tail may infringe on the
POFZ. The POFZ is applicable at all run-
way ends including displaced thresholds.
Final Approach
“X” Surface
NOTE:
P
The entire taxiing
aircraft must remain
400' clear of the Final
O
Approach Surfaces
F
Final Approach
“W” Surface
400'
Z
200'
Final Approach
“X” Surface
1311267063506
e. Published Approach Minimums. Approach
minimums are published for different aircraft
categories and consist of a minimum altitude
(DA, DH, MDA) and required visibility. These
minimums are determined by applying the
appropriate TERPS criteria. When a fix is incor-
porated in a nonprecision final segment, two
sets of minimums may be published: one for
the pilot that is able to identify the fix, and a
second for the pilot that cannot. Two sets of
minimums may also be published when a sec-
ond altimeter source is used in the procedure.
When a nonprecision procedure incorporates
both a stepdown fix in the final segment and a
second altimeter source, two sets of minimums
are published to account for the stepdown fix
and a note addresses minimums for the second
altimeter source.
f. Circling Minimums. In some busy terminal
areas, ATC may not allow circling and circling
minimums will not be published. Published
circling minimums provide obstacle clearance
when pilots remain within the appropriate area
© JEPPESEN, 1994, 2012. ALL RIGHTS RESERVED.
 US-406 AIR TRAFFIC CONTROL
of protection. Pilots should remain at or above
the circling altitude until the aircraft is con-
tinuously in a position from which a descent
to a landing on the intended runway can be
made at a normal rate of descent using normal
maneuvers. Circling may require maneuvers
at low altitude, at low airspeed, and in mar-
ginal weather conditions. Pilots must use sound
judgment, have an indepth knowledge of their
capabilities, and fully understand the aircraft
performance to determine the exact circling
maneuver since weather, unique airport design,
and the aircraft position, altitude, and airspeed
must all be considered. The following basic
rules apply:
1. Maneuver the shortest path to the base
or downwind leg, as appropriate, consider-
ing existing weather conditions. There is no
restriction from passing over the airport or
other runways.
2. It should be recognized that circling
maneuvers may be made while VFR or
other flying is in progress at the airport.
Standard left turns or specific instruction
from the controller for maneuvering must
be considered when circling to land.
3. At airports without a control tower, it may be
desirable to fly over the airport to observe
wind and turn indicators and other traffic
which may be on the runway or flying in the
vicinity of the airport.
REFERENCE-
AC 90-66A, Recommended Standards
Traffic patterns for Aeronautical Opera-
tions at Airports without Operating Control
Towers.
4. The missed approach point (MAP) varies
depending upon the approach flown. For
vertically guided approaches, the MAP is
at the decision altitude/decision height.
Non-vertically guided and circling proce-
dures share the same MAP and the pilot
determines this MAP by timing from the
final approach fix, by a fix, a NAVAID, or
a waypoint. Circling from a GLS, an ILS
without a localizer line of minima or an
RNAV (GPS) approach without an LNAV
line of minima is prohibited.
g. Instrument Approach at a Military Field.
When instrument approaches are conducted by
civil aircraft at military airports, they must be
conducted in accordance with the procedures
and minimums approved by the military agency
having jurisdiction over the airport.
5-4-21 MISSED APPROACH
a. When a landing cannot be accomplished, advise
ATC and, upon reaching the missed approach
point defined on the approach procedure chart,
the pilot must comply with the missed approach
instructions for the procedure being used or with
an alternate missed approach procedure speci-
fied by ATC.
b. Obstacle protection for missed approach is
predicated on the missed approach being ini-
tiated at the decision altitude/height (DA/H) or
q$z
31 AUG 12 q$i
at the missed approach point and not lower
than minimum descent altitude (MDA). A climb
gradient of at least 200 feet per nautical mile is
required, (except for Copter approaches, where
a climb of at least 400 feet per nautical mile
is required), unless a higher climb gradient is
published in the notes section of the approach
procedure chart. When higher than standard
climb gradients are specified, the end point
of the non-standard climb will be specified at
either an altitude or a fix. Pilots must preplan
to ensure that the aircraft can meet the climb
gradient (expressed in feet per nautical mile)
required by the procedure in the event of a
missed approach, and be aware that flying at a
higher than anticipated ground speed increases
the climb rate requirement (feet per minute).
Tables for the conversion of climb gradients
(feet per nautical mile) to climb rate (feet per
minute), based on ground speed, are included
on page D1 of the U.S. Terminal Procedures
booklets. Reasonable buffers are provided for
normal maneuvers. However, no consideration
is given to an abnormally early turn. Therefore,
when an early missed approach is executed,
pilots should, unless otherwise cleared by ATC,
fly the IAP as specified on the approach plate to
the missed approach point at or above the MDA
or DH before executing a turning maneuver.
c. If visual reference is lost while circling-to-land
from an instrument approach, the missed
approach specified for that particular procedure
must be followed (unless an alternate missed
approach procedure is specified by ATC). To
become established on the prescribed missed
approach course, the pilot should make an
initial climbing turn toward the landing runway
and continue the turn until established on the
missed approach course. Inasmuch as the cir-
cling maneuver may be accomplished in more
than one direction, different patterns will be
required to become established on the pre-
scribed missed approach course, depending on
the aircraft position at the time visual reference
is lost. Adherence to the procedure will help
assure that an aircraft will remain laterally within
the circling and missed approach obstruction
clearance areas. Refer to paragraph h concern-
ing vertical obstruction clearance when starting
a missed approach at other than the MAP. (See
FIG 5-4-28.)
d. At locations where ATC radar service is pro-
vided, the pilot should conform to radar vectors
when provided by ATC in lieu of the published
missed approach procedure. (See FIG 5-4-29.)
e. Some locations may have a preplanned alter-
nate missed approach procedure for use in
the event the primary NAVAID used for the
missed approach procedure is unavailable. To
avoid confusion, the alternate missed approach
instructions are not published on the chart.
However, the alternate missed approach hold-
ing pattern will be depicted on the instrument
approach chart for pilot situational aware-
ness and to assist ATC by not having to issue
detailed holding instructions. The alternate
missed approach may be based on NAVAIDs
© JEPPESEN, 1994, 2012. ALL RIGHTS RESERVED.
 31 AUG 12
not used in the approach procedure or the
primary missed approach. When the alternate
missed approach procedure is implemented by
NOTAM, it becomes a mandatory part of the
procedure. The NOTAM will specify both the
textual instructions and any additional equip-
ment requirements necessary to complete the
procedure. Air traffic may also issue instruc-
tions for the alternate missed approach when
necessary, such as when the primary missed
approach NAVAID fails during the approach.
Pilots may reject an ATC clearance for an alter-
nate missed approach that requires equipment
not necessary for the published approach pro-
cedure when the alternate missed approach is
issued after beginning the approach. However,
when the alternate missed approach is issued
prior to beginning the approach the pilot must
either accept the entire procedure (including the
alternate missed approach), request a different
approach procedure, or coordinate with ATC for
alternative action to be taken, i.e., proceed to
an alternate airport, etc.
f. When approach has been missed, request
clearance for specific action; i.e., to alternative
airport, another approach, etc.
g. Pilots must ensure that they have climbed
to a safe altitude prior to proceeding off the
published missed approach, especially in non-
radar environments. Abandoning the missed
approach prior to reaching the published alti-
tude may not provide adequate terrain clear-
ance. Additional climb may be required after
reaching the holding pattern before proceeding
back to the IAF or to an alternate.
FIGURE 5-4-28
Circling and Missed Approach Obstruction
Clearance Areas
1223301050000
q$z
AIR TRAFFIC CONTROL US-407 q$i
FIGURE 5-4-29
Missed Approach
1223301050000
h. A clearance for an instrument approach pro-
cedure includes a clearance to fly the pub-
lished missed approach procedure, unless
otherwise instructed by ATC. The published
missed approach procedure provides obstacle
clearance only when the missed approach is
conducted on the missed approach segment
from or above the missed approach point, and
assumes a climb rate of 200 feet/NM or higher,
as published. If the aircraft initiates a missed
approach at a point other than the missed
approach point (see paragraph 5-4-5b), from
below MDA or DA (H), or on a circling approach,
obstacle clearance is not necessarily provided
by following the published missed approach
procedure, nor is separation assured from other
air traffic in the vicinity.
In the event a balked (rejected) landing occurs
at a position other than the published missed
approach point, the pilot should contact ATC
as soon as possible to obtain an amended
clearance. If unable to contact ATC for any
reason, the pilot should attempt to re-intercept
a published segment of the missed approach
and comply with route and altitude instructions.
If unable to contact ATC, and in the pilot’s
judgment it is no longer appropriate to fly the
published missed approach procedure, then
consider either maintaining visual conditions
if practicable and reattempt a landing, or a
circle-climb over the airport. Should a missed
approach become necessary when operating
to an airport that is not served by an operat-
ing control tower, continuous contact with an
air traffic facility may not be possible. In this
case, the pilot should execute the appropriate
go-around/missed approach procedure without
delay and contact ATC when able to do so.
© JEPPESEN, 1994, 2012. ALL RIGHTS RESERVED.
 US-408 AIR TRAFFIC CONTROL
Prior to initiating an instrument approach proce-
dure, the pilot should assess the actions to be
taken in the event of a balked (rejected) landing
beyond the missed approach point or below
the MDA or DA (H) considering the anticipated
weather conditions and available aircraft perfor-
mance. 14 CFR 91.175(e) authorizes the pilot to
fly an appropriate missed approach procedure
that ensures obstruction clearance, but it does
not necessarily consider separation from other
air traffic. The pilot must consider other factors
such as the aircraft’s geographical location with
respect to the prescribed missed approach
point, direction of flight, and/or minimum turning
altitudes in the prescribed missed approach
procedure. The pilot must also consider aircraft
performance, visual climb restrictions, charted
obstacles, published obstacle departure pro-
cedure, takeoff visual climb requirements as
expressed by nonstandard takeoff minima,
other traffic expected to be in the vicinity, or
other factors not specifically expressed by the
approach procedures.
5-4-22 USE OF ENHANCED
FLIGHT VISION SYSTEMS
(EFVS) ON INSTRUMENT
APPROACHES
An EFVS is an installed airborne system which
uses an electronic means to provide a display of the
forward external scene topography (the applicable
natural or manmade features of a place or region
especially in a way to show their relative positions
and elevation) through the use of imaging sensors,
such as forward looking infrared, millimeter wave
radiometry, millimeter wave radar, and/or low light
level image intensifying. The EFVS imagery is dis-
played along with the additional flight information
and aircraft flight symbology required by 14 CFR
91.175 (m) on a head-up display (HUD), or an equiv-
alent display, in the same scale and alignment as
the external view and includes the display element,
sensors, computers and power supplies, indications,
and controls. The display is typically presented to the
pilot by means of an approved HUD.
a. Basic Strategy Using EFVS. When flying an
instrument approach procedure (IAP), if the run-
way environment cannot be visually acquired at
decision altitude (DA) or minimum descent alti-
tude (MDA) using natural vision, then a pilot
may use an EFVS to continue descending down
to 100 feet above the Touchdown Zone Eleva-
tion (TDZE), provided all of the visibility require-
ments of 14 CFR part 91.175 (l) are met. The
primary reference for maneuvering the aircraft is
based on what the pilot sees through the EFVS.
At 100 feet above the TDZE, a pilot can con-
tinue to descend only when the visual reference
requirements for descent below 100 feet can be
seen using natural vision (without the aid of the
EFVS). In other words, a pilot may not continue
to rely on the EFVS sensor image to identify
the required visual references below 100 feet
above the TDZE. Supporting information is pro-
vided by the flight path vector (FPV), flight path
angle (FPA) reference cue, onboard navigation
system, and other imagery and flight symbol-
q$z
31 AUG 12 q$i
ogy displayed on the EFVS. The FPV and FPA
reference cue, along with the EFVS imagery
of the Touchdown Zone (TDZ), provide the pri-
mary vertical path reference for the pilot when
vertical guidance from a precision approach or
approach with vertical guidance is not available.
1. Straight-In Instrument Approach Proce-
dures. An EFVS may be used to descend
below DA or MDA from any straight-in
IAP, other than Category II or Category III
approaches, provided all of the require-
ments of 14 CFR part 91.175 (l) are
met. This includes straight-in precision
approaches, approaches with vertical guid-
ance (for example, LPV or LNAV/VNAV),
and non-precision approaches (for exam-
ple, VOR, NDB, LOC, RNAV, GPS, LDA,
SDF, etc.).
2. Circling Approach Procedure. An IAP
with a circle-to-land maneuver or cir-
cle-to-land minimums does not meet crite-
ria for straight-in landing minimums. While
the regulations do not prohibit EFVS from
being used during any phase of flight, they
do prohibit it from being used for opera-
tional credit on anything but a straight-in
IAP with straight-in landing minima. EFVS
must only be used during a circle-to-land
maneuver provided the visual references
required throughout the circling maneuver
are distinctly visible using natural vision.
An EFVS cannot be used to satisfy the
requirement that an identifiable part of the
airport be distinctly visible to the pilot dur-
ing a circling maneuver at or above MDA
or while descending below MDA from a
circling maneuver.
3. Enhanced Flight Visibility. Flight visibil-
ity is determined by using natural vision,
and enhanced flight visibility (EFV) is deter-
mined by using an EFVS. 14 CFR part
91.175 (l) requires that the EFV observed
by using an EFVS cannot be less than the
visibility prescribed in the IAP to be used in
order to continue to descend below the DA
or MDA.
b. EFVS Operations At or Below DA or MDA
Down to 100 Feet Above the TDZE. The visual
segment of an IAP begins at DA or MDA and
continues to the runway. There are two means of
operating in the visual segment--one is by using
natural vision and the other is by using an EFVS.
If the pilot determines that the EFV observed by
using the EFVS is not less than the minimum
visibility prescribed in the IAP being flown, and
the pilot acquires the required visual references
prescribed in 14 CFR part 91.175 (l)(3) using the
EFVS, then the pilot can continue the approach
to 100 feet above the TDZE. To continue the
approach, the pilot uses the EFVS image to
visually acquire the runway environment (the
approach light system (ALS), if installed, or both
the runway threshold and the TDZ), confirm lat-
eral alignment, maneuver to the extended run-
way centerline earlier than would otherwise be
possible, and continue a normal descent from
the DA or MDA to 100 feet above the TDZE.
© JEPPESEN, 1994, 2012. ALL RIGHTS RESERVED.
 31 AUG 12 AIR TRAFFIC CONTROL
1. Required Visual References. In order to
descend below DA or MDA, the following
visual references (specified in 14 CFR part
91.175 (l)(3)) for the runway of intended
landing must be distinctly visible and iden-
tifiable to the pilot using the EFVS:
(a) The ALS (if installed), or
(b) The following visual references in
both (b)(1) and (b)(2) below:
(1) The runway threshold, iden-
tified by at least one of the
following: the beginning of the
runway landing surface, the
threshold lights, or the runway
end identifier lights (REIL).
(2) The TDZ, identified by at least
one of the following: the run-
way TDZ landing surface, the
TDZ lights, the TDZ markings,
or the runway lights.
2. Comparison of Visual Reference
Requirements for EFVS and Natu-
ral Vision. The EFVS visual reference
requirements of 14 CFR part 91.175 (l)(3)
comprise a more stringent standard than
the visual reference requirements pre-
scribed under 14 CFR part 91.175 (c)(3)
when using natural vision. The more strin-
gent standard is needed because an
EFVS might not display the color of the
lights used to identify specific portions of
the runway or might not be able to con-
sistently display the runway markings.
The main differences for EFVS operations
are that the visual glide slope indicator
(VGSI) lights cannot be used as a visual
reference, and specific visual references
from both the threshold and TDZ must be
distinctly visible and identifiable. However,
when using natural vision, only one of the
specified visual references must be visible
and identifiable.
3. Visual References and Offset
Approaches. Pilots must be espe-
cially knowledgeable of the approach
conditions and approach course alignment
when considering whether to rely on
EFVS during a non-precision approach
with an offset final approach course.
Depending upon the combination of
crosswind correction and the lateral field
of view provided by a particular EFVS, the
required visual references may or may not
be within the pilot’s view looking through
the EFVS display. Pilots conducting any
non-precision approach must verify lateral
alignment with the runway centerline when
determining when to descend from MDA.
4. When to Go Around. Any pilot operating
an aircraft with an EFVS installed should
be aware that the requirements of 14 CFR
part 91.175 (c) for using natural vision and
the requirements of 14 CFR part 91.175
(l) for using an EFVS are different. A pilot
would, therefore, first have to determine
whether an approach will be commenced
q$z
US-409 q$i
using natural vision or using an EFVS.
While these two sets of requirements pro-
vide a parallel decisionmaking process, the
requirements for when a missed approach
must be executed differ. Using EFVS, a
missed approach must be initiated at or
below DA or MDA down to 100 feet above
TDZE whenever the pilot determines that:
(a) The EFV is less than the visibility
minima prescribed for the IAP being
used;
(b) The required visual references for
the runway of intended landing are
no longer distinctly visible and iden-
tifiable to the pilot using the EFVS
imagery;
(c) The aircraft is not continuously in a
position from which a descent to a
landing can be made on the intended
runway, at a normal rate of descent,
using normal maneuvers; or
(d) For operations under 14 CFR parts
121 and 135, the descent rate of the
aircraft would not allow touchdown to
occur within the TDZ of the runway of
intended landing.
5. Missed Approach Considerations. It
should be noted that a missed approach
after passing the DA, or beyond the missed
approach point (MAP), involves additional
risk until established on the published
missed approach segment. Initiating a
go-around after passing the published
MAP may result in loss of obstacle clear-
ance. As with any approach, pilot planning
should include contingencies between
the published MAP and touchdown with
reference to obstacle clearance, aircraft
performance, and alternate escape plans.
c. EFVS Operations At and Below 100 Feet
Above the TDZE. At and below 100 feet above
the TDZE, the regulations do not require the
EFVS to be turned off or the display to be
stowed in order to continue to a landing. A pilot
may continue the approach below this altitude
using an EFVS as long as the required visual
references can be seen through the display
using natural vision. An operator may not con-
tinue to descend beyond this point by relying
solely on the sensor image displayed on the
EFVS.
1. Required Visual References. In order to
descend below 100 feet above the TDZE,
the flight visibility--assessed using natural
vision--must be sufficient for the following
visual references to be distinctly visible and
identifiable to the pilot without reliance on
the EFVS to continue to a landing:
(a) The lights or markings of the thresh-
old, or
(b) The lights or markings of the TDZ.
© JEPPESEN, 1994, 2012. ALL RIGHTS RESERVED.
 US-410 AIR TRAFFIC CONTROL
It is important to note that from 100 feet
above the TDZE and below, the flight visi-
bility does not have to be equal to or greater
than the visibility prescribed for the IAP in
order to continue descending. It only has
to be sufficient for the visual references
required by 14 CFR part 91.175 (l)(4) to be
distinctly visible and identifiable to the pilot
without reliance on the EFVS.
2. Comparison of Visual Reference
Requirements for EFVS and Natu-
5-4-23
ral Vision. Again, the visual reference
requirements for EFVS in 14 CFR part
91.175 (l)(4) are more stringent than those
required for natural vision in 14 CFR part
91.175 (c)(3). The main differences for
EFVS operations are that the ALS and red
terminating bars or red side row bars, the
REIL, and the VASI cannot be used as
visual references. Only very specific visual
references from the threshold or the TDZ
can be used (that is, the lights or markings
of the threshold or the lights or markings
of the TDZ).
3. When to Go Around. A missed approach
must be initiated when the pilot determines
that:
(a) The flight visibility is no longer suf-
ficient to distinctly see and identify
the required visual references listed
in 14 CFR part 91.175 (l)(4) using
natural vision;
(b) The aircraft is not continuously in a
position from which a descent to a
landing can be made on the intended
runway, at a normal rate of descent,
using normal maneuvers; or
(c) For operations under 14 CFR parts
121 and 135, the descent rate of the
aircraft would not allow touchdown to
occur within the TDZ of the runway of
intended landing.
While touchdown within the TDZ is not
specifically addressed in the regulations
for operators other than 14 CFR parts 121
and 135 operators, continued operations
below DA or MDA where touchdown in
the TDZ is not assured, where a high sink
rate occurs, or where the decision to con-
duct a missed approach procedure is not
executed in a timely manner, all create a
significant risk to the operation.
4. Missed Approach Considerations. As
noted earlier, a missed approach initiated
after the DA or MAP involves additional
risk. At 100 feet or less above the runway,
it is likely that an aircraft is significantly
below the TERPS missed approach obsta-
cle clearance surface. Prior planning is
recommended and should include con-
tingencies between the published MAP
and touchdown with reference to obstacle
clearance, aircraft performance, and alter-
nate escape plans.
q$z
31 AUG 12 q$i
d. Light Emitting Diode (LED) Airport Lighting
Impact on EFVS Operations. The FAA has
recently begun to replace incandescent lamps
with LEDs at some airports in threshold lights,
taxiway edge lights, taxiway centerline lights,
low intensity runway edge lights, windcone
lights, beacons, and some obstruction lighting.
Pilots should be aware that LED lights cannot
be sensed by current EFVS systems.
VISUAL APPROACH
a. A visual approach is conducted on an IFR flight
plan and authorizes a pilot to proceed visually
and clear of clouds to the airport. The pilot must
have either the airport or the preceding identified
aircraft in sight. This approach must be autho-
rized and controlled by the appropriate air traffic
control facility. Reported weather at the airport
must have a ceiling at or above 1,000 feet and
visibility 3 miles or greater. ATC may authorize
this type approach when it will be operationally
beneficial. Visual approaches are an IFR proce-
dure conducted under IFR in visual meteorolog-
ical conditions. Cloud clearance requirements
of 14 CFR Section 91.155 are not applicable,
unless required by operation specifications.
b. Operating to an Airport Without Weather
Reporting Service. ATC will advise the pilot
when weather is not available at the destina-
tion airport. ATC may initiate a visual approach
provided there is a reasonable assurance that
weather at the airport is a ceiling at or above
1,000 feet and visibility 3 miles or greater (e.g.,
area weather reports, PIREPs, etc.).
c. Operating to an Airport With an Operating
Control Tower. Aircraft may be authorized
to conduct a visual approach to one runway
while other aircraft are conducting IFR or VFR
approaches to another parallel, intersecting, or
converging runway. When operating to airports
with parallel runways separated by less than
2,500 feet, the succeeding aircraft must report
sighting the preceding aircraft unless standard
separation is being provided by ATC. When
operating to parallel runways separated by at
least 2,500 feet but less than 4,300 feet, con-
trollers will clear/vector aircraft to the final at
an angle not greater than 30 degrees unless
radar, vertical, or visual separation is provided
during the turn-on. The purpose of the 30
degree intercept angle is to reduce the poten-
tial for overshoots of the final and to preclude
side-by-side operations with one or both aircraft
in a belly-up configuration during the turn-on.
Once the aircraft are established within 30
degrees of final, or on the final, these opera-
tions may be conducted simultaneously. When
the parallel runways are separated by 4,300 feet
or more, or intersecting/converging runways are
in use, ATC may authorize a visual approach
after advising all aircraft involved that other
aircraft are conducting operations to the other
runway. This may be accomplished through use
of the ATIS.
d. Separation Responsibilities. If the pilot has
the airport in sight but cannot see the aircraft
to be followed, ATC may clear the aircraft for
© JEPPESEN, 1994, 2012. ALL RIGHTS RESERVED.
 31 AUG 12
a visual approach; however, ATC retains both
separation and wake vortex separation respon-
sibility. When visually following a preceding air-
craft, acceptance of the visual approach clear-
ance constitutes acceptance of pilot responsibil-
ity for maintaining a safe approach interval and
adequate wake turbulence separation.
e. A visual approach is not an IAP and there-
fore has no missed approach segment. If a go
around is necessary for any reason, aircraft
operating at controlled airports will be issued
an appropriate advisory/clearance/instruction
by the tower. At uncontrolled airports, aircraft
are expected to remain clear of clouds and
complete a landing as soon as possible. If a
landing cannot be accomplished, the aircraft is
expected to remain clear of clouds and contact
ATC as soon as possible for further clearance.
Separation from other IFR aircraft will be main-
tained under these circumstances.
f. Visual approaches reduce pilot/controller work-
load and expedite traffic by shortening flight
paths to the airport. It is the pilot’s responsibility
to advise ATC as soon as possible if a visual
approach is not desired.
g. Authorization to conduct a visual approach is an
IFR authorization and does not alter IFR flight
plan cancellation responsibility.
REFERENCE—
AIM, Canceling IFR Flight Plan, Paragraph
5-1-15.
h. Radar service is automatically terminated,
without advising the pilot, when the aircraft is
instructed to change to advisory frequency.
5-4-24 CHARTED VISUAL FLIGHT
PROCEDURE (CVFP)
a. CVFPs are charted visual approaches estab-
lished for environmental/noise considerations,
and/or when necessary for the safety and effi-
ciency of air traffic operations. The approach
charts depict prominent landmarks, courses,
and recommended altitudes to specific run-
ways. CVFPs are designed to be used primarily
for turbojet aircraft.
b. These procedures will be used only at airports
with an operating control tower.
c. Most approach charts will depict some NAVAID
information which is for supplemental naviga-
tional guidance only.
d. Unless indicating a Class B airspace floor, all
depicted altitudes are for noise abatement pur-
poses and are recommended only. Pilots are not
prohibited from flying other than recommended
altitudes if operational requirements dictate.
e. When landmarks used for navigation are not
visible at night, the approach will be annotated
“PROCEDURE NOT AUTHORIZED AT NIGHT.”
f. CVFPs usually begin within 20 flying miles from
the airport.
g. Published weather minimums for CVFPs are
based on minimum vectoring altitudes rather
than the recommended altitudes depicted on
charts.
q$z
AIR TRAFFIC CONTROL US-411 q$i
h. CVFPs are not instrument approaches and do
not have missed approach segments.
i. ATC will not issue clearances for CVFPs when
the weather is less than the published minimum.
j. ATC will clear aircraft for a CVFP after the pilot
reports siting a charted landmark or a preced-
ing aircraft. If instructed to follow a preceding
aircraft, pilots are responsible for maintaining
a safe approach interval and wake turbulence
separation.
k. Pilots should advise ATC if at any point they are
unable to continue an approach or lose sight of
a preceding aircraft. Missed approaches will be
handled as a go-around.
5-4-25 CONTACT APPROACH
a. Pilots operating in accordance with an IFR flight
plan, provided they are clear of clouds and have
at least 1 mile flight visibility and can reason-
ably expect to continue to the destination airport
in those conditions, may request ATC authoriza-
tion for a contact approach.
b. Controllers may authorize a contact approach
provided:
1. The contact approach is specifically
requested by the pilot. ATC cannot ini-
tiate this approach.
EXAMPLE: Request contact approach.
2. The reported ground visibility at the desti-
nation airport is at least 1 statute mile.
3. The contact approach will be made to an
airport having a standard or special instru-
ment approach procedure.
4. Approved separation is applied between
aircraft so cleared and between these air-
craft and other IFR or special VFR aircraft.
EXAMPLE: Cleared contact approach
(and, if required) at or below (altitude)
(routing) if not possible (alternative proce-
dures) and advise.
c. A contact approach is an approach procedure
that may be used by a pilot (with prior authoriza-
tion from ATC) in lieu of conducting a standard
or special IAP to an airport. It is not intended
for use by a pilot on an IFR flight clearance
to operate to an airport not having a published
and functioning IAP. Nor is it intended for an
aircraft to conduct an instrument approach to
one airport and then, when “in the clear,” dis-
continue that approach and proceed to another
airport. In the execution of a contact approach,
the pilot assumes the responsibility for obstruc-
tion clearance. If radar service is being received,
it will automatically terminate when the pilot is
instructed to change to advisory frequency.
5-4-26 LANDING PRIORITY
A clearance for a specific type of approach (ILS, MLS,
ADF, VOR or Straight-in Approach) to an aircraft oper-
ating on an IFR flight plan does not mean that land-
ing priority will be given over other traffic. ATCTs han-
dle all aircraft, regardless of the type of flight plan, on
a “first-come, first-served” basis. Therefore, because
of local traffic or runway in use, it may be necessary
for the controller in the interest of safety, to provide
© JEPPESEN, 1994, 2012. ALL RIGHTS RESERVED.
 US-412 AIR TRAFFIC CONTROL
a different landing sequence. In any case, a landing
sequence will be issued to each aircraft as soon as
possible to enable the pilot to properly adjust the air-
craft’s flight path.
5-4-27 OVERHEAD APPROACH
MANEUVER
a. Pilots operating in accordance with an IFR flight
plan in Visual Meteorological Conditions (VMC)
may request ATC authorization for an over-
head maneuver. An overhead maneuver is not
an instrument approach procedure. Overhead
maneuver patterns are developed at airports
where aircraft have an operational need to con-
duct the maneuver. An aircraft conducting an
overhead maneuver is considered to be VFR
and the IFR flight plan is cancelled when the
aircraft reaches the initial point on the initial
approach portion of the maneuver. (See FIG
5-4-30.) The existence of a standard overhead
maneuver pattern does not eliminate the pos-
sible requirement for an aircraft to conform to
conventional rectangular patterns if an over-
head maneuver cannot be approved. Aircraft
operating to an airport without a functioning
control tower must initiate cancellation of an
IFR flight plan prior to executing the overhead
FIGURE 5-4-30
Overhead Maneuver
q$z
31 AUG 12 q$i
maneuver. Cancellation of the IFR flight plan
must be accomplished after crossing the landing
threshold on the initial portion of the maneuver
or after landing. Controllers may authorize an
overhead maneuver and issue the following to
arriving aircraft:
1. Pattern altitude and direction of traffic. This
information may be omitted if either is stan-
dard.
PHRASEOLOGY:
PATTERN ALTITUDE (altitude). RIGHT
TURNS.
2. Request for a report on initial approach.
PHRASEOLOGY:
REPORT INITIAL.
3. “Break” information and a request for the
pilot to report. The “Break Point” will be
specified if nonstandard. Pilots may be
requested to report “break” if required for
traffic or other reasons.
PHRASEOLOGY:
BREAK AT (specified point).
REPORT BREAK.
1281028651000
© JEPPESEN, 1994, 2012. ALL RIGHTS RESERVED.
 AIR TRAFFIC CONTROL 5 JUL 02 Eff ? 351

ICAO ATS AIRSPACE CLASSIFICATIONS — ANNEX 11

ICAO ATS AIRSPACE CLASSIFICATIONS — ANNEX 11

2.6 CLASSIFICATION OF AIRSPACES Class F. IFR and VFR flights are permitted, all partic-
ipating IFR flights receive an air traffic advisory
2.6.1 ATS airspaces shall be classified and des- service and all flights receive flight information
ignated in accordance with the following: service if requested.

Class A. IFR flights only are permitted, all flights are
provided with air traffic control service and are
separated from each other.
Class B. IFR and VFR flights are permitted, all flights
are provided with air traffic control service and
are separated from each other.
Class C. IFR and VFR flights are permitted, all flights
are provided with air traffic control service and
IFR flights are separated from other IFR flights
and from VFR flights. VFR flights are separated
from IFR flights and receive traffic information in
respect of other VFR flights.
Class D. IFR and VFR flights are permitted and all
flights are provided with air traffic control service,
IFR flights are separated from other IFR flights
and receive traffic information in respect of VFR
flights, VFR flights receive traffic information in
respect of all other flights.
Class E. IFR and VFR flights are permitted, IFR
flights are provided with air traffic control service
and are separated from other IFR flights. All
flights receive traffic information as far as is prac-
tical. Class E shall not be used for control zones.
NOTE: Where air traffic advisory service is
implemented, this is considered normally as
a temporary measure only until such time as
it can be replaced by air traffic control.
Class G. IFR and VFR flights are permitted and
receive flight information service if requested.
2.6.2 States shall select those airspace classes
appropriate to their needs.
2.6.3 The requirements for flights within each
class of airspace shall be as shown in the following
table.
NOTE: Where the ATS airspaces adjoin ver-
tically, i.e., one above the other, flights at a
common level would comply with the require-
ments of, and be given services applicable
to, the less restrictive class of airspace. In
applying these criteria, Class B airspace is
therefore considered less restrictive than
Class A airspace; Class C airspace less
restrictive than Class B airspace, etc.

Radio com- Subject to

Type of Separation
Class Service provided Speed limitation* munication an ATC
flight provided
requirement clearance
Continuous
A IFR only All aircraft Air traffic control service Not applicable Yes
two-way
Continuous
IFR All aircraft Air traffic control service Not applicable Yes
two-way
B
Continuous
VFR All aircraft Air traffic control service Not applicable Yes
two-way
IFR from IFR Continuous
IFR Air traffic control service Not applicable Yes
IFR from VFR two-way
1. Air traffic control ser-
vice for separation
C from IFR; 250 KT IAS below
Continuous
VFR VFR from IFR 2. VFR/VFR traffic infor- 3,050m (10,000 ft) two-way Yes
mation (and traffic AMSL
avoidance advice on
request);
Air traffic control service,
traffic information about 250 KT IAS below
Continuous
IFR IFR from IFR VFR flights (and traffic 3,050m (10,000 ft) Yes
two-way
avoidance advice on AMSL
D request)
IFR/VFR and VFR/VFR
250 KT IAS below
traffic information (and Continuous
VFR Nil 3,050m (10,000 ft) Yes
traffic avoidance advice two-way
AMSL
on request)

© JEPPESEN SANDERSON, INC., 2002. ALL RIGHTS RESERVED.

352 5 JUL 02Eff ? AIR TRAFFIC CONTROL

ICAO ATS AIRSPACE CLASSIFICATIONS — ANNEX 11

Radio com- Subject to
Type of Separation
Class Service provided Speed limitation* munication an ATC
flight provided
requirement clearance
Air traffic control service
250 KT IAS below
and, as far as practical, Continuous
IFR IFR from IFR 3,050m (10,000 ft) Yes
traffic information about two-way
AMSL
E VFR flights
250 KT IAS below
Traffic information as far
VFR Nil 3,050m (10,000 ft) No No
as practical
AMSL
IFR from IFR Air traffic advisory ser- 250 KT IAS below
Continuous
IFR as far as vice; flight information 3,050m (10,000 ft) No
two-way
practical service AMSL
F
250 KT IAS below
VFR Nil Flight information service 3,050m (10,000 ft) No No
AMSL
250 KT IAS below
Continuous
IFR Nil Flight information service 3,050m (10,000 ft) No
two-way
AMSL
G
250 KT IAS below
VFR Nil Flight information service 3,050m (10,000 ft) No No
AMSL
* When the height of the transition altitude is lower than 3,050m (10,000 ft) AMSL, FL 100 should be used in
lieu of 10,000 ft.

© JEPPESEN SANDERSON, INC., 2002. ALL RIGHTS RESERVED.

 Eff 15 Nov
9 NOV 12 AIR TRAFFIC CONTROL
AIR TRAFFIC MANAGEMENT (DOC 4444)
Extracted from ICAO Document 4444, Fifteenth Edition, PROCEDURES FOR AIR NAVIGATION SERVICES
— AIR TRAFFIC MANAGEMENT, herein known as PANS-ATM.
1 DEFINITIONS
Refer to ’International Civil Aviation Organization Def-
initions’ chapter.
4 GENERAL PROVISIONS FOR AIR
TRAFFIC SERVICES
4.4 FLIGHT PLAN
4.4.1 Flight Plan Form
NOTE: Procedures for the use of repetitive flight plans
are contained in Chapter 16, Section 16.4.
4.1.1.1 A flight plan form based on the model
in Appendix 2 should be provided and should be used
by operators and air traffic services units for the pur-
pose of completing flight plans.
NOTE: A different form may be provided for use in
completing repetitive flight plan listings.
4.4.1.2 The flight plan form should be printed
and should include an English text in addition to the
language(s) of the State concerned.
4.4.1.3 Operators and air traffic services units
should comply with the instructions for completion of
a flight plan form and the repetitive flight plan listing
form given in Appendix 2.
NOTE 1: Failure to adhere to the provisions of Appen-
dix 2 or any constraint identified in relevant AIPs may
result in data being rejected, processed incorrectly or
lost.
NOTE 2: The instructions for completing the flight
plan form given in Appendix 2 may be conveniently
printed on the inside cover of flight plan form pads, or
posted in briefing rooms.
4.4.1.4 An operator shall, prior to departure:
a. ensure that, where the flight is intended to oper-
ate on a route or in an area where a required
navigation performance (RNP) type is pre-
scribed, the aircraft has an appropriate RNP
approval, and that all conditions applying to that
approval will be satisfied;
b. ensure that, where operation in reduced ver-
tical separation minimum (RVSM) airspace is
planned, the aircraft has the required RVSM
approval; and
c. ensure that, where the flight is intended to oper-
ate where an RCP type is prescribed, the aircraft
has an appropriate RCP approval, and that all
conditions applying to that approval will be sat-
isfied.
4.4.2 Submission of a Flight Plan
4.4.2.1 Prior to Departure
4.4.2.1.1 Flight plans shall not be submitted
more than 120 hours before the estimated off-block
time of a flight.
4.4.2.1.2 Except when other arrangements
have been made for submission of repetitive flight
plans, a flight plan submitted prior to departure should
be submitted to the air traffic services reporting office
at the departure aerodrome. If no such unit exists at
q$z
401 q$i
the departure aerodrome, the flight plan should be
submitted to the unit serving or designated to serve
the departure aerodrome.
4.4.2.1.3 In the event of a delay of thirty (30)
minutes in excess of the estimated off-block time for
a controlled flight or a delay of one hour for an uncon-
trolled flight for which a flight plan has been sub-
mitted, the flight plan should be amended or a new
flight plan submitted and the old flight plan cancelled,
whichever is applicable.
4.4.2.2 During Flight
4.4.2.2.1 A flight plan to be submitted during
flight should normally be transmitted to the ATS unit
in charge of the FIR, control area, advisory area or
advisory route in or on which the aircraft is flying, or
in or through which the aircraft wishes to fly or to
the aeronautical telecommunication station serving
the air traffic services unit concerned. When this is
not practicable, it should be transmitted to another
ATS unit or aeronautical telecommunication station
for retransmission as required to the appropriate air
traffic services unit.
NOTE: If the flight plan is submitted for the purpose
of obtaining air traffic control service, the aircraft is
required to wait for an air traffic control clearance prior
to proceeding under the conditions requiring compli-
ance with air traffic control procedures. If the flight
plan is submitted for the purpose of obtaining air traf-
fic advisory service, the aircraft is required to wait for
acknowledgment of receipt by the unit providing the
service.
4.4.3 Acceptance of a Flight Plan
4.4.3.1 The first ATS unit receiving a flight
plan, or change thereto, shall:
a. check it for compliance with the format and data
conventions;
b. check it for completeness and, to the extent pos-
sible, for accuracy;
c. take action, if necessary, to make it acceptable
to the air traffic services; and
d. indicate acceptance of the flight plan or change
thereto, to the originator.
4.5 AIR TRAFFIC CONTROL
CLEARANCES
4.5.1 Scope and Purpose
4.5.1.1 Clearances are issued solely for
expediting and separating air traffic and are based
on known traffic conditions which affect safety in
aircraft operations. Such traffic conditions include
not only aircraft in the air and on the manoeuvring
area over which control is being exercised, but also
any vehicular traffic or other obstructions not perma-
nently installed on the manoeuvring area in use.
4.5.1.2 If an air traffic control clearance is not
suitable to the pilot-in-command of an aircraft, the
flight crew may request and, if practicable, obtain an
amended clearance.
© JEPPESEN, 2000, 2012. ALL RIGHTS RESERVED.

402 AIR TRAFFIC CONTROL
AIR TRAFFIC MANAGEMENT (DOC 4444)
4.5.1.3 The issuance of air traffic control clear-
ances by air traffic control units constitutes authority
for an aircraft to proceed only in so far as known air
traffic is concerned. ATC clearances do not constitute
authority to violate any applicable regulations for pro-
moting the safety of flight operations or for any other
purpose; neither do clearances relieve a pilot-in-com-
mand of any responsibility whatsoever in connection
with a possible violation of applicable rules and reg-
ulations.
4.5.1.4 ATC units shall issue such ATC clear-
ances as are necessary to prevent collisions and to
expedite and maintain an orderly flow of air traffic.
4.5.1.5 ATC clearances must be issued early
enough to ensure that they are transmitted to the air-
craft in sufficient time for it to comply with them.
4.5.2 Aircraft Subject to ATC for Part of Flight
4.5.2.1 When a flight plan specifies that the
initial portion of a flight will be uncontrolled, and that
the subsequent portion of the flight will be subject to
ATC, the aircraft shall be advised to obtain its clear-
ance from the ATC unit in whose area controlled flight
will be commenced.
4.5.2.2 When a flight plan specifies that the
first portion of a flight will be subject to ATC, and that
the subsequent portion will be uncontrolled, the air-
craft shall normally be cleared to the point at which
the controlled flight terminates.
4.5.3 Flights Through Intermediate Stops
4.5.3.1 When an aircraft files, at the departure
aerodrome, flight plans for the various stages of flight
through intermediate stops, the initial clearance limit
will be the first destination aerodrome and new clear-
ances shall be issued for each subsequent portion of
flight.
4.5.3.2 The flight plan for the second stage,
and each subsequent stage, of a flight through inter-
mediate stops will become active for ATS and search
and rescue (SAR) purposes only when the appropri-
ate ATS unit has received notification that the aircraft
has departed from the relevant departure aerodrome,
except as provided for in 4.5.3.3.
4.5.3.3 By prior arrangement between ATC
units and the operators, aircraft operating on an
established schedule may, if the proposed route
of flight is through more than one control area, be
cleared through intermediate stops within other con-
trol areas but only after coordination between the
ACCs concerned.
4.5.6 En-route Aircraft
4.5.6.1 General
4.5.6.1.2 After the initial clearance has been
issued to an aircraft at the point of departure, it will be
the responsibility of the appropriate ATC unit to issue
an amended clearance whenever necessary and to
issue traffic information, if required.
4.5.6.1.3 When so requested by the flight
crew, an aircraft shall be cleared for cruise climb
whenever traffic conditions and coordination proce-
q$z
Eff 15 Nov
9 NOV 12
q$i
dures permit. Such clearance shall be for cruise climb
either above a specified level or between specified
levels.
4.5.7 Description of Air Traffic Control
Clearances
4.5.7.1 Clearance Limit
4.5.7.1.1 A clearance limit shall be
described by specifying the name of the appro-
priate significant point, or aerodrome, or controlled
airspace boundary.
4.5.7.1.3 If an aircraft has been cleared to
an intermediate point in adjacent controlled airspace,
the appropriate ATC unit will then be responsible for
issuing, as soon as practicable, an amended clear-
ance to the destination aerodrome.
4.5.7.1.4 When the destination aerodrome
is outside controlled airspace, the ATC unit respon-
sible for the last controlled airspace through which an
aircraft will pass shall issue the appropriate clearance
for flight to the limit of that controlled airspace.
4.5.7.2 Route of Flight
4.5.7.2.1 The route of flight shall be detailed
in each clearance when deemed necessary. The
phrase “cleared via flight planned route” may be
used to describe any route or portion thereof, pro-
vided the route or portion thereof is identical to that
filed in the flight plan and sufficient routing details are
given to definitely establish the aircraft on its route.
The phrases “cleared via (designation) departure”
or “cleared via (designation) arrival” may be used
when standard departure or arrival routes have been
established by the appropriate ATS authority and
published in Aeronautical Information Publications
(AIPs).
4.5.7.5 Readback of Clearances
4.5.7.5.1 The flight crew shall read back to
the air traffic controller safety-related parts of ATC
clearances and instructions which are transmitted by
voice. The following items shall always be read back:
a. ATC route clearances;
b. clearances and instructions to enter, land on,
take off from, hold short of, cross, taxi and back-
track on any runway; and
c. runway-in-use, altimeter settings, SSR codes,
level instructions, heading and speed instruc-
tions and, whether issued by the controller or
contained in automatic terminal information ser-
vice (ATIS) broadcasts, transition levels.
NOTE: If the level of an aircraft is reported in
relation to standard pressure 1 013.2 hPa, the
words “FLIGHT LEVEL” precede the level fig-
ures. If the level of the aircraft is reported in rela-
tion to QNH/QFE, the figures are followed by the
word “METRES” or "FEET”, as appropriate.
4.5.7.5.1.1 Other clearances or instruc-
tions, including conditional clearances, shall be read
back or acknowledged in a manner to clearly indicate
that they have been understood and will be complied
with.
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 4 SEP 09 AIR TRAFFIC CONTROL
AIR TRAFFIC MANAGEMENT (DOC 4444)
4.5.7.5.2 The controller shall listen to the
readback to ascertain that the clearance or instruc-
tion has been correctly acknowledged by the flight
crew and shall take immediate action to correct any
discrepancies revealed by the readback.
4.5.7.5.2.1 Unless specified by the appro-
priate ATS authority, voice readback of controller-pilot
data link communications (CPDLC) messages shall
not be required.
NOTE: The procedures and provisions relating to the
exchange and acknowledgement of CPDLC mes-
sages are contained in Annex 10, Volume II and the
PANS-ATM, Chapter 14.
4.8 CHANGE FROM IFR TO VFR FLIGHT
4.8.1 Change from instrument flight rules
(IFR) flight to visual flight rules (VFR) flight is
only acceptable when a message initiated by the
pilot-in-command containing the specific expression
“CANCELLING MY IFR FLIGHT”, together with the
changes, if any, to be made to the current flight plan,
is received by an air traffic services unit. No invitation
to change from IFR flight to VFR flight is to be made
either directly or by inference.
4.8.2 No reply, other than the acknowledgment
“IFR FLIGHT CANCELLED AT . . . (time)”, should
normally be made by an air traffic services unit.
4.8.3 When an ATS unit is in possession of infor-
mation that instrument meteorological conditions are
likely to be encountered along the route of flight, a
pilot changing from IFR flight to VFR flight should, if
practicable, be so advised.
4.9 WAKE TURBULENCE CATEGORIES
4.9.1 Wake Turbulence Categories of Aircraft
4.9.1.1 Wake turbulence separation minima
shall be based on a grouping of aircraft types into
three categories according to the maximum certifi-
cated take-off mass as follows:
a. HEAVY (H) – all aircraft types of 136,000kg or
more;
b. MEDIUM (M) – aircraft types less than
136,000kg but more than 7000kg; and
c. LIGHT (L) – aircraft types of 7000kg or less.
4.9.2 Indication of Heavy Wake Turbulence
Category
For aircraft in the heavy wake turbulence category the
word “Heavy” shall be included immediately after the
aircraft call sign in the initial radiotelephony contact
between such aircraft and ATS units.
4.10 ALTIMETER SETTING
PROCEDURES
4.10.1 Expression of Vertical Position
of Aircraft
4.10.1.1 For flights in the vicinity of aerodromes
and within terminal control areas, the vertical position
of aircraft shall, except as provided for in 4.10.1.2,
be expressed in terms of altitudes at or below the
transition altitude and in terms of flight levels at or
above the transition level. While passing through the
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403
transition layer, vertical position shall be expressed
in terms of flight levels when climbing and in terms of
altitudes when descending.
4.10.1.2 When an aircraft which has been given
clearance to land is completing its approach using
atmospheric pressure at aerodrome elevation (QFE),
the vertical position of the aircraft shall be expressed
in terms of height above aerodrome elevation during
that portion of its flight for which QFE may be used,
except that it shall be expressed in terms of height
above runway threshold elevation:
a. for instrument runways, if the threshold is 2
metres (7 feet) or more below the aerodrome
elevation; and
b. for precision approach runways.
4.10.1.3 For flights en route, the vertical posi-
tion of aircraft shall be expressed in terms of:
a. flight levels at or above the lowest usable flight
level;
b. altitudes below the lowest usable flight level;
except where, on the basis of regional air naviga-
tion agreements, a transition altitude has been estab-
lished for a specified area, in which case the provi-
sions of 4.10.1.1 shall apply.
4.11 POSITION REPORTING
4.11.1 Transmission of Position Reports
4.11.1.1 On routes defined by designated sig-
nificant points, position reports shall be made when
over, or as soon as possible after passing, each des-
ignated compulsory reporting point, except as pro-
vided in 4.11.1.3. Additional reports over other points
may be requested by the appropriate ATS unit.
4.11.1.2 On routes not defined by designated
significant points, position reports shall be made by
the aircraft as soon as possible after the first half
hour of flight and at hourly intervals thereafter, except
as provided in 4.11.1.3. Additional reports at shorter
intervals of time may be requested by the appropriate
ATS unit.
4.11.1.3 Under conditions specified by the
appropriate ATS authority, flights may be exempted
from the requirement to make position reports at
each designated compulsory reporting point or inter-
val. In applying this, account should be taken of
the meteorological requirement for the making and
reporting of routine aircraft observations.
NOTE: This is intended to apply in cases where ade-
quate flight progress data are available from other
sources; e.g., radar, or ADS-B (see Chapter 8, 8.6.4.
4), or ADS-C (see Chapter 13), and in other circum-
stances where the omission of routine reports from
selected flights is found to be acceptable.
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404 AIR TRAFFIC CONTROL 4 SEP 09

AIR TRAFFIC MANAGEMENT (DOC 4444)

4.11.1.4 The position reports required by sion and contents of automatic dependent surveil-
4.11.1.1 and 4.11.1.2 shall be made to the ATS unit lance–contract (ADS-C) reports shall be established
serving the airspace in which the aircraft is operated. by the controlling ATC unit on the basis of current
In addition, when so prescribed by the appropriate operational conditions and communicated to the air-
ATS authority in aeronautical information publica- craft and acknowledged through an ADS-C agree-
tions or requested by the appropriate ATS unit, the ment.
last position report before passing from one FIR or
4.11.5 Contents of ADS–C Reports
control area to an adjacent FIR or control area shall
be made to the ATS unit serving the airspace about 4.11.5.1 ADS–C reports shall be composed of
to be entered. data blocks selected from the following:
a. Aircraft Identification
4.11.2 Contents of Voice Position Reports
b. Basic ADS-C:
4.11.2.1 The position reports required by
4.11.1.1 and 4.11.1.2 shall contain the following latitude
elements of information, except that elements (4), longitude
(5) and (6) may be omitted from position reports altitude
transmitted by radiotelephony, when so prescribed
time
on the basis of regional air navigation agreements:
figure of merit
1. aircraft identification;
c. Ground Vector:
2. position;
track
3. time;
ground speed
4. flight level or altitude, including passing level and
rate of climb or descent
cleared level if not maintaining the cleared level;
d. Air Vector:
5. next position and time over; and
heading
6. ensuing significant point.
Mach or IAS
4.11.2.1.1 Element (4), flight level or altitude,
shall, however, be included in the initial call after a rate of climb or descent
change of air-ground voice communication channel. e. Projected Profile:
4.11.2.2 When assigned a speed to maintain, next way-point
the flight crew shall include this speed in their position estimated altitude at next way-point
reports. The assigned speed shall also be included estimated time at next way-point
in the initial call after a change of air-ground voice
(next + 1) way-point
communication channel, whether or not a full position
report is required. estimated altitude at (next + 1) way-point
NOTE: Omission of element (4) may be possible estimated time at (next + 1) way-point
when flight level or altitude, as appropriate, derived f. Meteorological Information:
from pressure-altitude information can be made con- wind speed
tinuously available to controllers in labels associated
wind direction
with the position indication of aircraft and when ade-
quate procedures have been developed to guarantee wind quality flag
the safe and efficient use of this altitude information. temperature
4.11.3 Radiotelephony Procedures for turbulence (if available)
Air-Ground Voice Communication humidity (if available)
Channel Changeover g. Short-term Intent
When so prescribed by the appropriate ATS author- latitude at projected intent point
ity, the initial call to an ATC unit after a change of
longitude at projected intent point
air-ground voice communication channel shall con-
tain the following elements: altitude at projected intent point
a. designation of the station being called; time of projection
b. call sign and, for aircraft in the heavy wake tur- If an altitude, track or speed change is predicted
bulence category, the word “Heavy”; to occur between the aircraft’s current position
and the projected intent point, additional infor-
c. level, including passing and cleared levels if not
mation would be provided in an intermediate
maintaining the cleared level;
intent block as follows:
d. speed, if assigned by ATC; and
distance from current point to change point
e. additional elements, as required by the appro-
track from current point to change point
priate ATS authority.
altitude at change point
4.11.4 Transmission of ADS–C Reports
predicted time to change point
The position reports shall be made automatically to
h. Extended projected profile (in response to an
the ATS unit serving the airspace in which the air-
interrogation from the ground system):
craft is operating. The requirements for the transmis-
Next way-point

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 17 FEB 12 AIR TRAFFIC CONTROL 405
AIR TRAFFIC MANAGEMENT (DOC 4444)

Estimated altitude at next way-point phony when so prescribed on the basis of regional
Estimated time at next way-point air navigation agreements, that element may not be
omitted from Section 1 of an air-report.
(Next + 1) way-point
Estimated altitude at (next + 1) way-point 4.12.3 Contents of Special Air-Reports
Estimated time at (next + 1) way-point 4.12.3.1 Special air-reports shall be made by
all aircraft whenever the following conditions are
(Next + 2) way-point
encountered or observed:
Estimated altitude at (next + 2) way-point
a. moderate or severe turbulence; or
Estimated time at (next + 2) way-point
b. moderate or severe icing; or
[repeated for up to (next + 128) way-points]
c. severe mountain wave; or
4.12 REPORTING OF OPERATIONAL AND d. thunderstorms, without hail that are obscured,
METEOROLOGICAL INFORMATION embedded, widespread or in squall-lines; or
4.12.1 General e. thunderstorms, with hail that are obscured,
4.12.1.1 When operational and/or routine embedded, widespread or in squall-lines; or
meteorological information is to be reported, using f. heavy dust storm or heavy sandstorm; or
data link, by an aircraft en route at times where g. volcanic ash cloud; or
position reports are required in accordance with
h. pre-eruption volcanic activity or a volcanic erup-
4.11.1.1 and 4.11.1.2, the position report shall be
tion.
given in accordance with 4.11.5.2 (requirements
concerning transmission of meteorological informa- NOTE: Pre-eruption volcanic activity in this con-
tion from ADS-C equipped aircraft), in the form of a text means unusual and/or increasing volcanic
routine air-report. Special aircraft observations shall activity which could presage a volcanic eruption.
be reported as special air-reports. All air-reports In addition, in the case of transonic and super-
shall be reported as soon as is practicable. sonic flight;
4.12.2 Contents of Routine Air-Reports i. moderate turbulence; or
4.12.2.1 Routine air-reports transmitted by j. hail; or
data link, when ADS-C is not being applied, shall k. cumulonimbus clouds.
give information relating to such of the following ele- 4.12.3.2 When air-ground data link is used,
ments as are necessary for compliance with 4.12.2.2: special air-reports shall contain the following ele-
– Section 1 — Position Information: ments:
1. Aircraft identification – Message type designator
2. Position – Aircraft identification
3. Time – Data block 1:
4. Flight level or altitude • Latitude
5. Next position and time over • Longitude
6. Ensuing significant point. • Pressure-altitude
– Section 2 — Operational Information: • Time
7. Estimated time of arrival – Data block 2:
8. Endurance. • Wind direction
– Section 3 — Meteorological Information: • Wind speed
9. Wind direction • Wind quality flag
10. Wind speed • Air temperature
11. Wind quality flag • Turbulence (if available)
12. Air temperature • Humidity (if available)
13. Turbulence (if available) – Data block 3:
14. Humidity (if available). • Condition prompting the issuance of the spe-
4.12.2.2 Section 1 of the air-report is obligatory, cial air-report; to be selected from the list a. to
except that elements (5) and (6) thereof may be omit- k. presented under 4.12.3.1 above.
ted when so prescribed on the basis of regional air 4.12.3.3 When voice communications are
navigation agreements. Section 2 of the air-report, used, special air-reports shall contain the following
or a portion thereof, shall only be transmitted when elements:
so requested by the operator or a designated repre- – Message type designator
sentative, or when deemed necessary by the pilot-in-
– Section 1 — Position Information:
command. Section 3 of the air-report shall be trans-
mitted in accordance with Annex 3, Chapter 5. 1. Aircraft identification
NOTE: While element 4., flight level or altitude, may, 2. Position
in accordance with 4.11.2.1, be omitted from the con- 3. Time
tents of a position report transmitted by radiotele- 4. Flight level or altitude
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 406 AIR TRAFFIC CONTROL
AIR TRAFFIC MANAGEMENT (DOC 4444)
– Section 3 — Meteorological Information:
5. Condition prompting the issuance of the
special air-report; to be selected from the
list a. to k. presented under 4.12.3.1.
4.12.4 Compilation and Transmission of
Air-Reports by Voice Communications
4.12.4.1 Forms based on the model AIREP
SPECIAL form at Appendix 1 shall be provided for
the use of flight crews in compiling the reports. The
detailed instructions for reporting as given at Appen-
dix 1, shall be complied with.
4.12.4.2 The detailed instructions, including the
formats of messages and the phraseologies given
at Appendix 1, shall be used by flight crews when
transmitting air-reports and by air traffic services units
when retransmitting such reports.
NOTE: Increasing use of air-reports in automated
systems makes it essential that the elements of
such reports be transmitted in the order and form
prescribed.
4.12.5 Recording of Special Air-Reports
of Volcanic Activity
Special air-reports containing observations of vol-
canic activity shall be recorded on the special air-
report of volcanic activity form. Forms based on the
model form for special air-reports of volcanic activity
at Appendix 1 shall be provided for flight crews oper-
ating on routes which could be affected by volcanic
ash clouds.
NOTE: The recording and reporting instructions may
conveniently be printed on the back of the special
air-report of volcanic activity form.
4.15 DATA LINK COMMUNICATIONS
INITIATION PROCEDURES
4.15.1 General
4.15.1.1 Before entering an airspace where
data link applications are required by the ATS unit,
data link communications shall be initiated between
the aircraft and the ATS unit in order to register the
aircraft and, when necessary, allow the start of a data
link application. This shall be initiated by the aircraft,
either automatically or by the pilot, or by the ATS unit
on address forwarding.
4.15.2 Aircraft Initiation
Whenever the pilot or the aircraft initiates data link
communication procedures, an initiation message
shall be sent. Except when the initiation message is
corrupted, it shall not be rejected by the ATS unit.
4.15.4 Failure
In the case of an initiation failure, the originator of the
data link initiation process shall be informed.
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17 FEB 12
5 SEPARATION METHODS AND
MINIMA
5.9 CLEARANCES TO FLY MAINTAINING
OWN SEPARATION WHILE IN
VISUAL METEOROLOGICAL
CONDITIONS
NOTE 1: As indicated in this Section, the provision
of vertical or horizontal separation by an air traffic
control unit is not applicable in respect of any speci-
fied portion of a flight cleared subject to maintaining
own separation and remaining in visual meteorologi-
cal conditions. It is for the flight so cleared to ensure,
for the duration of the clearance, that it is not oper-
ated in such proximity to other flights as to create a
collision hazard.
NOTE 2: It is axiomatic that a VFR flight must remain
in visual meteorological conditions at all times.
Accordingly, the issuance of a clearance to a VFR
flight to fly subject to maintaining own separation and
remaining in visual meteorological conditions has
no other object than to signify that, for the duration
of the clearance, the provision of separation by air
traffic control is not entailed.
When so requested by an aircraft and provided it is
agreed by the pilot of the other aircraft and so autho-
rized by the appropriate ATS authority, an ATC unit
may clear a controlled flight, including departing and
arriving flights, operating in airspace Classes D and E
in visual meteorological conditions during the hours of
daylight to fly subject to maintaining own separation to
one other aircraft and remaining in visual meteorolog-
ical conditions. When a controlled flight is so cleared,
the following shall apply:
a. the clearance shall be for a specified portion of
the flight at or above 3050m (10,000 ft), during
climb or descent and subject to further restric-
tions as and when prescribed on the basis of
regional air navigation agreements;
b. if there is a possibility that flight under visual
meteorological conditions may become imprac-
ticable, an IFR flight shall be provided with alter-
native instructions to be complied with in the
event that flight in visual meteorological condi-
tions (VMC) cannot be maintained for the term
of the clearance;
c. the pilot of an IFR flight, on observing that con-
ditions are deteriorating and considering that
operation in VMC will become impossible, shall
inform ATC before entering instrument mete-
orological conditions (IMC) and shall proceed
in accordance with the alternative instructions
given.
NOTE: See also 5.10.1.2.
5.10 ESSENTIAL TRAFFIC INFORMATION
5.10.1 General
5.10.1.1 Essential traffic is that controlled traffic
to which the provision of separation by ATC is appli-
cable, but which, in relation to a particular controlled
flight is not, or will not be, separated from other con-
trolled traffic by the appropriate separation minimum.
© JEPPESEN, 2000, 2012. ALL RIGHTS RESERVED.
 4 SEP 09 AIR TRAFFIC CONTROL
AIR TRAFFIC MANAGEMENT (DOC 4444)
5.10.1.2 Essential traffic information shall be
given to controlled flights concerned whenever they
constitute essential traffic to each other.
NOTE: This information will inevitably relate to con-
trolled flights cleared subject to maintaining own sep-
aration and remaining in visual meteorological condi-
tions and also whenever the intended separation min-
imum has been infringed.
5.10.2 Information to Be Provided
Essential traffic information shall include:
a. direction of flight of aircraft concerned;
b. type and wake turbulence category (if relevant)
of aircraft concerned;
c. cruising level of aircraft concerned; and
1. estimated time over the reporting point
nearest to where the level will be crossed;
or
2. relative bearing of the aircraft concerned
in terms of the 12-hour clock as well as
distance from the conflicting traffic; or
3. actual or estimated position of the aircraft
concerned.
6 SEPARATION IN THE VICINITY
OF AERODROMES
6.3 PROCEDURES FOR DEPARTING
AIRCRAFT
6.3.2 Standard Clearances for Departing
Aircraft
6.3.2.1 General
The appropriate ATS authority should, wherever pos-
sible, establish standardized procedures for transfer
of control between the ATC units concerned, and
standard clearances for departing aircraft.
6.3.2.3 Contents
Standard clearances for departing aircraft shall con-
tain the following items:
a. aircraft identification;
b. clearance limit, normally destination aerodrome;
c. designator of the assigned SID, if applicable;
d. initial level, except when this element is included
in the SID description;
e. allocated SSR code;
f. any other necessary instructions or informa-
tion not contained in the SID description, e.g.
instructions relating to change of frequency.
6.3.2.4 Climb Clearance Above Levels
Specified in 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 vertical profile of a SID, unless such restric-
tions are explicitly cancelled by ATC.
407
6.3.3 Departure Sequence
6.3.3.1 Departing aircraft may be expedited by
suggesting a take-off direction which is not into the
wind. It is the responsibility of the pilot-in-command of
an aircraft to decide between making such a take-off
or waiting for normal take-off in a preferred direction.
6.5 PROCEDURES FOR ARRIVING
AIRCRAFT
6.5.2 Standard Clearances for Arriving
Aircraft
6.5.2.3 Contents
Standard clearances for arriving aircraft shall contain
the following items:
a. aircraft identification;
b. designator of the assigned STAR;
c. runway-in-use, except when part of the STAR
description;
d. initial level, except when this element is included
in the STAR description; and
e. any other necessary instructions or information
not contained in the STAR description, e.g.
change of communications.
6.5.2.4 Descent Below Levels Specified
in a STAR
When an arriving aircraft on a STAR is cleared to
descend to a level lower than the level or the level(s)
specified in a STAR, the aircraft shall follow the pub-
lished vertical profile of a STAR, unless such restric-
tions are explicitly cancelled by ATC. Published min-
imum levels based on terrain clearance shall always
be applied.
6.5.3 Visual Approach
6.5.3.1 Subject to the conditions in 6.5.3.3,
clearance for an IFR flight to execute a visual
approach may be requested by a flight crew or
initiated by the controller. In the latter case, the
concurrence of the flight crew shall be required.
6.5.3.3 An IFR flight may be cleared to exe-
cute a visual approach provided that the pilot can
maintain visual reference to the terrain and;
a. the reported ceiling is at or above the level of the
beginning of the initial approach segment for the
aircraft so cleared; or
b. the pilot reports at the level of the beginning of
the initial approach segment or at any time dur-
ing the instrument approach procedure that the
meteorological conditions are such that with rea-
sonable assurance a visual approach and land-
ing can be completed.
6.5.3.4 Separation shall be provided between
an aircraft cleared to execute a visual approach and
other arriving and departing aircraft.
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 408 AIR TRAFFIC CONTROL
AIR TRAFFIC MANAGEMENT (DOC 4444)
6.5.3.5 For successive visual approaches,
separation shall be maintained by the controller until
the pilot of a succeeding aircraft reports having the
preceding aircraft in sight. The aircraft shall then
be instructed to follow and maintain own separation
from the preceding aircraft. When both aircraft are of
a heavy wake turbulence category, or the preceding
aircraft is of a heavier wake turbulence category than
the following, and the distance between the aircraft is
less than the appropriate wake turbulence minimum,
the controller shall issue a caution of possible wake
turbulence. The pilot-in-command of the aircraft
concerned shall be responsible for ensuring that the
spacing from a preceding aircraft of a heavier wake
turbulence category is acceptable. If it is determined
that additional spacing is required, the flight crew
shall inform the ATC unit accordingly, stating their
requirements.
6.5.4 Instrument Approach
6.5.4.1 The approach control unit shall spec-
ify the instrument approach procedure to be used by
arriving aircraft. A flight crew may request an alterna-
tive procedure and, if circumstances permit, should
be cleared accordingly.
6.5.4.3 If visual reference to terrain is estab-
lished before completion of the approach procedure,
the entire procedure must nevertheless be executed
unless the aircraft requests and is cleared for a visual
approach.
6.5.5 Holding
6.5.5.5 Holding and holding pattern entry
shall be accomplished in accordance with proce-
dures established by the appropriate ATS authority
and published in AIPs. If entry and holding proce-
dures have not been published, or if the procedures
are not known to a flight crew, the appropriate air
traffic control unit shall specify the designator of the
location or aid to be used, the inbound track, radial
or bearing, direction of turn in the holding pattern as
well as the time of the outbound leg or the distances
between which to hold.
6.5.5.9 If an aircraft is unable to comply with
the published or cleared holding procedure, alterna-
tive instructions shall be issued.
6.5.6 Approach Sequence
6.5.6.1 General
The following procedures shall be applied whenever
approaches are in progress:
6.5.6.1.1 The approach sequence shall be
established in a manner which will facilitate arrival of
the maximum number of aircraft with the least aver-
age delay. Priority shall be given to:
a. an aircraft which anticipates being compelled to
land because of factors affecting the safe oper-
ation of the aircraft (engine failure, shortage of
fuel, etc.);
b. hospital aircraft or aircraft carrying any sick or
seriously injured person requiring urgent medi-
cal attention.
c. aircraft engaged in search and rescue opera-
tions; and
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4 SEP 09
d. other aircraft as may be determined by the
appropriate authority.
6.5.6.1.2 Succeeding aircraft shall be
cleared for approach:
a. when the preceding aircraft has reported that it
is able to complete its approach without encoun-
tering instrument meteorological conditions; or
b. when the preceding aircraft is in communication
with and sighted by the aerodrome control tower
and reasonable assurance exists that a normal
landing can be accomplished; or
c. when timed approaches are used, the preceding
aircraft has passed the defined point inbound
and reasonable assurance exists that a normal
landing can be accomplished;
NOTE: See 6.5.6.2.1 concerning timed
approach procedures.
d. when the use of an ATS surveillance system
confirms that the required longitudinal spacing
between succeeding aircraft has been estab-
lished.
6.5.6.1.4 If the pilot of an aircraft in an
approach sequence has indicated an intention to
hold for weather improvement, or for other reasons,
such action shall be approved. However, when other
holding aircraft indicate intention to continue their
approach-to-land, the pilot desiring to hold will be
cleared to an adjacent fix for holding awaiting weather
change or re-routing. Alternatively, the aircraft should
be given a clearance to place it at the top of the
approach sequence so that other holding aircraft
may be permitted to land. Coordination shall be
effected with any adjacent ATC unit or control sector,
when required, to avoid conflict with the traffic under
the jurisdiction of that unit or sector.
6.5.6.2 Sequencing and Spacing of
Instrument Approaches
6.5.6.2.1 TIMED APPROACH
PROCEDURES
6.5.6.2.1.1 Subject to approval by the
appropriate ATS authority, the following procedure
should be utilized as necessary to expedite the
approaches of a number of arriving aircraft:
a. a suitable point on the approach path, which
shall be capable of being accurately determined
by the pilot, shall be specified, to serve as a
check point in timing successive approaches;
b. aircraft shall be given a time at which to pass
the specified point inbound, which time shall
be determined with the aim of achieving the
desired interval between successive landings on
the runway while respecting the applicable sep-
aration minima at all times, including the period
of runway occupancy.
6.5.6.2.1.2 The time at which aircraft
should pass the specified point shall be determined
by the unit providing approach control service and
notified to the aircraft sufficiently in advance to permit
the pilot to arrange the flight path accordingly.
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9 NOV 12 AIR TRAFFIC CONTROL
AIR TRAFFIC MANAGEMENT (DOC 4444)
6.5.6.2.1.3 Each aircraft in the approach
sequence shall be cleared to pass the specified point
inbound at the previously notified time, or any revi-
sion thereof, after the preceding aircraft has reported
passing the point inbound.
6.6 INFORMATION FOR ARRIVING
AIRCRAFT
6.6.1 As early as practicable after an aircraft
has established communication with the unit provid-
ing approach control service, the following elements
of information, in the order listed, shall be transmitted
to the aircraft, with the exception of such elements
which it is known the aircraft has already received:
a. type of approach and runway-in-use
b. meteorological information, as follows:
1. surface wind direction and speed, including
significant variations;
2. visibility and, when applicable, runway
visual range (RVR);
3. present weather;
4. cloud below 1500m (5000 ft) or below the
highest minimum sector altitude, whichever
is greater; cumulonimbus; if the sky is
obscured, vertical visibility when available;
5. air temperature;
6. dew point temperature, inclusion deter-
mined on the basis of a regional air navi-
gation agreement;
7. altimeter setting(s);
8. any available information on signifi-
cant meteorological phenomena in the
approach area; and
9. trend-type landing forecast, when avail-
able.
c. current runway surface conditions, in case of
precipitants or other temporary hazards;
d. changes in the operational status of visual and
non visual aids essential for approach and land-
ing.
6.6.4 At the commencement of final approach,
the following information shall be transmitted to air-
craft:
a. significant changes in the mean surface wind
direction and speed;
NOTE: Significant changes are specified in
Annex 3, Chapter 4. However, if the controller
possesses wind information in the form of com-
ponents, the significant changes are:
– Mean head-wind component: 19km/h (10 kt)
– Mean tail-wind component: 4km/h (2 kt)
– Mean cross-wind component: 9km/h (5 kt)
b. the latest information, if any, on wind shear
and/or turbulence in the final approach area;
c. the current visibility representative of the direc-
tion of approach and landing or, when provided,
the current runway visual range value(s) and the
trend.
6.6.5 During final approach, the following infor-
mation shall be transmitted without delay:
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409
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a. the sudden occurrence of hazards (e.g. unau-
thorized traffic on the runway);
b. significant variations in the current surface wind,
expressed in terms of minimum and maximum
values;
c. significant changes in runway surface condi-
tions;
d. changes in the operational status of required
visual or non-visual aids;
e. changes in observed RVR value(s), in accor-
dance with the reported scale in use, or changes
in the visibility representative of the direction of
approach and landing.
6.7 OPERATIONS ON PARALLEL OR
NEAR-PARALLEL RUNWAYS
6.7.2 Departing Aircraft
6.7.2.1 Types of Operation
Parallel runways may be used for independent instru-
ment departures as follows:
a. both runways are used exclusively for depar-
tures (independent departures);
b. one runway is used exclusively for departures
while the other runway is used for a mixture of
arrivals and departures (semi-mixed operation);
and
c. both runways are used for mixed arrivals and
departures (mixed operation).
6.7.2.2 Requirements and Procedures for
Independent Parallel Departures
Independent IFR departures may be conducted from
parallel runways provided:
a. the runway centre lines are spaced by the dis-
tance specified in Annex 14, Volume I;
b. the departure tracks diverge by at least 15
degrees immediately after take-off;
c. suitable surveillance radar capable of identifica-
tion of the aircraft within 2km (1.0 NM) from the
end of the runway is available; and
d. ATS operational procedures ensure that the
required track divergence is achieved.
6.7.3 Arriving Aircraft
6.7.3.1 Types of Operations
6.7.3.1.1 Parallel runways may be used for
simultaneous instrument operations for:
a. independent parallel approaches; or
b. dependent parallel approaches; or
c. segregated parallel operations.
6.7.3.2 Requirements and Procedures for
Independent Parallel Approaches
6.7.3.2.1 Independent parallel approaches
may be conducted to parallel runways provided that:
a. The runway centre lines are spaced by the dis-
tance specified in Annex 14, Volume I:
1. where runway centre lines are spaced
by less than 1310m but not less than
1035m, suitable secondary surveillance
radar (SSR) equipment, with a minimum
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410 AIR TRAFFIC CONTROL
AIR TRAFFIC MANAGEMENT (DOC 4444)
azimuth accuracy of 0.06 degrees (one
sigma), an update period of 2.5 seconds
or less, and a high resolution display pro-
viding position prediction and deviation
alert, is available; or
2. where runway centre lines are spaced by
less than 1525m but not less than 1310m,
SSR equipment with performance specifi-
cations other than the foregoing may be
applied, provided they are equal to or better
than those stated under 3. below, and when
it is determined that the safety of aircraft
operation would not be adversely affected;
or
3. where runway centre lines are spaced by
1525m or more, suitable surveillance radar
with a minimum azimuth accuracy of 0.3
degrees (one sigma) and an update period
of 5 seconds or less is available;
b. Instrument landing system (ILS) and/or
microwave landing system (MLS) approaches
are being conducted on both runways;
c. the missed approach track for one approach
diverges by at least 30 degrees from the missed
approach track of the adjacent approach;
d. an obstacle survey and evaluation is completed,
as appropriate, for the areas adjacent to the final
approach segments;
e. aircraft are advised of the runway identification
and ILS localizer or MLS frequency as early as
possible;
f. vectoring is used to intercept the ILS localizer
course or the MLS final approach track;
g. a no-transgression zone (NTZ) at least 610m
(2000 ft) wide is established equidistant
between extended runway centre lines and
is depicted on the situation display;
h. separate controllers monitor the approaches to
each runway and ensure that when the 300m
(1000 ft) vertical separation is reduced:
1. aircraft do not penetrate the depicted NTZ;
and
2. the applicable minimum longitudinal sep-
aration between aircraft on the same ILS
localizer course or MLS final approach
track is maintained; and
i. if no dedicated radio channels are available for
the controllers to control the aircraft until landing:
1. transfer of communication of aircraft to the
respective aerodrome controller’s channel
is effected before the higher of two aircraft
on adjacent final approach tracks inter-
cepts the ILS glide path or the specified
MLS elevation angle; and
2. the controllers monitoring the approaches
to each runway are provided with the
capability to override transmissions of
aerodrome control on the respective radio
channels for each arrival flow.
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9 NOV 12
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6.7.3.2.2 As early as practicable after an air-
craft has established communication with approach
control, the aircraft shall be advised that independent
parallel approaches are in force. This information may
be provided through the ATIS broadcasts.
6.7.3.2.8 When an aircraft is observed to
overshoot the turn-on or to continue on a track which
will penetrate the NTZ, the aircraft shall be instructed
to return immediately to the correct track.
6.7.3.2.9 When an aircraft is observed pen-
etrating the NTZ, the aircraft on the adjacent ILS
localizer course or MLS final approach track shall
be instructed to immediately climb and turn to the
assigned altitude/height and heading in order to
avoid the deviating aircraft. Where parallel approach
obstacle assessment surfaces (PAOAS) criteria are
applied for the obstacle assessment, the air traffic
controller shall not issue the heading instruction to
the aircraft below 120m (400 ft) above the runway
threshold elevation, and the heading instruction shall
not exceed 45 degrees track difference with the ILS
localizer course or MLS final approach track.
6.7.3.2.10 Flight path monitoring using radar
shall not be terminated until:
a. visual separation is applied, provided proce-
dures ensure that both controllers are advised
whenever visual separation is applied;
b. the aircraft has landed, or in the case of a missed
approach, is at least 2km (1.0 NM) beyond the
departure end of the runway and adequate sep-
aration with any other traffic is established.
NOTE: There is no requirement to advise the
aircraft that flight path monitoring using radar is
terminated.
6.7.3.4 Requirements and Procedures for
Dependent Parallel Approaches
6.7.3.4.1 Dependent parallel approaches
may be conducted to parallel runways provided;
a. the runway centre lines are spaced by the dis-
tance specified in Annex 14, Volume I;
b. the aircraft are vectored to intercept the final
approach track;
c. suitable surveillance radar with a minimum
azimuth accuracy of 0.3 degrees (one sigma)
and update period of 5 seconds or less is avail-
able;
d. ILS and/or MLS approaches are being con-
ducted on both runways;
e. aircraft are advised that approaches are in use
to both runways (this information may be pro-
vided through the ATIS);
f. the missed approach track for one approach
diverges by at least 30 degrees from the missed
approach track of the adjacent approach; and
g. approach control has an override capability to
aerodrome control.
6.7.3.5 Requirements and Procedures for
Segregated Parallel Operations
6.7.3.5.1 Segregated parallel operations
may be conducted on parallel runways provided:
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 Eff 15 Nov
9 NOV 12 AIR TRAFFIC CONTROL
AIR TRAFFIC MANAGEMENT (DOC 4444)
a. the runway centre lines are spaced by the dis-
tance specified in Annex 14, Volume I; and
b. the nominal departure track diverges imme-
diately after take-off by at least 30 degrees
from the missed approach track of the adjacent
approach.
7 PROCEDURES FOR AERODROME
CONTROL SERVICE
7.3 INITIAL CALL TO AERODROME
CONTROL TOWER
For aircraft being provided with aerodrome control
service, the initial call shall contain:
a. designation of the station being called;
b. call sign and, for aircraft in the heavy wake tur-
bulence category, the word “Heavy”;
c. position; and
d. additional elements, as required by the appro-
priate ATS authority.
7.4 INFORMATION TO AIRCRAFT BY
AERODROME CONTROL TOWERS
7.4.1 Information Related to the Operation
of Aircraft
7.4.1.4 Runway Incursion or Obstructed
Runway
7.4.1.4.2 Pilots and air traffic controllers
shall report any occurrence involving an obstruction
on the runway or a runway incursion.
NOTE 1: Information regarding runway incursion and
reporting forms together with instructions for their
completion are contained in the Manual on the Pre-
vention of Runway Incursions (Doc 9870). Attention
is drawn to the guidance for analysis, data collection
and sharing of data related to runway incursions (see
Chapter 5 of Doc 9870).
NOTE 2: The provisions in 7.4.1.4.2 have the objec-
tive of supporting the State’s safety programme and
safety management system (SMS).
7.4.1.5 Uncertainty of Position on the
Manoeuvring Area
7.4.1.5.1 Except as provided for in 7.4.1.5.2,
a pilot in doubt as to the position of the aircraft with
respect to the manoeuvring area shall immediately:
a. stop the aircraft; and
b. simultaneously notify the appropriate ATS unit
of the circumstances (including the last known
position).
7.4.1.5.2 In those situations where a pilot is
in doubt as to the position of the aircraft with respect
to the manoeuvring area, but recognizes that the air-
craft is on a runway, the pilot shall immediately:
a. notify the appropriate ATS unit of the circum-
stances (including the last known position);
b. if able to locate a nearby suitable taxiway, vacate
the runway as expeditiously as possible, unless
otherwise instructed by the ATS unit; and then,
c. stop the aircraft.
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7.6 CONTROL OF AERODROME
TRAFFIC
7.6.1 General
As the view from the flight deck of an aircraft is
normally restricted, the controller shall ensure that
instructions and information which require the flight
crew to employ visual detection, recognition and
observation are phrased in a clear, concise and
complete manner.
7.6.2 Designated Positions of Aircraft in the
Aerodrome Traffic and Taxi Circuits
The following positions of aircraft in the traffic and
taxi circuits are the positions where the aircraft nor-
mally receive aerodrome control tower clearances.
Aircraft should be watched closely as they approach
these positions so that proper clearances may be
issued without delay. Where practicable, all clear-
ances should be issued without waiting for the aircraft
to initiate the call.
– Position 1. Aircraft initiates call to taxi for departing
flight. Runway-in-use information and taxi clear-
ances given.
– Position 2. If there is conflicting traffic, the depart-
ing aircraft will be held at this position. Engine
run-up will, when required, normally be performed
here.
– Position 3. Take-off clearance is issued here, if not
practicable at position 2.
– Position 4. Clearance to land is issued here as
practicable.
– Position 5. Clearance to taxi to apron is issued
here.
– Position 6. Parking information issued here, if nec-
essary.
NOTE 1: Arriving aircraft executing an instrument
approach procedure will normally enter the traffic
circuit on final except when visual manoeuvring to
the landing runway is required.
NOTE 2: See Figure 7-1.
7.6.3 Traffic on the Manoeuvring Area
7.6.3.1 Control of Taxiing Aircraft
7.6.3.1.3 USE OF RUNWAY-HOLDING
POSITIONS
7.6.3.1.3.1 Except as provided in
7.6.3.1.3.2 or as prescribed by the appropriate
ATS authority, aircraft shall not be held closer to a
runway-in-use than at a runway-holding position.
7.6.3.1.3.2 Aircraft shall not be permitted
to line up and hold on the approach end of a run-
way-in-use whenever another aircraft is effecting a
landing, until the landing aircraft has passed the point
of intended holding.
NOTE: See Figure 7-2.
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412 AIR TRAFFIC CONTROL 9 NOV 12

AIR TRAFFIC MANAGEMENT (DOC 4444) q$i

Figure 7-1. Designated Positions of Aircraft From an Aerodrome Control Tower Viewpoint (see 7.6.2)

1220022025000

Figure 7-2. Method of Holding Aircraft (see 7.6.3.1.3.2)

1220022025000

7.7 CONTROL OF TRAFFIC IN THE 8 ATS SURVEILLANCE SERVICES

TRAFFIC CIRCUIT
7.7.3 Priority for Landing
7.7.3.2 In cases of emergency it may be nec-
essary, in the interests of safety, for an aircraft to enter
a traffic circuit and effect a landing without proper
authorization. Controllers should recognize the possi-
bilities of emergency action and render all assistance
possible.
7.7.3.3 Priority shall be given to:
a. an aircraft which anticipates being compelled to
land because of factors affecting the safe oper-
ation of the aircraft (engine failure, shortage of
fuel, etc.);
b. hospital aircraft or aircraft carrying any sick or
seriously injured persons requiring urgent med-
ical attention;
c. aircraft engaged in search and rescue opera-
tions; and
d. other aircraft as may be determined by the
appropriate authority.
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8.3 COMMUNICATIONS
8.3.2 Direct pilot-controller communications
shall be established prior to the provision of ATS
surveillance services, unless special circumstances,
such as emergencies, dictate otherwise.
8.5 USE OF SSR TRANSPONDERS AND
ADS-B TRANSMITTERS
8.5.1 To ensure the safe and efficient use of
ATS surveillance services, pilots and controllers shall
strictly adhere to published operating procedures and
standard radiotelephony phraseology shall be used.
The correct setting of transponder codes and/or air-
craft identification shall be ensured at all times.
8.5.2 SSR Code Management
8.5.2.1 Codes 7700, 7600 and 7500 shall be
reserved internationally for use by pilots encountering
a state of emergency, radio communication failure or
unlawful interference, respectively.

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 Eff 15 Nov
9 NOV 12 AIR TRAFFIC CONTROL
AIR TRAFFIC MANAGEMENT (DOC 4444)
8.5.3 Operation of SSR Transponders
8.5.3.3 Aircraft equipped with Mode S having
an aircraft identification feature shall transmit the air-
craft identification as specified in Item 7 of the ICAO
flight plan or, when no flight plan has been filed, the
aircraft registration.
NOTE: All Mode S-equipped aircraft engaged in inter-
national civil aviation are required to have an aircraft
identification feature.
9 FLIGHT INFORMATION SERVICE
AND ALERTING SERVICE
9.1 FLIGHT INFORMATION SERVICE
9.1.4 Air Traffic Advisory Service
9.1.4.2 Aircraft
9.1.4.2.1 AIRCRAFT USING THE AIR
TRAFFIC ADVISORY SERVICE
IFR flights electing to use or required by the appropri-
ate ATS authority on the basis of regional air naviga-
tion agreements to use the air traffic advisory service
when operating within Class F airspace are expected
to comply with the same procedures as those apply-
ing to controlled flights except that:
a. the flight plan and changes thereto are not sub-
jected to a clearance, since the unit furnish-
ing air traffic advisory service will only provide
advice on the presence of essential traffic or
suggestions as to a possible course of action;
b. it is for the aircraft to decide whether or not it will
comply with the advice or suggestion received
and to inform the unit providing air traffic advi-
sory service, without delay, of its decision;
c. air-ground contacts shall be made with the air
traffic services unit designated to provide air traf-
fic advisory service within the advisory airspace
or portion thereof.
NOTE: See Chapter 4, 4.4.2, for procedures
governing submission of a flight plan.
9.1.4.2.2 AIRCRAFT NOT USING THE AIR
TRAFFIC ADVISORY SERVICE
9.1.4.2.2.1 Aircraft wishing to conduct IFR
flights within advisory airspace, but not electing to
use the air traffic advisory service, shall nevertheless
submit a flight plan, and notify changes made thereto
to the unit providing that service.
NOTE: See Chapter 4, 4.4.2, for procedures govern-
ing submission of a flight plan.
9.1.4.2.2.2 IFR flights intending to cross
an advisory route should do so as nearly as possi-
ble at an angle of 90 degrees to the direction of the
route and at a level, appropriate to its track, selected
from the table of cruising levels prescribed for use by
IFR flights operating outside controlled airspace.
9.2 ALERTING SERVICE
9.2.1 Aircraft
NOTE: Whenever applied, the procedures for the pro-
vision of air traffic control service or air traffic advisory
service take the place of the following procedures,
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except when relevant procedures do not call for more
than hourly position reports, in which case the Oper-
ations normal procedure applies.
9.2.1.1 When so required by the appropriate
ATS authority to facilitate the provision of alerting and
search and rescue services, an aircraft, prior to and
when operating within or into designated areas or
along designated routes, shall comply with the pro-
visions detailed in Annex 2, Chapter 3, concerning
the submission, completion, changing and closing of
a flight plan.
9.2.1.2 In addition to the above, aircraft
equipped with suitable two-way radio communica-
tions shall report during the period twenty to forty
minutes following the time of last contact, whatever
the purpose of such contact, merely to indicate that
the flight is progressing according to plan, such
report to comprise identification of the aircraft and
the words “Operations normal” or the signal QRU.
9.2.1.3 The “Operations normal” message
shall be transmitted air-ground to an appropriate air
traffic services unit (e.g., normally to the aeronauti-
cal telecommunication station serving the air traffic
services unit in charge of the FIR in which the aircraft
is flying, otherwise to another aeronautical telecom-
munication station to be retransmitted as required to
the air traffic services unit in charge of the FIR).
9.2.1.4 It may be advisable, in case of a SAR
operation of a substantial duration, to promulgate by
NOTAM the lateral and vertical limits of the area of
SAR action, and to warn aircraft not engaged in actual
SAR operations and not controlled by air traffic con-
trol to avoid such areas unless otherwise authorized
by the appropriate ATS unit.
12 PHRASEOLOGIES
12.2 GENERAL
12.2.1 Most phraseologies contained in Section
12.3 of this Chapter show the text of a complete
message without call signs. They are not intended
to be exhaustive, and when circumstances differ,
pilots, ATS personnel and other ground personnel
will be expected to use plain language which should
be as clear and concise as possible, to the level
specified in the ICAO language proficiency require-
ments contained in Annex 1—Personnel Licensing
(not published herein), in order to avoid possible
confusion by those persons using a language other
than one of their national languages.
12.2.2 The phraseologies are grouped according
to types of air traffic service for convenience of refer-
ence. However, users shall be familiar with, and use
as necessary, phraseologies from groups other than
those referring specifically to the type of air traffic ser-
vice being provided. All phraseologies shall be used
in conjunction with call signs (aircraft, ground vehicle,
ATC or other) as appropriate. In order that the phrase-
ologies listed should be readily discernible in Section
12.3, call signs have been omitted. Provisions for the
compilation of RTF messages, call signs and proce-
dures are contained in Annex 10, Volume II, Chapter
5.
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AIR TRAFFIC MANAGEMENT (DOC 4444) q$i

12.2.3 Section 12.3 includes phrases for use by a. identification;

pilots, ATS personnel and other ground personnel. b. the condition;
12.2.4 During operations in or vertical tran- c. the clearance; and.
sit through reduced vertical separation minimum d. brief reiteration of the condition,
(RVSM) airspace with aircraft not approved for
For Example: “SAS 941, BEHIND DC9 ON SHORT
RVSM operations, pilots shall report non-approved
FINAL, LINE UP BEHIND”.
status in accordance with 12.3.1.12 c) as follows:
NOTE: This implies the need for the aircraft receiv-
a. at initial call on any channel within RVSM
ing the conditional clearance to identify the aircraft or
airspace;
vehicle causing the conditional clearance.
b. in all requests for level changes; and
12.2.8 The phraseology in Section 12.3 does not
c. in all read-backs of level clearances. include phrases and regular radiotelephony proce-
12.2.5 Air traffic controllers shall explicitly dure words contained in Annex 10, Volume II.
acknowledge receipt of messages from aircraft
12.2.9 Words in parentheses indicate that spe-
reporting RVSM non-approved status.
cific information, such as a level, a place or a time,
12.2.6 Phraseologies for the movement of vehi- etc., must be inserted to complete the phrase, or
cles, other than tow-tractors, on the manoeuvring alternatively that optional phrases may be used.
area shall be the same as those used for the move- Words in square parentheses indicate optional addi-
ment of aircraft, with the exception of taxi instructions, tional words or information that may be necessary in
in which case the word “PROCEED” shall be substi- specific instances.
tuted for the word “TAXI” when communicating with
12.2.10 Examples of the application of the phrase-
vehicles.
ologies may be found in the Manual of Radiotele-
12.2.7 Conditional phrases, such as “behind phony (Doc 9432).
landing aircraft” or “after departing aircraft”, shall
not be used for movements affecting the active 12.3 ATC PHRASEOLOGIES
runway(s), except when the aircraft or vehicles con- 12.3.1 General
cerned are seen by the appropriate controller and
pilot. The aircraft or vehicle causing the condition in
the clearance issued shall be the first aircraft/vehicle
to pass in front of the other aircraft concerned. In all
cases a conditional clearance shall be given in the
following order and consist of:

CIRCUMSTANCES PHRASEOLOGIES (Pilot Transmissions in Bold Type)

12.3.1.1 Description of Levels a. FLIGHT LEVEL (number); or
(subsequently referred to
b. (number) METRES; or
as “(level)”)
c. (number) FEET.
12.3.1.2 Level Changes, Reports and
Rates
. . . instruction that a climb a. CLIMB (or DESCEND); followed as necessary by:
(or descent) to a level within
1. TO (level);
the vertical range defined
is to commence 2. TO AND MAINTAIN BLOCK (level) TO (level);
- 3. TO REACH (level) AT (or BY) (time or significant
point);
-
4. REPORT LEAVING (or REACHING, or
-
PASSING) (level);
-
5. AT (number) METRES PER SECOND (or FEET
- PER MINUTE) [OR GREATER (or OR LESS)];
. . . for SST aircraft only 6. REPORT STARTING ACCELERATION (or
DECELERATION).

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CIRCUMSTANCES
. . . to require action at a
specific time or place
. . . to require action when
convenient
. . . to require an aircraft to
climb or descend maintaining
own separation and VMC
. . . when there is doubt that
an aircraft can comply with a
clearance or instruction
. . . when a pilot is unable
to comply with a clearance
or instruction
. . . after a flight crew starts to
deviate from any ATC clearance
or instruction to comply with an
ACAS resolution advisory (pilot
and controller interchange)
. . . after the response to an
ACAS RA is completed and a
return to the ATC clearance or
instruction is initiated (pilot and
controller interchange)
. . . after the response to
an ACAS RA is completed
and the assigned ATC
clearance or instruction
has been resumed (Pilot and
controller interchange)
. . . after an ATC clearance
or instruction contradictory to
the ACAS RA is received, the
flight crew will follow the RA
and inform ATC directly (Pilot
and controller interchange)
. . . clearance to cancel level
restriction(s) of the vertical
profile of a SID during climb
. . . clearance to cancel
level restriction(s) of the vertical
profile of a STAR during descent
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PHRASEOLOGIES (Pilot Transmissions in Bold Type)
b. MAINTAIN AT LEAST (number) METRES (or FEET)
ABOVE (or BELOW) (aircraft call sign);
c. REQUEST LEVEL (or FLIGHT LEVEL or ALTITUDE)
CHANGE FROM (name of unit) [AT (time or significant
point)];
d. STOP CLIMB (or DESCENT) AT (level);
e. CONTINUE CLIMB (or DESCENT) TO (level);
f. EXPEDITE CLIMB (or DESCENT) [UNTIL PASSING
(level)];
g. WHEN READY CLIMB (or DESCEND) TO (level);
h. EXPECT CLIMB (or DESCENT) AT (time or
significant point);
i. REQUEST DESCENT AT (time);
j. IMMEDIATELY;
k. AFTER PASSING (significant point);
l. AT (time or significant point);
m. WHEN READY (instruction);
n. MAINTAIN OWN SEPARATION AND VMC [FROM
(level)] [TO (level)];
o. MAINTAIN OWN SEPARATION AND VMC ABOVE
(or BELOW, or TO) (level);
p. IF UNABLE (alternative instructions) AND ADVISE;
q. UNABLE;
r. TCAS RA
s. ROGER;
t. CLEAR OF CONFLICT, RETURNING TO(assigned
clearance);
u. ROGER (or alternative instructions);
v. CLEAR OF CONFLICT(assigned clearance),
RESUMED;
w. ROGER (or alternative instructions);
x. UNABLE, TCAS RA;
y. ROGER;
z. CLIMB TO (level) [LEVEL RESTRICTION(S)
(SID designator) CANCELLED (or) LEVEL
RESTRICTION(S) (SID designator) AT (point)
CANCELLED];
aa. DESCEND TO (level) [LEVEL RESTRICTION(S)
(STAR designator) CANCELLED (or) LEVEL
RESTRICTION(S) (STAR designator) AT (point)
CANCELLED].
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CIRCUMSTANCES PHRASEOLOGIES (Pilot Transmissions in Bold Type)

12.3.1.3 Minimum Fuel
. . . indication of minimum fuel a. MINIMUM FUEL
b. ROGER [NO DELAY EXPECTED or EXPECT (delay
information)].
12.3.1.4 Transfer of Control and/or a. CONTACT (unit call sign) (frequency) [NOW];
Frequency Change
b. AT (or OVER) (time or place) [or WHEN]
[PASSING/LEAVING/REACHING (level)] CONTACT
(unit call sign) (frequency);
c. IF NO CONTACT (instructions);
NOTE: An aircraft may be d. STAND-BY FOR (unit call sign) (frequency);
requested to “STAND BY” on a e. REQUEST CHANGE TO (frequency);
frequency when it is intended
f. FREQUENCY CHANGE APPROVED;
that the ATS unit will initiate
communications soon and to g. MONITOR (unit call sign) (frequency);
“MONITOR” a frequency when h. MONITORING (frequency);
information is being broadcast i. WHEN READY CONTACT (unit call sign) (frequency);
thereon.
j. REMAIN THIS FREQUENCY.
12.3.1.5 8.33 kHz Channel Spacing
NOTE: In this paragraph, the
term “point” is used only in the
context of naming the 8.33 kHz
channel spacing concept and
does not constitute any change
to existing ICAO provisions or
phraseology regarding the use
of the term “decimal.”
. . . to request confirmation a. CONFIRM EIGHT POINT THREE THREE;
of 8.33 kHz capability
. . . to indicate 8.33 kHz b. AFFIRM EIGHT POINT THREE THREE;
capability
. . . to indicate lack of 8.33 c. NEGATIVE EIGHT POINT THREE THREE;
kHz capability
. . . to request UHF capability d. CONFIRM UHF;
. . . to indicate UHF capability e. AFFIRM UHF;
. . . to indicate lack of UHF f. NEGATIVE UHF;
capability
. . . to request status in respect g. CONFIRM EIGHT POINT THREE THREE
of 8.33 kHz exemption EXEMPTED;
. . . to indicate 8.33 kHz h. AFFIRM EIGHT POINT THREE THREE EXEMPTED;
exempted status
. . . to indicate 8.33 kHz i. NEGATIVE EIGHT POINT THREE THREE
non-exempted status EXEMPTED.
. . . to indicate that a certain j. DUE EIGHT POINT THREE THREE REQUIREMENT.
clearance is given because
otherwise a non-equipped
and/or non-exempted aircraft
would enter airspace of
mandatory carriage
12.3.1.6 Change of Call Sign
. . . to instruct an aircraft to a. CHANGE YOUR CALL SIGN TO (new call sign)
change its type of call sign [UNTIL FURTHER ADVISED];
. . . to advise an aircraft to b. REVERT TO FLIGHT PLAN CALL SIGN (call sign)
revert to the call sign indicated [AT (significant point)].
in the flight plan
12.3.1.7 Traffic Information

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. . . to pass traffic information
. . . to acknowledge traffic
information
12.3.1.8 Meteorological Conditions
. . . for multiple RVR
observations
. . . in the event that RVR
information on any one
position is not available this
information will be included in
the appropriate sequence
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PHRASEOLOGIES (Pilot Transmissions in Bold Type)
a. TRAFFIC (information);
b. NO REPORTED TRAFFIC;
c. LOOKING OUT;
d. TRAFFIC IN SIGHT;
e. NEGATIVE CONTACT [reasons];
f.[ADDITIONAL] TRAFFIC (direction) BOUND (type of
aircraft) (level) ESTIMATED (or OVER) (significant
point) AT (time);
g. TRAFFIC IS (classification) UNMANNED FREE
BALLOON(S) WAS [or ESTIMATED] OVER
(place) AT (time) REPORTED (level(s)) [or LEVEL
UNKNOWN] MOVING (direction) (other pertinent
information, if any).
a. [SURFACE] WIND (number) DEGREES (speed)
(units);
b. WIND AT (level) (number) DEGREES (number)
KILOMETRES PER HOUR (or KNOTS);
NOTE: Wind is always expressed by giving the mean
direction and speed and any significant variations
thereof.
c. VISIBILITY (distance) (units) [direction];
d. RUNWAY VISUAL RANGE (or RVR) [RUNWAY
(number)] (distance) (units);
e. RUNWAY VISUAL RANGE (or RVR) [RUNWAY
(number)] NOT AVAILABLE (or NOT REPORTED);
f. RUNWAY VISUAL RANGE (or RVR) [RUNWAY
(number)] (first position) (distance) (units), (second
position) (distance) (units), (third position) (distance)
(units);
NOTE 1: Multiple RVR observations are always
representative of the touchdown zone, midpoint zone
and the roll-out / stop end zone respectively.
NOTE 2: Where reports for three locations are given,
the indication of these locations may be omitted,
provided that the reports are passed in the order of
touchdown zone, followed by the midpoint zone and
ending with the roll-out/stop end zone report.
g. RUNWAY VISUAL RANGE (or RVR) [RUNWAY
(number)] (first position) (distance) (units), (second
position) NOT AVAILABLE, (third position) (distance)
(units);
h. PRESENT WEATHER (details);
i. CLOUD (amount, [(type)] and height of base) (units)
(or SKY CLEAR);
NOTE: Details of the means to describe the amount
and type of cloud are in Chapter 11, 11.4.3.2.3.
j. CAVOK;
NOTE: CAVOK pronounced CAV-O-KAY.
k. TEMPERATURE [MINUS] (number) (and/or
DEW-POINT [MINUS] (number));
l. QNH (number) [(units)];
m. QFE (number) [(units)];
n. (aircraft type) REPORTED (description) ICING (or
TURBULENCE) [IN CLOUD] (area) (time);
o. REPORT FLIGHT CONDITIONS.
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CIRCUMSTANCES PHRASEOLOGIES (Pilot Transmissions in Bold Type)

12.3.1.9 Position Reporting
. . . to omit position reports
until a specified position
12.3.1.10 Additional Reports
. . . to request a report at a
specified place or distance
. . . to report at a specified
place or distance
. . . to request a report of
present position
. . . to report present position
12.3.1.11 Aerodrome Information
12.3.1.12 Operational Status of Visual
and Non-Visual Aids
a. NEXT REPORT AT (significant point);
b. OMIT POSITION REPORTS [UNTIL (specify)];
c. RESUME POSITION REPORTING.
a. REPORT PASSING (significant point);
b. REPORT (distance) MILES (GNSS or DME) FROM
(name of DME station) (or significant point);
c. (distance) MILES (GNSS or DME) FROM (name of
DME station) (or significant point);
d. REPORT PASSING (three digits) RADIAL (name of
VOR) VOR;
e. REPORT (GNSS or DME) DISTANCE FROM
(significant point) or (name of DME station);
f. (distance) MILES (GNSS or DME) FROM (name of
DME station) (or significant point).
a. [(location)] RUNWAY SURFACE CONDITION
RUNWAY (number) (condition);
b. [(location)] RUNWAY SURFACE CONDITION
RUNWAY (number) NOT CURRENT;
c. LANDING SURFACE (condition);
d. CAUTION CONSTRUCTION WORK (location);
e. CAUTION (specify reasons) RIGHT (or LEFT), (or
BOTH SIDES) OF RUNWAY [number];
f. CAUTION WORK IN PROGRESS (or
OBSTRUCTION) (position and any necessary
advice);
g. RUNWAY REPORT AT (observation time) RUNWAY
(number) (type of precipitant) UP TO (depth of
deposit) MILLIMETERS. BRAKING ACTION GOOD
(or MEDIUM TO GOOD, or MEDIUM, or MEDIUM TO
POOR, or POOR or UNRELIABLE) [and/or BRAKING
COEFFICIENT (equipment and number)];
h. BRAKING ACTION REPORTED BY (aircraft type) AT
(time) GOOD (or MEDIUM, or POOR);
i. BRAKING ACTION [(location)] (measuring equipment
used), RUNWAY (number), TEMPERATURE [MINUS}
(number), WAS (reading) AT (time);
j. RUNWAY (or TAXIWAY) (number) WET [or DAMP,
WATER PATCHES, FLOODED (depth), or SNOW
REMOVED (length and width as applicable), or
TREATED, or COVERED WITH PATCHES OF
DRY SNOW (or WET SNOW, or COMPACTED
SNOW, or SLUSH, or FROZEN SLUSH, or ICE,
or ICE UNDERNEATH, or ICE AND SNOW, or
SNOWDRIFTS or FROZEN RUTS AND RIDGES)];
k. TOWER OBSERVES (weather information);
l. PILOT REPORTS (weather information);
a. (specify visual or non-visual aid) RUNWAY (number)
(description of deficiency);
b. (type) LIGHTING (unserviceability)
c. GBAS/SBAS/MLS/ILS CATEGORY (category)
(serviceability state);
d. TAXIWAY LIGHTING (description of deficiency);
e. (type of visual approach slope indicator) RUNWAY
(number) (description of deficiency);

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12.3.1.13 Reduced Vertical Separation
Minimum (RVSM) Operations
. . . to ascertain RVSM approval a. CONFIRM RVSM APPROVED;
status of an aircraft
. . . to report RVSM approved b. AFFIRM RVSM;
status
. . . to report RVSM c. NEGATIVE RVSM [(supplementary information, e.g.
non-approved status followed State Aircraft)];
by supplementary information
NOTE: See 12.2.4 and 12.2.5
for procedures relating to
operations in RVSM airspace
by aircraft with non-approved
status.
. . . to deny ATC clearance d. UNABLE ISSUE CLEARANCE INTO RVSM
into RVSM airspace AIRSPACE, MAINTAIN [or DESCEND TO, or CLIMB
TO] (level);
. . . to report when severe e. UNABLE RVSM DUE TURBULENCE;
turbulence affects the capability
of an aircraft to maintain
height-keeping requirements
for RVSM
. . . to report that the equipment f. UNABLE RVSM DUE EQUIPMENT;
of an aircraft has degraded
below minimum aviation system
performance standards
. . . to request an aircraft g. REPORT WHEN ABLE TO RESUME RVSM;
to provide information as
soon as RVSM-approved
status has been regained or
the pilot is ready to resume
RVSM operations
. . . to request confirmation h. CONFIRM ABLE TO RESUME RVSM;
that an aircraft has regained
RVSM-approved status or
a pilot is ready to resume
RVSM operations
. . . to report ability to resume i. READY TO RESUME RVSM.
RVSM operations after an
equipment or weather-related
contingency
12.3.1.14 GNSS Service Status a. GNSS REPORTED UNRELIABLE (or GNSS MAY
NOT BE AVAILABLE [DUE TO INTERFERENCE]);
1. IN THE VICINITY OF (location) (radius)
[BETWEEN (levels)]; or
2. IN THE AREA OF (description) (or IN (name)
FIR) [BETWEEN (levels)];
b. BASIC GNSS (or SBAS, or GBAS) UNAVAILABLE
FOR (specify operation) [FROM (time) TO (time) (or
UNTIL FURTHER NOTICE)];
c. BASIC GNSS UNAVAILABLE [DUE TO (reason
e.g.LOSS OF RAIMor RAIM ALERT)];
d. GBAS (orSBAS) UNAVAILABLE.
12.3.1.15 Degradation of Aircraft UNABLE RNP (specify type) (or RNAV) [DUE TO (reason
Navigation Performance e.g. LOSS OF RAIM or RAIM ALERT)].

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12.3.2 Area Control Services

CIRCUMSTANCES PHRASEOLOGIES (Pilot Transmissions in Bold Type)

12.3.2.1 Issuance of a Clearance a. (name of unit) CLEARS (aircraft call sign);
b. (aircraft call sign) CLEARED TO;
c. RECLEARED (amended clearance details) [REST
OF CLEARANCE UNCHANGED];
d. RECLEARED (amended route portion) TO (significant
point of original route) [REST OF CLEARANCE
UNCHANGED];
e. ENTER CONTROLLED AIRSPACE (or CONTROL
ZONE) [VIA (significant point or route)] AT (level) [AT
(time)];
f. LEAVE CONTROLLED AIRSPACE (or CONTROL
ZONE) [VIA (significant point or route)] AT (level) (or
CLIMBING, or DESCENDING);
g. JOIN (specify) AT (significant point) AT (level) [AT
(time)].
12.3.2.2 Indication of Route and Clearance a. FROM (location) TO (location);
Limit
b. TO (location), followed as necessary by:
1. DIRECT;
2. VIA (route and/or significant points);
3. VIA FLIGHT PLANNED ROUTE;
NOTE: Conditions associated with the use of
this phrase are in Chapter 4, 4.5.7.2.
4. VIA (distance) DME ARC (direction) OF (name
of DME station);
c. (route) NOT AVAILABLE DUE (reason)
ALTERNATIVE[S] IS/ARE (routes) ADVISE.
12.3.2.3 Maintenance of Specified Levels a. MAINTAIN (level) [TO (significant point)];
b. MAINTAIN (level) UNTIL PASSING (significant point);
c. MAINTAIN (level) UNTIL (minutes) AFTER PASSING
(significant point);
d. MAINTAIN (level) UNTIL (time);
e. MAINTAIN (level) UNTIL ADVISED BY (name of unit);
f. MAINTAIN (level) UNTIL FURTHER ADVISED;
g. MAINTAIN (level) WHILE IN CONTROLLED
AIRSPACE;
h. MAINTAIN BLOCK (level) TO (level).
NOTE: The term “MAINTAIN” is not to be used in
lieu of “DESCEND” or “CLIMB” when instructing an
aircraft to change level.
12.3.2.4 Specification of Cruising Levels a. CROSS (significant point) AT (or ABOVE, or BELOW)
(level);
b. CROSS (significant point) AT (time) OR LATER (or
BEFORE) AT (level);
c. CRUISE CLIMB BETWEEN (levels) (or ABOVE)
(level);
d. CROSS (distance) MILES, (GNSS or
DME)[(direction)] OF (name of DME station)
(or (distance) [(direction)] OF (significant point) AT (or
ABOVE or BELOW) (level).

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12.3.2.5 Emergency Descent a. EMERGENCY DESCENT (intentions);
b. ATTENTION ALL AIRCRAFT IN THE VICINITY OF
[or AT] (significant point or location) EMERGENCY
DESCENT IN PROGRESS FROM (level) (followed as
necessary by specific instructions, clearances, traffic
information, etc.).
12.3.2.6 If Clearance Cannot be Issued EXPECT CLEARANCE (or type of clearance) AT (time).
Immediately upon Request
12.3.2.7 When Clearance for Deviation UNABLE, TRAFFIC (direction) BOUND (type of aircraft)
Cannot be Issued (level) ESTIMATED (or OVER) (significant point) AT (time)
CALL SIGN (call sign) ADVISE INTENTIONS.
12.3.2.8 Separation Instructions a. CROSS (significant point) AT (time) [OR LATER (or
OR BEFORE)];
b. ADVISE IF ABLE TO CROSS (significant point) AT
(time);
c. MAINTAIN MACH (number) [OR GREATER (or OR
LESS)] [UNTIL (significant point)];
d. DO NOT EXCEED MACH (number).
12.3.2.9 Instructions Associated with a. ADVISE IF ABLE TO PROCEED PARALLEL
Flying a Track (Offset), Parallel to OFFSET;
the Cleared Route
b. PROCEED OFFSET (distance) RIGHT/LEFT OF
(route) (track) [CENTRE LINE] [AT (significant point
or time)] [UNTIL (significant point or time)];
c. CANCEL OFFSET (instructions to rejoin cleared flight
route or other information).

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12.3.3 Approach Control Services

CIRCUMSTANCES PHRASEOLOGIES (Pilot Transmissions in Bold Type)

12.3.3.1 Departure Instructions
12.3.3.2 Approach Instructions
. . . when a pilot requests a
visual approach
. . . to request if a pilot is able to
accept a visual approach
NOTE: See 6.5.3 for provisions
relating to visual approach
procedures.
a. [AFTER DEPARTURE] TURN RIGHT (or LEFT)
HEADING (three digits) (or CONTINUE RUNWAY
HEADING) (or TRACK EXTENDED CENTRE LINE)
TO (level or significant point) [(other instructions as
required)];
b. AFTER REACHING (or PASSING) (level or significant
point) (instructions);
c. TURN RIGHT (or LEFT) HEADING (three digits) TO
(level) [TO INTERCEPT (track, route, airway, etc.)];
d. (standard departure name and number)
DEPARTURE;
e. TRACK (three digits) DEGREES [MAGNETIC (or
TRUE)] TO (or FROM) (significant point) UNTIL
(time, or REACHING (fix or significant point or level))
[BEFORE PROCEEDING ON COURSE];
f. CLEARED VIA (designation).
a. CLEARED (or PROCEED) VIA (designation);
b. CLEARED TO (clearance limit) VIA (designation);
c. CLEARED (or PROCEED) VIA (details of route to
be followed);
d. CLEARED (type of approach) APPROACH [RUNWAY
(number)];
e. CLEARED (type of approach) RUNWAY (number)
FOLLOWED BY CIRCLING TO RUNWAY (number);
f. CLEARED APPROACH [RUNWAY (number)];
g. COMMENCE APPROACH AT (time);
h. REQUEST STRAIGHT-IN [(type of approach)]
APPROACH [RUNWAY (number)];
i. CLEARED STRAIGHT-IN [(type of approach)]
APPROACH [RUNWAY (number)];
j. REPORT VISUAL:
k. REPORT RUNWAY [LIGHTS] IN SIGHT;
l. REQUEST VISUAL APPROACH;
m. CLEARED VISUAL APPROACH RUNWAY (number);
n. ADVISE ABLE TO ACCEPT VISUAL APPROACH
RUNWAY (number);

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. . . in case of successive visual
approaches when the pilot of a
succeeding aircraft has reported
having the preceding aircraft in sight
12.3.3.3 Holding Clearances
. . . visual
. . . published holding procedures
over a facility or fix
. . . when a detailed holding
clearance is required
12.3.3.4 Expected Approach Time
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423
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PHRASEOLOGIES (Pilot Transmissions in Bold Type)
o. CLEARED VISUAL APPROACH RUNWAY (number),
MAINTAIN OWN SEPARATION FROM PRECEDING
(aircraft type and wake turbulence category as
appropriate) [CAUTION WAKE TURBULENCE];
p. REPORT (significant point); [OUTBOUND, or
INBOUND];
q. REPORT COMMENCING PROCEDURE TURN;
r. REQUEST VMC DESCENT;
s. MAINTAIN OWN SEPARATION;
t. MAINTAIN VMC;
u. ARE YOU FAMILIAR WITH (name) APPROACH
PROCEDURE;
v. REQUEST (type of approach) APPROACH
[RUNWAY (number)];
w. REQUEST (MLS/RNAV plain-language
designator);
x. CLEARED (MLS/RNAV plain-language designator).
a. HOLD VISUAL [OVER] (position), (or BETWEEN (two
prominent landmarks));
b. CLEARED (or PROCEED) TO (significant point,
name of facility or fix) [MAINTAIN (or CLIMB or
DESCEND TO) (level) HOLD [(direction)] AS
PUBLISHED EXPECT APPROACH CLEARANCE (or
FURTHER CLEARANCE) AT (time);
c. REQUEST HOLDING INSTRUCTIONS;
d. CLEARED (or PROCEED) TO (significant point,
name of facility or fix) [(MAINTAIN (or CLIMB
or DESCEND TO) (level)] HOLD [(direction)]
[(specified) RADIAL, COURSE, INBOUND TRACK
(three digits) DEGREES] [RIGHT (or LEFT) HAND
PATTERN] [OUTBOUND TIME (number) MINUTES]
EXPECT APPROACH CLEARANCE (or FURTHER
CLEARANCE) AT (time) (additional instructions, if
necessary);
e. CLEARED TO THE (three digits) RADIAL OF THE
(name) VOR AT (distance) DME FIX [MAINTAIN (or
CLIMB or DESCEND TO) (level)] HOLD [(direction)]
[RIGHT (or LEFT) HAND PATTERN] [OUTBOUND
TIME (number) MINUTES] EXPECT APPROACH
CLEARANCE (or FURTHER CLEARANCE) AT (time)
(additional instructions, if necessary);
f. CLEARED TO THE (three digits) RADIAL OF THE
(name) VOR AT (distance) DME FIX [MAINTAIN
(or CLIMB or DESCEND TO) (level)] HOLD
BETWEEN (distance) AND (distance) DME [RIGHT
(or LEFT) HAND PATTERN] EXPECT APPROACH
CLEARANCE (or FURTHER CLEARANCE) AT (time)
(additional instructions, if necessary);
a. NO DELAY EXPECTED;
b. EXPECTED APPROACH TIME (time);
c. REVISED EXPECTED APPROACH TIME (time);
d. DELAY NOT DETERMINED (reasons).
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12.3.4 Phraseologies for use on and in the

Vicinity of the Aerodrome

CIRCUMSTANCES PHRASEOLOGIES (Pilot Transmissions in Bold Type)

12.3.4.1 Identification of Aircraft SHOW LANDING LIGHT.
12.3.4.2 Acknowledgment by Visual a. ACKNOWLEDGE BY MOVING AILERONS (or
Means RUDDER);
b. ACKNOWLEDGE BY ROCKING WINGS;
c. ACKNOWLEDGE BY FLASHING LANDING LIGHTS.
12.3.4.3 Starting Procedures
. . . to request permission to a. [aircraft location] REQUEST START UP;
start engines
b. [aircraft location] REQUEST START UP,
INFORMATION (ATIS identification);
. . . ATC replies c. START UP APPROVED;
d. START UP AT (time);
e. EXPECT START UP AT (time);
f. START UP AT OWN DISCRETION;
g. EXPECT DEPARTURE (time) START UP AT OWN
DISCRETION.
12.3.4.4 Push Back Procedures
NOTE: When local procedures so
prescribe, authorization for push
back should be obtained from the
control tower.
. . . aircraft/ATC a. [aircraft location] REQUEST PUSHBACK;
b. PUSHBACK APPROVED;
c. STANDBY;
d. PUSHBACK AT OWN DISCRETION;
e. EXPECT (number) MINUTES DELAY DUE (reason);
12.3.4.5 Towing Procedures a. * REQUEST TOW [company name] (aircraft type)
FROM (location) TO (location);
. . . ATC response b. TOW APPROVED VIA (specific routing to be
followed);
c. HOLD POSITION;
d. STANDBY.
* Denotes Transmission from Aircraft/Tow Vehicle
Combination
12.3.4.6 To Request Time Check and/or a. REQUEST TIME CHECK;
Aerodrome Data for Departure
b. TIME (time)
. . . when no ATIS broadcast c. REQUEST DEPARTURE INFORMATION;
is available
d. RUNWAY (number), WIND (direction and
speed) (units), QNH (or QFE) (number) [(units)]
TEMPERATURE [MINUS] (number), [VISIBILITY
(distance) (units) (or RUNWAY VISUAL RANGE (or
RVR) (distance) (units))] [(TIME (time)].
NOTE: If multiple visibility and RVR observations are
available, those that represent the roll-out/stop end
zone should be used for take-off.
12.3.4.7 Taxi Procedures

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. . . for departure
. . . where detailed taxi instructions
are required
. . . where aerodrome information
is not available from an alternative
source such as ATIS
. . . for helicopter operations
. . . after landing
. . . general
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425
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PHRASEOLOGIES (Pilot Transmissions in Bold Type)
a. [aircraft type] [wake turbulence category if
“heavy”] [aircraft location] REQUEST TAXI
(intentions);
b. [aircraft type] [wake turbulence category if
“heavy”] [aircraft location] (flight rules) TO
(aerodrome of destination) REQUEST TAXI
(intentions);
c. TAXI TO HOLDING POINT [number] [RUNWAY
(number)] [HOLD SHORT OF RUNWAY (number) (or
CROSS RUNWAY (number))] [TIME (time)];
d. [aircraft type] [wake turbulence category
if “heavy”] REQUEST DETAILED TAXI
INSTRUCTIONS;
e. TAXI TO HOLDING POINT [(number)] [RUNWAY
(number)] VIA (specific route to be followed) [TIME
(time)] [HOLD SHORT OF RUNWAY (number)] (or
CROSS RUNWAY (number))];
f. TAXI TO HOLDING POINT [(number)] (followed
by aerodrome information as applicable) [TIME
(minutes)];
g. TAKE (or TURN) FIRST (or SECOND) LEFT (or
RIGHT);
h. TAXI VIA (identification of taxiway);
i. TAXI VIA RUNWAY (number);
j. TAXI TO TERMINAL (or other location, e.g.
GENERAL AVIATION AREA) [STAND (number)];
k. REQUEST AIR-TAXIING FROM (or VIA) TO
(location or routing as appropriate);
l. AIR-TAXI TO (or VIA) (location or routing as
appropriate) [CAUTION (dust, blowing snow, loose
debris, taxiing light aircraft, personnel, etc.)];
m. AIR-TAXI VIA (direct, as requested, or specified
route) TO (location, heliport, operating or movement
area, active or inactive runway). AVOID (aircraft or
vehicles or personnel);
n. REQUEST BACKTRACK;
o. BACKTRACK APPROVED;
p. BACKTRACK RUNWAY (number);
q. [aircraft location] REQUEST TAXI TO (destination
on aerodrome);
r. TAXI STRAIGHT AHEAD;
s. TAXI WITH CAUTION;
t. GIVE WAY TO (description and position of other
aircraft);
u. GIVING WAY TO (traffic);
v. TRAFFIC (or type of aircraft) IN SIGHT;
w. TAXI INTO HOLDING BAY;
x. FOLLOW (description of other aircraft or vehicle);
y. VACATE RUNWAY;
z. RUNWAY VACATED;
aa. EXPEDITE TAXI [reason];
bb. EXPEDITING;
cc. [CAUTION] TAXI SLOWER [reason];
dd. SLOWING DOWN.
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12.3.4.8 Holding a. *HOLD (direction) OF (position, runway number, etc.);
b. *HOLD POSITION;
c. *HOLD (distance) FROM (position);
. . . to hold not closer to a d. *HOLD SHORT OF (position);
runway than specified in Chapter
e. **HOLDING
7, 7.6.3.1.3.1.
f. **HOLDING SHORT.
* Requires specific acknowledgment from the pilot.
** The procedure words ROGER and WILCO are
insufficient acknowledgment of the instructions HOLD,
HOLD POSITION and HOLD SHORT OF (position). In
each case the acknowledgment shall be by the phraseology
HOLDING or HOLDING SHORT, as appropriate.
12.3.4.9 To Cross a Runway a. REQUEST CROSS RUNWAY (number);
NOTE: If the control tower is unable to see the
crossing aircraft (e.g., night, low visibility, etc.), the
instruction should always be accompanied by a
request to report when the aircraft has vacated the
runway.
b. CROSS RUNWAY (number) [REPORT VACATED];
c. EXPEDITE CROSSING RUNWAY (number)
TRAFFIC (aircraft type) (distance) KILOMETERS (or
MILES) FINAL;
d. TAXI TO HOLDING POSITION [number] [RUNWAY
(number)] VIA (specific route to be followed),
[HOLD SHORT OF RUNWAY (number)] or [CROSS
RUNWAY (number)];
NOTE: The pilot will, when e. RUNWAY VACATED.
requested, report “RUNWAY
VACATED” when the entire
aircraft is beyond the relevant
runway-holding position.
12.3.4.10 Preparation for Take-Off a. UNABLE TO ISSUE (designator) DEPARTURE
(reasons);
b. REPORT WHEN READY [FOR DEPARTURE];
c. ARE YOU READY [FOR DEPARTURE]?;
d. ARE YOU READY FOR IMMEDIATE DEPARTURE?;
e. READY:
. . . clearance to enter runway and f. LINE UP [AND WAIT];
await take-off clearance
g. *LINE UP RUNWAY (number);
h. LINE UP. BE READY FOR IMMEDIATE DEPARTURE;
. . . conditional clearances i. (condition) LINE UP (brief reiteration of the condition):
Provisions concerning the use of conditional
clearances are contained in 12.2.7
. . . acknowledgment of a j. (condition) LINING UP (brief reiteration of the
conditional clearance condition);
. . . confirmation or otherwise of the k. [THAT IS] CORRECT (or NEGATIVE) [I SAY
readback of conditional clearance AGAIN]... (as appropriate).
*When there is the possibility of confusion during multiple
runway operations.
12.3.4.11 Take-off Clearance a. RUNWAY (number) CLEARED FOR TAKE-OFF
[REPORT AIRBORNE];
. . . when reduced runway b. (traffic information) RUNWAY (number) CLEARED
separation is used FOR TAKE-OFF;

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. . . when take-off clearance has
not been complied with
. . . to cancel a take-off clearance
. . . to stop a take-off after an aircraft
has commenced take-off roll
. . . for helicopter operations
* HOLDING and STOPPING are the procedural responses
to e. and g respectively.
12.3.4.12 Turn or Climb Instructions After
Take-Off
. . . to request airborne time
. . . heading to be followed
. . . when a specific track is
to be followed
12.3.4.13 Entering an Aerodrome Traffic
Circuit
. . . when ATIS information
is available
12.3.4.14 In the Circuit
12.3.4.15 Approach Instructions
NOTE: The report “LONG FINAL”
is made when aircraft turn on to
final approach at a distance greater
than 7km (4 NM) from touchdown
or when an aircraft on a straight-in
approach is 15km (8 NM) from
touchdown. In both cases a report
“FINAL” is required at 7km (4 NM)
from touchdown.
12.3.4.16 Landing Clearance
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c. TAKE OFF IMMEDIATELY OR VACATE RUNWAY
[(instructions)];
d. TAKE OFF IMMEDIATELY OR HOLD SHORT OF
RUNWAY;
e. HOLD POSITION, CANCEL TAKE-OFF I SAY AGAIN
CANCEL TAKE-OFF (reasons);
f. *HOLDING;
g. STOP IMMEDIATELY (repeat aircraft call sign) STOP
IMMEDIATELY;
h. *STOPPING;
i. CLEARED FOR TAKE-OFF [FROM (location)]
(present position, taxiway, final approach and take-off
area, runway and number);
j. REQUEST DEPARTURE INSTRUCTIONS;
k. AFTER DEPARTURE TURN RIGHT (or LEFT, or
CLIMB) (instructions as appropriate).
a. REQUEST RIGHT (or LEFT) TURN;
b. RIGHT (or LEFT) TURN APPROVED;
c. WILL ADVISE LATER FOR RIGHT (or LEFT) TURN;
d. REPORT AIRBORNE;
e. AIRBORNE (time);
f. AFTER PASSING (level) (instructions);
g. CONTINUE RUNWAY HEADING (instructions);
h. TRACK EXTENDED CENTRE LINE (instructions);
i. CLIMB STRAIGHT AHEAD (instructions).
a. [aircraft type] (position) (level) FOR LANDING;
b. JOIN (direction of circuit) (position in circuit) (runway
number) [SURFACE] WIND (direction and speed)
(units) [TEMPERATURE [MINUS] (number)] QNH (or
QFE) (number) [(units)] [TRAFFIC (detail)];
c. MAKE STRAIGHT-IN APPROACH, RUNWAY
(number) [SURFACE] WIND (direction and speed)
(units) [TEMPERATURE [MINUS] (number)] QNH (or
QFE) (number) [(units)] [TRAFFIC (detail)];
d. (aircraft type) (position) (level) INFORMATION
(ATIS identification) FOR LANDING;
e. JOIN (position in circuit) [RUNWAY (number) QNH (or
QFE) (number) [(units)] [TRAFFIC (detail)].
a. (position in circuit, e.g. DOWNWIND/FINAL);
b. NUMBER . . . FOLLOW (aircraft type and position)
[additional instructions if required].
a. MAKE SHORT APPROACH;
b. MAKE LONG APPROACH (or EXTEND
DOWNWIND);
c. REPORT BASE (or FINAL, or LONG FINAL);
d. CONTINUE APPROACH [PREPARE FOR POSSIBLE
GO AROUND].
a. RUNWAY (number) CLEARED TO LAND;
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. . . when reduced runway
separation is used
. . . special operations
. . . to make an approach along, or
parallel to a runway, descending
to an agreed minimum level
. . . to fly past the control tower
or other observation point for the
purpose of visual inspection by
persons on the ground
. . . for helicopter operations
12.3.4.17 Delaying Aircraft
12.3.4.18 Missed Approach
12.3.4.19 Information to Aircraft
. . . when pilot requested visual
inspection of landing gear
. . . wake turbulence
. . . jet blast on apron or taxiway
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PHRASEOLOGIES (Pilot Transmissions in Bold Type)
b. (traffic information) RUNWAY (number) CLEARED
TO LAND;
c. CLEARED TOUCH AND GO;
d. MAKE FULL STOP;
e. REQUEST LOW APPROACH (reasons);
f. CLEARED LOW APPROACH [RUNWAY (number)]
[(altitude restriction if required) (go around
instructions)];
g. REQUEST LOW PASS (reasons);
h. CLEARED LOW PASS [as in f.];
i. REQUEST STRAIGHT-IN (or CIRCLING
APPROACH, LEFT (or RIGHT) TURN TO (location);
j. MAKE STRAIGHT-IN (or CIRCLING APPROACH,
LEFT (or RIGHT) TURN TO (location, runway,
taxiway, final approach and take-off area) [ARRIVAL
(or ARRIVAL ROUTE) (number, name or code)].
[HOLD SHORT OF (active runway, extended runway
centre line, other)]. [REMAIN (direction or distance)
FROM (runway, runway centre line, other helicopter
or aircraft)]. [CAUTION (power lines, unlighted
obstructions, wake turbulence, etc.)]. CLEARED TO
LAND.
a. CIRCLE THE AERODROME;
b. ORBIT (RIGHT, or LEFT) [FROM PRESENT
POSITION];
c. MAKE ANOTHER CIRCUIT.
a. GO AROUND;
b. GOING AROUND.
a. LANDING GEAR APPEARS DOWN;
b. RIGHT (or LEFT, or NOSE) WHEEL APPEARS UP
(or DOWN);
c. WHEELS APPEAR UP;
d. RIGHT (or LEFT, or NOSE) WHEEL DOES NOT
APPEAR UP (or DOWN);
e. CAUTION WAKE TURBULENCE [FROM ARRIVING
(OR DEPARTING) (type of aircraft)] [(additional
information as required)];
f. CAUTION JET BLAST;
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. . . propeller-driven aircraft
slipstream
12.3.4.20 Runway Vacating and
Communications After Landing
. . . for helicopter operations
g. CAUTION SLIPSTREAM.
a. CONTACT GROUND (frequency);
b. WHEN VACATED CONTACT GROUND (frequency);
c. EXPEDITE VACATING;
d. YOUR STAND (or GATE) (designation);
e. TAKE (or TURN) FIRST (or SECOND, or
CONVENIENT) LEFT (or RIGHT) AND CONTACT
GROUND (frequency).
f. AIR-TAXI TO HELICOPTER STAND (or)
HELICOPTER PARKING POSITION (area);
g. AIR-TAXI TO (or VIA) (location or routing as
appropriate) [CAUTION (dust, blowing snow, loose
debris, taxiing light aircraft, personnel, etc.);
h. AIR TAXI VIA (direct, as requested, or specified
route) TO (location, heliport, operating or movement
area, active or inactive runway). AVOID (aircraft or
vehicles or personnel).

12.4 ATS SURVEILLANCE SERVICE

PHRASEOLOGIES
12.4.1 General ATS Surveillance Service
Phraseologies

CIRCUMSTANCES PHRASEOLOGIES (Pilot Transmissions in Bold Type)

12.4.1.1 Identification of Aircraft a. REPORT HEADING [AND FLIGHT LEVEL (or
ALTITUDE)];
b. FOR IDENTIFICATION TURN LEFT (or RIGHT)
HEADING (three digits);
c. TRANSMIT FOR IDENTIFICATION AND REPORT
HEADING;
d. RADAR CONTACT [position];
e. IDENTIFIED [position];
f. NOT IDENTIFIED [reason], [RESUME (or
CONTINUE) OWN NAVIGATION].
12.4.1.2 Position Information POSITION (distance) (direction) OF (significant point) (or
OVER or ABEAM (significant point)).
12.4.1.3 Vectoring Instructions a. LEAVE (significant point) HEADING (three digits);
b. CONTINUE HEADING (three digits);
c. CONTINUE PRESENT HEADING;
d. FLY HEADING (three digits);
e. TURN LEFT (or RIGHT) HEADING (three digits)
[reason];
f. TURN LEFT (or RIGHT) (number of degrees)
DEGREES [reason];
g. STOP TURN HEADING (three digits);
h. FLY HEADING (three digits), WHEN ABLE
PROCEED DIRECT (name) (significant point);
i. HEADING IS GOOD.
12.4.1.4 Termination of Vectoring a. RESUME OWN NAVIGATION (position of aircraft)
(specific instructions);
b. RESUME OWN NAVIGATION [DIRECT] (significant
point) [MAGNETIC TRACK (three digits) DISTANCE
(number) KILOMETRES (or MILES)].

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12.4.1.5 Manoeuvres a. MAKE A THREE SIXTY TURN LEFT (or RIGHT)
[reason];
b. ORBIT LEFT (or RIGHT) [reason];
. . . (in case of unreliable directional c. MAKE ALL TURNS RATE ONE (or RATE HALF, or
instruments on board aircraft) (number) DEGREES PER SECOND) START AND
STOP ALL TURNS ON THE COMMAND "NOW";
NOTE: When it is necessary to d. TURN LEFT (or RIGHT) NOW;
specify a reason for vectoring or for e. STOP TURN NOW.
the above manoeuvres, the following
phraseologies should be used:
a. DUE TRAFFIC ;
b. FOR SPACING;
c. FOR DELAY;
d. FOR DOWNWIND (or BASE, or
FINAL).
12.4.1.6 Speed Control a. REPORT SPEED;
b. SPEED (number) KILOMETRES PER HOUR (or
KNOTS);
c. MAINTAIN (number) KILOMETRES PER HOUR
(or KNOTS) [OR GREATER (or OR LESS)] [UNTIL
(significant point)];
d. DO NOT EXCEED (number) KILOMETRES PER
HOUR (or KNOTS);
e. MAINTAIN PRESENT SPEED;
f. INCREASE (or REDUCE) SPEED TO (number)
KILOMETRES PER HOUR (or KNOTS) [OR
GREATER (or OR LESS)];
g. INCREASE (or REDUCE) SPEED BY (number)
KILOMETRES PER HOUR (or KNOTS);
h. RESUME NORMAL SPEED;
i. REDUCE TO MINIMUM APPROACH SPEED;
j. REDUCE TO MINIMUM CLEAN SPEED;
k. NO [ATC] SPEED RESTRICTIONS.
12.4.1.7 Position Reporting
. . . to omit position reports a. OMIT POSITION REPORTS [UNTIL (specify)];
b. NEXT REPORT AT (significant point);
c. REPORTS REQUIRED ONLY AT (significant
point(s));
d. RESUME POSITION REPORTING.
12.4.1.8 Traffic Information and Avoiding a. TRAFFIC (number) O’CLOCK (distance) (direction
Action of flight) [any other pertinent information]:
- 1. UNKNOWN;
- 2. SLOW MOVING;
- 3. FAST MOVING;
- 4. CLOSING;
- 5. OPPOSITE (or SAME) DIRECTION;
- 6. OVERTAKING;
- 7. CROSSING LEFT TO RIGHT (or RIGHT TO
- LEFT);
. . . (if known) 8. (aircraft type);
9. (level);
10. CLIMBING (or DESCENDING);

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. . . to request avoiding action b. REQUEST VECTORS;
c. DO YOU WANT VECTORS?;
. . . when passing unknown traffic d. CLEAR OF TRAFFIC [appropriate instructions];
. . . for avoiding action e. TURN LEFT (or RIGHT) IMMEDIATELY HEADING
(three digits) TO AVOID [UNIDENTIFIED] TRAFFIC
(bearing by clock-reference and distance);
f. TURN LEFT (or RIGHT) (number of degrees)
DEGREES IMMEDIATELY TO AVOID
[UNIDENTIFIED] TRAFFIC AT (bearing by
clock-reference and distance).
12.4.1.9 a. [IF] RADIO CONTACT LOST (instructions);
b. IF NO TRANSMISSIONS RECEIVED FOR
(number) MINUTES (or SECONDS) (instructions);
c. REPLY NOT RECEIVED (instructions);
. . . if loss of communications d. IF YOU READ [manoeuvre instructions or
suspected SQUAWK (code or !DENT)];
e. (manoeuvre, SQUAWK or IDENT) OBSERVED.
POSITION (position of aircraft). [(instructions)].
12.4.1.10 Termination of Radar and/or a. RADAR SERVICE (or IDENTIFICATION)
ADS-B Service TERMINATED [DUE (reason)][(instructions)];
b. WILL SHORTLY LOSE IDENTIFICATION
(appropriate instructions or information);
c. IDENTIFICATION LOST [reasons] (instructions).
12.4.1.11 Radar and/or/ADS-B Equipment a. SECONDARY RADAR OUT OF SERVICE
Degradation (appropriate information as necessary);
b. PRIMARY RADAR OUT OF SERVICE (appropriate
information as necessary);
c. ADS-B OUT OF SERVICE (appropriate information
as necessary).

12.4.2 Radar in Approach Control Service

CIRCUMSTANCES PHRASEOLOGIES (Pilot Transmission in Bold Type)

12.4.2.1 Vectoring for Approach
12.4.2.2 Vectoring for ILS and Other
Pilot-Interpreted Aids
. . . when a pilot wishes to be
positioned a specific distance
from touchdown
a. VECTORING FOR (type of pilot-interpreted aid)
APPROACH RUNWAY (number);
b. VECTORING FOR VISUAL APPROACH RUNWAY
(number) REPORT FIELD (or RUNWAY) IN SIGHT;
c. VECTORING FOR (positioning in the circuit);
d. VECTORING FOR SURVEILLANCE RADAR
APPROACH RUNWAY (number);
e. VECTORING FOR PRECISION APPROACH
RUNWAY (number);
f. (type) APPROACH NOT AVAILABLE DUE (reason)
(alternative instructions).
a. POSITION (number) KlLOMETRES (or MILES)
from (fix). TURN LEFT (or RIGHT) HEADING (three
digits);
b. YOU WILL INTERCEPT (radio aid or track) (distance)
FROM (significant point or TOUCHDOWN);
c. REQUEST(distance) FINAL;
d. CLEARED FOR (type of approach) APPROACH
RUNWAY (number); .

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. . . instructions and information e. REPORT ESTABLISHED ON [ILS] LOCALIZER (or
ON GBAS/SBAS/MLS APPROACH COURSE);
f. CLOSING FROM LEFT (or RIGHT) [REPORT
ESTABLISHED];
g. TURN LEFT (or RIGHT) HEADING (three digits) [TO
INTERCEPT] or [REPORT ESTABLISHED];
h. EXPECT VECTOR ACROSS (localizer course or
radio aid) (reason);
i. THIS TURN WILL TAKE YOU THROUGH (localizer
course or radio aid) [reason];
j. TAKING YOU THROUGH (localizer course or radio
aid) [reason];
k. MAINTAIN (altitude) UNTIL GLIDE PATH
INTERCEPTION;
l. REPORT ESTABLISHED ON GLIDE PATH;
m. INTERCEPT (localizer course or radio aid) [REPORT
ESTABLISHED].
12.4.2.3 Manoeuvre During Independent a. CLEARED FOR (type of approach) APPROACH
and Dependent Parallel RUNWAY (number) LEFT (or RIGHT);
Approaches
b. YOU HAVE CROSSED THE LOCALIZER (or
GBAS/SBAS/MLS FINAL APPROACH COURSE).
TURN LEFT (or RIGHT) IMMEDIATELY AND
RETURN TO THE LOCALIZER (or GBAS/SBAS/MLS
FINAL APPROACH COURSE);
c. ILS (or MLS) RUNWAY (number) LEFT (or RIGHT)
LOCALIZER (or MLS) FREQUENCY IS (frequency);
... for avoidance action when an d. TURN LEFT (or RIGHT) (number) DEGREES
aircraft is observed penetrating (or HEADING) (three digits) IMMEDIATELY TO
the NTZ AVOID TRAFFIC [DEVIATING FROM ADJACENT
APPROACH], CLIMB TO (altitude);
... for avoidance action below 120 m e. CLIMB TO (altitude) IMMEDIATELY TO AVOID
(400 ft) above the runway threshold TRAFFIC [DEVIATING FROM ADJACENT
elevation where parallel approach APPROACH] (further instructions).
obstacle assessment surfaces
(PAOAS) criteria are being applied
12.4.2.4 Surveillance Radar Approach
12.4.2.4.1 Provision of Service a. THIS WILL BE A SURVEILLANCE RADAR
APPROACH RUNWAY (number) TERMINATING
AT (distance) FROM TOUCHDOWN, OBSTACLE
CLEARANCE ALTITUDE (or HEIGHT) (number)
METRES (or FEET) CHECK YOUR MINIMA [IN
CASE OF GO AROUND (instructions)];
b. APPROACH INSTRUCTIONS WILL BE TERMINATED
AT (distance) FROM TOUCHDOWN.
12.4.2.4.2 Elevation a. COMMENCE DESCENT NOW [TO MAINTAIN A
(number) DEGREE GLIDE PATH];
b. (distance) FROM TOUCHDOWN ALTITUDE (or
HEIGHT) SHOULD BE (numbers and units).
12.4.2.4.3 Position (distance) FROM TOUCHDOWN.
12.4.2.4.4 Checks a. CHECK GEAR DOWN [AND LOCKED];
b. OVER THRESHOLD.
12.4.2.4.5 Completion of Approach a. REPORT VISUAL;
b. REPORT RUNWAY [LIGHTS] IN SIGHT;
c. APPROACH COMPLETED [CONTACT (unit)].
12.4.2.5 PAR Approach

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12.4.2.5.1 Provision of Service a. THIS WILL BE A PRECISION RADAR APPROACH
RUNWAY (number);
b. PRECISION APPROACH NOT AVAILABLE DUE
(reason) (alternative instructions);
c. IN CASE OF GO AROUND (instructions).
12.4.2.5.2 Communications a. DO NOT ACKNOWLEDGE FURTHER
TRANSMISSIONS;
b. REPLY NOT RECEIVED. WILL CONTINUE
INSTRUCTIONS.
12.4.2.5.3 Azimuth a. CLOSING [SLOWLY (or QUICKLY)] [FROM THE
LEFT (or FROM THE RIGHT)];
b. HEADING IS GOOD;
c. ON TRACK;
d. SLIGHTLY (or WELL, or GOING) LEFT (or RIGHT)
OF TRACK;
e. (number) METRES LEFT (or RIGHT) OF TRACK.
12.4.2.5.4 Elevation a. APPROACHING GLIDE PATH;
b. COMMENCE DESCENT NOW [AT (number) METRES
PER SECOND OR (number) FEET PER MINUTE (or
ESTABLISH A (number) DEGREE GLIDE PATH)];
c. RATE OF DESCENT IS GOOD;
d. ON GLIDE PATH;
e. SLIGHTLY (or WELL, or GOING) ABOVE (or BELOW)
GLIDE PATH;
f. [STILL] (number) METRES (or FEET) TOO HIGH (or
TOO LOW);
g. ADJUST RATE OF DESCENT;
h. COMING BACK [SLOWLY (or QUICKLY)] TO THE
GLIDE PATH;
i. RESUME NORMAL RATE OF DESCENT;
j. ELEVATION ELEMENT UNSERVICEABLE (to be
followed by appropriate instructions);
k. (distance) FROM TOUCHDOWN. ALTITUDE (or
HEIGHT) SHOULD BE (numbers and units).
12.4.2.5.5 Position a. (distance) FROM TOUCHDOWN;
b. OVER APPROACH LIGHTS;
c. OVER THRESHOLD.
12.4.2.5.6 Checks a. CHECK GEAR DOWN AND LOCKED;
b. CHECK DECISION ALTITUDE (or HEIGHT).
12.4.2.5.7 Completion of Approach a. REPORT VISUAL;
b. REPORT RUNWAY [LIGHTS] IN SIGHT;
c. APPROACH COMPLETED [CONTACT (unit)].
12.4.2.5.8 Missed Approach a. CONTINUE VISUALLY OR GO AROUND [missed
approach instructions];
b. GO AROUND IMMEDIATELY [missed approach .
instructions] (reason);
c. ARE YOU GOING AROUND?;
d. IF GOING AROUND (appropriate instructions);
e. GOING AROUND.

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12.4.3 Secondary Surveillance Radar (SSR)

and ADS-B Phraseologies

CIRCUMSTANCES PHRASEOLOGIES (Pilot Transmissions in Bold Type)

12.4.3.1 To Request the Capability of the a. ADVISE TRANSPONDER CAPABILITY;
SSR Equipment
b. TRANSPONDER (as shown in the flight plan);
c. NEGATIVE TRANSPONDER.
12.4.3.2 To Request the Capability of the a. ADVISE ADS-B CAPABILITY;
ADS-B Equipment
b. ADS-B TRANSMITTER (data link);
c. ADS-B RECEIVER (data link);
d. NEGATIVE ADS-B.
12.4.3.3 To Instruct Setting of a. FOR DEPARTURE SQUAWK (code);
Transponder
b. SQUAWK (code).
12.4.3.4 To Request the Pilot to Reselect a. RESET SQUAWK [(mode)] (code);
the Assigned Mode and Code
b. RESETTING (mode) (code).
12.4.3.5 To Request Reselection of RE-ENTER [ADS-B or MODE S] AIRCRAFT
Aircraft Identification IDENTIFICATION.
12.4.3.6 To Request the Pilot to Confirm a. CONFIRM SQUAWK (code);
the Code Selected on the
b. SQUAWKING (code).
Aircraft’s Transponder
12.4.3.7 To Request the Operation of the a. SQUAWK [(code)] [AND] IDENT;
IDENT Feature
b. SQUAWK LOW;
c. SQUAWK NORMAL;
d. TRANSMIT ADS-B IDENT.
12.4.3.8 To Request Temporary SQUAWK STANDBY.
Suspension of Transponder
Operation
12.4.3.9 To Request Emergency Code SQUAWK MAYDAY [CODE SEVEN-SEVEN-ZERO-ZERO].
12.4.3.10* To Request Termination of a. STOP SQUAWK [TRANSMIT ADS-B ONLY];
Transponder and/or ADS-B
b. STOP ADS-B TRANSMISSION [SQUAWK (code)
Transmitter Operation
ONLY].
12.4.3.11 To Request Transmission of a. SQUAWK CHARLIE;
Pressure–Altitude
b. TRANSMIT ADS-B ALTITUDE.
12.4.3.12 To Request Pressure Setting CHECK ALTIMETER SETTING AND CONFIRM (level).
Check and Confirmation of Level
12.4.3.13* To Request Termination of a. STOP SQUAWK CHARLIE WRONG INDICATION;
Pressure–Altitude Transmission
b. STOP ADS-B ALTITUDE TRANSMISSION [(WRONG
Because of Faulty Operation
INDICATION, or reason)].
12.4.3.14 To Request Altitude Check CONFIRM (level)
*NOTE: Independent operations of Mode S
transponder and ADS-B may not be possible in
all aircraft (e.g. where ADS-B is solely provided
by 1 090 MHz extended squitter emitted from
the transponder). In such cases, aircraft may not
be able to comply with ATC instructions related
to ADS-B operation.

12.5 AUTOMATIC DEPENDENT

SURVEILLANCE – CONTRACT
(ADS-C) PHRASEOLOGIES
12.5.1 General ADS-C Phraseologies

CIRCUMSTANCES PHRASEOLOGIES
12.5.1.1 ADS-C Degradation ADS-C (or ADS-CONTRACT) OUT OF SERVICE
(appropriate information as necessary).

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12.6 ALERTING PHRASEOLOGIES

12.6.1 Alerting Phraseologies

CIRCUMSTANCES PHRASEOLOGIES
12.6.1.1 Low Altitude Warning (aircraft call sign) LOW ALTITUDE WARNING, CHECK
YOUR ALTITUDE IMMEDIATELY, QNH IS (number)
[(units)]. [THE MINIMUM FLIGHT ALTITUDE IS (altitude)].
12.6.1.2 Terrain Alert (aircraft call sign) TERRAIN ALERT, (suggested pilot action,
if possible).

12.7 GROUND CREW/FLIGHT CREW

PHRASEOLOGIES
12.7.1 Ground Crew/Flight Crew
Phraseologies

CIRCUMSTANCES PHRASEOLOGIES (Pilot Transmissions in Bold Type)

12.7.1.1 Starting Procedures (Ground a. [ARE YOU] READY TO START UP?;
Crew/Cockpit)
b. STARTING NUMBER (engine number(s)).
NOTE 1: The ground crew should follow this exchange
by either a reply on the intercom or a distinct visual
signal to indicate that all is clear and that the start-up
as indicated may proceed.
NOTE 2: Unambiguous identification of the parties
concerned is essential in any communications
between ground crew and pilots.
12.7.1.2 Pushback Procedures
. . . (ground crew/cockpit) a. ARE YOU READY FOR PUSHBACK?;
b. READY FOR PUSHBACK;
c. CONFIRM BRAKES RELEASED;
d. BRAKES RELEASED;
e. COMMENCING PUSHBACK;
f. PUSHBACK COMPLETED;
g. STOP PUSHBACK;
h. CONFIRM BRAKES SET;
i. BRAKES SET;
j. DISCONNECT;
k. DISCONNECTING STAND BY FOR VISUAL AT
YOUR LEFT (or RIGHT).
NOTE: — This exchange is followed by a visual signal
to the pilot to indicate that disconnect is completed
and all is clear for taxiing.

13 AUTOMATIC a. the transmitting, receiving, processing and dis-

DEPENDENT–SURVEILLANCE playing of ADS-C messages related to flights
equipped for and operating within environments
CONTRACT (ADS-C) SERVICES where ADS-C services are being provided;
13.1 GENERAL b. the display of safety-related alerts and warnings;
The provision of air traffic services to aircraft, based c. position monitoring (the aircraft’s current posi-
on information received from aircraft via ADS-C, is tion as derived from ADS-C reports is displayed
generally referred to as the provision of ADS-C ser- to the controller for air traffic situation monitor-
vices. ing);
13.2 ADS-C GROUND SYSTEM d. conformance monitoring (the ADS-C reported
CAPABILITIES current position or projected profile is compared
to the expected aircraft position, which is based
13.2.3 Several significant functional require- on the current flight plan. Along track, lateral and
ments are necessary to permit the effective imple- vertical deviations that exceed a pre-defined tol-
mentation of an ADS-C service in a CNS/ATM erance limit will permit an out-of-conformance
environment. Ground systems shall provide for: alert to be issued to the controller);

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436 AIR TRAFFIC CONTROL
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e. flight plan update (e.g. longitudinal variations
that exceed pre-defined tolerance limits will be
used to adjust expected arrival times at subse-
quent fixes);
f. intent validation (intent data contained in ADS-C
reports, such as extended projected profile, are
compared with the current clearance and dis-
crepancies are identified);
g. conflict detection (the ADS-C data can be used
by the ADS-C ground system automation to
identify violations of separation minima);
h. conflict prediction (the ADS-C position data can
be used by the ADS-C ground system automa-
tion to identify potential violations of separation
minima);
i. tracking (the tracking function is intended to
extrapolate the current position of the aircraft
based on ADS-C reports);
j. wind estimation (ADS-C reports containing wind
data may be used to update wind forecasts and
hence expected arrival times at waypoints); and
k. flight management (ADS-C reports may assist
automation in generating optimum conflict-free
clearances to support possible fuel-saving tech-
niques, such as cruise climbs, requested by the
operators).
13.4 USE OF ADS-C IN THE PROVISION
OF AIR TRAFFIC CONTROL
SERVICE
13.4.1 General
13.4.1.1 ADS-C may be used in the provision
of an air traffic control service, provided identification
of the aircraft is unambiguously established.
13.4.1.2 Flight data processing of ADS-C data
may be used in the provision of an air traffic control
service, provided the correlation between the ADS-C
data downlinked by that aircraft and the flight plan
details held for the aircraft has been accomplished.
NOTE: A combination of information received from
the aircraft may be necessary to ensure unambigu-
ous correlation, e.g. departure aerodrome, estimated
off-block time (EOBT), and destination aerodrome
might be used.
14 CONTROLLER-PILOT DATA LINK
COMMUNICATIONS (CPDLC)
14.1 GENERAL
14.1.1 The CPDLC application provides a means
of communication between the controller and pilot,
using data link for ATC communication.
14.1.2 This application includes a set of clear-
ance/information/request message elements which
correspond to the phraseologies used in the
radiotelephony environment.
14.1.2.1 The controller shall be provided with
the capability to respond to messages, including
emergencies, to issue clearances, instructions and
advisories, and to request and provide information,
as appropriate.
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14.1.2.2 The pilot shall be provided with the
capability to respond to messages, to request clear-
ances and information, to report information, and to
declare or cancel an emergency.
14.1.2.3 The pilot and controller shall be pro-
vided with the capability to exchange messages
which do not conform to defined formats (i.e., free
text messages).
14.1.3 Ground and airborne systems shall allow
for messages to be appropriately displayed, printed
when required and stored in a manner that permits
timely and convenient retrieval should such action be
necessary.
14.1.4 Whenever textual presentation is
required, the English language shall be displayed as
a minimum.
14.2 ESTABLISHMENT OF CPDLC
14.2.1 CPDLC shall be established in sufficient
time to ensure that the aircraft is communicating with
the appropriate ATC unit. Information concerning
when and, where applicable, where, the air or ground
systems should establish CPDLC, shall be published
in Aeronautical Information Publications.
14.2.2 Airborne-Initiated CPDLC
14.2.2.1 When an ATC unit receives an unex-
pected request for CPDLC from an aircraft, the cir-
cumstances leading to the request shall be obtained
from the aircraft to determine further action.
14.2.2.2 When the ATC unit rejects a request
for CPDLC, it shall provide the pilot with the reason for
the rejection using an appropriate CPDLC message
14.2.3 ATC Unit-Initiated CPDLC
14.2.3.1 An ATC unit shall only establish
CPDLC with an aircraft if the aircraft has no CPDLC
link established, or when authorized by the ATC unit
currently having CPDLC established with the aircraft.
14.2.3.2 When a request for CPDLC is rejected
by an aircraft, the reason for the rejection shall be
provided using CPDLC downlink message element
NOT CURRENT DATA AUTHORITY or message
element NOT AUTHORIZED NEXT DATA AUTHOR-
ITY, as appropriate. Local procedures shall dictate
whether the reason for rejection is presented to the
controller. No other reasons for airborne rejection of
ATC unit-initiation of CPDLC shall be permitted.
15 PROCEDURES RELATED
TO EMERGENCIES,
COMMUNICATION FAILURE
AND CONTINGENCIES
[See EMERGENCY Section for related information]
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15.1 EMERGENCY PROCEDURES
15.1.1 General
15.1.1.1 The various circumstances surround-
ing each emergency situation preclude the establish-
ment of exact detailed procedures to be followed. The
procedures outlined herein are intended as a general
guide to air traffic services personnel. Air traffic con-
trol units shall maintain full and complete co-ordina-
tion, and personnel shall use their best in handling
emergency situations.
15.1.2 Priority
An aircraft known or believed to be in a state of emer-
gency, including being subjected to unlawful interfer-
ence, shall be given priority over other aircraft.
15.1.3 Unlawful Interference and Aircraft
Bomb Threat
15.1.3.1 Air traffic services personnel shall be
prepared to recognize any indication of the occur-
rence of unlawful interference with an aircraft.
15.1.3.2 Whenever unlawful interference with
an aircraft is suspected, and where automatic distinct
display of SSR Mode A Code 7500 and Code 7700 is
not provided, the radar controller shall attempt to ver-
ify his/her suspicion by setting the SSR decoder to
Mode A Code 7500 and thereafter to Code 7700.
NOTE: An aircraft equipped with an SSR transponder
is expected to operate the transponder on Mode A
Code 7500 to indicate specifically that it is the subject
of unlawful interference. The aircraft may operate the
transponder on Mode A Code 7700, to indicate that
it is threatened by grave and imminent danger and
requires immediate assistance. An aircraft equipped
with other surveillance system transmitters, including
ADS-B and ADS-C, might send the emergency and/or
urgency signal by all of the available means.
15.1.3.3 Whenever unlawful interference with
an aircraft is known or suspected or a bomb threat
warning has been received, ATS units shall promptly
attend to requests by, or to anticipated needs of, the
aircraft, including requests for relevant information
relating to air navigation facilities, procedures and
services along the route of flight and at any aero-
drome of intended landing, and shall take such action
as is necessary to expedite the conduct of all phases
of the flight.
15.1.3.3.1 ATS units shall also:
a. transmit, and continue to transmit, information
pertinent to the safe conduct of the flight, without
expecting a reply from the aircraft;
b. monitor and plot the progress of the flight with
the means available and coordinate transfer of
control with adjacent ATS units without requir-
ing transmissions or other responses from the
aircraft, unless communication with the aircraft
remains normal;
c. inform, and continue to keep informed, appropri-
ate ATS units, including those in adjacent FIRs,
which may be concerned with the progress of
the flight;
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NOTE: In applying this provision, account must
be taken of all the factors which may affect the
progress of the flight, including fuel endurance
and the possibility of sudden changes in route
and destination. The objective is to provide, as
far in advance as is practicable in the circum-
stances, each ATS unit with appropriate infor-
mation as to the expected or possible penetra-
tion of the aircraft into its area of responsibility.
d. notify:
1. the operator or its designated representa-
tive;
2. the appropriate rescue coordination cen-
tre in accordance with appropriate alerting
procedures;
3. the appropriate authority designated by the
State;
NOTE: It is assumed that the designated
security authority and/or the operator will
in turn notify other parties concerned in
accordance with pre-established proce-
dures.
e. relay appropriate messages, relating to the cir-
cumstances associated with the unlawful inter-
ference, between the aircraft and designated
authorities.
15.1.4 Emergency Descent
15.1.4.1 General
Upon receipt of advice that an aircraft is making an
emergency descent through other traffic, all possi-
ble action shall be taken immediately to safeguard
all aircraft concerned. When deemed necessary, air
traffic control units shall immediately broadcast by
means of the appropriate radio aids, or if not possi-
ble, request the appropriate communications stations
immediately to broadcast an emergency message.
15.1.4.2 Action by the Pilot-in-Command
It is expected that aircraft receiving such a broad-
cast will clear the specified areas and stand by on
the appropriate radio frequency for further clearances
from the air traffic control unit.
15.2 SPECIAL PROCEDURES FOR
IN-FLIGHT CONTINGENCIES IN
OCEANIC AIRSPACE
15.2.1 Introduction
15.2.1.1 Although all possible contingencies
cannot be covered, the procedures in 15.2.2 and
15.2.3 provide for the more frequent cases such as:
a. inability to comply with assigned clearance due
to meteorological conditions, aircraft perfor-
mance or pressurization failure;
b. en route diversion across the prevailing traffic
flow; and
c. loss of, or significant reduction in, the required
navigation capability when operating in an
airspace where the navigation performance
accuracy is a prerequisite to the safe conduct of
flight operations.
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438 AIR TRAFFIC CONTROL
AIR TRAFFIC MANAGEMENT (DOC 4444)
15.2.1.2 With regard to 15.2.1.1 a) and b), the
procedures are applicable primarily when descent
and/or turnback or diversion is required. The pilot
shall take actions as necessary to ensure the safety
of the aircraft and the pilot’s judgement shall deter-
mine the sequence of actions to be taken, having
regard to the prevailing circumstances. Air traffic
control shall render all possible assistance.
15.2.2 General Procedures
15.2.2.1 If an aircraft is unable to continue the
flight in accordance with its ATC clearance, and/or an
aircraft is unable to maintain the navigation perfor-
mance accuracy specified for the airspace, a revised
clearance shall be obtained, whenever possible, prior
to initiating any action.
15.2.2.2 The radiotelephony distress signal
(MAYDAY) or urgency signal (PAN PAN) preferably
spoken three times shall be used as appropriate.
Subsequent ATC action with respect to that aircraft
shall be based on the intentions of the pilot and the
overall air traffic situation.
15.2.2.3 If prior clearance cannot be obtained,
until a revised clearance is received, the following
contingency procedures should be employed and the
pilot shall advise air traffic control as soon as practi-
cable, reminding them of the type of aircraft involved
and the nature of the problem. In general terms, the
aircraft should be flown at a flight level and on an
offset track where other aircraft are least likely to be
encountered. Specifically, the pilot shall:
a. leave the assigned route or track by initially turn-
ing at least 45 degrees to the right or to the left
in order to acquire a same or opposite direc-
tion track offset 15 NM (28km) from the assigned
track centreline. When possible, the direction of
the turn should be determined by the position
of the aircraft relative to any organized route or
track system. Other factors which may affect the
direction of the turn are:
1. the direction to an alternate airport.
2. terrain clearance
3. any strategic lateral offset being flown; and
4. the flight levels allocated on adjacent
routes or tracks;
b. having initiated the turn,
1. if unable to maintain the assigned flight
level, initially minimize the rate of descent
to the extent that is operationally feasible
(pilots should take into account the possi-
bility that aircraft below on the same track
may be flying a 1 or 2 NM strategic lat-
eral offset procedures (SLOP)) and select
a final altitude which differs from those nor-
mally used by 150 m (500 ft) if at or below
FL 410, or by 300 m (1 000 ft) if above FL
410); or
2. if able to maintain the assigned flight level,
once the aircraft has deviated 19 km (10
NM) from the assigned track centreline,
climb or descend to select a flight level
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which differs from those normally used by
150 m (500 ft), if at or below FL 410, or by
300 m (1 000 ft) if above FL 410;
c. establish communications with and alert nearby
aircraft by broadcasting, at suitable intervals on
121.5 MHz (or, as a back-up, on the inter-pilot
air-to-air frequency 123.45 MHz) and where
appropriate on the frequency in use: aircraft
identification, flight level, position (including
the ATS route designator or the track code, as
appropriate) and intentions;
d. maintain a watch for conflicting traffic both visu-
ally and by reference to ACAS (if equipped);
e. turn on all aircraft exterior lights (commensurate
with appropriate operating limitations); and
f. keep the SSR transponder on at all times.
15.2.2.3.1 When leaving the assigned track:
a. if the intention is to acquire a same direction
offset track, the pilot should consider limiting the
turn to a 45 degree heading change, in order not
to overshoot the offset contingency track; or
b. if the intention is to acquire and maintain an
opposite direction offset track, then:
1. operational limitations on bank angles at
cruising altitudes will normally result in
overshooting the track to be acquired. In
such cases a continuous turn should be
extended beyond 180 degrees heading
change, in order to re-intercept the offset
contingency track as soon as operationally
feasible; and
2. furthermore, if executing such a turnback
in a 56 km (30 NM) lateral separation
route structure, extreme caution pertaining
to opposite direction traffic on adjacent
routes must be exercised and any climb
or descent, as specified in 15.2.2.3 b) 2),
should be completed preferably before
approaching within 19 km (10 NM) of any
adjacent ATS route.
15.2.2.4 Extended Range Operations by
Aeroplanes with Two-Turbine
Power-Units (ETOPS)
If the contingency procedures are employed by a
twin-engine aircraft as a result of an engine shut-
down or failure of an ETOPS critical system, the
pilot should advise ATC as soon as practicable of
the situation, reminding ATC of the type of aircraft
involved, and request expeditious handling.
15.2.3 Weather Deviation Procedures
15.2.3.1 General
NOTE: The following procedures are intended for
deviations around adverse meteorological condi-
tions.
15.2.3.1.1 When the pilot initiates communi-
cations with ATC, a rapid response may be obtained
by stating “WEATHER DEVIATION REQUIRED” to
indicate that priority is desired on the frequency and
for ATC response. When necessary, the pilot should
initiate the communications using the urgency call
“PAN PAN” (preferably spoken three times).
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15.2.3.1.2 The pilot shall inform ATC when
weather deviation is no longer required, or when a
weather deviation has been completed and the air-
craft has returned to its cleared route.
15.2.3.2 Actions to be Taken When
Controller-Pilot Communications
are Established
15.2.3.2.1 The pilot should notify ATC and
request clearance to deviate from track, advising,
when possible, the extent of the deviation expected.
15.2.3.2.3 The pilot should take the following
actions:
a. comply with the ATC clearance issued; or
b. advise ATC of intentions and execute the proce-
dures detailed in 15.2.3.3.
15.2.3.3 Actions to be Taken if a Revised
ATC Clearance Cannot be Obtained
NOTE: The provisions of this section apply to situa-
tions where a pilot needs to exercise the authority of
a pilot-in-command under the provisions of Annex 2,
2.3.1.
If the aircraft is required to deviate from track to avoid
adverse meteorological conditions and prior clear-
ance cannot be obtained, an ATC clearance shall be
obtained at the earliest possible time. Until an ATC
clearance is received, the pilot shall take the follow-
ing actions:
Table 15–1
Route centre line track Deviations > 19km (10 NM)
EAST LEFT
000° – 179° magnetic RIGHT
WEST LEFT
180° – 359° magnetic RIGHT
g. when returning to track, be at its assigned flight
level when the aircraft is within approximately
19km (10 NM) of the centre line; and
h. if contact was not established prior to deviating,
continue to attempt to contact ATC to obtain a
clearance. If contact was established, continue
to keep ATC advised of intentions and obtain
essential traffic information.
15.3 AIR-GROUND COMMUNICATION
FAILURE
15.3.1 Action by air traffic control units when
unable to maintain two-way communication with an
aircraft operating in a control area or control zone
shall be as outlined in the paragraphs which follow.
15.3.2 As soon as it is known that two-way com-
munication has failed, action shall be taken to ascer-
tain whether the aircraft is able to receive transmis-
sions from the air traffic control unit by requesting
it to execute a specified manoeuvre which can be
observed by an ATS surveillance system or to trans-
mit, if possible, a specified signal in order to indicate
acknowledgment.
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a. if possible, deviate away from an organized track
or route system;
b. establish communications with and alert nearby
aircraft by broadcasting, at suitable intervals: air-
craft identification, flight level, position (includ-
ing ATS route designator or the track code) and
intentions, on the frequency in use and on 121.5
MHz (or, as a back-up, on the inter-pilot air-to-air
frequency 123.45 MHz);
c. watch for conflicting traffic both visually and by
reference to ACAS (if equipped);
NOTE: If, as a result of actions taken under the
provisions of 15.2.3.3.1 b) and c), the pilot deter-
mines that there is another aircraft at or near the
same flight level with which a conflict may occur,
then the pilot is expected to adjust the path of the
aircraft, as necessary, to avoid conflict.
d. turn on all aircraft exterior lights (commensurate
with appropriate operating limitations);
e. for deviations of less than 19km (10 NM) remain
at a level assigned by ATC;
f. for deviations greater than 19km (10 NM), when
the aircraft is approximately 19km (10 NM) from
track, initiate a level change in accordance with
Table 15–1;
Level change
DESCEND 90m (300 ft)
CLIMB 90m (300 ft)
CLIMB 90m (300 ft)
DESCEND 90m (300 ft)
15.3.3 If the aircraft fails to indicate that it is able
to receive and acknowledge transmissions, separa-
tion shall be maintained between the aircraft having
the communication failure and other aircraft, based
on the assumption that the aircraft will:
a. If in visual meteorological conditions:
1. continue to fly in visual meteorological
conditions;
2. land at the nearest suitable aerodrome;
and
3. report its arrival by the most expeditious
means to the appropriate air traffic con-
trol unit; or
b. If in instrument meteorological conditions or
when conditions are such that it does not
appear feasible to complete the flight in accor-
dance with a.:
1. unless otherwise prescribed on the basis
of a regional air navigation agreement, in
airspace where procedural separation is
being applied, maintain the last assigned
speed and level, or a minimum flight alti-
tude if higher, for a period of 20 minutes
following the aircraft’s failure to report
its position over a compulsory report-
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440 AIR TRAFFIC CONTROL
AIR TRAFFIC MANAGEMENT (DOC 4444)
ing point and thereafter adjust level and
speed in accordance with the filed flight
plan; or
2. in airspace where an ATS surveillance
system is used in the provision of air
traffic control, maintain the last assigned
speed and level, or minimum flight alti-
tude if higher, for a period of 7 minutes
following:
i. the time the last assigned level or
minimum flight altitude is reached;
or
ii. the time the transponder is set to
Code 7600 or the ADS-B transmit-
ter is set to indicate the loss of
air-ground communications; or
iii. the aircraft’s failure to report its
position over a compulsory report-
ing point;
whichever is later and thereafter adjust
level and speed in accordance with the
filed flight plan;
3. when being vectored or having been
directed by ATC to proceed offset using
RNAV without a specified limit, proceed
in the most direct manner possible to
rejoin the current flight plan route no
later than the next significant point, tak-
ing into consideration the applicable
minimum flight altitude;
4. proceed according to the current flight
plan route to the appropriate designated
navigation aid or fix serving the desti-
nation aerodrome and, when required
to ensure compliance with 5, hold over
this aid or fix until commencement of
descent;
5. commence descent from the navigation
aid or fix specified in 4. at, or as close
as possible to, the expected approach
time last received and acknowledged; or,
if no expected approach time has been
received and acknowledged, at, or as
close as possible to, the estimated time
of arrival resulting from the current flight
plan;
6. complete a normal instrument approach
procedure as specified for the designated
navigation aid or fix; and
7. land, if possible, within 30 minutes after
the estimated time of arrival specified
in 5. or the last acknowledged expected
approach time, whichever is later.
NOTE: As evidenced by the meteorolog-
ical conditions prescribed therein, 15.3.3
a. relates to all controlled flights, whereas
15.3.3 b. relates only to IFR flights.
15.3.4 Action taken to ensure suitable separation
shall cease to be based on the assumption stated in
15.3.3 when:
a. it is determined that the aircraft is following a
procedure differing from that in 15.3.3; or
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b. through the use of electronic or other aids, air
traffic control units determine that action differ-
ing from that required by 15.3.3 may be taken
without impairing safety; or
c. positive information is received that the aircraft
has landed.
15.3.5 As soon as it is known that two-way
communication has failed, appropriate information
describing the action taken by the air traffic control
unit, or instructions justified by any emergency situa-
tion, shall be transmitted blind for the attention of the
aircraft concerned, on the frequencies available on
which the aircraft is believed to be listening, including
the voice frequencies of available radio navigation
or approach aids. Information shall also be given
concerning:
a. meteorological conditions favorable to a cloud-
breaking procedure in areas where congested
traffic may be avoided; and
b. meteorological conditions at suitable aero-
dromes.
15.3.6 Pertinent information shall be given to
other aircraft in the vicinity of the presumed position
of the aircraft experiencing the failure.
15.3.10 If the aircraft has not reported within thirty
minutes after:
a. the estimated time of arrival furnished by the
pilot;
b. the estimated time of arrival calculated by the
ACC; or
c. the last acknowledged expected approach time;
whichever is latest, pertinent information concerning
the aircraft shall be forwarded to aircraft operators, or
their designated representatives, and pilots-in-com-
mand of any aircraft concerned and normal control
resumed if they so desire. It is the responsibility of
the aircraft operators, or their designated representa-
tives, and pilots-in-command of aircraft to determine
whether they will resume normal operations or take
other action.
15.5 OTHER IN-FLIGHT CONTINGENCIES
15.5.3 Fuel Dumping
15.5.3.1 General
15.5.3.1.1 An aircraft in an emergency or
other urgent situations may need to dump fuel so as
to reduce to maximum landing mass in order to effect
a safe landing.
15.5.3.1.2 When an aircraft operating within
controlled airspace needs to dump fuel, the flight crew
shall advise ATC. The ATC unit should then coordi-
nate with the flight crew the following:
a. the route to be flown, which, if possible, should
be clear of cities and towns, preferably over
water and away from areas where thunder-
storms have been reported or are expected;
b. the level to be used, which should be not less
than I 800 m (6 000 ft); and
c. the duration of the fuel dumping.
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15.7 OTHER ATC CONTINGENCY
PROCEDURES
15.7.3 Procedures in Regard to Aircraft
Equipped with Airborne Collision
Avoidance Systems (ACAS)
15.7.3.1 The procedures to be applied for the
provision of air traffic services to aircraft equipped
with ACAS shall be identical to those applicable to
non-ACAS equipped aircraft. In particular, the pre-
vention of collisions, the establishment of appropri-
ate separation and the information which might be
provided in relation to conflicting traffic and to possi-
ble avoiding action shall conform with the normal ATS
procedures and shall exclude consideration of aircraft
capabilities dependent on ACAS equipment.
15.7.3.2 When a pilot reports an ACAS reso-
lution advisory (RA), the controller shall not attempt
to modify the aircraft flight path until the pilot reports
“clear of conflict”.
15.7.3.3 Once an aircraft departs from its ATC
clearance or instruction in compliance with an RA,
or a pilot reports an RA, the controller ceases to
be responsible for providing separation between that
aircraft and any other aircraft affected as a direct
consequence of the manoeuvre induced by the RA.
The controller shall resume responsibility for provid-
ing separation for all the affected aircraft when:
a. the controller acknowledges a report from the
flight crew that the aircraft has resumed the cur-
rent clearance; or
b. the controller acknowledges a report from the
flight crew that the aircraft is resuming the cur-
rent clearance and issues an alternative clear-
ance which is acknowledged by the flight crew.
NOTE: Pilots are required to report RAs which
require a deviation from the current ATC clearance
or instruction (see PANS-OPS (Doc 8168), Volume I,
Part III, Section 3, Chapter 3, 3.2 c) 4).). This report
informs the controller that a deviation from clearance
or instruction is taking place in response to an ACAS
RA.
15.7.3.6 Following a significant ACAS event,
pilots and controllers should complete an air traffic
incident report.
NOTE 1: The ACAS capability of an aircraft may not
be known to air traffic controllers.
NOTE 2: Operating procedures for use of ACAS are
contained in PANS-OPS Doc 8168, Vol I, Part III, Sec-
tion 3, Chapter 3 .
NOTE 3: The phraseology to be used by controllers
and pilots is contained in Chapter 12, 12.3.1.2.
16 MISCELLANEOUS PROCEDURES
16.3 AIR TRAFFIC INCIDENT REPORT
16.3.1 An air traffic incident report shall be
submitted, normally to the air traffic services unit
concerned, for incidents specifically related to the
provision of air traffic services involving such occur-
rences as aircraft proximity (AIRPROX), or other seri-
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ous difficulty resulting in a hazard to aircraft, caused
by, among others, faulty procedures, non-compliance
with procedures, or failure of ground facilities.
16.3.2 Procedures should be established for
the reporting of aircraft proximity incidents and their
investigation to promote the safety of aircraft. The
degree of risk involved in an aircraft proximity should
be determined in the incident investigation and clas-
sified as “risk of collision”, “safety not assured”, “no
risk of collision” or “risk not determined”.
16.3.3 When an accident / incident investigative
authority conducts an investigation of an aircraft prox-
imity incident, the air traffic services aspects should
be included.
NOTE: A model air traffic incident report form
together with instructions for its completion is at
Appendix 4. Further information regarding air traffic
incidents is contained in the Air Traffic Services
Planning Manual, Doc 9426 (not published herein).
16.4 USE OF REPETITIVE FLIGHT
PLANS (RPLs)
16.4.1 General
16.4.1.1 RPLs shall not be used for flights other
than IFR flights operated regularly on the same day(s)
of consecutive weeks and on at least ten occasions
or every day over a period of at least ten consecutive
days. The elements of each flight plan shall have a
high degree of stability.
NOTE: For permissible incidental changes to RPL
data affecting the operation for one particular day, and
not intended to be a modification of the listed RPL,
see 16.4.4.2.2 and 16.4.4.2.3.
16.4.1.2 RPLs shall cover the entire flight from
the departure aerodrome to the destination aero-
drome. RPL procedures shall be applied only when
all ATS authorities concerned with the flights have
agreed to accept RPLs.
16.4.1.3 The use by States of RPLs for interna-
tional flight shall be subject to the provision that the
affected adjacent States either already use RPLs or
will use them at the same time. The procedures for
use between States shall be the subject of bilateral,
multilateral or regional air navigation agreement as
appropriate.
16.4.2 Procedures for Submission of
RPLs by Operators
16.4.2.1 Conditions governing submission,
notification of changes, or cancellation of RPLs shall
be the subject of appropriate arrangements between
operators and the ATS authority concerned or of
regional air navigation agreements.
16.4.2.2 An RPL shall comprise information
regarding such of the following items as are consid-
ered relevant by the appropriate ATS authority:
– validity period of the flight plan
– days of operation
– aircraft identification
– aircraft type and wake turbulence category
– MLS capability
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442 AIR TRAFFIC CONTROL
AIR TRAFFIC MANAGEMENT (DOC 4444)
– departure aerodrome
– off-block time
– cruising speed(s)
– cruising level(s)
– route to be followed
– destination aerodrome
– total estimated elapsed time
– indication of the location where the following
information may be obtained immediately upon
request:
– alternate aerodromes
– fuel endurance
– total number of persons on board
– emergency equipment
– other information
16.4.3 Submission of Total Listings
16.4.3.1 RPLs shall be submitted in the form of
listings containing the required flight plan data using
an RPL listing form specially designed for the purpose
or by means of other media suitable for electronic
data processing. The method of submission shall be
determined by local or regional agreement.
NOTE: A model RPL listing form is contained in
Appendix 2.
16.4.3.2 Initial submission of complete RPL list-
ings and any subsequent seasonal resubmission of
complete listings shall be made in sufficient time to
permit the data to be properly assimilated by the ATS
organization. The minimum lead time required for the
submission of such listings shall be established by
the administrations concerned and published in their
AIPs. This minimum lead time shall be at least two
weeks.
16.4.3.3 Operators shall submit listings to the
designated agency for distribution to the appropriate
air traffic services units.
16.4.3.4 The information normally to be pro-
vided shall be that listed in 16.4.2.2 except that
administrations may also require the provision of
estimate information of FIR boundaries and the
primary alternate aerodrome. If so required, such
information shall be provided as indicated on a repet-
itive flight plan listing form specially designed for the
purpose.
16.4.3.5 Information regarding alternate aero-
drome(s) and supplementary flight plan data (infor-
mation normally provided under Item 19 of the ICAO
flight plan form) shall be kept readily available by
the operator at the departure aerodrome or another
agreed location, so that, on request by ATS units, it
can be supplied without delay. The name of the office
from which the information can be obtained shall be
recorded on the RPL listing form.
16.4.3.6 Acknowledgment of receipt of listings
of flight plan data and/or amendment thereto shall not
be required except by agreement between operators
and the appropriate agency.
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16.4.4 Changes to RPL Listings
16.4.4.1 Changes of a Permanent Nature
16.4.4.1.1 Changes of a permanent nature
involving the inclusion of new flights and the deletion
or modification of currently listed flights shall be
submitted in the form of amendment listings. These
listings shall reach the air traffic services agency
concerned at least seven days prior to the change
becoming effective.
16.4.4.1.2 Where RPL listings have been
initially submitted by the use of media suitable for
electronic data processing, it shall be permissible
by mutual agreement between the operator and
the appropriate authority for some changes to be
submitted by means of RPL listing forms.
16.4.4.1.3 All RPL changes shall be submit-
ted in accordance with the instructions for preparation
of RPL listings.
16.4.4.2 Changes of a Temporary Nature
16.4.4.2.1 Changes of a temporary,
non-recurring nature relating to RPLs concern-
ing aircraft type and wake turbulence category,
speed and/or cruising level shall be notified for each
individual flight as early as possible and not later
than 30 minutes before departure to the ATS report-
ing office responsible for the departure aerodrome.
A change of cruising level only may be notified by
radiotelephony on initial contact with the ATS unit.
16.4.4.2.2 In case of an incidental change in
the aircraft identification, the departure aerodrome,
the route and/or the destination aerodrome, the RPL
shall be cancelled for the day concerned and an indi-
vidual flight plan shall be submitted.
16.4.4.2.3 Whenever it is expected by the
operator that a specific flight, for which an RPL has
been submitted, is likely to encounter a delay of 30
minutes or more in excess of the off-block time stated
in that flight plan, the ATS unit responsible for the
departure aerodrome shall be notified immediately.
NOTE: Because of the stringent requirements of flow
control, failure by operators to comply with this pro-
cedure may result in the automatic cancellation of the
RPL for that specific flight at one or more of the ATS
units concerned.
16.4.4.2.4 Whenever it is known to the oper-
ator that any flight for which an RPL has been sub-
mitted is cancelled, the ATS unit responsible for the
departure aerodrome shall be notified.
16.4.4.3 Operator/Pilot Liaison
The operator shall ensure that the latest flight plan
information, including permanent and incidental
changes, pertaining to a particular flight and duly
notified to the appropriate agency, is made available
to the pilot-in-command.
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AIR TRAFFIC MANAGEMENT (DOC 4444)
16.5 STRATEGIC LATERAL OFFSET
PROCEDURES (SLOP) IN OCEANIC
AND REMOTE CONTINENTAL
AIRSPACE
16.5.1 SLOP are approved procedures that allow
aircraft to fly on a parallel track to the right of the cen-
tre line relative to the direction of flight. An aircraft’s
use of these procedures does not affect the applica-
tion of prescribed separation standards.
NOTE 1: — The use of highly accurate navigation
systems (such as the global navigation satellite sys-
tem (GNSS)) by an increasing proportion of the air-
craft population has had the effect of reducing the
magnitude of lateral deviations from the route centre
line and, consequently, increasing the probability of a
collision, should a loss of vertical separation between
aircraft on the same route occur.
NOTE 2: — The following incorporates lateral offset
procedures for both the mitigation of the increasing
lateral overlap probability due to increased navigation
accuracy, and wake turbulence encounters.
NOTE 3: — Annex 2, 3.6.2.1.1, requires authoriza-
tion for the application of strategic lateral offsets from
the appropriate ATS authority responsible for the
airspace concerned.
16.5.2 The following shall be taken into account
by the appropriate ATS authority when authorizing the
use of strategic lateral offsets in a particular airspace:
a. strategic lateral offsets shall only be autho-
rized in en-route oceanic or remote continental
airspace. Where part of the airspace in question
is provided with an ATS surveillance service,
transiting aircraft should normally be allowed to
initiate or continue offset tracking;
b. strategic lateral offsets do not affect lateral sep-
aration minima and may be authorized for the
following types of routes (including where routes
or route systems intersect):
1. uni-directional and bi-directional routes;
and
2. parallel route systems where the spacing
between route centre lines is not less than
55.5 km (30 NM);
c. in some instances it may be necessary to
impose restrictions on the use of strategic lat-
eral offsets, e.g. where their application may
be inappropriate for reasons related to obstacle
clearance;
d. strategic lateral offset procedures should be
implemented on a regional basis after coordi-
nation between all States involved;
e. the routes or airspace where application of
strategic lateral offsets is authorized, and the
procedures to be followed by pilots, shall be
promulgated in aeronautical information publi-
cations (AIPs); and
f. air traffic controllers shall be made aware of the
airspace within which strategic lateral offsets are
authorized.
16.5.3 The decision to apply a strategic lateral
offset shall be the responsibility of the flight crew. The
flight crew shall only apply strategic lateral offsets in
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airspace where such offsets have been authorized by
the appropriate ATS authority and when the aircraft is
equipped with automatic offset tracking capability.
16.5.4 The strategic lateral offset shall be estab-
lished at a distance of 1.85 km (1 NM) or 3.7 km (2
NM) to the right of the centre line relative to the direc-
tion of flight.
NOTE 1: — Pilots may contact other aircraft on the
inter-pilot air-to-air frequency 123.45 MHz to coordi-
nate offsets.
NOTE 2: — The strategic lateral offset procedure
has been designed to include offsets to mitigate the
effects of wake turbulence of preceding aircraft. If
wake turbulence needs to be avoided, one of the
three available options (centre line, 1.85 km (1 NM)
or 3.7 km (2 NM) right offset) may be used.
NOTE 3: — Pilots are not required to inform ATC that
a strategic lateral offset is being applied.
16.6 NOTIFICATION OF SUSPECTED
COMMUNICABLE DISEASES, OR
OTHER PUBLIC HEALTH RISK, ON
BOARD AN AIRCRAFT
16.6.1 The flight crew of an en-route aircraft shall,
upon identifying a suspected case(s) of communica-
ble disease, or other public health risk, on board the
aircraft, promptly notify the ATS unit with which the
pilot is communicating, the information listed below:
a. aircraft identification;
b. departure aerodrome;
c. destination aerodrome;
d. estimated time of arrival;
e. number of persons on board;
f. number of suspected case(s) on board; and
g. nature of the public health risk, if known.
16.6.2 The ATS unit, upon receipt of information
from a pilot regarding suspected case(s) of commu-
nicable disease, or other public health risk, on board
the aircraft, shall forward a message as soon as pos-
sible to the ATS unit serving the destination/depar-
ture, unless procedures exist to notify the appropri-
ate authority designated by the State, and the aircraft
operator or its designated representative.
16.6.3 When a report of a suspected case(s) of
communicable disease, or other public health risk, on
board an aircraft is received by an ATS unit serving
the destination/departure, from another ATS unit or
from an aircraft or an aircraft operator, the unit con-
cerned shall forward a message as soon as possible
to the public health authority (PHA) or the appropri-
ate authority designated by the State as well as the
aircraft operator or its designated representative, and
the aerodrome authority.
NOTE 1: — See Annex 9, Chapter 1 (Definitions),
Chapter 8, 8.12 and 8.15, and Appendix 1, for rel-
evant additional information related to the subject
of communicable disease and public health risk on
board an aircraft.
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444 AIR TRAFFIC CONTROL 9 NOV 12

AIR TRAFFIC MANAGEMENT (DOC 4444) q$i

NOTE 2: — The PHA is expected to contact the airline

representative or operating agency and aerodrome
authority, if applicable, for subsequent coordination
with the aircraft concerning clinical details and aero-
drome preparation. Depending on the communica-
tions facilities available to the airline representative or
operating agency, it may not be possible to commu-
nicate with the aircraft until it is closer to its destina-
tion. Apart from the initial notification to the ATS unit
whilst en-route, ATC communications channels are to
be avoided.
NOTE 3: — The information to be provided to the
departure aerodrome will prevent the potential spread
of communicable disease, or other public health risk,
through other aircraft departing from the same aero-
drome.
NOTE 4: — AFTN (urgency message), telephone,
facsimile or other means of transmission may be
used.

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 17 FEB 12 AIR TRAFFIC CONTROL 451

APPENDIX 1 – INSTRUCTIONS FOR AIR-REPORTING BY VOICE COMMUNICATIONS

REPORTING INSTRUCTIONS—
MODEL AIREP SPECIAL

1. POSITION REPORTS AND
SPECIAL AIR-REPORTS
1.1 Section 1 is obligatory for position reports and
special air-reports, although Items 5 and 6 thereof
may be omitted when prescribed in Regional Sup-
plementary Procedures; Section 2 shall be added,
in whole or in part, only when so requested by the
operator or his designated representative, or when
deemed necessary by the pilot-in-command; Section
3 shall be included in special air-reports.
1.2 Special air-reports shall be made whenever
any of the phenomena listed under Item 15 are
observed or encountered. Items 1 to 4 of Section 1
and the appropriate phenomenon specified in Sec-
tion 3, Item 15, are required from all aircraft. The
phenomena listed under "SST" shall be reported only
by supersonic transport at transonic and supersonic
cruising levels.
1.3 In the case of special air-reports containing
information on volcanic activity, a post-flight report
shall be made on the volcanic activity reporting form
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(Model VAR). All elements which are observed shall
be recorded and indicated respectively in the appro-
priate places on the form Model VAR.
1.4 Special air-reports shall be made as soon as
practicable after a phenomenon calling for a special
air-report has been observed.
1.5 If a phenomenon warranting the making of
a special air-report is observed at or near the time
or place where a routine air-report is to be made, a
special air-report shall be made instead.
2. DETAILED REPORTING
INSTRUCTIONS
2.1 Items of an air-report shall be reported in the
order in which they are listed in the model AIREP
SPECIAL form.
– MESSAGE TYPE DESIGNATOR. Report “SPE-
CIAL” for a special air-report.
– Section 1

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 452 AIR TRAFFIC CONTROL
APPENDIX 1 – INSTRUCTIONS FOR AIR-REPORTING BY VOICE COMMUNICATIONS
•Item 1 – AIRCRAFT IDENTIFICATION. Report
the aircraft radiotelephony call sign as pre-
scribed in Annex 10, Volume II, Chapter 5.
• Item 2 – POSITION. Report position in lati-
tude (degrees as 2 numerics or degrees and
minutes as 4 numerics, followed by “North” or
“South”) and longitude (degrees as 3 numer-
ics or degrees and minutes as 5 numerics, fol-
lowed by “East” or “West”), or as a significant
point identified by a coded designator (2 to 5
characters), or as a significant point followed
by magnetic bearing (3 numerics) and distance
in nautical miles from the point (e.g.,
“4620North07805West”,
“4620North07800West”,
“4600North07800West”, LN (“LIMA
NOVEMBER”), “MAY”, “HADDY” or “DUB 180
DEGREES 40 MILES”). Precede significant
point by “ABEAM”, if applicable.
• Item 3 – TIME. Report time in hours and min-
utes UTC (4 numerics) unless reporting time
in minutes past the hour (2 numerics) is pre-
scribed on the basis of regional air navigation
agreements. The time reported must be the
actual time of the aircraft at the position and
not the time of origination or transmission of
the report. Time shall always be reported in
hours and minutes UTC when making a spe-
cial air-report.
• Item 4 – FLIGHT LEVEL OR ALTITUDE.
Report flight level by 3 numerics (e.g., “FLIGHT
LEVEL 310”), when on standard pressure
altimeter setting. Report altitude in metres
followed by “METRES” or in feet followed
by “FEET”, when on QNH. Report “CLIMB-
ING” (followed by the level) when climbing, or
“DESCENDING” (followed by the level) when
descending, to a new level after passing the
significant point.
• Item 5 – NEXT POSITION AND ESTIMATED
TIME OVER. Report the next reporting point
and the estimated time over such reporting
point, or report the estimated position that will
be reached one hour later, according to the
position reporting procedures in force. Use the
data conventions specified in Item 2 for posi-
tion. Report the estimated time over this posi-
tion. Report time in hours and minutes UTC
(4 numerics) unless reporting time in minutes
past the hour (2 numerics) as prescribed on the
basis of regional air navigation agreements.
• Item 6 – ENSUING SIGNIFICANT POINT.
Report the ensuing significant point following
the “next position and estimated time over”.
– Section 2
• Item 7 – ESTIMATED TIME OF ARRIVAL.
Report the name of the aerodrome of the first
intended landing, followed by the estimated
time of arrival at this aerodrome in hours and
minutes UTC (4 numerics).
• Item 8 – ENDURANCE. Report
“ENDURANCE” followed by fuel endurance in
hours and minutes (4 numerics).
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17 FEB 12
– Section 3
• Item 9 – PHENOMENON PROMPTING A
SPECIAL AIR-REPORT. Report one of the fol-
lowing phenomena encountered or observed:
• moderate turbulence as "TURBULENCE
MODERATE"
• severe turbulence as "TURBULENCE
SEVERE"
The following specifications apply:
– Moderate – Conditions in which moderate
changes in aircraft attitude and/or altitude
may occur but the aircraft remains in posi-
tive control at all times. Usually, small vari-
ations in air speed. Changes in accelerom-
eter readings of 0.5g to 1.0g at the aircraft’s
centre of gravity. Difficulty in walking. Occu-
pants feel strain against seat belts. Loose
objects move about.
– Severe – Conditions in which abrupt
changes in aircraft attitude and/or alti-
tude occur; aircraft may be out of control
for short periods. Usually, large variations
in air speed. Changes in accelerometer
readings greater than 1.0g at the aircraft’s
centre of gravity. Occupants are forced
violently against seat belts. Loose objects
are tossed about.
• moderate icing as "ICING MODERATE"
• severe icing as "ICING SEVERE"
The following specifications apply:
– Moderate – Conditions in which change of
heading and/or altitude may be considered
desirable.
– Severe – Conditions in which immediate
change of heading and/or altitude is consid-
ered essential.
• severe mountainwave as “MOUNTAINWAVE
SEVERE”.
The following specification applies:
– Severe – Conditions in which the accompa-
nying downdraft is 3.0 m/s (600 ft/min) or
more and/or severe turbulence is encoun-
tered.
• thunderstorm without hail as “THUNDER-
STORM”.
• thunderstorm with hail as “THUNDERSTORM
WITH HAIL”.
The following specification applies:
Only report those thunderstorms which are:
• obscured in haze; or
• embedded in cloud; or
• widespread; or
• forming a squall-line.
• heavy duststorm or sandstorm as “DUST-
STORM or SANDSTORM HEAVY”.
• volcanic ash cloud as “VOLCANIC ASH
CLOUD”.
© JEPPESEN, 2000, 2012. ALL RIGHTS RESERVED.
 17 FEB 12 AIR TRAFFIC CONTROL 453
APPENDIX 1 – INSTRUCTIONS FOR AIR-REPORTING BY VOICE COMMUNICATIONS

• pre-eruption volcanic activity or a volcanic

eruption as “PRE-ERUPTION VOLCANIC
ACTIVITY or VOLCANIC ERUPTION”.
The following specifications apply:
Pre-eruption volcanic activity in this context
means unusual and/or increasing volcanic
activity which could presage a volcanic erup-
tion.
NOTE: In case of volcanic ash cloud, pre-erup-
tion volcanic activity or volcanic eruption, in
accordance with Chapter 4, 4.12.3, a post
flight report shall also be made on the spe-
cial air-report of volcanic activity form (Model
VAR).
2.2 Information recorded on the volcanic activity
reporting form (Model VAR) is not for transmission by
RTF but, on arrival at an aerodrome, is to be delivered
without delay by the operator or a flight crew mem-
ber to the aerodrome meteorological office. If such
an office is not easily accessible, the completed form
shall be delivered in accordance with local arrange-
ments made between the Meteorological and ATS
Authorities and the operator.

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454 AIR TRAFFIC CONTROL 17 FEB 12

APPENDIX 1 – INSTRUCTIONS FOR AIR-REPORTING BY VOICE COMMUNICATIONS

SPECIAL AIR-REPORT OF VOLCANIC

ACTIVITY FORM (MODEL VAR)

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 17 FEB 12 AIR TRAFFIC CONTROL 455
APPENDIX 1 – INSTRUCTIONS FOR AIR-REPORTING BY VOICE COMMUNICATIONS

EXAMPLES
AS SPOKEN IN RADIOTELEPHONY AS RECORDED BY THE AIR TRAFFIC
SERVICES UNIT AND FORWARDED TO THE
METEOROLOGICAL OFFICE CONCERNED
I.1 AIREP SPECIAL CLIPPER WUN ZERO WUN I. ARS PAA101 5045N02015W 1536 F310 ASC
POSITION FIFE ZERO FOWer FIFE NORTH F350 TSGR
ZERO TOO ZERO WUN FIFE WEST AT WUN
FIFE TREE SIX FLIGHT LEVEL TREE WUN
ZERO CLIMBING TO FLIGHT LEVEL TREE
FIFE ZERO THUNDERSTORM WITH HAIL
II.2 SPECIAL NIUGINI TOO SEVen TREE OVER II. ARS ANG273 MD 0846 19000FT TURB SEV
MADANG AT ZERO AIT FOWer SIX WUN NINer
TOUSAND FEET TURBULENCE SEVERE
1 A special air-report which is required because of the occurrence of widespread thunderstorms with hail.
2 A special air-report which is required because of severe turbulence. The aircraft is on QNH altimeter setting.

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 Eff 15 Nov
9 NOV 12 AIR TRAFFIC CONTROL 457 q$i

APPENDIX 2 – FLIGHT PLAN

1 ICAO MODEL FLIGHT PLAN FORM

1351110153703

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458 AIR TRAFFIC CONTROL
APPENDIX 2 – FLIGHT PLAN
2 INSTRUCTIONS FOR THE
COMPLETION OF THE FLIGHT
PLAN FORM
2.1 GENERAL
Adhere closely to the prescribed formats and manner
of specifying data.
Commence inserting data in the first space provided.
Where excess space is available leave unused
spaces blank.
Insert all clock times in 4 figures UTC.
Insert all estimated elapsed times in 4 figures (hours
and minutes).
Shaded area preceding Item 3 — to be completed by
ATS and COM services, unless the responsibility for
originating flight plan messages has been delegated.
NOTE: term “aerodrome” where used in the flight plan
is intended to cover also sites other than aerodromes
which may be used by certain types of aircraft; e.g.,
helicopters or balloons.
2.2 INSTRUCTIONS FOR INSERTION
OF ATS DATA
Complete Items 7 to 18 as indicated hereunder.
Complete also Item 19 as indicated hereunder, when
so required by the appropriate ATS authority or when
otherwise deemed necessary.
NOTE 1: Item numbers on the form are not consecu-
tive, as they correspond to Field Type numbers in ATS
messages.
NOTE 2: Air traffic services data systems may impose
communications or processing constraints on infor-
mation in filed flight plans. Possible constraints may,
for example, be limits with regard to item length, num-
ber of elements in the route item or total flight plan
length. Significant constraints are documented in the
relevant Aeronautical Information Publication.
ITEM 7: AIRCRAFT IDENTIFICATION
(MAXIMUM 7 CHARACTERS)
INSERT one of the following aircraft identifications,
not exceeding 7 alphanumeric characters and without
hyphens or symbols:
a. the ICAO designator for the aircraft operating
agency followed by the flight identification (e.g.,
KLM511, NGA213, JTR25) when in radiotele-
phony the call sign to be used by the aircraft will
consist of the ICAO telephony designator for the
operating agency followed by the flight identifica-
tion (e.g., KLM511, NIGERIA 213, JESTER 25).
OR
b. the nationality or common mark and registra-
tion mark of the aircraft (e.g., EIAKO, 4XBCD,
N2567GA), when:
1. in radiotelephony the call sign to be used
by the aircraft will consist of this identifi-
cation alone (e.g., CGAJS), or preceded
by the ICAO telephony designator for the
aircraft operating agency (e.g., BLIZZARD
CGAJS);
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2. the aircraft is not equipped with radio.
NOTE 1: Standard for nationality, common and
registration marks to be used are contained in
Annex 7, Chapter 2.
NOTE 2: Provisions for the use of radiotele-
phony call signs are contained in Annex 10,
Volume II, Chapter 5 (not published herein).
ICAO designators and telephony designators
for aircraft operating agencies are contained
in Doc 8585 — Designators for Aircraft Oper-
ating Agencies, Aeronautical Authorities and
Services (not published herein).
ITEM 8: FLIGHT RULES AND TYPE OF FLIGHT
(ONE OR TWO CHARACTERS)
– Flight rules
INSERT one of the following letters to denote the cat-
egory of flight rules with which the pilot intends to
comply:
I if it is intended that the entire flight will be
operated under the IFR
V if it is intended that the entire flight will be
operated under the VFR
Y if the flight initially will be operated under the
IFR, followed by one or more subsequent
changes of flight rules or
Z if the flight initially will be operated under the
VFR, followed by one or more subsequent
changes of flight rules
Specify in Item 15 the point or points at which a
change of flight rules is planned.
– Type of flight
INSERT one of the following letters to denote the type
of flight when so required by the appropriate ATS
authority:
S if scheduled air service
N if non-scheduled air transport operation
G if general aviation
M if military
X if other than any of the defined categories
above.
Specify status of a flight following the indicator STS in
Item 18, or when necessary to denote other reasons
for specific handling by ATS, indicate the reason fol-
lowing the indicator RMK in Item 18.
ITEM 9: NUMBER AND TYPE OF AIRCRAFT
AND WAKE TURBULENCE CATEGORY
– Number of aircraft (1 or 2 characters)
INSERT the number of aircraft, if more than one.
– Type of aircraft (2 to 4 characters)
INSERT the appropriate designator as specified in
ICAO Doc 8643, Aircraft Type Designators (not pub-
lished herein)
© JEPPESEN, 2000, 2012. ALL RIGHTS RESERVED.
 Eff 15 Nov
9 NOV 12 AIR TRAFFIC CONTROL 459
APPENDIX 2 – FLIGHT PLAN q$i

OR if no such designator has been assigned, or in I Inertial Navigation P1– Reserved for RCP
case of formation flights comprising more than one J1 CPDLC ATN VDL P9
type; Mode 2 (see Note 3) R PBN approved
INSERT ZZZZ, and SPECIFY in Item 18, the (num- (see Note 4)
bers and) type(s) of aircraft preceded by TYP/. J2 CPDLC FANS 1/A T TACAN
– Wake turbulence category (1 character) HFDL U UHF RTF
INSERT an oblique stroke followed by one of the fol- J3 CPDLC FANS 1/A V VHF RTF
lowing letters to indicate the wake turbulence cate-
VDL Mode 4 W RVSM approved
gory of the aircraft:
J4 CPDLC FANS 1/A X MNPS approved
H— HEAVY, to indicate an aircraft type with VDL Mode 2 Y VHF with 8.33 kHz
a maximum certificated take-off mass of J5 CPDLC FANS 1/A channel spacing
136,000kg or more; capability
SATCOM
M— MEDIUM, to indicate an aircraft type with Z Other equipment
a maximum certificated take-off mass (INMARSAT)
carried or other
of less than 136,000kg but more than capabilities (See
7000kg; Note 5)
L— LIGHT, to indicate an aircraft type with
Any alphanumeric characters not indicated above
a maximum certificated take-off mass of
are reserved.
7000kg or less.
NOTE 1: If the letter S is used, standard equip-
ment is considered to be VHF RTF, VOR and ILS,
ITEM 10: EQUIPMENT AND CAPABILITIES unless another combination is prescribed by the
appropriate ATS authority.
Capabilities comprise the following elements:
NOTE 2: If the letter G is used, the types of exter-
a. presence of relevant serviceable equipment on
nal GNSS augmentation, if any, are specified in
board the aircraft;
Item 18 following the indicator NAV/ and separated
b. equipment and capabilities commensurate with by a space.
flight crew qualifications; and
NOTE 3: See RTCA/EUROCAE Interoperability
c. where applicable, authorization from the appro- Requirements Standard for ATN Baseline 1(ATN
priate authority. B1 INTEROP Standard — DO-280B/ED-110B)
– Radio communication, navigation and (not published herein) for data link services air
approach aid equipment and capabilities traffic control clearance and information/air traffic
INSERT one letter as follows: control communications management/air traffic
control microphone check.
N if no COM/NAV/approach aid equipment for the
route to be flown is carried, or the equipment is NOTE 4: If the letter R is used, the perfor-
unserviceable; mance-based navigation levels that can be met
are specified in Item 18 following the indicator
OR
PBN/. Guidance material on the application of
S if standard COM/NAV/approach aid equipment performance-based navigation to a specific route
for the route to be flown is carried and serviceable segment, route or area is contained in the Per-
(see Note 1), formance-based Navigation (PBN) Manual (Doc
AND/OR 9613) (not published herein).
INSERT one or more of the following letters to indi- NOTE 5: If the letter Z is used, specify in Item 18
cate the COM/NAV/approach aid equipment avail- the other equipment carried or other capabilities,
able and serviceable: preceded by COM/, NAV/ and/or DAT, as appro-
priate.
A GBAS landing J6 CPDLC FANS 1/A NOTE 6: Information on navigation capability is
system SATCOM (MTSAT) provided to ATC for clearance and routing pur-
B LPV (APV with J7 CPDLC FANS 1/A poses.
SBAS) SATCOM – Surveillance equipment and capabilities
C LORAN C (Iridium) INSERT N if no surveillance equipment for the
D DME K MLS route to be flown is carried, or the equipment is
E1 L unserviceable,
FMC WPR ACARS ILS
OR
E2 D-FIS ACARS M1 ATC RTF SATCOM
(INMARSAT) INSERT one or more of the following descriptors,
E3 PDC ACARS
to a maximum of 20 characters, to describe the
F ADF M2 ATC RTF (MTSAT) serviceable surveillance equipment and/or capa-
G GNSS (see Note 2) M3 ATC RTF (Iridium) bilities on board:
H HF RTF O VOR

q$z

© JEPPESEN, 2000, 2012. ALL RIGHTS RESERVED.


460 AIR TRAFFIC CONTROL
APPENDIX 2 – FLIGHT PLAN
SSR Modes A and C
A Transponder — Mode A (4 digits — 4096
codes)
C Transponder — Mode A (4 digits — 4096
codes) and Mode C
SSR Mode S
E Transponder — Mode S, including aircraft
identification, pressure-altitude and extended
squitter (ADS-B) capability
H Transponder — Mode S, including aircraft
identification, pressure-altitude and enhanced
surveillance capability
I Transponder — Mode S, including aircraft
identification, but no pressure-altitude
capability
L Transponder — Mode S, including aircraft
identification, pressure-altitude, extended
squitter (ADS-B) and enhanced surveillance
capability
P Transponder — Mode S, including
pressure-altitude, but no aircraft identification
capability
S Transponder — Mode S, including both
pressure-altitude and aircraft identification
capability
X Transponder — Mode S with neither aircraft
identification nor pressure-altitude capability
NOTE: Enhanced surveillance capability is the
ability of the aircraft to down-link aircraft derived
data via a Mode S transponder.
ADS-B
B1 ADS-B with dedicated 1 090 MHz ADS-B “out”
capability
B2 ADS-B with dedicated 1 090 MHz ADS-B “out”
and “in” capability
U1 ADS-B “out” capability using UAT
U2 ADS-B “out” and “in” capability using UAT
V1 ADS-B “out” capability using VDL Mode 4
V2 ADS-B “out” and “in” capability using VDL
Mode 4
ADS-C
D1 ADS-C with FANS 1/A capabilities
G1 ADS-C with ATN capabilities
Alphanumeric characters not indicated above are
reserved.
EXAMPLE: ADE3RV/HB2U2V2G1
NOTE: Additional surveillance application should
be listed in Item 18 following the indicator SUR/.
ITEM 13: DEPARTURE AERODROME AND TIME
(8 CHARACTERS)
INSERT the ICAO four-letter location indicator of the
departure aerodrome as specified in Doc 7910, Loca-
tion Indicators (not published herein),
OR, if no location indicator has been assigned,
INSERT ZZZZ and SPECIFY, in Item 18, the name
and location of the aerodrome preceded by DEP/,
q$z
Eff 15 Nov
9 NOV 12
q$i
OR, the first point of the route or the marker radio
beacon preceded by DEP/..., if the aircraft has not
taken off from the aerodrome,
OR, if the flight plan is received from an aircraft in
flight,
INSERT AFIL, and SPECIFY, in Item 18, the ICAO
four-letter location indicator of the location of the ATS
unit from which supplementary flight plan data can be
obtained, preceded by DEP/ .
THEN, WITHOUT A SPACE,
INSERT for a flight plan submitted before departure,
the estimated off-block time (EOBT),
OR, for a flight plan received from an aircraft in flight,
the actual or estimated time over the first point of the
route to which the flight plan applies.
ITEM 15: ROUTE
INSERT the first cruising speed as in a. and the first
cruising level as in b., without a space between them.
THEN, following the arrow, INSERT the route descrip-
tion as in c.
a. Cruising speed (maximum 5 characters)
INSERT the True Air Speed for the first or the
whole cruising portion of the flight, in terms of:
– Kilometers per hour, expressed as K followed
by 4 figures (e.g., K0830); or
– Knots, expressed as N followed by 4 figures
(e.g., N0485); or
– True Mach number, when so prescribed by
the appropriate ATS authority, to the nearest
hundredth of unit Mach, expressed as M fol-
lowed by 3 figures (e.g., M082).
b. Cruising level (maximum 5 characters)
INSERT the planned cruising level for the first
or the whole portion of the route to be flown, in
terms of:
– Flight level, expressed as F followed by 3 fig-
ures (e.g., F085; F330); or
– *Standard Metric Level in tens of metres,
expressed as S followed by 4 figures (e.g.,
S1130); or
– Altitude in hundreds of feet, expressed as A
followed by 3 figures (e.g., A045; A100); or
– Altitude in tens of metres, expressed as M
followed by 4 figures (e.g., M0840); or
– For uncontrolled VFR flights, the letters VFR.
* When so prescribed by the appropriate ATS
authorities.
c. Route (Including Changes of Speed, Level
and/or Flight Rules)
Flights Along Designated ATS Routes
INSERT if the departure aerodrome is located
on, or connected to the ATS route, the designa-
tor of the first ATS route;
OR, if the departure aerodrome is not on or con-
nected to the ATS route, the letters DCT followed
by the point of joining the first ATS route, fol-
lowed by the designator of the ATS route.
© JEPPESEN, 2000, 2012. ALL RIGHTS RESERVED.
 Eff 15 Nov
9 NOV 12 AIR TRAFFIC CONTROL
APPENDIX 2 – FLIGHT PLAN
THEN
INSERT each point at which either a change of
speed and/or level is planned to commence, or,
a change of ATS route, and/or a change of flight
rules is planned,
NOTE: When a transition is planned between a
lower and upper ATS route and the routes are
oriented in the same direction, the point of tran-
sition need not be inserted.
FOLLOWED IN EACH CASE
by the designator of the next ATS route segment,
even if the same as the previous one;
OR, by DCT, if the flight to the next point will be
outside a designated route, unless both points
are defined by geographical coordinates.
Flights Outside Designated ATS Routes
INSERT points normally not more than 30 min-
utes flying time or 370km (200 NM) apart, includ-
ing each point at which a change of speed or
level, a change of track, or a change of flight
rules is planned;
OR, when required by appropriate ATS author-
ity(ies),
DEFINE the track of flights operating predomi-
nantly in an east-west direction between 70°N
and 70°S by reference to significant points
formed by the intersections of half or whole
degrees of latitude with meridians spaced at
intervals of 10 degrees of longitude. For flights
operating in areas outside those latitudes the
tracks shall be defined by significant points
formed by the intersection of parallels of latitude
with meridians normally spaced at 20 degrees
of longitude. The distance between significant
points shall, as far as possible, not exceed one
hour’s flight time. Additional significant points
shall be established as deemed necessary.
For flights operating predominantly in a north-
south direction, define tracks by reference to
significant points formed by the intersection of
whole degrees of longitude with specified paral-
lels of latitude which are spaced at 5 degrees.
INSERT DCT between successive points unless
both points are defined by geographical coordi-
nates or by bearing and distance.
USE ONLY the conventions in 1. to 5. below and
SEPARATE each sub-item by a space.
1. ATS Route (2 to 7 Characters)
The coded designator assigned to
the route or route segment including,
where appropriate, the coded designator
assigned to the standard departure or
arrival route (e.g., BCN1, B1, R14, UB10,
KODAP2A).
NOTE: Provisions for the application of
route designators are contained in Annex
11, Appendix 1 (not published herein).
2. Significant Point (2 to 11 Characters)
The coded designator (2 to 5 charac-
ters) assigned to the point (e.g., LN, MAY,
HADDY); or
q$z
461
q$i
if no coded designator has been assigned,
one of the following ways:
– Degrees only (7 characters):
2 figures describing latitude in degrees,
followed by “N” (North) or “S” (South),
followed by 3 figures describing longi-
tude in degrees, followed by “E” (East)
or “W” (West). Make up the correct
number of figures, where necessary, by
insertion of zeros; e.g., 46N078W.
– Degrees and minutes (11 characters):
4 figures describing latitude in degrees
and tens and units of minutes followed
by “N” (North) or “S” (South), followed
by 5 figures describing longitude in
degrees and tens and units of minutes,
followed by “E” (East) or “W” (West).
Make up the correct number of figures,
where necessary, by insertion of zeros;
e.g., 4620N07805W.
– Bearing and distance from a reference
point:
The identification of the reference point,
followed by the bearing from the point
in the form of 3 figures giving degrees
magnetic, followed by the distance
from the point in the form of 3 figures
expressing nautical miles. In areas of
high latitude where it is determined by
the appropriate authority that reference
to degrees magnetic is impractical,
degrees true may be used. Make up
the correct number of figures, where
necessary, by insertion of zeros; e.g., a
point 180° magnetic at a distance of 40
nautical miles from VOR “DUB” should
be expressed as DUB180040.
3. Change of Speed or Level (Maximum 21
Characters)
The point at which a change of speed (5%
TAS or 0.01 Mach or more) or a change of
level is planned to commence, expressed
exactly as in 2. above, followed by an
oblique stroke and both the cruising speed
and the cruising level, expressed exactly
as in a. and b. above, without a space
between them, even when only one of
these quantities will be changed.
EXAMPLE: LN/N0284A045
MAY/N0305F180
HADDY/N0420F330
4602N07805W/N0500F350
46N078W/M082F330
DUB180040/N0350M0840
4. Change of Flight Rules (Maximum 3
Characters)
The point at which the change of flight rules
is planned, expressed exactly as in 2. or 3.
above as appropriate, followed by a space
and one of the following:
(a) VFR if from IFR to VFR
© JEPPESEN, 2000, 2012. ALL RIGHTS RESERVED.
 Eff 15 Nov
462 AIR TRAFFIC CONTROL 9 NOV 12

APPENDIX 2 – FLIGHT PLAN q$i

(b) IFR if from VFR to IFR INSERT 0 (zero) if no other information,

EXAMPLE: LN VFR OR, any other necessary information in the
LN/N0284A050 IFR sequence shown hereunder, in the form of
the appropriate indicator selected from those
5. Cruise Climb (Maximum 28 Characters)
defined hereunder followed by an oblique stroke
The letter C followed by an oblique stroke; and the information to be recorded:
THEN the point at which cruise climb is
planned to start, expressed exactly as in STS/ Reason for special handling by ATS, e.g., a
2. above, followed by an oblique stroke; search and rescue mission, as follows:
THEN the speed to be maintained during ALTRV: for a flight operated in accordance
cruise climb, expressed exactly as in a. with all altitude reservation;
above, followed by the two levels defin-
ing the layer to be occupied during cruise ATFMX: for a flight approved for exemption
climb, each level expressed exactly as in from ATFM measures by the
b. above, or the level above which cruise appropriate ATS authority;
climb is planned followed by the letters FFR: fire-fighting;
“PLUS”, without a space between them. FLTCK: flight check for calibration of
EXAMPLE: C/48N050W/M082F290F350 navaids;
C/48N050W/M082F290PLUS HAZ- for a flight carrying hazardous
C/52N050W/M220F580F620. MAT: material;
HEAD: a flight with Head of State status;
ITEM 16: DESTINATION AERODROME HOSP: for a medical flight declared by
AND TOTAL ESTIMATED ELAPSED TIME, medical authorities;
DESTINATION ALTERNATE AERODROME(S)
HUM: for a flight operating on a
– Destination aerodrome and total esti- humanitarian mission;
mated elapsed time (8 characters) MARSA: for a flight for which a military
INSERT the ICAO four-letter location indica- entity assumes responsibility for
tor of the destination aerodrome as specified separation of military aircraft;
in Doc 7910, Location Indicators (not pub- MEDE- for a life critical medical
lished herein), VAC: emergency evacuation;
OR, if no location indicator has been NON- for a non-RVSM capable flight
assigned, RVSM: intending to operate in RVSM
INSERT ZZZZ and SPECIFY in Item 18 the airspace;
name and location of the aerodrome, pre- SAR: for a flight engaged in a search
ceded by DEST/. and rescue mission; and
THEN WITHOUT A SPACE STATE: for a flight engaged in military,
INSERT the total estimated elapsed time. customs or police services.
NOTE: For a flight plan received from an air- Other reasons for special handling by ATS shall be
craft in flight, the total estimated elapsed time denoted under the designator RMK/.
is the estimated time from the first point of PBN/ Indication of RNAV and/or RNP
the route to which the flight plan applies to capabilities. Include as many of the
the termination point of the flight plan. descriptors below, as apply to the flight,
– Destination alternate aerodrome(s) up to a maximum of 8 entries, i.e. a total
INSERT the ICAO four-letter location indica- of not more than 16 characters.
tor(s) of not more than two destination alter- RNAV SPECIFICATIONS
nate aerodromes as specified in Doc 7910, A1 RNAV 10 (RNP 10)
Location Indicators (not published herein),
separated by a space, B1 RNAV 5 all permitted sensors
OR, if no location indicator has been B2 RNAV 5 GNSS
assigned to the destination alternate aero- B3 RNAV 5 DME/DME
drome(s), B4 RNAV 5 VOR/DME
INSERT ZZZZ and SPECIFY in Item 18 the B5 RNAV 5 INS or IRS
name and location of the destination alter-
B6 RNAV 5 LORANC
nate aerodrome(s), preceded by ALTN/.
C1 RNAV 2 all permitted sensors
ITEM 18: OTHER INFORMATION C2 RNAV 2 GNSS
NOTE: Use of indicators not included under C3 RNAV 2 DME/DME
this item may result in data being rejected, pro- C4 RNAV 2 DME/DME/IRU
cessed incorrectly or lost.
D1 RNAV 1 all permitted sensors
Hyphens or oblique strokes should only be used
as prescribed below. D2 RNAV 1 GNSS

q$z

© JEPPESEN, 2000, 2012. ALL RIGHTS RESERVED.

 Eff 15 Nov
9 NOV 12 AIR TRAFFIC CONTROL
APPENDIX 2 – FLIGHT PLAN
D3 RNAV 1 DME/DME
D4 RNAV 1 DME/DME/IRU
RNP SPECIFICATIONS
L1 RNP 4
O1 Basic RNP 1 all permitted
sensors
O2 Basic RNP 1 GNSS
O3 Basic RNP 1 DME/DME
O4 Basic RNP 1 DME/DME/IRU
S1 RNP APCH
S2 RNP APCH with BARO-VNAV
T1 RNP AR APCH with RF (special
authorization required)
T2 RNP AR APCH without RF
(special authorization required)
Combinations of alphanumeric characters not
indicated above are reserved.
NAV/ Significant data related to navigation
equipment, other than specified in PBN/, as
required by the appropriate ATS authority.
Indicate GNSS augmentation under this
indicator, with a space between two or more
methods of augmentation; e.g., NAV/GBAS
SBAS.
COM/ Indicate communications applications or
capabilities not specified in Item 10 a).
DAT/ Indicate data applications or capabilities not
specified in Item 10 a).
SUR/ Include surveillance applications or
capabilities not specified in Item 10 b).
DEP/ Name and location of departure aerodrome,
if ZZZZ is inserted in Item 13, or the ATS
unit from which supplementary flight plan
data can be obtained, if AFIL is inserted
in Item 13. For aerodromes not listed
in the relevant Aeronautical Information
Publication, indicate location as follows:
With 4 figures describing latitude in degrees
and tens and units of minutes followed by
“N” (North) or “S” (South), followed by 5
figures describing longitude in degrees and
tens and units of minutes, followed by “E”
(East) or “W” (West). Make up the correct
number of figures, where necessary, by
insertion of zeros; e.g., 4620N07805W (11
characters).
OR, Bearing and distance from the nearest
significant point, as follows:
q$z
463
q$i
The identification of the significant point
followed by the bearing from the point
in the form of 3 figures giving degrees
magnetic, followed by the distance
from the point in the form of 3 figures
expressing nautical miles. In areas of
high latitude where it is determined by
the appropriate authority that reference
to degrees magnetic is impractical,
degrees true may be used. Make up
the correct number of figures, where
necessary, by insertion of zeros; e.g., a
point of 180° magnetic at a distance of 40
nautical miles from VOR “DUB” should be
expressed as DUB180040.
OR, The first point of the route (name or
LAT/LONG) or the marker radio beacon,
if the aircraft has not taken off from an
aerodrome.
DEST/ Name and location of destination
aerodrome, if ZZZZ is inserted in Item 16.
For aerodromes not listed in the relevant
Aeronautical Information Publication,
indicate location in LAT/LONG or bearing
and distance from the nearest significant
point, as described under DEP/ above.
DOF/ The date of flight departure in a six-figure
formal (YYMMDD, where YY equals the
year, MM equals the mouth and DD equals
the day).
REG/ The nationality or common mark and
registration markings of the aircraft, if
different from the aircraft identification in
Item 7.
EET/ Significant points or FIR boundary
designators and accumulated estimated
elapsed times from take-off to such points or
FIR boundaries, when so prescribed on the
basis of regional air navigation agreements,
or by the appropriate ATS authority.
EXAMPLE: EET/CAP0745 XYZ0830
EET/EINN0204
SEL/ SELCAL Code, for aircraft so equipped.
TYP/ Type(s) of aircraft, preceded if necessary
without a space by number(s) of aircraft and
separated by one space, if ZZZZ is inserted
in Item 9.
EXAMPLE: TYP/2F15 5F5 3B2
CODE/ Aircraft address (expressed in the
form of an alphanumerical code of six
hexadecimal characters) when required by
the appropriate ATS authority. Example:
“F00001” is the lowest aircraft address
contained in the specific block administered
by ICAO.
DLE/ Enroute delay or holding, insert the
significant point(s) on the route where a
delay is planned to occur, followed by the
length of delay using four-figure time in
hours and minutes (hhmm).
EXAMPLE: DLE/MDG0030
© JEPPESEN, 2000, 2012. ALL RIGHTS RESERVED.

464 AIR TRAFFIC CONTROL
APPENDIX 2 – FLIGHT PLAN
OPR/ ICAO designation or name of the aircraft
operator agency, if different from the aircraft
identification in Item 7.
ORGN/The originator’s 8 letter AFTN address or
other appropriate contact details, in cases
where the originator of the flight plan may
not be readily identified, as required by the
appropriate ATS authority.
NOTE: In some cases, flight plan reception
centres may insert the ORGN/ identifier and
originator’s AFTN address automatically.
PER/ Aircraft performance data, indicated
by a single letter as specified in the
Procedures for Air Navigation Services
— Aircraft Operations (PANS-OPS, Doc
8168), Volume I — Flight Procedures (not
published herein) (see Jeppesen ATC Flight
Procedures (Doc 8168)), if so prescribed by
the appropriate ATS authority.
ALTN/ Name of destination alternate aerodrome(s),
if ZZZZ is inserted in Item 16. For
aerodromes not listed in the relevant
Aeronautical Information Publication,
indicate location in LAT/LONG or bearing
and distance from the nearest significant
point, as described in DEP/ above.
RALT/ ICAO four letter indicator(s) for en-route
alternate(s), as specified in Doc 7910,
Location Indicators (not published
herein), or name(s) of en-route alternate
aerodrome(s), if no indicator is allocated.
For aerodromes not listed in the relevant
Aeronautical Information Publication,
indicate location in LAT/LONG or bearing
and distance from the nearest significant
point, as described in DEP/ above.
TALT/ ICAO four letter indicator(s) for take-off
alternate, as specified in Doc 7910,
Location Indicators (not published herein),
or name of take-off alternate aerodrome, if
no indicator is allocated. For aerodromes
not listed in the relevant Aeronautical
Information Publication, indicate location in
LAT/LONG or bearing and distance from
the nearest significant point, as described
in DEP/ above.
RIF/ The route details to the revised destination
aerodrome, followed by the ICAO four-letter
location indicator of the aerodrome. The
revised route is subject to re-clearance in
flight.
EXAMPLE: RIF/DTA HEC KLAX
RIF/ESP G94 CLA YPPH
RMK/ Any other plain language remarks when
required by the appropriate ATS authority or
deemed necessary.
ITEM 19: SUPPLEMENTARY INFORMATION
– Endurance
After E/ INSERT a 4-figure group giving the
fuel endurance in hours and minutes.
q$z
Eff 15 Nov
9 NOV 12
q$i
– Persons on board
After P/ INSERT the total number of per-
sons (passengers and crew) on board, when
required by the appropriate ATS authority.
INSERT TBN (to be notified) if the total num-
ber of persons is not known at the time of fil-
ing.
– Emergency and survival equipment
R/ (RADIO) CROSS OUT U if UHF on
frequency 243.0 MHz is not
available.
CROSS OUT V if VHF on
frequency 121.5 MHz is not
available.
CROSS OUT E if emergency
locator transmitter (ELT) is not
available.
S/ (SURVIVAL CROSS OUT all indicators if
EQUIPMENT) survival equipment is not carried.
CROSS OUT P if polar survival
equipment is not carried
CROSS OUT D if desert survival
equipment is not carried.
CROSS OUT M if maritime
survival equipment is not carried.
CROSS OUT J if jungle survival
equipment is not carried.
J/ (JACKETS) CROSS OUT all indicators if life
jackets are not carried.
CROSS OUT L if life jackets are
not equipped with lights.
CROSS OUT F if life jackets are
not equipped with fluorescein.
CROSS OUT U or V or both
as in R/ above to indicate radio
capability of jackets, if any.
D/ (DINGHIES) CROSS OUT indicators D and C
if no dinghies are carried, or
(NUMBER) INSERT number of dinghies
carried; and
(CAPACITY) INSERT total capacity, in
persons, of all dinghies carried;
and
(COVER) CROSS OUT indicator C if
dinghies are not covered; and
(COLOUR) INSERT colour of dinghies if
carried.
A/ (AIRCRAFT INSERT colour of aircraft and
COLOUR AND significant markings.
MARKINGS)
N/ (REMARKS) CROSS OUT indicator N if no
remarks, or INDICATE any other
survival equipment carried and
any other remarks regarding
survival equipment.
C/ (PILOT) INSERT name of
pilot-in-command.
© JEPPESEN, 2000, 2012. ALL RIGHTS RESERVED.
 21 DEC 12 AIR TRAFFIC CONTROL 465
APPENDIX 2 – FLIGHT PLAN q$i

2.3 FILED BY a. AFTN Priority Indicator, Addressee Indicators

INSERT the name of the unit, agency or person filing <<≡, Filing Time, Originator Indicator <<≡ and, if
the flight plan. necessary, specific identification of addressees
and/or originator;
2.4 ACCEPTANCE OF THE FLIGHT b. commencing with <<≡ (SPL:
PLAN
all symbols and data in the unshaded areas of
Indicate acceptance of the flight plan in the manner boxes 7, 13, 16 and 18, except that the ‘)’ at
prescribed by the appropriate ATS authority. the end of box 18 is not to be transmitted, and
2.5 INSTRUCTIONS FOR INSERTION then the symbols in the unshaded area of box
19 down to and including the )<<≡ of box 19,
OF COM DATA
additional alignment functions as necessary to
Items to be completed
prevent the inclusion of more than 69 characters
COMPLETE the top two shaded lines of the form, and in any line of Items 18 and 19. The alignment
COMPLETE the third shaded line only when neces- function is to be inserted only in lieu of a space
sary, in accordance with the provisions in PANS-ATM, so as not to break up a group of data,
Chapter 11, 11.2.1.2, unless ATS prescribes other- letter shifts and figure shifts (not preprinted on
wise. the form) as necessary;
3 INSTRUCTIONS FOR THE c. the AFTN Ending, as described below:
TRANSMISSION OF A FILED End-of-Text Signal
FLIGHT PLAN (FPL) MESSAGE a) one LETTER SHIFT
Correction of obvious errors b) two CARRIAGE RETURNS, one LINE
FEED
Unless otherwise prescribed, CORRECT obvious for-
Page-feed Sequence
mat errors and/or omissions (i.e. oblique strokes) to
ensure adherence as specified in Section 2. – Seven LINE FEEDS
End-of-Message Signal
Items to be transmitted
– Four of the letter N.
TRANSMIT items as indicated hereunder, unless oth-
erwise prescribed:
a. the items in the shaded lines, above Item 3;
b. commencing with <<≡ (FPL of Item 3:
all symbols and data in the unshaded boxes
down to the )<<≡ at the end of Item 18,
additional alignment functions as necessary to
prevent the inclusion of more than 69 charac-
ters in any line of Items 15 or 18. The alignment
function is to be inserted only in lieu of a space
so as not to break up a group of data,
letter shifts and figure shifts (not preprinted on
the form) as necessary;
c. the AFTN Ending, as described below:
End-of-Text Signal
a) one LETTER SHIFT
b) two CARRIAGE RETURNS, one LINE
FEED
Page-feed Sequence
– Seven LINE FEEDS
End-of-Message Signal
– Four of the letter N.

4 INSTRUCTIONS FOR THE

TRANSMISSION OF A
SUPPLEMENTARY FLIGHT
PLAN (SPL) MESSAGE
Items to be transmitted
Transmit items as indicated hereunder, unless other-
wise prescribed:

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 466 AIR TRAFFIC CONTROL 21 DEC 12

APPENDIX 2 – FLIGHT PLAN q$i

5 EXAMPLE OF COMPLETED
FLIGHT PLAN FORM
FLIGHT PLAN
PLAN DE VOL
PRIORITY ADDRESSEE(S)
Priorité Destinataire(s)
FF EHAAZQZX EBURZQZX EDDYZQZX LFFFZQZX
LFRRZQZX LFBBZQZX LECMZQZX LPPCZQZX

FILING TIME ORIGINATOR

Heure de dépôt Expéditeur
1 9 0 8 3 6 E H A M Z P Z X
SPECIFIC IDENTIFICATION OF ADDRESSEE(S) AND/OR ORIGNATOR
Identification précise du(des) destinataire(s) et/ou de I’expéditeur

3 MESSAGE TYPE 7 AIRCRAFT IDENTIFICATION 8 FLIGHT RULES TYPE OF FLIGHT

Type de message Identification de I’aéronef Régles de vol Type de vol
( FPL A C F 4 0 2 I N
9 NUMBER TYPE OF AIRCRAFT WAKE TURBULENCE CAT. 10 EQUIPMENT
Nombre Type d’aéronef Cat. de turbulence de sillage Équipement

E A 3 0 H S / C
13 DEPARTURE AERODROME TIME
Aérodrome de départ Heure
E H A M 0 9 4 0
15 CRUISING SPEED LEVEL ROUTE
Vitesse croisiére Niveau Route
K 0 8 3 0 F 2 9 0 LEK2B LEK UA6 XMM/M078 F330
UA6 PON URI0N CHW UAS NTS DCT 4611N00412W
DCT STG UAS FTM FATIM1A

TOTAL EET
Durée totale estimée
16 DESTINATION AERODROME
Aérodrome de destination HR. MIN
ALTN AERODROME 2ND. ALTN AERODROME
Aérodrome de dégagement ´
2é aeródrome de degagement

L P P T 0 2 3 0 L P P R
18 OTHER INFORMATION
Renseignements divers
REG/ FBVGA SEL/ EJFL
EET/ LPPC0158

)
SUPPLEMENTARY INFORMATION (NOT TO BE TRANSMITTED IN FPL MESSAGES)
Renseignements complémentaires (À NE PAS TRANSMETTRE DANS LES MESSAGES DE PLAN DE VOL DÈPOSÈ)
19 ENDURANCE
Autonomie EMERGENCY RADIO
PERSONS ON BOARD Radio de secours
HR. MIN Personnes à bord UHF VHF ELT

E/ 0 3 4 5 P/ 3 0 0 R U V E
SURVIVAL EQUIPMENT/Équipement de survie JACKETS/Gilets de sauvetage
POLAR DESERT MARITIME JUNGLE LIGHT FLUORES
Polaire Désert Maritime Jungle Lampes Fluores UHF VHF

S P D M J J L F U V
DINGHIES/Canots
NUMBER CAPACITY COVER COLOUR
Nombre Capacité Couverture Couleur

D 1 1 3 3 0 C YELLOW
AIRCRAFT COLOUR AND MARKINGS
Couleur et marques de I’aéronef
A WHITE
REMARKS
Remarques

N
PILOT-IN-COMMAND
Pilote commandant de bord

C DENKE )
FILED BY/Dépose par
SPACE RESERVED FOR ADDITIONAL REQUIREMENTS
Espace réservé à des fins supplémentaires

AIR CHARTER INT.

1354637179099

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 q$z
6
REPETITIVE FLIGHT PLAN LISTING

A OPERATOR B ADDRESSEE(S) C DEPARTURE AERODROME(S) D E F

DATE SERIAL N0 PAGE OF
...... ..-.. ../..
yymmdd
G SUPPLEMENTARY DATA (Item 19) AT:

H I J K L M N O P Q
TYPE OF ROUTE (Item 15) DEPARTURE
AIRCRAFT AERODROME
7 DEC 12

AND DEPARTURE AND

VALID VALID DAYS OF AIRCRAFT WAKE AERODROME TOTAL
OPERATION IDENTIFI- TURBULENCE AND CRUISING ESTIMATED
+ FROM UNTIL
CATION CATEGORY TIME ELAPSED TIME
PLAN (RPL) LISTING FORM

– yymmdd yymmdd 1 2 3 4 5 6 7 (Item 7) (Item 9) (Item 13) SPEED LEVEL ROUTE (Item 16) REMARKS
ICAO MODEL REPETITIVE FLIGHT
AIR TRAFFIC CONTROL
APPENDIX 2 – FLIGHT PLAN

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 468 AIR TRAFFIC CONTROL
APPENDIX 2 – FLIGHT PLAN
7 INSTRUCTIONS FOR THE
COMPLETION OF THE
REPETITIVE FLIGHT PLAN
(RPL) LISTING FORM
7.1 GENERAL
List only flight plans that will operate in accordance
with IFR. (Flight rules I in FPL format).
It is assumed that all aircraft are operating as sched-
uled flights (Type of flight S in FPL format), otherwise
notify in Q (Remarks).
It is assumed that all aircraft operating on RPLs are
equipped with 4096-code transponders with Modes A
and C. Otherwise, notify in Q (Remarks).
List flight plan in alphabetical order of the location
indicator of the departure aerodrome.
List flight plans for each departure aerodrome in
chronological order of estimated off-block times.
Adhere closely to the data conventions as indicated
for the Flight Plan Form (Appendix 3, 1.6) unless oth-
erwise specifically indicated in 7.4.
INSERT all clock times in 4 figures UTC.
INSERT all estimated elapsed times in 4 figures
(hours and minutes).
INSERT data on a separate line for each segment
of operations with one or more stops; i.e., from any
departure aerodrome to the next destination aero-
drome even though call sign or flight number is the
same for multiple segments.
Clearly identify additions and deletions in accordance
with Item H at 7.4. Subsequent listings shall list the
corrected and added data, and deleted flight plans
shall be omitted.
Number pages by indicating number of page and total
number of pages in submission.
Utilize more than one line for any RPL where the
space provided for items O and Q on one line is not
sufficient.
7.2 A flight shall be cancelled as follows:
a. Indicate a minus sign in Item H followed by all
other items of the cancelled flight;
b. Insert a subsequent entry denoted by a plus
sign in Item H and the date of the last flight in
Item J, with all other items of the cancelled flight
unchanged.
7.3 Modification to a flight shall be made as fol-
lows:
a. Carry out the cancellation as indicated in 7.2;
and
b. Insert a third entry giving the new flight plan(s)
with the appropriate items modified as neces-
sary, including the new validity dates in Items I
and J.
NOTE: All entries related to the same flight will
be inserted in succession in the order specified
above.
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7 DEC 12
q$i
7.4 INSTRUCTIONS FOR INSERTION
OF RPL DATA
Complete Items A to Q as indicated hereunder.
ITEM A: OPERATOR
INSERT name of operator.
ITEM B: ADDRESSEE(S)
INSERT name of agency(ies) designated by States
to administer RPLs for FIRs or areas of responsibility
concerned with the route of flight.
ITEM C: DEPARTURE AERODROME(S)
INSERT location indicator(s) of departure aero-
drome(s).
ITEM D: DATE
INSERT on each page of submission the date (year,
month, day) in a 6-figure group that the listing was
submitted.
ITEM E: SERIAL NO.
INSERT serial number of submission (2 numerics)
indicating last two digits of year, a dash, and the
sequential no. of the submission for the year indicated
(start with numeral 1 each new year).
ITEM F: PAGE OF
INSERT page number and total number of pages sub-
mitted.
ITEM G: SUPPLEMENTARY DATA AT
INSERT name of contact where information normally
provided under Item 19 of the FPL is kept readily
available and can be supplied without delay.
ITEM H: ENTRY TYPE
INSERT a minus sign (-) for each flight plan that is to
be deleted from the listing.
INSERT a plus sign (+) for each initial listing and, in
the case of subsequent submissions, for each flight
plan not listed in the previous submission.
NOTE: No information is required under this item for
any flight plan which is unchanged from the previous
submission.
ITEM I: VALID FROM
INSERT first date (year, month, day) upon which the
flight is scheduled to operate.
ITEM J: VALID UNTIL
INSERT last date (year, month, day) upon which the
flight is scheduled to operate as listed, or
UFN if the duration is unknown.
ITEM K: DAYS OF OPERATION
© JEPPESEN, 2000, 2012. ALL RIGHTS RESERVED.
 7 DEC 12 AIR TRAFFIC CONTROL 469
APPENDIX 2 – FLIGHT PLAN q$i

INSERT number corresponding to the day of the
week in the appropriate column; Monday = 1 through
Sunday = 7.
INSERT 0 for each day of non-operation in the appro-
priate column.
ITEM L: AIRCRAFT IDENTIFICATION
(Item 7 of the ICAO flight plan)
INSERT aircraft identification to be used for the flight.
INSERT the total estimated elapsed time.
ITEM Q: REMARKS
INSERT items of information as required by the
appropriate ATS authority, items normally noti-
fied in Item 18 of the ICAO flight plan and any
other information pertinent to the flight of con-
cern to ATS.

ITEM M: TYPE OF AIRCRAFT AND WAKE

TURBULENCE CATEGORY

(Item 9 of the ICAO flight plan)

INSERT appropriate ICAO designator as specified in
ICAO Document 8643 — Aircraft Type Designators
(not published herein).
INSERT H, M or L indicator as appropriate:

H— HEAVY to indicate an aircraft type with

a maximum certificated take-off mass of
136,000kg or more,
M— MEDIUM to indicate an aircraft type with
a maximum certificated take-off mass
of less than 136,000kg but more than
7000kg,
L— LIGHT to indicate an aircraft type with
a maximum certificated take-off mass
of 7000kg or less.

ITEM N: DEPARTURE AERODROME AND TIME

(Item 13 of the ICAO flight plan)

INSERT location indicator of the departure aero-
drome.
INSERT the off-block time; i.e., the estimated time
that the aircraft will commence movement associated
with departure.

ITEM O: ROUTE

(Item 15 of the ICAO flight plan)

a. Cruising Speed
INSERT the true airspeed for the first or whole
cruising portion of the flight in accordance with
Item 15A. of the ICAO flight plan.
b. Cruising Level
INSERT the planned cruising level for the first
or whole portion of the route in accordance with
Item 15B. of the ICAO flight plan.
c. Route
INSERT the entire route in accordance with Item
15C. of the ICAO flight plan.

ITEM P: DESTINATION AERODROME AND

TOTAL ESTIMATED ELAPSED TIME
(Item 16 of the ICAO flight plan)
INSERT location indicator of the destination
aerodrome.

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 q$z
8
REPETITIVE FLIGHT PLAN LISTING
470

A OPERATOR B ADDRESSEE(S) C DEPARTURE AERODROME(S) D E F

DATE SERIAL NO. PAGE OF
BRITISH AIRWAYS UK STORED FLIGHT PLAN EGLL
OFFICE EGTXZBZX 800305 80 - 12 3-3
Chef de la Subdivision yymmdd
informatique
9 rue de Champagne G SUPPLEMENTARY DATA (Item 19) AT:
91205 Athismons France BAW Briefing Office

H I J K L M N O P Q
TYPE OF ROUTE (Item 15) DESTINATION
AIRCRAFT AERODROME
AND DEPARTURE AND
VALID VALID DAYS OF AIRCRAFT WAKE AERODROME TOTAL
+ FROM UNTIL OPERATION IDENTIFI- TURBULENCE AND CRUISING ESTIMATED
CATION CATEGORY TIME ELAPSED TIME
– yymmdd yymmdd 1 2 3 4 5 6 7 (Item 7) (Item 9) (Item 13) SPEED LEVEL ROUTE (Item 16) REMARKS
EXAMPLE OF A COMPLETED

+ 800401 811031 1 2 3 4 5 6 7 BAW004 HS21 M EGLL 0700 N0440 F210 A1E UA1E DPE UA16 MAN LFPG 0045
REPETITIVE FLIGHT PLAN (RPL)

+ 800401 800731 1 2 3 4 5 6 7 BAW032 HS21 M EGLL 1800 N0440 F210 A1E UA1E DPE UA16 MAN LFPG 0045
+ 800801 811031 1 0 3 0 5 0 7 BAW032 HS21 M EGLL 1800 N0440 F210 A1E UA1E DPE UA16 MAN LFPG 0045
+ 800601 800930 0 0 0 0 0 0 7 BAW082 HS21 M EGLL 1805 N0450 F270 A1S UA1S RBT UA3 MTL
UA3W STP DCT GL LFMN 0130
– 800103 800930 0 0 0 0 0 6 7 BAW092 B737 M EGLL 1810 N0430 F190 A1E UA1E DPE UA16 MAN LFPG 0400 CHARTERED ACFT
+ 800103 800315 0 0 0 0 0 6 7 BAW092 B737 M EGLL 1810 N0430 F190 A1E UA1E DPE UA16 MAN LFPG 0400 CHARTERED ACFT
AIR TRAFFIC CONTROL
APPENDIX 2 – FLIGHT PLAN
7 DEC 12

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 9 NOV 12 AIR TRAFFIC CONTROL 471 q$i

APPENDIX 4 -- AIR TRAFFIC INCIDENT REPORT

1 ICAO MODEL AIR TRAFFIC
INCIDENT REPORT FORM

AIR TRAFFIC INCIDENT REPORT FORM

For use when submitting and receiving reports on air traffic incidents. In an initial report by radio, shaded items should be included.

A — AIRCRAFT IDENTIFICATION B — TYPE OF INCIDENT

AIRPROX / PROCEDURE / FACILITY*

C — THE INCIDENT

1. General

a) Date / time of incident UTC

b) Position

2. Own aircraft

a) Heading and route

b) True airspeed measured in ( ) kt ( ) km/h
c) Level and altimeter setting
d) Aircraft climbing or descending
( ) Level flight ( ) Climbing ( ) Descending
e) Aircraft bank angle
( ) Wings level ( ) Slight bank ( ) Moderate bank
( ) Steep bank ( ) Inverted ( ) Unknown
f) Aircraft direction of bank
( ) Left ( ) Right ( ) Unknown
g) Restrictions to visibility (select as many as required)
( ) Sun glare ( ) Windscreen pillar ( ) Dirty windscreen
( ) Other cockpit structure ( ) None
h) Use of aircraft lighting (select as many as required)
( ) Navigation lights ( ) Strobe lights ( ) Cabin lights
( ) Red anti-collision lights ( ) Landing / taxi lights ( ) Logo (tail fin) lights
( ) Other ( ) None
i) Traffic avoidance advice issued by ATS
( ) Yes, based on ATS surveillance system ( ) Yes, based on visual sighting ( ) Yes, based on other information
( ) No
j) Traffic information issued
( ) Yes, based on ATS surveillance system ( ) Yes, based on visual sighting ( ) Yes, based on other information
( ) No
k) Airborne collision avoidance system — ACAS
( ) Not carried ( ) Type ( ) Traffic advisory issued
( ) Resolution advisory issued ( ) Traffic advisory or resolution advisory not issued
l) Identification
( ) No ATS surveillance system ( ) Identification ( ) No identification
m) Other aircraft sighted
( ) Yes ( ) No ( ) Wrong aircraft sighted

* Delete as appropriate. 1249915782000

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 472 AIR TRAFFIC CONTROL 9 NOV 12

APPENDIX 4 -- AIR TRAFFIC INCIDENT REPORT q$i

n) Avoiding action taken

( ) Yes ( ) No
o) Type of flight plan IFR / VFR /none*

3. Other aircraft
a) Type and call sign / registration (if known)
b) If a) above not known, describe below
( ) High wing ( ) Mid wing ( ) Low wing
( ) Rotorcraft
( ) 1 engine ( ) 2 engines ( ) 3 engines
( ) 4 engines ( ) More than 4 engines
Marking, colour or other available details

c) Aircraft climbing or decending

( ) Level flight ( ) Climbing ( ) Descending
( ) Unknown
d) Aircraft bank angle
( ) Wings Level ( ) Slight bank ( ) Moderate bank
( ) Steep bank ( ) Inverted ( ) Unknown
e) Aircraft direction of bank
( ) Left ( ) Right ( ) Unknown
f) Lights displayed
( ) Navigation lights ( ) Strobe lights ( ) Cabin lights
( ) Red anti-collision lights ( ) Landing / taxi lights ( ) Logo (tail fin) lights
( ) Other ( ) None ( ) Unknown
g) Traffic avoidance advice issued by ATS
( ) Yes, based on ATS surveillance system ( ) Yes, based on visual sighting ( ) Yes, based on other information
( ) No ( ) Unknown
h) Traffic information issued
( ) Yes, based on ATS surveillance system ( ) Yes, based on visual sighting ( ) Yes, based on other information
( ) No ( ) Unknown
i) Avoiding action taken
( ) Yes ( ) No ( ) Unknown

* Delete as appropriate. 1249915992000

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© JEPPESEN, 2000, 2012. ALL RIGHTS RESERVED.

 9 NOV 12 AIR TRAFFIC CONTROL 475 q$i

AERONAUTICAL TELECOMMUNICATIONS
Extracted from ICAO ANNEX 10 (Vol., II) Sixth Edition — AERONAUTICAL TELECOMMUNICATIONS.

5 AERONAUTICAL MOBILE visibility transmitted as

SERVICE — VOICE 1000 visibility one thousand
COMMUNICATIONS 700 visibility seven hundred
runway visual transmitted as
5.2 RADIOTELEPHONY PROCEDURES range
5.2.1 General 600 RVR six hundred
5.2.1.2 Language to be Used 1700 RVR one thousand seven
hundred
5.2.1.2.1 The air-ground radiotelephony
communications shall be conducted in the language 5.2.1.4.1.3 Numbers containing a decimal
normally used by the station on the ground or in the point shall be transmitted as prescribed in 5.2.1.4.1.1
English language. with the decimal point in appropriate sequence being
NOTE 1: The language normally used by the station indicated by the word “DECIMAL”.
on the ground may not necessarily be the language of NOTE: The following examples illustrate the applica-
the State in which it is located. A common language tion of this procedure.
may be agreed upon regionally as a requirement for
stations on the ground in that region. Number Transmitted as
NOTE 2: The level of language proficiency required 100.3 ONE ZERO ZERO DECIMAL THREE
for aeronautical radiotelephony communications is
38143.9 THREE EIGHT ONE FOUR THREE
specified in the Appendix to Annex 1.
DECIMAL NINE
5.2.1.2.2 The English language shall be
available, on request from any aircraft station, at all NOTE: For identification of VHF frequencies the num-
stations on the ground serving designated airports ber of digits after the decimal point are determined on
and routes used by international air services. the basis of channel spacing (5.2.1.7.3.4.3 refers to
frequencies separated by 25 kHz, 5.2.1.7.3.4.4 refers
5.2.1.2.3 The languages available at a given
to frequencies separated by 8.33 kHz.
station on the ground shall form part of the Aero-
nautical Information Publications and other published 5.2.1.4.1.4 PANS — When transmitting
aeronautical information concerning such facilities. time, only the minutes of the hour should normally
be required. Each digit should be pronounced sep-
5.2.1.4 Transmission of Numbers in arately. However, the hour should be included when
Radiotelephony any possibility of confusion is likely to result.
5.2.1.4.1 Transmission of Numbers NOTE: The following examples illustrate the applica-
5.2.1.4.1.1 All numbers, except as pre- tion of this procedure when applying the provisions of
scribed in 5.2.1.4.1.2, shall be transmitted by pro- 5.2.1.2.2.
nouncing each digit separately.
Time Statement
5.2.1.4.1.2 All numbers used in the trans- 0920 (9:20 A.M.) TOO ZE-RO or
mission of altitude, cloud height, visibility and runway
visual range (RVR), which contain whole hundreds ZE-RO NIN-er TOO ZERO
and whole thousands, shall be transmitted by pro- 1643 (4:43 P.M.) FOW-er TREE or
nouncing each digit in the number of hundreds or WUN SIX FOW-er TREE
thousands followed by the word “HUNDRED” or
“THOUSAND” as appropriate. Combinations of thou- 5.2.1.7 Calling
sands and whole hundreds shall be transmitted by
5.2.1.7.3 Radiotelephony Procedures
pronouncing each digit in the number of thousands
followed by the word “THOUSAND” followed by the 5.2.1.7.3.4 Indication of Transmitting
number of hundreds followed by the word “HUN- Frequency
DRED” 5.2.1.7.3.4.3 PANS — Except as spec-
NOTE: The following examples illustrate the applica- ified in 5.2.1.7.3.4.4 all six digits of the numerical
tion of this procedure (see 5.2.1.4.3.1 for pronuncia- designator should be used to identify the transmit-
tion. ting channel in VHF radiotelephony communications,
except in the case of both the fifth and sixth digits
Altitude transmitted as being zeros, in which case only the first four digits
800 eight hundred should be used.
3400 three thousand four NOTE 1: The following examples illustrate the appli-
hundred cation of the procedure in 5.2.1.7.3.4.3:
12000 one two thousand
Channel Transmitted as
cloud height transmitted as
118.000 ONE ONE EIGHT DECIMAL ZERO
2200 two thousand two hundred
118.005 ONE ONE EIGHT DECIMAL ZERO
4300 four thousand three
ZERO FIVE
hundred

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 476 AIR TRAFFIC CONTROL 9 NOV 12

AERONAUTICAL TELECOMMUNICATIONS q$i

118.010 ONE ONE EIGHT DECIMAL ZERO NOTE 2: Caution must be exercised with respect
ONE ZERO to the indication of transmitting channels in VHF
118.025 ONE ONE EIGHT DECIMAL ZERO radiotelephony communications when five digits of
TWO FIVE the numerical designator are used in airspace where
118.050 ONE ONE EIGHT DECIMAL ZERO aircraft are also operated with channel separation
FIVE ZERO capabilities of 8.33/25 kHz. On aircraft installations
with a channel separation capability of 8.33 kHz and
118.100 ONE ONE EIGHT DECIMAL ONE
more, it is possible to select six digits on the radio
NOTE 2: Caution must be exercised with respect management panel. It should therefore be ensured
to the indication of transmitting channels in VHF that the fifth and sixth digits are set to 25 kHz chan-
radiotelephony communications when all six digits nels (see Note 1).
of the numerical designator are used in airspace NOTE 3: The numerical designator corresponds to
where communication channels are separated by 25 the channel identification in Annex 10, Volume V,
kHz, because on aircraft installations with a channel Table 4-1 (not published herein).
separation capability of 25 kHz or more, it is only
possible to select the first five digits of the numerical
designator on the radio management panel.
NOTE 3: The numerical designator corresponds to
the channel identification in Annex 10, Volume V,
Table 4-1 (not published herein).
5.2.1.7.3.4.4 PANS — In airspace where
all VHF voice communications channels are sepa-
rated by 25 kHz or more and the use of six digits as in
5.2.1.7.3.4.3 is not substantiated by the operational
requirement determined by the appropriate authori-
ties, the first five digits of the numerical designator
should be used, except in the case of both the fifth
and sixth digits being zeros, in which case only the
first four digits should be used.
NOTE 1: The following examples illustrate the appli-
cation of the procedure in 5.2.1.7.3.4.4 and the
associated settings of the aircraft radio management
panel for communication equipment with channel
separation capabilities of 25 kHz and 8.33/25 kHz.

Channel Transmitted as Radio management

panel setting for
communication
equipment with
25 kHz 8.33/25
(5 digits) kHz (6
digits)
118.000 ONE ONE 118.00 118.000
EIGHT
DECIMAL ZERO
118.025 ONE ONE 118.02 118.025
EIGHT
DECIMAL ZERO
TWO
118.050 ONE ONE 118.05 118.050
EIGHT
DECIMAL ZERO
FIVE
118.075 ONE ONE 118.07 118.075
EIGHT
DECIMAL ZERO
SEVEN
118.100 ONE ONE 118.10 118.100
EIGHT
DECIMAL ONE

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© JEPPESEN, 2000, 2012. ALL RIGHTS RESERVED.

 9 NOV 12 AIR TRAFFIC CONTROL
TRAFFIC INFORMATION BROADCASTS BY AIRCRAFT (TIBA)
Extracted from ICAO Annex 11 — Air Traffic Services – Annexes to DOC 7300 (Attachment B)
1 INTRODUCTION AND
APPLICABILITY OF BROADCASTS
1.1 Traffic information broadcasts by aircraft are
intended to permit reports and relevant supplemen-
tary information of an advisory nature to be trans-
mitted by pilots on a designated VHF radiotelephone
(RTF) frequency for the information of pilots of other
aircraft in the vicinity.
1.2 TIBAs should be introduced only when nec-
essary and as a temporary measure.
1.3 The broadcast procedures should be applied
in designated airspace where:
a. there is a need to supplement collision hazard
information provided by air traffic services out-
side controlled airspace; or
b. there is a temporary disruption of normal air traf-
fic services.
1.4 Such airspaces should be identified by the
States responsible for provision of air traffic services
within these airspaces, if necessary with the assis-
tance of the appropriate ICAO Regional Office(s), and
duly promulgated in aeronautical information publi-
cations or NOTAM, together with the VHF RTF fre-
quency, the message formats and the procedures to
be used. Where, in the case of 1.3 a., more than one
State is involved, the airspace should be designated
on the basis of regional air navigation agreements
and promulgated in Doc 7030.
1.5 When establishing a designated airspace,
dates for the review of its applicability at intervals
not exceeding 12 months should be agreed by the
appropriate ATC authority(ies).
2 DETAILS OF BROADCASTS
2.1 VHF RTF FREQUENCY TO BE USED
2.1.1 The VHF RTF frequency to be used
should be determined and promulgated on a regional
basis. However, in the case of temporary disruption
occurring in controlled airspace, the States respon-
sible may promulgate, as the VHF RTF frequency to
be used within the limits of that airspace, a frequency
used normally for the provision of air traffic control
service within that airspace.
2.1.2 Where VHF is used for air-ground commu-
nications with ATS and an aircraft has only two ser-
viceable VHF sets, one should be tuned to the appro-
priate ATS frequency and the other to the TIBA fre-
quency.
2.2 LISTENING WATCH
A listening watch should be maintained on the TIBA
frequency 10 minutes before entering the designated
airspace until leaving this airspace. For an aircraft
taking off from an aerodrome located within the lat-
eral limits of the designated airspace listening watch
should start as soon as appropriate after take-off and
be maintained until leaving the airspace.
2.3 TIME OF BROADCASTS
A broadcast should be made:
q$z
477 q$i
a. 10 minutes before entering the designated
airspace or, for a pilot taking off from an aero-
drome located within the lateral limits of the
designated airspace, as soon as appropriate
after take-off;
b. 10 minutes prior to crossing a reporting point;
c. 10 minutes prior to crossing or joining an ATS
route;
d. at 20-minute intervals between distant reporting
points;
e. 2 to 5 minutes, where possible, before a change
in flight level;
f. at the time of a change in flight level; and
g. at any other time considered necessary by the
pilot.
2.4 FORMS OF BROADCAST
2.4.1 The broadcasts other than those indicat-
ing changes in flight level, i.e. the broadcasts referred
to in 2.3 a., b., c., d. and g., should be in the following
form:
ALL STATIONS (necessary to identify a traffic
information broadcast)
(call sign)
FLIGHT LEVEL (number) (or CLIMBING1 TO
FLIGHT LEVEL (number))
(direction)
(ATS route) (or DIRECT FROM (position) TO
(position))
POSITION (position2 ) AT (time)
ESTIMATING (next reporting point, or the point
of crossing or joining a designated ATS route) AT
(time)
(call sign)
FLIGHT LEVEL (number)
(direction)
Fictitious example:
“ALL STATIONS WINDAR 671 FLIGHT LEVEL 350
NORTHWEST BOUND DIRECT FROM PUNTA
SAGA TO PAMPA POSITION 5040 SOUTH
2010 EAST AT 2358 ESTIMATING CROSSING
ROUTE LIMA THREE ONE AT 4930 SOUTH 1920
EAST AT 0012 WINDAR 671 FLIGHT LEVEL 350
NORTHWEST BOUND OUT”
1 For the broadcast referred to in 2.3 a. in the case of
an aircraft taking off from an aerodrome located within
the lateral limits of the designated airspace.
2 For broadcasts made when the aircraft is not near an
ATS significant point, the position should be given as
accurately as possible and in any case to the nearest
30 minutes of latitude and longitude.
2.4.2 Before a change in flight level, the broad-
cast (referred to in 2.3 e.) should be in the following
form:
© JEPPESEN, 2006, 2012. ALL RIGHTS RESERVED.
 478 AIR TRAFFIC CONTROL 9 NOV 12

TRAFFIC INFORMATION BROADCASTS BY AIRCRAFT (TIBA) q$i

ALL STATIONS 3.2 COLLISION AVOIDANCE

(call sign) If, on receipt of a traffic information broadcast from
(direction) another aircraft, a pilot decides that immediate action
(ATS route) (or DIRECT FROM (position) TO is necessary to avoid an imminent collision risk, and
(position)) this cannot be achieved in accordance with the right-
of-way provisions of Annex 2, the pilot should:
LEAVING FLIGHT LEVEL (number) FOR FLIGHT
LEVEL (number) AT (position and time) a. unless an alternative manoeuvre appears more
appropriate, immediately descend 150 m (500
2.4.3 Except as provided in 2.4.4, the broadcast ft), or 300 m (1000 ft) if above FL 290 in an area
at the time of a change in flight level (referred to in 2.3 where a vertical separation minimum of 600 m
f.) should be in the following form: (2000 ft) is applied;
b. display all available aircraft lighting which would
ALL STATIONS improve the visual detection of the aircraft;
(call sign) c. as soon as possible, reply to the broadcast
(direction) advising action being taken;
(ATS route) (or DIRECT FROM (position) TO d. notify the action taken on the appropriate ATS
(position)) frequency; and
LEAVING FLIGHT LEVEL (number) NOW FOR e. as soon as practicable, resume normal flight
FLIGHT LEVEL (number) level, notifying the action on the appropriate ATS
frequency.
followed by:
3.3 NORMAL POSITION REPORTING
ALL STATIONS PROCEDURES
(call sign) Normal position reporting procedures should be con-
MAINTAINING FLIGHT LEVEL (number) tinued at all times, regardless of any action taken to
initiate or acknowledge a traffic information broad-
2.4.4 Broadcasts reporting a temporary flight cast.
level change to avoid an imminent collision risk
should be in the following form:

ALL STATIONS
(call sign)
LEAVING FLIGHT LEVEL (number) NOW FOR
FLIGHT LEVEL (number)

followed as soon as practicable by:

ALL STATIONS
(call sign)
RETURNING TO FLIGHT LEVEL (number) NOW

2.5 ACKNOWLEDGEMENT OF THE

BROADCASTS
The broadcasts should not be acknowledged unless
a potential collision risk is perceived.

3 RELATED OPERATING
PROCEDURES
3.1 CHANGE OF CRUISING LEVEL
3.1.1 Cruising level changes should not be
made within the designated airspace, unless con-
sidered necessary by pilots to avoid traffic conflicts,
for weather avoidance of for other valid operational
reasons.
3.1.2 When cruising level changes are unavoid-
able, all available aircraft lighting which would
improve the visual detection of the aircraft should be
displayed while changing levels.

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© JEPPESEN, 2006, 2012. ALL RIGHTS RESERVED.

 12 FEB 10 AIR TRAFFIC CONTROL
EU-OPS 1 AERODROME OPERATING MINIMUMS (AOM)
1 GENERAL
The following explanation is an excerpt based on
EU-OPS 1 regarding the use and methods used to
determine AOM. It is not intended to describe all the
requirements of the EU-OPS 1 document.
The EU-OPS 1 Aerodrome Operating Minimums will
become European Standard and replaces the former
JAR-OPS 1. It is applicable to the operation of any
civil aircraft for the purpose of commercial air trans-
portation by any operator whose principal place of
business is in an EU Member State.
Within this document the term “EU-OPS 1” is used
for the new version of AOM (Subpart E – Appendix
1 to OPS 1.430 new). The old version of AOM is –
on Jeppesen Charts - still designated as “JAR-OPS”
or “JAA MINIMUMS” even it is now also part of the
EU-OPS 1 as Subpart E – Appendix 1 to OPS 1.430
old.
On JEPPESEN approach and aerodrome charts an
inverse printed “Standard” label indicates that the
minimums are established according the new Euro-
pean Standard.
The JAR-OPS 1 (EU-OPS 1 Subpart E – Appendix
1 to OPS 1.430 old) Aerodrome Operating Minimums
are described in paragraph 18 of this document.
2 DEFINITIONS
APV Operation — An Approach Procedure with Ver-
tical Guidance is an approach which utilizes lateral
and vertical guidance, but does not meet the require-
ments established for precision approach and land-
ing operations, with a DH not lower than 250ft and an
RVR not less than 600m.
CAT I Operation — Is a precision instrument
approach and landing using ILS, MLS, GLS or PAR
with a DH not lower than 200ft and with an RVR not
less than 550m.
CAT II Operation — Is a precision instrument
approach and landing using ILS or MLS with a DH
below 200ft but not lower than 100ft and an RVR of
not less than 300m.
Continuous Descent Final Approach (CDFA) — A
specific technique for flying the final approach seg-
ment as a continuous descent, without level-off, from
an altitude at or above the FAF altitude to a point
approximately 50ft above the landing threshold.
Converted Meteorological Visibility (CMV) — A
value (equivalent to an RVR) which is derived from
the reported meteorological visibility by using particu-
larly conversion factors. Jeppesen will publish all RVR
values above 2000m as CMV.
Enhanced Vision System (EVS) — An electronic
means of displaying a real-time image of the external
scene through the use of imaging sensors.
Fail Operational Hybrid Landing System — A
system which consists of a primary fail-passive auto-
matic landing system and a secondary independent
guidance system enabling the pilot to complete a
landing manually after failure of the primary system.
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601 q$i
GNSS Landing System (GLS) — An approach
operation using augmented GNSS information to
provide guidance to the aircraft based on its lateral
and vertical GNSS position. It uses geometric alti-
tude reference for its final approach slope.
Head-up Display (HUD) — A display system, which
presents flight information into the pilot’s forward
external field of view and which does not significantly
restrict the external view.
Head-up Guidance Landing System (HUDLS) —
The total airborne system which provides head-up
guidance to the pilot. It includes all sensors, comput-
ers, power supplies, indications and controls.
Hybrid Head-up Display Landing System (Hybrid
HUDLS) — A system which consists of a primary
fail-passive automatic landing system and a second
independent HUD/HUDLS enabling the pilot to com-
plete a landing manually after failure of the primary
system.
Low Visibility Procedures (LVP) — Procedures
applied at an aerodrome for the purpose of ensuring
safe operations during CAT III, CAT II, Other Than
Standard CAT II and Lower Than Standard CAT I
approaches and Low Visibility Take-offs.
Low Visibility Take-off — A take-off on a runway
where the RVR is less than 400m.
Lower Than Standard CAT I Operation — A CAT
I instrument approach and landing operation using
CAT I DH, but with an RVR lower than would normally
be associated with the applicable DH.
Non-precision Approach (NPA) — Is an instrument
approach using any of the following facilities, Local-
izer with and without DME, SRA, RNAV (LNAV), VOR,
VOR and DME, NDB, NDB and DME or VDF with
MDH or DH not lower than 250ft and RVR/CMV of
not less than 750m.
Other Than Standard CAT II Operation — A CAT II
instrument approach and landing operation to a run-
way where some or all of the elements of the ICAO
Annex 14 CAT II lighting system are not available, with
a DH below 200ft but not lower than 100ft and an RVR
of not less than 350/400m.
Stabilized Approach (SAp) — An approach which is
flown in a controlled and appropriate manner in terms
of configuration, energy and control of the flight path
from a pre-determined point or altitude to a point 50ft
above the landing threshold.
3 OPERATORS RESPONSIBILITY
An operator shall establish, for each departure, des-
tination or alternate aerodrome planned to be used,
aerodrome operating minimums. The method of
determination of such minimums must be acceptable
by the authority. In-flight calculation of minimums for
unplanned alternate aerodromes shall be carried out
with a method acceptable to the authority.
The operator must ensure that the new rules (Appen-
dix 1 to OPS 1.430 new) or the old rules (Appendix
1 to OPS 1.430 old - latest until 16 JUL 2011) are
applied.
In establishing AOM which will apply to any particular
operation, an operator must take full account of:
© JEPPESEN, 1998, 2010. ALL RIGHTS RESERVED.
 602 AIR TRAFFIC CONTROL
EU-OPS 1 AERODROME OPERATING MINIMUMS (AOM)
– The type, performance and handling characteris-
tics of the aircraft;
– The composition of the flight crew, their compe-
tence and experience;
– The dimensions and characteristics of the run-
ways which may be selected for use;
– The adequacy and performance of the available
visual and non-visual ground aids;
– The equipment available on the aircraft for navi-
gation and/or control of the flight path, as appro-
priate, during the take-off, the approach, the flare,
the landing, the roll-out and the missed approach;
– The obstacles in the approach, missed approach
and climb-out areas required for the execution
of contingency procedures and necessary clear-
ance;
– The OCA(H) for the instrument approach proce-
dure;
– The means to determine and report meteorologi-
cal conditions;
– The flight technique to be used during the final
approach.
The minimums are considered applicable if:
– the required ground equipment for the intended
procedure is operative,
Table 1 CONVERSION OF REPORTED MET VIS TO RVR/CMV
Lighting elements in operation
HIALS and HIRL
Any type of lighting installation
other than above
No lighting
EXAMPLE: Reported VIS 600m Day (HIALS and HIRL in use):
Day (No lighting):
Night (HIALS and HIRL in use):
6 TAKE-OFF MINIMUMS (EU-OPS 1)
GENERAL
Take-off minimums established by the operator must
be expressed as VIS or RVR, taking into account all
relevant factors for each aerodrome planned to be
used. Where there is a specific need to see and to
avoid obstacles a ceiling or climb gradient must be
specified.
Take-off shall not be commenced unless weather
conditions at the aerodrome of departure are equal
to or better than applicable minimums for landing at
that aerodrome unless a suitable take-off alternate
aerodrome is available.
When the reported meteorological VIS is below the
VIS required for take-off and RVR is not reported (or
no meteorological VIS or RVR report is available) a
take-off may only be commenced if the commander
can determine that the RVR/VIS along the take-off
runway is equal to or better than the required mini-
mum.
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12 FEB 10
q$i
– the required aircraft systems for the type of
approach are operative,
– the required aircraft performance criteria are met
and
– the crew is qualified accordingly.
4 PORTRAYAL OF AOM
AOM for take-off and landing will be shown either on
Jeppesen instrument approach or aerodrome charts
or on a separate minimums listing.
5 MET VISIBILITY/RVR/CMV
AOM are generally expressed in RVR or CMV. If
only meteorological visibility is reported, the charted
RVR/CMV value can be substituted by reported mete-
orological VIS for Straight-in Instrument Approaches
as shown in Table 1.
Table 1 must not be applied for Take-off or any other
required RVR minimum less than 800m or when
reported RVR is available.
NOTE: If the RVR is reported at being above the
maximum value assessed by the aerodrome opera-
tor, e.g.: “RVR more than 1500m”, it is not considered
to be a reported RVR in this context and the conver-
sion table may be used.
RVR/CMV = Reported MET VIS x
Day Night
1.5 2.0
1.0 1.5
1.0 Not applicable
RVR/CMV = 600m x 1.5 = 900m
RVR/CMV = 600m x 1.0 = 600m
RVR/CMV = 600m x 2.0 = 1200m
VISUAL REFERENCE
Take-off minimums must be determined to ensure
sufficient guidance to control the aircraft in case of
discontinued take-off in adverse circumstances or
during continued take-off after failure of the critical
power unit.
REQUIRED RVR/VIS
a. For multi-engine aircraft, whose performance is
such that in the event of a critical power unit fail-
ure at any point during take-off the aircraft can
either stop or continue the take-off to a height of
1500ft above the aerodrome while clearing all
obstacles by the required margins, the take-off
minimums established by an operator must be
expressed as RVR/VIS values not lower than
those in Table 2 below.
b. For multi-engine aircraft whose performance
is such that they cannot comply with the per-
formance conditions specified in paragraph (a)
above in the event of a critical power unit failure,
there may be a need to re-land immediately
© JEPPESEN, 1998, 2010. ALL RIGHTS RESERVED.
 28 JAN 11 AIR TRAFFIC CONTROL 603
EU-OPS 1 AERODROME OPERATING MINIMUMS (AOM) q$i

and to see and avoid obstacles in the take-off
area. Such aircraft may be operated to take-off
minimums shown in Table 3.
The take-off minimums established by an operator
must be based upon the height from which the one
engine inoperative net take-off flight path can be con-
structed. The RVR/VIS minimums used may not be
lower than either those specified in Table 2 or 3.

Table 2 TAKE-OFF RVR/VIS

RVR / VIS (m) 1 , 2
Facilities
CAT A, B & C CAT D
Approved Operators (with approved lateral guidance system) 3 75
Approved Operators 3 125 150
RL, CL & multiple RVR information 4 150 200
RL & CL 200 250
RL and/or RCLM 5 250 300
Nil (Day only) 500
1 For RVR/VIS below 400m Low Visibility Procedure must be in use.
2 The reported RVR/VIS of the initial part of take-off run can be replaced by pilot assessment.
3 For additional information about Approved Operators refer to the description below this table.
4 The required RVR value must be achieved for all relevant RVR reporting points except the initial part of take-off run.
5 For night operations at least RL and runway end lights are required.

Approved Operators: 4. A 90m visual segment is available from the

a. Subject to the approval of the Authority and pro-
vided the requirements in paragraphs 1. to 5.
below have been met, an operator may reduce
the take-off minimum to 125m/150m when:
1. Low Visibility Procedures are in force,
2. High intensity CL spaced 15m or less and
HIRL spaced 60m or less are in operation,
3. Crews have satisfactorily completed train-
ing in a simulator approved for this proce-
dure,
cockpit at the start of the take-off run,
5. The required RVR value has been
achieved for all of the relevant RVR report-
ing points.
b. Subject to approval of the Authority, an operator
of an aircraft using an approved lateral guidance
system or an approved HUD/HUDLS for take-off
may reduce the take-off minimum to not lower
than RVR 75m provided runway protection and
facilities equivalent to Category III landing oper-
ations are available.

Table 3 ASSUMED ENGINE FAILURE HEIGHT ABOVE THE RUNWAY VERSUS RVR/VIS
Take-off RVR/VIS
Assumed engine failure height (ft) above the take-off runway RVR/VIS (m) 1

50 or less 200
51 - 100 300
101 - 150 400
151 - 200 500
201 - 300 1000
more than 300 1500 2
1 The reported RVR/VIS of the initial part of the take-off run can be replaced by pilot assessment.
2 1500m is also applicable if no positive take-off flight path can be constructed.

When reported RVR/VIS is not available, the com- An operator must ensure that the visibility is not
mander shall not commence take-off unless he can below:
determine that the actual conditions satisfy the appli- – the State published circling VIS,
cable take-off minimum.
– the VIS from Table 4,
7 CIRCLE-TO-LAND MINIMUMS – the RVR/CMV of the preceding instrument
(EU-OPS 1) approach procedure.
An operator must ensure that the MDH is not below:
– the State published circling OCA(H),
– the MDH from Table 4,
– the MDH of the preceding instrument approach
procedure.

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© JEPPESEN, 1998, 2011. ALL RIGHTS RESERVED.

 604 AIR TRAFFIC CONTROL 28 JAN 11

EU-OPS 1 AERODROME OPERATING MINIMUMS (AOM) q$i

Table 4 MDH/METEOROLOGICAL VIS FOR CIRCLING APPROACHES

Aircraft Category A B C D
MDH (ft) 400 500 600 700
VIS (m) 1500 1600 2400 3600

Circle-to-land with prescribed flight tracks is an For night operations or for any operation where credit
accepted procedure within the meaning of this para- for runway and approach lights is required, the lights
graph. must be on and serviceable.

8 DETERMINATION OF RVR/CMV
FOR CAT I PRECISION, APV AND
NON-PRECISION APPROACHES
(EU-OPS 1)
APPROACH LIGHT SYSTEMS
The visual aids comprise standard runway day mark-
ings, approach and runway lighting (runway edge
lights, threshold lights, runway end lights and in some
cases also touch-down zone lights and/or runway
centerline lights).

Table 5 APPROACH LIGHT SYSTEMS

Class of Facility
FALS (Full Approach Light System)
IALS (Intermediate Approach Light System)
BALS (Basic Approach Light System)
NALS (No Approach Light System)
Length, Configuration and Intensity of
Approach Lights
ICAO: CAT I precision approach lighting system
(HIALS 720m or more), distance coded centerline,
barrette centerline.
ICAO: simple approach lighting system (HIALS 420m
– 719m), single source, barrette.
Any other approach lighting system (HIALS 210m –
419m, MIALS or ALS of 210m or more).
Any other approach lighting system (HIALS, MIALS or
ALS less than 210m) or no approach lights.

RVR/CMV Required RVR/VIS(m) = [(DH or MDH(ft) x 0.3048)/

The minimum RVR/CMV shall be the highest of the
values derived from Table 6 and the minimum values
for the specific approach type but not greater than the
maximum values for the specific type of approach.
The values in Table 6 are derived from the following
formula:
tan α] – length of approach lights (m)
The formula can also be used when calculating RVR
values for steeper approaches angles (α) with the
approval of the authority.

Table 6 RVR/CMV (m) vs DH/MDH and Lights – All Aircraft Categories

RVR/CMV (m) depending on Class of Lighting Facilities
DH or MDH (ft)
FALS IALS BALS NALS
200 – 210 550 750 1000 1200
211 – 220 550 800 1000 1200
221 – 230 550 800 1000 1200
231 – 240 550 800 1000 1200
241 – 250 550 800 1000 1300
251 – 260 600 800 1100 1300
261 – 280 600 900 1100 1300
281 – 300 650 900 1200 1400
301 – 320 700 1000 1200 1400
321 – 340 800 1100 1300 1500
341 – 360 900 1200 1400 1600
361 – 380 1000 1300 1500 1700
381 – 400 1100 1400 1600 1800

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© JEPPESEN, 1998, 2011. ALL RIGHTS RESERVED.

 16 APR 10 AIR TRAFFIC CONTROL 605
EU-OPS 1 AERODROME OPERATING MINIMUMS (AOM) q$i

Table 6 RVR/CMV (m) vs DH/MDH and Lights – All Aircraft Categories (continued)
RVR/CMV (m) depending on Class of Lighting Facilities
DH or MDH (ft)
FALS IALS BALS NALS
401 – 420 1200 1500 1700 1900
421 – 440 1300 1600 1800 2000
441 – 460 1400 1700 1900 2100
461 – 480 1500 1800 2000 2200
481 – 500 1500 1800 2100 2300
501 – 520 1600 1900 2100 2400
521 – 540 1700 2000 2200 2400
541 – 560 1800 2100 2300 2500
561 – 580 1900 2200 2400 2600
581 – 600 2000 2300 2500 2700
601 – 620 2100 2400 2600 2800
621 – 640 2200 2500 2700 2900
641 – 660 2300 2600 2800 3000
661 – 680 2400 2700 2900 3100
681 – 700 2500 2800 3000 3200
701 – 720 2600 2900 3100 3300
721 – 740 2700 3000 3200 3400
741 – 760 2700 3000 3300 3500
761 – 800 2900 3200 3400 3600
801 – 850 3100 3400 3600 3800
851 – 900 3300 3600 3800 4000
901 – 950 3600 3900 4100 4300
951 – 1000 3800 4100 4300 4500
1001 – 1100 4100 4400 4600 4900
1101 – 1200 4600 4900 5000 5000
1201 and above 5000 5000 5000 5000

8.1 CAT I PRECISION (ILS, MLS,

GLS, PAR) and APV
The minimum and maximum RVR/CMV values are as
shown in Table 7.

Table 7 RVR/CMV (MIN/MAX)

RVR/CMV (m) depending on Aircraft Category
A B C D
Minimum According to Table 6
Maximum 1500 1500 2400 2400

The following requirements must be fulfilled:
– descent angle not above 4.5° for CAT A & B and
not above 3.77° for CAT C & D, unless other
approach angles are approved by the authority,
– final offset not more than 15° for CAT A & B and
not more than 5° for CAT C & D.
An RVR of less than 750m may only be used:
– for CAT I approach operations to runways with
FALS, TDZ and CL and with DH of 200ft,
– for CAT I approach operations to runways without
TDZ and/or CL, when using an approved HUDLS
or an equivalent approved system, or when
conducting a coupled or a flight-director-flown
approach to a DH not less than 200ft,
– for APV operations to runways with FALS, TDZ
and CL, when using an approved HUD, but not
below 600m.
The operator must ensure that the decision height to
be used is not lower than:
– the minimum height to which the approach aid can
be used without the required visual reference.
– the OCH for the aircraft category,
– the published decision height,
– 200ft for CAT I approach operations,
– 250ft for APV operation,
– the lowest decision height specified in the Aircraft
Flight Manual or equivalent documents
whichever is higher.

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© JEPPESEN, 1998, 2010. ALL RIGHTS RESERVED.

 606 AIR TRAFFIC CONTROL 16 APR 10

EU-OPS 1 AERODROME OPERATING MINIMUMS (AOM) q$i

8.2 NON-PRECISION APPROACHES a. approach is flown using CDFA technique,

All non-precision approaches shall be flown using the
continuous descent final approach technique (CDFA)
unless otherwise approved by the authority for a par-
ticular approach to a particular runway.
The missed approach, after an approach has been
flown using CDFA technique, shall be executed
when reaching the decision altitude (height) or
the MAP, whichever occurs first. The lateral part
of the missed approach procedure must be flown
via the MAP unless otherwise stated in the proce-
dure.
The RVR is the higher value of Table 6 (based on
DH/MDH) and 8 depending on fulfilling the follow-
ing requirements, but not above the maximum values
from Table 8:
b. descent angle not above 4.5° for CAT A & B and
not above 3.77° for CAT C & D, unless other
approach angles are approved by the authority,
c. final offset not more than 15° for CAT A & B and
not more than 5° for CAT C & D,
d. final approach segment of at least 3nm,
e. FAF or appropriate fix where descent is initiated
is available, or distance to threshold is available
by FMS, RNAV or DME,
f. if MAP is defined by timing, the distance from
FAF to threshold is less than 8nm.

Table 8 RVR/CMV (MIN/MAX) – FULFILLING ALL REQUIREMENTS

RVR/CMV (m) depending on Aircraft Category
A B C D
Minimum 750 750 750 750
Maximum 1500 1500 2400 2400

If at least one of the requirements (a) to (f) above from Table 9. For non-CDFA approaches the values
is not matched or the DH/MDH is more than 1200ft, from Table 6 have to be increased by 200m for CAT
the RVR is the higher value of Table 6 (based on A & B and 400m for CAT C & D.
DH/MDH) and 9, but not above the maximum values

Table 9 RVR/CMV (MIN/MAX) – NOT FULFILLING ALL REQUIREMENTS

RVR/CMV (m) depending on Aircraft Category
A B C D
Minimum 1000 1000 1200 1200
According to Table 6 if flown using CDFA technique, otherwise an add-on of 200m for CAT
Maximum
A & B and 400m for CAT C & D applies to the values from Table 6, but not above 5000m.

The operator must ensure that the minimum descent
height or decision height to be used is not lower than:
– the minimum height to which the approach aid can
be used (Table 10),
– the OCH for the aircraft category,
– the published minimum descent height/decision
height,
– the lowest minimum descent height/decision
height specified in the Aircraft Flight Manual or
equivalent documents
whichever is higher.

Table 10 LOWEST MDH/DH NON-PRECISION APPROACHES

Facility Lowest MDH/DH (ft)
LOC, LOC and DME, VOR and DME, SRA (terminating at ½nm) 250
VOR, NDB and DME, RNAV (LNAV), SRA (terminating at 1nm) 300
NDB, VDF, SRA (terminating at 2nm or more) 350

VISUAL REFERENCE – RL,

The pilot shall not continue an approach below mini-
mum descent height unless at least one of the follow-
ing elements is distinctly visible and identifiable to the
pilot:
– elements of the approach light system,
– threshold, threshold markings, threshold lights or
threshold identification lights,
– visual glide slope indicator,
– touchdown zone or touchdown zone markings,
– TDZ,
– other visual references accepted by the authority.
9 LOWER THAN STANDARD CAT I
OPERATIONS (EU-OPS 1)
DECISION HEIGHT
A decision height for Lower Than Standard CAT I
operations must not be lower than:
– the DH specified in the Aircraft Flight Manual or
equivalent documents,

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© JEPPESEN, 1998, 2010. ALL RIGHTS RESERVED.

 16 APR 10 AIR TRAFFIC CONTROL 607
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– the minimum height to which the precision whichever is higher.

approach aid can be used without the required
visual reference, RVR/CMV
– the OCH for the aircraft category, The lowest RVR values to be used by an operator for
Lower Than Standard CAT I operations are shown in
– the decision height the flight crew is authorized to Table 11 below.
operate,
– 200ft

Table 11 RVR/CMV LOWER THAN STANDARD CAT I OPERATIONS

RVR/CMV (m) depending on Class of Lighting Facility 1 , 2

DH (ft) FALS IALS BALS NALS

200 – 210 400 3 500 600 750
211 – 220 450 550 650 800
221 – 230 500 600 700 900
231 – 240 500 650 750 1000
241 – 249 550 700 800 1100
1 For operations to a minimum RVR of 450m Class I/T/1 ILS required.
2 For operations with RVR less than 450m Class II/D/2 ILS required.
3 For operations with RVR below 450m TDZ and/or CL required.

VISUAL REFERENCE – Training shall be completed (low visibility opera-

The pilot shall not continue an approach below deci- tions – training & qualification applicable to CAT II
sion height unless visual reference containing one of operations as of Appendix 1 to OPS 1.450).
the following elements is attained and can be main- – The operator must ensure that Low Visibility Pro-
tained: cedures are established and in operation at the
– at least 3 consecutive lights being the centerline landing aerodrome.
of the approach lights, Due to the requirements above Jeppesen will
– TDZ, CL or RL, publish minimums for Lower Than Standard CAT
I operations on operator’s request on tailored
– or a combination of the above.
charts.
The visual reference must include a lateral element
of the ground pattern (like an approach lighting cross- 10 STANDARD CAT II OPERATIONS
bar, landing threshold, a barrette of the TDZ) unless (EU-OPS 1)
the operation is conducted utilizing an approved
HUDLS to at least 150ft above threshold. DECISION HEIGHT
An operator must ensure that the decision height is
TYPE OF FACILITY
not lower than:
An ILS/MLS which supports Lower Than Standard
– The minimum decision height specified in the Air-
CAT I operations must be an unrestricted facility with
craft Flight Manual or equivalent documents,
a straight-in course equal to or less than 3° offset and
the ILS must be certificated to: – the minimum height to which the precision
approach aid can be used without the required
– Class I/T/1 for operations to a minimum RVR of
visual reference,
450m,
– the OCH for the aircraft category,
– Class II/D/2 for operations to less than 450m RVR.
– the decision height to which the flight crew is
Single ILS facilities are only acceptable if Level 2 per-
authorized to operate,
formance is provided.
– 100ft,
APPROVAL whichever is higher.
To conduct Lower Than Standard CAT I operations:
RVR
– The operator shall be approved by the author-
ity. The lowest minimums to be used by an operator for
CAT II operations are shown in Table 12 below.
– The approach shall be flown auto-coupled to an
autoland or an approved HUDLS shall be used to
at least 150ft above threshold.
– The aircraft shall be certified in accordance to
CS-AWO to conduct CAT II operations.
– The autoland system shall be approved for CAT
IIIA operations.
– In service proving requirements shall be com-
pleted (aircraft, aerodrome, runway).

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 608 AIR TRAFFIC CONTROL 16 APR 10

EU-OPS 1 AERODROME OPERATING MINIMUMS (AOM) q$i

Table 12 RVR STANDARD CAT II OPERATIONS

DH (ft) RVR (m) CAT A, B & C 1 RVR (m) CAT D 2

100 – 120 300 300/350 3

121 – 140 400
141 and above 450
1 Auto-coupled or Approved HUDLS to below DH – which means continued use of the automatic flight control
system or the HUDLS down to a height of 80% of the DH.
2 Auto-coupled or Approved HUDLS to below DH – which means continued use of the automatic flight control
system or the HUDLS down to a height of 80% of the DH.
3 RVR 300m may be used for aircraft conducting an autoland.

VISUAL REFERENCE – the minimum decision height specified in the Air-

The pilot shall not continue an approach below deci-
sion height unless visual reference containing one of
the following elements is attained and can be main-
tained:
– at least 3 consecutive lights being the centerline
of the approach lights,
– TDZ, CL or RL,
– or a combination of the above.
The visual reference must include a lateral element
of the ground pattern (like an approach lighting cross-
bar, landing threshold, a barrette of the TDZ) unless
the operation is conducted utilizing an approved
HUDLS to touchdown.
craft Flight Manual or equivalent documents,
– the minimum height to which the precision
approach aid can be used without the required
visual reference,
– the OCH for the aircraft category,
– the decision height to which the flight crew is
authorized to operate,
– 100ft,
whichever is higher.
RVR
The lowest minimums depend on DH and available
approach light system as shown in Table 13 below.

11 OTHER THAN STANDARD CAT II

OPERATIONS (EU-OPS 1)
DECISION HEIGHT
An operator must ensure that the decision height is
not lower than:

Table 13 RVR OTHER THAN STANDARD CAT II OPERATIONS

RVR (m) 1 , 2 , 3

FALS IALS BALS NALS

DH (ft) CAT A, B & C CAT D CAT A - D CAT A - D CAT A - D
100 – 120 350 4 400 5 450 600 700
121 – 140 400 6 450 500 600 700
141 – 160 450 500 500 600 750
161 – 199 450 500 550 650 750
1 For operations to a minimum RVR of 450m Class I/T/1 ILS required.
2 For operations with RVR less than 450m Class II/D/2 ILS required.
3 Autoland or approved HUDLS utilized to touchdown.
4 For operations in RVR of 400m or less CL must be available.
5 For operations in RVR of 400m or less CL must be available.
6 For operations in RVR of 400m or less CL must be available.

To conduct Other Than Standard CAT II operations – or a combination of the above.

the operator must ensure that appropriate low visibil-
ity procedures are established and in operation at the
landing aerodrome.
VISUAL REFERENCE
The pilot shall not continue an approach below deci-
sion height unless visual reference containing one of
the following elements is attained and can be main-
tained:
– at least 3 consecutive lights being the centerline
of the approach lights,
– TDZ, CL or RL,
q$z
The visual reference must include a lateral element of
the ground pattern (i.e. an approach lighting crossbar,
landing threshold, a barrette of the TDZ) unless the
operation is conducted utilizing an approved HUDLS
to touchdown.
TYPE OF FACILITY
An ILS/MLS which supports Other Than Standard
CAT II operations shall be an unrestricted facility with
a straight-in course equal to or less than 3° offset and
the ILS shall be certificated to:

© JEPPESEN, 1998, 2010. ALL RIGHTS RESERVED.

 16 APR 10 AIR TRAFFIC CONTROL 609
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– Class I/T/1 for operations to a minimum RVR of
450m and to a DH of 200ft or more,
– Class II/D/2 for operations in RVR of less than
450m or to a DH of less than 200ft.
Single ILS facilities are only acceptable if Level 2 per-
formance is provided.
Jeppesen will publish minimums for Other Than
Standard CAT II operations only if the procedure
is approved for their use by the State of the aero-
drome.
12 CAT III OPERATIONS (EU-OPS 1)
CAT III operations are subdivided as follows:
a. CAT IIIA: decision height lower than 100ft and
RVR not less than 200m,
b. CAT IIIB: decision height lower than 100ft or no
decision height and RVR less than 200m but not
less than 75m.
DECISION HEIGHT
For operations in which a decision height is used, an
operator must ensure that the decision height is not
lower than:
– the minimum decision height specified in the Air-
craft Flight Manual or equivalent documents,
– the minimum height to which the precision
approach aid can be used without the required
visual reference,
– the decision height to which the flight crew is
authorized to operate.
Operations with no decision height may only be con-
ducted if:
– the operation with no decision height is authorized
in the Aircraft Flight Manual,
– the approach aid and aerodrome facilities can
support such operations,
– the operator has an approval for CAT III operations
with no decision height.
NOTE: In the case of a CAT III runway it may be
assumed that operations with no decision height can
be supported unless specifically restricted as pub-
lished in the AIP or by NOTAM.
RVR
The lowest minimums to be used by an operator for
CAT III operations are shown in Table 14.

Table 14 CAT III OPERATIONS

Roll-out Control/ Guidance
CAT Decision Height (ft) 1 RVR (m)
System
IIIA Less than 100 Not required 200
IIIB Less than 100 Fail-passive 150 2
IIIB Less than 50 Fail-passive 125
Less than 50 or
IIIB Fail-operational 3 75
No Decision Height
1 Flight control system redundancy is determined under CS-AWO by the minimum certificated decision height.
2 For aircraft certificated in accordance with CS-AWO 321 (b)(3) or equivalent.
3 The fail-operational system referred to may consist of a fail-operational hybrid system.

VISUAL REFERENCE For CAT IIIB operations conducted either with

For CAT IIIA and for CAT IIIB operations either with
fail-passive flight control systems or with the use of
an approved HUDLS, a pilot may not continue an
approach below the decision height unless a visual
reference of one of the following elements is attained
and can be maintained:
– at least 3 consecutive lights being the centerline
of the approach lights,
– TDZ, CL or RL,
– or a combination of the above.
fail-operational flight control systems or with a
fail-operational hybrid landing system (comprising
e.g. a HUDLS) using a decision height a pilot may
not continue an approach below the decision height
unless a visual reference containing at least one
centerline light is attained and can be maintained.
13 FAILED OR DOWNGRADED
EQUIPMENT (EU-OPS 1)
The effect on landing minimums is shown in Table 15
below.

Table 15 FAILED OR DOWNGRADED EQUIPMENT – EFFECT ON LANDING MINIMUMS

Failed or Downgraded Effect on Landing Minimums
Equipment CAT IIIB CAT IIIA CAT II CAT I Non-precision
ILS stand-by transmitter Not allowed No effect
Outer Marker No effect if replaced by published equivalent position Not applicable
No effect unless
Middle Marker No effect
used as MAP
May be temporarily replaced with Midpoint RVR
TDZ RVR assessment
if approved by the State of the Aerodrome. RVR No effect
system
may be reported by human observation.
Midpoint or Rollout RVR No effect

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© JEPPESEN, 1998, 2010. ALL RIGHTS RESERVED.

 610 AIR TRAFFIC CONTROL 16 APR 10

EU-OPS 1 AERODROME OPERATING MINIMUMS (AOM) q$i

Table 15 FAILED OR DOWNGRADED EQUIPMENT – EFFECT ON LANDING MINIMUMS (continued)

Failed or Downgraded Effect on Landing Minimums
Equipment CAT IIIB CAT IIIA CAT II CAT I Non-precision
Anemometer for runway in
No effect if other ground source available
use
Ceilometer No effect
Not allowed for operations
Approach Lights Not allowed 1 Minimums as for NALS
with DH > 50ft
Approach lights except the
No effect Not allowed 2 Minimums as for BALS
last 210m
Approach lights except the
No effect No effect 3 Minimums as for IALS
last 420m
Standby power for
No effect
approach lights
Day: Minimums as for NALS
Whole runway light system Not allowed
Night: Not allowed
Day only
Edge lights
Night: Not allowed
Day:
Day: RVR 300m RVR 300m
Centerline lights No effect
Night: Not allowed Night:
RVR 550m
CL lights spacing
RVR 150m No effect
increased to 30m
Day: RVR 200m Day: RVR 300m
TDZ lights No effect
Night: RVR 300m Night: RVR 550m
Standby power for runway
Not allowed No effect
lights
Taxiway light system No effect - except delays due to reduced movement rate
1 Other than Standard CAT II: No effect.
2 Other than Standard CAT II: No effect.
3 Other than Standard CAT II: No effect.
NOTE 1: Applicable conditions for the use of the table 14 ENHANCED VISION SYSTEMS
above: (EU-OPS 1)
– Multiple failures of runway lights are not accept- The Enhanced Vision System (EVS) may only be
able. used for ILS, MLS, PAR, GLS and APV operations
– Deficiencies of approach and runway lights are with a DH not lower than 200ft or on approaches
treated separately. when using approved vertical flight path guidance to
– CAT II/III operations: A combination of deficiencies a MDH or DH not below 250ft.
in runway lights and RVR assessment equipment A pilot using an EVS certificated for the purpose of
is not allowed. this paragraph and used in accordance with the pro-
– Failures other than ILS affect RVR only and not cedures and limitations of the approved flight manual,
DH . may:
NOTE 2: For CAT IIIB operations with no decision a. Continue an approach below DH or MDH to
height, an operator shall ensure that, for aircraft 100ft above threshold elevation provided that at
authorized to conduct no decision height operations least one of the following visual references is dis-
with the lowest RVR limitations, the following applies played and identifiable on the enhanced vision
in addition to the table above: system:
– RVR: At least one RVR value must be available at – elements of the approach lighting or
the aerodrome. – runway threshold, identified by the beginning
– Runway lights: of the runway landing surface, threshold
a. No RL or no CL: Day - RVR 200m. lights or by threshold identification lights and
b. No RL or no CL: Night - Not allowed. – touchdown zone identified by touchdown
zone landing surface, touchdown zone
c. No TDZ lights – No restriction.
lights, touchdown zone markings or by
d. No Stand-by power to RL: Day – RVR 200m. runway lights.
e. No Stand-by power to RL: Night – Not b. Reduce the calculated RVR/CMV for the
allowed. approach according the Table 16 below.

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© JEPPESEN, 1998, 2010. ALL RIGHTS RESERVED.

 16 APR 10 AIR TRAFFIC CONTROL 611
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Table 16 RVR/CMV REDUCTION WHEN USING EVS

Reduced RVR/CMV (m) Reduced RVR/CMV (m)
Required RVR/CMV (m) Required RVR/CMV (m)
when using EVS when using EVS
550 350 2700 1800
600 400 2800 1900
650 450 2900 1900
700 450 3000 2000
750 500 3100 2000
800 550 3200 2100
900 600 3300 2200
1000 650 3400 2200
1100 750 3500 2300
1200 800 3600 2400
1300 900 3700 2400
1400 900 3800 2500
1500 1000 3900 2600
1600 1100 4000 2600
1700 1100 4100 2700
1800 1200 4200 2800
1900 1300 4300 2800
2000 1300 4400 2900
2100 1400 4500 3000
2200 1500 4600 3000
2300 1500 4700 3100
2400 1600 4800 3200
2500 1700 4900 3200
2600 1700 5000 3300

A pilot may not continue an approach below 100ft
above threshold elevation, unless one of the following
visual references is distinctly visible and identifiable
to the pilot without reliance on the enhanced vision
system:
– The lights or markings of the threshold,
– The lights or markings of the touchdown zone.
15 SINGLE PILOT OPERATIONS
(EU-OPS 1)
For single pilot operations the operator must calculate
the minimum RVR/VIS for all approaches as stated
above with the exceptions shown below.
a. An RVR of less than 800m may be used for CAT I
approaches provided any of the following is used
at least down to the applicable DH:
– A suitable autopilot, coupled to an ILS or
MLS, which is not promulgated as restricted,
– An approved HUDLS (including EVS where
appropriate) or equivalent approved system,
b. The minimum RVR/CMV shall not be less than
600m where TDZ and/or CL are not available.
c. An RVR of less than 800m may be used for APV
operations to runways with FALS, TDZ and CL
when using an approved HUDLS, an equivalent
approved system or when conducting a coupled
approach to a DH equal to or greater than 250ft.
q$z
Jeppesen will publish minimums for single pilot
operations only on operator’s request on tailored
charts.
16 PLANNING MINIMUMS (EU-OPS 1)
An operator shall only select an aerodrome as
a take-off alternate aerodrome when appropriate
weather reports or forecasts or any combination
thereof indicate, that during a period commencing
one hour before and ending one hour after the esti-
mated time of arrival, the weather conditions will be at
or above the applicable landing minimum. The ceiling
must be taken into account when only non-precision
or circling approaches are available. Any limitation
related to one-engine-inoperative operations must
be taken into account.
An operator shall only select the destination aero-
drome when appropriate weather reports or forecasts
or any combination thereof indicate, that during a
period commencing one hour before and ending one
hour after the estimated time of arrival, the weather
conditions will be at or above the applicable landing
minimum as follows:
– RVR/VIS,
– ceiling at or above MDH for non-precision or cir-
cling approaches,
or two destination alternate aerodromes are selected
if the weather conditions are below the applicable
planning minimums.
An operator shall only select an aerodrome as:

© JEPPESEN, 1998, 2010. ALL RIGHTS RESERVED.

 612 AIR TRAFFIC CONTROL
EU-OPS 1 AERODROME OPERATING MINIMUMS (AOM)
– destination alternate aerodrome,
– isolated aerodrome,
– enroute alternate aerodrome (ERA),
– 3% ERA (an ERA selected for the purpose of
reducing contingency fuel to 3%)
Table 17 PLANNING MINIMUMS
Type of Approach
CAT II and III
CAT I
Non-precision
Circling
Note 1: RVR
Note 2: The ceiling must be at or above the MDH
An operator shall not select an aerodrome as an
ETOPS enroute alternate aerodrome when appropri-
ate weather reports or forecasts or any combination
thereof indicate, that between the anticipated time of
landing until one hour after the latest possible time
of landing, conditions calculated by adding the addi-
Table 18 PLANNING MINIMUMS – ETOPS
Approach Facility Alternate Airfield Ceiling
Precision approach Authorized DH + 200ft
Non-precision approach or
Authorized MDH + 400ft
Circling approach
17 COMMENCEMENT AND
CONTINUATION OF AN
APPROACH - APPROACH
BAN (EU-OPS 1)
An instrument approach may be commenced regard-
less of the reported RVR/VIS but the approach shall
not be continued beyond the outer marker or equiva-
lent position, if the reported RVR/VIS is less than the
applicable minima. Where RVR is not available, RVR
values may be derived by converting the reported vis-
ibility. If, after passing the outer marker or equivalent
position the reported RVR/VIS falls below the appli-
cable minimum, the approach may be continued to
DA(H) or MDA(H).
Where no outer marker or equivalent position exist,
the pilot shall make the decision to continue or aban-
don the approach before descending below 1000ft
above the aerodrome on the final approach segment.
If the MDA(H) is 1000ft or more about aerodrome the
operator shall establish a height for each approach
procedure, below which the approach shall not be
continued if RVR/VIS is less than the applicable min-
imum.
The approach may be continued below DA(H) or
MDA(H) and the landing may be completed provided
that the required visual reference is established at
the DA(H) or MDA(H) and is maintained.
VIS to RVR conversion
Lighting Facilities
Take-off
q$z
16 APR 10
q$i
when appropriate weather reports or forecasts or any
combination thereof indicate, that during a period
commencing one hour before and ending one hour
after the estimated time of arrival, the weather con-
ditions will be at or above the planning minimums as
in Table 17 below.
Planning Minimums
CAT I (Note 1)
Non-precision (Notes 1 and 2)
Non-precision (Notes 1 and 2) plus 200ft / 1000m
Circling
tional limits of Table 18 below will exist. An operator
shall include in the Operations Manual the method
for determining the operating minima at the planned
ETOPS enroute alternate aerodrome.
Jeppesen will publish planning minimums on
request only.
Weather Minimums (VIS/RVR)
Authorized VIS + 800m
Authorized VIS + 1500m
The touchdown zone RVR is always controlling. If
reported and relevant, the mid-point and stop-end
RVR are also controlling. The minimum RVR for the
mid-point is 125m or the RVR required for the touch-
down zone if less. The minimum RVR for the stop-end
is 75m. For aircraft equipped with a roll-out guidance
or control system, the minimum RVR value for the
mid-point is 75m.
Relevant in this context means that part of the run-
way used during the high speed phase of the landing
down to a speed of approximately 60kt.
18 JAR-OPS 1 AOM (EU-OPS 1
Subpart E – Appendix 1 to
OPS 1.430 old)
18.1 GENERAL
The following explanation is an excerpt based on
EU-OPS 1 (Subpart E – Appendix 1 to OPS 1.430
old) which is the same as the former JAR-OPS 1
regarding the use and method used to determine
AOM. The lighting requirements are the same as
described in the EU-OPS section.
This paragraph focuses on the differences, applicable
to JAR-OPS 1 operators.
The following table identifies the relevant paragraphs
for JAR-OPS 1 operators.
Refer to paragraph 5
Refer to table 5
Refer to paragraph 6 and 18.2
© JEPPESEN, 1998, 2010. ALL RIGHTS RESERVED.
 16 APR 10 AIR TRAFFIC CONTROL 613
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CAT III Precision Approaches Refer to paragraph 12 and 18.8

CAT II Precision Approaches Refer to paragraph 10 and 18.7
CAT I Precision Approaches Refer to paragraph 18.5
Non-Precision Approaches Refer to paragraph 18.4
Circling Approaches Refer to paragraph 7 and 18.3
Failed or Downgraded Equipment Refer to paragraph 13
Planning Minimums Refer to paragraph 16
APV Minimums Refer to paragraph 8.1
Approach Ban Refer to paragraph 17
Single Pilot Operations Refer to paragraph 18.6

JAR-OPS does not use the term CMV for converted
meteorological visibility.
JAR-OPS does not include non-standard minimums
for CAT I or CAT II precision approaches.
JAR-OPS does not include APV minimums but
JAR-OPS 1 operators may be approved to conduct
APV operations.
18.2 TAKE-OFF MINIMUMS
The Take-off minimums are the same as for the
EU-OPS. JAR-OPS 1 operators can use both, Stan-
dard and JAR-OPS Take-off minimums.
18.3 CIRCLE-TO-LAND MINIMUMS
The Circling minimums are nearly the same as for the
EU-OPS. The only difference is that JAR-OPS does
not include the requirement that MDH and VIS must
not be below the values of the preceding instrument
approach procedure. JAR-OPS 1 operators can use
both, Standard and JAR-OPS Circling minimums.
18.4 NON-PRECISION APPROACH
MINIMUMS
An operator must ensure that the MDH for a non-pre-
cision approach is not below the OCH/OCL for the
category of aircraft or the MDH values given in the
Table 19 below.

Table 19 LOWEST MDH FOR NON-PRECISION APPROACHES – JAR-OPS

Approach Facility MDH
LOC (GS out), VOR and DME, SRA (terminating at ½nm) 250ft
VOR, NDB, VDF, SRA (terminating at 1nm) 300ft
SRA (terminating at 2nm) 350ft

An operator must ensure that the RVR for a non-preci-
sion approach is not below the values given in Table
20 below and not below any State given value. The
table is only applicable to conventional approaches
with a nominal descent slope of not greater than 4°
(7.0%). Greater descent slopes will usually require
that visual glide slope guidance is also visible at the
MDH. The figures may be either reported RVR or
meteorological VIS converted to RVR as described
in paragraph 5. The MDH in Table 20 refers to the ini-
tial MDH (before rounding).

Table 20 RVR FOR NON-PRECISION APPROACHES – JAR-OPS

Intermediate
MDH (ft) Full Facilities Basic Facilities Nil Facilities
Facilities
A: 1000m A: 1200m
AB: 1500m
ABC: 800m B: 1100m B: 1300m
250 – 299 C: 1600m
D: 1200m C: 1200m C: 1400m
D: 1800m
D: 1400m D: 1600m
A: 1200m A: 1300m
A: 900m AB: 1500m
B: 1300m B: 1400m
300 – 449 BC: 1000m C: 1800m
C: 1400m C: 1600m
D: 1400m D: 2000m
D: 1600m D: 1800m
A: 1400m
A: 1000m AB: 1500m
B: 1500m AB: 1500m
450 – 649 BC: 1200m C: 1800m
C: 1600m CD: 2000m
D: 1600m D: 2000m
D: 1800m
A: 1200m AB: 1500m
AB: 1500m AB: 1500m
650 and above BC: 1400m C: 1800m
CD: 2000m CD: 2000m
D: 1800m D: 2000m

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© JEPPESEN, 1998, 2010. ALL RIGHTS RESERVED.

 614 AIR TRAFFIC CONTROL 16 APR 10

EU-OPS 1 AERODROME OPERATING MINIMUMS (AOM) q$i

18.5 CAT I PRECISION APPROACH whichever is higher.

MINIMUMS
An operator must ensure that the DH for a precision
approach is not lower than:
– The minimum DH specified in the operator’s flight
operations manual,
– The minimum height to which the precision
approach aid can be used without the required
visual reference,
– The OCH/OCL for the aircraft category,
– 200ft,
An operator must ensure that the RVR for a precision
approach is not below the values given in the Table
21 below and not below any State given value. The
table is only applicable to conventional approaches
with a glide slope angle up to and including 4°. The
figures may be either reported RVR or meteorological
VIS converted to RVR as described in paragraph 5.
The DH in Table 21 refers to the initial calculation of
DH.

Table 21 RVR FOR CAT I PRECISION APPROACHES – JAR-OPS

Intermediate
DH (ft) Full Facilities Basic Facilities Nil Facilities
Facilities
200 550m 700m 800m 1000m
201 – 250 600m 700m 800m 1000m
251 - 300 650m 800m 900m 1200m
301 and above 800m 900m 1000m 1200m

18.6 SINGLE PILOT OPERATIONS

For single pilot operations an RVR of less than 800m
is not permitted, except when using a suitable autopi-
lot coupled to an ILS or MLS, in which case normal
minimums apply. The DH applied must not be less
than 1.25x the minimum height for the autopilot.
18.7 CAT II PRECISION APPROACH
MINIMUMS
The CAT II minimums are the same as for the
EU-OPS. JAR-OPS 1 operators can use both, Stan-
dard and JAR-OPS CAT II minimums.
18.8 CAT III PRECISION APPROACH
MINIMUMS
The CAT III minimums are nearly the same as for
the EU-OPS. JAR-OPS 1 operators can use both,
Standard and JAR-OPS CAT III minimums.
VISUAL REFERENCE
For CAT IIIA operations and for CAT IIIB operations
with fail-passive flight control systems, a pilot may
not continue an approach below the decision height
unless a visual reference of one of the following ele-
ments is attained and can be maintained:
– at least 3 consecutive lights being the centerline
of the approach lights,
– TDZ or CL or RL,
– or a combination of the above.
For CAT IIIB operations with fail-operational flight
control systems using a decision height, a pilot may
not continue an approach below the decision height
unless a visual reference containing at least one
centerline light is attained and can be maintained.
For CAT III operations with no decision height there
is no requirement for visual contact with the runway
prior to touchdown.
RVR
The Note 3 of Table 14 is not applicable to JAR-OPS
1 operators.

q$z

© JEPPESEN, 1998, 2010. ALL RIGHTS RESERVED.

 23 NOV 12 EMERGENCY
INTERNATIONAL CIVIL AVIATION ORGANIZATION (ICAO)
Extracted from the following ICAO publications:
RULES OF THE AIR, ANNEX 2
AIRCRAFT OPERATIONS, ANNEX 6
AERONAUTICAL TELECOMMUNICATIONS, ANNEX 10, VOLUMES I II
SEARCH AND RESCUE, ANNEX 12
PROCEDURES FOR AIR NAVIGATION SERVICES — AIR TRAFFIC MANAGEMENT, PANS-ATM (Doc 4444)
PROCEDURES FOR AIR NAVIGATION SERVICES — AIRCRAFT OPERATIONS, PANS-OPS (Doc 8168)
Within this chapter, references to the following ICAO Documents are made, however they are not pub-
lished herein:
REGIONAL SUPPLEMENTARY PROCEDURES (Doc 7030)
INTERNATIONAL AERONAUTICAL AND MARITIME SEARCH AND RESCUE (IAMSAR) MANUAL (DOC
9731)
1 DEFINITIONS
Refer to Introduction/Chart Glossary.
2 EMERGENCY PROCEDURES
2.1 GENERAL
2.1.1 The various circumstances surrounding
each emergency situation preclude the establish-
ment of exact detailed procedures to be followed.
(Doc 4444, 15.1.1)
2.1.2 Air traffic control units shall maintain full
and complete coordination, and personnel shall use
their best judgement in handling emergency situa-
tions. (Doc 4444, Part III, 16.1.1)
NOTE: To indicate that it is in a state of emergency,
an aircraft equipped with an SSR transponder might
operate the equipment as follows:
a. on Mode A, Code 7700; or
b. on Mode A, Code 7500, to indicate specifically
that it is being subjected to unlawful interference.
2.2 PRIORITY
2.2.1 An aircraft known or believed to be in
a state of emergency, including being subjected to
unlawful interference, shall be given priority over
other aircraft. (Doc 4444, 15.1.2)
2.3 DISTRESS FREQUENCIES
2.3.1 The ICAO Communication Procedures
require that an aircraft in distress when it is airborne
should use the frequency in use for normal com-
munications with aeronautical stations at the time.
However, it is recognized that, after an aircraft has
crashed or ditched, there is a need for designating
a particular frequency or frequencies to be used in
order that uniformity may be attained on a world-wide
basis, and so that a guard may be maintained or set
up by as many stations as possible including direc-
tion-finding stations, and stations of the Maritime
Mobile Service.
2.3.2 The frequency 2182 kHz is the interna-
tional distress frequency for radiotelephony to be
used for that purpose by ship, aircraft and survival
craft stations when requesting assistance from the
maritime service.
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2.3.3 The frequency 4125 kHz is also autho-
rized to enable communications between stations in
the maritime mobile service and aircraft stations in
distress.
2.3.4 Similarly, the frequency 500 kHz is the
international distress frequency for radiotelegraphy to
be used for that purpose by ship, aircraft and survival
craft stations when requesting assistance from the
maritime service.
2.3.5 With respect to survival craft stations the
following emergency / distress frequencies are pro-
vided:
a. VHF — 121.5 MHz;
b. UHF — 243.0 MHz;
c. HF — 500 kHz, 2182 kHz, 8364 kHz.
(Annex 10, Vol V, Chapter 2 Introduction)
2.4 TRANSPONDER OPERATIONS
— EMERGENCY
2.4.1 The pilot of an aircraft in a state of emer-
gency shall set the transponder to Mode A Code 7700
unless ATC has previously directed the pilot to oper-
ate the transponder on a specified code. In the lat-
ter case, the pilot shall continue to use the specified
code unless otherwise advised by ATC. However, a
pilot may select Mode A Code 7700 whenever there
is a specific reason to believe that this would be the
best course of action. (Doc 8168, Vol I, Part III, Sec-
tion 3, Chapter 1, 1.4).
2.5 DISTRESS AND URGENCY SIGNALS
NOTE: None of the provisions in this section shall pre-
vent the use, by an aircraft in distress, of any means at
its disposal to attract attention, make known its posi-
tion and obtain help.
2.5.1 Distress Signals
2.5.1.1 The following signals, used either
together or separately, mean that grave and immi-
nent danger threatens, and immediate assistance is
requested:
a. a signal made by radiotelegraphy or by any other
signalling method consisting of the group SOS
(. . . - - - . . . in the Morse Code);
b. a radiotelephony distress signal consisting of the
spoken word MAYDAY;
© JEPPESEN, 1999, 2012. ALL RIGHTS RESERVED.
 2 EMERGENCY
INTERNATIONAL CIVIL AVIATION ORGANIZATION (ICAO)
c. a distress message sent via data link which
transmits the intent of the word MAYDAY;
d. rockets or shells throwing red lights, fired one at
a time at short intervals;
e. a parachute flare showing a red light.
(Annex 2, Appendix 1, 1.1)
2.5.2 Urgency Signals
2.5.2.1 The following signals, used either
together or separately, mean that an aircraft wishes
to give notice of difficulties which compel it to land
without requiring immediate assistance:
a. the repeated switching on and off of the landing
lights; or
b. the repeated switching on and off of the naviga-
tion lights in such a manner as to be distinct from
flashing navigation lights.
(Annex 2, Appendix 1, 1.2.1)
2.5.2.2 The following signals, used either
together or separately, mean that an aircraft has
a very urgent message to transmit concerning the
safety of a ship, aircraft or other vehicle, or of some
person on board or within sight;
a. a signal made by radiotelegraphy or by any other
signalling method consisting of the group XXX;
b. a radiotelephony urgency signal consisting of
the spoken words PAN, PAN.
c. an urgency message sent via data link which
transmits the intent of the words PAN, PAN.
(Annex 2, Appendix 1, 1.2.2)
3 UNLAWFUL INTERFERENCE
3.1 GENERAL
3.1.1 An aircraft which is being subjected to
unlawful interference shall endeavor to notify the
appropriate ATS unit of this fact, any significant cir-
cumstances associated therewith and any deviation
from the current flight plan necessitated by the cir-
cumstances, in order to enable the ATS unit to give
priority to the aircraft and to minimize conflict with
other aircraft. (Annex 2, 3.7)
3.1.2 When an air traffic services unit knows or
believes that an aircraft is being subjected to unlaw-
ful interference, no reference shall be made in ATS
air-ground communications to the nature of the emer-
gency unless it has first been referred to in commu-
nications from the aircraft involved and it is certain
that such reference will not aggravate the situation.
(Annex 11, 5.6.2)
3.2 TRANSPONDER OPERATIONS —
UNLAWFUL INTERFERENCE WITH
AIRCRAFT IN FLIGHT
3.2.1 If there is unlawful interference with an air-
craft in flight, the pilot-in-command shall attempt to
set the transponder to Mode A Code 7500 in order
to indicate the situation: If circumstances so warrant,
Code 7700 should be used instead. (Doc 8168, Vol I,
Part III, Section 3, Chapter 1, 1.6.1).
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3.2.2 If a pilot has selected Mode A Code 7500
and has been requested to confirm this code by ATC
(in accordance with 1.1.5), the pilot shall, according
to circumstances, either confirm this or not reply at
all. (Doc 8168, Vol I)
NOTE: If the pilot does not reply, ATC will take this
as confirmation that the use of Code 7500 is not an
inadvertent false code selection.
3.3 PROCEDURES
3.3.1 The following procedures are intended as
guidance for use by aircraft when unlawful interfer-
ence occurs and the aircraft is unable to notify an ATS
unit of this fact. (Annex 2, Attachment B)
3.3.2 Unless considerations aboard the air-
craft dictate otherwise, the pilot-in-command should
attempt to continue flying on the assigned track and
at the assigned cruising level at least until able to
notify an ATS unit or within radar coverage. (Annex
2, Attachment B, 2.1)
3.3.3 When an aircraft subjected to an act of
unlawful interference must depart from its assigned
track or its assigned cruising level without being able
to make radiotelephony contact with ATS, the pilot-in-
command should, whenever possible;
a. attempt to broadcast warnings on the VHF
emergency frequency and other appropriate
frequencies, unless considerations aboard the
aircraft dictate otherwise. Other equipment
such as on-board transponders, data links, etc.,
should also be used when it is advantageous to
do so and circumstances permit; and
b. proceed in accordance with applicable spe-
cial procedures for in-flight contingencies,
where such procedures have been established
and promulgated in ICAO Document 7030 —
Regional Supplementary Procedures; or
c. if no applicable regional procedures have been
established, proceed at a level which differs from
the cruising levels normally used for IFR flight
by:
1. 150m (500 ft) in an area where a vertical
separation minimum of 300m (1000 ft) is
applied; or
2. 300m (1000 ft) in an area where a vertical
separation minimum of 600m (2000 ft) is
applied.
(Annex 2, Attachment B, 2.2)
4 EMERGENCY DESCENT
4.1 INITIAL ACTION BY THE AIR
TRAFFIC CONTROL UNIT
4.1.1 Upon receipt of advice that an aircraft is
making an emergency descent through other traf-
fic, all possible action shall be taken immediately
to safeguard all aircraft concerned. When deemed
necessary, air traffic control units shall immediately
broadcast by means of the appropriate radio aids,
or if not possible, request the appropriate com-
munications stations immediately to broadcast an
emergency message. (Doc 4444, Part III, 15.1.4)
© JEPPESEN, 1999, 2012. ALL RIGHTS RESERVED.
 23 NOV 12 EMERGENCY
INTERNATIONAL CIVIL AVIATION ORGANIZATION (ICAO)
4.2 ACTION BY THE PILOT-IN-
COMMAND
4.2.1 It is expected that aircraft receiving such a
broadcast will clear the specified areas and standby
on the appropriate radio frequency for further clear-
ances from the air traffic control unit. (Doc 4444 Part
III, 15.1.4)
4.3 SUBSEQUENT ACTION BY THE AIR
TRAFFIC CONTROL UNIT
4.3.1 Immediately after such an emergency
broadcast has been made the area control center,
the approach control office, or the aerodrome control
tower concerned shall forward further clearances to
all aircraft involved as to additional procedures to be
followed during and subsequent to the emergency
descent. The ATS unit concerned shall additionally
inform any other ATS units and control sectors which
may be affected. (Doc 4444, Part III, 15.1.4)
5 DISTRESS AND URGENCY
RADIOTELEPHONY
COMMUNICATION PROCEDURES
5.1 GENERAL
5.1.1 The radiotelephony distress signal MAY-
DAY and the radiotelephony urgency signal PAN
PAN shall be used at the commencement of the first
distress and urgency communication respectively.
(Annex 10, Vol II, 5.3.1.2)
5.1.1.1 At the commencement of any subse-
quent communication in distress and urgency traffic,
it shall be permissible to use the radiotelephony
distress and urgency signals. (Annex 10, Vol II,
5.3.1.2.1)
5.1.2 The originator of messages addressed
to an aircraft in distress or urgency condition shall
restrict to the minimum the number and volume
and content of such messages as required by the
condition. (Annex 10, Vol II, 5.3.1.3)
5.1.3 If no acknowledgement of the distress or
urgency message is made by the station addressed
by the aircraft, other stations shall render assistance,
as prescribed in 5.2.2 and 5.3.2 respectively. (Annex
10, Vol II, 5.3.1.4)
NOTE: “Other stations” is intended to refer to any
other station which has received the distress or
urgency message and has become aware that it has
not been acknowledged by the station addressed.
5.1.4 Distress and urgency traffic shall normally
be maintained on the frequency on which such traffic
was initiated until it is considered that better assis-
tance can be provided by transferring that traffic to
another frequency. (Annex 10, Vol II, 5.3.1.5)
NOTE: 121.5 MHz or alternative available VHF or HF
frequencies may be used as appropriate.
5.1.5 In cases of distress and urgency commu-
nications, in general, the transmissions by radiotele-
phony shall be made slowly and distinctly, each word
being clearly pronounced to facilitate transcription.
(Annex 10, Vol II, 5.3.1.6)
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5.2 RADIOTELEPHONY DISTRESS
COMMUNICATIONS
5.2.1 Action by the Aircraft in Distress
5.2.1.1 In addition to being preceded by the
radiotelephony distress signal MAYDAY, preferably
spoken three times, the distress message to be sent
by an aircraft in distress shall:
a. be on the air-ground frequency in use at the
time;
b. consist of as many as possible of the following
elements spoken distinctly and, if possible, in the
following order:
1. name of the station addressed (time and
circumstances permitting);
2. the identification of the aircraft;
3. the nature of the distress condition;
4. intention of the person in command;
5. present position, level (i.e., flight level, alti-
tude, etc., as appropriate) and heading.
(Annex 10, Vol II, 5.3.2.1.1)
NOTE:
a. The foregoing provisions may be supplemented
by the following measures;
1. the distress message of an aircraft in dis-
tress being made on the emergency fre-
quency 121.5 MHz or another aeronautical
mobile frequency, if considered necessary
or desirable. Not all aeronautical stations
maintain a continuous guard on the emer-
gency frequency;
2. the distress message of an aircraft in dis-
tress being broadcast, if time and circum-
stances make this course preferable;
3. the aircraft transmitting on the maritime
mobile service radiotelephony calling fre-
quencies;
4. the aircraft using any means at its disposal
to attract attention and make known its
conditions (including the activation of the
appropriate SSR mode and code);
5. any station taking any means at its disposal
to assist an aircraft in distress;
6. any variation on the elements listed under
b. above, when the transmitting station is
not itself in distress, provided that such cir-
cumstance is clearly stated in the distress
message.
b. The station addressed will normally be that sta-
tion communicating with the aircraft or in whose
area of responsibility the aircraft is operating.
5.2.2 Action by the Station Addressed
or First Station Acknowledging
the Distress Message
5.2.2.1 The station addressed by aircraft in
distress, or first station acknowledging the distress
message shall:
a. immediately acknowledge the distress mes-
sage;
© JEPPESEN, 1999, 2012. ALL RIGHTS RESERVED.
 4 EMERGENCY
INTERNATIONAL CIVIL AVIATION ORGANIZATION (ICAO)
b. take control of the communications or specif-
ically and clearly transfer that responsibility,
advising the aircraft if a transfer is made;
c. take immediate action to ensure that all neces-
sary information is made available, as soon as
possible, to:
1. the ATS unit concerned;
2. the aircraft operating agency concerned, or
its representative, in accordance with pre-
established arrangements;
NOTE: The requirement to inform the air-
craft operating agency concerned does not
have priority over any other action which
involves the safety of the flight in distress,
or of any other flight in the area, or which
might affect the progress of expected
flights in the area.
d. warn other stations, as appropriate, in order to
prevent the transfer of traffic to the frequency of
the distress communication.
(Annex 10, Vol II, 5.3.2.2.1)
5.2.3 Imposition of Silence
5.2.3.1 The station in distress, or the station in
control of distress traffic, shall be permitted to impose
silence, either on all stations of the mobile service
in the area or on any station which interferes with
the distress traffic. It shall address these instructions
“to all stations”, or to one station only, according to
circumstances. In either case, it shall use:
– STOP TRANSMITTING;
– the radiotelephony distress signal MAYDAY.
(Annex 10, Vol II, 5.3.2.3.1)
5.2.3.2 The use of the signals specified in
5.2.3.1shall be reserved for the aircraft in distress
and for the station controlling the distress traffic.
(Annex 10, Vol II, 5.3.2.3.2)
5.2.4 Action by All Other Stations
5.2.4.1 The distress communications have
absolute priority over all other communications, and
a station aware of them shall not transmit on the
frequency concerned, unless:
a. the distress is cancelled or the distress traffic is
terminated;
b. all distress traffic has been transferred to other
frequencies;
c. the station controlling communications gives
permission;
d. it has itself to render assistance.
(Annex 10, Vol II, 5.3.2.4.1)
5.2.4.2 Any station which has knowledge of
distress traffic, and which cannot itself assist the sta-
tion in distress, shall nevertheless continue listening
to such traffic until it is evident that assistance is being
provided. (Annex 10, Vol II, 5.3.2.4.2)
5.2.5 Termination of Distress
Communications and of Silence
5.2.5.1 When an aircraft is no longer in dis-
tress, it shall transmit a message cancelling the dis-
tress condition. (Annex 10, Vol II, 5.3.2.5.1)
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5.2.5.2 When the station which has controlled
the distress communication traffic becomes aware
that the distress condition is ended, it shall take imme-
diate action to ensure that this information is made
available, as soon as possible, to:
a. the ATS unit concerned;
b. the aircraft operating agency concerned, or its
representative, in accordance with pre-estab-
lished arrangements.
(Annex 10, Vol II, 5.3.2.5.2)
5.2.5.3 The distress communication and
silence conditions shall be terminated by transmitting
a message, including the words “DISTRESS TRAF-
FIC ENDED”, on the frequency or frequencies being
used for the distress traffic. This message shall be
originated only by the station controlling the commu-
nications when, after the reception of the message
prescribed in 5.2.5.1 , it is authorized to do so by the
appropriate authority. (Annex 10, Vol II, 5.3.2.5.3)
5.3 RADIOTELEPHONY URGENCY
COMMUNICATIONS
5.3.1 Action by the Aircraft Reporting
an Urgency Condition (except
Medical Transports)
5.3.1.1 In addition to being preceded by the
radiotelephony urgency signal PAN PAN, preferably
spoken three times and each word of the group pro-
nounced as the French word “panne”, the urgency
message to be sent by an aircraft reporting an
urgency condition shall:
a. be on the air-ground frequency in use at the
time;
b. consist of as many as required of the following
elements spoken distinctly and, if possible, in the
following order:
1. the name of the station addressed;
2. the identification of the aircraft;
3. the nature of the urgency condition;
4. the intention of the person in command;
5. present position, level (i.e., flight level, alti-
tude, etc., as appropriate) and heading;
6. any other useful information.
(Annex 10, Vol II, 5.3.3.1.1)
NOTE:
a. The foregoing provisions are not intended to
prevent an aircraft broadcasting an urgency
message, if time and circumstances make this
course preferable.
b. The station addressed will normally be that sta-
tion communicating with the aircraft or in whose
area of responsibility the aircraft is operating.
5.3.2 Action by the Station Addressed
or First Station Acknowledging
the Urgency Message
5.3.2.1 The station addressed by an air-
craft reporting an urgency condition, or first station
acknowledging the urgency message, shall:
a. acknowledge the urgency message;
© JEPPESEN, 1999, 2012. ALL RIGHTS RESERVED.
 23 NOV 12 EMERGENCY
INTERNATIONAL CIVIL AVIATION ORGANIZATION (ICAO)
b. take immediate action to ensure that all neces-
sary information is made available, as soon as
possible, to:
1. the ATS unit concerned;
2. the aircraft operating agency concerned, or
its representative, in accordance with pre-
established arrangements;
NOTE: The requirement to inform the air-
craft operating agency concerned does not
have priority over any other action which
involves the safety of the flight in distress,
or of any other flight in the area, or which
might affect the progress of expected
flights in the area.
c. if necessary, exercise control of communica-
tions.
(Annex 10, Vol II, 5.3.3.2.1)
5.3.3 Action by Other Stations
5.3.3.1 The urgency communications have
priority over all other communications, except dis-
tress, and all stations shall take care not to interfere
with the transmission of urgency traffic. (Annex 10,
Vol II, 5.3.3.3.1)
5.3.4 Action by an Aircraft Used for
Medical Transports
5.3.4.1 The use of the signal described in
5.3.4.2, shall indicate that the message which follows
concerns a protected medical transport pursuant
to the 1949 Geneva Conventions and Additional
Protocols. (Annex 10, Vol II, 5.3.3.4.1)
5.3.4.2 For the purpose of announcing and
identifying aircraft used for medical transports, a
transmission of the radiotelephony urgency signal
PAN PAN, preferably spoken three times, and each
word of the group pronounced as the French word
“panne”, shall be followed by the radiotelephony
signal for medical transports MAY-DEE-CAL, pro-
nounced as in the French “medical”. The use of the
signals described above indicates that the message
which follows concerns a protected medical trans-
port. The message shall convey the following data:
a. the call sign or other recognized means of iden-
tification of the medical transports;
b. position of the medical transports;
c. number and type of medical transports;
d. intended route;
e. estimated time enroute and of departure and
arrival, as appropriate; and
f. any other information such as flight altitude,
radio frequencies guarded, languages used
and secondary surveillance radar modes and
codes.
(Annex 10, Vol II, 5.3.3.4.2)
5.3.5 Action by the Station Addressed
or by Other Stations Receiving a
Medical Transports Message
5.3.5.1 The provisions of 5.3.2 and 5.3.3 shall
apply as appropriate to stations receiving a medical
transports message. (Annex 10, Vol II, 5.3.3.5.1)
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6 COMMUNICATIONS FAILURE
6.1 GENERAL RULES
6.1.1 An aircraft operated as a controlled flight
shall maintain continuous air-ground voice commu-
nication watch on the appropriate communication
channel of, and establish two-way communication
as necessary with, the appropriate air traffic control
unit, except as may be prescribed by the appropriate
ATS authority in respect of aircraft forming part of
aerodrome traffic at a controlled aerodrome. (Annex
2, 3.6.5.1)
NOTE 1: SELCAL or similar automatic signalling
devices satisfy the requirement to maintain a listen-
ing watch.
NOTE 2: The requirement for an aircraft to maintain
an air-ground voice communication watch remains in
affect after CPDLC has been established.
6.1.2 If a communication failure precludes
compliance with 6.1.1, the aircraft shall comply with
the communication failure procedures in 6.2 below,
and with such of the following procedures as are
appropriate. The aircraft shall attempt to establish
communications with the appropriate air traffic con-
trol unit using all other available means. In addition,
the aircraft, when forming part of the aerodrome traf-
fic at a controlled aerodrome, shall keep a watch for
such instructions as may be issued by visual signals.
(Annex 2, 3.6.5.2)
6.1.2.1 If in visual meteorological conditions,
the aircraft shall:
a. continue to fly in visual meteorological condi-
tions;
b. land at the nearest suitable aerodrome; and
c. report its arrival by the most expeditious means
to the appropriate air traffic control unit.
(Annex 2, 3.6.5.2.1)
6.1.2.2 If in instrument meteorological condi-
tions or when the pilot of an IFR flight considers it
inadvisable to complete the flight in accordance with
6.1.2.1 the aircraft shall:
a. unless otherwise prescribed on the basis of
regional air navigation agreement, in airspace
where radar is not used in the provision of air
traffic control, maintain the last assigned speed
and level, or minimum flight altitude if higher, for
a period of 20 minutes following the aircraft’s
failure to report its position over a compulsory
reporting point and thereafter adjust level and
speed in accordance with the filed flight plan;
b. in airspace where radar is used in the provision
of air traffic control, maintain the last assigned
speed and level, or minimum flight altitude if
higher, for a period of 7 minutes following:
1. the time the last assigned level or minimum
flight altitude is reached; or
2. the time the transponder is set to Code
7600; or
3. the aircraft’s failure to report its position
over a compulsory reporting point;
© JEPPESEN, 1999, 2012. ALL RIGHTS RESERVED.
 6 EMERGENCY
INTERNATIONAL CIVIL AVIATION ORGANIZATION (ICAO)
whichever is later, and thereafter adjust level and
speed in accordance with the filed flight plan;
c. when being radar vectored or having been
directed by ATC to proceed offset using RNAV
without a specified limit, rejoin the current flight
plan route no later than the next significant
point, taking into consideration the applicable
minimum flight altitude;
d. proceed according to the current flight plan route
to the appropriate designated navigation aid or
fix serving the destination aerodrome and, when
required to ensure compliance with e. below,
hold over this aid or fix until commencement of
descent;
e. commence descent from the navigation aid or
fix specified in d. at, or as close as possible to,
the expected approach time last received and
acknowledged; or, if no expected approach time
has been received and acknowledged, at, or as
close as possible to, the estimated time of arrival
resulting from the current flight plan;
f. complete a normal instrument approach proce-
dure as specified for the designated navigation
aid or fix; and
g. land, if possible, within thirty minutes after the
estimated time of arrival specified in e. or the
last acknowledged expected approach time,
whichever is later.
NOTE:
a. The provision of air traffic control service to other
flights operating in the airspace concerned will
be based on the assumption that an aircraft
experiencing radio failure will comply with the
rules in 6.1.2.2.
b. See also AIR TRAFFIC CONTROL — Interna-
tional Civil Aviation Organization Rules of the
Air.
(Annex 2, 3.6.5.2.2)
6.2 AIR-GROUND COMMUNICATIONS
FAILURE
6.2.1 When an aircraft station fails to establish
contact with the aeronautical station on the desig-
nated frequency, it shall attempt to establish contact
on another frequency appropriate to the route. If
this attempt fails, the aircraft station shall attempt to
establish communication with other aircraft or other
aeronautical stations on frequencies appropriate to
the route. In addition, an aircraft operating within
a network shall monitor the appropriate VHF fre-
quency for calls from nearby aircraft. (Annex 10, Vol
II, 5.2.2.7.1.1)
6.2.2 If the attempts specified under 6.2.1 fail,
the aircraft station shall transmit its message twice
on the designated frequency(ies), preceded by the
phrase “TRANSMITTING BLIND” and, if necessary,
include the addressee(s) for which the message is
intended. (Annex 10, Vol II, 5.2.2.7.1.2)
Procedures for Air Navigation Services (PANS)
Recommendation — In network operation, a mes-
sage which is transmitted blind should be transmit-
ted twice on both primary and secondary frequen-
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23 NOV 12
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cies. Before changing frequency, the aircraft station
should announce the frequency to which it is chang-
ing. (Annex 10, Vol II, 5.2.2.7.1.2.1)
6.3 RECEIVER FAILURE
6.3.1 When an aircraft station is unable to
establish communication due to receiver failure,
it shall transmit reports at the scheduled times,
or positions, on the frequency in use, preceded
by the phrase “TRANSMITTING BLIND DUE TO
RECEIVER FAILURE”. The aircraft station shall
transmit the intended message, following this by
a complete repetition. During this procedure, the
aircraft shall also advise the time of its next intended
transmission. (Annex 10, Vol II, 5.2.2.7.1.3.1)
6.3.2 An aircraft which is provided with air traffic
control or advisory service shall, in addition to com-
plying with 6.3.1, transmit information regarding the
intention of the pilot-in-command with respect to the
continuation of the flight of the aircraft. (Annex 10, Vol
II, 5.2.2.7.1.3.2)
6.3.3 When an aircraft is unable to establish
communication due to airborne equipment failure
it shall, when so equipped, select the appropriate
SSR code to indicate radio failure. (Annex 10, Vol II,
5.2.2.7.1.3.3)
6.4 TRANSPONDER PROCEDURES —
RADIO COMMUNICATION FAILURE
6.4.1 The pilot of an aircraft losing two-way
communications shall set the transponder to Mode
A Code 7600. (Doc 8168, Vol I, Part III, Section 3,
Chapter 1, 1.5)
NOTE: A controller who observes an SSR response
indicating selection of the communications failure
code will determine the extent of the failure by
instructing the pilot to SQUAWK IDENT or to change
code. If it is determined that the aircraft receiver is
functioning, further control of the aircraft will be con-
tinued using code changes or IDENT transmission to
acknowledge receipt of clearances. Different proce-
dures may be applied to Mode S equipped aircraft in
areas of Mode S coverage.
7 INTERCEPTION
7.1 GENERAL
NOTE: The word “interception” in this context does
not include intercept and escort service provided, on
request, to an aircraft in distress, in accordance with
the Search and Rescue Manual (Annex 2, 3.8).
7.1.1 Interception of civil aircraft shall be gov-
erned by appropriate regulations and administrative
directives issued by contracting States in compliance
with the Convention on International Civil Aviation,
and in particular Article 3(d) under which contracting
States undertake, when issuing regulations for their
State aircraft, to have due regard for the safety of nav-
igation of civil aircraft. Accordingly, in drafting appro-
priate regulations and administrative directives due
regard shall be had to the provisions contained in the
AIR TRAFFIC CONTROL — International Civil Avia-
tion Organization Rules of the Air, and the following
paragraphs. (Annex 2, 3.8.1)
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 23 NOV 12 EMERGENCY 7
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7.2 ACTION BY INTERCEPTED

AIRCRAFT
7.2.1 An aircraft which is intercepted by another
aircraft shall immediately:
a. follow the instructions given by the intercept-
ing aircraft, interpreting and responding to visual
signals in accordance with the specifications in
paragraph 7.4;
b. notify, if possible, the appropriate air traffic ser-
vices unit;
c. attempt to establish radiocommunication with
the intercepting aircraft or with the appropriate
intercept control unit, by making a general call
on the emergency frequency 121.5 MHz, giving
the identity of the intercepted aircraft and the
nature of the flight; and if no contact has been
established and if practicable, repeating this call
on the emergency frequency 243.0 MHz;
d. if equipped with SSR transponder, select Mode
A, Code 7700, unless otherwise instructed by
the appropriate air traffic services unit.
(Annex 2, Appendix 2, 2.1)
7.2.2 If any instructions received by radio from
any sources conflict with those given by the intercept-
ing aircraft by visual signals, the intercepted aircraft
shall request immediate clarification while continuing
to comply with the visual instructions given by the
intercepting aircraft. (Annex 2, Appendix 2, 2.2)
7.2.3 If any instructions received by radio from
any sources conflict with those given by the inter-
cepting aircraft by radio, the intercepted aircraft shall
request immediate clarification while continuing to
comply with the radio instructions given by the inter-
cepting aircraft. (Annex 2, Appendix 2, 2.3)
7.3 RADIOCOMMUNICATION DURING
INTERCEPTION
7.3.1 If radio contact is established during inter-
ception but communication in a common language
is not possible, attempts shall be made to convey
instructions, acknowledgement of instructions and
essential information by using the phrases and pro-
nunciations in paragraph 7.5 and transmitting each
phrase twice. (Annex 2, Appendix 2, 3)

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 8 EMERGENCY 23 NOV 12

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7.4 SIGNALS FOR USE IN THE EVENT

OF INTERCEPTION
7.4.1 Signals Initiated by Intercepting
Aircraft and Responses by Intercepted
Aircraft (Annex 2, Appendix 1, 2.1)

INTERCEPTING INTERCEPTED
SERIES MEANING MEANING
Aircraft Signals Aircraft Responds
1 DAY or NIGHT — Rocking aircraft You have been DAY or NIGHT — Rocking Understood,
and flashing navigational lights intercepted. aircraft, flashing navigational will comply.
at irregular intervals (and landing Follow me. lights at irregular intervals
lights in the case of a helicopter) and following.
from a position slightly above NOTE: Additional action
and ahead of, and normally to required to be taken by
the left of, the intercepted aircraft intercepted aircraft is
(or to the right if the intercepted prescribed in paragraph
aircraft is a helicopter) and, after 7.2.
acknowledgement, a slow level
turn, normally to the left, (or to the
right in the case of a helicopter)
onto the desired heading.
NOTE:
a. Meteorological conditions
or terrain may require
the intercepting aircraft to
reverse the positions and
direction of turn given above
in series 1.
b. If the intercepted aircraft is
not able to keep pace with
the intercepting aircraft, the
latter is expected to fly a
series of racetrack patterns
and to rock the aircraft
each time it passes the
intercepted aircraft.
2 DAY or NIGHT — An abrupt You may DAY or NIGHT — Rocking Understood,
breakaway maneuver from the proceed. the aircraft. will comply.
intercepted aircraft consisting of
a climbing turn of 90 degrees or
more without crossing the line of
flight of the intercepted aircraft.
3 DAY or NIGHT — Lowering Land at this DAY or NIGHT — Lowering Understood,
landing gear (if fitted), showing aerodrome. landing gear, (if fitted), will comply.
steady landing lights and showing steady landing
overflying runway in use or, if the lights and following the
intercepted aircraft is a helicopter, intercepting aircraft and, if,
overflying the helicopter landing after overflying the runway
area. In the case of helicopters, in use or helicopter landing
the intercepting helicopter makes area, landing is considered
a landing approach, coming to safe, proceeding to land.
hover near to the landing area.

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 23 NOV 12 EMERGENCY 9
INTERNATIONAL CIVIL AVIATION ORGANIZATION (ICAO) q$i

7.4.2 Signals Initiated by Intercepted Aircraft

and Responses by Intercepting
Aircraft (Annex 2 Appendix 1, 2.2)

INTERCEPTED INTERCEPTING
SERIES MEANING MEANING
Aircraft Signals Aircraft Responds
4 DAY or NIGHT — Raising landing Aerodrome you DAY or NIGHT — If it is Understood,
gear (if fitted) and flashing landing have designated desired that the intercepted follow me.
lights while passing over runway is inadequate. aircraft follow the intercepting
in use or helicopter landing area at aircraft to an alternate
a height exceeding 300m (1000’) aerodrome, the intercepting
but not exceeding 600m (2000’) aircraft raises its landing
(in the case of a helicopter, at gear (if fitted) and uses the
a height exceeding 50m (170’) Series 1 signals prescribed
but not exceeding 100m (330’) for intercepting aircraft.
above the aerodrome level, and If it is decided to release Understood,
continuing to circle runway in the intercepted aircraft, the you may
use or helicopter landing area. intercepting aircraft uses the proceed.
If unable to flash landing lights, Series 2 signals prescribed
flash any other lights available. for intercepting aircraft.
5 DAY or NIGHT — Regular Cannot comply. DAY or NIGHT — Use Series Understood.
switching on and off of all 2 signals prescribed for
available lights but in such a intercepting aircraft.
manner as to be distinct from
flashing lights.
6 DAY or NIGHT — Irregular In distress. DAY or NIGHT — Use Series Understood.
flashing of all available lights. 2 signals prescribed for
intercepting aircraft.

7.5 INTERCEPTION PHRASEOLOGIES

(Annex 2, Appendix 2, Table 2.1)
Phrases for use by INTERCEPTING Aircraft Phrases for use by INTERCEPTED Aircraft
Phrase Pronunciation1 Meaning Phrase Pronunciation1 Meaning
CALL SIGN KOL SA-IN What is your call CALL SIGN (call KOL SA-IN (call My call sign is
sign? sign)2 sign) (call sign)
FOLLOW FOL-LO Follow me WILCO VILL-KO Understood will
comply
DESCEND DEE-SEND Descend for CAN NOT KANN NOTT Unable to comply
landing
YOU LAND YOU LAAND Land at this REPEAT REE-PEET Repeat your
aerodrome instruction
PROCEED PRO-SEED You may proceed AM LOST AM LOSST Position
unknown
MAYDAY MAYDAY I am in distress
HIJACK3 HI-JACK I have been
hijacked
LAND (place LAAND (place I request to land
name) name) at (place name)
DESCEND DEE-SEND I require descent
1 In the Pronunciation column, syllables to be emphasized are bold / underlined.

2 The call sign required to be given is that used in radiotelephony communications with air traffic services

units and corresponding to the aircraft identification in the flight plan.

3 Circumstances may not always permit, nor make desirable, the use of the phrase “HIJACK”.

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 10 EMERGENCY
INTERNATIONAL CIVIL AVIATION ORGANIZATION (ICAO)
8 SEARCH AND RESCUE
8.1 COMMUNICATION FREQUENCIES
8.1.1 Where there is a requirement for the use
of high frequencies for search and rescue scene of
action coordination purposes, the frequencies 3023
kHz and 5680 kHz shall be employed. (Annex 10, Vol
V, 2.2.1)
NOTE: Where civil commercial aircraft take part in
search and rescue operations, they will normally
communicate on the appropriate enroute channels
with the flight information center associated with the
rescue co-ordination center concerned.
8.2 PROCEDURES FOR A PILOT-IN-
COMMAND INTERCEPTING A
DISTRESS TRANSMISSION
8.2.1 Whenever a distress transmission is inter-
cepted by a pilot-in-command of an aircraft, the pilot
shall, if feasible:
a. acknowledge the distress transmission;
b. record the position of the craft in distress if given;
c. take a bearing on the transmission;
d. inform the appropriate rescue coordination cen-
tre or air traffic services unit of the distress trans-
mission, giving all available information; and
e. at the pilot’s discretion, while awaiting instruc-
tions, proceed to the position given in the trans-
mission.
(Annex 12, 5.7)
8.3 PROCEDURES FOR A
PILOT-IN-COMMAND AT THE
SCENE OF AN ACCIDENT
8.3.1 When a pilot-in-command observes that
either another aircraft or a surface craft is in distress,
the pilot shall, if possible and unless considered
unreasonable or unnecessary:
a. keep the craft in distress in sight until compelled
to leave the scene or advised by the rescue
coordination centre that it is no longer neces-
sary;
b. determine the position of the craft in distress;
c. as appropriate, report to the rescue coordination
centre or air traffic services unit as much of the
following information as possible.
– type of craft in distress, its identification and
condition;
– its position, expressed in geographical
co-ordinates or in distance and true bearing
from a distinctive landmark or from a radio
navigation aid;
– time of observation expressed in hours and
minutes UTC;
– number of persons observed;
– whether persons have been seen to abandon
the craft in distress;
– on-scene weather conditions;
– apparent physical condition of survivors;
– apparent best ground access route to the dis-
tress site; and
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23 NOV 12
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d. act as instructed by the rescue co-ordination
center or the air traffic services unit.
(Annex 12, 5.6.2)
8.3.2 If the first aircraft to reach the scene of
an accident is not a search and rescue aircraft it shall
take charge of on-scene activities of all other aircraft
subsequently arriving until the first search and res-
cue aircraft reaches the scene of the accident. If,
in the meantime, such aircraft is unable to establish
communication with the appropriate rescue co-ordi-
nation center or air traffic services unit, it shall, by
mutual agreement, hand over to an aircraft capable
of establishing and maintaining such communications
until the arrival of the first search and rescue aircraft.
(Annex 12, 5.6.2.1)
8.3.3 When it is necessary for an aircraft to
direct a surface craft to the place where an aircraft
or surface craft is in distress, the aircraft shall do so
by transmitting precise instructions by any means
at its disposal. If no radio communication can be
established the aircraft shall use the appropriate
visual signal in paragraph 8.4. (Annex 12, 5.6.5)
8.3.4 When it is necessary for an aircraft to
convey information to survivors or surface rescue
units, and two-way communication is not available, it
shall, if practicable, drop communication equipment
that would enable direct contact to be established,
or convey the information by dropping a hard copy
message. (Annex 12, 5.6.3)
8.3.5 When a ground signal has been displayed,
the aircraft shall indicate whether the signal has been
understood or not by the means described in 8.3.4
or, if this is not practicable, by use of the appropriate
visual signal in paragraph 8.4. (Annex 12, 5.6.4)
8.4 SEARCH AND RESCUE SIGNALS
8.4.1 General
8.4.1.1 The air-to-surface and surface-to-air
visual signals in this section shall, when used, have
the meaning indicated therein. They shall be used
only for the purpose indicated and no other signals
likely to be confused with them shall be used. (Annex
12, 5.8.1)
8.4.1.2 Upon observing any of the signals
given in this section, aircraft shall take such action
as may be required by the interpretation of the signal
given. (Annex 12, 5.8.2)
8.4.2 Signals with Surface Craft
NOTE: The following replies may be made by surface
craft to the signal in 8.4.2.1:
– For acknowledging receipt of signals:
a. the hoisting of the “Code pennant” (vertical
red and white stripes) close up (meaning
understood);
b. the flashing of a succession of “T’s” by signal
lamp in the Morse code;
c. the changing of heading to follow the aircraft.
– For indicating inability to comply:
a. the hoisting of the international flag “N” (a
blue and white checkered square);
© JEPPESEN, 1999, 2012. ALL RIGHTS RESERVED.
 23 NOV 12 EMERGENCY 11
INTERNATIONAL CIVIL AVIATION ORGANIZATION (ICAO) q$i

b. the flashing of a succession of “N’s” in the 8.4.3.3 Ground-air Visual Signal Code
Morse code. For Use By Rescue Units (Annex
8.4.2.1 The following maneuvers performed in 12, Appendix A, 2.2)
sequence by an aircraft mean that the aircraft wishes
to direct a surface craft towards an aircraft or a sur- No. MESSAGE CODE SYMBOL
face craft in distress: Operation
1 LLL
a. circling the surface craft at least once; completed
b. crossing the projected course of the surface We have found all
2 LL
craft close ahead at low altitude and: personnel
1. rocking the wings; or We have found only ++
3
some personnel
2. opening and closing the throttle; or
We are not able to
3. changing the propeller pitch.
4 continue. Returning XX
NOTE: Due to high noise level on-board to base
surface craft, the sound signals in (2) and
Have divided into
(3) may be less effective than the visual
two groups. Each
signal in (1) and are regarded as alternative 5
proceeding in
means of attracting attention.
direction indicated
1222702914000

c. heading in the direction in which the surface craft

Information received
is to be directed. → →
6 that aircraft is in this
Repetition of such maneuvers has the same mean- direction
ing. (Annex 12, Appendix A, 1.1)
Nothing found. Will
7 NN
8.4.2.2 The following maneuver by an aircraft continue to search
means that the assistance of the surface craft to
which the signal is directed is no longer required: 8.4.3.4 Air-to-ground Signals
– crossing the wake of the surface craft close astern 8.4.3.4.1 The following signals by aircraft
at a low altitude and: mean that the ground signals have been understood:
a. rocking the wings; or a. during the hours of daylight:
b. opening and closing the throttle; or – by rocking the aircraft’s wings;
c. changing the propeller pitch. b. during the hours of darkness:
(Annex 12, Appendix A, 1.2) – flashing on and off twice the aircraft’s landing
NOTE: See Note following 8.4.2.1b. lights or, if not so equipped, by switching on
and off twice its navigation lights. (Annex 12,
8.4.3 Ground-Air Visual Signal Code Appendix A, 3.1)
8.4.3.1 Symbols shall be at least 2.5m (8’) 8.4.3.4.2 Lack of the above signal indicates
long and shall be made as conspicuous as possible. that the ground signal is not understood. (Annex 12,
(Annex 12, Appendix A, 2.3) Appendix A, 3.2)
NOTE:
9 IN-FLIGHT FUEL MANAGEMENT
a. Symbols may be formed by any means such
as: strips of fabric, parachute material, pieces of 9.1 The pilot-in-command shall advise ATC of
wood, stones or such like material; marking the a minimum fuel state by declaring MINIMUM FUEL
surface by tramping, or staining with oil, etc. when, having committed to land at a specific aero-
drome, the pilot calculates that any change to the
b. Attention to the signals may be attracted by existing clearance to that aerodrome may result in
other means such as radio, flares, smoke, landing with less than planned final reserve fuel.
reflected light, etc.
NOTE: The declaration of MINIMUM FUEL informs
8.4.3.2 Ground-air Visual Signal Code ATC that all planned aerodrome options have been
For Use By Survivors (Annex reduced to a specific aerodrome of intended landing
12, Appendix A, 2.1) and any change to the existing clearance may result
in landing with less than planned final reserve fuel.
No. MESSAGE CODE SYMBOL This is not an emergency situation but an indication
1 Require assistance V that an emergency situation is possible should any
Require medical additional delay occur.
2 X
assistance 9.2 The pilot-in-command shall declare a situ-
3 No or Negative N ation of fuel emergency by broadcasting MAYDAY
MAYDAY MAYDAY FUEL, when the calculated
4 Yes or Affirmative Y
usable fuel predicted to be available upon landing at
Proceeding in this the nearest aerodrome where a safe landing can be
5 ↑
direction made is less than the planned final reserve fuel.

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 12 EMERGENCY 23 NOV 12

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NOTE: This is an emergency and the aircraft shall

be given priority over other traffic in the landing
sequence. The aircraft will be committed to a land-
ing, as in the event of any delay or a go-around, there
may be insufficient fuel remaining for a safe landing
9.3 Standard Phraseology
9.3.1 The standard phraseology shall be used
in a MINIMUM FUEL or FUEL EMERGENCY event
is as follows:

Pilot transmission (c/s) MINIMUM FUEL

Controller transmission ROGER [NO DELAY
EXPECTED or
EXPECT (delay
information)]
Pilot transmission (c/s) MAYDAY, MAYDAY,
MAYDAY FUEL
Controller transmission (c/s) MAYDAY FUEL
ROGER
NOTE: (c/s - Aircraft callsign)

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© JEPPESEN, 1999, 2012. ALL RIGHTS RESERVED.

 10 DEC 10 METEOROLOGY
METEOROLOGICAL SERVICE FOR INTERNATIONAL AIR NAVIGATION - ANNEX 3
In this part of the METEOROLOGY section, selected Chapters and paragraphs have been extracted from
ICAO Annex 3 – Meteorological Service for International Air Navigation. Chapter and paragraph numbers
reflect those contained in the Annex.
CHAPTER 1 – DEFINITIONS
1.1 DEFINITIONS
When the following terms are used in the Standards
and Recommended Practices for Meteorological Ser-
vice for International Air Navigation, they have the fol-
lowing meanings:
AERODROME CLIMATOLOGICAL SUMMARY —
Concise summary of specified meteorological ele-
ments at an aerodrome, based on statistical data.
AERODROME CLIMATOLOGICAL TABLE — Table
providing statistical data on the observed occurrence
of one or more meteorological elements at an aero-
drome.
AERODROME METEOROLOGICAL OFFICE — An
office, located at an aerodrome, designated to pro-
vide meteorological service for international air navi-
gation.
AERONAUTICAL FIXED TELECOMMUNICATION
NETWORK (AFTN) — A world-wide system of
aeronautical fixed circuits provided, as part of the
aeronautical fixed service, for the exchange of mes-
sages and/or digital data between aeronautical fixed
stations having the same or compatible communica-
tions characteristics.
AERONAUTICAL METEOROLOGICAL STA-
TION — A station designated to make observations
and meteorological reports for use in international air
navigation.
AIRCRAFT OBSERVATION — The evaluation of one
or more meteorological elements made from an air-
craft in flight.
AIRMET INFORMATION — Information issued by
a meteorological watch office concerning the occur-
rence or expected occurrence of specified en route
weather phenomena which may affect the safety
of low-level aircraft operations and which was not
already included in the forecast issued for low-level
flights in the flight information region concerned or
sub-area thereof.
AIR-REPORT — A report from an aircraft in flight
prepared in conformity with requirements for position,
and operational and/or meteorological reporting.
NOTE: Details of the AIREP form are given in PANS-
ATM (Doc 4444).
AUTOMATIC DEPENDENT SURVEILLANCE
(ADS) — A surveillance technique in which air-
craft automatically provide, via a data link, data
derived from on-board navigation and position-fixing
systems, including aircraft identification, four-dimen-
sional position and additional data as appropriate.
BRIEFING — Oral commentary on existing and/or
expected meteorological conditions.
CLOUD OF OPERATIONAL SIGNIFICANCE — A
cloud with the height of cloud base below 1500m
(5000ft) or below the highest minimum sector altitude,
whichever is greater, or a cumulonimbus cloud or a
towering cumulus cloud at any height.
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CONSULTATION — Discussion with a meteorolo-
gist or another qualified person of existing and/or
expected meteorological conditions relating to flight
operations; a discussion includes answers to ques-
tions.
EXTENDED RANGE OPERATION — Any flight by
an aeroplane with two turbine engines where the flight
time at the one engine inoperative cruise speed (in
ISA and still air conditions), from a point on the route
to an adequate alternate aerodrome, is greater than
the threshold time approved by the State of the Oper-
ator.
FLIGHT DOCUMENTATION — Written or printed
documents, including charts or forms, containing
meteorological information for a flight.
FORECAST — A statement of expected meteorolog-
ical conditions for a specified time or period, and for
a specified area or portion of airspace.
GAMET AREA FORECAST — An area forecast in
abbreviated plain language for low-level flights for
a flight information region or sub-area thereof, pre-
pared by the meteorological office designated by the
meteorological authority concerned and exchanged
with meteorological offices in adjacent flight informa-
tion regions, as agreed between the meteorological
authorities concerned.
GRID POINT DATA IN DIGITAL FORM — Computer
processed meteorological data for a set of regularly
spaced points on a chart, for transmission from a
meteorological computer to another computer in a
code form suitable for automated use.
NOTE: In most cases such data are transmitted on
medium or high speed telecommunications channels.
HUMAN FACTORS PRINCIPLES — Principles
which apply to aeronautical design, certification,
training, operations and maintenance and which
seek safe interface between the human and other
system components by proper consideration to
human performance.
INTERNATIONAL AIRWAYS VOLCANO WATCH
(IAVW) — International arrangements for monitoring
and providing warnings to aircraft of volcanic ash in
the atmosphere.
NOTE: The IAVW is based on the co-operation of avi-
ation and non-aviation operational units using infor-
mation derived from observing sources and networks
that are provided by States. The watch is coordinated
by ICAO with the co-operation of other concerned
international organizations.
METEOROLOGICAL AUTHORITY — The authority
providing or arranging for the provision of meteorolog-
ical service for international air navigation on behalf
of a Contracting State.
METEOROLOGICAL BULLETIN — A text compris-
ing meteorological information preceded by an appro-
priate heading.
METEOROLOGICAL INFORMATION — Meteo-
rological report, analysis, forecast and any other
statement relating to existing or expected meteoro-
logical conditions.
© JEPPESEN, 1999, 2010. ALL RIGHTS RESERVED.
 2 METEOROLOGY
METEOROLOGICAL SERVICE FOR INTERNATIONAL AIR NAVIGATION - ANNEX 3
METEOROLOGICAL OFFICE — An office desig-
nated to provide meteorological service for interna-
tional air navigation.
METEOROLOGICAL REPORT — A statement of
observed meteorological conditions related to a
specified time and location.
METEOROLOGICAL SATELLITE — An artificial
Earth satellite making meteorological observations
and transmitting these observations to Earth.
OBSERVATION (Meteorological) — The evaluation
of one or more meteorological elements.
PREVAILING VISIBILITY — The greatest visibility
value, observed in accordance with the definition “vis-
ibility”, which is reached within at least half the hori-
zon circle or within at least half of the surface of the
aerodrome. These areas could comprise contiguous
or non-contiguous sectors.
NOTE: This value may be assessed by human
observation and/or instrumented systems. When
instruments are installed, they are used to obtain the
best estimate of the prevailing visibility.
PROGNOSTIC CHART — A forecast of a specified
meteorological element(s) for a specified time or
period and a specified surface or portion of airspace,
depicted graphically on a chart.
REGIONAL AIR NAVIGATION AGREEMENT —
Agreement approved by the Council of ICAO nor-
mally on the advice of a regional air navigation
meeting.
RUNWAY VISUAL RANGE — The range over which
the pilot of an aircraft on the centre line of a runway
can see the runway surface markings or the lights
delineating the runway or identifying its centre line.
SIGMET INFORMATION — Information issued by
a meteorological watch office concerning the occur-
rence or expected occurrence of specified en route
weather phenomena which may affect the safety of
aircraft operations.
STANDARD ISOBARIC SURFACE — An isobaric
surface used on a world-wide basis for representing
and analyzing the conditions in the atmosphere.
TROPICAL CYCLONE — Generic term for a
non-frontal synoptic-scale cyclone originating over
tropical or sub-tropical waters with organized con-
vection and definite cyclonic surface wind circulation.
TROPICAL CYCLONE ADVISORY CENTRE
(TCAC) — A meteorological centre designated
by regional air navigation agreement to provide
advisory information to meteorological watch offices,
world area forecast centres and international OPMET
databanks regarding the position, forecast direction
and speed of movement, central pressure and maxi-
mum surface wind of tropical cyclones.
UPPER-AIR CHART — A meteorological chart relat-
ing to a specified upper-air surface or layer of the
atmosphere.
VISIBILITY — Visibility for aeronautical purposes is
the greater of:
a. the greatest distance at which a black object of
suitable dimensions, situated near the ground,
can be seen and recognized when observed
against a bright background;
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10 DEC 10
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b. the greatest distance at which lights in the vicin-
ity of 1,000 candelas can be seen and identified
against an unlit background.
NOTE: The two distances have different values in
air of a given extinction coefficient, and the latter b.
varies with the background illumination. The former
a. is represented by the meteorological optical range
(MOR).
VOLCANIC ASH ADVISORY CENTRE (VAAC) — A
meteorological centre designated by regional air nav-
igation agreement to provide advisory information to
meteorological watch offices, area control centres,
flight information centres, world area forecast cen-
tres, relevant regional area forecast centres and inter-
national OPMET data banks regarding the lateral and
vertical extent and forecast movement of volcanic ash
in the atmosphere following volcanic eruptions.
VOLMET BROADCAST — Provision of current
aerodrome meteorological reports (METAR) and
special meteorological reports (SPECI), aerodrome
forecasts (TAF), SIGMET by means of continuous
and repetitive voice broadcasts for aircraft in flight.
VOLMET DATA LINK SERVICE (D-VOLMET) —
Provision of current METAR, SPECI, TAF, SIGMET,
special air-reports not covered by SIGMET and,
where available, AIRMET via data link.
WORLD AREA FORECAST CENTRE (WAFC) —
A meteorological centre designated to prepare and
issue significant weather forecasts and upper-air fore-
casts in digital and/or pictorial form on a global basis
direct States by appropriate means as part of the
aeronautical fixed service.
WORLD AREA FORECAST SYSTEM (WAFS) —
A world-wide system by which world area forecast
centres provide aeronautical meteorological en-route
forecasts in uniform standardized formats.
1.2 TERMS USED WITH A LIMITED
MEANING
For the purpose of Annex 3, the following terms are
used with a limited meaning as indicated below:
a. to avoid confusion in respect of the term “ser-
vice” between the meteorological service con-
sidered as an administrative entity and the ser-
vice which is provided, “meteorological author-
ity” is used for the former and “service” for the
latter;
b. “provide” is used solely in connection with the
provision of service;
c. “issue” is used solely in connection with cases
where the obligation specifically extends to
sending out the information to a user;
d. “make available” is used solely in connection
with cases where the obligation ends with mak-
ing the information accessible to a user; and
e. “supply” is used solely in connection with cases
where either c. or d. applies.
© JEPPESEN, 1999, 2010. ALL RIGHTS RESERVED.
 10 DEC 10 METEOROLOGY
METEOROLOGICAL SERVICE FOR INTERNATIONAL AIR NAVIGATION - ANNEX 3
CHAPTER 2 – GENERAL PROVISIONS
2.1 OBJECTIVE, DETERMINATION AND
PROVISION OF METEOROLOGICAL
SERVICE
2.1.1 The objective of meteorological service
for international air navigation shall be to contribute
towards the safety, regularity and efficiency of inter-
national air navigation.
2.1.2 This objective shall be achieved by sup-
plying the following users: operators, flight crew mem-
bers, air traffic services units, search and rescue ser-
vices units, airport managements and others con-
cerned with the conduct or development of interna-
tional air navigation, with the meteorological informa-
tion necessary for the performance of their respective
functions.
2.1.3 Each Contracting State shall determine
the meteorological service which it will provide to
meet the needs of international air navigation. This
determination shall be made in accordance with
the provisions of this Annex and with due regard to
regional air navigation agreements; it shall include
the determination of the meteorological service to be
provided for international air navigation over interna-
tional waters and other areas which lie outside the
territory of the State concerned.
2.1.4 Each Contracting State shall designate
the authority, hereinafter referred to as the meteo-
rological authority, to provide or to arrange for the
provision of meteorological service for international
air navigation on its behalf. Details of the meteo-
rological authority so designated shall be included
in the State aeronautical information publication, in
accordance with Annex 15, Appendix 1, GEN 1.1
(not published herein).
2.1.5 Each Contracting State shall ensure that
the designated meteorological authority complies
with the requirements of the World Meteorological
Organization in respect of qualifications and training
of meteorological personnel providing services for
international air navigation.
2.2 SUPPLY, QUALITY ASSURANCE
AND USE OF METEOROLOGICAL
INFORMATION
2.2.1 Close liaison shall be maintained between
those concerned with the supply and those con-
cerned with the use of meteorological information on
matters which affect the provision of meteorological
service for international air navigation.
2.2.2 Recommendation – Until 14 November
2012, in order to meet the objective of meteorological
service for international air navigation, the Contract-
ing State should ensure that the designated meteo-
rological authority referred to in 2.1.4 establishes and
implements a properly organized quality system com-
prising procedures, processes and resources neces-
sary to provide for the quality management of the
meteorological information to be supplied to users
listed in 2.1.2.
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2.2.3 From 15 November 2012, each Contract-
ing State shall ensure that the designated meteoro-
logical authority referred to in 2.1.4 establishes and
implements a properly organized quality system com-
prising procedures, processes and resources neces-
sary to provide for the quality management of the
meteorological information to be supplied to users
listed in 2.1.2.
2.2.4 Recommendation – The quality sys-
tem established in accordance with 2.2.2 should
be in conformity with the International Organization
for Standardization (ISO) 9000 series of quality
assurance standards, and certified by an approved
organization.
NOTE: International Organization for Standardization
(ISO) 9000 series of quality assurance standards pro-
vide a basic framework for the development of a qual-
ity assurance programme. The details of a successful
programme are to be formulated by each State and
in most cases are unique to the State organization.
Guidance on the establishment and implementation
of a quality system is given in the Manual on the Qual-
ity Management System for the provision of Meteo-
rological Service to International Air Navigation (Doc
9873).
2.2.5 Recommendation – The quality system
should provide the users with assurance that the
meteorological information supplied complies with
the stated requirements in terms of the geographical
and spatial coverage, format and content, time and
frequency of issuance and period of validity, as well
as the accuracy of measurements, observations and
forecasts. Where the quality system indicates that
the meteorological information to be supplied to the
users does not comply with the stated requirements,
and automatic error correction procedures are not
appropriate, such information should not be supplied
to the users unless it is validated with the originator.
NOTE 1: Requirements concerning the geographical
and spatial coverage, format and content, time and
frequency of issuance and period of validity of mete-
orological information to be supplied to aeronautical
users are given in Chapters 3, 4, 6 to 10 and Appen-
dices 2, 3, 5 to 9 of Annex 3 and the relevant regional
air navigation plans. Guidance concerning the accu-
racy of measurement and observation, and accuracy
of forecasts is given in Attachments A and B respec-
tively to Annex 3.
2.2.6 Recommendation – In regard to the
exchange of meteorological information for opera-
tional purposes, the quality system should include
verification and validation procedures and resources
for monitoring adherence to the prescribed trans-
mission schedules for individual messages and/or
bulletins required to be exchanged, and at the times
of their filing for transmission. The quality system
should be capable of detecting excessive transit
times of messages and bulletins received.
NOTE: Requirements concerning the exchange of
operational meteorological information are given in
Chapter 11 and Appendix 10 of Annex 3.
© JEPPESEN, 1999, 2010. ALL RIGHTS RESERVED.
 4 METEOROLOGY
METEOROLOGICAL SERVICE FOR INTERNATIONAL AIR NAVIGATION - ANNEX 3
2.2.7 Recommendation – Demonstration of
compliance of the quality system applied should be
by audit. If non-conformity of the system is iden-
tified, action should be initiated to determine and
correct the cause. All audit observations should be
evidenced and properly documented.
2.2.8 The meteorological information supplied
to the users listed in 2.1.2 shall be consistent with
Human Factors principles and shall be in forms which
require a minimum of interpretation by users, as spec-
ified in the following chapters.
NOTE: Guidance material on the application of
Human Factors principles can be found in the
Human Factors Training Manual (DOC 9683).
2.3 NOTIFICATIONS REQUIRED
FROM OPERATORS
2.3.1 An operator requiring meteorological ser-
vice or changes in existing meteorological service
shall notify, sufficiently in advance, the meteorological
authority or the meteorological office(s) concerned.
The minimum amount of advance notice required
shall be as agreed between the meteorological
authority or meteorological office(s) and the opera-
tor.
2.3.2 The meteorological authority shall be noti-
fied by the operator requiring service when:
a. new routes or new types of operations are
planned;
b. changes of a lasting character are to be made
in scheduled operations; and
c. other changes, affecting the provision of meteo-
rological service, are planned.
Such information shall contain all details necessary
for the planning of appropriate arrangements by the
meteorological authority.
2.3.3 The aerodrome meteorological office, or
the meteorological office concerned, shall be notified
by the operator or a flight crew member:
a. of flight schedules;
b. when non-scheduled flights are to be operated;
c. when flights are delayed, advanced or can-
celled.
2.3.4 Recommendation – The notification to
the aerodrome meteorological office, or the meteoro-
logical office concerned, of individual flights should
contain the following information except that, in the
case of scheduled flights, the requirement for some
or all of this information may be waived by agreement
between the meteorological office and the operator:
a. aerodrome of departure and estimated time of
departure;
b. destination and estimated time of arrival;
c. route to be flown and estimated times of arrival
at, and departure from, any intermediate aero-
drome(s);
d. alternate aerodromes needed to complete the
operational flight plan and taken from the rele-
vant list contained in the regional air navigation
plan;
e. cruising level;
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f. type of flight, whether under visual or instrument
flight rules;
g. type of meteorological information requested for
a flight crew member, whether flight documen-
tation and/or briefing or consultation;
h. time(s) at which briefing, consultation and/or
flight documentation are required.
CHAPTER 3 – WORLD AREA
FORECAST SYSTEM AND
METEOROLOGICAL OFFICES
NOTE: Technical specifications and detailed criteria
related to this chapter are given in Appendix 2.
3.1 OBJECTIVE OF THE WORLD AREA
FORECAST SYSTEM
The objective of the world area forecast system
shall be to supply meteorological authorities and
other users with global aeronautical meteorological
en-route forecasts in digital form. This objective shall
be achieved through a comprehensive, integrated,
worldwide and, as far as practicable, uniform system,
and in a cost-effective manner, taking full advantage
of evolving technologies.
3.2 WORLD AREA FORECAST
CENTRES
3.2.1 A Contracting State, having accepted the
responsibility for providing a WAFC within the frame-
work of the world area forecast system, shall arrange
for that centre:
a. to prepare for grid points for all required levels
global forecasts of:
1. upper wind;
2. upper-air temperature and humidity;
3. geopotential altitude of flight levels;
4. flight level and temperature of tropopause;
5. direction, speed and flight level of maxi-
mum wind;
6. cumulonimbus clouds;
7. icing; and
8. turbulence;
NOTE: Gridded global forecasts of cumulonim-
bus clouds, icing and turbulence are currently of
an experimental nature, labelled as “trial fore-
cast” and distributed only through the Internet-
based file transfer protocol (FTP) services.
b. to prepare global forecasts of significant weather
(SIGWX) phenomena;
c. to issue the forecasts referred to in a. and b.
in digital form to meteorological authorities and
other users, as approved by the Contracting
State on advice from the meteorological author-
ity;
d. to receive information concerning the accidental
release of radioactive materials into the atmos-
phere, from its associated WMO regional spe-
cialized meteorological centre (RSMC) for the
provision of transport model products for radi-
© JEPPESEN, 1999, 2010. ALL RIGHTS RESERVED.
 10 DEC 10 METEOROLOGY
METEOROLOGICAL SERVICE FOR INTERNATIONAL AIR NAVIGATION - ANNEX 3
ological environmental emergency response, in
order to include the information in SIGWX fore-
casts; and
e. to establish and maintain contact with VAACs for
the exchange of information on volcanic activity
in order to coordinate the inclusion of informa-
tion on volcanic eruptions in SIGWX forecasts.
3.2.2 In case of interruption of the operation of
a WAFC, its functions should be carried out by the
other WAFC.
NOTE: Back-up procedures to be used in case of
interruption of the operation of a WAFC are updated
by the World Area Forecast System Operations
Group (WAFSOPSG) as necessary; the latest revi-
sion can be found at the WAFSOPSG website at:
www.icao.int/anb/wafsopsg.
3.3 METEOROLOGICAL OFFICES
3.3.1 Each Contracting State shall establish
one or more aerodrome and/or meteorological office
which shall be adequate for the provision of mete-
orological service required to satisfy the needs of
international air navigation.
3.3.2 An aerodrome meteorological office shall
carry out all or some of the following functions as
necessary to meet the needs of flight operations at
the aerodrome:
a. prepare and/or obtain forecasts and other rele-
vant information for flights with which it is con-
cerned; the extent of its responsibilities to pre-
pare forecasts shall be related to the local avail-
ability and use of en-route and aerodrome fore-
cast material received from other offices;
b. prepare and/or forecasts of local meteorological
conditions;
c. maintain a continuos survey of meteorological
conditions over the aerodromes for which it is
designated to prepare forecasts;
d. provide briefing, consultation and flight docu-
mentation to flight crew members and/or flight
operations personnel;
e. supply other meteorological information to aero-
nautical users;
f. display the available meteorological information;
g. exchange meteorological information with other
meteorological offices; and
h. supply information received on pre-eruption vol-
canic activity, a volcanic eruption or volcanic
ash cloud, to its associated air traffic services
unit, aeronautical information service unit and
meteorically watch office as agreed between the
meteorological, aeronautical information service
and ATS authorities concerned.
3.3.3 The aerodromes for which landing fore-
casts are required shall be determined by regional air
navigation agreement.
3.3.4 For aerodromes without meteorological
offices
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a. the meteorological authority concerned shall
designate one or more meteorological offices to
supply meteorological information as required;
and
b. the competent authorities shall establish means
by which such information can be supplied to the
aerodromes concerned.
3.4 METEOROLOGICAL WATCH
OFFICES
3.4.1 A Contracting State, having accepted
the responsibility for providing air traffic services
within a flight information region or control area, shall
establish one or more meteorological watch offices.
or arrange for another Contracting State to do so.
3.4.2 A meteorological watch office shall:
a. maintain continuous watch over meteorological
conditions affecting flight operations within its
area of responsibility;
b. prepare SIGMET and other information relating
to its area of responsibility;
c. supply SIGMET information and, as required,
other meteorological information to associated
air traffic services units;
d. disseminate SIGMET information;
e. when required by regional air navigation agree-
ment, in accordance with 7.2.1;
1. prepare AIRMET information related to its
area of responsibility;
2. supply AIRMET information to associated
air traffic services units; and
3. disseminate AIRMET information;
f. supply information received on pre-eruption vol-
canic activity, a volcanic eruption and volcanic
ash cloud for which a SIGMET has not already
been issued, to its associated ACC/FIC, as
agreed between the meteorological and ATS
authorities concerned, and to its associated
VAAC as determined by regional air navigation
agreement; and
g. supply information received concerning acci-
dental release of radioactive materials into
the atmosphere, in the area for which it main-
tains watch or adjacent areas, to its associated
ACC/FIC, as agreed between the meteoro-
logical and ATS authorities concerned, and
to aeronautical information service units, as
agreed between the meteorological and appro-
priate civil aviation authorities concerned. The
information shall comprise location, date and
time of the accident, and forecast trajectories of
the radioactive materials.
NOTE: The information is provided by WMO regional
specialized meteorological centres (RSMC) for the
provision of transport model products for radiological
environmental emergency response, at the request
of the delegated authority of the State in which the
radioactive material was released into the atmos-
phere, or the International Atomic Energy Agency
(IAEA). The information is sent by the RSMC to a
single contact point of the national meteorological
service in each State. This contact point has the
© JEPPESEN, 1999, 2010. ALL RIGHTS RESERVED.
 6 METEOROLOGY
METEOROLOGICAL SERVICE FOR INTERNATIONAL AIR NAVIGATION - ANNEX 3
responsibility of redistributing the RSMC products
within the State concerned. Furthermore, the infor-
mation is provided by IAEA to RSMC co-located
with VAAC London (designated as the focal point)
which in turn notifies the ACCs concerned about the
release.
3.4.3 Recommendation – The boundaries of
the area over which meteorological watch is to be
maintained by a meteorological watch office should
be coincident with the boundaries of a flight informa-
tion region or a control area or a combination of flight
information regions and/or control areas.
3.5 VOLCANIC ASH ADVISORY
CENTERS
3.5.1 A Contracting State, having accepted, by
regional air navigation agreement, the responsibility
for providing VAAC within the framework of the inter-
national airways volcano watch, shall arrange for that
center to respond to a notification that a volcano has
erupted, or is expected to erupt or volcanic ash is
reported in its area of responsibility, by arranging for
that center to:
a. monitor relevant geostationary and polar-orbit-
ing satellite data to detect existence and extent
of volcanic ash in the atmosphere in the are con-
cerned;
b. activate the volcanic ash numerical trajectory/
dispersion model in order to forecast the move-
ment of any ash ‘cloud’ which has been detected
or reported;
NOTE: The numerical model may be its own or,
by agreement, that of another VAAC.
c. issue advisory information regarding the extent
and forecast movement of the volcanic ash
‘cloud’ to:
1. meteorological watch offices, area control
centers and flight information centers serv-
ing flight information regions in its area of
responsibility which may be affected;
2. other VAACs whose areas of responsibility
may be affected;
3. world area forecast centers, international
OPMET data banks, international NOTAM
offices, and centers designated by regional
air navigation agreement for the operation
of aeronautical fixed service satellite distri-
bution systems; and
4. airlines requiring the advisory information
through the AFTN address provided specif-
ically for this purpose; and
NOTE: The AFTN address to be used by the
VAACs is given in the Handbook on the Inter-
national Airways Volcano Watch (IAVW) (Doc
9766) and at: http://www.icao.int/icao/en/anb/
met/index.html
d. issue updated advisory information to the mete-
orological watch offices, area control centers,
flight information centers and VAACs referred to
in c. as necessary, but at least six hours until
such time as the volcanic ash ‘cloud’ is no longer
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identifiable from satellite data, no further reports
of volcanic ash are received from the area, and
no further eruptions of the volcano are reported.
3.5.2 Volcanic ash advisory centers shall main-
tain a 24-hour watch.
3.5.3 In case of interruption of the operation of
a VAAC, its functions shall be carried out by another
VAAC or another meteorological center, as desig-
nated by the VAAC Provider State concerned.
NOTE: Back-up procedures to be used in case of
interruption of the operation of a VAAC are included
in the Handbook on the International Airways Volcano
Watch (IAVW) (Doc 9766).
3.6 STATE VOLCANO OBSERVATORIES
Contracting States that maintain volcano observato-
ries monitoring active volcanoes shall arrange that
selected State volcano observatories, as designated
by regional air navigation agreement, observing:
a. significant pre-eruption volcanic activity, or a
cessation thereof;
b. a volcanic eruption, or a cessation thereof;
and/or
c. volcanic ash in the atmosphere
shall send this information as quickly as practicable
to its associated ACC, MWO and VAAC.
NOTE: Pre-eruption volcanic activity in this context
means unusual and/or increasing volcanic activity
which could presage a volcanic eruption.
3.7 TROPICAL CYCLONE ADVISORY
CENTERS
A contracting State having accepted, by regional air
navigation agreement, the responsibility for providing
a TCAC shall arrange for that center to:
a. monitor the development of tropical cyclones
in its area of responsibility, using geostationary
and polar-orbiting satellite data, radar data and
other meteorological information;
b. issue advisory information concerning the posi-
tion of the cyclone center, its direction and speed
of movement, central pressure and maximum
surface wind near the center, in abbreviated
plain language to:
1. meteorological watch offices in its area of
responsibility;
2. other TCACs whose area of responsibility
may be affected; and
3. world area forecast centers, international
OPMET databanks, and centers desig-
nated by regional air navigation agreement
for the operation of aeronautical fixed ser-
vice satellite distribution systems; and
c. issue updated advisory information to meteoro-
logical watch offices for each tropical cyclone, as
necessary, but at least every six hours.
CHAPTER 4 – METEOROLOGICAL
OBSERVATIONS AND REPORTS
NOTE: Technical specifications and detailed criteria
related to this chapter are given in Appendix 3.
© JEPPESEN, 1999, 2010. ALL RIGHTS RESERVED.
 10 DEC 10 METEOROLOGY
METEOROLOGICAL SERVICE FOR INTERNATIONAL AIR NAVIGATION - ANNEX 3
4.1 AERONAUTICAL
METEOROLOGICAL STATIONS
AND OBSERVATIONS
4.1.1 Each Contracting State shall establish, at
aerodromes in its territory; such aeronautical mete-
orological stations as it determines to be necessary.
An aeronautical meteorological station may be a sep-
arate station or may be combined with a synoptic sta-
tion.
NOTE: Aeronautical meteorological stations may
include sensors installed outside the aerodrome,
where considered justified, by the meteorological
authority to ensure the compliance of meteorologi-
cal service for international air navigation with the
provisions of Annex 3.
4.1.2 Recommendation – Each Contracting
State should establish, or arrange for the estab-
lishment of, aeronautical meteorological stations
on off-shore structures or at other points of signifi-
cance in support of helicopter operations to off-shore
structures, if required by regional air navigation
agreement.
4.1.3 Aeronautical meteorological stations
shall make routine observations at fixed intervals.
At aerodromes, the routine observations shall be
supplemented by special observations whenever
specified changes occur in respect of surface wind,
visibility, runway visual range, present weather,
clouds and/or air temperature.
4.1.4 Each Contracting State should arrange
for its aeronautical meteorological stations to be
inspected at sufficiently frequent intervals to ensure
that a high standard of observations is maintained,
that instruments and all their indicators are function-
ing correctly, and that the exposure of the instruments
has not changed significantly.
NOTE: Guidance on the inspection of aeronautical
meteorological stations including the frequency of
inspections is given in the Manual on Automatic
Meteorological Observing Systems at Aerodromes
(Doc 9837).
4.1.5 At aerodromes, with runways intended for
Category II and III instrument approach and landing
operations, automated equipment for measuring
or assessing, as appropriate, and for monitoring
and remote indicating of surface wind, visibility,
runway visual range, height of cloud base, air and
dew-point temperatures and atmospheric pressure
shall be installed to support approach and landing
and take-off operations. These devices shall be inte-
grated automatic systems for acquisition, processing,
dissemination and display in real time of the mete-
orological parameters affecting landing and take-off
operations. The design of integrated automatic sys-
tems shall observe Human Factors principles and
include back-up procedures.
NOTE 1: Categories of precision approach and land-
ing operations are defined in Annex 6, Part I.
NOTE 2: Guidance material on the application
of Human Factors principles can be found in the
Human Factors Training Manual (Doc 9683).
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4.1.6 Recommendation – At aerodromes, with
runways intended for Category I instrument approach
and landing operations, automated equipment for
measuring or assessing, as appropriate, and for
monitoring and remote indicating of surface wind,
visibility, runway visual range, height of cloud base,
air and dew-point temperatures and atmospheric
pressure should be installed to support approach
and landing and take-off operations. These devices
should be integrated automatic systems for acquisi-
tion, processing, dissemination and display in real
time of the meteorological parameters affecting land-
ing and take-off operations. The design of integrated
automatic systems should observe Human Factors
principles and include back-up procedures.
4.1.7 Recommendation – Where an integrated
semi-automatic system is used for the dissemina-
tion/display of meteorological information, it should
be capable of accepting the manual insertion of data
covering those meteorological elements which can-
not be observed by automatic means.
4.1.8 The observations shall form basis for the
preparation of reports to be disseminated at the aero-
drome of origin and for reports to be disseminated
beyond the aerodrome of origin.
4.1.9 Owing to the variability of meteorological
elements in space and time, to limitations of observ-
ing techniques and to limitations caused by defini-
tions of some of the elements, the specific value of
any of the elements given in a report shall be under-
stood by the recipient to be best approximation to
actual conditions at the time of observation.
NOTE: Guidance on the operationally desirable
accuracy of measurement or observation is given in
Attachment A.
4.2 AGREEMENT BETWEEN AIR
TRAFFIC SERVICES AUTHORITIES
AND METEOROLOGICAL
AUTHORITIES
Recommendation – An agreement between the
meteorological authority and the appropriate ATS
authority should be established to cover, amongst
other things:
a. the provision in air traffic services units of dis-
plays related to integrated automatic systems;
b. the calibration and maintenance of these dis-
plays/instruments;
c. the use to be made of the displays/instruments
by air traffic services personnel;
d. as and where necessary, supplementary visual
observations (e.g. of meteorological phenom-
ena of operational significance in the climb-out
and approach areas) if and when made by air
traffic services personnel to update or supple-
ment the information supplied by the meteoro-
logical station;
e. meteorological information obtained from air-
craft taking off or landing (e.g. on wind shear);
and
f. if available, meteorological information obtained
from ground weather radar.
© JEPPESEN, 1999, 2010. ALL RIGHTS RESERVED.
 8 METEOROLOGY
METEOROLOGICAL SERVICE FOR INTERNATIONAL AIR NAVIGATION - ANNEX 3
NOTE: Guidance on the subject of coordination
between ATS and meteorological services is con-
tained in the Manual on Coordination between Air
Traffic services, Aeronautical Information Service
and Aeronautical Meteorological Services (DOC
9377).
4.3 ROUTINE OBSERVATIONS
AND REPORTS
4.3.1 At Aerodromes, routine observations
shall be made throughout the 24 hours each day,
except as otherwise agreed between the meteoro-
logical authority, the appropriate ATS authority and
the operator concerned. Such observations shall be
made at intervals of one hour or, if so determined
by regional air navigation agreement, at intervals of
one half-hour. At other aeronautical meteorological
stations, such observations shall be made as deter-
mined by the meteorological authority taking into
account the requirements of air traffic services units
and aircraft operations.
4.3.2 Reports of routine observations shall be
issued as:
a. local routine reports only for dissemination at the
aerodrome of origin (intended for arriving and
departing aircraft); and
b. METAR for dissemination beyond the aero-
drome of origin (mainly intended for flight plan-
ning, VOLMET broadcasts and D-VOLMET).
NOTE: Meteorological information used in ATIS
(voice-ATIS and D-ATIS) is to be extracted from the
local routine report, in accordance with Annex 11,
4.3.6.1g).
4.3.3 At aerodromes that are not operational
throughout 24 hours in accordance with 4.3.1,
METAR shall be issued prior to the aerodrome
resuming operations in accordance with regional air
navigation agreement.
4.4 SPECIAL OBSERVATIONS AND
REPORTS
4.4.1 A list of criteria for special observations
shall be established by the meteorological author-
ity, in consultation with the appropriate ATS authority,
operators and others concerned.
4.4.2 Reports of special observations shall be
issued as:
a. local special reports, only for dissemination at
the aerodrome of origin (intended for arriving
and departing aircraft); and
b. SPECI for dissemination beyond the aerodrome
of origin (mainly intended for flight planning,
VOLMET broadcasts and D-VOLMET) unless
METAR are issued at half-hourly intervals.
NOTE: Meteorological information used in ATIS
(voice-ATIS and D-ATIS) is to be extracted from the
local special report, in accordance with Annex 11,
4.3.6.1g).
4.4.3 At aerodromes that are operational
throughout 24 hours in accordance with 4.3.1, fol-
lowing the resumption of the issuance of METAR,
SPECI shall be issued, as necessary.
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4.5 CONTENTS OF REPORTS
4.5.1 Local routine and special reports and
METAR and SPECI shall contain the following ele-
ments in order indicated
a. identification of the type of report;
b. location indicator;
c. time of observation;
d. identification of an automated or missing report,
when applicable;
e. surface wind direction and speed;
f. visibility;
g. runway visual range, when applicable;
h. present weather;
i. cloud amount, cloud type (only for cumulonim-
bus and towering cumulus clouds) and height of
cloud base or, where measured, vertical visibil-
ity;
j. air temperature and dew-point temperature; and
k. QNH and, when applicable, QFE (QFE included
only in local routine and special reports).
NOTE: The location indicators referred to under b.
and their significations are published in Location Indi-
cators DOC 7910).
4.5.2 Recommendation – In addition to ele-
ments listed under 4.5.1 a. to k. local routine and
special reports and METAR and SPECI should con-
tain supplementary information to be placed after
element k.
4.5.3 Optional elements included under supple-
mentary information shall be included in METAR and
SPECI in accordance with regional air navigation
agreement.
4.6 OBSERVING AND REPORTING
METEOROLOGICAL ELEMENTS
4.6.1 Surface Wind
4.6.1.1 The mean direction and the mean
speed of the surface wind shall be measured, as well
as significant variations of wind direction and speed,
and reported in degrees true and meters per second
(or knots), respectively.
4.6.1.2 Recommendation – When local rou-
tine and special reports are used for departing air-
craft, the surface wind observations for these reports
should be representative of conditions along the run-
way; when local routine and special reports are used
for arriving aircraft, the surface wind observations for
these reports should be representative of the touch-
down zone.
4.6.1.3 Recommendation – For METAR and
SPECI, the surface wind observations should be
representative of conditions above the whole runway
where the is only one run way and the whole runway
complex where there is more than one runway.
4.6.2 Visibility
4.6.2.1 The visibility as defined in Chapter
1 shall be measured or observed, and reported in
meters or kilometers.
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4.6.2.2 Recommendation – When local
routine and special reports are used for departing
aircraft, the visibility observations for these reports
should be representative of conditions along the
runway; when local routine and special reports are
used for arriving aircraft, the visibility observations
for these reports should be representative of the
touchdown zone of the runway.
4.6.2.3 Recommendation – For METAR and
SPECI the visibility observations should be represen-
tative of the aerodrome.
4.6.3 Runway Visual Range
NOTE: Guidance on the subject of runway visual
range is contained in the Manual of Runway Visual
Range Observing and reporting Practices (DOC
9328).
4.6.3.1 Runway visual range as defined in
Chapter 1 shall be assessed on all runways intended
for Category II and III instrument approach and land-
ing operations.
4.6.3.2 Recommendation – Runway visual
range as defined in Chapter 1 should be assessed
on all runways intended for use during periods of
reduced visibility, including:
a. precision approach runways intended for Cate-
gory I instrument approach and landing opera-
tions; and
b. runways used for take-off and having high-inten-
sity edge lights and/or center line lights.
NOTE: Precision approach runways are defined in
Annex 14, Volume I, Chapter 1, under ‘Instrument
runway’.
4.6.3.3 The runway visual range, assessed
in accordance with 4.6.3.1 and 4.6.3.2, shall be
reported in meters throughout periods when either
the visibility or the runway visual range is less than
1500m.
4.6.3.4 Runway visual range assessments
shall be representative of:
a. the touchdown zone of the runway intended
for non-precision or Category I instrument
approach and landings operations;
b. the touchdown zone and the mid-point of the
runway intended for Category II instrument
approach and landing operations; and
c. the touchdown zone, the mid-point and stop-end
of the runway intended for Category III instru-
ment approach and landing operations.
4.6.3.5 The units providing air traffic ser-
vice and aeronautical information service for an
aerodrome shall be kept informed without delay of
changes in the serviceability status of the automated
equipment used for assessing runway visual range.
4.6.4 Present Weather
4.6.4.1 The present weather occurring at
the aerodrome and/or its vicinity shall be observed
and reported as necessary. The following present
weather phenomena shall be identified, as a mini-
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mum: precipitation and freezing precipitation (includ-
ing intensity thereof), fog, freezing fog and thunder-
storms (including thunderstorms in the vicinity).
4.6.4.2 Recommendation – For local routine
and special reports, the present weather information
should be representative of conditions at the aero-
drome.
4.6.4.3 Recommendation – For METAR and
SPECI, the present weather information should be
representative of conditions at the aerodrome and, for
certain specified weather phenomena, in its vicinity,
4.6.4.4 Recommendation – Where observa-
tions are made using automatic observing systems,
provisions should be made for manual insertion of
those present weather elements which cannot be
determined adequately by that equipment.
4.6.5 Clouds
4.6.5.1 Cloud amount, cloud type and height
of cloud base shall be observed, and reported as nec-
essary to describe the clouds of operational signif-
icance. When the sky is obscured, vertical visibility
shall be observed and reported, where measured, in
lieu of cloud amount, cloud type and height of cloud
base. The height of cloud base and vertical visibility
shall be reported in meters (or feet).
4.6.5.2 Recommendation – Cloud observa-
tions for local routine and special reports should be
representative of the approach area.
4.6.5.3 Recommendation – Cloud observa-
tions for METAR and SPECI should be representative
of the aerodrome and its vicinity.
4.6.6 Air Temperature and dew-point
temperature
4.6.6.1 The air temperature and the dew-point
temperature shall be measured and reported in
degrees Celsius.
4.6.6.2 Recommendation – Observation of
air temperature and dew-point temperature for local
routine and special reports and METAR and SPECI
should be representative for the whole runway com-
plex.
4.6.7 Atmospheric Pressure
The atmospheric pressure shall be measured,
and QNH and QFE values shall be computed and
reported in hectopascals.
4.6.8 Supplementary information
Recommendation – Observations made at aero-
dromes should include the available supplementary
information concerning significant meteorological
conditions, particularly those in the approach and
climb-out areas. Where practicable, the information
should identify the location of the meteorological
condition.
© JEPPESEN, 1999, 2010. ALL RIGHTS RESERVED.
 10 METEOROLOGY
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4.7 REPORTING OF INFORMATION
FROM AUTOMATIC OBSERVING
SYSTEMS
4.7.1 Recommendation – METAR and SPECI
from automatic observing systems should be used by
States in a position to do so during non-operational
hours of the aerodrome, and during operational hours
of the aerodrome as determined by the meteorologi-
cal authority in consultation with users based on the
availability and efficient use of personnel.
NOTE: Guidance on the use of automatic meteo-
rological observing systems is given in the Manual
on Automatic Meteorological Observing Systems at
Aerodromes (Doc 9837).
4.7.2 Recommendation – Local routine and
special reports from automatic systems should be
used by States in a position to do so during opera-
tional hours of the aerodrome as determined by the
meteorological authority in consultation with users
based on the availability and efficient use of person-
nel.
4.7.3 Local routine and special reports and
METAR and SPECI from automatic observing sys-
tems shall be identified with the word "AUTO".
4.8 OBSERVATION AND REPORTS
OF VOLCANIC ACTIVITY
Recommendation – The occurrence of pre-eruption
volcanic activity, volcanic eruptions and volcanic ash
cloud should be reported without delay to the associ-
ated air traffic services unit, aeronautical information
services unit and meteorological watch office. The
report should be made in the form of a volcanic activ-
ity report comprising the following information in the
order indicated:
a. message type, VOLCANIC ACTIVITY REPORT;
b. station identifier, location indicator or name of
station;
c. date/time of message;
d. location of volcano and name, if known; and
e. concise description of event including, as appro-
priate, level of intensity of volcanic activity,
occurrence of an eruption and its date and time
and the existence of a volcanic ash cloud in
the area together with direction of ash cloud
movement and height.
NOTE: Pre-eruption volcanic activity in this context
means unusual and/or increasing volcanic activity
which could presage a volcanic eruption.
CHAPTER 5 – AIRCRAFT
OBSERVATIONS AND REPORTS
NOTE: Technical specifications and detailed criteria
related to this chapter are given in Annex 4.
5.1 OBLIGATIONS OF STATES
Each Contracting State shall arrange, according to
the provisions of this chapter, for observations to be
made by aircraft of its registry operating on interna-
tional air routes and for the recording and reporting of
these observations.
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10 DEC 10
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5.2 TYPES OF AIRCRAFT
OBSERVATIONS
The following aircraft observations shall be made:
a. routine aircraft observations during en-route and
climb-out phases of the flight; and
b. special and other non-routine aircraft observa-
tions during any phase of the flight.
5.3 ROUTINE AIRCRAFT
OBSERVATIONS - DESIGNATION
5.3.1 Recommendation – When air-ground
data link is used and automatic dependent surveil-
lance (ADS) or secondary surveillance radar (SSR)
Mode S is being applied, automated routine obser-
vations should be made every 15 minutes during
the en-route phase and every 30 seconds during
climb-out phase for the first 10 minutes of the flight.
5.3.2 Recommendation – For helicopter oper-
ations to and from aerodromes on offshore struc-
tures, routine observations should be made from heli-
copters at points and times as agreed between the
meteorological authorities and the helicopter opera-
tors concerned.
5.3.3 In the case of air routes with high density
traffic (e.g. organized tracks), an aircraft from among
the aircraft operating at each flight level shall be des-
ignated, at approximately hourly intervals, to make
routine observations in accordance with 5.3.1. The
designation procedures shall be subject to regional
air navigation agreement.
5.3.4 In the case of the requirement to report
during the climb-out phase, an aircraft shall be des-
ignated, at approximately hourly intervals, at each
aerodrome to make routine observations in accor-
dance with 5.3.1.
5.4 ROUTINE AIRCRAFT
OBSERVATIONS - EXEMPTIONS
Aircraft not equipped with air-ground data link shall be
exempted from making routine aircraft observations.
5.5 SPECIAL AIRCRAFT
OBSERVATIONS
Special observations shall be made by all aircraft
whenever the following conditions are encountered or
observed:
a. moderate or severe turbulence; or
b. moderate or severe icing; or
c. severe mountain wave; or
d. thunderstorms, without hail, that are obscured,
embedded, widespread or in squall lines; or
e. thunderstorms, with hail, that are obscured,
embedded, widespread or in squall lines; or
f. heavy duststorm or heavy sandstorm; or
g. volcanic ash cloud; or
h. pre-eruption volcanic activity or a volcanic
eruption.
NOTE: Pre-eruption volcanic activity in this
context means unusual and/or increasing vol-
canic activity which could presage a volcanic
eruption.
© JEPPESEN, 1999, 2010. ALL RIGHTS RESERVED.
 10 DEC 10 METEOROLOGY
METEOROLOGICAL SERVICE FOR INTERNATIONAL AIR NAVIGATION - ANNEX 3
5.6 OTHER NON-ROUTINE AIRCRAFT
OBSERVATIONS
When other meteorological conditions not listed
under 5.5; e.g., wind shear, are encountered and
which, in the opinion of the pilot-in-command, may
affect the safety or markedly affect the efficiency of
other aircraft operations, the pilot-in-command shall
advise the appropriate air traffic services unit as
soon as practicable.
NOTE: Icing, turbulence and, to a large extent, wind
shear, are elements which, for the time being, cannot
be satisfactorily observed from the ground and for
which in most cases aircraft observations represent
the only available evidence.
5.7 REPORTING OF AIRCRAFT
OBSERVATIONS DURING FLIGHT
5.7.1 Aircraft observations shall be reported by
air-ground data link. Where air-ground data link is not
available or appropriate, aircraft observations during
flight shall be reported by voice communications.
5.7.2 Aircraft observations shall be reported
during flight at the time the observation is made or
as soon thereafter as is practicable.
5.7.3 Aircraft observations shall be reported as
air-reports.
5.8 RELAY OF AIR-REPORTS BY
ATS UNITS
The meteorological authority concerned shall make
arrangements with the appropriate ATS authority to
ensure that, on receipt by the ATS units:
a. special air-reports by voice communications,
the ATS units relay them without delay to their
associated meteorological watch office; and
b. routine and special air-reports by data link com-
munications, the ATS units relay them without
delay to their associated meteorological watch
office and WAFCs.
5.9 RECORDING AND POST-FLIGHT
REPORTING OF AIRCRAFT
OBSERVATIONS OF VOLCANIC
ACTIVITY
Special aircraft observations of pre-eruption volcanic
activity, a volcanic eruption or volcanic ash cloud shall
be recorded on the special air-report of volcanic activ-
ity form. A copy of the form shall be included with
the flight documentation provided to flights operating
on routes which, in the opinion of the meteorologi-
cal authority concerned, could be affected by volcanic
ash clouds.
CHAPTER 6 – FORECASTS
NOTE: Technical specifications and detailed criteria
related to this chapter are given in Appendix 5.
6.1 INTERPRETATION AND USE
OF FORECASTS
6.1.1 Owing to the variability of meteorological
elements in space and time, to limitations of forecast-
ing techniques and to limitations caused by the def-
initions of some of the elements, the specific value
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11
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of any of the elements given in a forecast shall be
understood by the recipient to be the most probable
value which the element is likely to assume during
the period of the forecast. Similarly, when the time
of occurrence or change of an element is given in a
forecast, this time shall be understood to be the most
probable time.
6.1.2 The issue of a new forecast by a mete-
orological office, such as a routine aerodrome fore-
cast, shall be understood to cancel automatically any
forecast of the same type previously issued for the
same place and for the same period of validity or part
thereof.
6.2 AERODROME FORECASTS
6.2.1 An aerodrome forecast shall be prepared,
on the basis of regional air navigation agreement, by
the meteorological office designated by the meteoro-
logical authority concerned.
NOTE: The aerodromes for which aerodrome fore-
casts are to be prepared and the period of validity of
these forecasts are listed in the relevant facilities and
services implementation document (FASID).
6.2.2 An aerodrome forecast shall be issued at
a specified time and consist of a concise statement
of the expected meteorological conditions at an aero-
drome for a specified period.
6.2.3 Aerodrome forecasts and amendments
thereto shall be issued as TAF and include the fol-
lowing information in the order indicated:
a. identification of the type of forecast;
b. location indicator;
c. time and issue of forecast;
d. identification of a missing forecast, when appli-
cable;
e. date and period of validity of forecast;
f. identification of a cancelled forecast, when appli-
cable;
g. surface wind;
h. visibility;
i. weather;
j. cloud; and
k. expect significant changes to one or more of
these elements during the period of validity.
Optional elements shall be included in TAF in accor-
dance with regional air navigation agreement.
NOTE: The visibility included in TAF refers to the fore-
cast prevailing visibility.
6.2.4 Meteorological offices preparing TAF
shall keep the forecasts under continuous review
and, when necessary, shall issue amendments
promptly. The length of the forecast messages and
the number of changes indicated in the forecast shall
be kept to a minimum.
6.2.5 TAF that cannot be kept under continuos
review shall be cancelled.
© JEPPESEN, 1999, 2010. ALL RIGHTS RESERVED.
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6.2.6 Recommendation – The period of valid-
ity of routine TAF should be not less than 6 hours
nor more than 30 hours; this period of validity should
be determined by regional air navigation agreement.
Routine TAF valid for less than 12 hours should be
issued every 3 hours and those valid for 12 to 30
hours should be issued every 6 hours.
6.2.7 When issuing TAF, meteorological offices
shall ensure that not more than one TAF is valid at an
aerodrome at any given time.
6.3 LANDING FORECASTS
6.3.1 A landing forecast shall be prepared by
the meteorological office designated by the mete-
orological authority concerned as determined by
regional air navigation agreement; such forecasts
are intended to meet requirements of local users and
of aircraft within about one hour’s flying time from the
aerodrome.
6.3.2 Landing forecasts shall be prepared in the
form of a trend forecast.
6.3.3 A trend forecast shall consist of a con-
cise statement of expected significant changes in the
meteorological conditions at that aerodrome to be
appended to a local routine or local special report, or
a METAR or SPECI. The period of validity of a trend
forecast shall be 2 hours from the time of the report
which forms part of the landing forecast
6.4 FORECASTS FOR TAKE-OFF
6.4.1 A forecast for take-off shall be prepared by
the meteorological office designated by the meteoro-
logical authority concerned.
6.4.2 Recommendation – A forecast for
take-off should refer to a specified period of time
and should contain information on expected condi-
tions over the runway complex in regard to surface
wind direction and speed and any variations thereof,
temperature, pressure (QNH), and any other ele-
ments as agreed locally.
6.4.3 Recommendation – A forecast for take-
off should be supplied to operators and flight crew
members on request within the 3 hours before the
expected time of departure.
6.4.4 Recommendation – Meteorological
offices preparing forecasts for take-off should keep
the forecasts under continuos review and, when
necessary, should issue amendments promptly.
6.5 AREA FORECASTS FOR LOW
LEVEL FLIGHTS
6.5.1 Recommendation – When the density of
traffic operating below flight level 100 (or up to flight
level 150 in mountainous areas, or higher, where nec-
essary) warrants the routine issue and dissemination
of area forecasts for such operations, the frequency
of issue, the form and the fixed time or period of
validity of those forecasts and the criteria of amend-
ments thereto shall be determined by the meteoro-
logical authority in consultation with the users.
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10 DEC 10
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6.5.2 When the density of traffic operating
below flight level 100 warrants the issuance of
AIRMET information in accordance with 7.2.1, area
forecasts for such operations shall be prepared in
a format agreed upon between the meteorological
authorities concerned. When abbreviated plain lan-
guage is used, the forecast shall be prepared as a
GAMET area forecast, employing approved ICAO
abbreviations and numerical values; when chart
form is used, the forecast shall be prepared as a
combination of forecasts of upper wind and upper-air
temperature, and of SIGWX phenomena. The area
forecasts shall be issued to cover the layer between
ground and flight level 100 (or up to flight level 150 in
mountainous areas, or higher, where necessary) and
shall contain information on en-route weather phe-
nomena hazardous to low-level flights, in support of
the issuance of AIRMET information, and additional
information required by low-level flights.
6.5.3 Area forecasts for low-level flights pre-
pared in support of the issuance of AIRMET informa-
tion shall be issued every 6 hours and transmitted to
meteorological offices concerned not later than one
hour prior to the beginning of their validity period.
CHAPTER 7 – SIGMET AND AIRMET
INFORMATION, AERODROME
WARNINGS AND WIND SHEAR
WARNINGS AND ALERTS
NOTE: Technical specifications and detailed criteria
related to this chapter are given in Appendix 6.
7.1 SIGMET INFORMATION
7.1.1 SIGMET information shall be issued by a
meteorological watch office and shall give a concise
description in abbreviated plain language concerning
the occurrence and/or expected occurrence of spec-
ified en route weather phenomena, which may affect
the safety of aircraft operations, and of the develop-
ment of those phenomena in time and space.
7.1.2 SIGMET information shall be cancelled
when the phenomena are no longer occurring or are
no longer expected to occur in the area.
7.1.3 The period of validity of a SIGMET mes-
sage shall be not more than 4 hours. In the special
case of SIGMET messages for volcanic ash cloud
and tropical cyclones, the period of validity shall be
extended up to 6 hours.
7.1.4 Recommendation – SIGMET messages
concerning volcanic ash cloud and tropical cyclones
should be based on advisory information provided
by VAACs and TCACs, respectively, designated by
regional air navigation agreement.
7.1.5 Close coordination shall be maintained
between the meteorological watch office and the
associated area control center/flight information
centre to ensure that information on volcanic ash
included in SIGMET and NOTAM messages is con-
sistent.
© JEPPESEN, 1999, 2010. ALL RIGHTS RESERVED.
 10 DEC 10 METEOROLOGY
METEOROLOGICAL SERVICE FOR INTERNATIONAL AIR NAVIGATION - ANNEX 3
7.1.6 SIGMET messages shall be issued not
more than 4 hours before the commencement of the
period of validity. In the special case of SIGMET mes-
sages for volcanic ash cloud and tropical cyclones,
these messages shall be issued as soon as practica-
ble but not more than 12 hours before the commence-
ment of the period of validity. SIGMET messages for
volcanic ash and tropical cyclones shall be updated
at least every 6 hours.
7.2 AIRMET INFORMATION
7.2.1 AIRMET information shall be issued
by a meteorological watch office in accordance
with regional air navigation agreement, taking into
account the density of the air traffic operating below
flight level 100. AIRMET information shall give a
concise description in abbreviated plain language
concerning the occurrence and/or expected occur-
rence of specified en-route weather phenomena,
which have not been included in Section I of the area
forecast for low-level flights issued in accordance
with Chapter 6, section 6.5 and which may affect the
safety of low-level flights, and of the development of
those phenomena in time and space.
7.2.2 AIRMET information shall be cancelled
when the phenomena are no longer occurring or are
no longer expected to occur in the area.
7.2.3 The period of validity of an AIRMET mes-
sage shall be not more than 4 hours.
7.3 AERODROME WARNINGS
7.3.1 Aerodrome warnings shall be issued by
the meteorological office designated by the meteo-
rological authority concerned and shall give concise
information of meteorological conditions which could
adversely affect aircraft on the ground, including
parked aircraft, and the aerodrome facilities and
services.
7.3.2 Recommendation – Aerodrome warn-
ings should be cancelled when the conditions are no
longer occurring and/or no longer expected to occur
at the aerodrome.
7.4 WIND SHEAR WARNINGS AND
ALERTS
NOTE: Guidance on the subject is contained in the
Manual on Low-level Wind Shear (Doc 9817). Wind
shear alerts are expected to complement wind shear
warnings and together are intended to enhance situ-
ational awareness of wind shear.
7.4.1 Wind shear warnings shall be prepared
by the meteorological office designated by the mete-
orological authority concerned for aerodromes where
wind shear is considered a factor, in accordance with
local arrangements with the appropriate ATS unit
and operators concerned. Wind shear warnings shall
give concise information on the observed or expected
existence of wind shear which could adversely affect
aircraft on the approach path or take-off path or
during circling approach between runway level and
500m (1600ft) above that level and aircraft on the
runway during the landing roll or take-off run. Where
local topography has been shown to produce sig-
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13
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nificant wind shears at heights in excess of 500m
(1600ft) above runway level, then 500m (1600ft) shall
not be considered restrictive.
7.4.2 Recommendation – Wind shear warn-
ings for arriving aircraft and/or departing aircraft
should be cancelled when aircraft reports indicate
that wind shear no longer exists or, alternatively, after
an agreed elapsed time. The criteria for the cancel-
lation of a wind shear warning should be defined
locally for each aerodrome, as agreed between the
meteorological authority, the appropriate ATS author-
ity and the operators concerned.
7.4.3 At aerodromes where wind shear is
detected by automated, ground-based, wind shear
remote-sensing or detection equipment, wind shear
alerts generated by these systems shall be issued.
Wind shear alerts shall give concise, up-to-date
information related to the observed existence of
wind shear involving a headwind/tailwind change of
7.5m/s (15kt) or more which could adversely affect
aircraft on the final approach path or initial take-off
path and aircraft on the runway during the landing
roll or take-off run.
7.4.4 Recommendation – Wind shear alerts
should be updated at least every minute. The wind
shear alert should be cancelled as soon as the
headwind/tailwind change falls below 7.5m/s (15kt).
CHAPTER 8 - AERONAUTICAL
CLIMATOLOGICAL INFORMATION
NOTE: Technical specifications and detailed criteria
related to this chapter are given in Appendix 7
8.1 GENERAL PROVISIONS
NOTE: In cases where it is impracticable to meet the
requirements for aeronautical climatological informa-
tion on a national basis, the collection, processing
and storage of observational data may be affected
through computer facilities available for international
use, and the responsibility for the preparation of
required aeronautical climatological information may
be delegated by agreement between the meteoro-
logical authorities concerned.
8.1.1 Aeronautical climatological information
required for the planning of flight operations shall
be prepared in the form of aerodrome climatological
tables and aerodrome climatological summaries.
Such information shall be supplied to aeronautical
users agreed between the meteorological authority
and those users.
NOTE: Climatological data required for aerodrome
planning purposes are set out in Annex 14, Volume
I, 3.1.4.
8.1.2 Recommendation – Aeronautical clima-
tological information should normally be based on
observations made over a period of at least 5 years
and the period should be indicated in the information
supplied.
8.1.3 Recommendation – Climatological data
related to sites for new aerodromes and to additional
runways at existing aerodromes should be collected
starting as early as possible before commissioning of
those aerodromes or runways.
© JEPPESEN, 1999, 2010. ALL RIGHTS RESERVED.
 14 METEOROLOGY
METEOROLOGICAL SERVICE FOR INTERNATIONAL AIR NAVIGATION - ANNEX 3
8.2 AERODROME CLIMATOLOGICAL
TABLES
Recommendation – Each Contracting State should
made arrangements for collecting and retaining the
necessary observational data and have the capabil-
ity:
a. to prepare aerodrome climatological tables for
each regular and alternate international aero-
drome within its territory; and
b. to make available such climatological tables to
an aeronautical user within a time period as
agreed between the meteorological authority
and that user.
8.3 AERODROME CLIMATOLOGICAL
SUMMARIES
Recommendation – Aerodrome climatological sum-
maries should follow the procedures prescribed by
the World Meteorological Organization. Where com-
puter facilities are available to store, process and
retrieve the information, the summaries should be
published, or otherwise made available to aeronauti-
cal users on request. Where such computer facilities
are not available, the summaries should be prepared
using the models specified by the World Meteorolog-
ical Organization, and should be published and kept
up to date as necessary.
8.4 COPIES OF METEOROLOGICAL
OBSERVATIONAL DATA
Each meteorological authority, on request and to the
extent practicable, shall make available to any other
meteorological authority, to operators and to others
concerned with the application of meteorology to
international air navigation, meteorological obser-
vational data required for research, investigation or
operational analysis.
CHAPTER 9 - SERVICE FOR
OPERATORS AND FLIGHT
CREW MEMBERS
9.1 GENERAL PROVISIONS
9.1.1 Meteorological information shall be sup-
plied to operators and flight crew members for:
a. pre-flight planning by operators;
b. in-flight re-planning by operators using central-
ized operational control of flight operations;
c. use by flight crew members before departure;
and
d. aircraft in flight.
9.1.2 Meteorological information supplied to
operators and flight crew members shall cover the
flight in respect of time, altitude and geographical
extent. Accordingly, the information shall relate to
appropriate fixed times, or periods of time, and shall
extent to the aerodrome of intended landing, also
covering the meteorological conditions expected
between the aerodrome of intended landing and
alternate aerodromes designated by the operator.
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10 DEC 10
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9.1.3 Meteorological information supplied to
operators and flight crew members shall be up to
date and include the following information, as estab-
lished by meteorological authority in consultation
with operators concerned:
a. forecast of
1. upper wind and upper-air temperature;
2. upper-air humidity;
3. geopotential altitude of flight levels;
4. flight level and temperature of tropopause;
5. direction, speed and flight level of maxi-
mum wind; and
6. SIGWX phenomena;
NOTE: Forecasts of upper-air humidity and
geopotential altitude of flight levels are used
only in automatic flight planning and need not
be displayed.
b. METAR or SPECI (including trend forecasts as
issued in accordance with regional air naviga-
tion agreement) for the aerodromes of departure
and intended landing, and for take-off, en-route
and destination alternate aerodromes;
c. TAF or amended TAF for the aerodromes of
departure and intended landing, and for take-off,
en-route and destination alternate aerodromes;
d. forecasts for take-off;
e. SIGMET information and appropriate special
air-reports relevant to the whole route;
NOTE: Appropriate special air-reports will be
those not already used in the preparation of SIG-
MET.
f. volcanic ash and tropical cyclone advisory infor-
mation relevant to the whole route;
g. subject to regional air navigation agreement,
GAMET area forecast and/or area forecasts
for low-level flights in chart form prepared in
support of the issuance of AIRMET information,
and AIRMET information for low-level flights
relevant to the whole route;
h. aerodrome warnings for the local aerodrome;
i. meteorological satellite images; and
j. ground-based weather radar information.
9.1.4 Forecasts listed under 9.1.3 a) shall
be generated from the digital forecasts provided
by the WAFCs whenever these forecasts cover
the intended flight path in respect of time, altitude
and geographical extent, unless otherwise agreed
between the meteorological authority and the opera-
tor concerned.
9.1.5 When forecasts are identified as being
originated by the WAFCs, no modifications shall be
made to their meteorological content.
9.1.6 Charts generated from the digital fore-
casts provided by the WAFCs shall be made avail-
able, as required by operators, for fixed areas of
coverage as shown in Appendix 8, Figures A8-1,
A8-2 and A8-3.
© JEPPESEN, 1999, 2010. ALL RIGHTS RESERVED.
 10 DEC 10 METEOROLOGY
METEOROLOGICAL SERVICE FOR INTERNATIONAL AIR NAVIGATION - ANNEX 3
9.1.7 When forecasts of upper wind and upper-
cair temperature listed under 9.1.3 a) 1) are sup-
plied in chart form, they shall be fixed time prognos-
tic charts for flight levels as specified in Appendix 2,
1.2.2 a). When forecasts of SIGWX phenomena listed
under 9.1.3 a) 6) are supplied in chart form, they shall
be fixed time prognostic charts for an atmospheric
layer limited by flight levels as specified in Appendix
2, 1.3.2 and Appendix 5, 4.3.2.
9.1.8 The forecasts of upper wind and upper-air
temperature and of SIGWX phenomena above flight
level 100 requested for pre-flight planning and in-flight
re-planning by the operator shall be supplied as soon
as they become available, but not later than 3 hours
before departure. Other meteorological information
requested for pre-flight planning and in-flight re-plan-
ning by the operator shall be supplied as soon as is
practicable.
9.1.9 Where necessary, the meteorological
authority of the State providing service for operators
and flight crew members shall initiate coordinating
action with the meteorological authorities of other
States with a view to obtaining from them reports
and/or forecasts required.
9.1.10 Meteorological information shall be sup-
plied to operators and flight crew members at the
location to be determined by the meteorological
authority, after consultation with the operators and
at the time to be agreed upon between the mete-
orological office and the operator concerned. The
service for pre-flight planning shall be confined to
flights originating within the territory of the State con-
cerned. At an aerodrome without a meteorological
office, arrangements for the supply of meteorological
information shall be as agreed upon between the
meteorological authority and the operator concerned.
9.2 BRIEFING, CONSULTATION
AND DISPLAY
NOTE: The requirements for the use of automated
pre-flight information systems in providing briefing,
consultation and display are given in 9.4.
9.2.1 Briefing and/or consultation shall be pro-
vided, on request, to flight crew members and/or
other flight operations personnel. Its purpose shall
be to supply the latest available information on exist-
ing and expected meteorological conditions along
the route to be flown, at the aerodrome of intended
landing, alternate aerodromes and other aerodromes
as relevant, either to explain and amplify the infor-
mation contained in the flight documentation or, if so
agreed between the meteorological authority and the
operator, in lieu of flight documentation.
9.2.2 Meteorological information used for brief-
ing and consultation shall include any or all of the
information listed in 9.1.3.
9.2.3 If the meteorological office expresses an
opinion on the development of the meteorological
conditions at an aerodrome which differs appreciably
from the aerodrome forecast included in the flight
documentation, the attention of flight crew members
shall be drawn to the divergence. The portion of the
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15
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briefing dealing with the divergence shall be recorded
at the time of briefing and this record shall be made
available to the operator.
9.2.4 The required briefing, consultation, dis-
play and/or flight documentation shall normally be
provided by the meteorological office associated with
the aerodrome of departure. At an aerodrome where
these services are not available, arrangements to
meet the requirements of flight crew members shall
be as agreed upon between the meteorological
authority and the operator concerned. In exceptional
circumstances, such as an undue delay, the meteo-
rological office associated with the aerodrome shall
provide or, if that is not practicable, arrange for the
provision of a new briefing, consultation and/or flight
documentation as necessary.
9.2.5 Recommendation – The flight crew
member or other flight operations personnel for
whom briefing, consultation and/or flight documen-
tation has been requested should visit the meteoro-
logical office at the time agreed upon between the
meteorological office and the operator concerned.
Where local circumstances at an aerodrome make
personal briefing or consultation impracticable, the
meteorological office should provide those services
by telephone or other suitable telecommunication
facilities.
9.3 FLIGHT DOCUMENTATION
NOTE: The requirements for the use of automated
pre-flight information systems in providing flight doc-
umentation are given in 9.4.
9.3.1 Flight documentation to be made avail-
able shall comprise information listed under 9.1.3 a)
1) and 6), b), c), e), f) and, if appropriate, g). However,
when agreed between the meteorological authority
and operator concerned, flight documentation for
flights of two hours’ duration or less, after a short
stop or turnaround, shall be limited to the informa-
tion operationally needed, but in all cases the flight
documentation shall at least comprise information on
9.1.3 b), c), e), f) and, if appropriate, g).
9.3.2 Whenever it becomes apparent that the
meteorological information to be included in the flight
documentation will differ materially from that made
available for pre-flight planning and in-flight re-plan-
ning, the operator shall be advised immediately and,
if practicable, be supplied with the revised information
as agreed between the operator and the meteorolog-
ical office concerned.
9.3.3 Recommendation – In cases where a
need for amendment arises after the flight documen-
tation has been supplied. and before take-off of the
aircraft, the meteorological office should, as agreed
locally, issue the necessary amendment or updated
information to the operator or to the local air traffic
services unit, for transmission to the aircraft.
© JEPPESEN, 1999, 2010. ALL RIGHTS RESERVED.
 16 METEOROLOGY
METEOROLOGICAL SERVICE FOR INTERNATIONAL AIR NAVIGATION - ANNEX 3
9.3.4 The meteorological authority shall retain
information supplied to flight crew members, either as
printed copies or in computer files, for a period of at
least 30 days from the date of issue. This informa-
tion shall be made available, on request, for inquiries
or investigations and, for these purposes, shall be
retained until the inquiry or investigation is completed.
9.4 AUTOMATED PRE-FLIGHT
INFORMATION SYSTEMS FOR
BRIEFING, CONSULTATION,
FLIGHT PLANNING AND FLIGHT
DOCUMENTATION
9.4.1 Where the meteorological authority uses
automated pre-flight information systems to supply
and display meteorological information to operators
and flight crew members for self-briefing, flight plan-
ning and flight documentation purposes, the informa-
tion supplied and displayed shall comply with the rel-
evant provisions in 9.1 to 9.3 inclusive.
9.4.2 Recommendation – Automated pre-flight
information systems providing for a harmonized,
common point of access to meteorological informa-
tion and aeronautical information services informa-
tion by operators, flight crew members and other
aeronautical personnel concerned should be estab-
lished by an agreement between the meteorological
authority and the relevant civil aviation authority or
the agency to which the authority to provide service
has been delegated in accordance with Annex 15,
3.1.1 c.
NOTE: The meteorological and aeronautical informa-
tion services information concerned is specified in 9.1
to 9.3 and Appendix 8 and in Annex 15, 8.1 and 8.2
respectively.
9.4.3 Where automated pre-flight information
systems are used to provide a harmonized, com-
mon point of access to meteorological information
and aeronautical information services information
by operators, flight crew members and other aero-
nautical personnel concerned, the meteorological
authority concerned shall remain responsible for the
quality control and quality management if meteo-
rological information by means of such systems in
accordance with Chapter 2, 2.2.2.
NOTE: The responsibilities relating to aeronautical
information services information and the quality
assurance of the information is given in Annex 15,
Chapter 3.
9.5 INFORMATION FOR AIRCRAFT
IN FLIGHT
9.5.1 Meteorological information for use by air-
craft in flight shall be supplied by a meteorological
office to its associated air traffic services unit and
through D-VOLMET or VOLMET broadcasts as deter-
mined by regional air navigation agreement. Meteoro-
logical information for planning by the operator for air-
craft in flight shall be supplied on request, as agreed
between the meteorological authority or authorities
and the operator concerned.
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10 DEC 10
q$i
9.5.2 Meteorological information for use by air-
craft in flight shall be supplied to air traffic services
units in accordance with specifications of Chapter 10.
9.5.3 Meteorological information shall be sup-
plied through D-VOLMET or VOLMET broadcast in
accordance with the specifications of Chapter 11.
CHAPTER 10 - INFORMATION FOR
AIR TRAFFIC SERVICES, SEARCH
AND RESCUE SERVICES AND
AERONAUTICAL INFORMATION
SERVICES
NOTE: Technical specifications and detailed criteria
related to this chapter are given in Appendix 9.
10.1 INFORMATION FOR AIR TRAFFIC
SERVICES UNITS
10.1.1 The meteorological authority shall desig-
nate a meteorological office to be associated with
each air traffic services unit. The associated mete-
orological office shall, after coordination with air traf-
fic services unit, supply, or arrange for the supply of,
up-to-date meteorological information to the unit nec-
essary for the conduct of its functions.
10.1.2 Recommendation – The associated
meteorological office for an aerodrome control tower
or approach control unit should be an aerodrome
meteorological office.
10.1.3 The associated meteorological office for a
flight information center or area control center shall
be a meteorological watch office.
10.1.4 Recommendation – Where, owing to
local circumstances, it is convenient for the duties
of an associated meteorological office to be shared
between two or more meteorological offices, the
division of responsibility should be determined by
the meteorological authority in consultation with the
appropriate ATS authority.
10.1.5 Any meteorological information requested
by an air traffic services unit in connection with an air-
craft emergency shall be supplied as rapidly as pos-
sible.
10.2 INFORMATION FOR SEARCH AND
RESCUE SERVICES UNITS
Meteorological offices designated by the mete-
orological authority in accordance with regional
air navigation agreement shall supply search and
rescue services units with the meteorological infor-
mation they require in a form established by mutual
agreement. For that purpose, the designated meteo-
rological office shall maintain liaison with the search
and rescue services unit throughout a search and
rescue operation.
© JEPPESEN, 1999, 2010. ALL RIGHTS RESERVED.
 10 DEC 10 METEOROLOGY
METEOROLOGICAL SERVICE FOR INTERNATIONAL AIR NAVIGATION - ANNEX 3
10.3 INFORMATION FOR
AERONAUTICAL INFORMATION
SERVICES UNITS
The meteorological authority, in coordination with the
appropriate civil aviation authority, shall arrange for
the supply of up-to-date meteorological information
to relevant aeronautical information services units, as
necessary, for the conduct of their functions.
CHAPTER 11- REQUIREMENTS FOR
AND USE OF COMMUNICATIONS
NOTE 1: Technical specification and detailed criteria
related to this chapter are given in Appendix10.
NOTE 2: It is recognized that it is for each Contract-
ing State to decide upon it own internal organization
and responsibility for implementing the telecommuni-
cation facilities referred to this chapter.
11.1 REQUIREMENTS FOR
COMMUNICATIONS
11.1.1 Suitable telecommunications facilities
shall be made available to permit aerodrome mete-
orological offices and, as necessary, aeronautical
meteorological stations to supply the required mete-
orological information to air traffic services units on
the aerodromes for which those offices and stations
are responsible, and in particular to aerodrome
control towers, approach control offices and the
aeronautical telecommunications stations serving
these aerodromes.
11.1.2 Suitable telecommunications facilities
shall be made available to permit meteorological
watch offices to supply the required meteorological
information to air traffic services and search and res-
cue services units in respect of the flight information
regions, control areas and search and rescue regions
for which those offices are responsible, and in partic-
ular to flight information centers, area control centers
and rescue coordination centers and the associated
aeronautical telecommunications stations.
11.1.3 Suitable telecommunication facilities shall
be made available to permit world area forecast cen-
ters to supply the required world area forecast sys-
tem products to meteorological offices, meteorologi-
cal authorities and other users.
11.1.4 Telecommunication facilities between
meteorological offices and, as necessary, aeronau-
tical meteorological stations and aerodrome control
towers or approach control offices shall permit com-
munications by direct speech, the speed with which
the communications can be established being such
that required points may normally be contacted within
approximately 15 seconds.
11.1.5 Recommendation – Telecommunication
facilities between meteorological offices and flight
information centers, area control centers, rescue
coordination centers and aeronautical telecommuni-
cation stations should permit:
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17
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a. communications by direct speech, the speed
with which the communications can be estab-
lished being such that the required points may
normally be contacted within approximately 15
seconds; and
b. printed communications, when a record is
required by the recipient; the message trans-
mit time should not exceed 5 minutes.
NOTE: In 11.1.4 and 11.1.5 ‘approximately 15 sec-
onds’ refers to telephony communications involving
switchboard operation and ‘5 minutes’ refer to printed
communications involving transmission.
11.1.6 Recommendation – The telecommunica-
tion facilities required in accordance with 11.1.4 and
11.1.5 should be supplemented, as and where nec-
essary, by other forms of visual or audio communica-
tions, for example, closed-circuit television or sepa-
rate information processing systems.
11.1.7 Recommendation – As agreed between
the meteorological authority and operators, provision
should be made to enable operators to establish suit-
able telecommunications facilities for obtaining mete-
orological information from aerodrome meteorologi-
cal offices or other appropriate sources.
11.1.8 Suitable telecommunications facilities
shall be made available to permit meteorological
offices to exchange operational meteorological infor-
mation with other meteorological offices.
11.1.9 Recommendation – The telecommunica-
tions facilities used for the exchange of operational
meteorological information should be the aeronauti-
cal fixed service or, for the exchange of non-time crit-
ical operational meteorological information, the pub-
lic Internet, subject to availability, satisfactory opera-
tion and bilateral/multilateral and/or regional air navi-
gation agreements.
NOTE 1: Three aeronautical fixed service satellite
distribution systems providing for global coverage are
used to support the global exchanges of operational
meteorological information. Provisions relating to the
satellite distribution systems are given in Annex 10,
Volume III, Part 1, 10.1 and 10.2.
NOTE 2: Guidance material on non-time-critical
operational meteorological information and relevant
aspects of the public Internet is provided in the
Guidelines on the Use of the Public Internet for
Aeronautical Applications (Doc 9855).
11.2 USE OF AERONAUTICAL FIXED
SERVICE COMMUNICATIONS
AND THE PUBLIC INTERNET -
METEOROLOGICAL BULLETINS
Meteorological bulletins containing operational mete-
orological information to be transmitted via aero-
nautical fixed service or the public Internet shall be
originated by the appropriate meteorological office
or aeronautical meteorological station.
NOTE: Meteorological bulletins containing oper-
ational meteorological information authorized for
transmission via aeronautical fixed service are listed
in Annex 10, Volume II, Chapter 4, together with the
relevant priorities and priority indicators.
© JEPPESEN, 1999, 2010. ALL RIGHTS RESERVED.
 18 METEOROLOGY 10 DEC 10

METEOROLOGICAL SERVICE FOR INTERNATIONAL AIR NAVIGATION - ANNEX 3 q$i

11.3 USE OF AERONAUTICAL FIXED

SERVICE COMMUNICATIONS
- WORLD AREA FORECAST
SYSTEM PRODUCTS
Recommendation – World area forecast system
products in digital form should be transmitted using
binary data communication techniques. The method
and channels used for dissemination of the products
should be as determined by regional air navigation
agreement.
11.4 USE OF AERONAUTICAL MOBILE
SERVICE COMMUNICATION
The content and format of meteorological information
transmitted to aircraft and by aircraft shall be consis-
tent with the provisions of this Annex.
11.5 USE OF AERONAUTICAL DATA
LINK SERVICE - CONTENTS
OF D-VOLMET
D-VOLMET shall contain current METAR and SPECI
together with trend forecasts where available, TAF
and SIGMET, special air-reports not covered by SIG-
MET and, where available, AIRMET.
NOTE: The requirement to provide METAR and
SPECI may be met by the data-link information ser-
vice (D-FIS) application entitled ‘Data link-aerodrome
routine meteorological report (D-METAR) service’;
the requirement to provide TAF may be met by the
D-FIS application entitled ‘Data link-aerodrome fore-
cast (D-TAF) service’; and the requirement to provide
SIGMET and AIRMET messages may be met by
the D-FIS application entitled ‘Data link-SIGMET
(D-SIGMET) service’. The details of these data link
services are specified in the Manual of Air Traffic
Services Data Link Applications (Doc 9694).
11.6 USE OF AERONAUTICAL
BROADCAST SERVICE - CONTENTS
OF VOLMET BROADCASTS
11.6.1 Continuous VOLMET broadcasts, nor-
mally on very high frequencies (VHF) shall contain
current METAR and SPECI, together with trend fore-
casts where available.
11.6.2 Scheduled VOLMET broadcasts, nor-
mally on high frequencies (HF), shall contain current
METAR and SPECI, together with trend forecasts
where available and, where so determined by
regional air navigation agreement, TAF and SIG-
MET.

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© JEPPESEN, 1999, 2010. ALL RIGHTS RESERVED.

 10 DEC 10 METEOROLOGY
METEOROLOGICAL SERVICE FOR INTERNATIONAL AIR TRAFFIC / FORECAST - ANNEX 3
Appendix 5. Technical Specifications
related to forecasts
(See Chapter 6 of this Annex.)
1. CRITERIA RELATED TO TAF
1.1 TAF FORMAT
1.1.1 TAF shall be issued in accordance with the
template shown in Table A5-1 and disseminated in
the TAF code form prescribed by the World Meteoro-
logical Organization.
NOTE: The TAF code form is contained in WMO Pub-
lication No. 306, Manual on Codes, Volume I.1, Part
A - Alphanumeric Codes.
1.1.2 Recommendation - TAF should be dis-
seminated, under bilateral agreements between
States in a position to do so, in the WMO BUFR code
form, in addition to the dissemination of the TAF in
accordance with 1.1.1.
NOTE: The BUFR code form is contained in WMO
Publication No. 306, Manual on Codes, Volume I.2,
Part B - Binary Codes.
1.2 INCLUSION OF METEOROLOGICAL
ELEMENTS IN TAF
NOTE: Guidance on operationally desirable accuracy
of forecasts is given in Attachment B.
1.2.1 Surface wind
In forecasting surface wind, the expected prevailing
direction shall be given. When it is not possible to
forecast a prevailing surface wind direction due to
its expected variability, for example, during light wind
conditions [less than 1.5 m/s (3 kt)] or thunderstorms,
the forecast wind direction shall be indicated as vari-
able using “VRB”. When the wind is forecast to be
less than 0.5 m/s (1 kt) the forecast wind speed shall
be indicated as calm. When the forecast maximum
speed (gust) exceeds the forecast mean wind speed
by 5 m/s (10 kt) or more, the forecast maximum wind
speed shall be indicated. When a wind speed of 50
m/s (100 kt) or more is forecast, it shall be indicated
to be more than 49 m/s (99 kt).
1.2.2 Visibility
Recommendation. - When the visibility is forecast to
be less than 800 m it should be expressed in steps of
50 m; when it is forecast to be 800 m or more but less
than 5 km, in steps of 100 m; 5 km or more but less
than 10 km in kilometer steps and when it is forecast
to be 10 km, or more it should be expressed as 10
km, except when conditions of CAVOK are forecast
to apply. The prevailing visibility should be forecast.
When visibility is forecast to vary in different directions
and the prevailing visibility cannot be forecast, the
lowest forecast visibility should be given.
1.2.3 Weather phenomena
One or more, up to a maximum of three, of the
following weather phenomena or combinations
thereof together with their characteristics and, where
appropriate, intensity should be forecast if they are
expected to occur at the aerodrome:
– freezing precipitation
– freezing fog
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81 q$i
– moderate or heavy precipitation (including show-
ers thereof)
– low drifting dust, sand or snow
– blowing dust, sand or snow
– duststorm
– sandstorm
– thunderstorm (with or without precipitation)
– squall
– funnel cloud (tornado or waterspout)
– other weather phenomena given in Appendix 3,
4.4.2.3, as agreed by the meteorological authority
with the ATS authority and operators concerned.
The expected end of occurrence of those phenomena
should be indicated by the abbreviation “NSW”.
1.2.4 Cloud
Recommendation. - Cloud amount should be fore-
cast using the abbreviations “FEW”, “SCT“, “BKN” or
“OVC” as necessary. When it is expected that the sky
will remain or become obscured and clouds cannot be
forecast and information on vertical visibility is avail-
able at the aerodrome, the vertical visibility should
be forecast in the form “VV” followed by the forecast
value of the vertical visibility. When several layers or
masses of cloud are forecast, their amount and height
of base should be included in the following order:
a) the lowest layer or mass regardless of amount,
to be forecast as FEW, SCT, BKN or OVC as
appropriate;
b) the next layer or mass covering more than 2/8,
to be forecast as SCT, BKN or OVC as appro-
priate;
c) the next higher layer or mass covering more
than 4/8, to be forecast as BKN or OVC as
appropriate; and
d) cumulonimbus clouds, whenever forecast and
not already included under a) to c).
Cloud information should be limited to cloud of opera-
tional significance, when no cloud of operational sig-
nificance is forecast, and "CAVOK" is not appropriate,
the abbreviation "NSC" should be used.
1.2.5 Temperature
Recommendation. - When forecast temperatures
are included in accordance with regional air nav-
igation agreement, the maximum and minimum
temperatures expected to occur during the period
of validity of the TAF should be given, together with
their corresponding times of occurrence.
1.3 USE OF CHANGE GROUPS
1.3.1 The criteria used for the inclusion of
change groups in TAF or for the amendments of
TAF shall be based on any of the following weather
phenomena or combinations thereof being forecast
to begin or end or change in intensity:
– freezing precipitation
– moderate or heavy precipitation (including show-
ers thereof)
– thunderstorm (with precipitation)
– duststorm
– sandstorm.
© JEPPESEN, 1999, 2010. ALL RIGHTS RESERVED.
 82 METEOROLOGY
METEOROLOGICAL SERVICE FOR INTERNATIONAL AIR TRAFFIC / FORECAST - ANNEX 3
1.3.2 Recommendation. - The criteria used
for the inclusion of change groups in TAF or for the
amendment of TAF should be based on the following:
a. when the mean surface wind direction is fore-
cast to change by 60° or more, the mean speed
before and/or after the change being 5 m/s (10
kt) or more;
b. when the mean surface wind speed is forecast
to change by 5 m/s (10 kt) or more;
c. when the variation from the mean surface wind
speed (gusts) is forecast to increase by 5 m/s
(10 kt) or more, the mean speed before and/or
after the change being 7.5 m/s (15 kt) or more;
d. when the surface wind is forecast to change
through values of operational significance. The
threshold values should be established by the
meteorological authority in consultation with the
appropriate ATS authority and operators con-
cerned, taking into account changes in the wind
which would:
1. require a change in runway(s) in use; and
2. indicate that the runway tailwind and cross-
wind components will change through val-
ues representing the main operating lim-
its for typical aircraft operating at the aero-
drome;
e. when the visibility is forecast to improve and
change to or pass through one or more of the
following values, or when the visibility is forecast
to deteriorate and pass through one or more of
the following values:
1. 150, 350, 600, 800, 1500 or 3000 m; or
2. 5000 m in cases where significant numbers
of flights are operated in accordance with
the visual flight rules;
f. when any of the following weather phenomena
or combinations thereof are forecast to begin or
end:
– ice crystals
– freezing fog
– low drifting dust, sand or snow
– blowing dust, sand or snow
– thunderstorm (without precipitation)
– squall
– funnel cloud (tornado or waterspout);
g. when the height of base of the lowest layer or
mass of cloud of BKN or OVC extent is forecast
to lift and change to or pass through one or more
of the following values, or when the height of the
lowest layer or mass of cloud of BKN or OVC
extent is forecast to lower and pass through one
or more of the following values:
1. 30, 60, 150 or 300 m (100, 200, 500 or 1000
ft); or
2. 450 m (1500 ft), in cases where significant
numbers of flights are operated in accor-
dance with the visual flight rules;
h. when the amount of a layer or mass of cloud
below 450 m (1500 ft) is forecast to change:
1. from NSC, FEW or SCT to BKN or OVC; or
q$z
10 DEC 10
q$i
2. from BKN or OVC to NSC, FEW or SCT;
i. when the vertical visibility is forecast to improve
and change to or pass through one or more of
the following values, or when the vertical visibil-
ity is forecast to deteriorate and pass through
one or more of the following values: 30, 60, 150
or 300 m (100, 200, 500 or 1000 ft); and
j. any other criteria based on local aerodrome
operating minima, as agreed between the mete-
orological authority and the operators.
NOTE: Other criteria based on local aerodrome oper-
ating minima are to be considered in parallel with
similar criteria for issuance of SPECI developed in
response to Appendix 3, 2.3.3 h.
1.3.3 Recommendation. - When a change
in any of the elements given in Chapter 6, 6.2.3 is
required to be indicated in accordance with the crite-
ria given in 1.3.2, the change indicators “BECMG” or
“TEMPO” should be used followed by the time period
during which the change is expected to occur.
The time period should be indicated as the beginning
and end of the period in whole hours UTC. Only those
elements for which a significant change is expected
should be included following a change indicator. How-
ever, in the case of significant changes in respect of
cloud, all cloud groups, including layers or masses not
expected to change, should be indicated.
1.3.4 Recommendation. - The change indica-
tor “BECMG” and the associated time group should
be used to describe changes where the meteorologi-
cal conditions are expected to reach or pass through
specified threshold values at a regular or irregular
rate and at an unspecified time during the time period.
The time period should normally not exceed 2 hours
but in any case should not exceed 4 hours.
1.3.5 Recommendation. - The change indica-
tor “TEMPO” and the associated time group should
be used to describe expected frequent or infrequent
temporary fluctuations in the meteorological condi-
tions which reach or pass specified threshold val-
ues and last for a period of less than one hour in
each instance and, in the aggregate, cover less than
one-half of the forecast period during which the fluctu-
ations are expected to occur. If the temporary fluctua-
tion is expected to last one hour or longer, the change
group “BECMG” should be used in accordance with
1.3.4 or the validity period should be subdivided in
accordance with 1.3.6.
1.3.6 Recommendation. - Where one set of
prevailing weather conditions is expected to change
significantly and more or less completely to a differ-
ent set of conditions, the period of validity should
be subdivided into self-contained periods using
the abbreviation “FM” followed immediately by a
four-figure time group in whole hours and minutes
UTC indicating the time the change is expected to
occur. The subdivided period following the abbrevi-
ation “FM” should be self-contained and all forecast
conditions given before the abbreviation should be
superseded by those following the abbreviation.
© JEPPESEN, 1999, 2010. ALL RIGHTS RESERVED.
 10 DEC 10 METEOROLOGY
METEOROLOGICAL SERVICE FOR INTERNATIONAL AIR TRAFFIC / FORECAST - ANNEX 3
1.4 USE OF PROBABILITY GROUPS
Recommendation. - The probability of occurrence
of an alternative value of a forecast element or ele-
ments should be indicated, as necessary, by use of
the abbreviation “PROB” followed by the probability
in tens of per cent and the time period during which
the alternative value(s) is (are) expected to apply.
The probability information should be placed after
the element or elements forecast and be followed
by the alternative value of the element or elements.
The probability of a forecast of temporary fluctuations
in meteorological conditions should be indicated, as
necessary, by use of the abbreviation “PROB” fol-
lowed by the probability in tens of per cent, placed
before the change indicator “TEMPO” and associated
time group. A probability of an alternative value or
change of less than 30 per cent should not be consid-
ered sufficiently significant to be indicated. A proba-
bility of an alternative value or change of 50 per cent
or more, for aviation purposes, should not be consid-
ered a probability but instead should be indicated, as
necessary, by use of the change indicators “BECMG”
or “TEMPO” or by subdivision of the validity period
using the abbreviation “FM”. The probability group
should not be used to qualify the change indicator
“BECMG” nor the time indicator “FM”.
1.5 NUMBERS OF CHANGE AND
PROBABILITY GROUPS
Recommendation. - The number of change and
probability groups should be kept to a minimum and
should not normally exceed five groups.
1.6 DISSEMINATION OF TAF
TAF and amendments thereto shall be disseminated
to international OPMET data banks and the centres
designated by regional air navigation agreement for
the operation of aeronautical fixed service satellite
distribution systems, in accordance with regional air
navigation agreement.
2. CRITERIA RELATED TO TREND
FORECASTS
2.1 FORMAT OF TREND FORECASTS
Trend forecasts shall be issued in accordance with
the templates shown in Appendix 3, Tables A3-1 and
A3-2. The units and scales used in the trend forecast
shall be the same as those used in the report to which
it is appended.
NOTE: Examples of trend forecasts are given in
Appendix 3.
2.2 INCLUSION OF METEOROLOGICAL
ELEMENTS IN TREND FORECASTS
2.2.1 General provisions
The trend forecast shall indicate significant changes
in respect of one or more of the elements: sur-
face wind, visibility, weather and clouds. Only those
elements shall be included for which a significant
change is expected. However, in the case of signif-
icant changes in respect of cloud, all cloud groups,
including layers or masses not expected to change,
shall be indicated. In the case of a significant change
in visibility, the phenomenon causing the reduction of
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83
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visibility shall also be indicated. When no change is
expected to occur, this shall be indicated by the term
“NOSIG”.
2.2.2 Surface wind
The trend forecast shall indicate changes in the sur-
face wind which involve:
a. a change in the mean wind direction of 60° or
more, the mean speed before and/or after the
change being 5 m/s (10 kt) or more;
b. a change in mean wind speed of 5 m/s (10 kt) or
more; and
c. changes in the wind through values of opera-
tional significance. The threshold values shall
be established by the meteorological authority
in consultation with the appropriate ATS author-
ity and operators concerned, taking into account
changes in the wind which would:
1. require a change in runway(s) in use; and
2. indicate that the runway tailwind and cross-
wind components will change through val-
ues representing the main operating lim-
its for typical aircraft operating at the aero-
drome.
2.2.3 Visibility
When the visibility is expected to improve and change
to or pass through one or more of the following val-
ues, or when the visibility is expected to deteriorate
and pass through one or more of the following val-
ues: 150, 350, 600, 800, 1500 or 3000 m, the trend
forecast shall indicate the change. When significant
numbers of flights are conducted in accordance with
the visual flight rules, the forecast shall additionally
indicate changes to or passing through 5000 m.
NOTE: In trend forecasts appended to local routine
and special reports, visibility refers to the forecast
visibility along the runway(s); in trend forecasts
appended to METAR and SPECI, visibility refers to
the forecast prevailing visibility.
2.2.4 Weather phenomena
2.2.4.1 The trend forecast shall indicate the
expected onset, cessation or change in intensity of
one or more of the following weather phenomena or
combinations thereof:
– freezing precipitation
– moderate or heavy precipitation (including show-
ers thereof)
– thunderstorm (with precipitation)
– duststorm
– sandstorm
– other weather phenomena given in Appendix 3,
4.4.2.3, only if they are expected to cause a sig-
nificant change in visibility.
2.2.4.2 The trend forecast shall indicate the
expected onset or cessation of one or more, up to a
maximum of three, of the following weather phenom-
ena or combinations thereof:
– ice crystals
– freezing fog
– low drifting dust, sand or snow
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METEOROLOGICAL SERVICE FOR INTERNATIONAL AIR TRAFFIC / FORECAST - ANNEX 3
– blowing dust, sand or snow
– thunderstorm (with or without precipitation)
– squall
– funnel cloud (tornado or waterspout).
2.2.4.3 The total number of phenomena
reported in 2.2.4.1 and 2.2.4.2 shall not exceed
three.
2.2.4.4 The expected end of occurrence of the
weather phenomena shall be indicated by the abbre-
viation “NSW”.
2.2.5 Clouds
When the height of the base of a cloud layer of BKN or
OVC extent is expected to lift and change to or pass
through one or more of the following values, or when
the height of the base of a cloud layer of BKN or OVC
extent is expected to lower and pass through one or
more of the following values: 30, 60, 150, 300 and
450 m (100, 200, 500, 1000 and 1500 ft), the trend
forecast shall indicate the change. When the height
of the base of a cloud layer is below or is expected to
fall below or rise above 450 m (1500 ft), the trend fore-
cast shall also indicate changes in cloud amount from
FEW, or SCT increasing to BKN or OVC, or changes
from BKN or OVC decreasing to FEW or SCT. When
no clouds of operational significance are forecast and
“CAVOK” is not appropriate, the abbreviation “NSC”
shall be used.
2.2.6 Vertical visibility
When the sky is expected to remain or become
obscured and vertical visibility observations are
available at the aerodrome, and the vertical visibility
is forecast to improve and change to or pass through
one or more of the following values, or when the
vertical visibility is forecast to deteriorate and pass
through one or more of the following values: 30, 60,
150 or 300 m (100, 200, 500 or 1000 ft), the trend
forecast shall indicate the change.
2.2.7 Additional criteria
Criteria for the indication of changes based on local
aerodrome operating minima, additional to those
specified in 2.2.2 to 2.2.6, shall be used as agreed
between the meteorological authority and the opera-
tor(s) concerned.
2.3 USE OF CHANGE GROUPS
2.3.1 When a change is expected to occur, the
trend forecast shall begin with one of the change indi-
cators “BECMG” or “TEMPO”.
2.3.2 The change indicator “BECMG” shall be
used to describe forecast changes where the mete-
orological conditions arc expected to reach or pass
through specified values at a regular or irregular rate.
The period during which, or the time at which, the
change is forecast to occur shall be indicated, using
the abbreviations “FM”, “TL”, or “AT”, as appropriate,
each followed by a time group in hours and minutes.
When the change is forecast to begin and end wholly
within the trend forecast period, the beginning and
end of the change shall be indicated by using the
abbreviations “FM” and “TL”, respectively, with their
associated time groups. When the change is fore-
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10 DEC 10
q$i
cast to commence at the beginning of the trend fore-
cast period but be completed before the end of that
period, the abbreviation “FM” and its associated time
group shall be omitted and only “TL” and its associ-
ated time group shall be used. When the change is
forecast to begin during the trend forecast period and
be completed at the end of that period, the abbre-
viation ”TL” and its associated time group shall be
omitted and only “FM” and its associated time group
shall be used. When the change is forecast to occur
at a specified time during the trend forecast period,
the abbreviation “AT” followed by its associated time
group shall be used. When the change is forecast
to commence at the beginning of the trend forecast
period and be completed by the end of that period
or when the change is forecast to occur within the
trend forecast period but the time is uncertain, the
abbreviations “FM”, “TL” or “AT” and their associated
time groups shall be omitted and the change indica-
tor “BECMG” shall be used alone.
2.3.3 The change indicator “TEMPO” shall be
used to describe forecast temporary fluctuations in
the meteorological conditions which reach or pass
specified values and last for a period of less than
one hour in each instance and, in the aggregate,
cover less than one-half of the period during which
the fluctuations are forecast to occur. The period
during which the temporary fluctuations are forecast
to occur shall be indicated, using the abbreviations
“FM” and/or “TL”, as appropriate, each followed by a
time group in hours and minutes. When the period
of temporary fluctuations in the meteorological con-
ditions is forecast to begin and end wholly within the
trend forecast period, the beginning and end of the
period of temporary fluctuations shall be indicated by
using the abbreviations “FM” and “TL”, respectively,
with their associated time groups. When the period
of temporary fluctuations is forecast to commence
at the beginning of the trend forecast period but
cease before the end of that period, the abbreviation
“FM” and its associated time group shall be omitted
and only “TL” and its associated time group shall be
used. When the period of temporary fluctuations is
forecast to begin during the trend forecast period
and cease by the end of that period, the abbreviation
“TL” and its associated time group shall be omitted
and only “FM” and its associated time group shall be
used. When the period of temporary fluctuations is
forecast to commence at the beginning of the trend
forecast period and cease by the end of that period,
both abbreviations “FM” and “TL” and their associ-
ated time groups shall be omitted and the change
indicator “TEMPO” shall be used alone.
2.4 USE OF THE PROBABILITY
INDICATOR
The indicator “PROB” shall not be used in trend fore-
casts.
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3. CRITERIA RELATED TO NOTE: Specifications regarding the issuance of

FORECASTS FOR TAKE-OFF
3.1 FORMAT OF FORECASTS FOR
TAKE-OFF
Recommendation. - The format of the forecast
should be as agreed between the meteorological
authority and the operator concerned. The order of
the elements and the terminology, units and scales
used in forecasts for take-off should be the same as
those used in reports for the same aerodrome.
3.2 AMENDMENTS TO FORECASTS
FOR TAKE-OFF
Recommendation. - The criteria for the issuance of
amendments for forecasts for take-off for surface wind
direction and speed, temperature and pressure and
any other elements agreed locally should be agreed
between the meteorological authority and the opera-
tors concerned. The criteria should be consistent with
the corresponding criteria for special reports estab-
lished for the aerodrome in accordance with Appen-
dix 3, 2.3.1.
4. CRITERIA RELATED TO AREA
FORECASTS FOR LOW-LEVEL
FLIGHTS
4.1 FORMAT AND CONTENT OF GAMET
AREA FORECASTS
When prepared in GAMET format, area forecasts
shall contain two sections: Section I related to
information on en-route weather phenomena haz-
ardous to low-level flights, prepared in support of
the issuance of AIRMET information, and Section II
related to additional information required by low-level
flights. The content and order of elements in a
GAMET area forecast, when prepared, shall be in
accordance with the template shown in Table A5-3.
Additional elements in Section II shall be included in
accordance with regional air navigation agreement.
Elements which are already covered by a SIGMET
message shall be omitted from GAMET area fore-
casts.
4.2 AMENDMENTS TO GAMET
AREA FORECASTS
When a weather phenomenon hazardous to low-level
flights has been included in the GAMET area forecast
and the phenomenon forecast does not occur, or is
no longer forecast, a GAMET AMD shall be issued,
amending only the weather element concerned.
AIRMET information amending the area forecast
in respect of weather phenomena hazardous for
low-level flights are given in Appendix 6.
4.3 CONTENT OF AREA FORECASTS
FOR LOW-LEVEL FLIGHTS IN
CHART FORM
4.3.1 When chart form is used for area forecasts
for low-level flights, the forecast of upper wind and
upper-air temperature shall be issued for points sepa-
rated by no more than 500km (300NM) and for at least
the following altitudes: 600, 1500 and 3000m (2000,
5000 and 10000ft), and 4500m (15000ft) in mountain-
ous areas.
4.3.2 When chart form is used for area forecasts
for low-level flights, the forecast of SIGWX phenom-
ena shall be issued as low-level SIGWX forecast for
flight levels up to 100 (or up to flight level 150 in moun-
tainous areas, or higher, where necessary). Low-level
SIGWX forecasts shall include the following items:
a. the phenomena warranting the issuance of a
SIGMET as given in Appendix 6 and which are
expected to affect low-level flights; and
b. the elements in area forecasts for low-level
flights as given in Table A5-3 except elements
concerning:
1. upper winds and temperatures; and
2. forecast QNH.
NOTE: Guidance on the use of terms "ISOL", "OCNL"
and "FRQ" referring to cumulonimbus and towering
cumulus clouds, and thunderstorms is given in
Appendix 6.
4.4 EXCHANGE OF AREA FORECASTS
FOR LOW-LEVEL FLIGHTS
Area forecasts for low-level flights prepared in sup-
port of the issuance of AIRMET information shall be
exchanged between meteorological offices respon-
sible for the issuance of flight documentation for
low-level flights in the flight information regions con-
cerned.

Table A5-1. Template for TAF

Key: M = inclusion mandatory, part of every message
C = inclusion conditional, dependent on meteorological condition or method of Observation
O = inclusion optional
NOTE 1: The ranges and resolutions for the numerical elements included in TAF are shown in Table A5-4
of this appendix.
NOTE 2: The explanations for the abbreviations used can be found in the Procedures for Air Navigation
Services - ICAO Abbreviations and Codes (PANS-ABC, Doc 8400).

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Element as
specified in
Chapter 6 Detailed content Template(s) Examples
Identification Type of forecast (M) TAF or TAF AMD or TAF COR TAF
of the type of TAF AMD
forecast (M)
Location ICAO location indicator nnnn YUDO1
indicator (M) (M)
Time of issue of Day and time of issue nnnnnnZ 160000Z
forecast (M) of the forecast in UTC
(M)
Identification Missing forecast NIL NIL
of a missing identifier (C)
forecast (C)
END OF TAF IF THE FORECAST IS MISSING
Day and period Day and period of the nnnn/nnnn 1606/1624
of validity of validity of the forecast 0812/0918
forecast (M) in UTC (M)
Identification Cancelled forecast CNL CNL
of a cancelled identifier (C)
forecast (C)
END OF TAF IF THE FORECAST IS CANCELLED.
Surface wind Wind direction (M) nnn or VRB2 24004MPS;
(M) VRB01MPS
(24008KT);
(VRB02KT)
19005MPS
(19010KT)
Wind speed (M) [P]nn[n] 00000MPS
(00000KT)
140P49MPS
(140P99KT)
Significant speed G[P]nn[n] 12003G09MPS
variations (C)3 (12006G18KT)
Units of measurement MPS (or KT) 24008G14MPS
(M)
(24016G28KT)
Visibility (M) Prevailing visibility (M) nnnn C 0350 CAVOK
A 7000
V 9000
O 9999
K

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Element as
specified in
Chapter 6 Detailed content Template(s) Examples
Weather (C)4 5 Intensity of weather - or + —
phenomena (C)6
Characteristics and DZ or RA or IC or FG RA HZ
type of weather SN or SG or or +TSRA FG
phenomena (C)7 BR or SA
PL or DS or -FZDZ PRFG
or
SS or
DU or HZ +TSRASN
FZDZ or
or
FZRA or SNRA FG
FU or VA
SHGR or or
SHGS or SQ or PO
SHRA or or
SHSN or FC or TS
TSGR or or
TSGS or BCFG or
TSRA or BLDU or
TSSN BLSA or
BLSN or
DRDU or
DRSA or
DRSN or
FZFG or
MIFG or
PRFG
Cloud (M)8 Cloud amount and FEWnnn or VVnnn NSC FEW010 VV005 NSC
height of base or SCTnnn or or OVC020 VV///
vertical visibility (M) BKNnnn or
VV/// SCT005 BKN012
OVCnnn
Cloud type (C)4 CB or TCU — SCT008 BKN025CB
Temperature Name of the element TX TX25/1013Z TN09/1005Z
(O)9 (M) TX05/2112Z TNM02/2103Z
Maximum temperature [M]nn/
(M)
Time of occurrence nnnnZ
of the maximum
temperature (M)
Name of the element TN
(M)
Minimum temperature [M]nn/
(M)
Time of occurrence nnnnZ
of the minimum
temperature (M)

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Element as
specified in
Chapter 6 Detailed content Template(s) Examples
Expected Change or probability PROB30 [TEMPO] or PROB40
significant indicator (M) [TEMPO] or BECMG or
changes to TEMPO or FM
one or more
Period of occurrence nnnn/nnnn
of the above
or change (M)
elements during
the period of Wind (C)4 nnn[P]nn[n][G[P]nn[n]]MPS TEMPO 0815/0818
validity (C)4, 10 or 25017G25MPS
VRBnnMPS (TEMPO 0815/0818
25034G50KT)
(or
TEMPO 2212/2214
nnn[P]nn[G[P]nn]KT
17006G13MPS 1000
or
TSRA SCT010CB BKN020
VRBnnKT)
(TEMPO 2212/2214
17012G26KT 1000
TSRA SCT010CB BKN020)
Prevailing visibility (C)4 nnnn C BECMG 3010/3011
A 00000MPS 2400 OVC010
V (BECMG 3010/3011
00000KT 2400 OVC010)
O
PROB30 1412/1414 0800 FG
K
Weather phenomenon: - or + — NSW BECMG 1412/1414 RA
intensity (C)6 TEMPO 2503/2504 FZRA
TEMPO 0612/0615 BLSN
PROB40 TEMPO 2923/3001
0500 FG
Weather phenomenon: DZ or RA or IC or
characteristics and SN or SG FG or
type (C) 4, 7 or BR or
PL or DS or SA or
DU or
HZ or

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Element as
specified in
Chapter 6 Detailed content Template(s) Examples
SS or FU or
FZDZ or VA or
FZRA or SQ or
PO or
SHGR or
FC or
SHGS or
TS or
SHRA or
BCFG
SHSN or or
TSGR or BLDU
TSGS or or
TSRA or BLSA
TSSN or
BLSN
or
DRDU
or
DRSA
or
DRSN
or
FZFG
or
MIFG
or
PRFG
Cloud amount and FEWnnn or VVnnn NSC FM051230 15015KMH 9999
height of base or SCTnnn or or VV/// BKN020
vertical visibility (C)4 BKNnnn or (FM051230 15008KT 9999
OVCnnn BKN020)
Cloud type (C)4 CB -
BECMG 1618/1620 8000
NSW NSC
BECMG 2306/2308
SCT015CB BKN020
1 Fictitious location.
2 To be used in accordance with 1.2.1.
3 To be included in accordance with 1.2.1.
4 To be included whenever applicable.
5 One or more, up to a maximum of three, groups in accordance with 1.2.3.
6 To be included whenever applicable in accordance with 1.2.3. No qualifier for moderate intensity.
7 Weather phenomena to be included in accordance with 1.2.3.
8 Up to four cloud layers in accordance with 1.2.4.
9 To be included in accordance with 1.2.5, consisting of up to a maximum of four temperatures (two
maximum temperatures and two minimum temperatures).
10 To be included in accordance with 1.3, 1.4 and 1.5.

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Table A5-2. Use of change and time indicators in TAF

Change or time
indicator Time period Meaning
FM nd nd nh nh nm used to indicate a significant change in most weather elements
nm occurring at nd nd day, nh nh hours and nm nm minutes (UTC); all the
elements given before "FM" are to be included following “FM” (i.e. they
are all superseded by those following the abbreviation)
BECMG nd1 nd1 nh1 nh1 the change is forecast to commence at nd1 nd1 day and nh1 nh1 hours
nd2 nd2 nh2 nh2 (UTC) and be completed by nd2 nd2 day and nh2 nh2 hours (UTC);
only those elements for which a change is forecast are to be given
following “BECMG”; the time period nd1 nd1 nh1 nh1 /nd2 nd2 nh2 nh2
nh2 should normally be less than 2 hours and in any case should not
exceed 4 hours
TEMPO nd1 nd1 nh1 nh1 temporary fluctuations are forecast to commence at nd1 nd1 day and
nd2 nd2 nh2 nh2 nh1 nh1 hours (UTC) and cease by nd2 nd2 day and nh2 nh2 hours (UTC);
only those elements for which fluctuations are forecast are to be given
following “TEMPO”; temporary fluctuations should not last more than
one hour in each instance, and in the aggregate, cover less than half
of the period nd1 nd1 nh1 nh1 /nd2 nd2 nh2 nh2
PROBnn — nd1 nd1 nh1 nh1 probability of occurrence (in%) of —
nd2 nd2 nh2 nh2 an alternative value of a forecast
TEMPO nd1 nd1 nh1 nh1 element or elements; nn = 30 or probability of occurrence of
nd2 nd2 nh2 nh2 nn = 40 only; to be placed after the temporary fluctuations
element(s) concerned

Table A5-3. Template for GAMET

Key: M = inclusion mandatory, part of every message
C = inclusion conditional, dependent on meteorological conditions
O = inclusion optional
= = double line indicates that the text following it should be placed on the subsequent line

Element Detailed content Template Examples

Location ICAO location indicator nnnn YUCC1
indicator of of the ATS unit serving
FIR/CTA (M) the FIR or CTA to which
the GAMET refers (M)
Identification Message identification GAMET GAMET
(M) (M)
Validity period Day-time groups VALID nnnnnn/nnnnnn VALID 220600/221200
(M) indicating the period
of validity in UTC (M)
Location Location indicator of nnnn- YUDO-1
indicator of meteorological office
meteorological originating the message
office (M) with a separating
hyphen (M)
Name of the Location indicator and nnnn nnnnnnnnnn FIR[/n] [BLW YUCC AMSWELL FIR/2 BLW
FIR/CTA or part name of the FIR/CTA, FLnnn] or FL120
thereof (M) or part thereof for which nnnn nnnnnnnnnn CTA[/n] [BLW YUCC AMSWELL FIR
the GAMET is issued FLnnn]
(M)
1 Fictitious location

Template
Element Detailed content Identifier Examples
Content Location
and time
Indicator for the Indicator to identify the SECN I SECN I
beginning of beginning of Section I
Section I (M) (M)

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Template
Element Detailed content Identifier Examples
Content Location
and time
Surface wind Widespread surface SFC [n]nn MPS [N of Nnn SFC WSPD: 10/12 16 MPS
(C) wind exeeding 15m/s WSPD: (or or Snn] or SFC WSPD: 40 KT E OF
(30kt) [nn/nn] [S of Nnn W110
[n]nn KT)
or Snn] or
[W of Wnnn
or Ennn] or
[E of Wnnn
or Ennn] or
[nnnnnnnn
nn]1
Surface Widespread surface SFC VIS: nnnn M FG SFC VIS: 06/08 3000 M BR
visibility (C) visibility below 5 000m [nn/nn] or BR N of N51
including the weather or SA or
phenomena causing DU
the reduction in visibility
or HZ or FU
or VA or PO
or DS or SS
or DZ or RA
or SN or
SG
or IC or FC
GR or GS
or PL or SQ
Significant Significant SIGWX: ISOL TS SIGWX: 11/12 ISOL TS
weather (C) weather conditions [nn/nn] or OCNL SIGWX: 12/14 SS S OF N35
encompassing TS
thunderstorms and
or FRQ TS
heavy sandstorm and
duststorm or OBSC
TS
or EMBD
TS
or HVY DS
or HVY SS
or SQL TS
or ISOL
TSGR
or OCNL
TSGR
or FRQ
TSGR
or OBSC
TSGR
or EMBD
TSGR
or SQL
TSGR
or VA
Mountain Mountain obscuration MT OBSC: nnnnnnnn MT OBSC: MT PASSES S
obscuration (C) [nn/nn] nn1 OF N48

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Template
Element Detailed content Identifier Examples
Content Location
and time
Cloud (C) Widespread areas of SIG CLD: BKN or SIG CLD: 06/09 OVC
broken or overcast [nn/nn] OVC 800/1100 FT AGL N OF N51
cloud with height nnn[n]/ 10/12 ISOL TCU 1200/8000
of base less than nnn[n] M FT AGL
300m (1000ft) above (or nnn[n]/
ground level (AGL) nnn[n]
or above mean sea FT) AGL
level (AMSL) and/or or AMSL
any or occurrence of ISOL
cumulonimbus (CB)
or OCNL or
or towering cumulus
FRQ
(TCU) clouds
or OBSC
or EMBD
CB2 or
TCU2
nnn[n]/
nnn[n] M
(or nnn[n]/
nnn[n] FT)
AGL or
AMSL
Icing (C) Icing (except for that ICE: MOD ICE: MOD FL050/080
occurring in convective [nn/nn] FLnnn/nnn
clouds and for severe or MOD
icing for which a ABV FLnnn
SIGMET message has
or SEV
already been issued)
FLnnn/nnn
or SEV
ABV FLnnn
Turbulence (C) Turbulence (except TURB: MOD TURB: MOD ABV FL090
for that occurring in [nn/nn] FLnnn/nnn
convective clouds and or MOD
for severe turbulence ABV FLnnn
for which a SIGMET
or SEV
message has already
FLnnn/nnn
been issued)
or SEV
ABV FLnnn
Mountain wave Mountain wave (except MTW: MOD MTW: MOD ABV FL080 N
(C) for severe mountain [nn/nn] FLnnn/nnn OF N63
wave for which a or MOD
SIGMET message has ABV FLnnn
already been issued)
or SEV
FLnnn/nnn
or SEV
ABV FLnnn
SIGMET (C) SIGMET messages SIGMET n[,n] [,n] SIGMET APPLICABLE: 3,5
applicable to the APPLICA-
FIR/CTA concerned BLE:
or a sub-area thereof,
for which the area
forecast is valid
or HAZARDOUS WX NIL (C)3 HAZARDOUS WX NIL
Indicator for the Indicator to identify the SECN II
beginning of beginning of Section II
Section II (M) (M)

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Template
Element Detailed content Identifier Examples
Content Location
and time
Pressure Pressure centres PSYS: [nn] L [n]nnn Nnnnn or PSYS: 06 L 1004 HPA N5130
centres and and fronts and their HPA Snnnn E01000 MOV NE 25KT WKN
fronts (M) expected movements or H [n]nnn Wnnnnn or
and developments HPA Ennnnn
or FRONT or Nnnnn
or NIL or Snnnn
MOV N or Wnnnnn
NE or E or or Ennnnn
SE or S TO Nnnnn
or SW or or Snnnn
W or NW Wnnnnn or
nnKMH Ennnnn
(nnKT)
WKN or NC
or INTSF
Upper Upper winds and WIND/T: [n]nnn Nnnnn or WIND/T: 2000 FT 270/18
winds and upper-air temperatures M (or Snnnn MPS PS03 5000 FT 250/20
temperatures for at least the following [n]nnn FT) Wnnnnn or MPS MS02 10000 FT 240/22
(M) altitudes: 600, 1500 nnn/[n]nn Ennnnn MPS MS11
and 3000m (2000, MPS (or
or [N of
5000 and 10000 ft) nnn/[n]nn
Nnn or
KT) PSnn
Snn]
or MSnn
Cloud (M) Cloud information not CLD: FEW or or [S of Nnn CLD: BKN SC 2500/8000 FT
included in Section I [nn/nn] SCT or or Snn] AGL
giving type, height of BKN or or [W of
base and top above OVC Wnnn or
ground level (AGL) or ST or SC Ennn]
above mean sea level or CU or or [E of
(AMSL) AS or AC or Wnnn or
NS [n]nnn/ Ennn]
[n]nnn M or
(or [n]nnn/ [nnnnnnnn
[n]nnn FT) nn]1
AGL or
AMSL or
NIL
Freezing level Height indication of FZLVL: [ABV] nnnn FZLVL: 3000 FT AGL
(M) 0°C level(s) above FT AGL or
ground level (AGL) or AMSL
above mean sea level
(AMSL), if lower than
the top of the airspace
for which the forecast
is supplied
Forecast QNH Forecast lowest ONH MNM [n]nnn HPA MNM QNH: 1004 HPA
(M) during the period of QNH:
validity
Sea-surface Sea-surface SEA: Tnn HGT SEA: T15 HGT 5 M
temperature temperature and state [n]n M
and state of sea of the sea if required by
(O) regional air navigation
agreement
Volcanic Name of volcano VA: nnnnnn VA: ETNA
eruptions (M) nnnn or NIL
1 Free text describing well-known geographical locations should be kept to a minimum.
2 The location of the CB and/or TCU should be specified in addition to any widespread areas of
broken or overcast cloud as given in the example.
3 When no elements are included in Section I.

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Table A5-4. Ranges and resolutions for the numerical elements included in TAF
Element as specified in Chapter 6 Range Resolution
Wind direction: ° true 000 - 360 10
Wind speed: MPS 00 - 991 1
KT 00 - 1991 1
Visibility: M 0000 - 0750 50
M 0800 - 4900 100
M 5 000 - 9000 1 000
M 10000 – 0 (fixed value: 9999
Vertical visibility: 30’s M (100’s 000 - 020 1
FT)
Cloud: height of base: 30’s M (100’s 000 - 100 1
FT)
Air temperature (maximum and minimum): °C -80 - +60 1
1 There is no aeronautical requirement to report surface wind speeds of 50m/s (100kt) or more; however, provision has
been made for reporting wind speeds up to 99m/s (199kt) for non-aeronautical purposes, as necessary.
EXAMPLE: UTC on the 16th of the month surface wind direction
A5-1. TAF 150 degrees; wind speed 4 meters per second; visi-
TAF for YUDO (Donlon/International)1 bility 10 kilometers or more; and broken cloud at 600
meters.
TAF YUDO 160000Z 1606/1624 13005MPS 9000
1 Fictitious location
BKN020 BECMG 1606/1608 SCT015CB BKN020
TEMPO 1608/1612 17006G12MPS 1000 TSRA NOTE: In this example, the primary units "meter per
SCT010CB BKN020 FM161230 15004MPS 9999 second" and "meter" were used for wind speed and
BKN020 height of cloud base, respectively. However, in accor-
Meaning of the forecast: dance with Annex 5, the corresponding non-SI alter-
native units "knot" and ’foot" may be used instead.
TAF for Donlon/International1 issued on the 16th of
the month at 0000 UTC valid from 0600 UTC to 2400 EXAMPLE:
UTC on the 16th of the month; surface wind direction A5-2. Cancellation of TAF
130 degrees; wind speed 5 meters per second; visibil- Cancellation of TAF for YUDO (Donlon/International)1
ity 9 kilometers, broken cloud at 600 meters; becom- TAF AMD YUDO 161500Z 1606/1624 CNL
ing between 0600 UTC and 0800 UTC on the 16th
Meaning of the forecast:
of the month, scattered cumulonimbus cloud at 450
meters and broken cloud at 600 meters; temporar- Amended TAF for Donlon/International1 issued on the
ily between 0800 UTC and 1200 UTC on the 16th of 16th of the month at 1500 UTC cancelling the previ-
the month surface wind direction 170 degrees; wind ously issued TAF valid from 0600 UTC to 2400 UTC
speed 6 meters per second gusting to 12 meters per on the 16th of the month.
second; visibility 1000 meters in a thunderstorm with 1 Fictitious location

moderate rain, scattered cumulonimbus cloud at 300 EXAMPLE:

meters and broken cloud at 600 meters; from 1230

A5-3. GAMET area forecast

YUCC GAMET VALID 220600/221200 YUDO
AMSWELL FIR/2 BLW FL120
SECN I
SFC WSPD: 10/12 16 MPS
SFC VIS: 06/08 3000 M BR N OF N51
SIGWX: 11/12 ISOL TS
SIG CLD: 06/09 OVC 800/11 00 FT AGL N OF N51 10/12 ISOL TCU 1200/8000 FT AGL
ICE: MOD FL050/080
TURB: MOD ABV FL090
SIGMETS APPLICABLE: 3, 5
SECN II
PSYS: 06 L 1004 HPA N5130 E01000 MOV NE 25 KT WKN
WIND/T: 2000 FT 270/18 MPS PS03 5000 FT 250/20 MPS MS02 10000 FT 240/22
MPS MS11
CLD: BKN SC 2500/8000 FT AGL
FZLVL: 3000 FT AGL
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A5-3. GAMET area forecast (continued)

MNM QNH: 1004 HPA
SEA: T15 HGT 5M
VA: NIL
Meaning: An area forecast for low-level flights (GAMET) issued for sub-area two of the
Amswell1 flight information region (identified by YUCC Amswell area control
centre) for below flight level 120 by the Donlon/International1 meteorological
office (YUDO); the message is valid from 0600 UTC to 1200 UTC on the 22nd
of the month.
Section I:
surface wind speeds: between 1000 UTC and 1200 UTC 16 meters per second;
surface visibility: between 0600 UTC and 0800 UTC 3000 meters north of 51 degrees north
(due to mist);
significant weather between 1100 UTC and 1200 UTC isolated thunderstorms without hail;
phenomena:
significant clouds: between 0600 UTC and 0900 UTC overcast base 800, top 1100 feet above
ground level north of 51 degrees north; between 1000 UTC and 1200 UTC
isolated towering cumulus base 1200, top 8000 feet above ground level;
icing: moderate between flight level 050 and 080;
turbulence: moderate above flight level 090 (at least up to flight level 120);
SIGMET messages: 3 and 5 applicable to the validity period and sub-area concerned.
Section II:
pressure systems: at 0600 UTC low pressure of 1 004 hectopascals at 51.5 degrees north 10.0
degrees east, expected to move north-eastwards at 25 knots and to weaken;
winds and temperatures: at 2 000 feet above ground level wind direction 270 degrees; wind speed 18
meters per second, temperature plus 3 degrees Celsius; at 5 000 feet above
ground level wind direction 250 degrees; wind speed 20 meters per second,
temperature minus 2 degrees Celsius; at 10 000 feet above ground level wind
direction 240 degrees; wind speed 22 meters per second, temperature minus
11 degrees Celsius;
clouds: broken stratocumulus, base 2500 feet, top 8 000 feet above ground level;
freezing level: 3000 feet above ground level;
minimum QNH: 1004 hectopascals;
sea: surface temperature 15 degrees Celsius; and state of sea 5 meters;
volcanic ash: nil.
1 Fictitious locations

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SIGMET, AIRMET, WSW - ANNEX 3
Appendix 6. Technical Specifications related
to Sigmet and Airmet Information, Aerodrome
Warnings and Wind Shear Warnings and Alerts
(See Chapter 7 of this Annex.)
NOTE: Data type designators to be used in abbrevi-
ated headings for SIGMET, AIRMET tropical cyclone
and volcanic ash advisory messages are given in
WMO Publication No. 386, Manual on the Global
Telecommunication System.
1. SPECIFICATIONS RELATED TO
SIGMET INFORMATION
1.1 FORMAT OF SIGMET MESSAGES
1.1.1 The content and order of elements in a
SIGMET message shall be in accordance with the
template shown in Table A6-1.
1.1.2 Messages containing SIGMET infor-
mation for subsonic aircraft shall be identified as
"SIGMET".
1.1.3 The sequence number referred to in the
template in Table A6-1 shall correspond with the
number of SIGMET messages issued for the flight
information region since 0001 UTC on the day con-
cerned. The meteorological watch offices whose
area of responsibility encompasses more than one
FIR and/or CTA shall issue separate SIGMET mes-
sages for each FIR and/or CTA within its area of
responsibility.
1.1.4 In accordance with the template in Table
A6-1, only one of the following phenomena shall be
included in a SIGMET message, using the abbrevia-
tions as indicated below:

At cruising levels (irrespective of altitude):

Thunderstorm
- obscured OBSC TS
- embedded EMBD TS
- frequent FRQ TS
- squall line SQL TS
- obscured with hail OBSC TSGR
- embedded with hail EMBD TSGR
- frequent, with hail FRQ TSGR
- squall line with hail SQL TSGR
Tropical Cyclone
- tropical cyclone with 10-minute surface wind speed of 17 m/s TC (+ cyclone name)
(34 kt) or more
Turbulence
- severe turbulence SEV TURB
Icing
- severe icing SEV ICE
- icing due to freezing rain SEV ICE (FZRA)
Mountain Wave
- severe mountain wave SEV MTW
Duststorm
- heavy duststorm HVY DS
Sandstorm
- heavy sandstorm HVY SS
Volcanic Ash
- volcanic ash VA (+ volcano name, if known)
Radioactive Cloud RDOACT CLD

1.1.5 SIGMET information shall not contain BUFR code form, in addition to the issuance of this
unnecessary descriptive material. In describing SIGMET information in abbreviated plain language
the weather phenomena for which the SIGMET is in accordance with 1.1.1.
issued, no descriptive material additional to that NOTE: The BUFR code form is contained in WMO
given in 1.1.4 shall be included. SIGMET information Publication No. 306, Manual on Codes, Volume 1.2,
concerning thunderstorms or a tropical cyclone shall Part B - Binary Codes.
not include references to associated turbulence and
icing.
1.1.6 Recommendation. - Meteorological
watch offices in a position to do so should issue SIG-
MET information in graphical format using the WMO

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1.2 DISSEMINATION OF SIGMET 2.1.2 The sequence number referred to in the

MESSAGES template in Table A6-1 shall correspond with the
1.2.1 SIGMET messages shall be disseminated number of AIRMET messages issued for the flight
to meteorological watch offices, WAFCs and to other information region since 0001 UTC on the day con-
meteorological offices in accordance with regional air cerned. The meteorological watch offices whose
navigation agreement. SIGMET messages for vol- area of responsibility encompasses more than one
canic ash shall also be disseminated to VAACs. FIR and/or CTA shall issue separate AIRMET mes-
sages for each FIR and/or CTA within its area of
1.2.2 SIGMET messages shall be disseminated responsibility.
to international OPMET data banks and the centres
designated by regional air navigation agreement for 2.1.3 The flight information region shall be
the operation of aeronautical fixed service satellite divided in sub-areas, as necessary.
distribution systems, in accordance with regional air 2.1.4 In accordance with the template in Table
navigation agreement. A6-1, only one of the following phenomena shall be
included in an AIRMET message, using the abbrevi-
2. SPECIFICATIONS RELATED TO ations as indicated below:
AIRMET INFORMATION
At cruising levels below flight level 100 (or below flight
2.1 FORMAT OF AIRMET MESSAGES level 150 in mountainous areas, or higher, where nec-
2.1.1 The content and order of elements in an essary):
AIRMET message shall be in accordance with the
template shown in Table A6-1.
- Surface Wind Speed
- widespread mean surface wind speed above SFC WSPD
15 m/s (30 kt) (+ wind speed and units)
- Surface Visibility
- widespread areas affected by reduction of SFC VIS
visibility to less than 5000 m, including the (+ visibility)
weather phenomenon causing the reduction of
(+ one of the following weather phenomena or
visibility
combination thereof: BR, DS, DU, DZ, FC, FG, FU. GR,
GS, HZ, IC, PL, PO, RA, SA, SG, SN, SQ, SS or VA)
- Thunderstorms
- isolated thunderstorms without hail ISOL TS
- occasional thunderstorms without hail OCNL TS
- isolated thunderstorms with hail ISOL TSGR
- occasional thunderstormes with hail OCNL TSGR
- Mountain Obscuration
- mountains obscured MT OBSC
- Cloud
- widespread areas of broken or overcast cloud
with height of base less than 300 m (1000 ft)
above ground level:
- broken BKN CLD (+ height of the base and top and units)
- overcast OVC CLD (+ height of the base and top and units)
- cumulonimbus clouds
which are:
- isolated ISOL CB
- occasional OCNL CB
- frequent FRQ CB
- towering cumulus clouds
which are:
- isolated ISOL TCU
- occasional OCNL TCU
- frequent FRQ TCU
- Icing
- moderate icing (except for icing in convective MOD ICE
clouds)
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 10 DEC 10 METEOROLOGY
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SIGMET, AIRMET, WSW - ANNEX 3
- Turbulence
- moderate turbulence (except for turbulence in
convective clouds)
- Mountain Wave
- moderate mountain wave
2.1.5 AIRMET information shall not contain
unnecessary descriptive material. In describing
the weather phenomena for which the AIRMET is
issued, no descriptive material additional to that
given in 2.1.4 shall be included. AIRMET information
concerning thunderstorms or cumulonimbus clouds
shall not include references to associated turbulence
and icing.
NOTE: The specifications for SIGMET information
which is also applicable to low-level flights are given
in 1.1.4.
2.2 DISSEMINATION OF AIRMET
MESSAGES
2.2.1 Recommendation. - AIRMET messages
should be disseminated to meteorological watch
offices in adjacent flight information regions and
to other meteorological offices, as agreed by the
meteorological authorities concerned.
2.2.2 Recommendation. - AIRMET messages
should be transmitted to international operational
meteorological data banks and the centres desig-
nated by regional air navigation agreement for the
operation of aeronautical fixed service satellite dis-
tribution systems, in accordance with regional air
navigation agreement.
3. SPECIFICATIONS RELATED TO
SPECIAL AIR-REPORTS
NOTE: This appendix deals with the uplink of special
air-reports. The general specifications related to spe-
cial air-reports are in Appendix 4.
3.1 Recommendation. - Special air-reports
should be uplinked for 60 minutes after their issuance.
3.2 Recommendation. - Information on wind
and temperature included in automated special
air-reports should not be uplinked to other aircraft in
flight.
4. DETAILED CRITERIA RELATED
TO SIGMET AND AIRMET
MESSAGES AND SPECIAL
AIR-REPORTS (UPLINK)
4.1 IDENTIFICATION OF THE FLIGHT
INFORMATION REGION
Recommendation. - In cases where the airspace
is divided into a flight information region (FIR) and
an upper flight information region (UIR), the SIGMET
should be identified by the location indicator of the air
traffic services unit serving the FIR.
NOTE: The SIGMET message applies to the whole
airspace within the lateral limits of the FIR, i.e. to
the FIR and to the UIR. The particular areas and/or
flight levels affected by the meteorological phenom-
ena causing the issuance of the SIGMET are given
in the text of the message.
q$z
103
q$i
MOD TURB
MOD MTW
4.2 CRITERIA RELATED TO
PHENOMENA INCLUDED IN SIGMET
AND AIRMET MESSAGES AND
SPECIAL AIR-REPORTS (UPLINK)
4.2.1 Recommendation. - An area of thunder-
storms and cumulonimbus clouds should be consid-
ered:
a) obscured (OBSC) if it is obscured by haze or
smoke or cannot be readily seen due to dark-
ness;
b) embedded (EMBD) if it is embedded within
cloud layers and cannot be readily recognized;
c) isolated (ISOL) if it consists of individual fea-
tures which affect, or are forecast to affect, an
area with a maximum spatial coverage less
than 50 per cent of the area concerned (at a
fixed time or during the period of validity); and
d) occasional (OCNL) if it consists of well-sepa-
rated features which affect, or are forecast to
affect, an area with a maximum spatial cover-
age between 50 and 75 per cent of the area
concerned (at a fixed time or during the period
of validity).
4.2.2 Recommendation. - An area of thunder-
storms should be considered frequent (FRQ) if within
that area there is little or no separation between adja-
cent thunderstorms with a maximum spatial coverage
greater than 75 per cent of the area affected, or fore-
cast to be affected, by the phenomenon (at a fixed
time or during the period of validity).
4.2.3 Recommendation. - Squall line (SQL)
should indicate a thunderstorm along a line with little
or no space between individual clouds.
4.2.4 Recommendation. - Hail (GR) should be
used as a further description of the thunderstorm, as
necessary.
4.2.5 Recommendation. - Severe and moder-
ate turbulence (TURB) should refer only to: low-level
turbulence associated with strong surface winds;
rotor streaming; or turbulence whether in cloud or
not in cloud (CAT). Turbulence should not be used in
connection with convective clouds.
4.2.6 Turbulence shall be considered:
a) severe whenever the peak value of the cube
root of EDR exceeds 0.7; and
b) moderate whenever the peak value of the cube
root of EDR is above 0.4 and below or equal to
0.7.
4.2.7 Recommendation. - Severe and moder-
ate icing (ICE) should refer to icing in other than con-
vective clouds. Freezing rain (FZRA) should refer to
severe icing conditions caused by freezing rain.
4.2.8 Recommendation. - A mountain wave
(MTW) should be considered:
© JEPPESEN, 2005, 2010. ALL RIGHTS RESERVED.
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a) severe whenever an accompanying downdraft
of 3.0 m/s (600 ft/min) or more and/or severe
turbulence is observed or forecast; and
b) moderate whenever an accompanying down-
draft of 1.75-3.0 m/s (350-600 ft/min) and/or
moderate turbulence is observed or forecast.
5. SPECIFICATIONS RELATED TO
AERODROME WARNINGS
5.1 FORMAT AND DISSEMINATION OF
AERODROME WARNINGS
5.1.1 The aerodrome warnings shall be issued
in accordance with the template in Table A6-2 where
required by operators or aerodrome services, and
shall be disseminated in accordance with local
arrangements to those concerned.
5.1.2 The sequence number referred to in the
template in Table A6-2 shall correspond with the num-
ber of aerodrome warnings issued for the aerodrome
since 0001 UTC on the day concerned.
5.1.3 Recommendation. - In accordance with
the template in Table A6-2, aerodrome warnings
should relate to the occurrence or expected occur-
rence of one or more of the following phenomena:
– tropical cyclone (to be included if the 10-minute
mean surface wind speed at the aerodrome is
expected to be 17 m/s (34 kt) or more)
– thunderstorm
– hail
– snow (including the expected or observed snow
accumulation)
– freezing precipitation
– hoar frost or rime
– sandstorm
– duststorm
– rising sand or dust
– strong surface wind and gusts
– squall
– frost
– volcanic ash
– tsunami
– volcanic ash deposition
– toxic chemicals
– other phenomena as agreed locally.
5.1.4 Recommendation. - The use of text
additional to the abbreviations listed in the template
in Table A6-2 should be kept to a minimum. The addi-
tional text should be prepared in abbreviated plain
language using approved ICAO abbreviations and
numerical values. If no ICAO approved abbreviations
are available, English plain language text should be
used.
5.2 QUANTITATIVE CRITERIA FOR
AERODROME WARNINGS
Recommendation. - When quantitative criteria are
necessary for the issue of aerodrome warnings cover-
ing, for example, the expected maximum wind speed
q$z
10 DEC 10
q$i
or the expected total snowfall, the criteria should be
established by agreement between the meteorologi-
cal office and the users of the warnings.
6. SPECIFICATIONS RELATED TO
WIND SHEAR WARNINGS
6.1 DETECTION OF WIND SHEAR
Recommendation - Evidence of the existence of wind
shear should be derived from:
a) ground-based wind shear remote-sensing
equipment, for example, Doppler radar;
b) ground-based wind shear detection equipment,
for example, a system of surface wind and/or
pressure sensors located in an array monitor-
ing a specific runway or runways and associ-
ated approach and departure paths;
c) aircraft observations during the climb-out or
approach phases of flight to be made in accor-
dance with Chapter 5; or
d) other meteorological information, for example,
from appropriate sensors located on existing
masts or towers in the vicinity of the aerodrome
or nearby areas of high ground.
NOTE: Wind shear conditions are normally associ-
ated with the following phenomena:
– thunderstorms, microbursts, funnel cloud (tornado
or waterspout), and gust fronts
– frontal surfaces
– strong surface winds coupled with local topogra-
phy
– sea breeze fronts
– mountain waves (including low-level rotors in the
terminal area)
– low-level temperature inversions.
6.2 FORMAT AND DISSEMINATION
OF WIND SHEAR WARNINGS
AND ALERTS
NOTE: Information on wind shear is also to be
included as supplementary information in local rou-
tine and special reports and METAR and SPECI in
accordance with the templates in Appendix 3, Tables
A3-1 and A3-2.
6.2.1 The wind shear warnings shall be issued
in accordance with the template in Table A6-3 and
shall be disseminated in accordance with local
arrangements to those concerned.
6.2.2 The sequence number referred to in the
template in Table A6-3 shall correspond with the num-
ber of wind shear warnings issued for the aerodrome
since 0001 UTC on the day concerned.
6.2.3 Recommendation. - The use of text
additional to the abbreviations listed in the template
in Table A6-3 should be kept to a minimum. The addi-
tional text should be prepared in abbreviated plain
language using approved ICAO abbreviations and
numerical values. If no ICAO approved abbreviations
are available, English plain language text should be
used.
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 10 DEC 10 METEOROLOGY 105
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6.2.4 Recommendation. - When an aircraft
report is used to prepare a wind shear warning, or to
confirm a warning previously issued, the correspond-
ing aircraft report, including the aircraft type, should
be disseminated unchanged in accordance with local
arrangements to those concerned.
NOTE 1: Following reported encounters by both arriv-
ing and departing aircraft two different wind shear
warnings may exist, one for arriving aircraft and one
for departing aircraft.
NOTE 2: Specifications for reporting the intensity
of wind shear are still undergoing development. It
is recognized, however, that pilots, when reporting
wind shear, may use the qualifying terms "moderate",
"strong" or "severe", based to a large extent on their
subjective assessment of the intensity of the wind
shear encountered.
6.2.5 The wind shear alerts shall be dissem-
inated from automated, ground-based, wind shear
remote-sensing or detection equipment in accor-
dance with local arrangements to those concerned.
6.2.6 Recommendation. - Where microbursts
are observed, reported by pilots or detected by
ground-based, wind shear detection or remote-sens-
ing equipment, the wind shear warning and wind
shear alert should include a specific reference to
microburst.
6.2.7 Where information from ground-based
wind shear detection or remote-sensing equipment
is used to prepare a wind shear warning, the warning
should, if practicable, relate to specific sections of
the runway and distances along the approach path
or take-off path as agreed between the meteorolog-
ical authority, the appropriate ATS authority and the
operators concerned.

Table A6-1. Template for SIGMET and AIRMET messages and special air-reports (uplink)
Key: M – inclusion mandatory, part of every message
C – inclusion conditional, included whenever applicable
= – a double line indicates that the text following it should be placed on the subsequent line
NOTE: The ranges and resolutions for the numerical
elements included in SIGMET/AIRMET messages
and in special air-reports are shown in Table A6-4 of
this appendix.

Element as Template(s)
specified in
Chapter 5 and Detailed SPECIAL
Appendix 6 content SIGMET AIRMET AIR-REPORT1 Examples
Location ICAO location nnnn — YUCC3
indicator of indicator of YUDD3
FIR/CTA (M)2 the ATS unit
serving the FIR
or CTA to which
the SIGMET/
AIRMET refers
(M)
Identification Message SIGMET [nn]n AIRMET [nn]n ARS SIGMET 5
(M) identification SIGMET A3
and sequence
AIRMET 2
number4 (M)
ARS
Validity period Date-time VALID nnnnnn/nnnnnn _5 VALID 221215/
(M) groups 221600
indicating VALID 101520/
the period of 101800
validity in UTC
VALID 251600/
(M)
252200
Location Location nnnn— YUDO— 3
indicator of indicator YUSO—3
MWO (M) of MWO
originating the
message with
a separating
hyphen (M)

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Element as Template(s)
specified in
Chapter 5 and Detailed SPECIAL
Appendix 6 content SIGMET AIRMET AIR-REPORT1Examples
Name of the Location nnnn nnnn nnnnnn YUCC AMSWELL
FIR/ CTA indicator and nnnnnnnnnn nnnnnnnnnn
FIR3
or aircraft name of the FIR[/UIR] or FIR[/n] YUDD SHANLON
identification FIR/CTA6 for nnnn
(M) which the FIR/UIR3
nnnnnnnnnn
SIGMET/ CTA YUCC AMSWELL
AIRMET FIR/23
is issued
YUDD SHANLON
or aircraft
radiotelephony FIR3
call sign (M) VA812
IF THE SIGMET IS TO BE CANCELLED, SEE DETAILS AT THE END OF THE TEMPLATE.
Phenomenon Description of OBSC8 TS [GR9 SFC WSPD TS SEV TURB
(M)7 phenomenon ] EMBD10 FRQ11 nn[n]MPS TSGR FRQ TS
causing the TS [GR] SQL12 (or SFC WSPD
OBSC TSGR
issuance of TS [GR] nn[n]KT)
SIGMET / EMBD TSGR
AIRMET (C) TC GLORIA
TC NN
TC nnnnnnnnnn SFC VIS nnnnM SEV TURB VA ERUPTION
or NN13 (nn)17 SEV ICE MT ASHVAL
SEV TURB14 LOC S15
SEV ICE15 SEV
E073 VA CLD
ICE (FZRA)15
SEV MTW16 ISOL18 TS[GR]9 SEV MTW
OCNL19 TS[GR] HVY SS
HVY DS HVY
SS MT OBSC VA CLD [FL MOD TURB
VA[ERUPTION] BKN CLD nnn/nnn] MOD MTW
[MT nnn/[ABV] VA [MT ISOL CB
nnnnnnnnnn] nnnnM (or BKN nnnnnnnnnn]
[LOC CLD nnn/[ABV]
MOD TURB
nnnnFT)
Nnn[nn] or MOD ICE
Snn[nn]
OVC CLD BKN CLD
Ennn[nn] or 120/900M
Wnnn[nn] nnn/[ABV] nnnnM
(or OVC CLD (BKN CLD
VA CLD nn/[ABV] nnnnFT) 400/3000FT)
ISOL18 CB20 OVC CLD270/
OCNL19 CB ABV3000M (OVC
FRQ11 CB CLD 900/ABV
10000FT)
ISOL18 TCU20 SEV ICE
OCNL19 TCU20
FRQ11 TCU
RDOACT CLD MOD TURB14 RDOACT CLD
MOD ICE15 MOD
MTW 16

Observed Indication OBS [AT nnnnZ] OBS AT nnnnZ OBS AT 1210Z

or forecast whether the FCST [AT nnnnZ] OBS
phenomenon information is
FCST AT 1815Z
(M) observed and
expected to
continue, or
forecast (M)

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Element as Template(s)
specified in
Chapter 5 and Detailed SPECIAL
Appendix 6 content SIGMET AIRMET AIR-REPORT1 Examples
Location (C) 21 Location Nnn[nn] Wnnn[nn] or Nnnnn Wnnnnn S OF N54
(referring to Nnn[nn] Ennn[nn] or or N OF N50
latitude and Nnnnn Wnnnnn
Snn[nn] Wnnn[nn] or N2020 W07005
longitude (in or
degrees and Snn[nn] Ennn[nn] YUSB3
Snnnn Wnnnnn
minutes) or or N2706 W07306
or
locations or N OF Nnn[nn] or N48 E010
geographic Snnnn Ennnnn
S OF Nnn[nn] or N OF N1515 AND
features
well known N OF Snn[nn] or W OF E13530
internationally) S OF Snn[nn] or W OF E1554
(AND] N OF LINE S2520
W OF Wnnn[nn] or W11510 - S2520
W12010
E OF Wnnn[nn] or
WI N6030 E02550 -
W OF Ennn[nn] or
N6055 E02500 -
E OF Ennn[nn]
N6050 E02630
or
[N OF, NE OF, E OF, SE OF, S
OF, SW OF, W OF, NW OF] [LINE]
Nnn[nn] or Snn[nn] Wnnn[nn] or
Ennn[nn] - Nnn[nn] or Snn[nn]
Wnnn[nn] or Ennn[nn]
or
[N OF, NE OF, E OF, SE OF, S
OF, SW OF, W OF, NW OF AT
nnnnnnnnnnnn
or
WI Nnn[nn] or Snn[nn] Wnnn[nn] or
Ennn[nn] -
Nnn[nn] or Snn[nn] Wnnn[nn] or
Ennn[nn] -
Nnn[nn] or Snn[nn] Wnnn[nn] or
Ennn[nn] -
[Nnn[nn] or Snn[nn] Wnnn[nn] or
Ennn[nn] -
Nnn[nn] or Snn[nn] Wnnn[nn] or
Ennn[nn]]

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 108 METEOROLOGY 10 DEC 10

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Element as Template(s)
specified in
Chapter 5 and Detailed SPECIAL
Appendix 6 content SIGMET AIRMET AIR-REPORT1 Examples
Level (C)21 Flight level and [SFC/]FLnnn or [SFC/]nnnnM (or FLnnn or nnnnM FL180
extent22 (C) [SFC/]nnnnFT) or FLnnn/nnn or (or nnnnFT) FL050/080
TOP FLnnn or [TOP] ABV FLnnn
TOP FL390
or 23
SFC/FL070
CB TOP [ABV] FLnnn WI nnnKM
TOP ABV FL100
OF CENTRE
FL310/450
(or CB TOP [ABV] FLnnn WI nnnNM
OF CENTRE) or CB TOP FL500 WI
CB TOP [BLW] FLnnn WI nnnKM 270KM OF
OF CENTRE CENTRE
(or CB TOP [BLW] FLnnn WI (CB TOP FL500
nnnNM OF CENTRE) WI 150NM OF
or24 CENTRE)
FLnnn/nnn [APRX nnnKM BY FL310/350 APRX
nnnKM] 220KM BY 35KM
[nnKM WID LINE25 BTN (nnNM FL390
WID LINE BTN)]
[Nnn[nn] or Snn[nn] Wnnn[nn] or
Ennn[nn]
- Nnn[nn] or Snn[nn] Wnnn[nn] or
Ennn[nn]
[- Nnn[nn] or Snn[nn] Wnnn[nn] or
Ennn[nn]]
[ - Nnn[nn] or Snn[nn] Wnnn[nn] or
Ennn[nn]]
(or FLnnn/nnn [APRX nnnNM BY
nnnNM]
[Nnn[nn] or Snn(nn] Wnnn[nn] or
Ennn[nn]
- Nnn[nn] or Snn[nn] Wnnn[nn] or
Ennn[nn]
[ - Nnn[nn] or Snn[nn] Wnnn[nn] or
Ennn[nn]]
[ - Nnn[nn] or Snn[nn] Wnnn(nn] or
Ennn[nn]])
Movements Movement MOV N [nnKMH] or MOV NNE - MOV E 40KMH
or expected or expected [nnKMH] or MOV NE [nnKMH] (MOV E 20KT)
movement movement or MOV ENE [nnKMH] or MOV E MOV SE
(C)21 (direction and [nnKMH] or MOV ESE [nnKMH] or
STNR
speed) with MOV SE [nnKMH] or MOV SSE
reference to [nnKMH] or MOV S [nnKMH] or
one of the MOV SSW [nnKMH] or MOV SW
eight points [nnKMH] or MOV WSW [nnKMH]
of compass or or MOV W [nnKMH] or MOV WNW
stationary (C) [nnKMH] or MOV NW [nnKMH] or
MOV NNW [nnKMH] (or MOV N
[nnKT] or MOV NNE [nnKT] or MOV
NE [nnKT] or MOV ENE [nnKT or
MOV E [nnKT] or MOV ESE [nnKT]
or MOV SE [nnKT] or MOV SSE
[nnKT] or MOV S [nnKT] or MOV
SSW [nnKT] or MOV SW [nnKT]
or MOV WSW [nnKT] or MOV W
[nnKT] or MOV WNW [nnKT] or
MOV NW [nnKT] or MOV NNW
[nnKT]) or STNR

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© JEPPESEN, 2005, 2010. ALL RIGHTS RESERVED.

 10 DEC 10 METEOROLOGY 109
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Element as Template(s)
specified in
Chapter 5 and Detailed SPECIAL
Appendix 6 content SIGMET AIRMET AIR-REPORT1 Examples
Changes in Expected INTSF or WKN or NC - WKN
intensity (C)21 changes in
intensity (C)
Forecast Forecast FCST nnnnZ TC - - FCST 2200Z TC
position (C) 21 position of CENTRE CENTRE N2740
22 volcanic ash Nnn[nn] W07345
cloud or the or Snn[nn] FCST 1700 VA
centre of the TC Wnnn[nn] or CLD
at the end of the Ennn[nn]
validity period APRX S15 E075 -
or
of the SIGMET S15 E081 -
message (C) FCST nnnnZ VA
S17 E083 -
CLD APRX
S18 E079 -
[nnKM WID
LINE25 BTN S15 E075
(nnNM WID
LINE BTN)]
Nnn[nn]
or Snn[nn]
Wnnn[nn] or
Ennn[nn]
- Nnn[nn]
or Snn[nn]
Wnnn[nn] or
Ennn[nn]
- Nnn[nn]
or Snn[nn]
Wnnn[nn] or
Ennn[nn]
[ - Nnn[nn]
or Snn[nn]
Wnnn[nn] or
Ennn[nn]]
[ - Nnn[nn]
or Snn[nn]
Wnnn[nn]
or Ennn[nn]]
[AND]26
OR
Cancellation Cancellation CNL SIGMET CNL AIRMET - CNL SIGMET 2
of SIGMET/ of SIGMET/ [nn]nnnnnnn (nn)nnnnnnn/ 101200/10160027
AIRMET27 (C) AIRMET /nnnnnn or nnnnnn CNL SIGMET 3
referring to its CNL SIGMET 251030/251430 VA
identification [nn]nnnnnnn MOV TO YUDO
/nnnnnn [VA FIR27
MOV TO nnnn
CNL AIRMET
FIR]24
151520/15180027
1 No wind and temperature to be uplinked to other aircraft in flight in accordance with 3.2.
2 See 4.1.
3 Fictitious location.
4 In accordance with 1.1.3 and 2.1.2.
5 See 3.1.
6 See 2.1.3.
7 In accordance with 1.1.4 and 2.1.4.
8 In accordance with 4.2.1 a).
9 In accordance with 4.2.4.
10 In accordance with 4.2.1 b).

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 110 METEOROLOGY 10 DEC 10

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SIGMET, AIRMET, WSW - ANNEX 3 q$i

11 In accordance with 4.2.2.

12 In accordance with 4.2.3.
13 Used for unnamed tropical cyclones.
14 In accordance with 4.2.5 and 4.2.6.
15 In accordance with 4.2.7.
16 In accordance with 4.2.8.
17 In accordance with 2.1.4.
18 In accordance with 4.2.1 c).
19 In accordance with 4.2.1 d).
20 The use of cumulonimbus, CB and towering cumulus, TCU, is restricted to AIRMETs in accordance with 2.1.4.
21 In the case of the same phenomenon covering more than one area within the FIR, these elements can be repeated, as necessary.
22 Only for SIGMET messages for volcanic ash cloud and tropical cyclones.
23 Only for SIGMET messages for tropical cyclones.
24 Only for SIGMET messages for volcanic ash.
25 A straight line between two points drawn on a map in the Mercator projection or a straight line between
two points which crosses lines of longitude at a constant angle.
26 To be used for two volcanic ash clouds or two centres of tropical cyclones simultaneously affecting the FIR concerned.
27 End of the message (as the SIGMET/AIRMET message is being cancelled).
NOTE: In accordance with 1.1.5 and 2.1.5, severe or
moderate icing and severe or moderate turbulence
(SEV ICE, MOD ICE, SEV TURB, MOD TURB) asso-
ciated with thunderstorms, cumulonimbus clouds or
tropical cyclones should not be included.

Key: M - inclusion mandatory, part of every message

C - inclusion conditional, included whenever applicable
NOTE 1: The ranges and resolutions for the numer- NOTE 2: The explanations for the abbreviations can
ical elements included in wind shear warnings are be found in the Procedures for Air Navigation Ser-
shown in Table A 6-4 of this appendix. vices - ICAO Abbreviations and Codes (PANS-ABC,
Doc 8400).

Table A6-2. Template for aerodrome warnings

Element Detailed content Template Example
Location indicator of the nnnn
Location indicator of the YUCC1
aerodrome (M) aerodrome
Identification of the type
Type of message and AD WRNG [n]n AD WRNG 2
of message (M) sequence number
Validity period (M)Day and time of validity VALID nnnnnn/nnnnnn VALID 211230/211530
period in UTC
IF THE AERODROME WARNING IS TO BE CANCELLED, SEE DETAILS AT THE END OF THE TEMPLATE.

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© JEPPESEN, 2005, 2010. ALL RIGHTS RESERVED.

 10 DEC 10 METEOROLOGY 111
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Table A6-2. Template for aerodrome warnings (continued)

Element Detailed content Template Example
Phenomenon (M)2 Description of TC3 nnnnnnnnnn or TC ANDREW
phenomenon causing [HVY] TS or HVY SN 25CM
the issuance of the
GR or SFC WSPD 20MPS MAX 30
aerodrome warning
[HVY] SN [nnCM]3 or VA
[HVY] FZRA or TSUNAMI
[HVY] FZDZ or
RIME4 or
[HVY] SS or
[HVY] DS or
SA or
DU or
SFC WSPD nn[n]MPS
MAX nn[n]
(SFC WSPD nn[n]KT
MAX nn[n]) or
SFC WIND nnn/nn[n]MPS
MAXnn[n]
(SFC WIND nnn/nn[n]KT
MAX nn[n]) or
SQ or
FROST or
TSUNAMI or
VA[DEPO] or
TOX CHEM or
free text up to 32
characters5
Observed or forecast Indication whether the OBS [AT nnnnZ] or OBS AT 1200Z
phenomenon (M) information is observed FCST OBS
and expected to continue,
or forecast
Changes in intensity (C) Expected changes in INTSF or WKN
intensity WKN or
NC
OR
Cancellation of Cancellation of CNL AD WRNG [n]n CNL AD WRNG 2
aerodrome warning6 aerodrome warning nnnnnn/nnnnnn 211230/2115306
referring to its
identification
1 Fictitious location.
2 One phenomenon or a combination thereof, in accordance with 5.1.3.
3 In accordance with 5.1.3.
4 Hoar frost or rime in accordance with 5.1.3.
5 In accordance with 5.1.4.
6 End of the message (as the aerodrome warning is being cancelled).

Key: M = inclusion mandatory, part of every message

C = inclusion conditional, included whenever applicable
NOTE 1: The ranges and resolutions for the numer- NOTE 2: The explanations for the abbreviations can
ical elements included in wind shear warnings are be found in the Procedures for Air Navigation Ser-
shown in Table A 6-4 of this appendix. vices - ICAO Abbreviations and Codes (PANS-ABC,
Doc 8400).

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© JEPPESEN, 2005, 2010. ALL RIGHTS RESERVED.

 112 METEOROLOGY 10 DEC 10

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Table A6-3. Template for wind shear warnings

Element Detailed content Template Example
Location indicator of the Location indicator of the nnnn YUCC1
aerodrome (M) aerodrome
Identification of the type Type of message and WS WRNG [n]n WS WRNG 1
of message (M) sequence number
Time of origin and Day and time of issue nnnnnn [VALID TL nnnnnn] or
211230 VALID TL
validity period (M) and, where applicable, 211330
[VALID nnnnnn/nnnnnn]
validity period in UTC 221200 VALID
221215/221315
IF THE WIND SHEAR WARNING IS TO BE CANCELLED, SEE DETAILS AT THE END OF THE TEMPLATE.
Phenomenon (M) Identification of the [MOD] or [SEV] WS IN APCH or WS APCH RWY12
phenomenon and its [MOD] or [SEV] WS [APCH] MOD WS RWY34
location RWYnnn
or
[MOD] or [SEV] WS IN WS IN CLIMB-OUT
CLIMB-OUT
or
[MOD] or [SEV] WS CLIMB-OUT MBST APCH RWY26
RWYnnn or
MBST IN APCH or
MBST [APCH] RWYnnn
or
MBST IN CLIMB-OUT or MBST IN CLIMB-OUT
MBST CLIMB-OUT RWYnnn
Observed, reported or Identification whether REP AT nnnn nnnnnnnn or REP AT 1510 B747
forecast phenomenon the phenomenon is OBS [AT nnnn] or OBS AT 1205
(M) observed or reported
FCST FCST
and expected to
continue or forecast
Details of the Description of SFC WIND: nnn/nnMPS (or SFC WIND: 320/5MPS
phenomenon (C)2 phenomenon causing nnn/nnKT) nnnM (nnnFT)-WIND: 60M-WIND: 360/13MPS
the issuance of the wind nnn/nnMPS (or nnn/nnKT)
(SFC WIND: 320/10KT
shear warning or
200FT-WIND:
nnKMH (or nnKT) ASPEEDL 360/26KT)
nnKM (or nnNM) 60KMH LOSS 4KM
FNA RWYnn FNA RWY13 (30KT
or LOSS 2NM FNA
nnKMH (or nnKT) ASPEEDG RWY13)
nnKM (or nnNM) FNA RWYnn
OR
Cancellation of wind Cancellation of wind CNL WS WRNG [n]n CNL WS WRNG
shear warning3 shear warning referring nnnnnn/nnnnnn 1211230/21133033
to its identification
1 Fictitious location.
2 Additional provisions in 6.2.3.
3 End of the message (as the wind shear warning is being cancelled).

Table A6-4. Ranges and resolutions for the numerical elements included in volcanic ash and tropical
cyclone advisory messages, SIGMET/AIRMET messages and aerodrome and wind shear warnings
Element as specified in Appendices 2 and 6 Range Resolution
Summit elevation: M 000 - 8100 1
FT 000 - 27000 1
Advisory number: for VA (index)1 000 - 2000 1
for TC (index)1 00 - 99 1

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© JEPPESEN, 2005, 2010. ALL RIGHTS RESERVED.

 10 DEC 10 METEOROLOGY 113
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Table A6-4. Ranges and resolutions for the numerical elements included in volcanic
ash and tropical cyclone advisory messages, SIGMET/AIRMET messages and
aerodrome and wind shear warnings (continued)
Element as specified in Appendices 2 and 6 Range Resolution
Maximum surface wind: MPS 00 - 99 1
KT 00 - 199 1
Central pressure: hPa 850 - 1050 1
Surface wind speed: MPS 15 - 49 1
KT 30 - 99 1
Surface visibility: M 0000 - 0750 50
M 0800 - 5000 100
Cloud: height of base: M 000 - 300 30
FT 000 - 1000 100
Cloud: height of top: M 000 - 2970 30
M 3000 - 20000 300
FT 000 - 9900 100
FT 10000 - 60000 1000
Latitudes: °(degrees) 00 - 90 1
’(minutes) 00 - 60 1
Longitudes: ° (degrees) 000 -180 1
’(minutes) 00 - 60 1
Flight levels: 000 - 650 10
Movement: KMH 0 - 300 10
KT 0 - 150 5
1 Non-dimensional

EXAMPLE: A6-1. SIGMET and AIRMET message and the corresponding cancellations
SIGMET
YUDD SIGMET 2 VALID 101200/101600 YUSO -
YUDD SHANLON FIR/UIR OBSC TS FCST
S OF N54 TOP FL390 MOV E WKN
AIRMET
YUDD AIRMET 1 VALID 151520/151800 YUSO -
YUDD SHANLON FIR ISOL TS OBS
N OF S50 TOP ABV FL 100 STNR WKN
EXAMPLE:
A6-2. SIGMET message for tropical cyclone
YUCC SIGMET 3 VALID 251600/252200 YUDO -
YUCC AMSWELL FIR TC GLORIA OBS AT 1600Z
N2706 W07306 CB TOP FL500 WI 150NM OF CEN-
TRE MOV NW 10KT NC FCST 2200Z TC CENTRE
N2740 W07345
Meaning:
The third SIGMET message issued for the
AMSWELL1 flight information region (identified
by YUCC Amswell area control centre) by the
Donlon/International1 meteorological watch office
(YUDO) since 0001 UTC; the message is valid from
1600 UTC to 2200 UTC on the 25th of the month;
tropical cyclone Gloria was observed at 1600 UTC at
27 degrees 06 minutes north and 73 degrees 6 min-
utes west with cumulonimbus top at flight level 500
within 150 nautical miles of the centre; the tropical
cyclone is expected to move northwestwards at 10
knots and not to undergo any changes in intensity;
Cancellation of SIGMET
YUDD SIGMET 3 VALID 101345/101600 YUSO - YUDD
SHANLON FIR/UIR CNL SIGMET 2 101200/101600
Cancellation of AIRMET
YUDD AIRMET 2 VALID 151650/151800 YUSO - YUDD
SHANLON FIR CNL AIRMET 1 151520/151800
the forecast position of the centre of the tropical
cyclone at 2200 UTC is expected to be at 27 degrees
40 minutes north and 73 degrees 45 minutes west.
1 Fictitious locations
EXAMPLE:
Example A6-3. SIGMET message for volcanic ash
YUDD SIGMET 2 VALID 211100/211700 YUSO -
YUDD SHANLON FIR/UIR VA ERUPTION MT ASH-
VAL LOC S1500 E07348 VA CLD OBS AT 1100Z
FL310/450 APRX 220KM BY 35KM S1500 E07348
- S1530 E07642 MOV SE 65KMH FCST 1700Z VA
CLD APRX S1506 E07500 - S1518 E08112 - 51712
E08330 - S1824 E07836
Meaning:

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© JEPPESEN, 2005, 2010. ALL RIGHTS RESERVED.

 114 METEOROLOGY 10 DEC 10

METEOROLOGICAL SERVICE FOR INTERNATIONAL AIR TRAFFIC /

SIGMET, AIRMET, WSW - ANNEX 3 q$i

The second SIGMET message issued for the SHAN-

LON 1 flight information region (identified by YUDD
Shanlon area control centre/upper flight information
region) by the Shanlon/International1 meteorological
watch office (YUSO) since 0001 UTC; the message
is valid from 1100 UTC to 1700 UTC on the 21st of
the month; volcanic ash eruption of Mount Ashval1
located at 15 degrees south and 73 degrees 48 min-
utes east; volcanic ash cloud observed at 1100 UTC
between flight levels 310 and 450 in an approximate
area of 220 km by 35 km between 15 degrees south
and 73 degrees 48 minutes east, and 15 degrees 30
minutes south and 76 degrees 42 minutes east; the
volcanic ash cloud is expected to move east-south-
eastwards at 65 kilometres per hour; at 1700 UTC the
volcanic ash cloud is forecast to be located approxi-
mately in an area bounded by the following points:
15 degrees 6 minutes south and 75 degrees east, 15
degrees 18 minutes south and 81 degrees 12 minutes
south, 17 degrees 12 minutes south and 83 degrees
30 minutes east, and 18 degrees 24 minutes south
and 78 degrees 36 minutes east.
1 Fictitious locations

EXAMPLE:
A6-4. SIGMET message severe turbulence
YUCC SIGMET 5 VALID 221215/221600 YUDO -
YUCC AMSWELL FIR SEV TURB OBS AT 1210Z
YUSB FL250 MOV E 40KMH WKN
Meaning:
The fifth SIGMET message issued for the
AMSWELL1 flight information region (identified
by YUCC Amswell area control centre) by the
Donlon/International1 meteorological watch office
(YUDO) since 0001 UTC; the message is valid from
1215 UTC to 1600 UTC on the 22nd of the month;
severe turbulence was observed at 1210 UTC over
Siby/Bistock* aerodrome (YUSB) at flight level 250;
the turbulence is expected to move eastwards at 40
kilometres per hour and to weaken in intensity.
1 Fictitious locations

EXAMPLE:
A6-5. AIRMET message for moderate
mountain wave
YUCC AIRMET 2 VALID 221215/221600 YUDO -
YUCC AMSWELL FIR MOD MTW OBS AT 1205Z
AND FCST N48 El0 FL080 STNR NC
Meaning:
The second AIRMET message issued for the
AMSWELL1 flight information region (identified
by YUCC Amswell area control centre) by the
Donlon/Intemational1 meteorological watch office
(YUDO) since 0001 UTC; the message is valid from
1215 UTC to 1600 UTC on the 22nd of the month;
moderate mountain wave was observed at 1205
UTC at 48 degrees north and 10 degrees east at
flight level 080; the mountain wave is expected to
remain stationary and not to undergo any changes
in intensity.
1 Fictitious locations

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 3 AUG 12 METEOROLOGY 201 q$i

ENCODING SCHEME FOR RUNWAY CONDITIONS DISSEMINATED THROUGH MOTNE

(METEOROLOGICAL OPERATIONAL TELECOMMUNICATION NETWORK EUROPE)
ENCODING SCHEME FOR RUNWAY
CONDITIONS
Information of runway conditions will be expressed
by means of the figure group RDRDR/ERC ReReRBRBR
where:
R denotes the runway indicator
D RD R denotes the runway designator
ER denotes the runway deposits
CR denotes the extent or runway
contamination
e Re R denotes the depth of deposit on the
runway
B RB R denotes the friction coefficient or braking
action on the runway
The following explanations govern the composition
and use of this ten-figure group, or in the case of
several parallel runways, eleven-figure group:
RUNWAY DESIGNATOR
The message is preceded by indicator R followed
by the threshold designator (DRDR). This will be
expressed as two digits corresponding to the runway
designator, e.g. R09/, R27/, R35/, etc. Parallel run-
ways are designated by the letters L (left), C (centre)
and R (right runway).
NOTE: The information to be included in runway state
messages will be for the main instrument runway
or runway(s) in use. When parallel runways are in
use, information on both runways will be included or,
where this is not possible, the information given may
not alternate between the two runways, but should be
given for the runway with the best surface conditions.
RUNWAY DEPOSITS
The type of deposits on the RWY will be indicated by
the digits 0 to 9 or a slash (/) in accordance with the
following scale as follows:
0 — Clear and dry
1 — Damp
2 — Wet or water patches
3 — Rime or frost (Depth normally less than 1mm)
4 — Dry snow
5 — Wet snow
6 — Slush
7 — Ice
8 — Compacted or rolled snow
9 — Frozen ruts
/ — Type of deposit not reported (e.g., due to runway
clearance in progress).
EXTENT OF RUNWAY CONTAMINATION
The extent of contamination through deposits on the
runway is indicated in percentages in accordance
with the following scale: It will be expressed as a
single digit:
1 — up to 10% of runway contaminated (covered)
2 — more than 10% to 25% of runway contaminated
(covered)
q$z
5 — more than 25% to 50% of runway contaminated
(covered)
9 — more than 50% to 100% of runway contaminated
(covered)
/ — not reported (e.g., due to runway clearance in
progress).
DEPTH OF DEPOSIT ON THE RUNWAY
The depth of deposit is indicated by two digits in
accordance with the following scale:
00 less than 1mm
01 = 1 mm
02 = 2 mm
etc.
10 = 10 mm
etc.
15 = 15 mm
etc.
20 = 20 mm
etc. up to
90 = 90 mm
Thereafter, the depth is indicated by:
92 = 10 cm
93 = 15 cm
94 = 20 cm
95 = 25 cm
96 = 30 cm
97 = 35 cm
98 = 40 cm or more
99 = runway or runways non-operational due to
snow, slush, ice, large drifts or runway clearance.
// = Depth of deposit operationally not significant
or not measurable.
NOTE 1: This does not necessarily require depth to
be measured to a millimeter unit. Larger intervals up
to 90 can be expressed by using the above direct-
reading scale.
NOTE 2: Where depth is measured at a number of
points along a runway the average value should be
transmitted or, if operationally significant, the highest
value.
NOTE 3: Code Figure 91 ist not used. Code Figures
92 to 98 permit the depth of deposit (in cm) to be
derived by multiplying the last digit by 5 (e.g. 94 =
4 x 5 = 20).
NOTE 4: If deposits of the type reported by the code
figures 3, 7, 8 and 9 of code ER are reported, the
depth of deposits is normally not significant and
two oblique strokes (//) will be reported. Similarly,
the depth of standing water will only be reported
if an accurate and representative measurement is
guaranteed.
FRICTION CO-EFFICIENT OR BRAKING
ACTION ON THE RUNWAY
The friction co-efficient is denoted by two digits or, if
the co-efficient is not available, the estimated braking
action is denoted by two digits.
a. Friction co-efficient

© JEPPESEN, 1991, 2012. ALL RIGHTS RESERVED.

 202 METEOROLOGY 3 AUG 12

ENCODING SCHEME FOR RUNWAY CONDITIONS DISSEMINATED THROUGH MOTNE

(METEOROLOGICAL OPERATIONAL TELECOMMUNICATION NETWORK EUROPE) q$i

EXAMPLE:
28 - friction co-eficient 0.28
35 - friction co-efficien 0.35
etc.
b. Braking action
95 = Good
94 = Medium / Good
93 = Medium
92 = Medium / Poor
91 = Poor
99 = Unreliable
// = Braking action not reported; Runway not
operational, Aerodrome closed; etc.
NOTE 1: Where Braking Action is assessed at a num-
ber of points along a runway, the mean value will be
transmitted or, if operationally significant, the lowest
value.
NOTE 2: If measuring equipment does not allow mea-
surement of friction with satisfactory reliability, which
may be the case when a runway is contaminated by
wet snow, slush, or loose snow, the figures 99 will be
used.
NOTE 3: If the braking conditions cannot be reported
(e.g. due to runway clearance in progress, runway
not operational, runway conditions not watched dur-
ing airport closure, etc.) two oblique strokes (//) will
be entered.
EXAMPLES
NOTE: The occasion may arise when a new report or
a valid report is not available in time for dissemination
with the appropriate METAR message. In this case,
the previous runway state report will be repeated, as
indicated by the figures R99/ in place of the runway
designator.
R99/421594 — Dry snow covering 11% to 25 % of
the runway: depth 15mm; braking action medium to
good.
R14L///99// — Runway 14L non-operational due to
runway clearance in progress.
R14L////// — Runway 14L contaminated but reports
are not available or are not updated due to aerodrome
closure or curfew, etc.
R88/////// — All runways are contaminated but reports
are not available or are not updated due to aerodrome
closure or curfew, etc.
R14L/CLRD// — Runway 14L contamination has
ceased to exist.
(No further reports will be sent unless recontamina-
tion occurs).

q$z

© JEPPESEN, 1991, 2012. ALL RIGHTS RESERVED.

 13 APR 12 METEOROLOGY 205 q$i

AERODROME PAVEMENT CONDITION REPORTS (THROUGH SNOWTAM/MOTNE)

AERODROME PAVEMENT Cork
Coventry
CONDITION REPORTS (THROUGH
Dijon (Longvic)
SNOWTAM/MOTNE)
Dinard (Pleurtuit Saint-Malo)
During winter period information on runway con-
Donegal
dition for the listed European airports is published
via SNOWTAM or is included at the end of METAR Dresden
(MOTNE) messages. Dublin
Dusseldorf
Following European countries do not specify the air-
East Midlands
ports providing this information: Bosnia-Herzegovina,
Greece, Italy, Malta, Norway, Portugal and Russia. Edinburgh
Erfurt
Aalborg Esbjerg
Aarhus Exeter
Aberdeen (Dyce) Frankfurt/Main
Ajaccio (Napoleon Bonaparte) Galway
Amsterdam (Schiphol) Gdansk (Lecha Walesy)
Ankara (Esenboga) Geneva
Antwerpen (Deurne) Girona
Arad Glasgow
Asturias Goma Oryahovitsa
Barcelona Goteborg (Landvetter)
Basle-Muhlhouse Graz
Bastia (Poretta) Grenoble (Saint-Geoirs)
Beauvais (Tille) Groningen (Eelde)
Belfast (Aldergrove) Guernsey
Belfast (Belfast City) Hamburg
Belgrade (Nikola Tesla) Hannover
Berlin (Schonefeld) Hawarden
Berlin (Tegel) Helsinki (Vantaa)
Biarritz (Bayonne-Anglet) Humberside
Biggin Hill Innsbruck
Bilbao Inverness
Billund Isle of Man
Birmingham Istanbul (Ataturk)
Blackpool Jersey
Bordeaux (Merignac) Jonkoping
Bornholm (Ronne) Jyvaskyla
Bournemouth Kardla
Bratislava (M.R.Stefanik) Karup
Bremen Kaunas (Gamykla)
Brest (Bretagne) Kerry
Bristol Kirkwall
Brussels (National) Klagenfurt
Bucharest (Baneasa-Aurel Vlaicu) Kosice
Bucharest (Henri Coanda) Krakow (Balice)
Budapest (Liszt Ferenc Intl) Kuopio
Burgas Kuressaare
Cambridge Leeds Bradford
Cardiff Leipzig-Halle
Carlisle Le Touquet (Paris Plage)
Chalons (Vatry) Liege (Bierset)
Charleroi (Brussels-South) Liepaja
Cherbourg (Maupertus) Lille (Lesquin)
Clermont-Ferrand/Auvergne Linz
Cologne-Bonn Liverpool
Connaugh Ljubljana
Constanta (Mihail Kogalniceanu-Constanta) London (City)
Copenhagen (Kastrup) London (Gatwick)
Copenhagen (Roskilde) London (Heathrow)
q$z

© JEPPESEN, 1993, 2012. ALL RIGHTS RESERVED.

 206 METEOROLOGY 13 APR 12

AERODROME PAVEMENT CONDITION REPORTS (THROUGH SNOWTAM/MOTNE) q$i

London (Luton) Sibiu

London (Stansted) Skopje
Lulea (Kallax) Sliac
Luxembourg Sligo
Lydd Sofia
Lyon (Bron) Sonderborg
Lyon (Saint Exupery) Southampton
Maastricht (Maastricht-Aachen) Southend
Madrid (Barajas) Stauning
Malmo (Sturup) Stockholm (Arlanda)
Manchester Stockholm (Bromma)
Maribor Stockholm (Vaesteraas)
Marseille-Provence Stornoway
Menorca Strasbourg (Entzheim)
Metz-Nancy-Lorraine Stuttgart
Montpellier/Mediterranee Sumburgh
Munich Sundsvall-Harnosand
Munster-Osnabruck Tallinn
Nancy (Essey) Tampere (Pirkkala)
Nantes-Atlantique Tarbes (Lourdes-Pyrenees)
Newcastle Targu Mures (Transilvania)
Nice/Cote d’Azur Tartu (Ulenurme)
Norwich Teeside
Norrkopping (Kungsangen) Thisted
Nurnberg Timisoara (Traian Vuia)
Odense Tirana
Ohrid Toulouse (Blagnac)
Oostend-Brugge (Oostende) Toussus-Le-Noble
Oulu Turku
Palanga Umea
Palma de Mallorca Varna
Pamplona Vienna (Schwechat)
Paris (Charles-De-Gaulle) Vigo
Paris (Le Bourget) Vilnius
Paris (Orly) Visby
Parnu Vitoria (Forondo)
Pau-Pyrenees Vojens/Skrydstrup
Perpignan (Rivesaltes) Warsaw (Chopin)
Piestany Waterford
Plovdiv Weston
Poprad (Tatry) Wick
Poznan (Lawica) Zagreb
Prague Zilina
Prestwick Zurich
Quimper (Pluguffan)
Reims (Champagne)
Rennes (Saint Jacques)
Riga
Rotterdam
Rovaniemi
Saarbrucken
Saint-Etienne (Boutheon)
Salzburg
San Sebastian
Santander
Santiago
Shannon
Siauliai Intl
q$z

© JEPPESEN, 1993, 2012. ALL RIGHTS RESERVED.

 19 DEC 08 METEOROLOGY 211 q$i

AERODROME WEATHER REPORT

AERODROME WEATHER REPORT –
METAR AND SPECI DECODE
IDENTIFICATION GROUPS
METAR or METAR – Aviation routine weather report code name
SPECI SPECI – Aviation special weather report code name
COR COR – Code word used as appropriate
CCCC ICAO four-letter location indicator
YYGGgg In individual messages, day of the month and time of observation in hours and
minutes UTC
Z Indicator of UTC
NIL NIL – Code word used as appropriate
AUTO Fully automated observation indicator

SURFACE WIND
ddd Mean wind direction in degrees
true rounded off to nearest 10
degrees (VRB = VARIABLE
when ff < 3kt)
ff Mean wind speed (10-minute 00000 = calm
mean or since discontinuity) P199KMH (P99KT,
P49 MPS) mean ff or
G Indicator of Gust - if necessary
fm fm = 200 KMH (100
fm fm Maximum wind speed (gust) - if KT, 50 MPS) or more
necessary
KMH or KT or MPS Wind speed units used
Followed when there is a variation in wind direction of 60° or more but less than 180° and wind speed >
3 KT by group below:
dn d n dn Extreme direction of wind
V Indicator of Variability
dx d x d x Other extreme direction of wind (measured clockwise)

PREVAILING VISIBILITY
VVVV Prevailing visibility in metres or lowest visibility if visibility is not the same and
fluctuating and the prevailing visibility less than 5000m.
9999 = 10 km or more
Followed when visibility is not the same and minimum visibility is not prevailing and visibility < 1 500 m or
visibility < 50% of prevailing and less than 5000m by the group below:
Vn Vn Vn Vn Lowest visibility
NDV Abbreviation for no directional variations.
Followed by
Vn Vn Vn Vn Lowest visibility
Dv General direction of lowest visibility or most operationally significant if minimum
visibility observed in more than one direction.

RUNWAY VISUAL RANGE (RVR) WHERE REQUIRED, UP TO FOUR ACTIVE RUNWAYS

R Indicator of RVR
DR DR Runway designator – for parallel runways may have LL, L, C, R or RR appended
(L = left; C = centre; R = right)
VR VR VR VR RVR (10-minute mean) at the touchdown zone P2000 = more than 2 000 m,
M0050 = less than 50 m
i RVR tendency indicator over past 10 minutes. U = upward; D = downward; N =
no distinct change. Omitted if possible to determine
Replaced when there are significant variations in RVR by the group below:
R Indicator of RVR
DR DR Runway designator – for parallel runways may have LL, L C, R or RR
VR VR VR VR RVR in metres (one-minute mean minimum value during last 10 minutes)

q$z

© JEPPESEN, 2006, 2008. ALL RIGHTS RESERVED.

 212 METEOROLOGY 19 DEC 08

AERODROME WEATHER REPORT q$i

RUNWAY VISUAL RANGE (RVR) WHERE REQUIRED, UP TO FOUR ACTIVE RUNWAYS

V Indicator of significant Variation
VR VR VR VR RVR in metres (one-minute mean maximum value during last 10 minutes)
i RVR tendency indicator
Note:
25 m STEP if RVR < 400 m
50 m STEP if 400 < RVR < 800 m
100 m STEP if RVR > 800 m

PRESENT WEATHER
w’w’ Present weather (see table w’w’ at the end of this sequence)

CLOUDS*
Ns Ns Ns Cloud amount:
FEW – FEW (1 – 2 oktas)
SCT – SCaTtered (3 – 4 oktas)
BKN – BroKeN (5 – 7 oktas)
OVC – OVerCast (8 oktas)
h s hs hs Height of base of clouds in units of 30 m (100 ft)
(CC) Cloud type – only CB (cumulonimubs) or TCU (towering cumulus) indicated or ///
if it cannot be observed by automatic system
Replaced when sky is obscured and information on vertical visibility is available by the group below:
VV Indicator of Vertical Visibility
h s hs hs Vertical visibility in units of 30 m (100 ft) /// = vertical visibility unavailable
Replaced when there are no such clouds, no restriction on vertical visibility and CAVOK is not appropriate by:
NSC Nil Significant Cloud
Replaced when automatic system is used and no cloud detected by:
NCD No Cloud Detected
* Clouds of operational significance (i.e. below 1 500 m (5000 ft) or below the highest minimum sector
altitude, whichever is greater, and CB or TCU)

CAVOK
Ceiling And Visibility OK. Replaces visibility RVR, present weather and cloud if:
(1) Visibility is 10 km or more
(2) No cumulonimbus, towering cumulus and no other cloud below 1 500 m (5 000 ft) or below the
highest minimum sector altitude, whichever is greater, and
(3) No significant present weather (see table w’w’ at the end of this sequence)

TEMP AND DEW POINT

T’T’ Temperature in whole degrees Celsius (if below 0°C preceded by M)
T’d T’d Dew-point temperature in whole degrees Celsius (if below 0°C preceded by M)

PRESSURE
Q Indicator of QNH in hectopascals. If Q = A then QNH is in inches
PH PH PH PH QNH rounded down to the whole nearest hectopascal or to tenths and hundreths
of an inch , depending on indicator

SUPPLEMENTARY INFORMATION
RECENT WEATHER
RE Indicator of REcent weather
w’w’ REcent weather since previous report (intensity NOT to be reported)
WIND SHEAR
WS Wind Shear
q$z

© JEPPESEN, 2006, 2008. ALL RIGHTS RESERVED.

 19 DEC 08 METEOROLOGY 213
AERODROME WEATHER REPORT q$i

SUPPLEMENTARY INFORMATION
R RUNWAY
DR DR Runway designator – for parallel runways, may have LL, L, C, R or RR appended
(L = left; C = centre; R = right)
Replaced when all runways are affected by wind shear by: WS ALL RWY
STATE OF THE SEA / SURFACE TEMP
W Group indicator letter
Ts Ts Temperature in whole degrees Celsius
S Indicator of state of the sea
S’ State of water surface
S’ STATE OF THE SEA
Code figure Descriptive terms
0 Calm (glassy)
1 Calm (rippled)
2 Smooth (wavelets)
3 Slight
4 Moderate
5 Rough
6 Very rough
7 High
8 Very high
9 Phenomenal
STATE OF THE RUNWAY **
RDR DR Indicator of runway
ER Runway deposits
CR Extent of runway contamination
eR e R Depth of deposit
BR BR Friction coefficient/breaking action
** State of the runway to be provided by appropriate airport authority

TREND FORECAST
TWO HOURS FROM TIME OF OBSERVATION
CHANGE INDICATORS
TTTTT or NOSIG BECMG BECoMinG, used where changes are expected to reach or pass
through specified values at a regular or irregular rate
TEMPO TEMPOrary fluctuations of less than one hour and in aggregate
less than half the period indicated by GGGe Ge
NOSIG NO SIGNIFICANT CHANGE
CHANGE AND TIME
TT Can be AT or FM = FROM or TL = TILL
GGgg Associated time group in hours and minutes UTC
FORECAST WIND
ddd Forecast mean wind direction in degrees true,
rounded to nearest 10 degrees (VRB = VARIABLE)
ff Forecast mean wind speed
00000 = calm
G Indicator of Gust
fm fm Forecast maximum wind speed (gust)
KMH or KT or MPS Wind speed units
FORECAST VISIBILITY
VVVV Forecast prevailing visibility in metres 9999 = 10 km or more
FORECAST WEATHER
w’w’ Forecast significant weather (see table w’w’ at the edn of this sequence)
Replaced when significant weather ends by:

q$z

© JEPPESEN, 2006, 2008. ALL RIGHTS RESERVED.

 214 METEOROLOGY 19 DEC 08

AERODROME WEATHER REPORT q$i

TREND FORECAST
TWO HOURS FROM TIME OF OBSERVATION
NSW Nil Significant Weather
FORECAST CLOUDS OF OPERATIONAL SIGNIFICANCE OR VERTICAL VISIBILITY
Ns Ns Ns Forecast cloud amount
h s hs hs Forecast height of base of cloud
(CC) Cloud type - only CB
Replaced when sky expected to be obscured and vertical visibility forecasts are undertaken by:
VV Indicator of Vertical Visibility
h s hs hs Vertical visibility in units of 30 m (100 ft)
Replaced when no cumulonimbus, towering cumulus and no other cloud below 1 500 m (5 000 ft) or highest
minimum sector altitude, whichever is greater, are forecast and CAVOK is not appropriate by:
NSC Nil Significant Cloud
RMK
Information included by national decision but not disseminated internationally

w’w’ SIGNIFICANT PRESENT, FORECAST AND RECENT WEATHER

QUALIFIER WEATHER PHENOMENA
Intensity of
Proximity Descriptor Precipitation Obscuration Other
1 2 3 4 5
– Light MI Shallow DZ Drizzle BR Mist PO Dust/sand
Moderate BC Patches RA Rain FG Fog whirls (dust
(no devils)
qualifier)
+ Heavy PR Partial (covering SN Snow FU Smoke SQ Squalls
or well- part of the SG Snow grains VA Volcanic ash FC Funnel
developed aerodrome) cloud(s)
DU Widespread
in the case (tornado or
dust
of PO and waterspout)
FC
VC In the DR Low drifting IC Ice crystals SA Sand SS Sandstorm
vicinity BL Blowing (diamond HZ Haze DS Duststorm
dust)
SH Shower(s) PL Ice pellets
TS Thunderstorm GR Hail
FZ Freezing GS Small hail
(supercooled) and/or snow
pellets
UP Unknown
Precipitation
NOTES: 1. The w’w’ groups are constructed by considering columns 1 to 5 in the table above in
sequence, that is intensity, followed by description, followed by weather phenomena. An
example could be: + SHRA (heavy shower(s) of rain).
2. First precipitation type listed is the predominate precipitation type. Any second or third
precipitation type has no intensity qualifier and is of equal or of less intensity than the
first precipitation type.
3. DR (low drifting) less than two metres above ground, BL (blowing) two metres or more
above ground.
4. GR is used when hailstone diameter is 5 mm or more. When less than 5 mm, GS is used.
5. BR – visibility at least 1 000 m but not more than 5 000 m. FG – visibility less than 1 000 m.
6. VC – between approximately 8 km and 16 km from the aerodrome reference point.

q$z

© JEPPESEN, 2006, 2008. ALL RIGHTS RESERVED.

 19 DEC 08 METEOROLOGY 221 q$i

AERODROME WEATHER FORECAST

AERODROME WEATHER FORECAST
- TAF DECODE
IDENTIFICATION GROUPS
TAF or Code names for Aerodrome Forecast,
TAF AMD or Amended Aerodrome Forecast and
TAF COR Corrected Aerodrome Forecast, respectively
CCCC ICAO four-letter location indicator
YYGGgg Date and time of issue of forecast in UTC
Z Indicator of UTC
NIL Indicator of missing forecast
Y1 Y1 G1 G1 /Y2 Y2 G2 G2 Y1 Y1 day of month, period of validity beginning G1 G1 in hours UTC and Y2 Y2
day of month, period of validity ending G2 G2 in hours UTC
CNL Indicator of cancelled forecast

FORECAST SURFACE WIND

ddd Mean wind direction in 00000 = calm
degrees true rounded to
nearest 10 degrees
(VRB=VARIABLE when ff
< 3kt)
ff Mean wind speed P199 KMH (P99 KT, P49
G Indicator of Gust MPS) mean fm fm = 200
KMH (100 KT, 50 MPS) or
fm fm Maximum wind speed
more
(gust)
KMH or KT or MPS Wind speed units used

FORECAST PREVAILING VISIBILITY

VVVV Prevailing visibility in metres
9999 = 10 km or more

w’w’ FORECAST SIGNIFICANT WEATHER

QUALIFIER WEATHER PHENOMENA
Intensity of
Proximity Descriptor Precipitation Obscuration Other
1 2 3 4 5
– Light MI Shallow DZ Drizzle BR Mist PO Dust/sand
Moderate BC Patches RA Rain FG Fog whirls (dust
(no devils)
qualifier)
+ Heavy PR Partial SN Snow FU Smoke SQ Squalls
or well- (covering SG Snow grains VA Volcanic ash FC Funnel
developed part of the cloud(s)
IC Ice crystals DU Widespread
in the case aerodrome) (tornado or
(diamond dust) dust
of PO and waterspout)
FC
VC In the DR Low drifting PL Ice pellets SA Sand SS Sandstorm
vicinity BL Blowing GR Hail HZ Haze DS Duststorm
SH Shower(s) GS Small hail
TS Thunderstorm and/or snow
pellets

q$z

© JEPPESEN, 2006, 2008. ALL RIGHTS RESERVED.

 222 METEOROLOGY 19 DEC 08

AERODROME WEATHER FORECAST q$i

w’w’ FORECAST SIGNIFICANT WEATHER

QUALIFIER WEATHER PHENOMENA
Intensity of
Proximity Descriptor Precipitation Obscuration Other
1 2 3 4 5
FZ Freezing UP Unknown
(supercooled) Precipitation
Replaced when significant weather phenomenon forecast to end by:
NSW Nil Significant Weather
NOTES: 1. The w’w’ groups are constructed by considering columns 1 to 5 in the table above in
sequence, that is intensity, followed by description, followed by weather phenomena. An
example could be: + SHRA (heavy shower(s) of rain).
2. A precipitation combination has dominant type first.
3. DR (low drifting) less than two metres above ground, BL (blowing) two metres or more
above ground.
4. GR is used when hailstone diameter is 5 mm or more. When less than 5 mm, GS is used.
5. BR – visibility at least 1 000 m but not more than 5 000 m. FG – visibility less than 1 000 m.
6. VC – between approximately 8 km and 16 km from the aerodrome reference point.

FORECAST CLOUD AMOUNT AND HEIGHT*

Ns Ns Ns Cloud amount:
FEW - FEW (1-2 oktas)
SCT - SCaTtered (3-4 oktas)
BKN - BroKeN (5-7 oktas)
OVC - OVerCast (8 oktas)
h s hs hs Height of base of cloud in units of 30 m (100 ft)
(cc) Cloud type - only CB (cumulonimbus) is indicated
Replaced when sky is expected to be obscured and information on vertical visibility is available by:
VV Indicator of Vertical Visibility
h s hs hs Vertical visibility in units of 30 m (100 ft)
Replaced when no cumulonimbus , towering cumulus and no other cloud below 1500 m (5000 ft) or below
the highest minimum sector altitude, whichever is greater, are forecast and CAVOK and SKC are not
appropriate by:
NSC Nil Significant Cloud
* Clouds of operational significance (i.e. below 1 500 m (5 000 ft) or below highest minimum sector
altitude, whichever is greater, and CB or TCU)

CAVOK
Ceiling And Visibility OK. Replaces visibility, weather and cloud if:
(1) Visibility is forecast to be 10 km or more
(2) No cumulonimbus cloud and no other cloud forecast below 1 500 m (5 000 ft) or
below the highest minimum sector altitude, whichever is greater, and
(3) No significant weather forecast (see table w’w’ above)

SIGNIFICANT CHANGES IN FORECAST CONDITIONS INDICATED BY:

PROBABILITY
PROB PROBability
C2 C2 Only 30 or 40 used, indicating 30% or 40%
TIME
YYGG/Ye Ye Ge Ge Beginning YYGG and end Ye Ye Ge Ge of forecast period in day of month and hours
UTC
Probability is used to indicate the probability of occurence of:
(a) an alternative element or elements
(b) temporary fluctuations
CHANGE

q$z

© JEPPESEN, 2006, 2008. ALL RIGHTS RESERVED.

 19 DEC 08 METEOROLOGY 223
AERODROME WEATHER FORECAST q$i

SIGNIFICANT CHANGES IN FORECAST CONDITIONS INDICATED BY:

TTTTT Type of significant change:
BECMG BECoMinG, used where changes are expected to reach or pass through
specified values at a regular or irregular rate
TEMPO TEMPOrary fluctuations of less than one hour and in aggregate less than
half the period indicated by YYGG/Ye Ye Ge Ge
TIME
YYGG/Ye Ye Ge Ge Beginning YYGG and end Ye Ye Ge Ge of forecast period in day on month and hours
UTC
OR
If one set of weather conditions is expected to change more or less completely to a different set of conditions,
thus indicating the beginning of another self-contained part of the forecast, by:
TTYYGGgg
This takes the form FMYYGGgg where FM is the abbreviation for FroM and YYGGgg is the day of month
and time in hours and minutes UTC. All forecast conditions before this group are superseded by conditions
indicated after the group.

BY REGIONAL AGREEMENT
FORECAST TEMPERATURE
TX, TN TX, TN Indicators of maximum and minimum forecast temperatures, respectively
TF TF TF TF Forecast temperature at YF YF GF GF Temperatures below 0°C preceded by M
Y F Y F GF GF YF YF GF GF Valid day, time UTC to which forecast temperature refers
Z Z Indicator of UTC

FORECAST TURBULENCE CONDITIONS (OPTIONAL)

Six digits for all turbulence groups, first digit always 5
Second digit Turbulence type
0 None
1 Light turbulence
2 Moderate turbulence in clear air, occasional
3 Moderate turbulence in clear air, frequent
4 Moderate turbulence in cloud, occasional
5 Moderate turbulence in cloud, frequent
6 Severe turbulence in clear air, occasional
7 Severe turbulence in clear air, frequent
8 Severe turbulence in cloud, occasional
9 Severe turbulence in cloud, frequent
Third to fifth digit: height of lowest turbulence layer in units of 30m (100ft) above the aerodrome
Sixth digit Thickness of layer
0 Up to top of cloud
1 300m/1000ft
2 600m/2000ft
3 900m/3000ft
4 1200m/4000ft
5 1500m/5000ft
6 1800m/6000ft
7 2100m/7000ft
8 2400m/8000ft
9 2700m/9000ft

FORECAST ICING CONDITIONS (OPTIONAL)

Six digits for all icing groups, first digit always 6
Second digit Icing type
0 No icing
1 Light icing
2 Light icing in cloud

q$z

© JEPPESEN, 2006, 2008. ALL RIGHTS RESERVED.

 224 METEOROLOGY 19 DEC 08

AERODROME WEATHER FORECAST q$i

3 Light icing in precipitation

4 Moderate icing
5 Moderate icing in cloud
6 Moderate icing in precipitation
7 Severe icing
8 Severe icing in cloud
9 Severe icing in precipitation
Third to fifth digit: height of lowest turbulence layer in units of 30m (100ft) above the aerodrome
Sixth digit Thickness of layer
0 Up to top of cloud
1 300m/1000ft
2 600m/2000ft
3 900m/3000ft
4 1200m/4000ft
5 1500m/5000ft
6 1800m/6000ft
7 2100m/7000ft
8 2400m/8000ft
9 2700m/9000ft

q$z

© JEPPESEN, 2006, 2008. ALL RIGHTS RESERVED.

 24 FEB 06 TABLES AND CODES 3

REFERENCE TABLES
ALTIMETER SETTING
REFERENCE TABLES

SETTING AT AIRPORT IN THE AIR

QNE (Standard) 29.92 in. Hg. — Variable elevation reading above Positive separation by pressure
1013.25 hPa — 1013.25 mb or below actual elevation level but at varying actual altitudes

QNH (Sea Level) Actual elevation reading when Altitude indicated (without
aircraft on ground consideraton of temperature)

QFE (Station) Zero elevation reading when Height above ground indicated
aircraft on ground (without consideration of
temperature)

© JEPPESEN SANDERSON, INC. 2006. ALL RIGHTS RESERVED.

4 TABLES AND CODES 24 FEB 06

REFERENCE TABLES
PHONETIC ALPHABET AND MORSE
CODE

© JEPPESEN SANDERSON, INC. 2006. ALL RIGHTS RESERVED.

 24 FEB 06 TABLES AND CODES 5

REFERENCE TABLES
METRIC MULTIPLES AND
SUB-MULTIPLES
Multiplying Factor Prefix Symbol Examples

1 000 000 000 000 = 1012 terra T

1 000 000 000 = 109 giga G

1 000 000 = 106 mega M megahertz, etc.

1 000 =103 kilo k kilogram, kilometer, etc.

100=102 hecto h

10=101 deka da

1 meter, gram, liter, etc.

0.1=10-1 deci d

0.01=10-2 centi c

0.001=10-3 milli m milligram, millimeter, etc.

-6
0.000 001=10 micro µ
-9
0.000 000 001=10 nano n

0.000 000 000 001=10-12 pico p

WIND COMPONENT TABLES

ANGLE BETWEEN WIND DIRECTION AND HEADING (LEFT OR RIGHT)

WIND SPEED 10 20 30 40 50 60 70 80
KNOTS
HEADWIND COMPONENT

5 -5 -5 -4 -4 -3 -3 -2 -1

10 -10 -9 -9 -8 -6 -5 -3 -2

15 -15 -14 -13 -11 -10 -8 -5 -3

20 -20 -19 -17 -15 -13 -10 -7 -3

25 -25 -23 -22 -19 -16 -13 -9 -4

30 -29 -28 -26 -23 -19 -15 -10 -5

35 -34 -33 -30 -27 -22 -18 -12 -6

40 -39 -38 -35 -31 -26 -20 -14 -7

45 -44 -42 -39 -34 -29 -23 -15 -8

50 -49 -47 -43 -38 -32 -25 -17 -9

55 -54 -52 -48 -42 -35 -28 -19 -9

60 -59 -56 -52 -46 -39 -30 -21 -10

65 -64 -61 -56 -50 -42 -33 -22 -11

70 -69 -66 -61 -54 -45 -35 -24 -12

© JEPPESEN SANDERSON, INC. 2006. ALL RIGHTS RESERVED.

6 TABLES AND CODES 24 FEB 06

REFERENCE TABLES

ANGLE BETWEEN WIND DIRECTION AND HEADING (LEFT OR RIGHT)

WIND SPEED 10 20 30 40 50 60 70 80
KNOTS
CROSSWIND COMPONENT

5 1 2 3 3 4 4 5 5

10 2 3 5 6 8 9 9 10

15 3 5 8 10 11 13 14 15

20 3 7 10 13 15 17 19 20

25 4 9 13 16 19 22 23 25

30 5 10 15 19 23 26 28 29

35 6 12 18 22 27 30 33 34

40 7 14 20 26 31 35 38 39

45 8 15 23 29 34 39 42 44

50 9 17 25 32 38 43 47 49

55 9 19 28 35 42 48 52 54

60 10 21 30 39 46 52 56 59

65 11 22 33 42 50 56 61 64

70 12 24 35 45 54 61 66 69

ANGLE BETWEEN WIND DIRECTION AND HEADING (LEFT OR RIGHT)

WIND SPEED 100 110 120 130 140 150 160 170
KNOTS
TAILWIND COMPONENT

5 +1 +2 +3 +3 +4 +4 +5 +5

10 +2 +3 +5 +6 +8 +9 +9 +10

15 +3 +5 +8 +10 +11 +13 +14 +15

20 +3 +7 +10 +13 +15 +17 +19 +20

25 +4 +9 +13 +16 +19 +22 +23 +25

30 +5 +10 +15 +19 +23 +26 +28 +29

35 +6 +12 +18 +22 +27 +30 +33 +34

40 +7 +14 +20 +26 +31 +35 +38 +39

45 +8 +15 +23 +29 +34 +39 +42 +44

50 +9 +17 +25 +32 +38 +43 +47 +49

55 +9 +19 +28 +35 +42 +48 +52 +54

60 +10 +21 +30 +39 +46 +52 +56 +59

65 +11 +22 +33 +42 +50 +56 +61 +64

70 +12 +24 +35 +45 +54 +61 +66 +69

© JEPPESEN SANDERSON, INC. 2006. ALL RIGHTS RESERVED.

 24 FEB 06 TABLES AND CODES 7

REFERENCE TABLES
PRESSURE ALTITUDE
Inches of
.00 .01 .02 .03 .04 .05 .06 .07 .08 .09
Mercury

21.00 9475 9462 9450 9438 9425 9413 9401 9388 9376 9364

21.10 9352 9339 9327 9315 9303 9290 9278 9266 9254 9241

21.20 9229 9217 9205 9192 9180 9168 9156 9144 9131 9119

21.30 9107 9095 9083 9071 9058 9046 9034 9022 9010 8998

21.40 8986 8973 8961 8949 8937 8925 8913 8901 8889 8877

21.50 8864 8852 8840 8828 8816 8804 8792 8780 8768 8756

21.60 8744 8732 8720 8708 8696 8684 8672 8660 8648 8636

21.70 8624 8612 8600 8588 8576 8564 8552 8540 8528 8516

21.80 8504 8492 8480 8468 8456 8444 8432 8420 8408 8397

21.90 8385 8373 8361 8349 8337 8325 8313 8301 8290 8278

22.00 8266 8254 8242 8230 8218 8207 8195 8183 8171 8159

22.10 8147 8136 8124 8112 8100 8088 8077 8065 8053 8041

22.20 8029 8018 8006 7994 7982 7971 7959 7947 7935 7924

22.30 7912 7900 7888 7877 7865 7853 7841 7830 7918 7806

22.40 7795 7783 7771 7760 7748 7736 7725 7713 7701 7690

22.50 7678 7666 7655 7643 7631 7620 7608 7597 7585 7573

22.60 7562 7550 7538 7527 7515 7504 7492 7481 7469 7457

22.70 7446 7434 7423 7411 7400 7388 7377 7365 7353 7342

22.80 7330 7319 7307 7296 7284 7273 7261 7250 7238 7227

22.90 7215 7204 7192 7181 7169 7158 7146 7135 7124 7112

23.00 7101 7089 7078 7066 7055 7044 7032 7021 7009 6998

23.10 6986 6975 6964 6952 6941 6929 6918 6907 6895 6884

23.20 6873 6861 6850 6839 6827 6816 6804 6793 6782 6770

23.30 6759 6748 6737 6725 6714 6703 6691 6680 6669 6657

23.40 6646 6635 6624 6612 6601 6590 6578 6567 6556 6545

23.50 6533 6522 6511 6500 6488 6477 6466 6455 6444 6432

23.60 6421 6410 6399 6388 6376 6365 6354 6343 6332 6320

23.70 6309 6298 6287 6276 6265 6253 6242 6231 6220 6209

23.80 6198 6187 6176 6164 6153 6142 6131 6120 6109 6098

23.90 6087 6076 6064 6053 6042 6031 6020 6009 5998 5987

24.00 5976 5965 5954 5943 5932 5921 5910 5899 5888 5877

24.10 5866 5855 5844 5832 5821 5810 5799 5788 5777 5767

24.20 5756 5745 5734 5723 5712 5701 5690 5679 5668 5657

24.30 5646 5635 5624 5613 5602 5591 5580 5569 5558 5548

24.40 5537 5526 5515 5504 5493 5482 5471 5460 5449 5439

24.50 5428 5417 5406 5395 5384 5373 5363 5352 5341 5330

© JEPPESEN SANDERSON, INC. 2006. ALL RIGHTS RESERVED.

8 TABLES AND CODES 24 FEB 06

REFERENCE TABLES
Inches of
.00 .01 .02 .03 .04 .05 .06 .07 .08 .09
Mercury

24.60 5319 5308 5297 5287 5276 5265 5254 5243 5233 5222

24.70 5211 5200 5189 5179 5168 5157 5146 5135 5125 5114

24.80 5103 5092 5082 5071 5060 5049 5039 5028 5017 5006

24.90 4996 4985 4974 4963 4953 4942 4931 4921 4910 4899

25.00 4888 4878 4867 4856 4846 4835 4824 4814 4803 4792

25.10 4782 4771 4760 4750 4739 4728 4718 4707 4696 4686

25.20 4675 4665 4654 4643 4633 4622 4612 4601 4590 4580

25.30 4569 4559 4548 4537 4527 4516 4506 4495 4484 4474

25.40 4463 4453 4442 4432 4421 4411 4400 4390 4379 4368

25.50 4358 4347 4337 4326 4316 4305 4295 4284 4274 4263

25.60 4253 4242 4232 4221 4211 4200 4190 4179 4169 4159

25.70 4148 4138 4127 4117 4106 4096 4085 4075 4064 4054

25.80 4044 4033 4023 4012 4002 3992 3981 3971 3960 3950

25.90 3939 3929 3919 3908 3898 3888 3877 3867 3856 3846

26.00 3836 3825 3815 3805 3794 3784 3774 3763 3753 3743

26.10 3732 3722 3712 3701 3691 3681 3670 3660 3650 3639

26.20 3629 3619 3609 3598 3588 3578 3567 3557 3547 3537

26.30 3526 3516 3506 3495 3485 3475 3465 3454 3444 3434

26.40 3424 3414 3403 3393 3383 3373 3362 3352 3342 3332

26.50 3322 3311 3301 3291 3281 3271 3260 3250 3240 3230

26.60 3220 3210 3199 3189 3179 3169 3159 3149 3138 3128

26.70 3118 3108 3098 3088 3078 3067 3057 3047 3037 3027

26.80 3017 3007 2997 2987 2976 2966 2956 2946 2936 2926

26.90 2916 2906 2896 2886 2876 2866 2855 2845 2835 2825

27.00 2815 2805 2795 2785 2775 2765 2755 2745 2735 2725

27.10 2715 2705 2695 2685 2675 2665 2655 2645 2635 2625

27.20 2615 2605 2595 2585 2575 2565 2555 2545 2535 2525

27.30 2515 2505 2495 2485 2475 2465 2455 2445 2435 2426

27.40 2416 2406 2396 2386 2376 2366 2356 2346 2336 2326

27.50 2316 2307 2297 2287 2277 2267 2257 2247 2237 2227

27.60 2218 2208 2198 2188 2178 2168 2158 2149 2139 2129

27.70 2119 2109 2099 2089 2080 2070 2060 2050 2040 2030

27.80 2021 2011 2001 1991 1981 1972 1962 1952 1942 1932

27.90 1923 1913 1903 1893 1884 1874 1864 1854 1844 1835

28.00 1825 1815 1805 1796 1786 1776 1766 1757 1747 1737

28.10 1727 1718 1708 1698 1689 1679 1669 1659 1650 1640

28.20 1630 1621 1611 1601 1592 1582 1572 1562 1553 1543

© JEPPESEN SANDERSON, INC. 2006. ALL RIGHTS RESERVED.

 24 FEB 06 TABLES AND CODES 9

REFERENCE TABLES
Inches of
.00 .01 .02 .03 .04 .05 .06 .07 .08 .09
Mercury

28.30 1533 1524 1514 1504 1495 1485 1475 1466 1456 1446

28.40 1437 1427 1417 1408 1398 1389 1379 1369 1360 1350

28.50 1340 1331 1321 1312 1302 1292 1283 1273 1264 1254

28.60 1244 1235 1225 1216 1206 1196 1187 1177 1168 1158

28.70 1149 1139 1129 1120 1110 1101 1091 1082 1072 1063

28.80 1053 1044 1034 1024 1015 1005 996 986 977 967

28.90 958 948 939 929 920 910 901 891 882 872

29.00 863 853 844 834 825 815 806 796 787 778

29.10 768 759 749 740 730 721 711 702 693 683

29.20 674 664 655 645 636 627 617 608 598 589

29.30 579 570 561 551 542 532 523 514 504 495

29.40 486 476 467 457 448 439 429 420 411 401

29.50 392 382 373 364 354 345 336 326 317 308

29.60 298 289 280 270 261 252 242 233 224 215

29.70 205 196 187 177 168 159 149 140 131 122

29.80 112 103 94 84 75 66 57 47 38 29

29.90 20 10 1 -8 -17 -27 -36 -45 -54 -64

30.00 -73 -82 -91 -100 -110 -119 -128 -137 -147 -156

30.10 -165 -174 -183 -193 -202 -211 -220 -229 -238 -248

30.20 -257 -266 -275 -284 -294 -303 -312 -321 -330 -339

30.30 -348 -358 -367 -376 -385 -394 -403 -413 -422 -431

30.40 -440 -449 -458 -467 -476 -486 -495 -504 -513 -522

30.50 -531 -540 -549 -558 -568 -577 -586 -595 -604 -613

30.60 -622 -631 -640 -649 -658 -667 -676 -686 -695 -704

30.70 -713 -722 -731 -740 -749 -758 -767 -776 -785 -794

30.80 -803 -812 -821 -830 -839 -848 -857 -866 -875 -884

30.90 -893 -902 -911 -920 -929 -938 -947 -956 -965 -974

31.00 -983 -992 -1001 -1010 -1019 -1028 -1037 -1046 -1055 -1064

INCHES TO HECTOPASCALS (OR

MILLIBARS)
1 inch of mercury = 33.863 hectopascals = 33.863 millibars

.00 .01 .02 .03 .04 .05 .06 .07 .08 .09
Inches of
Mercury HECTOPASCALS (or MILLIBARS)

21.0 711.1 711.5 711.8 712.2 712.5 712.8 713.2 713.5 713.9 714.2

21.1 714.5 714.9 715.2 715.5 715.9 716.2 716.6 716.9 717.2 717.6

21.2 717.9 718.3 718.6 718.9 719.3 719.6 719.9 720.3 720.6 721.0

21.3 721.3 721.6 722.0 722.3 722.7 723.0 723.3 723.7 724.0 724.3

© JEPPESEN SANDERSON, INC. 2006. ALL RIGHTS RESERVED.

10 TABLES AND CODES 24 FEB 06

REFERENCE TABLES
1 inch of mercury = 33.863 hectopascals = 33.863 millibars

.00 .01 .02 .03 .04 .05 .06 .07 .08 .09
Inches of
Mercury
HECTOPASCALS (or MILLIBARS)

21.4 724.7 725.0 725.4 725.7 726.0 726.4 726.7 727.1 727.4 727.7

21.5 728.1 728.4 728.8 729.1 729.4 729.8 730.1 730.4 730.8 731.1

21.6 731.5 731.8 732.1 732.5 732.8 733.2 733.5 733.8 734.2 734.5

21.7 734.8 735.2 735.5 735.9 736.2 736.5 736.9 737.2 737.6 737.9

21.8 738.2 738.6 738.9 739.2 739.6 739.9 740.3 740.6 740.9 741.3

21.9 741.6 742.0 742.3 742.6 743.0 743.3 743.7 744.0 744.3 744.7

22.0 745.0 745.3 745.7 746.0 746.4 746.7 747.0 747.4 747.7 748.1

22.1 748.4 748.7 749.1 749.4 749.7 750.1 750.4 750.8 751.1 751.4

22.2 751.8 752.1 752.5 752.8 753.1 753.5 753.8 754.2 754.5 754.8

22.3 755.2 755.5 755.8 756.2 756.5 756.9 757.2 757.5 757.9 758.2

22.4 758.6 758.9 759.2 759.6 759.9 760.2 760.6 760.9 761.3 761.6

22.5 761.9 762.3 762.6 763.0 763.3 763.6 764.0 764.3 764.6 765.0

22.6 765.3 765.7 766.0 766.3 766.7 767.0 767.4 767.7 768.0 768.4

22.7 768.7 769.1 769.4 769.7 770.1 770.4 770.7 771.1 771.4 771.8

22.8 772.1 772.4 772.8 773.1 773.5 773.8 774.1 774.5 774.8 775.1

22.9 775.5 775.8 776.2 776.5 776.8 777.2 777.5 777.9 778.2 778.5

23.0 778.9 779.2 779.5 779.9 780.2 780.6 780.9 781.2 781.6 781.9

23.1 782.3 782.6 782.9 783.3 783.6 784.0 784.3 784.6 785.0 785.3

23.2 785.6 786.0 786.3 786.7 787.0 787.3 787.7 788.0 788.4 788.7

23.3 789.0 789.4 789.7 790.0 790.4 790.7 791.1 791.4 791.7 792.1

23.4 792.4 792.8 793.1 793.4 793.8 794.1 794.4 794.8 795.1 795.5

23.5 795.8 796.1 796.5 796.8 797.2 797.5 797.8 798.2 798.5 798.9

23.6 799.2 799.5 799.9 800.2 800.5 800.9 801.2 801.6 801.9 802.2

23.7 802.6 802.9 803.3 803.6 803.9 804.3 804.6 804.9 805.3 805.6

23.8 806.0 806.3 806.6 807.0 807.3 807.7 808.0 808.3 808.7 809.0

23.9 809.3 809.7 810.0 810.4 810.7 811.0 811.4 811.7 812.1 812.4

24.0 812.7 813.1 813.4 813.8 814.1 814.4 814.8 815.1 815.4 815.8

24.1 816.1 816.5 816.8 817.1 817.5 817.8 818.2 818.5 818.8 819.2

24.2 819.5 819.8 820.2 820.5 820.9 821.2 821.5 821.9 822.2 822.6

24.3 822.9 823.2 823.6 823.9 824.2 824.6 824.9 825.3 825.6 825.9

24.4 826.3 826.6 827.0 827.3 827.6 828.0 828.3 828.7 829.0 829.3

24.5 829.7 830.0 830.3 830.7 831.0 831.4 831.7 832.0 832.4 832.7

24.6 833.1 833.4 833.7 834.1 834.4 834.7 835.1 835.4 835.8 836.1

24.7 836.4 836.8 837.1 837.5 837.8 838.1 838.5 838.8 839.1 839.5

24.8 839.8 840.2 840.5 840.8 841.2 841.5 841.9 842.2 842.5 842.9

© JEPPESEN SANDERSON, INC. 2006. ALL RIGHTS RESERVED.

 24 FEB 06 TABLES AND CODES 11

REFERENCE TABLES
1 inch of mercury = 33.863 hectopascals = 33.863 millibars

.00 .01 .02 .03 .04 .05 .06 .07 .08 .09
Inches of
Mercury
HECTOPASCALS (or MILLIBARS)

24.9 843.2 843.6 843.9 844.2 844.6 844.9 845.2 845.6 845.9 846.3

25.0 846.6 846.9 847.3 847.6 848.0 848.3 848.6 849.0 849.3 849.6

25.1 850.0 850.3 850.7 851.0 851.3 851.7 852.0 852.4 852.7 853.0

25.2 853.4 853.7 854.0 854.4 854.7 855.1 855.4 855.7 856.1 856.4

25.3 856.8 857.1 857.4 857.8 858.1 858.5 858.8 859.1 859.5 859.8

25.4 860.1 860.5 860.8 861.2 861.5 861.8 862.2 862.5 862.9 863.2

25.5 863.5 863.9 864.2 864.5 864.9 865.2 865.6 865.9 866.2 866.6

25.6 866.9 867.3 867.6 867.9 868.3 868.6 868.9 869.3 869.6 870.0

25.7 870.3 870.6 871.0 871.3 871.7 872.0 872.3 872.7 873.0 873.4

25.8 873.7 874.0 874.4 874.7 875.0 875.4 875.7 876.1 876.4 876.7

25.9 877.1 877.4 877.8 878.1 878.4 878.8 879.1 879.4 879.8 880.1

26.0 880.5 880.8 881.1 881.5 881.8 882.2 882.5 882.8 883.2 883.5

26.1 883.8 884.2 884.5 884.9 885.2 885.5 885.9 886.2 886.6 886.9

26.2 887.2 887.6 887.9 888.3 888.6 888.9 889.3 889.6 889.9 890.3

26.3 890.6 891.0 891.3 891.6 892.0 892.3 892.7 893.0 893.3 893.7

26.4 894.0 894.3 894.7 895.0 895.4 895.7 896.0 896.4 896.7 897.1

26.5 897.4 897.7 898.1 898.4 898.7 899.1 899.4 899.8 900.1 900.4

26.6 900.8 901.1 901.5 901.8 902.1 902.5 902.8 903.2 903.5 903.8

26.7 904.2 904.5 904.8 905.2 905.5 905.9 906.2 906.5 906.9 907.2

26.8 907.6 907.9 908.2 908.6 908.9 909.2 909.6 909.9 910.3 910.6

26.9 910.9 911.3 911.6 912.0 912.3 912.6 913.0 913.3 913.6 914.0

27.0 914.3 914.7 915.0 915.3 915.7 916.0 916.4 916.7 917.0 917.4

27.1 917.7 918.1 918.4 918.7 919.1 919.4 919.7 920.1 920.4 920.8

27.2 921.1 921.4 921.8 922.1 922.5 922.8 923.1 923.5 923.8 924.1

27.3 924.5 924.8 925.2 925.5 925.8 926.2 926.5 926.9 927.2 927.5

27.4 927.9 928.2 928.5 928.9 929.2 929.6 929.9 930.2 930.6 930.9

27.5 931.3 931.6 931.9 932.3 932.6 933.0 933.3 933.6 934.0 934.3

27.6 934.6 935.0 935.3 935.7 936.0 936.3 936.7 937.0 937.4 937.7

27.7 938.0 938.4 938.7 939.0 939.4 939.7 940.1 940.4 940.7 941.1

27.8 941.4 941.8 942.1 942.4 842.8 943.1 943.4 943.8 944.1 944.5

27.9 944.8 945.1 945.5 945.8 946.2 946.5 946.8 947.2 947.5 947.9

28.0 948.2 948.5 948.9 949.2 949.5 949.9 950.2 950.6 950.9 951.2

28.1 951.6 951.9 952.3 952.6 952.9 953.3 953.6 953.9 954.3 954.6

28.2 955.0 955.3 955.6 956.0 956.3 956.7 957.0 957.3 957.7 958.0

28.3 958.3 958.7 959.0 959.4 959.7 960.0 960.4 960.7 961.1 961.4

© JEPPESEN SANDERSON, INC. 2006. ALL RIGHTS RESERVED.

12 TABLES AND CODES 24 FEB 06

REFERENCE TABLES
1 inch of mercury = 33.863 hectopascals = 33.863 millibars

.00 .01 .02 .03 .04 .05 .06 .07 .08 .09
Inches of
Mercury
HECTOPASCALS (or MILLIBARS)

28.4 961.7 962.1 962.4 962.8 963.1 963.4 963.8 964.1 964.4 964.8

28.5 965.1 965.5 965.8 966.1 966.5 966.8 967.2 967.5 967.8 968.2

28.6 968.5 968.8 969.2 969.5 969.9 970.2 970.5 970.9 971.2 971.6

28.7 971.9 972.2 972.6 972.9 973.2 973.6 973.9 974.3 974.6 974.9

28.8 975.3 975.6 976.0 976.3 976.6 977.0 977.3 977.7 978.0 978.3

28.9 978.7 979.0 979.3 979.7 980.0 980.4 980.7 981.0 981.4 981.7

29.0 982.1 982.4 982.7 983.1 983.4 983.7 984.1 984.4 984.8 985.1

29.1 985.4 985.8 986.1 986.5 986.8 987.1 987.5 987.8 988.2 988.5

29.2 988.8 989.2 989.5 989.8 990.2 990.5 990.9 991.2 991.5 991.9

29.3 992.2 992.6 992.9 993.2 993.6 993.9 994.2 994.6 994.9 995.3

29.4 995.6 995.9 996.3 996.6 997.0 997.3 997.6 998.0 998.3 998.6

29.5 999.0 999.3 999.7 1000.0 1000.4 1000.7 1001.0 1001.4 1001.7 1002.0

29.6 1002.4 1002.7 1003.1 1003.4 1003.7 1004.1 1004.4 1004.7 1005.1 1005.4

29.7 1005.8 1006.1 1006.4 1006.8 1007.1 1007.5 1007.8 1008.1 1008.5 1008.8

29.8 1009.1 1009.5 1009.8 1010.2 1010.5 1010.8 1011.2 1011.5 1011.9 1012.2

29.9 1012.5 1012.9 1013.2 1013.5 1013.9 1014.2 1014.6 1014.9 1015.2 1015.6

30.0 1015.9 1016.3 1016.6 1016.9 1017.3 1017.6 1018.0 1018.3 1018.6 1019.0

30.1 1019.3 1019.6 1020.0 1020.3 1020.7 1021.0 1021.3 1021.7 1022.0 1022.4

30.2 1022.7 1023.0 1023.4 1023.7 1024.0 1024.4 1024.7 1025.1 1025.4 1025.7

30.3 1026.1 1026.4 1026.8 1027.1 1027.4 1027.8 1028.1 1028.4 1028.8 1029.1

30.4 1029.5 1029.8 1030.1 1030.5 1030.8 1031.2 1031.5 1031.8 1032.2 1032.5

30.5 1032.9 1033.2 1033.5 1033.9 1034.2 1034.5 1034.9 1035.2 1035.6 1035.9

30.6 1036.2 1036.6 1036.9 1037.3 1037.6 1037.9 1038.3 1038.6 1038.9 1039.3

30.7 1039.6 1040.0 1040.3 1040.6 1041.0 1041.3 1041.7 1042.0 1042.3 1042.7

30.8 1043.0 1043.3 1043.7 1044.0 1044.4 1044.7 1045.0 1045.4 1045.7 1046.1

30.9 1046.4 1046.7 1047.1 1047.4 1047.8 1048.1 1048.4 1048.8 1049.1 1049.4

HECTOPASCALS (OR MILLIBARS) TO

INCHES
(1 hectopascal = 1 millibar = 0.02953 inches of mercury)

0 1 2 3 4 5 6 7 8 9
hPa or
mb INCHES OF MERCURY

710 20.97 21.00 21.03 21.05 21.08 21.11 21.14 21.17 21.20 21.23

720 21.26 21.29 21.32 21.35 21.38 21.41 21.44 21.47 21.50 21.53

730 21.56 21.59 21.62 21.65 21.67 21.70 21.73 21.76 21.79 21.82

740 21.85 21.88 21.91 21.94 21.97 22.00 22.03 22.06 22.09 22.12

© JEPPESEN SANDERSON, INC. 2006. ALL RIGHTS RESERVED.

 24 FEB 06 TABLES AND CODES 13

REFERENCE TABLES
(1 hectopascal = 1 millibar = 0.02953 inches of mercury)

0 1 2 3 4 5 6 7 8 9
hPa or
mb
INCHES OF MERCURY

750 22.15 22.18 22.21 22.24 22.27 22.30 22.32 22.35 22.38 22.41

760 22.44 22.47 22.50 22.53 22.56 22.59 22.62 22.65 22.68 22.71

770 22.74 22.77 22.80 22.83 22.86 22.89 22.92 22.94 22.97 23.00

780 23.03 23.06 23.09 23.12 23.15 23.18 23.21 23.24 23.27 23.30

790 23.33 23.36 23.39 23.42 23.45 23.48 23.51 23.54 23.56 23.59

800 23.62 23.65 23.68 23.71 23.74 23.77 23.80 23.83 23.86 23.89

810 23.92 23.95 23.98 24.01 24.04 24.07 24.10 24.13 24.16 24.19

820 24.21 24.24 24.27 24.30 24.33 24.36 24.39 24.42 24.45 24.48

830 24.51 24.54 24.57 24.60 24.63 24.66 24.69 24.72 24.75 24.78

840 24.81 24.83 24.86 24.89 24.92 24.95 24.98 25.01 25.04 25.07

850 25.10 25.13 25.16 25.19 25.22 25.25 25.28 25.31 25.34 25.37

860 25.40 25.43 25.45 25.48 25.51 25.54 25.57 25.60 25.63 25.66

870 25.69 25.72 25.75 25.78 25.81 25.84 25.87 25.90 25.93 25.96

880 25.99 26.02 26.05 26.07 26.10 26.13 26.16 26.19 26.22 26.25

890 26.28 26.31 26.34 26.37 26.40 26.43 26.46 26.49 26.52 26.55

900 26.58 26.61 26.64 26.67 26.70 26.72 26.75 26.78 26.81 26.84

910 26.87 26.90 26.93 26.96 26.99 27.02 27.05 27.08 27.11 27.14

920 27.17 27.20 27.23 27.26 27.29 27.32 27.34 27.37 27.40 27.43

930 27.46 27.49 27.52 27.55 27.58 27.61 27.64 27.67 27.70 27.73

940 27.76 27.79 27.82 27.85 27.88 27.91 27.94 27.96 27.99 28.02

950 28.05 28.08 28.11 28.14 28.17 28.20 28.23 28.26 28.29 28.32

960 28.35 28.38 28.41 28.44 28.47 28.50 28.53 28.56 28.58 28.61

970 28.64 28.67 28.70 28.73 28.76 28.79 28.82 28.85 28.88 28.91

980 28.94 28.97 29.00 29.03 29.06 29.09 29.12 29.15 29.18 29.21

990 29.23 29.26 29.29 29.32 29.35 29.38 29.41 29.44 29.47 29.50

1000 29.53 29.56 29.59 29.62 29.65 29.68 29.71 29.74 29.77 29.80

1010 29.83 29.85 29.88 29.91 29.94 29.97 30.00 30.03 30.06 30.09

1020 30.12 30.15 30.18 30.21 30.24 30.27 30.30 30.33 30.36 30.39

1030 30.42 30.45 30.47 30.50 30.53 30.56 30.59 30.62 30.65 30.68

1040 30.71 30.74 30.77 30.80 30.83 30.86 30.89 30.92 30.95 30.98

1050 31.01 31.04 31.07 31.10 31.12 31.15 31.18 31.21 31.24 31.27

© JEPPESEN SANDERSON, INC. 2006. ALL RIGHTS RESERVED.

14 TABLES AND CODES 24 FEB 06

REFERENCE TABLES
MILLIMETERS TO HECTOPASCALS
(OR MILLIBARS)
(1 millimeter of mercury = 1.3332 hectopascals = 1.3332 millibars)

0 1 2 3 4 5 6 7 8 9
MM of
Mercury HECTOPASCALS (or MILLIBARS)

530 706.6 707.9 709.3 710.6 711.9 713.3 714.6 715.9 717.3 718.6

540 719.9 721.3 722.6 723.9 725.3 726.6 727.9 729.3 730.6 731.9

550 733.3 734.6 735.9 737.3 738.6 739.9 741.3 742.6 743.9 745.3

560 746.6 747.9 749.3 750.6 751.9 753.3 754.6 755.9 757.3 758.6

570 759.9 761.3 762.6 763.9 765.3 766.6 767.9 769.3 770.6 771.9

580 773.3 774.6 775.9 777.3 778.6 779.9 781.3 782.6 783.9 785.3

590 786.6 787.9 789.3 790.6 791.9 793.3 794.6 795.9 797.3 798.6

600 799.9 801.3 802.6 803.9 805.3 806.6 807.9 809.3 810.6 811.9

610 813.3 814.6 815.9 817.3 818.6 819.9 821.3 822.6 823.9 825.3

620 826.6 827.9 829.3 830.6 831.9 833.3 834.6 835.9 837.3 838.6

630 839.9 841.3 842.6 843.9 845.2 846.6 847.9 849.3 850.6 851.9

640 853.3 854.6 855.9 857.3 858.6 859.9 861.3 862.6 863.9 865.3

650 866.6 867.9 869.3 870.6 871.9 873.3 874.6 875.9 877.3 878.6

660 879.9 881.3 882.6 883.9 885.3 886.6 887.9 889.3 890.6 891.9

670 893.3 894.6 895.9 897.3 898.6 899.9 901.3 902.6 903.9 905.3

680 906.6 907.9 909.3 910.6 911.9 913.3 914.6 915.9 917.3 918.6

690 919.9 921.3 922.6 923.9 925.3 926.6 927.9 929.3 930.6 931.9

700 933.3 934.6 935.9 937.3 938.6 939.9 941.3 942.6 943.9 945.3

710 946.6 947.9 949.3 950.6 951.9 953.3 954.6 955.9 957.3 958.6

720 959.9 961.3 962.6 963.9 965.3 966.6 967.9 969.3 970.6 971.9

730 973.3 974.6 975.9 977.3 978.6 979.9 981.3 982.6 983.9 985.3

740 986.6 987.9 989.3 990.6 991.9 993.3 994.6 995.9 997.3 998.6

750 999.9 1001.3 1002.6 1003.9 1005.3 1006.6 1007.9 1009.3 1010.6 1011.9

760 1013.3 1014.6 1015.9 1017.2 1018.6 1019.9 1021.2 1022.6 1023.9 1025.2

770 1026.6 1027.9 1029.2 1030.6 1031.9 1033.2 1034.6 1035.9 1037.2 1038.6

780 1039.9 1041.2 1042.6 1043.9 1045.2 1046.6 1047.9 1049.2 1050.6 1051.9

790 1053.2 1054.6 1055.9 1057.2 1058.6 1059.9 1061.2 1062.6 1063.9 1065.2

800 1066.6 1067.9 1069.2 1070.6 1071.9 1073.2 1074.6 1075.9 1077.2 1078.6

© JEPPESEN SANDERSON, INC. 2006. ALL RIGHTS RESERVED.

 24 FEB 06 TABLES AND CODES 15

REFERENCE TABLES
CONVERSIONS (1 mps = 1.9438 knots)
METERS PER SECOND TO FEET PER
Meters Knots Meters Knots
MINUTE
p/sec. p/sec.
(mps = 196.85 fpm)
16 31.1 17 33.0
MPS FPM MPS FPM
18 35.0 19 36.9
1 197 1.5 295
20 38.9 21 40.8
2 394 2.5 492
22 42.8 23 44.7
3 591 3.5 689
24 46.6 25 48.6
4 787 4.5 885
26 50.5 27 52.5
5 984 5.5 1082
28 54.4 29 56.4
6 1181 6.5 1279
30 58.3 31 60.3
7 1378 7.5 1476
32 62.2 33 64.1
8 1575 8.5 1673
34 66.1 35 68.0
9 1772 9.5 1870
36 70 37 71.9
10 1969 10.5 2067
38 73.9 39 75.8
11 2165 11.5 2263
40 77.8 41 79.7
12 2362 12.5 2460
42 81.6 43 83.6
13 2559 13.5 2657
44 85.5 45 87.5
14 2756 14.5 2854
46 89.4 47 91.4
15 2953 15.5 3051
48 93.3 49 95.2
16 3150 16.5 3248
50 97.2 51 99.1
17 3346 17.5 3444
52 101.1 53 103.0
18 3543 18.5 3641
54 105.0 55 106.9
19 3740 19.5 3838
56 108.8 57 110.8
20 3937
58 112.7 59 114.7
METERS PER SECOND TO KNOTS 60 116.6 61 118.6
(1 mps = 1.9438 knots) 62 120.5 63 122.5
Meters Knots Meters Knots 64 124.4 65 126.3
p/sec. p/sec.
66 128.3 67 130.2
0 - 1 1.9
68 132.2 69 134.1
2 3.9 3 5.8
70 136.1 71 138.0
4 7.8 5 9.7
72 140.0 73 141.9
6 11.7 7 13.6
74 143.8 75 145.8
8 15.6 9 17.5
76 147.7 77 149.7
10 19.4 11 21.4
78 151.6 79 153.6
12 23.3 13 25.3

14 27.2 15 29.2

© JEPPESEN SANDERSON, INC. 2006. ALL RIGHTS RESERVED.

16 TABLES AND CODES 24 FEB 06

REFERENCE TABLES
TEMPERATURES (CELSIUS/FAHRENHEIT)
(CELSIUS/FAHRENHEIT)
°C °F °C °F
°C °F °C °F
26 78.8 27 80.6
-40 -40.0 -39 -38.2
28 82.4 29 84.2
-38 -36.4 -37 -34.6
30 86.0 31 87.8
-36 -32.8 -35 -31.0
32 89.6 33 91.4
-34 -29.2 -33 -27.4
34 93.2 35 95.0
-32 -25.6 -31 -23.8
36 96.8 37 98.6
-30 -22.0 -29 -20.2
38 100.4 39 102.2
-28 -18.4 -27 -16.6
40 104.0 41 105.8
-26 -14.8 -25 -13.0
42 107.6 43 109.4
-24 -11.2 -23 - 9.4
44 111.2 45 113.0
-22 - 7.6 -21 - 5.8
46 114.8 47 116.6
-20 - 4.0 -19 - 2.2
48 118.4 49 120.2
-18 - 0.4 -17 1.4
50 122.0 51 123.8
-16 3.2 -15 5.0
52 125.6 53 127.4
-14 6.8 -13 8.6
54 129.2 55 131.0
-12 10.4 -11 12.2
WEIGHT
-10 14.0 -9 15.8

-8 17.6 -7 19.4 Lbs Kgs Lbs Kgs

-6 21.2 -5 23.0
2.2046 1 .45359
-4 24.8 -3 26.6
4 2 1
-2 28.4 -1 30.2
7 3 1
0 32.0 1 33.8
9 4 2
2 35.6 3 37.4
11 5 2
4 39.2 5 41.0
13 6 3
6 42.8 7 44.6
15 7 3
8 46.4 9 48.2
18 8 4
10 50.0 11 51.8
20 9 4
12 53.6 13 55.4
22 10 4
14 57.2 15 59.0
44 20 9
16 60.8 17 62.6
66 30 14
18 64.4 19 66.2
88 40 18
20 68.0 21 69.8
110 50 23
22 71.6 23 73.4
132 60 27
24 75.2 25 77.0
154 70 32

© JEPPESEN SANDERSON, INC. 2006. ALL RIGHTS RESERVED.

 24 FEB 06 TABLES AND CODES 17

REFERENCE TABLES
KILOMETERS
Lbs Kgs Lbs Kgs
to SM to NM

176 80 36 124.27 200 107.99

198 90 41 186.41 300 161.99

220 100 45 248.55 400 215.98

441 200 91 310.69 500 269.98

661 300 136 372.82 600 323.97

882 400 181 434.96 700 377.97

1102 500 227 497.10 800 431.97

1323 600 272 559.23 900 485.96

1543 700 318 621.37 1000 539.96

1764 800 363

STATUTE MILES
1984 900 408
to KM to NM
2205 1000 454
1.6093 1 0.86898
DISTANCES
3.22 2 1.74
KILOMETERS
4.83 3 2.61
to SM to NM
6.44 4 3.48
0.62137 1 0.53996
8.05 5 4.34
1.24 2 1.08
9.66 6 5.21
1.86 3 1.62
11.27 7 6.08
2.49 4 2.16
12.87 8 6.95
3.11 5 2.70
14.48 9 7.82
3.73 6 3.24
16.09 10 8.69
4.35 7 3.78
32.19 20 17.38
4.97 8 4.32
48.28 30 26.07
5.59 9 4.86
64.37 40 34.76
6.21 10 5.40
80.47 50 43.45
12.43 20 10.80
96.56 60 52.14
18.64 30 16.20
112.65 70 60.83
24.85 40 21.60
128.75 80 69.52
31.07 50 27.00
144.84 90 78.20
37.28 60 32.40
160.93 100 86.90
43.50 70 37.80
321.87 200 173.80
49.71 80 43.20
482.30 300 260.69
55.92 90 48.60
643.74 400 347.59
62.14 100 54.00

© JEPPESEN SANDERSON, INC. 2006. ALL RIGHTS RESERVED.

18 TABLES AND CODES 24 FEB 06

REFERENCE TABLES
STATUTE MILES NAUTICAL MILES

to KM to NM to KM to SM

804.67 500 434.49 1481.60 800 920.62

965.61 600 521.39 1666.80 900 1035.70

1126.54 700 608.28 1852.00 1000 1150.78

1287.48 800 695.18

METERS to FEET
1448.41 900 782.01

1609.34 1000 868.98 Meters Ft Meters Ft

.3048 1 3.2808
NAUTICAL MILES
1 2 7
to KM to SM
1 3 10
1.8520 1 1.1508
1 4 13
3.70 2 2.30
2 5 16
5.56 3 3.45
2 6 20
7.41 4 4.60
2 7 23
9.26 5 5.75
2 8 26
11.11 6 6.90
3 9 30
12.96 7 8.06
3 10 33
14.82 8 9.21
6 20 66
16.67 9 10.36
9 30 98
18.52 10 11.51
12 40 131
37.04 20 23.02
15 50 164
55.56 30 34.52
18 60 197
74.08 40 46.03
21 70 230
92.60 50 57.54
24 80 262
111.12 60 69.05
27 90 295
129.64 70 80.56
30 100 328
148.16 80 92.06
61 200 656
166.68 90 103.57
91 300 984
185.20 100 115.08
122 400 1312
370.40 200 230.16
152 500 1640
555.60 300 345.23
183 600 1968
740.80 400 460.31
213 700 2296
926.00 500 575.39
244 800 2625
1111.20 600 690.47
274 900 2953
1296.40 700 805.55
305 1000 3281

© JEPPESEN SANDERSON, INC. 2006. ALL RIGHTS RESERVED.

 24 FEB 06 TABLES AND CODES 19

REFERENCE TABLES

METERS to YARDS INCHES to MILLIMETERS (mm)

Meters Yds Meters Yds Inches mm Inches mm

.9144 1 1.0936 .03937 1 25.4

2 2 2 .07874 2 50.8

3 3 3 .11811 3 76.2

4 4 4 .15748 4 101.6

5 5 5 .19685 5 127.0

5 6 7 .23622 6 152.4

6 7 8 .27559 7 177.8

7 8 9 .31496 8 203.2

8 9 10 .35433 9 228.6

9 10 11 .3937 10 254.0

18 20 22 .7874 20 508.0

27 30 33 1.1811 30 762.0

36 40 44 1.5748 40 1016.0

46 50 55 1.9685 50 1270.0

55 60 66 2.3622 60 1524.0

64 70 77 2.7559 70 1778.0

73 80 88 3.1496 80 2032.0

82 90 99 3.5433 90 2286.0

91 100 110 3.9370 100 2540.0

183 200 219 7.8140 200 5080.0

274 300 329 11.8110 300 7620.0

366 400 438 15.7480 400 10160.0

457 500 548 19.6850 500 12700.0

549 600 658 23.6220 600 15240.0

640 700 767 27.5590 700 17780.0

732 800 877 31.4960 800 20320.0

823 900 987 35.4330 900 22860.0

914 1000 1096 39.3701 1000 25400.0

© JEPPESEN SANDERSON, INC. 2006. ALL RIGHTS RESERVED.

20 TABLES AND CODES 24 FEB 06

REFERENCE TABLES
VOLUME
U.S.
U.S. Gal Liter Liter
Gal
U.S. Imp U.S.
Imp Gal
Gal Gal Gal
1 4 15
.83267 1 1.2010
1 5 19
2 2 2
2 6 23
2 3 4
2 7 26
3 4 5
2 8 30
4 5 6
2 9 34
5 6 7
3 10 38
6 7 8
5 20 76
7 8 10
8 30 114
7 9 11
11 40 151
8 10 12
13 50 189
17 20 24
16 60 227
25 30 36
18 70 265
33 40 48
21 80 303
42 50 60
24 90 341
50 60 72
26 100 378
58 70 84
53 200 757
67 80 96
79 300 1136
75 90 108
106 400 1514
83 100 120
132 500 1893
167 200 240
158 600 2271
250 300 360
185 700 2650
333 400 480
211 800 3028
416 500 600
238 900 3407
500 600 721
264 1000 3785
583 700 841

666 800 961 Imp

Imp Gal Liter Liter
Gal
750 900 1081

833 1000 1201 .21997 1 4.5460

.4 2 9
U.S. .7 3 14
U.S. Gal Liter Liter
Gal
.9 4 18
.26418 1 3.7853
1 5 23
1 2 8
1 6 27
1 3 11
2 7 32

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 24 FEB 06 TABLES AND CODES 21

REFERENCE TABLES

Imp OIL VOLUME/WEIGHT

Imp Gal Liter Liter
Gal (approximate according to Temp)

2 8 36 U.S. U.S.
Lbs Lbs
Gal Gal
2 9 41
1.3 10 75
2 10 45
3 20 150
4 20 91
4 30 225
7 30 136
5 40 300
9 40 182
7 50 375
11 50 227
8 60 450
13 60 273
9 70 525
15 70 318
11 80 600
18 80 364
12 90 675
20 90 409
13 100 750
22 100 455
27 200 1500
44 200 909
40 300 2250
66 300 1364
53 400 3000
88 400 1818
67 500 3750
110 500 2273
80 600 4500
132 600 2728
93 700 5250
154 700 3182
107 800 6000
176 800 3637
120 900 6750
198 900 4091
133 1000 7500
220 1000 4546

OIL VOLUME/WEIGHT
OIL VOLUME/WEIGHT
(approximate according to Temp)
(approximate according to Temp)

U.S. U.S. Liter Lbs Liter Lbs

Lbs Lbs
Gal Gal
.50471 1 1.9813
.13333 1 7.5000
1.0 2 4
.3 2 15
1.5 3 6
.4 3 22
2.0 4 8
.5 4 30
2.5 5 10
.7 5 38
3.0 6 12
.8 6 45
3.5 7 14
.9 7 52
4.0 8 16
1.1 8 60
4.5 9 18
1.2 9 68

© JEPPESEN SANDERSON, INC. 2006. ALL RIGHTS RESERVED.

22 TABLES AND CODES 24 FEB 06

REFERENCE TABLES
OIL VOLUME/WEIGHT OIL VOLUME/WEIGHT
(approximate according to Temp) (approximate according to Temp)

Liter Lbs Liter Lbs Liter Kg Liter Kg

5.0 10 20 11 10 9

10 20 40 22 20 18

15 30 59 33 30 27

20 40 79 44 40 36

25 50 99 56 50 45

30 60 119 67 60 54

35 70 139 78 70 63

40 80 158 89 80 72

45 90 178 100 90 81

50 100 198 111 100 90

101 200 396 222 200 180

151 300 594 334 300 270

202 400 792 445 400 360

252 500 991 556 500 449

303 600 1189 668 600 539

353 700 1387 779 700 629

404 800 1585 890 800 719

454 900 1783 1001 900 809

505 1000 1981 1113 1000 899

OIL VOLUME/WEIGHT TURBINE FUEL VOLUME/WEIGHT

(approximate according to Temp) (up to 5 pounds variation per 100 gallons due
to fuel grade and temperature)

Liter Kg Liter Kg
Liter Lbs Liter Lbs

1.1127 1 .89871
0.57 1 1.8
2 2 2
1.1 2 3.6
3 3 3
1.7 3 5.4
4 4 4
2.3 4 7.2
6 5 5
2.8 5 9.0
7 6 5
3.4 6 11
8 7 6
4 7 13
9 8 7
4.5 8 14
10 9 8
5.1 9 16

© JEPPESEN SANDERSON, INC. 2006. ALL RIGHTS RESERVED.

 24 FEB 06 TABLES AND CODES 23

REFERENCE TABLES
TURBINE FUEL VOLUME/WEIGHT TURBINE FUEL VOLUME/WEIGHT
(up to 5 pounds variation per 100 gallons due (up to 5 pounds variation per 100 gallons due
to fuel grade and temperature) to fuel grade and temperature)

U.S. U.S.
Liter Lbs Liter Lbs Lbs Lbs
Gal Gal

5.7 10 18 1.35 9 60

11 20 36 1.5 10 67

17 30 54 3 20 130

23 40 72 4.5 30 200

28 50 90 6 40 270

34 60 110 7.5 50 330

40 70 130 9 60 400

45 80 140 10.5 70 470

51 90 160 12 80 530

57 100 180 13.5 90 600

110 200 360 15 100 670

170 300 540 30 200 1300

230 400 720 45 300 2000

280 500 900 60 400 2700

340 600 1100 75 500 3300

400 700 1300 90 600 4000

450 800 1400 105 700 4700

510 900 1600 120 800 5300

570 1000 1800 135 900 6000

150 1000 6700

TURBINE FUEL VOLUME/WEIGHT
(up to 5 pounds variation per 100 gallons due TURBINE FUEL VOLUME/WEIGHT
to fuel grade and temperature)
(up to 5 pounds variation per 100 gallons due
to fuel grade and temperature)
U.S. U.S.
Lbs Lbs
Gal Gal
Liter Kg Liter Kg
0.15 1 6.7

.3 2 13 1.25 1 .8

.45 3 20 2.5 2 1.6

.6 4 27 3.8 3 2.4

.75 5 33 5.0 4 3.2

.9 6 40 6.2 5 4.0

1.05 7 47 7.5 6 4.8

1.2 8 53 8.8 7 5.6

© JEPPESEN SANDERSON, INC. 2006. ALL RIGHTS RESERVED.

24 TABLES AND CODES 24 FEB 06

REFERENCE TABLES
TURBINE FUEL VOLUME/WEIGHT AVIATION GAS VOLUME/WEIGHT
(up to 5 pounds variation per 100 gallons due (approximate according to temperature)
to fuel grade and temperature)
Gal Lbs Gal Lbs
Liter Kg Liter Kg

1.3 8 48
10 8 6.4
1.5 9 54
11 9 7.2
1.7 10 60
12 10 8
3 20 120
25 20 16
5 30 180
38 30 24
7 40 240
50 40 32
8 50 300
62 50 40
10 60 360
75 60 48
12 70 420
88 70 56
13 80 480
100 80 64
15 90 540
110 90 72
17 100 600
120 100 80
33 200 1200
250 200 160
50 300 1800
380 300 240
67 400 2400
500 400 320
83 500 3000
620 500 400
100 600 3600
750 600 480
117 700 4200
880 700 560
133 800 4800
1000 800 640
150 900 5400
1100 900 720
167 1000 6000
1200 1000 800

AVIATION GAS VOLUME/WEIGHT

AVIATION GAS VOLUME/WEIGHT (approximate according to temperature)
(approximate according to temperature)
Liter Lbs Liter Lbs
Gal Lbs Gal Lbs
.631 1 1.58
.167 1 6.00
1 2 3
.3 2 12
2 3 5
.5 3 18
2 4 6
.7 4 24
3 5 8
.8 5 30
4 6 10
1.0 6 36
4 7 11
1.2 7 42

© JEPPESEN SANDERSON, INC. 2006. ALL RIGHTS RESERVED.

 5 MAY 06 TABLES AND CODES 25

REFERENCE TABLES
AVIATION GAS VOLUME/WEIGHT AVIATION GAS VOLUME WEIGHT
(approximate according to temperature) (approximate according to temperature)

Liter Lbs Liter Lbs Liter Kg Liter Kg

5 8 13 11 8 6

6 9 14 12 9 6

6 10 16 14 10 7

13 20 32 28 20 14

19 30 48 42 30 22

25 40 63 56 40 29

32 50 79 70 50 36

38 60 95 83 60 43

44 70 111 97 70 50

50 80 127 111 80 58

57 90 143 125 90 65

63 100 158 139 100 72

126 200 317 278 200 144

189 300 476 417 300 216

252 400 634 556 400 288

315 500 793 695 500 359

378 600 951 834 600 431

442 700 1110 974 700 503

505 800 1268 1113 800 575

568 900 1427 1252 900 647

631 1000 1585 1391 1000 719

AVIATION GAS VOLUME WEIGHT

(approximate according to temperature)

Liter Kg Liter Kg

1.39 1 .719

3 2 1

4 3 2

6 4 3

7 5 4

8 6 4

10 7 5

© JEPPESEN SANDERSON, INC. 2006. ALL RIGHTS RESERVED.

26 TABLES AND CODES 5 MAY 06

REFERENCE TABLES
ALTIMETER CORRECTIONS TEMPERATURE CORRECTION

Extracted from ICAO Document 8186; Vol I; Part
VI; Chapter 3 – ALTIMETER SETTING PROCE-
DURES.
NOTE: This chapter deals with altimeter corrections
for pressure, temperature and, where appropriate,
wind and terrain effects. The pilot is responsible for
these corrections except when under radar vector-
ing. In that case, the radar controller shall issue
clearances such that the prescribed obstacle clear-
ance will exist at all times, taking the cold tempera-
ture correction into account.
PRESSURE CORRECTION
Flight Levels
When flying at levels with the altimeter set to 1013.2
hPa, the minimum safe altitude must be corrected for
deviations in pressure when the pressure is lower
than the standard atmosphere (1013 hPa). An ap-
propriate correction is 10m (30 ft) per hPa below
1013 hPa. Alternatively, the correction can be ob-
tained from standard correction graphs or tables
supplied by the operator.
Requirement for Temperature Correction
The calculated minimum safe altitudes/heights must
be adjusted when the ambient temperature on the
surface is much lower than that predicted by the
standard atmosphere. In such conditions, an approx-
imate correction is 4 per cent height increase for ev-
ery 10° C below standard temperature as measured
at the altimeter setting source. This is safe for all al-
timeter setting source altitudes for temperatures
above -15°.
Tabulated Corrections
For colder temperatures, a more accurate correction
should be obtained from Tables 1 and 2 below.
These tables are calculated for a sea level aero-
drome. They are therefore conservative when ap-
plied at higher aerodromes.
NOTE 1: The corrections have been rounded up to
the next 5m or 10 ft increment.
NOTE 2: Temperature values from the reporting sta-
tion (normally the aerodrome) nearest to the position
of the aircraft should be used.

QNH/QFE
When using the QNH or QFE altimeter setting (giv-
ing altitude or height above QFE datum respective-
ly), a pressure correction is not required.

Table 1 – Values to be added by the pilot to minimum promulgated heights/altitudes (m)

Aerodrome Height above the elevation of the altimeter setting source (metres)
Temperature
(°C) 60 90 120 150 180 210 240 270 300 450 600 900 1200 1500

0 5 5 10 10 10 15 15 15 20 25 35 50 70 85

-10 10 10 15 15 25 20 25 30 30 45 60 90 120 150

-20 10 15 20 25 25 30 35 40 45 65 85 130 170 215

-30 15 20 25 30 35 40 45 55 60 85 115 170 230 285

-40 15 25 30 40 45 50 60 65 75 110 145 220 290 365

-50 20 30 40 45 55 65 75 80 90 135 180 270 360 450

Table 2 – Values to be added by the pilot to minimum promulgated heights/altitudes (ft)

Aerodrome Height above the elevation of the altimeter setting source (feet)
Temperature
(°C) 200 300 400 500 600 700 800 900 1000 1500 2000 3000 4000 5000

0 20 20 30 30 40 40 50 50 60 90 120 170 230 280

-10 20 30 40 50 60 70 80 90 100 150 200 290 390 490

-20 30 50 60 70 90 100 120 130 140 210 280 420 570 710

-30 40 60 80 100 120 140 150 170 190 280 380 570 760 950

-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

© JEPPESEN SANDERSON, INC. 2006. ALL RIGHTS RESERVED.

 26 NOV 10 TABLES AND CODES 31

NOTAMS
INTRODUCTION
NOTAMs promulgating significant information
changes are disseminated from locations all over
the world. NOTAMs are intended to supplement
Aeronautical Information Publications and provide a
fast medium for disseminating information at a short
notice. The following format and codes are used in
disseminating NOTAMs.
TYPICAL NOTAM — IN THE SYSTEM
NOTAM FORMAT

FORMAT EXPLANATION OF
SYSTEM NOTAM
NOTAMN — New NOTAM
NOTAMR — Replaces a previous NOTAM
NOTAMC — Cancels a NOTAM
NOTAMS — SNOWTAM
NOTAM format item Q is divided into eight separate qualifier fields.
a. FIR — ICAO location indicator plus “XX” if applicable to more than one FIR.
b. NOTAM CODE — If the subject of the NOTAM (second and third letter of NOTAM code) is not in the
NOTAM Code , the following letters should be used to reference the subject category.

QAGXX = AGA QCOXX = COM QRCXX = RAC QXXXX = Other

c. TRAFFIC — I = IFR
V = VFR
IV = IFR/VFR
d. PURPOSE — N = Selected for the immediate attention of aircraft operators.
B = Selected for preflight information bulletins.
O = Operationally significant for IFR flights.
M = Miscellaneous.
e. SCOPE — A = Aerodrome
E = Enroute

q$z

© JEPPESEN, 1992, 2010. ALL RIGHTS RESERVED.

 32 TABLES AND CODES 26 NOV 10

NOTAMS

W = Navigational warning
f. LOWER — Used when applicable to indicate lower limits of the affected area. Default value of 000 is
used when limit is not defined.
g. UPPER — Used when applicable to indicate upper limit of the affected area. Default value of 999 is
used when limit is not defined.
h. COORDINATES RADIUS — Latitude and longitude present approximate center of a circle whose
radius encompasses the whole area of influence.

NOTAM format items A thru G provide information on location, times, changes and limits.
A) ICAO location indicator of aerodrome or FIR.
B) Ten figure date-time group indicating when the NOTAM comes into force.
C) Ten figure date-time group or PERM indicating the duration of the NOTAM. If the duration of
the NOTAM is uncertain, the approximate duration must be indicated using the date-time group
followed by EST.
D) Specified periods for changes being reported, otherwise omitted.
E) Decoded NOTAM code in plain language. ICAO abbreviations may be used where appropriate.
F) These items are normally applicable to navigational warnings or airspace restrictions clearly
G) } indicating reference datum and units of measurement. Item F provides the lower limit and item
G provides the upper limit.

SOME STATES ARE STILL PROMULGATING PREVIOUS NOTAM FORMAT AND

CLASS I NOTAMS IN THE PREVIOUS FORMAT. EXPLANATION

12240

A) ICAO location indicator of aerodrome or FIR.

B) Eight figure date-time group, WIE (with immediate effect), or WEF (with effect from) indicating
when the NOTAM comes into force.
C) Eight figure date-time group, PERM, or UFN (until further notice) indicating the duration of the
NOTAM. If the duration of the NOTAM is UFN, the approximate duration of the information should
also be indicated.
D) Specified periods for changes being reported, otherwise omitted.
E) NOTAM code, abbreviated plain language or both.
F) These items are normally applicable to navigational warnings or airspace restrictions clearly
}
G) indicating reference datum and units of measurement.

NOTAM CODE
SECOND AND THIRD LETTERS
SECOND AND THIRD LETTERS (Q__ __)
UNIFORM ABBREVIATED
CODE SIGNIFICATION
PHRASEOLOGY
AGA
Lighting facilities (L)
LA Approach light system (specify runway and type) als
LB Aerodrome beacon abn

q$z

© JEPPESEN, 1992, 2010. ALL RIGHTS RESERVED.

 26 NOV 10 TABLES AND CODES 33
NOTAMS

SECOND AND THIRD LETTERS (Q__ __)

UNIFORM ABBREVIATED
CODE SIGNIFICATION
PHRASEOLOGY
LC Runway centerline lights (specify runway) rcll
LD Landing direction indicator lights ldi lgt
LE Runway edge lights (specify runway) redl
LF Sequenced flashing lights (specify runway) sequenced flg lgt
LG Pilot-controlled lighting pcl
LH High intensity runway lights (specify runway) high intst rwy lgt
LI Runway end identifier lights (specify runway) rwy end id lgt
LJ Runway alignment indicator lights (specify runway) rai lgt
LK Category II components of approach lighting system (specify cat II components als
runway)
LL Low intensity runway lights (specify runway) low intst rwy lgt
LM Medium intensity runway lights (specify runway) medium intst rwy lgt
LP Precision approach path indicator (PAPI) (specify runway) papi
LR All landing area lighting facilities ldg area lgt fac
LS Stopway lights (specify runway) stwl
LT Threshold lights (specify runway) thr lgt
LU Helicopter approach path indicator hapi
LV Visual approach slope indicator system (specify type and vasis
runway)
LW Heliport lighting heliport lgt
LX Taxiway centerline lights (specify taxiway) twy cl lgt
LY Taxiway edge lights (specify taxiway) twy edge lgt
LZ Runway touchdown zone lights (specify runway) rtzl
AGA
Movement and landing area (M)
MA Movement area mov area
MB Bearing strength (specify part of landing area or movement bearing strength
area)
MC Clearway (specify runway) cwy
MD Declared distances (specify runway) declared dist
MG Taxiing guidance system tgs
MH Runway arresting gear (specify runway) rag
MK Parking area prkg area
MM Daylight markings (specify threshold, centerline, etc.) day markings
MN Apron apron
MO Stopbar (specify taxiway) stopbar
MP Aircraft stands (specify) acft stand
MR Runway (specify runway) rwy
MS Stopway (specify runway) swy
MT Threshold (specify runway) thr
MU Runway turning bay (specify runway) rwy turning bay
MW Strip/shoulder (specify runway) strip/shoulder
MX Taxiway(s) (specify) twy
MY Rapid exit taxiway (specify) rapid exit twy
AGA
Facilities and services (F)
FA Aerodrome ad
FB Friction Measuring Device (specify type) friction measuring device
FC Ceiling measurement equipment ceiling measurement eqpt
FD Docking system (specify AGNIS, BOLDS, etc.) dckg system
q$z

© JEPPESEN, 1992, 2010. ALL RIGHTS RESERVED.

 34 TABLES AND CODES 26 NOV 10

NOTAMS

SECOND AND THIRD LETTERS (Q__ __)

UNIFORM ABBREVIATED
CODE SIGNIFICATION
PHRASEOLOGY
FE Oxygen (specify type) oxygen
FF Fire fighting and rescue fire and rescue
FG Ground movement control gnd mov ctl
FH Helicopter alighting area/platform hel alighting area
FI Aircraft de-icing(specify) acft de-ice
FJ Oils (specify type) oil
FL Landing direction indicator ldi
FM Meteorological service (specify type) met
FO Fog dispersal system fg dispersal
FP Heliport heliport
FS Snow removal equipment sn removal eqpt
FT Transmissometer (specify runway and, where applicable, transmissometer
designator(s) of transmissometer(s))
FU Fuel availability fuel avbl
FW Wind direction indicator wdi
FZ Customs cust
ATM
Airspace organization (A)
AA Minimum altitude (specify enroute/crossing/safe) mnm alt
AC Control zone (CTR) ctr
AD Air defense identification zone (ADIZ) adiz
AE Control area (CTA) cta
AF Flight information region fir
AH Upper control area uta
AL Minimum usable flight level mnm usable fl
AN Area navigation route rnav route
AO Oceanic control area oca
AP Reporting point (specify name or coded designator) rep
AR ATS route (specify) ats rte
AT Terminal control area (TMA) tma
AU Upper flight information region (UIR) uir
AV Upper advisory area (UDA) uda
AX Significant point sig
AZ Aerodrome traffic zone atz
ATM
Air traffic and VOLMET services (S)
SA Automatic terminal information service (ATIS) atis
SB ATS reporting office aro
SC Area control center acc
SE Flight information service fis
SF Aerodrome flight information service afis
SL Flow control center flow ctl center
SO Oceanic area control center oac
SP Approach control service app
SS Flight service station fss
ST Aerodrome control tower twr
SU Upper area control center uac
SV VOLMET Broadcast volmet
SY Upper advisory service (specify) upper advisory ser

q$z

© JEPPESEN, 1992, 2010. ALL RIGHTS RESERVED.

 26 NOV 10 TABLES AND CODES 35
NOTAMS

SECOND AND THIRD LETTERS (Q__ __)

UNIFORM ABBREVIATED
CODE SIGNIFICATION
PHRASEOLOGY
ATM
Air traffic procedures (P)
PA Standard instrument arrival (specify route designator) star
PB Standard VFR arrival std vfr arr
PC Contingency procedure contingency proc
PD Standard instrument departure (specify route designator) sid
PE Standard VFR department std vfr dep
PF Flow control procedure flow ctl proc
PH Holding procedure hldg proc
PI Instrument approach procedure (specify type and runway) inst apch proc
PK VFR approach procedure vfr apch proc
PL Flight plan processing, filing and related contingency fpl
PM Aerodrome operating minima (specify procedure and amended opr minima
minimum)
PN Noise operating restrictions noise opr restrictions
PO Obstacle clearance altitude and height (specify procedure) oca och
PR Radio failure procedure rdo failure proc
PT Transition altitude or transition level (specify) ta/trl
PU Missed approach procedure (specify runway) missed apch proc
PX Minimum holding altitude (specify fix) mnm hldg alt
PZ ADIZ procedure adiz proc
CNS
Communication and surveillance facilities (C)
CA Air/ground facility (specify service and frequency) a/g fac
CB Automatic dependent surveillance – broadcast (details) ads-b
CC Automatic dependent surveillance – contract (details) ads-c
CD Controller-pilot datalink communications (details) cpdlc
CE Enroute surveillance radar rsr
CG Ground controlled approach system gca
CL Selective calling system selcal
CM Surface movement radar smr
CP Precision approach radar (specify runway) par
CR Surveillance radar element of precision approach radar sre
system (specify wavelength)
CS Secondary surveillance radar ssr
CT Terminal area surveillance radar tar
CNS
Instrument and microwave landing systems (I)
IC Instrument landing system (specify runway) ils
ID DME associated with ILS ils dme
IG Glide path (ILS) (specify runway) ils gp
II Inner marker (ILS) (specify runway) ils im
IL Localizer (ILS) (specify runway) ils llz
IM Middle marker (ILS)(specify runway) ils mm
IN Localizer (not associated with ILS) llz
IO Outer marker (ILS) (specify runway) ils om
IS ILS Category I (specify runway) ils cat I
IT ILS Category II (specify runway) ils cat II
IU ILS Category III (specify runway) ils cat III

q$z

© JEPPESEN, 1992, 2010. ALL RIGHTS RESERVED.

 36 TABLES AND CODES 26 NOV 10

NOTAMS

SECOND AND THIRD LETTERS (Q__ __)

UNIFORM ABBREVIATED
CODE SIGNIFICATION
PHRASEOLOGY
IW Microwave landing system (specify runway) mls
IX Locator, outer (ILS) (specify runway) ils lo
IY Locator, middle (ILS) (specify runway) ils lm
CNS
GNSS services (G)
GA GNSS airfield-specific operations (specify operation) gnss airfield
GW GNSS area-wide operations (specify operation) gnss area
CNS
Terminal and enroute navigation facilities (N)
NA All radio navigation facilities (except. . .) all rdo nav fac
NB Non-directional radio beacon ndb
NC DECCA decca
ND Distance measuring equipment dme
NF Fan marker fan mkr
NL Locator (specify identification) l
NM VOR/DME vor/dme
NN TACAN tacan
NO OMEGA omega
NT VORTAC vortac
NV VOR vor
NX Direction finding station (specify type and frequency) df
Navigation warnings
Airspace restrictions (R)
RA Airspace reservation (specify) airspace reservation
RD Danger area (specify) ..d..
RM Military operating area moa
RO Overflying of . . . (specify) overflying
RP Prohibited area (specify) ..p..
RR Restricted area ..r..
RT Temporary restricted area (specify area) tempo restricted area
Navigation warnings
Warnings (W)
WA Air display air display
WB Aerobatics aerobatics
WC Captive balloon or kite captive balloon/kite
WD Demolition of explosives demolition of explosives
WE Exercises (specify) exer
WF Air refuelling air refuelling
WG Glider flying gld fly
WH Blasting blasting
WJ Banner/target towing banner/target towing
WL Ascent of free balloon ascent of free balloon
WM Missile, gun or rocket firing missile/gun/rocket frng
WP Parachute jumping exercise, paragliding or hang gliding pje/paragliding/hang gliding
WR Radioactive materials or toxic chemicals (specify) radioactive materials/toxic
chemicals
WS Burning or blowing gas burning/blowing gas
WT Mass movement of aircraft mass mov of acft
WU Unmanned aircraft ua

q$z

© JEPPESEN, 1992, 2010. ALL RIGHTS RESERVED.

 26 NOV 10 TABLES AND CODES 37
NOTAMS

SECOND AND THIRD LETTERS (Q__ __)

UNIFORM ABBREVIATED
CODE SIGNIFICATION
PHRASEOLOGY
WV Formation flight formation flt
WW Significant volcanic activity significant volcanic act
WY Aerial survey aerial survey
WZ Model flying model fly
Other information (O)
OA Aeronautical information service ais
OB Obstacle (specify details) obst
OE Aircraft entry requirements acft entry rqmnts
OL Obstacle lights on . . . (specify) obst lgt
OR Rescue co-ordination center rcc

FOURTH AND FIFTH LETTERS

FOURTH AND FIFTH LETTERS
UNIFORM ABBREVIATED
CODE SIGNIFICATION
PHRASEOLOGY
Availability (A)
AC Withdrawn for maintenance withdrawn maint
AD Available for daylight operation avbl day ops
AF Flight checked and found reliable fltck okay
AG Operating but ground checked only, awaiting flight check opr but gnd ck only, awaiting flt ck
AH Hours of service are now . . . (specify) hr ser
AK Resumed normal operation okay
AL Operative (or reoperative) subject to previously published opr subj previous cond
limitations/conditions
AM Military operations only mil ops only
AN Available for night operation avbl ngt ops
AO Operational opr
AP Available, prior permission required avbl ppr
AR Available on request avbl o/r
AS Unserviceable u/s
AU Not available (specify reason if appropriate) not avbl
AW Completely withdrawn withdrawn
AX Previously promulgated shutdown has been cancelled promulgated shutdown cnl
Changes (C)
CA Activated act
CC Completed cmpl
CD Deactivated deactivated
CE Erected erected
CF Operating frequency(ies) changed to opr freq changed to
CG Downgraded to downgraded to
CH Changed changed
CI Identification or radio call sign changed to ident/rdo call sign changed to
CL Realigned realigned
CM Displaced displaced
CN Cancelled cnl
CO Operating opr
CP Operating on reduced power opr reduced pwr
CR Temporarily replaced by tempo rplcd by
CS Installed instl

q$z

© JEPPESEN, 1992, 2010. ALL RIGHTS RESERVED.

38 TABLES AND CODES 26 NOV 10

NOTAMS

FOURTH AND FIFTH LETTERS

UNIFORM ABBREVIATED
CODE SIGNIFICATION
PHRASEOLOGY
CT On test, do not use on test, do not use
Hazard conditions (H)
HA Braking action is. . .
a. Poor
b. Medium/Poor
c. Poor
d. Medium/Good
e. Good ba is . . .
HB Friction coefficient is. . . (specify friction measuring device friction coefficient is
used)
HC Covered by compacted snow to a depth of cov compacted sn depth
HD Covered by dry snow to a depth of cov dry sn depth
HE Covered by water to a depth of cov water depth
HF Totally free of snow and ice free of sn and ice
HG Grass cutting in progress grass cutting inpr
HH Hazard due to (specify) hazard due
HI Covered by ice cov ice
HJ Launch planned. . .(specify balloon flight identification launch plan
or project code name, launch site, planned period of
launch(es) - date/time, expected climb direction, estimated
time to pass 18,000m (60,000 ft), or reaching cruise level
if at or below 18,000m (60,000 ft), together with estimated
location)
HK Bird migration in progress (specify direction) bird migration inpr
HL Snow clearance completed snow clr cmpl
HM Marked by marked by
HN Covered by wet snow or slush to a depth of cov wet sn/slush depth
HO Obscured by snow obscured by sn
HP Snow clearance in progress snow clr inpr
HQ Operation cancelled. . .(specify balloon flight identification opr cnl
or project code name)
HR Standing water standing water
HS Sanding in progress sanding inpr
HT Approach according to signal area only apch according signal area only
HU Launch in progress. . .(specify balloon flight identification launch inpr
or project code name, launch site, date/time of launch(es),
estimated time passing 18,000m (60,000 ft), or reaching
cruising level if at or below 18,000m (60,000 ft), together
with estimated location, estimated date/time of termination
of the flight and planned location of ground contact, when
applicable)
HV Work completed work cmpl
HW Work in progress wip
HX Concentration of birds bird concentration
HY Snow banks exist (specify height) sn banks hgt
HZ Covered by frozen ruts and ridges cov frozen ruts and ridges
Limitations (L)
LA Operating on auxiliary power supply opr aux pwr
LB Reserved for aircraft based therein reserved for acft based therein
LC Closed clsd
LD Unsafe unsafe
LE Operating without auxiliary power supply opr aux wo pwr

© JEPPESEN, 1992, 2010. ALL RIGHTS RESERVED.

 26 NOV 10 TABLES AND CODES 39
NOTAMS

FOURTH AND FIFTH LETTERS

UNIFORM ABBREVIATED
CODE SIGNIFICATION
PHRASEOLOGY
LF Interference from interference fm
LG Operating without identification opr wo ident
LH Unserviceable for aircraft heavier than u/s acft heavier than
LI Closed to IFR operations clsd ifr ops
LK Operating a a fixed light opr as f lgt. . .
LL Usable for length of. .and width of. . usable len/wid. . .
LN Closed to all night operations clsed to all ngt ops
LP Prohibited to prohibited to
LR Aircraft restricted to runways and taxiways acft restricted to rwy and twy
LS Subject to interruption subj intrp
LT Limited to ltd to
LV Closed to VFR operations clsd vfr ops
LW Will take place will take place
LX Operating but caution advised due to opr but caution advised due to
Other (XX)
XX Where 4th and 5th letter code does not cover the situation (plain language following the NOTAM
use XX and supplement by plain language Code)

© JEPPESEN, 1992, 2010. ALL RIGHTS RESERVED.

 24 FEB 06 TABLES AND CODES 43

SNOWTAM
Extracted from ICAO Annex 15 — AERONAUTICAL INFORMATION SERVICES
SNOWTAM

ORIGINATION AND DISTRIBUTION made preferably by use of the SNOWTAM format, or

Notification of the presence or removal or significant
changes in hazardous conditions due to snow,
slush, ice or water on the movement area is to be
SNOWTAM FORMAT
the NOTAM Code and plain language.
Information concerning snow, ice and standing water
on aerodrome pavements shall, when reported by
means of a SNOWTAM, contain information in the
order shown in the following SNOWTAM Format.

© JEPPESEN SANDERSON, INC. 1993, 2006. ALL RIGHTS RESERVED.

44 TABLES AND CODES
SNOWTAM
GUIDANCE FOR THE COMPLETION
OF THE SNOWTAM FORMAT
GENERAL
a. When reporting on two or three runways, repeat
Items C to P inclusive.
b. Items together with their indicator must be
dropped completely, where no information is to
be included.
c. Metric units must be used and the unit of mea-
surement not reported.
d. The maximum validity of SNOWTAM is 24 hours.
New SNOWTAM must be issued whenever there
is a significant change in conditions. The follow-
ing changes relating to runway conditions are
considered as significant:
1. a change in the coefficient of friction of about
0.05;
2. changes in depth of deposit greater than the
following:
– 20mm for dry snow;
– 10mm for wet snow;
– 3mm for slush;
3. a change in the available length or width of a
runway of 10 per cent or more;
4. any change in the type of deposit or extent of
coverage which requires reclassification in
Items F or T of the SNOWTAM;
5. when critical snow banks exist on one or both
sides of the runway, any change in the height
or distance from centerline;
6. any change in the conspicuity of runway
lighting caused by obscuring of the lights;
7. any other conditions known to be significant
according to experience or local circum-
stances.
e. The abbreviated heading “TTAAiiii CCCC
MMYYGGgg (BBB)” is included to facilitate the
automatic processing of SNOWTAM messages
in computer data banks. The explanation of
these symbols is:
TT = data designator for SNOWTAM =
SW;
AA = geographical designator for
States; e.g., LF = France, EG =
United Kingdom;
iiii = SNOWTAM serial number in a
four-figure group;
CCCC = four-letter location indicator of the
aerodrome to which the
SNOWTAM refers;
© JEPPESEN SANDERSON, INC. 1993, 2006. ALL RIGHTS RESERVED.
24 FEB 06
MMYGGgg = date/time of
observation/measurement,
whereby:
– MM =
month; e.g., January = 01, December = 12
– YY =
day of the month
– GGgg =
time in hours (GG) and minutes (gg) UTC;
(BBB) = optional group for: correction to
SNOWTAM message previously
disseminated with the same
serial number = COR.
NOTE: Brackets in (BBB) are used to indicate
that this group is optional.
EXAMPLE: Abbreviated heading of SNOWTAM
No. 149 from Zurich, measurement/observation
of 7 November at 0620 UTC:
SWLS0149 LSZH 1107 0620
– Item A
Aerodrome location indicator (four-letter location
indicator).
– Item B
Eight-figure date/time group – giving time of ob-
servation as month, day, hour and minutes in
UTC; this item must always be completed.
– Item C
Lower runway designator number.
– Item D
Cleared runway length in metres, if less than
published length (see Item T on reporting on part
of runway not cleared).
– Item E
Cleared runway width in meters, if less than pub-
lished width; if offset left or right of center line
add “L” or “R” as viewed from the threshold hav-
ing the lower runway designation number.
– Item F
Deposit over total runway length as explained in
SNOWTAM Format. Suitable combinations of
these numbers may be used to indicate varying
conditions over runway segments. If more than
one deposit is present on the same portion of the
runway, they should be reported in sequence
from the top to the bottom. Drifts, depths of de-
posit appreciably greater than the average val-
ues or other significant characteristics of the de-
posits may be reported under ITEM T in plain
language.
– Item G
Mean depth in millimeters deposit for each third
of total runway length, or “XX” if not measurable
or operationally not significant; the assessment
to be made to an accuracy of 20mm for dry
snow, 10mm for wet snow and 3mm for slush.
 24 FEB 06 TABLES AND CODES 45

SNOWTAM
– Item H runway (if appropriate) in accordance with the
following scale:
Friction measurements on each third of the run-
way and friction measuring device. Measured or 10% — if less than 10% of runway contaminated
calculated coefficient (two digits) or, if not avail- 25% — if 11-25% of runway contaminated
able, estimated surface friction (single digit) in
50% — if 26-50% of runway contaminated
the order from the threshold having the lower
runway designation number. Insert a code 9 100% — if 51-100% of runway contaminated.
when surface conditions or available friction
measuring device do not permit a reliable sur- EXAMPLE OF COMPLETED
face friction measurement to be made. Use the SNOWTAM FORMAT
following abbreviations to indicate the type of
friction measuring device used: GG EHAMZQZX EDDFZQZX EKCHZQZX
BRD — Brakemeter-Dynometer 070645 LSZHYNYX
GRT — Grip Tester SWLS0149 LSZH 11070620
MUM — Mu-meter SNOWTAM 0149
RFT — Runway friction tester A) LSZH B) 11070620 C) 02 D) . . . P)
SFH — Surface friction tester (high pressure tire) C) 09 D) . . . P)
SFL — Surface friction tester (low pressure tire) C) 12 D) . . . P)
SKH — Skiddometer (high pressure tire)
R) NO S) 11070920 T) DEICING.
SKL — Skiddometer (low pressure tire)
TAP — Tapley meter DEFINITIONS OF THE VARIOUS
If other equipment used specify in plain lan-
TYPES OF SNOW
guage.
– Item J SLUSH — Water-saturated snow which with a
heel-and-toe slap-down motion against the ground
Critical Snowbanks: If present insert height in
will be displaced with a splatter; specific gravity: 0.5
centimeters and distance from edge of runway in
up to 0.8.
metres, followed by left (“L”) or right (“R”) side or
both sides (“LR”), as viewed from the threshold NOTE: Combinations of ice, snow and/or standing
having the lower runway designation number. water may, especially when rain, rain and snow, or
– Item K snow is falling, produce substances with specific
If runway lights are obscured insert “YES” fol- gravities in excess of 0.8. These substances, due to
lowed by “L”, “R” or both “LR” as viewed from the their high water/ice content, will have a transparent
threshold having the lower runway designation rather than a cloudy appearance and, at the higher
number. specific gravities, will be readily distinguishable from
slush.
– Item L
When further clearance will be undertaken, enter SNOW (on the ground) —
length and width of runway or “TOTAL” if runway a. Dry Snow: Snow which can be blown if loose or,
will be cleared to full dimensions. if compacted by hand, will fall apart again upon
– Item M release; specific gravity: up to but not including
0.35.
Enter the anticipated time of completion in UTC.
b. Wet Snow: Snow which, if compacted by hand,
– Item N
will stick together and tend to or form a snowball;
The code for Item F may be used to describe specific gravity: 0.35 up to but not including 0.5.
taxiway conditions; enter “NO” if no taxiways
c. Compacted Snow: Snow which has been com-
serving the associated runway are available.
pressed into a solid mass that resists further
– Item P compression and will hold together or break up
If applicable, enter “YES” followed by the lateral into lumps if picked up; specific gravity: 0.5 and
distance in metres. over.
– Item R
The code for Item F may be used to describe
apron conditions; enter “NO” if apron unusable.
– Item S
Enter the anticipated time of next observa-
tion/measurement in UTC.
– Item T
Describe in plain language any operationally sig-
nificant information but always report on length
of uncleared runway (Item D) and extent of run-
way contamination (Item F) for each third of the

© JEPPESEN SANDERSON, INC. 1993, 2006. ALL RIGHTS RESERVED.

 18 FEB 11 TABLES AND CODES 51

STANDARD TIME SIGNALS

General
In airspaces such as North Atlantic (NAT) mini-
mum navigation performance specifications (MNPS)
airspace, the time reference system(s) to be used
during the flight for calculation of waypoint estimated
times of arrival (ETAs) and waypoint actual times
of arrival (ATAs) shall be synchronized to universal
coordinated time (UTC). All ETAs and ATAs passed
to air traffic control shall be based on a time reference
that has been synchronized to UTC or equivalent.
Acceptable sources of UTC include:
WWV – National Institute of Standards and Tech-
nology (Fort Collins, Colorado). WWV operates 24
hours a day on 2500, 5000, 10000, 15000, 20000 kHz
(AM/single sideband (SSB)) and provides UTC voice
every minute.
GPS (corrected to UTC) – Available 24 hours a day
to those pilots who can access the time signal over
their shipboard GPS equipment.
CHU – National Research Council (NRC) – Available
24 hours a day on 3330, 7850, and 14670 kHz (SSB).
In the final 10-second period of each minute, a bilin-
gual station identification and time announcement is
made.
BBC – British Broadcasting Corporation (United King-
dom). The BBC transmits on a number of domestic
and worldwide frequencies and transmits the Green-
wich time signal (referenced to UTC) once every hour
on most frequencies, although there are some excep-
tions.
Any other source shown to the State of Registry or
State of Operator (as appropriate) to be an equivalent
source of UTC.

q$z

© JEPPESEN, 1979, 2011. ALL RIGHTS RESERVED.

 52 TABLES AND CODES 18 FEB 11

STANDARD TIME SIGNALS

12819

q$z

© JEPPESEN, 1979, 2011. ALL RIGHTS RESERVED.

 14 SEP 12 TABLES AND CODES 53 q$i

WORLDWIDE LOCAL TIMES

DIFFERENCES BETWEEN UTC
(Z) & LOCAL TIME
Add one hour to derived local time in countries
currently observing Daylight Saving Time (Summer
Time).

COUNTRY LOCAL TIME DAYLIGHT SAVING TIME

Afghanistan UTC + 4.5 —
Albania UTC + 1 25 MAR 12 0100Z - 28 OCT 12 0100Z
Algeria UTC + 1 —
American Samoa UTC - 11 —
Andorra UTC + 1 25 MAR 12 0100Z - 28 OCT 12 0100Z
Angola UTC + 1 —
Anguilla UTC - 4 —
Antigua and Barbuda UTC - 4 —
Argentina UTC - 3
Armenia UTC + 4 —
Aruba UTC - 4 —
Australia
UTC + 11.5 —
– Norfolk I
– Lord Howe I UTC + 10.5 (+.5) 07 OCT 11 1530Z - 01 APR 12 1500Z
UTC + 10 —
– Queensland
– ACT, New South Wales, UTC + 10 07 OCT 11 1600Z - 01 APR 12 1600Z
Tasmania, Victoria
UTC + 9.5 —
– Northern Territory
– South Australia UTC + 9.5 07 OCT 11 1630Z - 01 APR 12 1630Z
UTC + 8 —
– Western Australia
UTC + 7 —
– Christmas I
UTC + 6.5 —
– Cocos (Keeling) I
Austria UTC + 1 25 MAR 12 0100Z - 28 OCT 12 0100Z
Azerbaijan UTC + 4 24 MAR 12 2300Z - 27 OCT 12 2200Z
Azores UTC - 1 25 MAR 12 0100Z - 28 OCT 12 0100Z
Bahamas UTC - 5 11 MAR 12 0700Z - 04 NOV 12 0600Z
Bahrain UTC + 3 —
Bangladesh UTC + 6 —
Barbados UTC - 4 —
Belarus UTC + 3 —
Belgium UTC + 1 25 MAR 12 0100Z - 28 OCT 12 0100Z
Belize UTC - 6 —
Benin UTC + 1 —
Bermuda UTC - 4 11 MAR 12 0600Z - 04 NOV 12 0500Z
Bhutan UTC + 6 —
Bolivia UTC - 4 —
Bosnia-Herzegovina UTC + 1 25 MAR 12 0100Z - 28 OCT 12 0100Z
Botswana UTC + 2 —
Brazil
UTC - 2 —
– Fernando de Noronha
Archipelago
– coast of Brazil, the Federal UTC - 3 See Note
District, and the interior (except
Mato Grosso and Amazonas)

q$z

© JEPPESEN, 2002, 2012. ALL RIGHTS RESERVED.

 54 TABLES AND CODES 14 SEP 12

WORLDWIDE LOCAL TIMES q$i

COUNTRY LOCAL TIME DAYLIGHT SAVING TIME

– Mato Grosso do Sul, Amazonas, UTC - 4 See Note
Rondonia, Roraima and Acre
NOTE: Daylight saving time will be observed at 00:00 on the third Sunday of October, until 00:00 on the
third Sunday of February. Areas affected include the states of Bahia, Rio Grande do Sul, Santa Catarina,
Parana, Sao Paulo, Rio de Janeiro, Espirito Santo, Minas Gerais, Goias, Mato Grosso do Sul and the Distrito
Federal (Federal District).
British Virgin Is UTC - 4 —
Brunei UTC + 8 —
Bulgaria UTC + 2 25 MAR 12 0100Z - 28 OCT 12 0100Z
Burkina Faso UTC —
Burundi UTC + 2 —
Cambodia UTC + 7 —
Cameroon UTC + 1 —
Canary Is. UTC 25 MAR 12 0100Z - 28 OCT 12 0100Z
Canada
– Newfoundland UTC - 3.5 11 MAR 12 0530Z - 04 NOV 12 0530Z

– Atlantic UTC - 4 11 MAR 12 0600Z - 04 NOV 12 0500Z

– Eastern UTC - 5 11 MAR 12 0700Z - 04 NOV 12 0600Z

– Central UTC - 6 11 MAR 12 0800Z - 04 NOV 12 0700Z

(except Saskatchewan)
– Mountain UTC - 7 11 MAR 12 0900Z - 04 NOV 12 0800Z

– Pacific UTC - 8 11 MAR 12 1000Z - 04 NOV 12 0900Z

Cape Verde UTC - 1 —
Cayman Is. UTC - 5 —
Central African Republic UTC + 1 —
Chad UTC + 1 —
Chile UTC - 3 02 SEP 12 0400Z - 28 APR 13 0300Z
– Easter I. UTC - 5 02 SEP 12 0400Z - 28 APR 13 0300Z
China, PR of UTC + 8 —
Colombia UTC - 5 —
Comoros UTC + 3 —
Congo, DR of
UTC + 2 —
– East
UTC + 1 —
– West
Congo, Republic of UTC + 1 —
Cook Is UTC - 10 —
Costa Rica UTC - 6 —
Cote d’Ivoire UTC —
Croatia UTC + 1 25 MAR 12 0100Z - 28 OCT 12 0100Z
Cuba UTC - 5 18 MAR 12 0500Z - 11 NOV 12 0500Z
Cyprus UTC + 2 25 MAR 12 0100Z - 28 OCT 12 0100Z
Czech Republic UTC + 1 25 MAR 12 0100Z - 28 OCT 12 0100Z
Denmark UTC + 1 25 MAR 12 0100Z - 28 OCT 12 0100Z
Djibouti UTC + 3 —
Dominica UTC - 4 —
Dominican Republic UTC - 4 —
Ecuador UTC - 5 —
UTC - 6 —
– Galapagos Is.
Egypt UTC + 2 —

q$z

© JEPPESEN, 2002, 2012. ALL RIGHTS RESERVED.

 16 MAR 12 TABLES AND CODES 55
WORLDWIDE LOCAL TIMES q$i

COUNTRY LOCAL TIME DAYLIGHT SAVING TIME

El Salvador UTC - 6 —
Equatorial Guinea UTC + 1 —
Eritrea UTC + 3 —
Estonia UTC + 2 25 MAR 12 0100Z - 28 OCT 12 0100Z
Ethiopia UTC + 3 —
Faroe Is. UTC 25 MAR 12 0100Z - 28 OCT 12 0100Z
Fiji Is. UTC + 12 —
Finland UTC + 2 25 MAR 12 0100Z - 28 OCT 12 0100Z
France UTC + 1 25 MAR 12 0100Z - 28 OCT 12 0100Z
French Guiana UTC - 3 —
French Polynesia (Tahiti) UTC - 10 —
UTC - 9.5 —
– Marquesas Is
UTC - 9 —
– Gambier Is
Gabon UTC + 1 —
Gambia UTC —
Georgia UTC + 4 —
Germany UTC + 1 25 MAR 12 0100Z - 28 OCT 12 0100Z
Ghana UTC —
Gibraltar UTC + 1 25 MAR 12 0100Z - 28 OCT 12 0100Z
Great Britain (UK) UTC 25 MAR 12 0100Z - 28 OCT 12 0100Z
Greece UTC + 2 25 MAR 12 0100Z - 28 OCT 12 0100Z
Greenland
– Nerlerit Inaat UTC - 1 25 MAR 12 0100Z - 28 OCT 12 0100Z

– Aasiaat, Ilulissat, Kangerlussuaq, UTC - 3 25 MAR 12 0100Z - 28 OCT 12 0100Z

Kangilinnguit, Kulusuk,
Maniitsoq, Nanortalik,
Narsaq, Narsarsuaq, Nuuk,
Paamiut, Qaanaag, Qaarsut,
Qaqortoq, Qasigiannguit,
Qeqertarsuag, Sisimiut,
Upernavik, Uummannaq
– Thule UTC - 4 01 APR 12 0600Z - 28 OCT 12 0500Z
Grenada UTC - 4 —
Guadeloupe UTC - 4 —
Guam UTC + 10 —
Guatemala UTC - 6 —
Guinea UTC —
Guinea-Bissau UTC —
Guyana UTC - 4 —
Haiti UTC - 5 —
Honduras UTC - 6 —
Hong Kong, PR of China UTC + 8 —
Hungary UTC + 1 25 MAR 12 0100Z - 28 OCT 12 0100Z
Iceland UTC —
India UTC + 5.5 —
Indonesia
UTC + 9 —
– East
UTC + 8 —
– Central
UTC + 7 —
– West
Iran UTC + 3.5 21 MAR 12 2030Z - 21 SEP 12 1930Z
Iraq UTC + 3 —

q$z

© JEPPESEN, 2002, 2012. ALL RIGHTS RESERVED.

 56 TABLES AND CODES 16 MAR 12

WORLDWIDE LOCAL TIMES q$i

COUNTRY LOCAL TIME DAYLIGHT SAVING TIME

Ireland UTC 25 MAR 12 0100Z - 28 OCT 12 0100Z
Israel UTC + 2 30 MAR 12 0000Z - 22 SEP 12 2300Z
Italy UTC + 1 25 MAR 12 0100Z - 28 OCT 12 0100Z
Cote d’Ivorie UTC —
Jamaica UTC - 5 —
Japan UTC + 9 —
Jordan UTC + 2 29 MAR 12 2200Z - 25 OCT 12 2100Z
Kazakhstan
UTC + 5 —
– Western part
UTC + 6 —
– Eastern part
Kenya UTC + 3 —
Kiribati
UTC + 14 —
– Line Is
UTC + 13 —
– Phoenix Is
UTC + 12 —
– Gilbert Is
Korea, D.P.R of UTC + 9 —
Korea, Republic of UTC + 9 —
Kosovo UTC + 1 25 MAR 12 0100Z - 28 OCT 12 0100Z
Kuwait UTC + 3 —
Kyrgyzstan UTC + 6 —
Laos UTC + 7 —
Latvia UTC + 2 25 MAR 12 0100Z - 28 OCT 12 0100Z
Lebanon UTC + 2 25 MAR 12 0100Z - 28 OCT 12 0100Z
Lesotho UTC + 2 —
Liberia UTC —
Libya UTC + 2 —
Liechtenstein UTC + 1 25 MAR 12 0100Z - 28 OCT 12 0100Z
Lithuania UTC + 2 25 MAR 12 0100Z - 28 OCT 12 0100Z
Luxembourg UTC + 1 25 MAR 12 0100Z - 28 OCT 12 0100Z
Macao, PR of China UTC + 8 —
Macedonia, FYR of UTC + 1 25 MAR 12 0100Z - 28 OCT 12 0100Z
Madagascar UTC + 3 —
Madeira UTC 25 MAR 12 0100Z - 28 OCT 12 0100Z
Malawi UTC + 2 —
Malaysia UTC + 8 —
Maldives UTC + 5 —
Mali UTC —
Malta UTC + 1 25 MAR 12 0100Z - 28 OCT 12 0100Z
Marshall Is UTC + 12 —
Martinique UTC - 4 —
Mauritania UTC —
Mauritius UTC + 4 —
Mexico
– South, Central and Eastern UTC - 6 01 APR 12 0800Z - 28 OCT 12 0700Z

– Baja California South, UTC - 7 11 MAR 12 0900Z - 04 NOV 12 0800Z

Chihuahua, Nayarit, Sinaloa,
Sonora
– Baja California North UTC - 8 11 MAR 12 1000Z - 04 NOV 12 0900Z
Micronesia, Federated States of

q$z

© JEPPESEN, 2002, 2012. ALL RIGHTS RESERVED.

 13 APR 12 TABLES AND CODES 57
WORLDWIDE LOCAL TIMES q$i

COUNTRY LOCAL TIME DAYLIGHT SAVING TIME

UTC + 11 —
– Kosrae, Pohnpei
UTC + 10 —
– Yap, Chuuk
Miquelon I (France) UTC - 3 11 MAR 12 0500Z - 04 NOV 12 0400Z
Moldova UTC + 2 25 MAR 12 0100Z - 28 OCT 12 0100Z
Mongolia UTC + 8 —
Montenegro UTC + 1 25 MAR 12 0100Z - 28 OCT 12 0100Z
Morocco UTC —
Mozambique UTC + 2 —
Myanmar UTC + 6.5 —
Namibia UTC + 1 Ends 1 APR 12 0100Z
2 SEP 12 0100Z - 7 APR 13, 0100Z
Nauru I UTC + 12 —
Nepal UTC + 5.75 —
Netherlands UTC + 1 25 MAR 12 0100Z - 28 OCT 12 0100Z
Netherlands Antilles UTC - 4 —
New Caledonia UTC + 11 —
New Zealand UTC + 12 30 SEP 11 1400Z - 01 APR 12 1400Z
– Chatham Is UTC + 12.75 30 SEP 11 1400Z - 01 APR 12 1400Z
Nicaragua UTC - 6 —
Niger UTC + 1 —
Nigeria UTC + 1 —
Niue UTC - 11 —
Northern Mariana Is UTC + 10 —
Norway UTC + 1 25 MAR 12 0100Z - 28 OCT 12 0100Z
Oman UTC + 4 —
Pakistan UTC + 5 —
Palau UTC + 9 —
Panama UTC - 5 —
Papua New Guinea UTC + 10 —
Paraguay UTC - 4 02 OCT 11 0400Z - 07 APR 12 0300Z
Peru UTC - 5 —
Philippines UTC + 8 —
Poland UTC + 1 25 MAR 12 0100Z - 28 OCT 12 0100Z
Portugal UTC 25 MAR 12 0100Z - 28 OCT 12 0100Z
Puerto Rico UTC - 4 —
Qatar UTC + 3 —
Reunion UTC + 4 —
Romania UTC + 2 25 MAR 12 0100Z - 28 OCT 12 0100Z
Russia
UTC + 3 —
– Kaliningrad
UTC + 4 —
– European part
UTC + 6 —
– Ural region and parts of West
Siberia
UTC + 7 —
– West / and parts of Central
Siberia
UTC + 8 —
– Parts of Central Siberia
UTC + 9 —
– Parts of East Siberia
UTC + 10 —
– Parts of East Siberia and parts
of the Far East

q$z

© JEPPESEN, 2002, 2012. ALL RIGHTS RESERVED.

 58 TABLES AND CODES 13 APR 12

WORLDWIDE LOCAL TIMES q$i

COUNTRY LOCAL TIME DAYLIGHT SAVING TIME

UTC + 11 —
– Parts of the Far East
UTC + 12 —
– Parts of the Far East
Rwanda UTC + 2 —
St Kitts and Nevis UTC - 4 —
St Lucia UTC - 4 —
St Pierre I (France) UTC - 3 11 MAR 12 0500Z - 04 NOV 12 0400Z
St Vincent UTC - 4 —
Samoa UTC - 11 29 SEP 11 1100Z - 01 APR 12 1300Z
Sao Tome and Principe UTC —
Saudi Arabia UTC + 3 —
Senegal UTC —
Serbia UTC + 1 25 MAR 12 0100Z - 28 OCT 12 0100Z
Seychelles UTC + 4 —
Sierra Leone UTC —
Singapore UTC + 8 —
Slovakia UTC + 1 25 MAR 12 0100Z - 28 OCT 12 0100Z
Slovenia UTC + 1 25 MAR 12 0100Z - 28 OCT 12 0100Z
Solomon Is. UTC + 11 —
Somalia UTC + 3 —
South African Republic UTC + 2 —
Spain UTC + 1 25 MAR 12 0100Z - 28 OCT 12 0100Z
Sri Lanka UTC + 5.5 —
Sudan UTC + 3 —
Suriname UTC - 3 —
Swaziland UTC + 2 —
Sweden UTC + 1 25 MAR 12 0100Z - 28 OCT 12 0100Z
Switzerland UTC + 1 25 MAR 12 0100Z - 28 OCT 12 0100Z
Syria UTC + 2 05 APR 12 2300Z - 25 OCT 12 2100Z
Taiwan UTC + 8 —
Tajikistan UTC + 5 —
Tanzania UTC + 3 —
Thailand UTC + 7 —
Togo UTC —
Tonga UTC + 13 —
Trinidad and Tobago UTC - 4 —
Tunisia UTC + 1 —
Turkey UTC + 2 25 MAR 12 0100Z - 28 OCT 12 0100Z
Turkmenistan UTC + 5 —
Turks & Caicos Is. UTC - 5 11 MAR 12 0700Z - 04 NOV 12 0600Z
Tuvalu UTC + 12 —
Uganda UTC + 3 —
Ukraine UTC + 2 25 MAR 12 0100Z - 28 OCT 12 0100Z
United Arab Emirates UTC + 4 —
United States of America
– Eastern UTC - 5 11 MAR 12 0700Z - 04 NOV 12 0600Z

– Central UTC - 6 11 MAR 12 0800Z - 04 NOV 12 0700Z

– Mountain UTC - 7 11 MAR 12 0900Z - 04 NOV 12 0800Z

(except Arizona)
– Pacific UTC - 8 11 MAR 12 1000Z - 04 NOV 12 0900Z

– Alaska UTC - 9 11 MAR 12 1100Z - 04 NOV 12 1000Z

q$z

© JEPPESEN, 2002, 2012. ALL RIGHTS RESERVED.

 13 APR 12 TABLES AND CODES 59
WORLDWIDE LOCAL TIMES q$i

COUNTRY LOCAL TIME DAYLIGHT SAVING TIME

– Alaska (Aleutian Is) UTC - 10 11 MAR 12 1200Z - 04 NOV 12 1100Z
UTC - 10 —
– Hawaii
United States Virgin Is UTC - 4 —
Uruguay UTC - 3 —
Uzbekistan UTC + 5 —
Vanuatu UTC + 11 —
Venezuela UTC - 4.5 —
Vietnam UTC + 7 —
Wake I UTC + 12 —
Wallis & Futuna Is UTC + 12 —
Yemen UTC + 3 —
Zambia UTC + 2 —
Zimbabwe UTC + 2 —

q$z

© JEPPESEN, 2002, 2012. ALL RIGHTS RESERVED.

 2 NOV 07 TABLES AND CODES 301 q$i

INTERNATIONAL DIALLING PROCEDURES

Based on the recommendations of the International Telecommunication Union ITU Operational Bulletin
849 dated 1 December 2005

COUNTRY Code COUNTRY Code

Afghanistan +93 Costa Rica +506
Albania +355 Croatia +385
Algeria +213 Cuba +53
American Samoa +1 Cyprus +357
Andorra +376 Czech +420
Angola +244 Denmark +45
Anguilla +1 Diego Garcia +246
Antigua and Barbuda +1 Djibouti +253
Argentina +54 Dominica +1
Armenia +374 Dominican Rep. +1
Aruba +297 Ecuador +593
Ascension I +247 Egypt +20
Australia +61 El Salvador +503
Australian Ext. Terr.7 +672 Equatorial Guinea +240
Austria +43 Eritrea +291
Azerbaijan +994 Estonia +372
Bahamas +1 Ethiopia +251
Bahrain +973 Falkland Is (Malvinas) +500
Bangladesh +880 Faroe Is +298
Barbados +1 Fiji Is +679
Belarus +375 Finland +358
Belgium2 +32 France2 +33
Belize +501 French Guiana +594
Benin +229 French Polynesia +689
Bermuda +1 Gabon +241
Bhutan +975 Gambia +220
Bolivia +591 Georgia +995
Bosnia-Herzegovina +387 Germany +49
Botswana +267 Ghana +233
Brazil +55 Gibraltar +350
British Virgin Is +1 Greece2 +30
Brunei Darussalam +673 Greenland +299
Bulgaria +359 Grenada +1
Burkina Faso +226 Group of countries, +388
Burundi +257 shared code12
Cambodia +855 Guadeloupe +590
Cameroon +237 Guam +1
Canada +1 Guatemala +502
Cape Verde +238 Guinea Rep +224
Cayman Is +1 Guinea-Bissau +245
Central African Rep. +236 Guyana +592
Chad +235 Haiti +509
Chile +56 Honduras +504
China, P.R. of +86 Hong Kong, P.R. of +852
Colombia1 +57 China
Comoros4 +269 Hungary +36
Congo D.R. of +243 Iceland +354
Congo, Rep of +242 India +91
Cook Is +682 Indonesia +62
Iran +98
q$z

© JEPPESEN, 1990, 2007. ALL RIGHTS RESERVED.

 302 TABLES AND CODES 2 NOV 07

INTERNATIONAL DIALLING PROCEDURES q$i

COUNTRY Code COUNTRY Code

Iraq +964 Netherlands +31
Ireland3 +353 New Caledonia +687
Israel +972 New Zealand +64
Italy6 +39 Nicaragua +505
Ivory Coast +225 Niger +227
Jamaica +1 Nigeria +234
Japan +81 Niue +683
Jordan +962 Northern Marianas Is +1
Kazakhstan +7 Norway +47
Kenya11 +254 Oman +968
Kiribati +686 Pakistan +92
Korea, DPR of +850 Palau +680
Korea, Rep of +82 Panama +507
Kuwait +965 Papua New Guinea +675
Kyrgyzstan +996 Paraguay +595
Laos +856 Peru +51
Latvia +371 Philippines +63
Lebanon +961 Poland +48
Lesotho +266 Portugal +351
Liberia +231 Puerto Rico +1
Libya SPAJ +218 Qatar +974
Liechtenstein +423 Reunion +262
Lithuania +370 Romania +40
Luxembourg +352 Russia +7
Macao, P.R. of China +853 Rwanda +250
Macedonia, FYR +389 St Helena +290
Madagascar +261 St Kitts +1
Malawi +265 St Pierre I +508
Malaysia8 +60 St Vincent +1
Maledives +960 Samoa +685
Mali +223 San Marino5 +378
Malta +356 Sao Tome and Principe +239
Marshall Is +692 Saudi Arabia +966
Martinique +596 Senegal +221
Mauritania +222 Serbia +381
Mauritius +230 Seychelles +248
Mayotte4 +269 Sierra Leone +232
Mexico +52 Singapore9 +65
Micronesia +691 Slovakia +421
Moldova +373 Slovenia +386
Monaco +377 Solomon Is +677
Mongolia +976 Somalia +252
Montenegro +382 South African Rep +27
Montserrat I +1 Spain +34
Morocco +212 Sri Lanka +94
Mozambique +258 Sudan +249
Myanmar +95 Suriname +597
Namibia +264 Swaziland +268
Nauru +674 +46
Sweden
Nepal +977 +41
Switzerland
Neth Antilles +599
Syria +963

q$z

© JEPPESEN, 1990, 2007. ALL RIGHTS RESERVED.

 2 NOV 07 TABLES AND CODES 303
INTERNATIONAL DIALLING PROCEDURES q$i

COUNTRY Code COUNTRY Code

Taiwan +886 United Arab Emirates +971
Tajikistan +992 United Kingdom +44
Tanzania11 +255 United States +1
Thailand +66 Uruguay +598
Timor-Leste +670 Uzbekistan +998
Togo +228 Vanuatu +678
Tokelau +690 Vatican10 +379
Tonga +676 Vatican +39
Trinidad and Tobago +1 Venezuela +58
Tunisia +216 Vietnam +84
Turkey +90 Virgin Is +1
Turkmenistan +993 Wallis and Futuna Is +681
Turks and Caicos Is +1 Yemen +967
Tuvalu +688 Zambia +260
Uganda11 +256 Zimbabwe +263
Ukraine +380

1 The length of the national (significant) number(s) will be 8 digits for geographic numbering and 10 digits for

non-geographic numbering (networks and services).

2 The ‘0’ is used on all domestic calls, including in the same city, but is omitted when dialling from other

countries.
3 When dialling from Ireland to Northern Ireland, the area code used should be ‘048’ instead of ‘004428’.

4 In Comoros Islands, the subscriber numbers begin with digit ‘3 and 7’ and Mayotte digit ‘2 and 6’.

5 When dialling from San Marino to Italy, the complete national subscriber number must be used, without

prefixing the number by ‘0039’.

6 When dialling from Italy to San Marino, the subscriber number must be prefixed by ‘0549’ instead of ‘00378’.

7 Including Australia Antarctic Territory Bases and Norfolk Island (international prefix for Norfolk Island is

‘0101’).
8 When dialling from Malaysia to Singapore, the subscriber number must be prefixed by ‘02’ instead of ‘0065’.

9 When dialling from Singapore to Malaysia, the area code and subscriber number must be prefixed by

‘020’ instead of ‘00160’.

10 The country code is listed for future use (Vatican is currently using country code ‘39’).

11 When dialling between Kenya, Tanzania and Uganda the national (significant) number must be prefixed by

005 for Kenya, 006 for Uganda and 007 for Tanzania.
12 ECTRA (a European body) proposed that country code +388 be assigned for a European Telephony

Numbering Space (ETNS), applicable throughout Europe for Europe-wide services. This code would
supplement, but not replace, existing country codes used by each European Nation. One advantage is that
companies could replace different numbers from different European countries with a single +388 number. For
more information see http://www.etns.org.

q$z

© JEPPESEN, 1990, 2007. ALL RIGHTS RESERVED.

 2 DEC 05
VERTICAL DESCENT ANGLE REFERENCE TABLE
VERTICAL DESCENT PLANNING
VERTICAL DESCENT ANGLE REFERENCE TABLE
Vertical descent planning is a key component of the
Constant Descent Final Approach (CDFA) concept.
When not otherwise included on an instrument ap-
proach chart, this reference table provides a method
to easily determine a vertical descent angle with re-
spect to a defined Height at the FAF (Above
Ground Level – AGL) and the Distance to the Run-
way Threshold (Nautical Miles – NM). The table in-
TERMINAL 3
cludes a range of angles between 2.5 and 3.8 de-
grees.
To determine a vertical descent angle based upon a
pre-defined combination of FAF Height (AGL) and
Distance to Runway Threshold, match the FAF
height (AGL) value in the left column to the corre-
sponding Distance to Runway Threshold value in the
top row. The value shown in the box where the two
lines cross represents the vertical descent angle (in
Degrees).
© JEPPESEN SANDERSON, INC. 2005. ALL RIGHTS RESERVED.
4 TERMINAL 2 DEC 05

VERTICAL DESCENT ANGLE REFERENCE TABLE

EXAMPLE:

The table may also be used to determine a Height

(AGL) at the FAF that would provide an optimum de-
scent angle of 3.0 degrees. First, determine the Dis-
tance FAF to Runway Threshold (NM) in the top row,
and then move down the table to the 3.0 degree val-
ue. Finally, move to the left to determine the opti-
mum FAF Height (AGL). (Refer to Note 4 below).
IMPORTANT NOTES:

NOTE 1: Angles are predicated on an assumed

Threshold Crossing Height (TCH) of 50 feet.

NOTE 2: To determine the FAF Altitude as an Above

Mean Sea Level value (AMSL), add the FAF Height
(AGL value) and the Touchdown Zone Elevation
(TDZE).

NOTE 3: Vertical descent angle information obtained

from this table is for REFERENCE USE ONLY.

NOTE 4: ANY USE OF A HIGHER-THAN-PUB-

LISHED HEIGHT/ALTITUDE AT THE FINAL AP-
PROACH FIX (FAF) IS CONTINGENT UPON PRI-
OR APPROVAL BY AIR TRAFFIC CONTROL
AND/OR CONFORMANCE WITH APPLICABLE
OPERATING PROCEDURES.

© JEPPESEN SANDERSON, INC. 2005. ALL RIGHTS RESERVED.

 21 APR 06 TERMINAL 5

GRADIENT TO RATE TABLE

GROUNDSPEED IN KNOTS TO FEET scents from altitude and non-precision instrument
GRADIENT TO RATE TABLE

approach procedures. This table does not consider

PER NAUTICAL MILE the earth’s curvature as a factor. The earth’s curva-
This table provides a rate of climb or descent in feet ture is considered when using fixed glide slope
per minute below the GROUNDSPEED IN KNOTS (ILS/PAR). Procedures utilizing a fixed glide slope
for the gradient shown in FEET PER NAUTICAL have slightly higher figures to reflect the earth’s cur-
MILE at the left. Table accuracy is within one foot per vature.
nautical mile. This table is for use in climbs, de-
GRADIENT GROUNDSPEED IN KNOTS

FEET PER NM 70 75 90 100 120 140 150 160 180 200 250 300

152 177 190 228 253 304 355 380 405 456 507 633 760

160 187 200 240 267 320 373 400 427 480 533 667 800

170 198 213 255 283 340 397 425 453 510 567 708 850

180 210 225 270 300 360 420 450 480 540 600 750 900

190 222 238 285 317 380 443 475 507 570 633 792 950

200 233 250 300 333 400 467 500 533 600 667 833 1000

210 245 263 315 350 420 490 525 560 630 700 875 1050

220 257 275 330 367 440 513 550 587 660 733 917 1100

230 268 288 345 383 460 537 575 613 690 767 958 1150

240 280 300 360 400 480 560 600 640 720 800 1000 1200

250 292 313 375 417 500 583 625 667 750 833 1042 1250

260 303 325 390 433 520 607 650 693 780 867 1083 1300

270 315 338 405 450 540 630 675 720 810 900 1125 1350

280 327 350 420 467 560 653 700 747 840 933 1167 1400

290 338 363 435 483 580 677 725 773 870 967 1208 1450

300 350 375 450 500 600 700 750 800 900 1000 1250 1500

310 362 388 465 517 620 723 775 827 930 1033 1292 1550

320 373 400 480 533 640 747 800 853 960 1067 1333 1600

330 385 413 495 550 660 770 825 880 990 1100 1375 1650

340 397 425 510 567 680 793 850 907 1020 1133 1417 1700

350 408 438 525 583 700 817 875 933 1050 1167 1458 1750

360 420 450 540 600 720 840 900 960 1080 1200 1500 1800

370 432 463 555 617 740 863 925 987 1110 1233 1542 1850

380 443 475 570 633 760 887 950 1013 1140 1267 1583 1900

390 455 488 585 650 780 910 975 1040 1170 1300 1625 1950

400 467 500 600 667 800 933 1000 1067 1200 1333 1667 2000

410 478 513 615 683 820 957 1025 1093 1230 1367 1708 2050

420 490 525 630 700 840 980 1050 1120 1260 1400 1750 2100

430 502 538 645 717 860 1003 1075 1147 1290 1433 1792 2150

440 513 550 660 733 880 1027 1100 1173 1320 1467 1833 2200

© JEPPESEN SANDERSON, INC. 1987, 2006. ALL RIGHTS RESERVED.

6 TERMINAL 21 APR 06

GRADIENT TO RATE TABLE

GRADIENT GROUNDSPEED IN KNOTS

FEET PER NM 70 75 90 100 120 140 150 160 180 200 250 300

450 525 563 675 750 900 1050 1125 1200 1350 1500 1875 2250

460 537 575 690 767 920 1073 1150 1227 1380 1533 1917 2300

470 548 588 705 783 940 1097 1175 1253 1410 1567 1958 2350

480 560 600 720 800 960 1120 1200 1280 1440 1600 2000 2400

490 572 613 735 817 980 1143 1225 1307 1470 1633 2042 2450

500 583 625 750 833 1000 1167 1250 1333 1500 1667 2083 2500

510 595 638 765 850 1020 1190 1275 1360 1530 1700 2125 2550

520 607 650 780 867 1040 1213 1300 1387 1560 1733 2167 2600

530 618 663 795 883 1060 1237 1325 1413 1590 1767 2208 2650

540 630 675 810 900 1080 1260 1350 1440 1620 1800 2250 2700

550 642 688 825 917 1100 1283 1375 1467 1650 1833 2292 2750

560 653 700 840 933 1120 1307 1400 1493 1680 1867 2333 2800

570 665 713 855 950 1140 1330 1425 1520 1710 1900 2375 2850

580 677 725 870 967 1160 1353 1450 1547 1740 1933 2417 2900

590 688 738 885 983 1180 1377 1475 1573 1770 1967 2458 2950

600 700 750 900 1000 1200 1400 1500 1600 1800 2000 2500 3000

610 712 763 915 1017 1220 1423 1525 1627 1830 2033 2542 3050

620 723 775 930 1033 1240 1447 1550 1653 1860 2067 2583 3100

630 735 788 945 1050 1260 1470 1575 1680 1890 2100 2625 3150

640 747 800 960 1067 1280 1493 1600 1707 1920 2133 2667 3200

650 758 813 975 1083 1300 1517 1625 1733 1950 2167 2708 3250

660 770 825 990 1100 1320 1540 1650 1760 1980 2200 2750 3300

670 782 838 1005 1117 1340 1563 1675 1787 2010 2233 2792 3350

680 793 850 1020 1133 1360 1587 1700 1813 2040 2267 2833 3400

690 805 863 1035 1150 1380 1610 1725 1840 2070 2300 2875 3450

700 817 875 1050 1167 1400 1633 1750 1867 2100 2333 2917 3500

710 828 888 1065 1183 1420 1657 1775 1893 2130 2367 2958 3550

720 840 900 1080 1200 1440 1680 1800 1920 2160 2400 3000 3600

© JEPPESEN SANDERSON, INC. 1987, 2006. ALL RIGHTS RESERVED.

 22 SEP 06 TERMINAL 7

GRADIENT TO RATE TABLE

GROUNDSPEED IN KNOTS TO
GRADIENT IN PERCENTAGE
This table provides a rate of climb or descent in feet
per minute below the GROUNDSPEED IN KNOTS
for the gradient shown in PERCENT (%) at the left.
This table is for use in climbs, descents from altitude
and non-precision instrument approach procedures.
Table accuracy is within four feet per nautical mile.
This table does not consider the earth’s curvature as
a factor. The earth’s curvature is considered when
using fixed glide slopes (ILS/PAR). Procedures utiliz-
ing a fixed glide slope have slightly higher figures to
reflect the earth’s curvature.

GRADIENT GROUNDSPEED IN KNOTS

% 70 75 90 100 120 140 150 160 180 200 250 300
2.5 177 190 228 253 304 354 380 405 456 506 633 760
2.6 184 197 237 263 316 369 395 421 474 527 658 790
2.7 191 205 246 273 328 383 410 437 492 547 684 820
2.8 198 213 255 284 340 397 425 454 510 567 709 851
2.9 206 220 264 294 352 411 441 470 529 587 734 881
3.0 213 228 273 304 365 425 456 486 547 608 760 911
3.1 220 235 283 314 377 440 471 502 565 628 785 942
3.2 227 243 292 324 389 454 486 519 583 648 810 972
3.3 234 251 301 334 401 468 501 535 602 668 835 1003
3.4 241 258 310 344 413 482 516 551 620 689 861 1033
3.5 248 266 319 354 425 496 532 567 638 709 886 1063
3.6 255 273 328 365 437 510 547 583 656 729 911 1094
3.7 262 281 337 375 450 525 562 600 674 749 937 1124
3.8 269 289 346 385 462 539 577 616 693 770 962 1155
3.9 276 296 355 395 474 553 592 632 711 790 987 1185
4.0 284 304 365 405 486 567 608 648 729 810 1013 1215
4.1 291 311 374 415 498 581 623 664 747 830 1038 1246
4.2 298 319 383 425 510 595 638 681 766 851 1063 1276
4.3 305 327 392 435 523 610 653 697 784 871 1089 1306
4.4 312 334 401 446 535 624 668 713 802 891 1114 1337
4.5 319 342 410 456 547 638 684 729 820 911 1139 1367
4.6 326 349 419 466 559 652 699 745 839 932 1165 1398
4.7 333 357 428 476 571 666 714 762 857 952 1190 1428
4.8 340 365 437 486 583 681 729 778 875 972 1215 1458
4.9 347 372 447 496 595 695 744 794 893 992 1241 1489
5.0 354 380 456 506 608 709 760 810 911 1013 1266 1519
5.1 362 387 465 516 620 723 775 826 930 1033 1291 1549
5.2 369 395 474 527 632 737 790 843 948 1053 1317 1580
5.3 376 403 483 537 644 751 805 859 966 1073 1342 1610
5.4 383 410 492 547 656 766 820 875 984 1094 1367 1641
5.5 390 418 501 557 668 780 835 891 1003 1114 1392 1671
5.6 397 425 510 567 681 794 851 907 1021 1134 1418 1701
5.7 404 433 520 577 693 808 866 924 1039 1155 1443 1732
5.8 411 441 529 587 705 822 881 940 1057 1175 1468 1762
5.9 418 448 538 597 717 836 896 956 1075 1195 1494 1792
6.0 425 456 547 608 729 851 911 972 1094 1215 1519 1823
6.1 432 463 556 618 741 865 927 988 1112 1235 1544 1853
6.2 440 471 565 628 753 879 942 1005 1130 1256 1570 1884
6.3 447 479 574 638 766 893 957 1021 1148 1276 1595 1914
6.4 454 486 583 648 778 907 972 1037 1167 1296 1620 1944

© JEPPESEN SANDERSON, INC. 1987, 2006. ALL RIGHTS RESERVED.

8 TERMINAL 22 SEP 06

GRADIENT TO RATE TABLE

GRADIENT GROUNDSPEED IN KNOTS
% 70 75 90 100 120 140 150 160 180 200 250 300
6.5 461 494 592 658 790 922 987 1053 1185 1317 1646 1975
6.6 468 501 602 668 802 936 1003 1069 1203 1337 1671 2005
6.7 475 509 611 679 814 950 1018 1086 1221 1357 1696 2036
6.8 482 516 620 689 826 964 1033 1102 1240 1377 1722 2066
6.9 489 524 629 699 839 978 1048 1118 1258 1398 1747 2096
7.0 496 532 638 709 851 992 1063 1134 1276 1418 1772 2127
7.1 503 539 647 719 863 1007 1079 1150 1294 1438 1798 2157
7.2 510 547 656 729 875 1021 1094 1167 1312 1458 1823 2187
7.3 517 554 665 739 887 1035 1109 1183 1331 1479 1848 2218
7.4 525 562 674 749 899 1049 1124 1199 1349 1499 1873 2248
7.5 532 570 684 760 911 1063 1139 1215 1367 1519 1899 2279
7.6 539 577 693 770 924 1078 1154 1231 1385 1539 1924 2309
7.7 546 585 702 780 936 1092 1170 1248 1404 1560 1949 2339
7.8 553 592 711 790 948 1106 1185 1264 1422 1580 1975 2370
7.9 560 600 720 800 960 1120 1200 1280 1440 1600 2000 2400
8.0 567 608 729 810 972 1134 1215 1296 1458 1620 2025 2430
8.1 574 615 738 820 984 1148 1230 1312 1477 1641 2051 2461
8.2 581 623 747 830 996 1163 1246 1329 1495 1661 2076 2491
8.3 588 630 756 841 1009 1177 1261 1345 1513 1681 2101 2522
8.4 595 638 766 851 1021 1191 1276 1361 1531 1701 2127 2552
8.5 603 646 775 861 1033 1205 1291 1377 1549 1722 2152 2582
8.6 610 653 784 871 1045 1219 1306 1393 1568 1742 2177 2613
8.7 617 661 793 881 1057 1233 1322 1410 1586 1762 2203 2643
8.8 624 668 802 891 1069 1248 1337 1426 1604 1782 2228 2674
8.9 631 676 811 901 1082 1262 1352 1442 1622 1803 2253 2704
9.0 638 684 820 911 1094 1276 1367 1458 1641 1823 2279 2734
9.1 645 691 829 922 1106 1290 1382 1474 1659 1843 2304 2765
9.2 652 699 839 932 1118 1304 1398 1491 1677 1863 2329 2795
9.3 659 706 848 942 1130 1319 1413 1507 1695 1884 2355 2825
9.4 666 714 857 952 1142 1333 1428 1523 1713 1904 2380 2856
9.5 673 722 866 962 1154 1347 1443 1539 1732 1924 2405 2886
9.6 681 729 875 972 1167 1361 1458 1556 1750 1944 2430 2917
9.7 688 737 884 982 1179 1375 1473 1572 1768 1965 2456 2947
9.8 695 744 893 992 1191 1389 1489 1588 1786 1985 2481 2977
9.9 702 752 902 1003 1203 1404 1504 1604 1805 2005 2506 3008
10.0 709 760 911 1013 1215 1418 1519 1620 1823 2025 2532 3038
10.1 716 767 921 1023 1227 1432 1534 1637 1841 2046 2557 3068
10.2 723 775 930 1033 1240 1446 1549 1653 1859 2066 2582 3099
10.3 730 782 939 1043 1252 1460 1565 1669 1878 2086 2608 3129
10.4 737 790 948 1053 1264 1474 1580 1685 1896 2106 2633 3160
10.5 744 798 957 1063 1276 1489 1595 1701 1914 2127 2658 3190
10.6 751 805 966 1073 1288 1503 1610 1718 1932 2147 2684 3220
10.7 759 813 975 1084 1300 1517 1625 1734 1950 2167 2709 3251
10.8 766 820 984 1094 1312 1531 1641 1750 1969 2187 2734 3281
10.9 773 828 993 1104 1325 1545 1656 1766 1987 2208 2760 3312
11.0 780 835 1003 1114 1337 1560 1671 1782 2005 2228 2785 3342

© JEPPESEN SANDERSON, INC. 1987, 2006. ALL RIGHTS RESERVED.

 22 SEP 06 TERMINAL 9

GRADIENT TO RATE TABLE

GRADIENT GROUNDSPEED IN KNOTS
% 70 75 90 100 120 140 150 160 180 200 250 300
11.1 787 843 1012 1124 1349 1574 1686 1799 2023 2248 2810 3372
11.2 794 851 1021 1134 1361 1588 1701 1815 2042 2268 2836 3403
11.3 801 858 1030 1144 1373 1602 1717 1831 2060 2289 2861 3433
11.4 808 866 1039 1154 1385 1616 1732 1847 2078 2309 2886 3463
11.5 815 873 1048 1165 1398 1630 1747 1863 2096 2329 2912 3494
11.6 822 881 1057 1175 1410 1645 1762 1880 2115 2349 2937 3524
11.7 829 889 1066 1185 1422 1659 1777 1896 2133 2370 2962 3555
11.8 836 896 1075 1195 1434 1673 1792 1912 2151 2390 2987 3585
11.9 844 904 1085 1205 1446 1687 1808 1928 2169 2410 3013 3615
12.0 851 911 1094 1215 1458 1701 1823 1944 2187 2430 3038 3646
12.1 858 919 1103 1225 1470 1716 1838 1961 2206 2451 3063 3676
12.2 865 927 1112 1235 1483 1730 1853 1977 2224 2471 3089 3706
12.3 872 934 1121 1246 1495 1744 1868 1993 2242 2491 3114 3737
12.4 879 942 1130 1256 1507 1758 1884 2009 2260 2511 3139 3767
12.5 886 949 1139 1266 1519 1772 1899 2025 2279 2532 3165 3798
12.6 893 957 1148 1276 1531 1786 1914 2042 2297 2552 3190 3828
12.7 900 965 1158 1286 1543 1801 1929 2058 2315 2572 3215 3858
12.8 907 972 1167 1296 1556 1815 1944 2074 2333 2593 3241 3889
12.9 914 980 1176 1306 1568 1829 1960 2090 2351 2613 3266 3919
13.0 922 987 1185 1317 1580 1843 1975 2106 2370 2633 3291 3950
13.1 929 995 1194 1327 1592 1857 1990 2123 2388 2653 3317 3980
13.2 936 1003 1203 1337 1604 1871 2005 2139 2406 2674 3342 4010
13.3 943 1010 1212 1347 1616 1886 2020 2155 2424 2694 3367 4041
13.4 950 1018 1221 1357 1628 1900 2036 2171 2443 2714 3393 4071
13.5 957 1025 1230 1367 1641 1914 2051 2187 2461 2734 3418 4101
13.6 964 1033 1240 1377 1653 1928 2066 2204 2479 2754 3443 4132
13.8 978 1048 1258 1397 1677 1956 2096 2236 2515 2795 3494 4192
14.0 992 1063 1276 1418 1701 1985 2127 2268 2552 2835 3544 4253
14.2 1007 1078 1294 1438 1726 2013 2157 2301 2588 2876 3595 4314
14.4 1021 1094 1312 1458 1750 2042 2187 2333 2625 2916 3646 4375
14.6 1035 1109 1331 1478 1774 2070 2218 2366 2661 2957 3696 4435
14.8 1049 1124 1349 1499 1798 2098 2248 2398 2698 2997 3747 4496
15.0 1063 1139 1367 1519 1823 2127 2279 2430 2734 3038 3798 4557
15.2 1007 1154 1385 1539 1847 2155 2309 2463 2771 3079 3848 4618
15.4 1092 1170 1404 1560 1871 2183 2339 2495 2807 3119 3899 4679
15.6 1106 1185 1422 1580 1896 2212 2370 2528 2844 3160 3949 4739
15.8 1120 1200 1440 1600 1920 2240 2400 2560 2880 3200 4000 4800
16.0 1134 1215 1458 1620 1944 2268 2430 2592 2916 3241 4051 4861
16.2 1148 1230 1476 1641 1969 2297 2461 2625 2953 3281 4101 4922
16.4 1163 1246 1495 1661 1993 2325 2491 2657 2989 3322 4152 4982
16.6 1177 1261 1513 1681 2017 2353 2522 2690 3026 3362 4203 5043
16.8 1191 1276 1531 1701 2042 2382 2552 2722 3062 3403 4253 5104
17.0 1205 1291 1549 1722 2066 2410 2582 2754 3099 3443 4304 5165
17.2 1219 1306 1568 1742 2090 2439 2613 2787 3135 3484 4354 5225
17.4 1233 1322 1586 1762 2114 2467 2643 2819 3172 3524 4405 5286

© JEPPESEN SANDERSON, INC. 1987, 2006. ALL RIGHTS RESERVED.

10 TERMINAL 22 SEP 06

GRADIENT TO RATE TABLE

GRADIENT GROUNDSPEED IN KNOTS
% 70 75 90 100 120 140 150 160 180 200 250 300
17.6 1248 1337 1604 1782 2139 2495 2673 2852 3208 3565 4456 5347
17.8 1262 1352 1622 1803 2163 2524 2704 2884 3245 3605 4506 5408
18.0 1276 1367 1641 1823 2187 2552 2734 2916 3281 3646 4557 5468
18.2 1290 1382 1659 1843 2212 2580 2765 2949 3317 3686 4608 5529
18.4 1304 1397 1677 1863 2236 2609 2795 2981 3354 3727 4658 5590
18.6 1318 1413 1695 1884 2260 2637 2825 3014 3390 3767 4709 5651
18.8 1333 1428 1713 1904 2285 2665 2856 3046 3427 3808 4760 5711
19.0 1347 1443 1732 1924 2309 2694 2886 3079 3463 3848 4810 5772

© JEPPESEN SANDERSON, INC. 1987, 2006. ALL RIGHTS RESERVED.

 21 APR 06 TERMINAL 11

HECTOPASCAL/MILLIBAR EQUIVALENT FOR AIRPORT ELEVATION

CORRECTION FACTOR correction factor by finding the elevation in hundreds
HECTOPASCAL/MILLIBAR EQUIVALENT FOR AIRPORT ELEVATION

of feet in the left column and reading across to the

This table provides a correction factor in Hectopas- nearest ten feet. For example 1220 feet equals
cals or Millibars for elevations on an airport. Applica- -43.9. Subtract 43.9 from your current Hectopascal
tion of the factor in this table will provide a QFE al- or Millibar altimeter setting and your altimeter shall
timeter setting. To use the table, determine the read “zero” on the surface.

-200 -190 -180 -170 -160 -150 -140 -130 -120 -110
Elev
7.3 7.0 6.6 6.2 5.9 5.5 5.1 4.8 4.4 4.0

-100 -90 -80 -70 -60 -50 -40 -30 -20 -10
Elev
3.7 3.3 2.9 2.6 2.2 1.8 1.5 1.1 0.7 0.4

Elev +00 +10 +20 +30 +40 +50 +60 +70 +80 +90

0 0.0 -0.4 -0.7 -1.1 -1.5 -1.8 -2.2 -2.6 -2.9 -3.3

100 -3.7 -4.0 -4.4 -4.8 -5.1 -5.5 -5.8 -6.2 -6.6 -6.9

200 -7.3 -7.7 -8.0 -8.4 -8.8 -9.1 -9.5 -9.8 -10.2 -10.6

300 -10.9 -11.3 -11.7 -12.0 -12.4 -12.8 -13.1 -13.5 -13.8 -14.2

400 -14.6 -14.9 -15.3 -15.6 -16.0 -16.4 -16.7 -17.1 -17.5 -17.8

500 -18.2 -18.5 -18.9 -19.3 -19.6 -20.0 -20.3 -20.7 -21.1 -21.4

600 -21.8 -22.1 -22.5 -22.9 -23.2 -23.6 -23.9 -24.3 -24.7 -25.0

700 -25.4 -25.7 -26.1 -26.4 -26.8 -27.2 -27.5 -27.9 -28.2 -28.6

800 -29.0 -29.3 -29.7 -30.0 -30.4 -30.7 -31.1 -31.5 -31.8 -32.2

900 -32.5 -32.9 -33.2 -33.6 -33.9 -34.3 -34.7 -35.0 -35.4 -35.7

1000 -36.1 -36.4 -36.8 -37.2 -37.5 37.9 -38.2 -38.6 -38.9 -39.3

1100 -39.6 -40.0 -40.3 -40.7 -41.1 -41.4 -41.8 -42.1 -42.5 -42.8

1200 -43.2 -43.5 -43.9 -44.2 -44.6 -44.9 -45.3 -45.6 -46.0 -46.4

1300 -46.7 -47.1 -47.4 -47.8 -48.1 -48.5 -48.8 -49.2 -49.5 -49.9

1400 -50.2 -50.6 -50.9 -51.3 -51.6 -52.0 -52.3 -52.7 -53.0 -53.4

1500 -53.7 -54.1 -54.4 -54.8 -55.1 -55.5 -55.8 -56.2 -56.5 -56.9

1600 -57.2 -57.6 -57.9 -58.3 -58.6 -59.0 -59.3 -59.7 -60.0 -60.4

1700 -60.7 -61.1 -61.4 -61.8 -62.1 -62.5 -62.8 -63.2 -63.5 -63.8

1800 -64.2 -64.5 -64.9 -65.2 -65.6 -65.9 -66.3 -66.6 -67.0 -67.3

1900 -67.7 -68.0 -68.4 -68.7 -69.0 -69.4 -69.7 -70.1 -70.4 70.8

2000 -71.1 -71.5 -71.8 -72.2 -72.5 -72.8 -73.2 -73.5 -73.9 -74.2

2100 -74.6 -74.9 -75.3 -75.6 -75.9 -76.3 -76.6 -77.0 -77.3 -77.7

2200 -78.0 -78.3 -78.7 -79.0 -79.4 -79.7 -80.1 -80.4 -80.7 -81.1

2300 -81.4 -81.8 -82.1 -82.5 -82.8 -83.1 -83.5 -83.8 -84.2 -84.5

2400 -84.8 -85.2 -85.5 -85.9 -86.2 -86.6 -86.9 -87.2 -87.6 -87.9

2500 -88.3 -88.6 -88.9 -89.3 -89.6 -90.0 -90.3 -90.6 -91.0 -91.3

2600 -91.6 -92.0 -92.3 -92.7 -93.0 -93.3 -93.7 -94.0 -94.4 -94.7

2700 -95.0 -95.4 -95.7 -96.0 -96.4 -96.7 -97.1 -97.4 -97.7 -98.1

© JEPPESEN SANDERSON, INC. 1987, 2006. ALL RIGHTS RESERVED.

12 TERMINAL 21 APR 06

HECTOPASCAL/MILLIBAR EQUIVALENT FOR AIRPORT ELEVATION

-200 -190 -180 -170 -160 -150 -140 -130 -120 -110
Elev
7.3 7.0 6.6 6.2 5.9 5.5 5.1 4.8 4.4 4.0

-100 -90 -80 -70 -60 -50 -40 -30 -20 -10
Elev
3.7 3.3 2.9 2.6 2.2 1.8 1.5 1.1 0.7 0.4

Elev +00 +10 +20 +30 +40 +50 +60 +70 +80 +90

2800 -98.4 -98.7 -99.1 -99.4 -99.8 -100.1 -100.4 -100.8 -101.1 -101.4

2900 -101.8 -102.1 -102.4 -102.8 -103.1 -103.5 -103.8 -104.1 -104.5 -104.8

3000 -105.1 -105.5 -105.8 -106.1 -106.5 -106.8 -107.1 -107.5 -107.8 -108.1

3100 -108.5 -108.8 -109.1 -109.5 -109.8 -110.1 -110.5 -110.8 -111.1 -111.5

3200 -111.8 -112.1 -112.5 -112.8 -113.1 -113.5 -113.8 -114.1 -114.5 -114.8

3300 -115.1 -115.5 -115.8 -116.1 -116.5 -116.8 -117.1 -117.5 -117.8 -118.1

3400 -118.5 -118.8 -119.1 -119.4 -119.8 -120.1 -120.4 -120.8 -121.1 -121.4

3500 -121.8 -122.1 -122.4 -122.8 -123.1 -123.4 -123.7 -124.1 -124.4 -124.7

3600 -125.1 -125.4 -125.7 -126.0 -126.4 -126.7 -127.0 -127.4 -127.7 -128.0

3700 -128.3 -128.7 -129.0 -129.3 -129.7 -130.0 -130.3 -130.6 -131.0 -131.3

3800 -131.6 -131.9 -132.3 -132.6 -132.9 -133.3 -133.6 -133.9 -134.2 -134.5

3900 -134.9 -135.2 -135.5 -135.9 -136.2 -136.5 -136.8 -137.2 -137.5 -137.8

4000 -138.1 -138.5 -138.8 -139.1 -139.4 -139.8 -140.1 -140.4 -140.7 -141.1

4100 -141.4 -141.7 -142.0 -142.4 -142.7 -143.0 -143.3 -143.7 -144.0 -144.3

4200 -144.6 -145.0 -145.3 -145.6 -145.9 -146.2 -146.6 -146.9 -147.2 -147.5

4300 -147.9 -148.2 -148.5 -148.8 -149.1 -149.5 -149.8 -150.1 -150.4 -150.8

4400 -151.1 -151.4 -151.7 -152.0 -152.4 -152.7 -153.0 -153.3 -153.6 -154.0

4500 -154.3 -154.6 -154.9 -155.2 -155.6 -155.9 -156.2 -156.5 -156.8 -157.2

4600 -157.5 -157.8 -158.1 -158.4 -158.8 -159.1 -159.4 -159.7 -160.0 -160.4

4700 -160.7 -161.0 -161.3 -161.6 -161.9 -162.3 -162.6 -162.9 -163.2 -163.5

4800 -163.8 -164.2 -164.5 -164.8 -165.1 -165.4 -165.8 -166.1 -166.4 -166.7

4900 -167.0 -167.3 -167.7 -168.0 -168.3 -168.6 -168.9 -169.2 -169.5 -169.9

5000 -170.2 -170.5 -170.8 -171.1 -171.4 -171.8 -172.1 -172.4 -172.7 -173.0

5100 -173.3 -173.6 -174.0 -174.3 -174.6 -174.9 -175.2 -175.5 -175.8 -176.2

5200 -176.5 -176.8 -177.1 -177.4 -177.7 -178.0 -178.3 -178.7 -179.0 -179.3

5300 -179.6 -179.9 -180.2 -180.5 -180.8 -181.2 -181.5 -181.8 -182.1 -182.4

5400 -182.7 -183.0 -183.3 -183.7 -184.0 -184.3 -184.6 -184.9 -185.2 -185.5

5500 -185.8 -186.1 -186.5 -186.8 -187.1 -187.4 -187.7 -188.0 -188.3 -188.6

5600 -188.9 -189.2 -189.6 -189.9 -190.2 -190.5 -190.8 -191.1 -191.4 -191.7

5700 -192,0 -192.3 -192.6 -193.0 -193.3 -193.6 -193.9 -194.2 -194.5 -194.8

5800 -195.1 -195.4 -195.7 -196.0 -196.3 -196.7 -197.0 -197.3 -197.6 -197.9

© JEPPESEN SANDERSON, INC. 1987, 2006. ALL RIGHTS RESERVED.

 21 APR 06 TERMINAL 13

HECTOPASCAL/MILLIBAR EQUIVALENT FOR AIRPORT ELEVATION

-200 -190 -180 -170 -160 -150 -140 -130 -120 -110
Elev
7.3 7.0 6.6 6.2 5.9 5.5 5.1 4.8 4.4 4.0

-100 -90 -80 -70 -60 -50 -40 -30 -20 -10
Elev
3.7 3.3 2.9 2.6 2.2 1.8 1.5 1.1 0.7 0.4

Elev +00 +10 +20 +30 +40 +50 +60 +70 +80 +90

5900 -198.2 -198.5 -198.8 -199.1 -199.4 -199.7 -200.0 -200.3 -200.6 -200.9

6000 -201.3 -201.6 -201.9 -202.2 -202.5 -202.8 -203.1 -203.4 -203.7 -204.0

6100 -204.3 -204.6 -204.9 -205.2 -205.5 -205.8 -206.1 -206.4 -206.7 -207.1

6200 -207.4 -207.7 -208.0 -208.3 -208.6 -208.9 -209.2 -209.5 -209.8 -210.1

6300 -210.4 -210.7 -211.0 -211.3 -211.6 -211.9 -212.2 -212.5 -212.8 -213.1

6400 -213.4 -213.7 -214.0 -214.3 -214.6 -214.9 -215.2 -215.5 -215.8 -216.1

6500 -216.4 -216.7 -217.0 -217.3 -217.6 -217.9 -218.2 -218.5 -218.8 -219.1

6600 -219.5 -219.8 -220.1 -220.4 -220.7 -221.0 -221.3 -221.6 -221.9 -222.2

6700 -222.5 -222.7 -223.0 -223.3 -223.6 -223.9 -224.2 -224.5 -224.8 -225.1

6800 -225.4 -225.7 -226.0 -226.3 -226.6 -226.9 -227.2 -227.5 -227.8 -228.1

6900 -228.4 -228.7 -229.0 -229.3 -229.6 -229.9 -230.2 -230.5 -230.8 -231.1

7000 -231.4 -231.7 -232.0 -232.3 -232.6 -232.9 -233.2 -233.5 -233.8 -234.1

7100 -234.4 -234.7 -235.0 -235.2 -235.5 -235.8 -236.1 -236.4 -236.7 -237.0

7200 -237.3 -237.6 -237.9 -238.2 -238.5 -238.8 -239.1 -239.4 -239.7 -240.0

7300 -240.3 -240.6 -240.8 -241.1 -241.4 -241.7 -242.0 -242.3 -242.6 -242.9

7400 -243.2 -243.5 -243.8 -244.1 -244.4 -244.7 -245.0 -245.2 -245.5 -245.8

7500 -246.1 -246.4 -246.7 -247.0 -247.3 -247.6 -247.9 -248.2 -248.5 -248.8

7600 -249.0 -249.3 -249.6 -249.9 -250.2 -250.5 -250.8 -251.1 -251.4 -251.7

7700 -252.0 -252.2 -252.5 -252.8 -253.1 -253.4 -253.7 -254.0 -254.3 -254.6

7800 -254.9 -255.1 -255.4 -255.7 -256.0 -256.3 -256.6 -256.9 -257.2 -257.5

7900 -257.7 -258.0 -258.3 -258.6 -258.9 -259.2 -259.5 -259.8 -260.1 -260.3

8000 -260.6 -260.9 -261.2 -261.5 -261.8 -262.1 -262.4 -262.6 -262.9 -263.2

8100 -263.5 -263.8 -264.1 -264.4 -264.6 -264.9 -265.2 -265.5 -265.8 -266.1

8200 -266.4 -266.7 -266.9 -267.2 -267.5 -267.8 -268.1 -268.4 -268.7 -268.9

8300 -269.2 -269.5 -269.8 -270.1 -270.4 -270.6 -270.9 -271.2 -271.5 -271.8

8400 -272.1 -272.4 -272.6 -272.9 -273.2 -273.5 -273.8 -274.1 -274.3 -274.6

8500 -274.9 -275.2 -275.5 -275.8 -276.0 -276.3 -276.6 -276.9 -277.2 -277.5

8600 -277.7 -278.0 -278.3 -278.6 -278.9 -279.1 -279.4 -279.7 -280.0 -280.3

8700 -280.6 -280.8 -281.1 -281.4 -281.7 -282.0 -282.2 -282.5 -282.8 -283.1

8800 -283.4 -283.6 -283.9 -284.2 -284.5 -284.8 -285.1 -285.3 -285.6 -285.9

8900 -286.2 -286.5 -286.7 -287.0 -287.3 -287.6 -287.8 -288.1 -288.4 -288.7

© JEPPESEN SANDERSON, INC. 1987, 2006. ALL RIGHTS RESERVED.

14 TERMINAL 21 APR 06

HECTOPASCAL/MILLIBAR EQUIVALENT FOR AIRPORT ELEVATION

-200 -190 -180 -170 -160 -150 -140 -130 -120 -110
Elev
7.3 7.0 6.6 6.2 5.9 5.5 5.1 4.8 4.4 4.0

-100 -90 -80 -70 -60 -50 -40 -30 -20 -10
Elev
3.7 3.3 2.9 2.6 2.2 1.8 1.5 1.1 0.7 0.4

Elev +00 +10 +20 +30 +40 +50 +60 +70 +80 +90

9000 -289.0 -289.2 -289.5 -289.8 -290.1 -290.4 -290.6 -290.9 -291.2 -291.5

9100 -291.8 -292.0 -292.3 -292.6 -292.9 -293.1 -293.4 -293.7 -294.0 -294.3

9200 -294.5 -294.8 -295.1 -295.4 -295.6 -295.9 -296.2 -296.5 -296.7 -297.0

9300 -297.3 -297.6 -297.8 -298.1 -298.4 -298.7 -299.0 -299.2 -299.5 -299.8

9400 -300.1 -300.3 -300.6 -300.9 -301.2 -301.4 -301.7 -302.0 -302.3 -302.5

9500 -302.8 -303.1 -303.4 -303.6 -303.9 -304.2 -304.5 -304.7 -305.0 -305.3

9600 -305.5 -305.8 -306.1 -306.4 -306.6 -306.9 -307.2 -307.5 -307.7 -308.0

9700 -308.3 -308.6 -308.8 -309.1 -309.4 -309.6 -309.9 -310.2 -310.5 -310.7

9800 -311.0 -311.3 -311.6 -311.8 -312.1 -312.4 -312.6 -312.9 -313.2 -313.5

9900 -313.7 -314.0 -314.3 -314.5 -314.8 -315.1 -315.4 -315.6 -315.9 -316.2

10000 -316.4 -316.7 -317.0 -317.2 -317.5 -317.8 -318.1 -318.3 -318.6 -318.9

10100 -319.1 -319.4 -319.7 -319.9 -320.2 -320.5 -320.7 -321.0 -321.3 -321.6

10200 -321.8 -322.1 -322.4 -322.6 -322.9 -323.2 -323.4 -323.7 -324.0 -324.2

10300 -324.5 -324.8 -325.0 -325.3 -325.6 -325.8 -326.1 -326.4 -326.6 -326.9

10400 -327.2 -327.4 -327.7 -328.0 -328.2 -328.5 -328.8 -329.0 -329.3 -329.6

10500 -329.8 -330.1 -330.4 -330.6 -330.9 -331.2 -331.4 -331.7 -332.0 -332.2

10600 -332.5 -332.8 -333.0 -333.3 -333.6 -333.8 -334.1 -334.4 -334.6 -334.9

10700 -335.2 -335.4 -335.7 -335.9 -336.2 -336.5 -336.7 -337.0 -337.3 -337.5

10800 -337.8 -338.1 -338.3 -338.6 -338.8 -339.1 -339.4 -339.6 -339.9 -340.2

10900 -340.4 -340.7 -341.0 -341.2 -341.5 -341.7 -342.0 -342.3 -342.5 -342.8

11000 -343.1 -343.3 -343.6 -343.8 -344.1 -344.4 -344.6 -344.9 -345.1 -345.4

11100 -345.7 -345.9 -346.2 -346.5 -346.7 -347.0 -347.2 -347.5 -347.8 -348.0

11200 -348.3 -348.5 -348.8 -349.1 -349.3 -349.6 -349.8 -350.1 -350.4 -350.6

11300 -350.9 -351.1 -351.4 -351.7 -351.9 -352.2 -352.4 -352.7 -352.9 -353.2

11400 -353.5 -353.7 -354.0 -354.2 -354.5 -354.8 -355.0 -355.3 -355.5 -355.8

11500 -356.0 -356.3 -356.6 -356.8 -357.1 -357.3 -357.6 -357.9 -358.1 -358.4

11600 -358.6 -358.9 -359.1 -359.4 -359.7 -359.9 -360.2 -360.4 -360.7 -360.9

11700 -361.2 -361.4 -361.7 -362.0 -362.2 -362.5 -362.7 -363.0 -363.2 -363.5

11800 -363.7 -364.0 -364.3 -364.5 -364.8 -365.0 -365.3 -365.5 -365.8 -366.0

11900 -366.3 -366.6 -366.8 -367.1 -367.3 -367.6 -367.8 -368.1 -368.3 -368.6

12000 -368.8 -369.1 -369.3 -369.6 -369.9 -370.1 -370.4 -370.6 -370.9 -371.1

© JEPPESEN SANDERSON, INC. 1987, 2006. ALL RIGHTS RESERVED.

 21 APR 06 TERMINAL 15

HECTOPASCAL/MILLIBAR EQUIVALENT FOR AIRPORT ELEVATION

-200 -190 -180 -170 -160 -150 -140 -130 -120 -110
Elev
7.3 7.0 6.6 6.2 5.9 5.5 5.1 4.8 4.4 4.0

-100 -90 -80 -70 -60 -50 -40 -30 -20 -10
Elev
3.7 3.3 2.9 2.6 2.2 1.8 1.5 1.1 0.7 0.4

Elev +00 +10 +20 +30 +40 +50 +60 +70 +80 +90

12100 -371.4 -371.6 -371.9 -372.1 -372.4 -372.6 -372.9 -373.1 -373.4 -373.6

12200 -373.9 -374.2 -374.4 -374.7 -374.9 -375.2 -375.4 -375.7 -375.9 -376.2

12300 -376.4 -376.7 -376.9 -377.2 -377.4 -377.7 -377.9 -378.2 -378.4 -378.7

12400 -378.9 -379.2 -379.4 -379.7 -379.9 -380.2 -380.4 -380.7 -380.9 -381.2

12500 -381.4 -381.7 -381.9 -382.2 -382.4 -382.7 -382.9 -383.2 -383.4 -383.7

12600 -383.9 -384.2 -384.4 -384.7 -384.9 -385.2 -385.4 -385.7 -385.9 -386.2

12700 -386.4 -386.7 -386.9 -387.2 -387.4 -387.7 -387.9 -388.1 -388.4 -388.6

12800 -388.9 -389.1 -389.4 -389.6 -389.9 -390.1 -390.4 -390.6 -390.9 -391.1

12900 -391.4 -391.6 -391.9 -392.1 -392.3 -392.6 -392.8 -393.1 -393.3 -393.6

13000 -393.8 -394.1 -394.3 -394.6 -394.8 -395.0 -395.3 -395.5 -395.8 -396.0

13100 -396.3 -396.5 -396.8 -397.0 -397.3 397.5 -397.7 -398.0 -398.2 -398.5

13200 -398.7 -399.0 -399.2 -399.5 -399.7 -399.9 -400.2 -400.4 -400.7 -400.9

13300 -401.2 -401.4 -401.6 -401.9 -402.1 -402.4 -402.6 -402.9 -403.1 -403.3

13400 -403.6 -403.8 -404.1 -404.3 -404.6 -404.8 -405.0 -405.3 -405.5 -405.8

13500 -406.0 -406.3 -406.5 -406.7 -407.0 -407.2 -407.5 -407.7 -407.9 -408.2

© JEPPESEN SANDERSON, INC. 1987, 2006. ALL RIGHTS RESERVED.

 29 JAN 10 AIRPORT DIRECTORY
LEGEND AND EXPLANATION
1 LOCATION (AIRPORT), APT OF
ENTRY (IF APPLICABLE)
Airports are listed alphabetically by location name,
with airport name in parentheses when different than
location name. A cross index by airport name is pro-
vided.
2 ELEVATION, JEPPESEN NAVDATA
(ICAO) IDENTIFIER, IATA
IDENTIFIER (IF APPLICABLE),
TIME ZONE (1) COORDINATES
(1) — Time Zone in numeric format, observed by the
airport as stated in the source and indicating the stan-
dard difference of each zone from Universal Time
Coordinated (UTC).
* — indicated that the airport observes Daylight Sav-
ings or Summer Time.
3 TELEPHONE/TELEFAX NUMBERS
Telephone/Telefax numbers are provided for contact
with the airport, where available.
4 RUNWAY DATA AND
RUNWAY/APPROACH LIGHTS
All usable runways are listed indicating the following
items:
a. Runway designators.
b. Total runway length, excluding stopways, over-
runs or clearways.
c. TORA and LDA if not identical with total run-
way length. TODA and ASDA when longer than
take-off run (TORA) and provided by controlling
authority. For explanation see below.
d. Type of runway surface.
e. Runway bearing strength.
Load classification number (LCN) supple-
mented (if known) by:
– r (rigid pavement) - radius of relative strength
in inches
f (flexible pavement) - thickness in inches
– Load Classification Group (LCG)
– Wheel and/or aircraft loads in thousands of
pounds
SIWL — Single Isolated Wheel Load times
number of main wheels = allowable aircraft
weight.
ESWL — Equivalent Single Wheel Load,
a calculated value for multiwheel legs. The
resultant value is considered to be the same
as SIWL for determining LCN as indicated
below.
S or SW — (allowable aircraft weight) for sin-
gle wheel per leg configuration.
T or DW — (allowable aircraft weight) for tan-
dem or dual wheel per leg configuration.
TT or DDW — (allowable aircraft weight) for
twin tandem or double dual wheel per leg
configuration.
TDT — Runway weight bearing capacity for
aircraft with twin delta tandem landing gear.
q$z
1 q$i
DDT — Runway weight bearing capacity for
aircraft with double dual tandem type landing
gear.
AUW — All Up Weight (without regard to
wheel configuration).
MTOW — Maximum Take-Off Weight
– Load allowed on each main landing gear leg
for different wheel configurations in thou-
sands of pounds
S/L — (load per leg) for single wheel per leg
configuration.
T/L — (load per leg) for twin or tandem wheel
per leg configuration.
TT/L — (load per leg) for bogie or twin tan-
dem wheel per leg configuration.
– Type of aircraft (represents a maximum load
factor).
– ACN/PCN system - see explanation below.
Information predicated on maximum pounds per
square inch tire pressure is shown as “000 psi”.
Estimated information is prefaced with “E”.
f. Runway edge and approach lights are indicated
as the best available system from the following
sequence.
HIRL — high intensity runway lights
MIRL — medium intensity runway lights
RL — low intensity runway lights
PORT-RL — portable electric runway lights
FLARES — flare pots or goosenecks
HIALS — high intensity approach lights
MIALS — medium intensity approach lights
ALS — low intensity approach lights
LDIN — sequenced flashing lead-in lights
RAIL — runway alignment indicator lights
(sequenced flashing)
5 HOURS & RESTRICTIONS
Airport hours of operation, restrictions for certain
types of users or aircraft. All times are UTC unless
otherwise indicated.
Abbreviations used for airport hours and restrictions
have the following meaning:
SR — Sunrise
SS — Sunset
H24 — Continuous operation
HX — Irregular times
O/R — On Request
O/T — Other times
PNR — Prior Notice Required
PPO — Prior Permission Only
PPR — Prior Permission Required
PTO — Part Time Operation
ATND/SKD — Attended Schedule
NOTE: Civil aircraft require prior permission for the
use of military airports.
© JEPPESEN, 1988, 2010. ALL RIGHTS RESERVED.
 2 AIRPORT DIRECTORY
LEGEND AND EXPLANATION
6 CUSTOMS
“Customs” without further explanation indicates that
Customs are available during airport hours. Other
Customs conditions are explained, as appropriate.
NOTE: Availability at destination should be checked
before departure.
7 FUEL
U — Fuel Services/Type unknown
7.1 JEPPESEN CODE AVGAS
(GASOLINE) FUEL CATEGORY
F — Piston engine fuel (grade not specified)
F-1 — 73 octane
F-1 — 78 octane
F-2 — 80/87 octane (equal to MIL F-12)
F-7 — 91/96 octane, unleaded (no MIL spec)
F-7 — 91/115 octane
F-7 — 100 octane
F-3 — 100LL octane, low lead (equal to MIL F-18)
F-4 — 100/130 octane
F-5 — 115/145 octane (equal to MIL F-22)
F-6 — MOGAS
F-6 — Diesel
7.2 JET (KEROSENE) FUEL CATEGORY
J — Jet turbine fuel (grade not specified)
Jet A — Kerosene without FS-II*, FP** minus 40°C
Jet A+ — Kerosene with FS-II*, FP** minus 40°C
Jet A-1 — Kerosene without FS-II*, FP** minus 47°C
(equal to MIL F-35/JP-1***)
Jet A-1+ — Kerosene with FS-II*, FP** minus 47°C
(equal to MIL F-34/JP-8)
Jet B — Wide-cut turbine fuel without FS-II*, FP**
minus 50°C (equal to JP-4 with the exception of cer-
tain additives)
Jet B+ — Wide-cut turbine fuel with FS-II*, FP**
minus 50°C
JP-4 — Wide-cut turbine fuel for MIL aircraft, FP**
minus 58°C (designation F-40 is also used)
JP-5 — Kersone with FS-II*, FP** minus 46°C used
for aircraft operating from naval aircraft carriers (des-
ignation F-43/F-44 also used)
JP-8+100 — Kerosene with FS-II*, FP** minus 47°C
with fuel additive package that improves thermo sta-
bility characteristics
q$z
29 JAN 10
q$i
* — Fuel System Icing Inhibitor
** — Freeze Point
*** — The obsolete term JP1 is still used in some
countries.
Availability for JASU (jet aircraft starting units) and
Oxygen is also provided.
NOTE: Fuel and servicing hours may not be identical
with airport hours. At military fields fuel and/or oxygen
may not be available for civil operators. Availability at
destination should be checked before departure.
8 BEACON
The abbreviations “ABN” and “IBN” indicate the avail-
ability of an aerodrome light beacon or aerodrome
identification beacon.
9 DECLARED RUNWAY DISTANCES
AS SPECIFIED BY ICAO
Take-off Run Available (TORA), that is, the length
of runway which is declared available and suitable for
the ground run of an aeroplane taking off.
Accelerate Stop Distance Available (ASDA), that
is, the length of the take-off run available plus the
length of stopway available (if stopway is provided).
Take-off Distance Available (TODA), that is, the
length of the take-off run available plus the length of
clearway available (if clearway is provided).
Landing Distance Available (LDA), that is, the
length of runway which is declared available and
suitable for the ground run of an aeroplane land-
ing. The landing distance available commences at
the threshold and extends for the length of runway
after the threshold. However, the threshold may be
displaced from the extremity of the runway when it
is considered necessary to make a corresponding
displacement of the approach surface by reason of
obstacles in the approach path to the runway.
RUNWAY TORA ASDA TODA LDA
ft ft ft ft
09 2000 2300 2580 1850
27 2000 2350 2350 2000
1145640226000
© JEPPESEN, 1988, 2010. ALL RIGHTS RESERVED.
 29 JAN 10 AIRPORT DIRECTORY 3
LEGEND AND EXPLANATION q$i

10 RESCUE AND FIRE FIGHTING
SYSTEM
Airport categories for rescue and fire fighting are
based on the over-all length of the longest aeroplane
normally using the airport and its maximum fuselage
width as detailed in table 1.1.
Table 1.2. shows the minimum usable amounts of
extinguishing agents related to the airport categories.
They will be shown in the airport listings as “Fire” fol-
lowed by the category number (e.g. Fire 5).
Where fire fighting equipment is available but the cat-
egory is not defined, the letter U (Uncategorized) will
be published (e.g. Fire U).
Where fire fighting equipment is not available, the let-
ter N will be published.
If different category numbers are published for one
airport, the lowest category number will be shown.
The higher category number with the relevant note
(e.g. Fire 7 PTO, Fire 7 PPR ... etc.) can be found
within the airport information block.

Table 1.1. Airport category for rescue and fire fighting

Airport cat.1
ICAO FAA Aeroplane over-all length (ft/m) Maximum fuselage
width (ft/m)
1 A 0 up to but not including 30/9 7/2
2 30/9 up to but not including 39/12 7/2
3 39/12 up to but not including 59/18 10/3
4 59/18 up to but not including 79/24 13/4
5 79/24 up to but not including 92/28 13/4
6 B 92/28 up to but not including 128/39 16/5
7 C 128/39 up to but not including 161/49 16/5
8 D 161/49 up to but not including 200/61 23/7
9 E 200/61 up to but not including 249/76 23/7
10 249/76 up to but not including 295/90 26/8
1 The airport category shown in the Tabulation above should be considered as guideline only. To determine the exact rescue
and fire airport category refer to ICAO DOC 9137 Chapter 2/(2.1.6) & FAA regulations §139.315, §139.317.

Table 1.2. Minimum Usable Amounts of Extinguishing Agents

Airport Foam meeting performance Foam meeting performance Complementary Agents
category level A level B
ICAO FAA1 Water Gal/L Discharge Water Gal/L Discharge Dry Gallons CO2 or
Rate foam Rate foam Chemical or Lbs/kg Lbs/kg
solution/ solution/ Powders
minute minute Gal/L Lbs/kg
Gal/L
1 A 90/350 90/350 60/230 60/230 100/45 100/45 200/90
2 220/1000 210/800 180/670 150/550 200/90 200/90 400/180
3 400/1800 340/1300 320/1200 240/900 300/135 300/135 600/270
4 790/3600 690/2600 630/2400 480/1800 300/135 300/135 600/270
5 1780/8100 1190/4500 1430/5400 790/3000 400/180 400/180 800/360
6 B 2600/11800 1590/6000 2090/7900 1060/4000 500/225 500/225 1000/450
7 C 4800/18200 2090/7900 3200/12100 1400/5300 500/225 500/225 1000/450
8 D 7210/27300 2850/10800 4810/18200 1900/7200 1000/450 1000/450 2000/900
9 E 9620/36400 3570/13500 6420/24300 2380/9000 1000/450 1000/450 2000/900
10 12730/48200 4390/16600 8530/32300 2960/11200 1000/450 1000/450 2000/900
1 The FAA fire fighting categories requires equipment similar to the ICAO fire fighting equipment shown in the table above.

The principal extinguishing agent should be:

a. a foam meeting the minimum performance level
A; or
b. a foam meeting the minimum performance level
B; or
c. a combination of these agents.

q$z

© JEPPESEN, 1988, 2010. ALL RIGHTS RESERVED.

 4 AIRPORT DIRECTORY
LEGEND AND EXPLANATION
11 LOAD CLASSIFICATION OF
RUNWAYS AND AIRCRAFT
ALIGNMENT CHART
At some airports the bearing strength of runway pave-
ment is defined by Load Classification Number (LCN)
/ Load Classification Group (LCG). The LCN / LCG
has to be determined for a given aircraft and com-
pared with the specific runway LCN / LCG. Normally
the LCN / LCG of an aircraft should not be above that
of the runway on which a landing is contemplated.
Pre-arranged exceptions may be allowed by airport
authorities.
The aircraft LCN / LCG can be determined as follows:
a. Obtain Single Isolated Wheel Load (SIWL /
ESWL) for the aircraft from Aircraft Operations
Manual and locate this figure in pounds or tons,
on the left scale of the chart.
q$z
29 JAN 10
q$i
b. Locate tire pressure on the scale to the right.
c. Connect the points found in 1 and 2 with a
straight line. Where this line crosses the center
scale read your aircraft LCN / LCG.
d. This LCN / LCG should not be above the pub-
lished runway LCN / LCG.
NOTE: LCG reformulates LCN only; there is no
correlation with other methods of expressing
runway strength nor is any correlation possible.
EXAMPLE: Aircraft SIWL = 36,500 lbs or 16.5
tons
Tire pressure = 70 PSI or 4.9 kg/cm2
Aircraft LCN = 32, LCG = IV.
1260781420000
© JEPPESEN, 1988, 2010. ALL RIGHTS RESERVED.
 29 JAN 10 AIRPORT DIRECTORY
LEGEND AND EXPLANATION
12 ACN/PCN SYSTEM
a. The ICAO introduced the ACN/PCN System as
a method to classify pavement bearing strength
for aircraft with an All-up Mass of more than
12500lbs (5700kg). For lighter aircraft see item
e.
DEFINITIONS:
ACN (Aircraft Classification Number) — A
number expressing the relative effect of an
aircraft on a pavement for a specified standard
subgrade category.
NOTE: The aircraft classification number is cal-
culated with respect to the center of gravity (CG)
position which yields the critical loading on the
critical gear. Normally the aftmost CG appropri-
ate to the maximum gross apron (ramp) mass is
used to calculate the ACN. In exceptional cases
the forwardmost CG position may result in the
nose gear loading being more critical.
CBR (California Bearing Ratio) — The bearing
ratio of soil determined by comparing the pene-
tration load of the soil to that of a standard mate-
rial. The method covers evaluation of the rela-
tive quality of subgrade soils but is applicable to
sub-base and some base course materials.
K — Westergaard’s modulus of subgrade reac-
tion in MN/m3.
MN/m3 (Mega Newtons per cubic meter) —
A measure of force in millions of Newtons per
cubic meter.
MPa (Mega Pascals) — A measure of pressure
or stress in millions of Pascals.
N (Newton) — The force which, when applied to
a body having a mass of 1 kilogram gives it an
acceleration of 1 meter per second squared.
Pa (Pascal) — The pressure of stress of 1 New-
ton per square meter.
PCN (Pavement Classification Number) — A
number expressing the bearing strength of a
pavement for unrestricted operations.
b. ACN for selected aircraft types currently in use
have been provided by aircraft manufacturers or
ICAO and the results are presented in tables
shown on the following pages. Examples of ACN
table usage are shown below. ICAO reference
documents are Annex 14, Attachment B and
Doc 9157-AN/901, Part 3.
c. PCN will be determined and reported by the
appropriate authority. PCN will be qualified by
type of pavement, subgrade strength, tire pres-
sure and calculation method information, using
the following codes:
1. The Pavement Classification Number:
The reported PCN indicates that an air-
craft with an ACN equal to or less than the
reported PCN can operate on the pave-
ment subject to any limitation on the tire
pressure.
2. The type of pavement:
R — Rigid
F — Flexible
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5
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3. The subgrade strength category:
A — High
B — Medium
C — Low
D — Ultra-low
4. The tire pressure category:
W — High, no pressure limit
X — Medium, limited to 1.50MPa (218psi)
Y — Low, limited to 1.0MPa (145psi)
Z — Very low, limited to 0.50MPa (73psi)
5. Pavement calculation method:
T — Technical evaluation
U — Using aircraft experience
EXAMPLE: Coding - PCN 80/R/B/W/T
The bearing strength of a rigid pavement, rest-
ing on a medium strength subgrade, has been
assessed by technical evaluation to be PCN 80
and there is no tire pressure limitation.
d. The appropriate authority may establish criteria
to regulate the use of a pavement by aircraft with
an ACN higher than the PCN reported for that
pavement.
NOTE: If the reported PCN is below the ACN for
the Maximum Apron Mass, then an All-up Mass
can be calculated which is suitable to the lower
reported PCN. The ACN varies linearly between
the Operating Mass Empty and the Maximum
Apron Mass.
e. The bearing strength of a pavement for aircraft
with an All-up Mass EQUAL TO OR LESS than
12500lbs (5700kg) shall be made available by
reporting the following information in plain lan-
guage:
1. Maximum allowable aircraft mass, and
2. Maximum allowable tire pressure.
EXAMPLE: 4000kg (8800lbs)/0.50MPa (73psi)
f. Occasional minor overloading operations are
acceptable for:
1. flexible pavements by aircraft with ACN not
exceeding 10 per cent above the PCN;
2. rigid or composite pavements by aircraft
with ACN not exceeding 5 per cent above
the PCN;
3. unknown pavement structure, a 5 per cent
limitation above the PCN should apply.
Where overload operations are conducted the
Appropriate Authority should be consulted.
12.1 EXAMPLES OF ACN TABLE USAGE
EXAMPLE 1: Find the ACN of a B777-200LR with a
mass of 348359kg on a rigid pavement resting on a
medium strength subgrade (i.e., K = 80MN/m3 ). Tire
pressure of the main wheels is 1.50MPa.
Solution: ACN = 82
EXAMPLE 2: An AIP contains the following informa-
tion related to a runway pavement:
PCN of the pavement = 80
© JEPPESEN, 1988, 2010. ALL RIGHTS RESERVED.
 6 AIRPORT DIRECTORY 29 JAN 10

LEGEND AND EXPLANATION q$i

Determine whether the pavement can accept the fol-

lowing aircraft at the indicated operating masses and
tire pressures:

Tire Pressure
Mass (kg) (MPa)
A380-800 571000 1.50
B747-400B 398345 1.38
IL-96 231000 1.08
EMB ERJ 20700 0.95
145ER

Solution: ACNs of these aircraft are 69, 62, 12.9 and

43 respectively. Since the pavement in question has a
PCN of 80, it can accept all of the aircraft types cited.
EXAMPLE: Find the ACN of a B777-300 with a mass
of 280400kg on a flexible pavement resting on a
medium strength subgrade (CBR-10%). The tire
pressure of the main wheels is 1.48MPa.
Solution:

1263546292000

NOTE: The two All-up Masses required are shown in

columns 2 or 3 of the following pages for each aircraft
type listed.

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© JEPPESEN, 1988, 2010. ALL RIGHTS RESERVED.

 q$z
ACN relative to
All-up Mass1 Rigid pavement subgrades Flexible pavement subgrades
(Maximum Apron Load on High K Medium Low K Ultralow High Medium Low Very low
Mass) (Operating one main Standard Aircraft Tire = 150 K = 80 = 40 K = 20 CBR = CBR = CBR = CBR =
Aircraft type Mass Empty) Pressure MN/m 3 MN/m 3 MN/m 3 MN/m 3 15% 10% 6% 3%
gear leg
lbs kgs (%) psi kg/cm2 mPa A B C D A B C D
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
Airbus A300-B2 304014 137900 47.0 174 12.2 1.20 34 41 49 57 35 39 47 62
192371 87259 19 22 26 31 20 21 24 32
Airbus A300-B2 315037 142900 47.0 186 13.1 1.28 37 44 53 60 37 41 50 65
193676 87851 20 23 27 31 20 22 25 33
16 JUL 10

Airbus A300-B4 332674 150900 47.0 203 14.3 1.40 41 49 58 66 41 45 54 70

202858 92016 22 25 29 34 22 23 26 35
Airbus A300-B4 339288 153900 47.0 203 14.3 1.40 43 51 59 68 42 46 56 72
197052 89382 21 24 28 33 21 22 25 34
Airbus A300-B4 349209 158400 47.0 215 15.1 1.48 45 54 63 71 43 48 59 75
200848 91104 22 25 29 34 22 23 26 35
Airbus A300-B4 349209 158400 47.0 177 12.4 1.22 42 51 60 69 43 48 58 75
200848 91104 20 23 28 33 21 23 26 35
Airbus A300-B4 349209 158400 47.0 160 11.2 1.10 40 49 59 68 42 47 58 75
ACN TABLES

200848 91104 19 23 27 32 21 22 26 35
AIRPORT DIRECTORY

Airbus A300-B4 365743 165900 47.0 212 14.9 1.46 48 57 67 75 46 51 63 80

200667 91022 22 25 29 34 22 23 26 35
Airbus A300-B4 365743 165900 47.0 186 13.1 1.28 46 55 65 74 45 51 63 80
200667 91022 21 24 28 33 21 23 26 35
Airbus A300-B4 365743 165900 47.0 168 11.8 1.16 44 53 64 73 45 51 62 79
200667 91022 20 23 27 32 21 22 26 35
Airbus A300-600 365743 165900 47.5 186 13.1 1.28 46 56 66 75 46 52 64 81
B4 201840 91554 21 24 29 34 22 23 27 35
Airbus A300-600 365743 165900 47.5 168 11.8 1.16 45 54 65 74 46 52 63 81
B4 201840 91554 20 24 28 33 21 23 26 35
Airbus A300-600 365743 165900 47.0 186 13.1 1.28 46 55 65 74 45 51 63 80
C4 202292 91759 21 24 29 33 21 23 26 35
7

© JEPPESEN, 1986, 2010. ALL RIGHTS RESERVED.

q$i
 q$z
8

ACN relative to
All-up Mass1 Rigid pavement subgrades Flexible pavement subgrades
(Maximum Apron Load on High K Medium Low K Ultralow High Medium Low Very low
Mass) (Operating one main Standard Aircraft Tire = 150 K = 80 = 40 K = 20 CBR = CBR = CBR = CBR =
Aircraft type Mass Empty) Pressure MN/m 3 MN/m 3 MN/m 3 MN/m 3 15% 10% 6% 3%
gear leg
lbs kgs (%) psi kg/cm2 mPa A B C D A B C D
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
Airbus A300-600 365743 165900 47.0 168 11.8 1.16 44 53 64 73 45 51 62 79
C4 202292 91759 20 23 28 32 21 23 26 35
Airbus A300-600R 377868 171400 47.5 194 13.7 1.34 50 59 70 79 48 55 67 84
B4F 199684 90576 21 24 29 33 22 23 26 35
Airbus A300-600R 377868 171400 47.5 194 13.7 1.34 50 59 70 79 48 55 67 84
B4 204408 92719 22 25 30 34 22 24 27 36
Airbus A300-600R 380514 172600 47.5 194 13.7 1.34 50 60 70 79 49 55 67 85
B4 204532 92775 22 25 30 34 22 24 27 36
Airbus A300-600R 380514 172600 47.5 175 12.3 1.21 48 58 69 78 48 55 67 85
B4 204532 92775 21 24 29 34 22 23 27 36
Airbus A310-300F 277559 125900 46.7 170 11.9 1.17 30 36 43 50 31 34 41 55
176108 79882 17 19 23 27 18 19 21 28
Airbus A310-200F 292991 132900 46.7 178 12.5 1.23 33 39 47 54 34 37 45 59
ACN TABLES

178288 80871 17 20 24 28 18 19 22 29
AIRPORT DIRECTORY

Airbus A310-200F 292991 132900 46.7 148 10.4 1.02 30 37 45 52 33 36 44 59

178288 80871 16 19 22 26 18 19 22 29
Airbus A310-300F 299605 135900 46.7 178 12.5 1.23 34 40 48 55 35 38 46 61
170012 77117 17 19 22 26 17 18 20 27
16 JUL 10

Airbus A310-300F 307542 139500 47.2 189 13.3 1.30 36 43 51 59 37 40 49 64

176013 79839 18 20 24 28 18 19 22 29
Airbus A310-300F 307542 139500 47.2 157 11.0 1.08 34 41 49 57 36 40 49 64
176013 79839 17 19 23 27 18 19 22 29
Airbus A310-200 315037 142900 46.7 193 13.6 1.33 37 45 53 60 37 41 50 65
178837 81120 18 21 24 28 18 20 22 29
Airbus A310-200 315037 142900 46.7 160 11.2 1.10 35 42 50 58 37 41 50 65
178837 81120 17 19 23 27 18 19 22 29

© JEPPESEN, 1986, 2010. ALL RIGHTS RESERVED.

q$i
 q$z
ACN relative to
All-up Mass1 Rigid pavement subgrades Flexible pavement subgrades
(Maximum Apron Load on High K Medium Low K Ultralow High Medium Low Very low
Mass) (Operating one main Standard Aircraft Tire = 150 K = 80 = 40 K = 20 CBR = CBR = CBR = CBR =
Aircraft type Mass Empty) Pressure MN/m 3 MN/m 3 MN/m 3 MN/m 3 15% 10% 6% 3%
gear leg
lbs kgs (%) psi kg/cm2 mPa A B C D A B C D
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
Airbus A310-300 339288 153900 47.2 212 14.9 1.46 44 52 60 69 42 47 57 73
181849 82486 19 22 26 30 19 20 23 30
Airbus A310-300 339288 153900 47.2 174 12.2 1.20 40 49 58 66 41 46 56 73
181849 82486 18 21 24 29 19 20 23 30
16 JUL 10

Airbus A310-300 348106 157900 47.2 215 15.1 1.48 45 54 63 71 44 48 59 75

184966 83900 20 23 26 30 20 21 23 31
Airbus A310-300 348106 157900 47.2 180 12.6 1.24 42 51 61 69 43 48 59 75
184966 83900 19 21 25 29 19 20 23 31
Airbus A310-300 354720 160900 47.2 183 12.8 1.26 44 53 62 71 44 49 60 77
183866 83401 19 21 25 29 19 20 23 31
Airbus A310-300 363539 164900 47.2 187 13.2 1.29 46 55 65 74 45 51 62 80
187314 84965 19 22 26 30 20 21 24 32
Airbus A318-100 124339 56400 45.1 148 10.4 1.02 27 29 32 33 26 27 30 35
ACN TABLES

85578 38818 18 19 20 22 17 17 19 22
AIRPORT DIRECTORY

Airbus A318-100 130953 59400 44.9 165 11.6 1.14 30 32 34 36 28 29 32 37

85578 38818 18 20 21 22 17 17 19 22
Airbus A318-100 135362 61400 44.7 165 11.6 1.14 31 33 35 37 29 30 33 38
85578 38818 18 19 21 22 17 17 19 22
Airbus A318-100 136465 61900 44.6 165 11.6 1.14 31 33 36 37 29 30 33 38
85578 38818 18 19 21 22 17 17 19 22
Airbus A318-100 139772 63400 44.5 165 11.6 1.14 32 34 36 38 30 31 34 39
85578 38818 18 19 21 22 17 17 19 21
Airbus A318-100 150795 68400 44.5 180 12.6 1.24 36 38 41 43 33 34 37 43
85578 38818 19 20 21 22 17 17 19 22
Airbus A319-100 141976 64400 45.7 173 12.1 1.19 34 37 39 41 32 32 36 41
87800 39826 19 21 22 23 18 18 20 23
9

© JEPPESEN, 1986, 2010. ALL RIGHTS RESERVED.

q$i
 q$z
10

ACN relative to
All-up Mass1 Rigid pavement subgrades Flexible pavement subgrades
(Maximum Apron Load on High K Medium Low K Ultralow High Medium Low Very low
Mass) (Operating one main Standard Aircraft Tire = 150 K = 80 = 40 K = 20 CBR = CBR = CBR = CBR =
Aircraft type Mass Empty) Pressure MN/m 3 MN/m 3 MN/m 3 MN/m 3 15% 10% 6% 3%
gear leg
lbs kgs (%) psi kg/cm2 mPa A B C D A B C D
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
Airbus A319-100 141976 64400 46.3 173 12.1 1.19 35 37 39 41 32 33 36 42
87800 39826 20 21 23 24 19 19 20 23
Airbus A319-100 150795 68400 45.7 181 12.7 1.25 37 40 42 44 34 35 39 44
87800 39826 20 21 22 24 18 19 20 23
Airbus A319-100 150795 68400 46.1 181 12.7 1.25 38 40 42 44 34 35 39 45
87800 39826 20 21 23 24 19 19 20 23
Airbus A319-100 155204 70400 45.7 187 13.1 1.29 39 41 44 46 35 36 40 46
87800 39826 20 21 23 24 19 19 20 23
Airbus A319-100 155204 70400 46.0 187 13.1 1.29 39 42 44 46 35 36 41 46
87800 39826 20 21 23 24 19 19 20 23
Airbus A319-100 162920 73900 45.7 194 13.7 1.34 42 44 47 49 37 39 43 49
87800 39826 20 22 23 24 19 19 20 23
Airbus A319-100 162920 73900 45.8 194 13.7 1.34 42 44 47 49 37 39 43 49
ACN TABLES

87800 39826 20 22 23 24 19 19 20 23
AIRPORT DIRECTORY

Airbus A319-100 167329 75900 45.7 200 14.1 1.38 44 46 48 50 39 40 44 50

87800 39826 20 22 23 24 19 19 20 23
Airbus A319-CJ 155204 70400 45.8 200 14.1 1.38 40 42 44 46 35 37 40 46
87800 39826 21 22 23 24 19 19 20 23
16 JUL 10

Airbus A319-CJ 165345 75000 45.8 200 14.1 1.38 44 46 49 51 39 40 45 50

87800 39826 21 22 23 24 19 19 20 23
Airbus A320-100 146385 66400 47.1 178 12.5 1.23 37 40 42 44 34 35 39 45
90927 41244 21 23 24 25 20 20 22 25
Airbus A320-100 150795 68400 47.1 186 13.1 1.28 39 41 44 46 35 36 40 46
90927 41244 22 23 24 26 20 20 22 25
Airbus A320-200 146385 66400 47.5 178 12.5 1.23 38 40 42 44 34 35 39 45
91149 41345 22 23 24 26 20 20 22 25

© JEPPESEN, 1986, 2010. ALL RIGHTS RESERVED.

q$i
 q$z
ACN relative to
All-up Mass1 Rigid pavement subgrades Flexible pavement subgrades
(Maximum Apron Load on High K Medium Low K Ultralow High Medium Low Very low
Mass) (Operating one main Standard Aircraft Tire = 150 K = 80 = 40 K = 20 CBR = CBR = CBR = CBR =
Aircraft type Mass Empty) Pressure MN/m 3 MN/m 3 MN/m 3 MN/m 3 15% 10% 6% 3%
gear leg
lbs kgs (%) psi kg/cm2 mPa A B C D A B C D
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
Airbus A320-200 150795 68400 47.2 186 13.1 1.28 39 42 44 46 35 36 40 46
91149 41345 22 23 24 26 20 20 22 25
Airbus A320-200 155204 70400 47.2 186 13.1 1.28 40 43 45 47 36 37 42 48
91149 41345 22 23 24 26 20 20 22 25
16 JUL 10

Airbus A320-200 158511 71900 47.2 200 14.1 1.38 42 45 47 49 38 39 43 49

91149 41345 22 24 25 26 20 20 22 25
Airbus A320-200 162920 73900 47.0 200 14.1 1.38 44 46 48 50 39 40 44 50
91149 41345 22 23 25 26 20 20 22 25
Airbus A320-200 167329 75900 46.8 200 14.1 1.38 45 47 50 52 40 41 46 52
91149 41345 22 23 25 26 20 20 22 25
Airbus A320-200 170636 77400 46.6 209 14.7 1.44 46 49 51 53 41 42 47 53
91149 41345 22 23 25 26 20 20 22 25
Airbus A320-200 172841 78400 46.4 209 14.7 1.44 47 49 52 54 41 43 47 53
ACN TABLES

91149 41345 22 23 25 26 20 20 21 25
AIRPORT DIRECTORY

Airbus A320-200 155204 70400 47.1 162 11.4 1.12 17 21 25 28 17 19 22 31

Dual tandem 91149 41345 9 10 12 14 9 9 11 14
Airbus A320-200 162920 73900 46.9 177 12.4 1.22 19 23 27 31 18 20 24 33
Dual tandem 91149 41345 9 10 12 14 9 9 11 14
Airbus A321-100 172841 78400 47.8 186 13.1 1.28 47 50 52 54 42 44 49 55
103526 46959 25 27 29 30 23 24 26 30
Airbus A321-100 183864 83400 47.8 197 13.9 1.36 51 54 57 59 45 48 53 59
103526 46959 26 28 29 31 23 24 26 30
Airbus A321-100 188273 85400 47.8 202 14.2 1.39 53 56 59 61 47 49 55 61
103526 46959 26 28 29 31 23 24 26 30
Airbus A321-100 197091 89400 47.4 212 14.9 1.46 56 59 62 64 49 52 58 63
103526 46959 26 28 29 31 23 24 26 30
11

© JEPPESEN, 1986, 2010. ALL RIGHTS RESERVED.

q$i
 q$z
12

ACN relative to
All-up Mass1 Rigid pavement subgrades Flexible pavement subgrades
(Maximum Apron Load on High K Medium Low K Ultralow High Medium Low Very low
Mass) (Operating one main Standard Aircraft Tire = 150 K = 80 = 40 K = 20 CBR = CBR = CBR = CBR =
Aircraft type Mass Empty) Pressure MN/m 3 MN/m 3 MN/m 3 MN/m 3 15% 10% 6% 3%
gear leg
lbs kgs (%) psi kg/cm2 mPa A B C D A B C D
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
Airbus A321-200 172841 78400 47.8 186 13.1 1.28 47 50 52 54 42 44 49 55
103526 46959 25 27 29 30 23 24 26 30
Airbus A321-200 177250 80400 47.8 197 13.9 1.36 49 52 54 57 43 45 51 56
103526 46959 26 28 29 31 23 24 26 30
Airbus A321-200 183864 83400 47.7 197 13.9 1.36 51 54 57 59 45 47 53 59
103526 46959 26 27 29 30 23 24 26 30
Airbus A321-200 188273 85400 47.6 202 14.2 1.39 53 56 58 61 46 49 54 60
103526 46959 26 28 29 30 23 24 26 30
Airbus A321-200 197091 89400 47.5 212 14.9 1.46 56 59 62 64 49 52 58 63
103526 46959 26 28 29 31 23 24 26 30
Airbus A321-200 205910 93400 47.6 218 15.3 1.50 60 63 66 68 52 55 61 67
103526 46959 27 28 30 31 24 24 26 30
Airbus A321-200 207012 93900 47.6 218 15.3 1.50 61 64 66 69 53 56 61 67
ACN TABLES

103526 46959 27 28 30 31 24 24 26 30
AIRPORT DIRECTORY

Airbus A330-200 425267 192900 47.4 206 14.5 1.42 43 48 57 66 46 49 56 74

258029 117041 26 27 30 34 25 26 29 35
Airbus A330-200 447313 202900 47.4 206 14.5 1.42 45 52 61 71 49 52 60 80
258029 117041 26 27 30 34 25 26 29 35
75 55
16 JUL 10

Airbus A330-200 464950 210900 47.3 206 14.5 1.42 47 54 64 51 63 85

258029 117041 26 27 30 34 25 26 29 35
Airbus A330-200 486996 220900 47.3 206 14.5 1.42 49 58 68 79 54 58 67 90
258029 117041 26 27 30 34 25 26 29 35
Airbus A330-200 509042 230900 47.2 206 14.5 1.42 53 61 72 84 57 62 71 96
258029 117041 26 27 30 34 25 26 29 35
Airbus A330-200 515656 233900 47.2 206 14.5 1.42 53 62 73 86 58 63 72 98
258029 117041 26 27 30 34 25 26 29 35

© JEPPESEN, 1986, 2010. ALL RIGHTS RESERVED.

q$i
 q$z
ACN relative to
All-up Mass1 Rigid pavement subgrades Flexible pavement subgrades
(Maximum Apron Load on High K Medium Low K Ultralow High Medium Low Very low
Mass) (Operating one main Standard Aircraft Tire = 150 K = 80 = 40 K = 20 CBR = CBR = CBR = CBR =
Aircraft type Mass Empty) Pressure MN/m 3 MN/m 3 MN/m 3 MN/m 3 15% 10% 6% 3%
gear leg
lbs kgs (%) psi kg/cm2 mPa A B C D A B C D
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
Airbus A330-300 407631 184900 48.0 190 13.4 1.31 40 45 53 62 44 47 53 71
264843 120132 27 27 30 35 26 27 30 37
Airbus A330-300 453927 205900 47.9 210 14.8 1.45 47 54 63 74 50 54 62 83
264843 120132 28 28 31 36 27 28 30 37
16 JUL 10

Airbus A330-300 469359 212900 47.5 190 13.4 1.31 46 53 63 75 51 55 64 86

264843 120132 26 27 30 35 26 27 30 37
Airbus A330-300 475973 215900 47.9 193 13.6 1.33 48 55 66 77 53 57 66 89
264843 120132 27 27 30 35 26 27 30 37
Airbus A330-300 480382 217900 47.9 206 14.5 1.42 50 57 68 79 54 58 67 90
264843 120132 27 28 31 36 26 28 30 37
Airbus A330-300 482587 218900 47.9 193 13.6 1.33 48 56 67 79 54 58 67 91
264843 120132 27 27 30 35 26 27 30 37
Airbus A330-300 509042 230900 47.8 206 14.5 1.42 53 62 73 86 58 62 72 98
ACN TABLES

264843 120132 27 28 31 36 26 28 30 37
AIRPORT DIRECTORY

Airbus A330-300 515656 233900 47.8 210 14.8 1.45 55 63 75 87 59 63 74 100

264843 120132 28 28 31 36 27 28 30 37
Airbus A340-200 560850 254400 39.1 189 13.3 1.30 45 52 62 73 50 54 62 84
276109 125242 22 24 25 28 22 22 25 30
Airbus A340-200 575180 260900 39.2 191 13.5 1.32 47 54 65 76 52 56 65 88
276109 125242 23 23 25 29 22 23 25 30
Airbus A340-200 608249 275900 39.7 206 14.5 1.42 53 61 73 85 57 62 72 97
276109 125242 23 25 26 30 22 23 25 30
Airbus A340-300 560850 254400 39.4 190 13.4 1.31 46 53 63 74 51 55 63 85
276109 125242 20 23 25 29 22 23 25 30
Airbus A340-300 568566 257900 39.4 191 13.5 1.32 47 54 64 76 52 56 64 87
276109 125242 19 23 25 29 22 23 25 30
13

© JEPPESEN, 1986, 2010. ALL RIGHTS RESERVED.

q$i
 q$z
14

ACN relative to
All-up Mass1 Rigid pavement subgrades Flexible pavement subgrades
(Maximum Apron Load on High K Medium Low K Ultralow High Medium Low Very low
Mass) (Operating one main Standard Aircraft Tire = 150 K = 80 = 40 K = 20 CBR = CBR = CBR = CBR =
Aircraft type Mass Empty) Pressure MN/m 3 MN/m 3 MN/m 3 MN/m 3 15% 10% 6% 3%
gear leg
lbs kgs (%) psi kg/cm2 mPa A B C D A B C D
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
Airbus A340-300 575180 260900 39.1 191 13.5 1.32 47 54 65 76 52 56 65 87
276109 125242 23 24 25 28 22 23 25 30
Airbus A340-300 575180 260900 40.0 206 14.5 1.42 50 58 68 80 54 58 67 90
276109 125242 24 25 26 30 23 23 25 31
Airbus A340-300 579589 262900 40.0 206 14.5 1.42 49 58 69 80 54 59 68 91
276109 125242 24 25 26 30 23 23 25 31
Airbus A340-300 599431 271900 40.0 206 14.5 1.42 52 61 72 84 57 61 71 96
276109 125242 24 25 26 30 23 23 25 31
Airbus A340-300 608249 275900 40.0 206 14.5 1.42 53 62 73 86 58 62 72 98
276109 125242 24 25 26 30 23 23 25 31
Airbus A340-300 611556 277400 39.7 206 14.5 1.42 53 62 73 85 57 62 72 98
276109 125242 23 25 26 30 22 23 25 30
Airbus A340-500 813938 369200 32.0 234 16.4 1.61 61 71 83 96 64 69 80 108
ACN TABLES

375598 170370 27 28 30 34 25 26 28 35
AIRPORT DIRECTORY

Airbus A340-500 822757 373200 32.0 234 16.4 1.61 62 72 85 98 65 70 82 110

375598 170370 27 28 30 34 25 26 28 35
Airbus A340-500 840394 381200 31.6 234 16.4 1.61 63 73 86 99 66 71 83 111
HGW 375598 170370 27 29 30 34 25 26 28 34
16 JUL 10

Airbus A340-600 807325 366200 32.2 234 16.4 1.61 61 71 83 96 64 69 80 108

388812 176364 28 29 32 36 26 28 30 37
Airbus A340-600 813938 369200 32.2 234 16.4 1.61 62 71 84 97 64 69 81 109
388812 176364 28 29 32 36 26 28 30 37
Airbus A340-600 840394 381200 31.7 234 16.4 1.61 63 73 86 100 66 71 83 112
388812 176364 28 28 31 36 26 27 29 36

© JEPPESEN, 1986, 2010. ALL RIGHTS RESERVED.

q$i
 q$z
ACN relative to
All-up Mass1 Rigid pavement subgrades Flexible pavement subgrades
(Maximum Apron Load on High K Medium Low K Ultralow High Medium Low Very low
Mass) (Operating one main Standard Aircraft Tire = 150 K = 80 = 40 K = 20 CBR = CBR = CBR = CBR =
Aircraft type Mass Empty) Pressure MN/m 3 MN/m 3 MN/m 3 MN/m 3 15% 10% 6% 3%
gear leg
lbs kgs (%) psi kg/cm2 mPa A B C D A B C D
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
Airbus A380-800 1128755 512000 19.0 218 15.3 1.50 50 58 69 80 52 56 66 90
595861 270281 (WLG) 24 26 29 34 24 25 27 34
28.5 (BLG) 49 59 76 96 49 54 65 92
25 26 29 36 22 23 26 34
16 JUL 10

Airbus A380-800 1238985 562000 19.0 218 15.3 1.50 56 66 78 91 59 64 75 103

595861 270281 (WLG) 24 26 29 34 24 25 28 34
28.5 (BLG) 55 68 88 110 56 62 75 106
25 26 29 36 22 23 26 34
Airbus A380-800 1258827 571000 19.0 218 15.3 1.50 57 67 79 91 59 64 76 104
595861 270281 (WLG) 24 26 29 33 24 25 27 34
28.5 (BLG) 55 69 90 111 57 63 76 107
25 26 29 36 22 23 26 34
ATR 42 36861 16720 46.2 109 7.66 0.75 9 10 10 11 8 9 10 11
ACN TABLES

Basic Tires 22675 10285 5 5 6 6 4 5 5 6

AIRPORT DIRECTORY

ATR 42 36861 16720 46.2 75 5.27 0.52 8 9 9 10 6 8 9 11

Low Pressure 22758 10323 4 5 6 6 3 4 5 6
Tires
ATR 72 47466 21530 47.8 114 8.01 0.79 13 13 14 15 11 12 14 15
Basic Tires 26896 12200 6 7 7 8 5 6 7 8
Avro RJ70 2 84500 38329 46.0 119 8.17 0.82 18.9 20.5 22.0 23.3 17.1 18.7 21.2 24.8
Standard Tires 49500 22453 10.0 10.9 11.8 12.6 9.3 10.1 10.9 12.9
Avro RJ70 2 84500 38329 46.0 81 5.59 0.56 16.4 18.3 20.1 21.6 14.3 17.5 20.2 24.4
Low Pressure 49500 22453 8.6 9.7 10.7 11.6 7.5 9.0 10.4 12.7
Tires
Avro RJ70 2 84500 38329 46.0 76 5.23 0.52 15.9 18.0 19.8 21.3 13.7 16.8 20.1 24.4
Low Pressure 49500 22453 8.4 9.5 10.5 11.4 7.1 8.9 10.3 12.6
Tires
15

© JEPPESEN, 1986, 2010. ALL RIGHTS RESERVED.

q$i
 q$z
16

ACN relative to
All-up Mass1 Rigid pavement subgrades Flexible pavement subgrades
(Maximum Apron Load on High K Medium Low K Ultralow High Medium Low Very low
Mass) (Operating one main Standard Aircraft Tire = 150 K = 80 = 40 K = 20 CBR = CBR = CBR = CBR =
Aircraft type Mass Empty) Pressure MN/m 3 MN/m 3 MN/m 3 MN/m 3 15% 10% 6% 3%
gear leg
lbs kgs (%) psi kg/cm2 mPa A B C D A B C D
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
Avro RJ852 93500 42411 47.1 135 9.32 0.93 22.7 24.4 26.0 27.3 20.6 21.9 24.9 28.5
Standard Tires 51300 23269 11.2 12.1 13.0 13.8 10.3 10.9 11.9 13.9
Avro RJ85 2 93500 42411 47.1 99 6.81 0.68 20.4 22.4 24.2 25.7 18.2 21.5 23.8 28.2
Low Pressure 51300 23269 10.0 11.0 12.0 12.9 8.9 10.4 11.4 13.8
Tires
Avro RJ100 2 98000 44452 47.2 143 9.89 0.99 24.7 26.5 28.1 29.4 22.5 23.6 26.8 30.4
Standard Tires 53700 24358 12.2 13.1 14.0 14.8 11.1 11.6 12.7 14.8
Avro RJ100 2 98000 44452 47.2 108 7.42 0.74 22.5 24.5 26.4 27.9 20.4 23.0 26.1 30.2
Low Pressure 53700 24358 11.0 12.0 13.0 13.9 10.0 11.4 12.2 14.7
Tires
BAe ATP 50550 22929 46.5 86 6.02 0.59 8.8 10.7 12.5 14.7 10.5 11.6 12.5 13.4
32000 14515 4.9 5.9 6.7 8.1 5.9 6.5 7.1 7.7
BAe 1-11 87500 39600 47.5 135 9.48 0.93 25 26 28 29 22 24 27 29
ACN TABLES

Series 400 49600 22498 13 13 14 15 11 12 13 15

BAe 1-11 98500 44679 47.5 83 5.81 0.57 22 25 27 28 19 24 28 31
AIRPORT DIRECTORY

Series 475 51700 23451 10 11 12 13 9 10 12 15

BAe 1-11 105500 47400 47.5 157 11.01 1.08 32 34 35 36 29 30 33 35
Series 500 54580 24757 15 16 16 17 13 13 15 17
BAe 125-400 23370 10600 45.5 112 7.85 0.77 6 6 7 7 5 5 6 7
16 JUL 10

12529 5683 3 3 3 3 2 3 3 3
BAe 125-600 25000 11340 45.5 120 8.64 0.83 7 7 7 8 5 6 7 8
12529 5683 3 3 3 3 2 3 3 3
BAe 125-800 25500 11567 92 6.48 0.63 5.2 6.2 7.0 7.9 6.3 6.8 7.1 7.4
Low Pressure 15500 7031 1.6 2.7 3.6 4.2 3.0 3.4 3.7 3.9
Tires
BAe 125-800 27400 12428 130 9.15 0.90 6.4 6.9 7.9 8.6 7.5 8.1 8.4 8.7
Standard Tires 15500 7031 2.4 2.9 3.5 4.3 3.3 3.6 3.8 4.2

© JEPPESEN, 1986, 2010. ALL RIGHTS RESERVED.

q$i
 q$z
ACN relative to
All-up Mass1 Rigid pavement subgrades Flexible pavement subgrades
(Maximum Apron Load on High K Medium Low K Ultralow High Medium Low Very low
Mass) (Operating one main Standard Aircraft Tire = 150 K = 80 = 40 K = 20 CBR = CBR = CBR = CBR =
Aircraft type Mass Empty) Pressure MN/m 3 MN/m 3 MN/m 3 MN/m 3 15% 10% 6% 3%
gear leg
lbs kgs (%) psi kg/cm2 mPa A B C D A B C D
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
BAe 146-100 3 84500 38329 46.0 117 8.23 0.81 16.8 18.3 20.7 24.4 18.8 20.4 21.9 23.1
Standard Tires 49500 22453 9.2 10.0 10.9 12.8 10.1 11.1 12.0 12.7
BAe 146-1003 84500 38329 46.0 77 5.41 0.53 13.8 16.7 19.6 23.7 15.9 17.8 19.7 21.2
Low Pressure 49500 22453 7.4 8.9 10.2 12.6 8.7 9.6 10.7 11.6
16 JUL 10

Tires
BAe 146-200 3 93500 42411 47.1 133 9.35 0.92 20.4 21.7 24.6 28.4 23.1 24.9 26.4 27.7
Standard Tires 51300 23269 10.1 10.7 11.7 13.6 11.5 12.3 13.2 13.9
BAe 146-200 3 93500 42411 47.1 95 6.68 0.66 18.0 21.0 23.8 28.0 20.3 22.3 24.1 25.7
Low Pressure 51300 23269 8.7 10.1 11.1 13.5 9.9 11.0 11.9 12.8
Tires
BAe 146-300 3 95500 43318 47.2 137 9.64 0.95 21.1 22.4 25.3 29.2 24.0 25.8 27.3 28.7
Standard Tires 53700 24358 10.8 11.4 12.4 14.5 12.2 13.2 14.0 14.8
BAe 146-300 3 95500 43318 47.2 99 6.96 0.68 19.0 21.8 24.6 28.8 21.2 23.2 25.0 26.6
ACN TABLES

Low Pressure 53700 24358 9.5 10.9 11.9 14.4 10.7 11.8 12.8 13.7
Tires
AIRPORT DIRECTORY

BAe 748 46500 21092 43.6 86 6.02 0.59 10 11 11 12 8 9 11 13

26859 12183 5 5 6 6 4 5 6 7
B707-120B 258000 117027 46.7 170 11.95 1.17 28 33 40 46 29 32 38 50
127500 57833 12 13 15 18 12 13 14 18
B707-320B 328000 148778 46.0 180 12.66 1.24 39 46 54 62 39 43 52 67
142800 64773 14 15 18 20 15 16 17 23
B707-320C 336000 152407 46.7 180 12.66 1.24 41 48 57 66 41 46 55 71
(Freighter) 135500 61462 13 14 17 19 13 14 15 20
B707-320C 336000 152407 46.7 180 12.66 1.24 41 48 57 66 41 46 55 71
(Convertible) 155100 70352 15 17 20 23 16 16 18 24
B707-320/420 316000 143335 46.1 180 12.66 1.24 37 43 52 59 37 41 50 64
142600 64682 15 17 20 23 16 16 18 24
17

© JEPPESEN, 1986, 2010. ALL RIGHTS RESERVED.

q$i
 q$z
18

ACN relative to
All-up Mass1 Rigid pavement subgrades Flexible pavement subgrades
(Maximum Apron Load on High K Medium Low K Ultralow High Medium Low Very low
Mass) (Operating one main Standard Aircraft Tire = 150 K = 80 = 40 K = 20 CBR = CBR = CBR = CBR =
Aircraft type Mass Empty) Pressure MN/m 3 MN/m 3 MN/m 3 MN/m 3 15% 10% 6% 3%
gear leg
lbs kgs (%) psi kg/cm2 mPa A B C D A B C D
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
B717-200 115000 52210 48.05 158 11.11 1.09 33 34 36 38 29 31 35 38
70000 31780 18 19 20 21 16 17 19 22
B720B 235000 106594 46.4 145 10.19 1.00 25 30 37 42 27 29 36 47
115000 52163 10 11 14 16 11 11 13 17
B727-100 170000 77111 47.6 165 11.6 1.14 46 48 51 53 42 43 49 54
87700 39780 21 22 24 25 19 20 22 25
B727-200 173000 78471 48.5 167 11.74 1.15 48 51 53 56 43 45 51 57
(Standard) 97600 44271 24 26 27 29 22 23 25 29
B727-200 185200 84005 48.0 148 10.41 1.02 50 52 56 58 46 48 55 60
(Basic) 97600 44271 23 24 26 28 21 22 25 29
B727-200 197700 89675 46.9 167 11.47 1.15 54 57 60 63 49 52 58 63
(Advanced) 98000 44452 24 25 27 28 22 22 24 28
B727-200 210000 95254 46.5 173 12.16 1.19 58 61 64 67 52 55 62 67
ACN TABLES

(Advanced) 100700 45677 24 25 27 29 22 23 25 29

AIRPORT DIRECTORY

B727-200 204000 92533 47.1 167 11.74 1.15 56 59 63 65 51 54 61 66

(Freighter) 100000 45359 24 25 27 29 22 23 25 29
B737-100 97800 44361 46.2 138 9.70 0.95 23 24 26 27 21 22 25 29
57200 25945 12 13 14 15 11 12 13 15
16 JUL 10

B737-100 111000 50349 45.9 157 11.04 1.08 27 29 31 32 25 26 29 33

57200 25945 12 12 13 15 12 13 14 15
B737-200 100800 45722 46.4 141 9.91 0.97 24 25 27 29 22 23 26 30
57200 25945 12 13 14 15 11 12 13 15
B737-200 117500 53297 46.4 166 11.67 1.14 30 32 34 35 27 28 32 36
(Advanced) 63700 28894 15 15 17 17 13 14 15 17
B737-200/200QC 117500 53297 46.4 96 6.75 0.66 25 27 30 32 22 26 30 35
(Advanced) 63700 28894 12 13 14 15 11 13 14 17

© JEPPESEN, 1986, 2010. ALL RIGHTS RESERVED.

q$i
 q$z
ACN relative to
All-up Mass1 Rigid pavement subgrades Flexible pavement subgrades
(Maximum Apron Load on High K Medium Low K Ultralow High Medium Low Very low
Mass) (Operating one main Standard Aircraft Tire = 150 K = 80 = 40 K = 20 CBR = CBR = CBR = CBR =
Aircraft type Mass Empty) Pressure MN/m 3 MN/m 3 MN/m 3 MN/m 3 15% 10% 6% 3%
gear leg
lbs kgs (%) psi kg/cm2 mPa A B C D A B C D
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
B737-200/200QC 128600 58332 46.0 182 12.80 1.25 34 36 38 39 30 31 35 39
(Advanced) 64200 29121 14 14 15 17 15 16 17 18
B737-300 135500 61462 46.2 195 13.71 1.34 37 39 41 42 32 34 38 42
72500 32885 18 19 20 21 16 16 17 20
29 JUN 12

B737-300 140000 63503 45.4 201 14.13 1.39 38 40 42 43 33 35 39 43

72500 32885 15 16 17 20 18 18 20 20
B737-400 139000 63049 47.0 204 14.34 1.41 40 41 43 45 34 36 40 44
72000 32659 18 19 20 21 16 16 17 20
B737-400 150500 68266 46.9 185 13.08 1.28 42 44 47 48 37 39 44 48
72000 32659 18 19 20 21 16 16 17 20
B737-500 134000 60781 46.0 194 13.64 1.34 37 38 40 42 32 33 37 41
72000 32659 18 18 20 20 16 16 17 20
B737-600 146000 66224 45.3 186 13.08 1.28 37 39 41 43 33 34 38 43
ACN TABLES

80200 36378 18 19 21 22 17 17 18 21
AIRPORT DIRECTORY

B737-700 155000 70307 45.8 197 13.85 1.36 41 43 45 47 36 38 42 47

83000 37648 20 21 22 23 18 18 19 22
B737–700C/- 171500 77791 45.8 196 13.78 1.35 46 49 51 53 41 43 48 53
700ER 86000 39009 21 22 23 24 18 19 20 23
B737-800 174700 79243 46.7 204 14.34 1.41 49 51 54 56 43 45 50 55
91300 41413 23 24 25 27 20 21 22 26
B737-900 174700 79243 46.7 204 14.34 1.41 49 51 54 56 43 45 50 55
91300 41413 23 24 25 27 20 21 22 26
B737–900ER 188200 85366 47.2 220 15.47 1.52 56 58 60 62 48 51 56 61
98500 44679 26 27 29 30 23 23 25 29
B737 BBJ 171500 77791 45.8 196 13.78 1.35 46 49 51 53 41 43 48 53
94000 42638 23 24 25 27 20 21 22 26
19

© JEPPESEN, 1986, 2012. ALL RIGHTS RESERVED.

q$i
 q$z
20

ACN relative to
All-up Mass1 Rigid pavement subgrades Flexible pavement subgrades
(Maximum Apron Load on High K Medium Low K Ultralow High Medium Low Very low
Mass) (Operating one main Standard Aircraft Tire = 150 K = 80 = 40 K = 20 CBR = CBR = CBR = CBR =
Aircraft type Mass Empty) Pressure MN/m 3 MN/m 3 MN/m 3 MN/m 3 15% 10% 6% 3%
gear leg
lbs kgs (%) psi kg/cm2 mPa A B C D A B C D
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
B737 BBJ2 174700 79243 46.7 204 14.34 1.41 49 51 54 56 43 45 50 55
98000 44452 25 26 28 29 22 23 24 28
B737 BBJ3 188200 85366 47.2 220 15.47 1.52 56 58 60 62 48 51 56 61
100000 45359 26 27 29 30 23 23 25 29
B747-100B 574000 260362 48.1 152 10.69 1.05 28 33 40 47 31 33 40 55
SR 362700 164518 16 18 21 25 18 19 21 27
B747-100B 753000 341555 46.2 192 13.50 1.32 42 49 59 68 43 47 56 76
378900 171866 18 20 23 27 19 19 22 28
B747 SP 703000 318875 21.9 205 14.41 1.41 38 44 53 61 38 41 49 67
326300 148007 15 16 19 22 15 16 17 21
B747-200B 778000 352895 23.6 199 13.99 1.37 46 54 64 73 46 51 62 82
381100 172864 19 21 24 28 19 20 22 29
B747-200C 836000 379203 22.7 201 14.13 1.39 48 56 67 77 48 53 65 86
ACN TABLES

393900 178670 19 21 24 28 19 20 22 28
AIRPORT DIRECTORY

B747-200F 836000 379203 22.7 201 14.13 1.39 48 56 67 77 48 53 65 86

345300 156625 16 18 20 23 16 17 19 23
B747-300C 836000 379203 22.7 190 13.36 1.31 47 55 66 76 48 53 65 85
385500 174860 18 20 23 27 19 19 22 28
B747-400B 878200 398345 23.3 200 14.06 1.38 53 62 74 85 53 59 73 94
29 JUN 12

364000 165108 18 19 22 26 18 19 21 26
B747-400F 877000 397801 23.3 200 14.06 1.38 53 62 74 85 53 59 73 94
400000 181437 20 22 25 29 20 21 24 30
B747-400ER 913000 414130 23.4 228 16.03 1.57 59 69 81 92 57 63 78 100
406900 184567 21 23 27 31 21 22 24 31
B747-400ERF 913000 414130 23.4 230 16.17 1.59 59 69 81 92 57 63 78 100
(Freighter) 362400 164382 19 20 23 27 18 19 21 26

© JEPPESEN, 1986, 2012. ALL RIGHTS RESERVED.

q$i
 q$z
ACN relative to
All-up Mass1 Rigid pavement subgrades Flexible pavement subgrades
(Maximum Apron Load on High K Medium Low K Ultralow High Medium Low Very low
Mass) (Operating one main Standard Aircraft Tire = 150 K = 80 = 40 K = 20 CBR = CBR = CBR = CBR =
Aircraft type Mass Empty) Pressure MN/m 3 MN/m 3 MN/m 3 MN/m 3 15% 10% 6% 3%
gear leg
lbs kgs (%) psi kg/cm2 mPa A B C D A B C D
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
B747-8 990000 449060 23.7 221 15.54 1.52 65 77 90 102 63 71 88 112
460000 208650 24 27 32 36 24 26 29 38
B747-8F 990000 449060 23.6 221 15.54 1.52 65 76 90 102 63 70 88 111
1 JUN 12

410000 185970 21 23 27 31 21 22 24 32
B757-200 251000 113852 46.2 179 12.58 1.23 30 36 42 48 29 33 40 52
133000 60328 13 15 18 21 13 14 16 21
B757-200 256000 116120 45.6 183 12.87 1.26 31 36 43 49 30 33 40 53
133000 60328 13 15 18 20 13 14 16 21
B757-200PF 256000 116120 45.6 183 12.87 1.26 31 36 43 49 30 33 40 53
114000 51710 11 12 14 17 11 11 13 16
B757-300 273500 124058 46.4 200 14.06 1.38 36 42 49 56 33 37 46 59
142400 64592 15 17 20 23 15 16 18 23
B767-200 361000 163747 45.8 190 13.36 1.31 39 46 55 63 40 44 52 71
ACN TABLES

181500 82327 17 19 22 25 17 18 20 26
AIRPORT DIRECTORY

B767-200ER 396000 179623 45.4 190 13.36 1.31 44 51 62 71 45 50 60 80

181500 82327 17 18 21 25 17 18 20 25
B767-300 361000 163747 47.5 182 12.80 1.25 40 47 57 66 42 46 55 75
190000 86183 18 20 24 28 19 20 22 29
B767-300ER 413000 187334 46.2 200 14.06 1.38 48 57 68 78 49 54 66 87
198000 89811 19 21 25 29 20 21 23 30
B767-300ERF 413000 187334 46.1 200 14.06 1.38 48 57 68 78 49 54 66 87
(Freighter) 190000 86183 18 20 23 27 19 20 22 28
B767-400ER 451000 204570 47.0 218 15.33 1.50 59 69 81 92 57 63 79 100
228000 103419 24 27 32 37 24 26 29 39
B777-200 547000 248115 46.8 182 12.80 1.25 38 47 61 77 39 44 53 75
300000 136078 21 21 25 31 18 20 22 29
21

© JEPPESEN, 1986, 2012. ALL RIGHTS RESERVED.

q$i
 q$z
22

ACN relative to
All-up Mass1 Rigid pavement subgrades Flexible pavement subgrades
(Maximum Apron Load on High K Medium Low K Ultralow High Medium Low Very low
Mass) (Operating one main Standard Aircraft Tire = 150 K = 80 = 40 K = 20 CBR = CBR = CBR = CBR =
Aircraft type Mass Empty) Pressure MN/m 3 MN/m 3 MN/m 3 MN/m 3 15% 10% 6% 3%
gear leg
lbs kgs (%) psi kg/cm2 mPa A B C D A B C D
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
B777-200 557000 252651 47.7 186 13.08 1.28 40 50 66 82 41 46 56 79
298000 135171 21 21 25 32 19 20 23 30
B777-200ER 658000 298464 45.9 205 14.41 1.41 50 63 82 101 49 55 68 95
300000 136078 21 21 25 31 18 20 22 29
B777-200LR 768000 348359 45.9 218 15.33 1.50 64 82 105 127 62 69 87 117
320000 145150 23 23 27 34 20 21 24 31
B777-300 662000 300278 47.4 215 15.12 1.48 54 68 88 107 53 59 72 100
348000 157850 26 26 33 41 23 24 28 38
B777-300ER 777000 352441 46.2 221 15.54 1.52 66 85 108 131 64 71 89 120
370000 167829 27 28 34 43 24 25 29 40
B777F (Freighter) 768800 348722 45.9 221 15.54 1.52 65 82 105 127 62 69 87 117
318300 144378 23 23 27 34 19 21 23 31
B787-3 377000 171004 47.6 182 12.80 1.25 40 46 56 66 43 47 55 76
ACN TABLES

260000 117934 26 29 34 40 27 29 33 44
AIRPORT DIRECTORY

B787-8 503500 228380 45.6 228 16.03 1.57 61 71 84 96 60 66 81 106

300000 136080 32 35 41 48 31 33 38 52
B787-9 555000 251740 46.8 224 15.75 1.54 65 75 89 103 66 73 87 117
345000 156490 37 40 47 54 37 39 44 60
1 JUN 12

Canadair 211000 95708 47.5 162 11.42 1.12 25 30 35 40 27 30 36 47

CL 44 89000 40370 9 10 11 13 9 10 11 14
CRJ-100 51251 23247 46.6 168 11.36 1.16 14.2 15.0 15.7 16.2 12.5 13.2 14.9 16.2
30100 13653 8.1 8.5 8.9 9.3 6.9 7.1 7.9 9.1
CRJ-700 75250 34132 47.5 153 10.76 1.05 19.5 20.8 21.9 22.9 17.18 18.13 20.5 23.17
42990 19500 11 11 12 13 9 10 11 12
CRJ-900ER 82500 37421 162 11.42 1.12 22.7 23.7 24.9 25.9 19.7 20.6 23.4 26.0
48160 21845 12 13 14 14 11 11 12 14

© JEPPESEN, 1986, 2012. ALL RIGHTS RESERVED.

q$i
 q$z
ACN relative to
All-up Mass1 Rigid pavement subgrades Flexible pavement subgrades
(Maximum Apron Load on High K Medium Low K Ultralow High Medium Low Very low
Mass) (Operating one main Standard Aircraft Tire = 150 K = 80 = 40 K = 20 CBR = CBR = CBR = CBR =
Aircraft type Mass Empty) Pressure MN/m 3 MN/m 3 MN/m 3 MN/m 3 15% 10% 6% 3%
gear leg
lbs kgs (%) psi kg/cm2 mPa A B C D A B C D
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
CRJ-900LR 85000 38555 162 11.42 1.12 22.8 23.8 25.0 26.0 19.9 20.7 23.5 26.2
48160 21845 12 13 14 14 11 11 12 14
CRJ-1000 82500 37421 193 13.57 1.33 22.7 23.7 24.9 25.9 19.7 20.6 23.4 26.0
1 JUN 12

51100 23179 12 13 14 14 11 11 12 14
CRJ-1000ER 85000 38555 193 13.57 1.33 22.8 23.8 25.0 26.0 19.9 20.7 23.5 26.2
51100 23179 12 13 14 14 11 11 12 14
DC-8-63/73 358000 162386 48.1 196 13.78 1.35 51 60 69 78 48 55 66 81
162000 73482 18 20 23 27 18 19 21 27
DC-9-32 109000 49442 46.2 152 10.70 1.05 29 31 33 34 26 28 31 34
56855 25789 14 15 15 16 12 13 14 16
DC-9-41 115000 52163 46.65 160 11.22 1.10 32 34 35 37 28 30 33 37
61335 27821 15 16 17 18 13 14 15 18
DC-9-51 122000 55338 47.0 170 11.93 1.17 35 37 39 40 31 32 36 39
ACN TABLES

64675 29336 17 17 18 19 15 15 16 19
AIRPORT DIRECTORY

DC-10-10/-10CF 458000 207745 46.7 195 13.71 1.34 48 56 67 78 51 56 66 91

245000 111130 24 25 297 34 24 25 28 35
DC-10-30/-40/- 583000 264444 37.5 177 12.44 1.22 48 56 68 79 52 57 68 94
30CF/-40CF 250000 113398 19 19 22 25 19 19 21 26
MD-11ER 633000 287124 38.8 206 14.48 1.42 59 69 82 96 62 68 81 110
290000 131542 24 25 29 33 24 25 27 34
MD-81 141000 63956 47.75 170 11.93 1.17 40.6 42.8 44.8 46.4 36.0 37.9 42.7 46.3
81460 39950 20.6 21.9 23.3 24.3 18.4 19.0 21.2 24.8
MD-82/MD-88 150500 68266 47.55 184 12.95 1.27 44.7 46.9 48.8 50.4 39.1 41.9 46.3 49.8
81460 39950 20.9 22.3 23.5 24.6 18.2 18.5 21.0 24.8
MD-83 161000 73028 47.4 195 13.71 1.34 49 51 53 55 42 46 50 53
80000 36287 21 22 24 25 18 19 21 24
23

© JEPPESEN, 1986, 2012. ALL RIGHTS RESERVED.

q$i
 q$z
24

ACN relative to
All-up Mass1 Rigid pavement subgrades Flexible pavement subgrades
(Maximum Apron Load on High K Medium Low K Ultralow High Medium Low Very low
Mass) (Operating one main Standard Aircraft Tire = 150 K = 80 = 40 K = 20 CBR = CBR = CBR = CBR =
Aircraft type Mass Empty) Pressure MN/m 3 MN/m 3 MN/m 3 MN/m 3 15% 10% 6% 3%
gear leg
lbs kgs (%) psi kg/cm2 mPa A B C D A B C D
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
MD-87 141000 63957 47.4 170 11.95 1.17 40 42 44 46 36 37 42 46
73000 33112 18 19 21 22 16 17 19 22
MD-90-30ER 168500 76430 47.0 193 13.57 1.33 51 53 55 57 44 48 52 55
89000 40370 24 25 26 27 21 21 24 27
DHC7 43800 19867 46.75 107 7.55 0.74 11 12 13 13 10 11 12 14
DASH7 26000 11793 6 6 7 7 5 6 6 8
DASH8 Series 100 34700 15740 47.1 131 9.21 0.90 9.0 9.4 10.0 10.4 7.6 8.2 9.4 10.6
Standard Tires 22000 9979 5.1 5.4 5.9 6.1 4.5 4.7 5.2 6.2
DASH8 Series 100 34700 15740 47.1 77 5.41 0.53 7.7 8.3 9.0 9.5 5.8 7.4 8.8 10.4
Optional Tires 22000 9979 4.4 4.8 5.3 5.6 3.4 4.2 4.8 6.1
Dornier 228-101/ 13250 6010 44.2 70 4.9 0.48 3.8 4.0 4.1 4.2 3.1 3.8 4.6 4.9
201 8224 3730 2.4 2.5 2.6 2.6 1.9 2.4 2.8 3.0
Dornier 228-202 13734 6230 45.1 74 5.1 0.50 4.1 4.3 4.4 4.5 3.4 4.1 4.9 5.1
ACN TABLES

8354 3789 2.5 2.6 2.7 2.8 2.1 2.5 3.0 3.1
AIRPORT DIRECTORY

Dornier 228-212 14175 6430 45.1 75 5.2 0.51 4.3 4.4 4.6 4.7 3.6 4.3 5.1 5.3
8398 3809 2.6 2.7 2.7 2.8 2.1 2.6 3.0 3.1
Dornier 328-100 30247 13720 46.2 116 8.15 0.80 7.6 8.1 8.5 8.9 6.3 7.0 8.1 9.1
19423 8810 4.5 4.8 5.1 5.4 3.8 4.1 4.5 5.5
1 JUN 12

Embraer EMB 25529 11580 47.4 115 8.09 0.80 6.4 6.8 7.2 7.5 5.3 5.8 6.6 7.7
120 RT 17066 7750 3.9 4.2 4.5 4.7 3.3 3.6 4.0 4.8
Embraer EMB 26609 12070 47.4 127 8.93 0.88 6.9 7.3 7.7 8.0 5.8 6.1 7.0 8.0
120 ER 17213 7808 4.1 4.4 4.6 4.9 3.4 3.7 4.1 4.8
Embraer ERJ 42549 19300 47.2 131 9.21 0.91 11.0 11.7 12.4 12.9 9.4 10.1 11.6 13.1
145 RT 25573 11600 6.0 6.4 6.9 7.2 5.2 5.5 6.1 7.2
Embraer ERJ 45635 20700 47.2 139 9.77 0.95 12.2 12.9 13.6 14.1 10.5 11.1 12.7 14.3
145 ER 25573 11600 6.1 6.5 6.9 7.3 5.3 5.6 6.1 7.2

© JEPPESEN, 1986, 2012. ALL RIGHTS RESERVED.

q$i
 q$z
ACN relative to
All-up Mass1 Rigid pavement subgrades Flexible pavement subgrades
(Maximum Apron Load on High K Medium Low K Ultralow High Medium Low Very low
Mass) (Operating one main Standard Aircraft Tire = 150 K = 80 = 40 K = 20 CBR = CBR = CBR = CBR =
Aircraft type Mass Empty) Pressure MN/m 3 MN/m 3 MN/m 3 MN/m 3 15% 10% 6% 3%
gear leg
lbs kgs (%) psi kg/cm2 mPa A B C D A B C D
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
Embraer ERJ 170 79697 36150 47.5 150 10.6 1.04 22 24 25 26 20 21 24 26
45636 20700 11 12 13 14 10 11 12 14
Embraer ERJ 175 83026 37660 47.5 150 10.6 1.04 22 24 25 26 20 21 24 26
1 JUN 12

47399 21500 11 12 13 14 10 11 12 14
Embraer ERJ 105712 47950 46.3 151 10.7 1.04 24 26 28 29 22 23 26 30
190 STD 65037 29500 13 14 15 16 12 13 14 15
Embraer ERJ 111246 50460 46.2 151 10.7 1.04 26 28 29 31 24 25 27 32
190 LR 65037 29500 13 14 15 16 12 13 14 15
Embraer ERJ 114553 51960 46.1 151 10.7 1.04 26 28 30 32 25 25 28 33
190 AR 65037 29500 13 14 15 16 12 13 14 15
Embraer ERJ 195 115631 52449 47.5 160 11.2 1.10 31 33 35 36 28 30 33 35
63868 28970 15 16 17 18 14 14 16 18
Fokker 27 45000 20412 47.35 80 5.62 0.55 10 11 12 13 8 10 12 14
ACN TABLES

Standard 25000 11340 5 5 6 6 4 5 6 7

AIRPORT DIRECTORY

Mk 200/400/500/
600
Fokker 27 RFV 45000 20412 47.3 58 4.08 0.40 8 9 10 11 6 8 11 13
Mk 200/400/500/ 25000 11340 4 5 5 6 3 4 5 6
600
Fokker 28 66500 30164 46.4 100 7.03 0.69 15 16 17 18 12 15 17 20
Mk 1000 High Tire 35000 15876 7 8 8 9 6 7 8 10
Pressure
Fokker 28 66500 30164 46.4 70 4.92 0.48 13 14 16 17 10 13 16 19
Mk 1000 Low Tire 33500 15876 6 7 7 8 5 6 7 9
Pressure
Fokker 28 65000 29484 46.9 102 7.17 0.70 15 17 17 19 13 15 18 20
Mk 2000 High Tire 35000 15876 7 7 8 9 6 7 8 9
Pressure
25

© JEPPESEN, 1986, 2012. ALL RIGHTS RESERVED.

q$i
 q$z
26

ACN relative to
All-up Mass1 Rigid pavement subgrades Flexible pavement subgrades
(Maximum Apron Load on High K Medium Low K Ultralow High Medium Low Very low
Mass) (Operating one main Standard Aircraft Tire = 150 K = 80 = 40 K = 20 CBR = CBR = CBR = CBR =
Aircraft type Mass Empty) Pressure MN/m 3 MN/m 3 MN/m 3 MN/m 3 15% 10% 6% 3%
gear leg
lbs kgs (%) psi kg/cm2 mPa A B C D A B C D
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
Fokker 28 65000 29484 46.9 71 5.00 0.49 13 15 16 17 10 13 17 20
Mk 2000 Low Tire 35000 15876 6 7 8 8 5 6 7 9
Pressure
Fokker 28 73000 33113 46.5 101 7.10 0.70 17 18 19 20 14 17 19 22
Mk 3000/4000 38000 17240 8 8 9 10 7 8 9 10
High Tire Pressure
Fokker 28 73000 33113 46.5 78 5.48 0.54 15 17 18 19 13 16 19 22
Mk 3000/4000 Low 38000 17240 7 8 8 9 6 7 8 10
Tire Pressure
Fokker 50 45900 20820 47.8 {85 5.98 0.59} 10 11 12 13 8 10 12 14
High Tire Pressure 27886 12649 80 5.62 0.55 6 6 7 7 5 5 6 8
Fokker 50 45900 20820 47.8 60 4.22 0.41 9 10 11 12 6 9 11 14
Low Tire Pressure 27886 12649 5 5 6 7 4 5 6 8
ACN TABLES

Fokker 100 98500 44680 47.8 142 9.98 0.98 28 29 31 32 25 27 30 32

53736 24375 13 14 15 16 12 13 14 16
AIRPORT DIRECTORY

L-100-20 155800 70670 24.1 105 7.38 0.72 30 33 36 38 27 31 33 38

75409 34205 14 15 16 17 12 14 15 16
L-100-30 155800 70670 24.2 105 7.38 0.72 30 33 36 38 27 31 33 39
76502 34701 14 15 16 17 12 14 15 17
1 JUN 12

L-1011-1 432000 195952 47.4 193 13.56 1.33 45 52 62 73 52 56 66 91

240000 108862 24 25 28 33 25 27 29 38
L-1011-100/200 468000 212281 46.8 175 12.34 1.21 46 55 66 78 56 61 73 100
244682 110986 23 24 28 32 25 26 30 38
L-1011-500 498000 225889 46.2 184 12.95 1.27 50 59 72 84 60 65 79 107
240136 108924 23 24 27 31 25 26 28 36
YS-11A 51800 23500 45.11 77 5.40 0.53 9 10 11 12 8 10 11 13
34170 15500 5 5 6 6 6 7 8 9

© JEPPESEN, 1986, 2012. ALL RIGHTS RESERVED.

q$i
 q$z
ACN relative to
All-up Mass1 Rigid pavement subgrades Flexible pavement subgrades
(Maximum Apron Load on High K Medium Low K Ultralow High Medium Low Very low
Mass) (Operating one main Standard Aircraft Tire = 150 K = 80 = 40 K = 20 CBR = CBR = CBR = CBR =
Aircraft type Mass Empty) Pressure MN/m 3 MN/m 3 MN/m 3 MN/m 3 15% 10% 6% 3%
gear leg
lbs kgs (%) psi kg/cm2 mPa A B C D A B C D
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
Antonov 134480 61000 46.0 107 7.54 0.74 13 17 20 23 16 18 21 26
An-12 70547 32000 7 7 8 10 7 7 9 11
Antonov 496035 225000 45.9 71 5.00 0.49 25 27 27 37 28 36 43 61
1 JUN 12

An-22 261245 118500 12 14 15 15 12 15 18 24

Antonov 46296 21000 46.6 71 5.00 0.49 9 10 11 12 7 9 11 14
An-24 29541 13400 5 6 7 7 4 5 6 8
Antonov 52910 24000 46.6 56 3.97 0.39 9 10 12 13 7 9 12 15
An-26 33069 15000 5 5 6 7 4 5 7 8
Antonov 59524 27000 46.7 71 5.00 0.49 12 13 14 15 9 12 14 17
An-32 41887 19000 8 9 9 10 6 8 9 11
Antonov 76059 34500 45.9 71 5.00 0.49 2 13 14 16 9 12 14 16
An-72 41887 19000 6 7 7 8 5 6 7 8
Antonov 877430 398000 47.9 157 11.0 1.08 36 49 74 101 50 58 73 100
ACN TABLES

An-124-100 396828 180000 16 16 19 25 17 19 22 30

AIRPORT DIRECTORY

Antonov 1322760 600000 47.5 171 12.03 1.18 41 56 84 122 55 64 81 110

An-225 559968 254000 16 16 19 25 17 19 22 30
IL-18 142197 64500 47.0 133 9.38 0.92 16 20 24 27 18 19 24 31
73854 33500 7 8 10 11 8 8 9 13
IL-62M 370373 168000 47.0 157 11.01 1.08 43 52 62 71 50 57 67 83
157408 71400 16 17 19 22 17 18 20 26
IL-62 358468 162600 47.0 157 11.01 1.08 42 50 60 69 47 54 64 79
146387 66400 14 15 18 20 16 16 18 24
IL-76T 376986 171000 23.5 86 6.02 0.59 29 29 32 33 24 27 34 45
184745 83800 10 13 13 14 9 10 12 16
IL-76TD 421078 191000 23.5 100 7.03 0.69 35 35 36 40 29 32 40 53
192241 87200 12 14 15 16 10 11 13 17
27

© JEPPESEN, 1986, 2012. ALL RIGHTS RESERVED.

q$i
 q$z
28

ACN relative to
All-up Mass1 Rigid pavement subgrades Flexible pavement subgrades
(Maximum Apron Load on High K Medium Low K Ultralow High Medium Low Very low
Mass) (Operating one main Standard Aircraft Tire = 150 K = 80 = 40 K = 20 CBR = CBR = CBR = CBR =
Aircraft type Mass Empty) Pressure MN/m 3 MN/m 3 MN/m 3 MN/m 3 15% 10% 6% 3%
gear leg
lbs kgs (%) psi kg/cm2 mPa A B C D A B C D
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
IL-86 477295 216500 31.2 135 9.48 0.93 26 31 38 45 34 36 44 61
244094 110700 14 15 17 20 16 17 19 23
IL-96 509355 231000 31.7 157 11.00 1.08 35 43 52 61 42 46 57 76
245858 111500 15 16 19 23 17 18 20 26
IL-114 50164 22750 47.5 86 6.02 0.59 11 12 13 14 9 11 13 15
31973 14500 6 7 8 8 5 6 7 9
Saab 340B 28800 13065 46.5 115 8.09 0.79 7.4 7.9 8.3 8.6 6.1 6.8 7.8 9.0
17715 8035 4.6 4.8 5.1 5.3 3.8 4.2 4.8 5.5
Saab 2000 50706 23000 47.5 165 11.62 1.14 14.5 15.2 15.8 16.2 12.5 13.1 14.8 16.2
30203 13700 7.8 8.2 8.7 9.1 6.8 7.1 7.8 9.0
Sukhoi SSJ 101413 46000 161 11.32 1.11 27.0 28.6 30.1 31.3 23.8 24.8 28.0 31.5
100-95 60627 27500 13.5 14.5 15.4 16.2 12.2 12.5 13.7 16.0
Sukhoi SSJ 88185 40000 161 11.32 1.11 22.1 23.5 24.8 26.0 19.8 20.4 22.9 26.3
ACN TABLES

100-75 60627 27500 13.5 14.5 15.4 16.2 12.2 12.5 13.7 16.0
AIRPORT DIRECTORY

TU-134A 104940 47600 45.6 120 8.50 0.83 11 13 16 19 12 13 16 21

64705 29350 7 8 9 10 7 8 9 12
TU-154B 216050 98000 45.1 135 9.50 0.93 19 25 32 38 20 24 30 38
117946 53500 8 10 13 17 10 11 13 18
1 JUN 12

TU-204 206130 93500 45.4 199 13.97 1.37 23 27 32 37 25 28 33 43

121187 54970 12 14 16 18 13 14 15 20

© JEPPESEN, 1986, 2012. ALL RIGHTS RESERVED.

q$i
 q$z
ACN relative to
All-up Mass1 Rigid pavement subgrades Flexible pavement subgrades
(Maximum Apron Load on High K Medium Low K Ultralow High Medium Low Very low
Mass) (Operating one main Standard Aircraft Tire = 150 K = 80 = 40 K = 20 CBR = CBR = CBR = CBR =
Aircraft type Mass Empty) Pressure MN/m 3 MN/m 3 MN/m 3 MN/m 3 15% 10% 6% 3%
gear leg
lbs kgs (%) psi kg/cm2 mPa A B C D A B C D
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
YAK-40 35274 16000 44.0 56 3.97 0.39 9 9 10 10 7 9 11 13
21385 9700 6 6 6 6 4 5 7 8
YAK-42 124560 56500 47.0 127 8.97 0.88 13 16 20 23 15 16 20 26
1 JUN 12

70106 31800 6 7 9 10 7 8 9 11
1 The two all-up masses shown in columns 2 and 3 for each aircraft type are respectively the Maximum Apron (ramp) Mass and a representative Operating Mass Empty. To

compute the ACN for any intermediate value, proceed on the assumption that the ACN varies linearly between the Operating Mass Empty and the Maximum Apron Mass.
2 Values reflect tire speeds up to 160 MPH (257 KMH). Higher tire pressure and higher speeds result in greater ACN.

3 The tire pressure used are for tires with a maximum allowable ground speed of 160 MPH (257 KMH). Tires available for ground speeds over 160 MPH

(257 KHM) require tire pressure about 10.5% higher for standard tires and 17% higher for low pressure tires.
NOTE: All 787 ACN’S are preliminary
ACN TABLES
AIRPORT DIRECTORY
29

© JEPPESEN, 1986, 2012. ALL RIGHTS RESERVED.

q$i
 23 NOV 12 AIRPORT DIRECTORY WW-201
JEPPESEN NavData (ICAO) LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

AG FIR/UIR AYWG Wanigela CYBC Baie-Comeau

AGGG Honiara FIR AYWK Wewak (Boram) CYBD Bella Coola
AYWT Woitape CYBE Uranium City
AG Solomon Is CYBF Bonnyville
AGAT Atoifi BG FIR/UIR Bagotville
CYBG
AGGA Auki BGGL Sondrestrom FIR CYBK Baker Lake
AGGB Bellona
BG Greenland CYBL Campbell River
AGGC Choiseul
BGAA Aasiaat CYBN Borden
AGGE Ballalae
BGBW Narsarsuaq CYBP Brooks (Brooks Regional)
AGGF Fera (Maringe)
BGCO Nerlerit Inaat CYBQ Tadoule Lake
AGGH Honiara (Honiara Intl
BGGH Nuuk CYBR Brandon (Brandon Mun)
/Henderson Field) Brochet
BGJN Ilulissat CYBT
AGGI Babanakira CYBU Nipawin
AGGJ Avu Avu BGKK Kulusuk
BGMQ Maniitsoq CYBV Berens River
AGGK Kirakira
BGNO Station Nord CYBW Calgary (Springbank)
AGGL Santa Cruz, Solomon Is
BGPT Paamiut CYBX Lourdes-De-Blanc-Sablon
(Santa Cruz) CYCA Cartwright
BGQQ Qaanaaq
AGGM Munda CYCB Cambridge Bay
BGSF Kangerlussuaq
AGGN Gizo
BGSS Sisimiut CYCC Cornwall (Cornwall Regl)
AGGO Mono
BGTL Thule (Thule AB) CYCD Nanaimo
AGGP Parasi
BGUK Upernavik CYCE Centralia (Field Meml)
AGGQ Ontong Java
BGUQ Uummannaq (Qaarsut) CYCG Castlegar (Castlegar/West
AGGR Rennell
AGGS Seghe Kootenay Regl)
BI FIR/UIR Miramichi
AGGT Santa Anna CYCH
BIRD Reykjavik FIR
AGGV Suavanao CYCK Chatham (Chatham-Kent)
AGGY Yandina BI Iceland CYCL Charlo
AGIN Isuna BIAR Akureyri CYCN Cochrane
AGKG Kaghau BIBA Bakki CYCO Kugluktuk
AGMU MALU’U BIBD Bildudalur CYCP Blue River
AGTI TULAGHI (Tulaghi) BIBL Blonduos CYCQ Chetwynd
BIBV Breiddalsvik CYCR Cross Lake (Sinclair Meml)
AN FIR/UIR BIEG Egilsstadir CYCS Chesterfield Inlet
ANAU Nauru FIR BIGJ Gjogur CYCT Coronation
BIGR Grimsey CYCW Chilliwack
AN Nauru
BIHK Holmavik CYCY Clyde River
ANYN Nauru I, Nauru (Nauru Intl)
BIHN Hofn (Hornafjordur) CYCZ Fairmont Hot Springs
AY FIR/UIR BIHU Husavik CYDA Dawson (Dawson City)
AYPM Port Moresby FIR BIIS Isafjordur CYDB Burwash
BIKF Keflavik CYDC Princeton
AY Papua New Guinea BIKP Kopasker CYDF Deer Lake
AYAO Aiome BIKR Saudarkrokur CYDL Dease Lake
AYBK Buka BIMM Melgerdismelar CYDM Ross River
AYBM Balimo BINF Nordfjordur CYDN Dauphin (Barker)
AYBU Bulolo BIRF Rif CYDO Dolbeau-St-Felicien
AYCH Chimbu BIRG Raufarhofn CYDP Nain
AYDU Daru BIRK Reykjavik CYDQ Dawson Creek
AYFI Finschhafen BIRL Reykjahlid CYEA Empress
AYGA Goroka BISF Selfoss CYEE Midland (Midland/Huronia)
AYGB Gobe BISI Siglufjordur CYEG Edmonton (Edmonton Intl)
AYGI Garaina Arviat
BIST Stykkisholmur CYEK
AYGN Alotau, Png (Gurney)
BITE Thingeyri CYEL Elliot Lake (Elliot Lake Mun)
AYGP Gusap CYEM Manitowaning (Manitoulin
BITN Thorshofn
AYGR Girua BIVM Vestmannaeyjar East Muni.)
AYGV Green River
BIVO Vopnafjordur CYEN Estevan (Estevan Regl)
AYHK Hoskins
AYKA Kiriwina CYER Ft Severn
BK Serbia-Montenegro Edmundston
AYKC Kandrian CYES
BKPR Pristina CYET Edson
AYKI Kiunga
AYKK Kikori CB Canada CYEU Eureka
AYKM Kerema CBBC Bella Bella (Bella Bella CYEV Inuvik (Inuvik (Mike Zubko))
AYKO Kokoda (Campbell Island)) CYEY Amos (Amos/Magny)
AYKV Kavieng CHQE Halifax (Queen Elizabeth II CYFA Ft Albany
AYKW Kawito Health Science Centre) CYFB Iqaluit
AYKY Lihir, Papa New Guinea CTH2 Thor Lake CYFC Fredericton
(Kunaye) CYAB Arctic Bay CYFD Brantford
AYMC Menyamya CYAC Cat Lake CYFH Ft Hope
AYMD Madang CYAD Sakami (La Grande-3) CYFJ La Macaza (La
AYMH Mount Hagen CYAG Ft Frances (Ft Frances Mun) Macaza/Mont-Tremblant
AYMN Mendi CYAH La Grande-4 Intl Inc.)
AYMO Momote CYAL Alert Bay CYFO Flin Flon
AYMR Moro CYAM Sault Ste Marie CYFR Ft Resolution
AYMS Bwagaoia (Misima) CYAQ Kasabonika CYFS Ft Simpson
AYNZ Lae (Nadzab) CYAS Kangirsuk CYFT Makkovik
AYPY Port Moresby (Jacksons) CYAT Attawapiskat CYGB Texada (Gillies Bay)
AYRI Karimui CYAU Liverpool (Liverpool/South CYGD Goderich
AYSE Simberi Shore Regl) CYGE Golden
AYTA Tari CYAV Winnipeg (St Andrews) CYGH Ft Good Hope
AYTB Tabubil CYAW Halifax (Halifax/Shearwater) CYGK Kingston
AYTE Telefomin CYAX Lac Du Bonnet CYGL La Grande Riviere
AYTI Tapini CYAY St Anthony CYGM Gimli (Gimli Industrial Park)
AYTJ Tadji CYAZ Tofino (Tofino/Long Beach) CYGO Gods Lake Narrows
AYTK Rabaul (Tokua) CYBA Banff CYGP Gaspe (Gaspe
AYVN Vanimo CYBB Kugaaruk (Michel-Pouliot))
q$z
AYWD Wapenamanda CYGQ Geraldton (Greenstone Regl)

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 WW-202 AIRPORT DIRECTORY 23 NOV 12
JEPPESEN NavData (ICAO) LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

CYGR Iles-De-La-Madeleine CYMT Chibougamau (Chibougamau/ CYRM Rocky Mountain House

CYGT Igloolik Chapais) CYRO Ottawa (Rockcliffe)
CYGV Havre St-Pierre CYMU Umiujaq CYRP Carp (Ottawa/Carp)
CYGW Kuujjuarapik CYMW Maniwaki CYRQ Trois-Rivieres
CYGX Gillam CYMX Montreal (Montreal Intl CYRS Red Sucker Lake
CYGZ Grise Fiord (Mirabel)) CYRT Rankin Inlet
CYHA Quaqtaq CYNA Natashquan CYRV Revelstoke
CYHB Hudson Bay CYNC Wemindji CYSA Stratford (Stratford Mun)
CYHD Dryden (Dryden Regl) CYND Gatineau (Ottawa/Gatineau) CYSB Sudbury
CYHE Hope CYNE Norway House CYSC Sherbrooke
CYHF Hearst (Hearst Mun) CYNH Hudson’s Hope CYSD Suffield
CYHH Nemiscau CYNJ Langley (Langley Regl) CYSE Squamish
CYHI Ulukhaktok (Ulukhaktok/ CYNL Points North Landing CYSF Stony Rapids
Holman) CYNM Matagami CYSG St Georges
CYHK Gjoa Haven CYNR Fort MacKay (Fort CYSH Smiths Falls (Montague)
CYHM Hamilton MacKay/Horizon) CYSJ Saint John
CYHN Hornepayne (Hornepayne CYOA Ekati CYSK Sanikiluaq
Mun) CYOC Old Crow CYSL St-Leonard
CYHO Hopedale CYOD Cold Lake (Group Captain CYSM Ft Smith
CYHR Chevery R.W. McNair) CYSN St Catharines (St
CYHS Hanover (Saugeen Mun) CYOH Oxford House Catharines/Niagara District)
CYHT Haines Junction CYOJ High Level CYSP Marathon
CYHU St-Hubert (Montreal/St- CYOO Oshawa (Toronto/Oshawa CYSQ Atlin
Hubert) Mun) CYSR Nanisivik
CYHY Hay River (Hay River/Carter) CYOP Rainbow Lake CYST St Theresa Point
CYHZ Halifax (Stanfield Intl) CYOS Owen Sound (Billy Bishop CYSU Summerside
CYIB Atikokan (Atikokan Mun) Reg’l) CYSW Sparwood (Sparwood/Elk
CYID Digby (Digby-Annapolis CYOW Ottawa (Ottawa/Macdonald- Valley)
Regional) CYSY Sachs Harbour
Cartier Intl)
CYIF St-Augustin CYSZ Ste-Anne-Des-Monts
CYPA Prince Albert (Prince Albert
CYIK Ivujivik CYTA Pembroke
(Glass Field)) CYTB Tillsonburg
CYIO Pond Inlet CYPC Paulatuk
CYIV Island Lake CYTE Cape Dorset
CYPD Port Hawkesbury Alma
CYJA Jasper CYTF
CYPE Peace River CYTH Thompson
CYJF Ft Liard CYPG Portage La Prairie (Southport)
CYJM Ft St James (Perison) CYTL Big Trout Lake
CYPH Inukjuak CYTN Trenton
CYJN St-Jean CYPK Pitt Meadows
CYJP Ft Providence CYTQ Tasiujaq
CYPL Pickle Lake Trenton
CYJQ Bella Bella (Denny Island) CYTR
CYPM Pikangikum CYTS Timmins (Timmins (Power))
CYJT Stephenville CYPN Port Menier
CYKA Kamloops CYTZ Toronto (Toronto/Billy Bishop
CYPO Peawanuck
CYKC Collins Bay Parent Toronto City)
CYPP
CYKD Aklavik (Aklavik / Carmichael) CYPQ Peterborough CYUB Tuktoyaktuk (Tuktoyaktuk /
CYKF Kitchener (Kitchener/ CYPR Prince Rupert James Gruben)
Waterloo) CYPS Pemberton CYUL Montreal (Montreal/Pierre-
CYKG Kangiqsujuaq (Kangiqsujuaq CYPT Pelee Island Elliott-Trudeau Intl)
Wakeham Bay) CYPU Puntzi Mountain CYUT Repulse Bay
CYKJ Key Lake CYPW Powell River CYUX Hall Beach
CYKL Schefferville CYPX Puvirnituq CYUY Rouyn (Rouyn-Noranda)
CYKO Akulivik CYPY Ft Chipewyan CYVB Bonaventure
CYKQ Waskaganish CYPZ Burns Lake CYVC La Ronge
CYKX Kirkland Lake CYQA Muskoka CYVD Virden (Virden/Andrew Regl)
CYKY Kindersley (Kindersley Regl) CYQB Quebec (Quebec/Lesage Intl) CYVG Vermilion
CYKZ Toronto (Toronto/Buttonville CYQD The Pas CYVK Vernon
Mun) CYQF Red Deer (Red Deer Regional) CYVM Qikiqtarjuaq
CYLA Aupaluk CYQG Windsor CYVO Val-D’Or
CYLB Lac La Biche CYQH Watson Lake CYVP Kuujjuaq
CYLC Kimmirut CYQI Yarmouth CYVQ Norman Wells
CYLD Chapleau CYQK Kenora CYVR Vancouver (Vancouver Intl)
CYLH Lansdowne House CYQL Lethbridge (Lethbridge Co) CYVT Buffalo Narrows
CYLI Lillooet CYQM Moncton (Greater Moncton CYVV Wiarton
CYLJ Meadow Lake Intl) CYVZ Deer Lake
CYLK Lutselk’e CYQN Nakina CYWA Petawawa
CYLL Lloydminster CYQQ Comox CYWE Wekweti
CYLQ La Tuque CYQR Regina (Regina Intl) CYWG Winnipeg (Richardson Intl)
CYLR Leaf Rapids CYQS St Thomas (St Thomas Mun) CYWH Victoria (Victoria Harbour)
CYLS Barrie-Orillia (Lake Simcoe CYQT Thunder Bay CYWJ Deline
CYQU Grande Prairie CYWK Wabush
Regl)
CYQV Yorkton CYWL Williams Lake
CYLT Alert
CYQW North Battleford (North CYWM Athabasca
CYLU Kangiqsualujjuaq
CYWP Webequie
(Kangiqsualujjuaq Georges Battleford (Cameron
CYWV Wainwright
River) McIntosh))
CYWY Wrigley
CYLW Kelowna CYQX Gander (Gander Intl)
CYXC Cranbrook (Cranbrook/
CYMA Mayo CYQY Sydney (Sydney/McCurdy)
Canadian Rockies Intl)
CYME Matane CYQZ Quesnel
CYRA Gameti (Rae Lakes) CYXD Edmonton (Edmonton City
CYMG Manitouwadge
CYMH Marys Harbour CYRB Resolute Bay Center)
CYMJ Moose Jaw (Moose Jaw/Air CYRC St-Honore (Chicoutimi/St- CYXE Saskatoon (Saskatoon/
Vice Marshall C.M. McEwen) Honore) Diefenbaker Intl)
CYML Charlevoix CYRI Riviere-Du-Loup CYXH Medicine Hat
CYMM Ft McMurray CYRJ Roberval CYXJ Ft St John
Moosonee CYRL Red Lake CYXK Rimouski
CYMO
q$z
CYXL Sioux Lookout

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 23 NOV 12 AIRPORT DIRECTORY WW-203
JEPPESEN NavData (ICAO) LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

CYXN Whale Cove CZML South Cariboo Region (South DFEF Fada N’Gourma
CYXP Pangnirtung Cariboo Region/108 Mile) DFEG Gorom-Gorom
CYXQ Beaver Creek CZMN Pikwitonei DFEP Pama
CYXR Earlton (Earlton (Timiskaming CZMT Masset DFER Arly
Reg’l)) CZNG Poplar River DFES Sebba
CYXS Prince George CZNL Nelson DFET Tenkodogo
CYXT Terrace CZPB Sachigo Lake DFFD Ouagadougou
CYXU London CZPC Pincher Creek DFOB Banfora
CYXX Abbotsford CZPO Pinehouse Lake DFOD Dedougou
CYXY Whitehorse (Whitehorse Erik CZRJ Round Lake (Round Lake DFOF Safane
Nielson Intl) (Weagamow Lake)) DFOG Amilcar Cabral De Gaoua
CYXZ Wawa CZSJ Sandy Lake DFOH Hounde
CYYB North Bay CZSN South Indian Lake DFOL Loumana
CYYC Calgary (Calgary Intl) CZST Stewart DFON Nouna
CYYD Smithers CZTA Bloodvein River DFOO Bobo-Dioulasso
CYYE Ft Nelson CZTM Shamattawa DFOR Orodara
CYYF Penticton CZUC Ignace (Ignace Mun) DFOT Tougan
CYYG Charlottetown CZUM Churchill Falls DFOU Diebougou
CYYH Taloyoak CZVL Edmonton (Villeneuve) DFOY Aribinda
CYYJ Victoria (Victoria Intl) CZWH Lac Brochet DG FIR/UIR
CYYL Lynn Lake CZWL Wollaston Lake DGAC Accra FIR
CYYM Cowley
DA FIR/UIR DG Ghana
CYYN Swift Current
CYYO Wynyard (Wynyard-Needham) DAAA Algiers FIR DGAA Accra (Kotoka Intl)
CYYQ Churchill DA Algeria DGLE Tamale
CYYR Goose Bay DAAD Bou Saada DGLN Navrongo
CYYT St John’s (St John’s Intl) DAAE Bejaia (Soummam-Abane DGLW Wa
CYYU Kapuskasing Ramdane) DGSI Kumasi
CYYW Armstrong DAAG Algiers (Houari Boumediene) DGSN Sunyani
CYYY Mont-Joli DAAJ Djanet (Tiska) DGTK Takoradi (Takoradi AB)
CYYZ Toronto (Toronto/Pearson Intl) DAAK Boufarik DI Cote d’Ivoire
CYZD Toronto (Toronto/Downsview) DAAP Illizi (Takhamalt) DIAO Aboisso
CYZE Gore Bay (Gore DAAS Setif (8 Mai 45) DIAP Abidjan (Felix Houphouet-
Bay-Manitoulin) DAAT Tamanrasset (Aguenar-Hadj Boigny)
CYZF Yellowknife Bey Akhamok) DIAU Abengourou
CYZG Salluit DAAV Jijel (Ferhat Abbas) DIBC Bocanda
CYZH Slave Lake DABB Annaba (Rabah Bitat) DIBI Boundiali
CYZP Sandspit DABC Constantine (Mohamed DIBK Bouake
CYZR Sarnia (Sarnia (Hadfield)) Boudiaf) DIBN Bouna (Tehini)
CYZS Coral Harbour DABS Tebessa (Cheikh Larbi DIBU Bondoukou (Soko)
CYZT Port Hardy Tebessi) DIDB Dabou
CYZU Whitecourt DIDK Dimbokro (Dimbokro Ville)
DABT Batna (Mostepha Ben Boulaid)
CYZV Sept-Iles DIDL Daloa
DAOB Tiaret (Abdelhafid Boussouf
CYZW Teslin DIFK Ferkessedougou
Bou Chekif)
CYZX Greenwood DIGL Guiglo
CYZY Mackenzie DAOF Tindouf
DAOI Chlef DIGN Grand Bereby (Nero-sur-Mer)
CZ FIR/UIR DAON Tlemcen (Zenata-Messali El DIKO Korhogo
CZEG Edmonton FIR Hadj) DIMN Man
CZQM Moncton FIR DAOO Oran (Ahmed Benbella) DIOD Odienne
CZQX Gander Domestic FIR DAOR Bechar (Boudghene Ben Ali DIOF Ouango Fitini
CZQX Gander Oceanic FIR Lotfi) DISG Seguela
CZUL Montreal FIR DAOV Ghriss DISP San Pedro
CZVR Vancouver FIR DAOY El Bayadh DISS Sassandra
CZWG Winnipeg FIR DATG In Guezzam DITB Tabou
CZYZ Toronto FIR DATM Bordj Mokhtar DITM Touba (Mahana)
DAUA Adrar (Touat Cheikh Sidi DIYO Yamoussoukro
CZ Canada
CZAC York Landing Mohamed Belkebir) DN FIR/UIR
CZAM Salmon Arm DAUB Biskra (Mohamed Khider) DNKK Kano FIR
CZBA Burlington (Burlington DAUE El Golea
DAUG Ghardaia (Noumerat-Moufdi DN Nigeria
Executive) DNAA Abuja (Nnamdi Azikiwe Intl)
CZBB Boundary Bay (Vancouver/ Zakaria)
DAUH Hassi Messaoud (Oued DNAI Uyo (Akwa Ibom Intl)
Boundary Bay) DNAK Akure
CZBD Ilford Irara-Krim Belkacem)
DAUI In Salah DNBE Benin
CZBF Bathurst DNCA Calabar (Margaret Ekpo)
CZBM Bromont (Bromont (Roland DAUK Touggourt (Sidi Mahdi)
DNEN Enugu (Akanu Ibiam)
Desourdy)) DAUO El Oued (Guemar)
DAUT Timimoun DNES Escravos
CZEE Kelsey DNGO Gombe
CZEM Eastmain River DAUU Ouargla (Ain Beida)
DNIB Ibadan
CZFA Faro DAUZ Zarzaitine (In Amenas)
DNIL Ilorin
CZFD Fond-Du-Lac DB Benin DNIM Owerri (Sam Mbakwe)
CZFG Pukatawagan DBBB Cotonou (Cadjehoun Intl) DNJO Jos (Yakubu Gowon)
CZFM Ft Mc Pherson DBBK Kandi DNKA Kaduna (New Kaduna)
CZFN Tulita DBBN Natitingou DNKN Kano (Mallam Aminu Kano)
CZGF Grand Forks DBBO Porga DNKT Katsina
CZGI Gods River DBBP Parakou DNMA Maiduguri
CZGR Little Grand Rapids DBBS Save DNMM Lagos (Murtala Muhammed)
CZHP High Prairie DNMN Minna
CZJG Jenpeg DF Burkina Faso DNPO Port Harcourt
CZJN Swan River DFCJ Djibo DNSO Sokoto (Saddiq Abubakar III
CZKE Kashechewan DFCK Koudougou Intl)
CZLQ Thicket Portage DFEB Bogande
q$z
CZMD Muskrat Dam DFEE Dori

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 WW-204 AIRPORT DIRECTORY 23 NOV 12
JEPPESEN NavData (ICAO) LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

DNSU Osubi EBTX Verviers (Theux) EDDC Dresden

DNYO Yola EBTY Tournai (Maubray) EDDE Erfurt-Weimar
DNZA Zaria EBUL Ursel EDDF Frankfurt/Main
EBWE Weelde EDDG Munster/Osnabruck
DR FIR/UIR EBZH Hasselt (Kiewit) EDDH Hamburg
DRRR Niamey FIR EBZR EDDK Cologne-Bonn
Zoersel (Oostmalle)
DRRR Niamey UIR EDDL
EBZW Genk (Zwartberg) Dusseldorf
DR Niger EDDM Munich
ED FIR/UIR EDDN Nurnberg
DRRA Tessaoua
EDGG Langen FIR EDDP Leipzig-Halle
DRRC Dogondoutchi
EDMM Munich FIR EDDR Saarbrucken
DRRG Gaya EDUU Rhein UIR
DRRM Maradi EDDS Stuttgart
EDVV Hannover UIR EDDT Berlin (Tegel)
DRRN Niamey (Diori Hamani) EDWW Bremen FIR
DRRP La Tapoa EDDV Hannover
DRRT Tahoua ED Germany EDDW Bremen
DRRU Ouallam EDAB Bautzen EDEB Bad Langensalza
DRZA Agades (Manu Dayak) EDAC Leipzig-Altenburg EDEF Babenhausen
DRZD Dirkou EDAD Dessau EDEG Gotha-Ost
DRZF Diffa EDAE Eisenhuttenstadt EDEH Herrenteich
DRZG Goure EDAG Grossruckerswalde EDEL Langenlonsheim
DRZI Iferouane EDAH Heringsdorf EDEM Mosenberg
DRZR Zinder EDAI Segeletz EDEN Bad Hersfeld
EDAJ Gera (Leumnitz) EDEP Heppenheim
DT FIR/UIR EDEQ Muhlhausen
EDAK Grossenhain
DTTC Tunis FIR EDER Wasserkuppe
EDAM Merseburg
DTTC Tunis UIR EDEW Walldurn
EDAN Neustadt-Glewe
DT Tunisia EDAO Nordhausen EDFA Anspach/Taunus
DTKA Tabarka (Ain Draham) EDAP Neuhausen EDFB Reichelsheim
DTMB Monastir (Habib Bourguiba) EDAQ Halle (Oppin) EDFC Aschaffenburg
DTNH Enfidha (Hammamet) EDAR Pirna (Pratzschwitz) EDFD Bad Neustadt/Saale
DTTA Tunis (Carthage) EDAT Nardt (Grasberg)
DTTF Gafsa (Ksar) EDAU Riesa (Gohlis) EDFE Frankfurt-Egelsbach
DTTG Gabes (Matmata) EDAV Eberswalde-Finow EDFG Gelnhausen
DTTI Borj El Amri EDAW Roitzschjora EDFH Frankfurt-Hahn
DTTJ Djerba (Zarzis) EDAX Rechlin-Larz EDFI Hirzenhain
DTTR El Borma EDAY Strausberg EDFJ Lager Hammelburg
DTTX Sfax (Thyna) EDAZ Schonhagen EDFK Bad Kissingen
DTTZ Tozeur (Nefta) EDBA Arnstadt (Alkersleben) EDFL Giessen (Lutzellinden)
EDBC Magdeburg/Cochstedt EDFM Mannheim (Mannheim City)
DX Togo EDBE Brandenburg (Muhlenfeld) EDFN Marburg-Schonstadt
DXAK Atakpame (Akpaka) EDBF Ruppiner Land EDFO Michelstadt/Odw.
DXDP Dapaong (Djangou) EDBG Burg EDFP Ober-Morlen
DXKP Anie (Kolokope) EDBH Barth EDFQ Allendorf/Eder
DXMG Sansanne-Mango EDBI Zwickau EDFR Rothenburg O.D. Tauber
DXNG Niamtougou (Niamtougou Intl) EDBJ Jena (Schongleina) EDFS Schweinfurt (Schweinfurt
DXSK Sokode EDBK Kyritz Sud)
DXXX Lome (Gnassingbe Eyadema) EDBL Laucha EDFT Lauterbach
EDBM Magdeburg/City EDFU Mainbullau
EB FIR/UIR EDFV Worms
EDBO Oehna
EBBU Brussels FIR EDFW Wurzburg (Schenkenturm)
EDBP Pinnow
EBUR Brussels UIR EDFX Hockenheim
EDBQ Bronkow
EB Belgium EDBR Rothenburg/Gorlitz EDFY Elz
EBAM Amougies EDBS Sommerda (Dermsdorf) EDFZ Mainz (Finthen)
EBAW Antwerp (Deurne) EDBT Allstedt EDGA Ailertchen
EBBE Beauvechain EDBU Pritzwalk (Sommersberg) EDGB Breitscheid
EBBL Kleine-Brogel EDBV Stralsund EDGE Eisenach-Kindel
EBBR Brussels (Brussels National) EDBW Werneuchen EDGF Fulda (Jossa)
EBBT Brasschaat EDBX Gorlitz EDGH Hettstadt
EBBX Bertrix (Jehonville) EDBY Schmoldow EDGI Ingelfingen (Buhlhof)
EBCF Cerfontaine EDBZ Schwarzheide/Schipkau EDGJ Ochsenfurt
EBCI Charleroi (Brussels South) EDCA Anklam EDGK Korbach
EBCV Chievres (Chievres AB) EDCB Ballenstedt EDGL Ludwigshafen (Berufsgen.
EBFN Koksijde EDCD Cottbus-Drewitz Unfallklinik)
EBFS Florennes EDCE Eggersdorf EDGM Mosbach (Lohrbach)
EBGB Grimbergen (Lint) EDCG Rugen EDGO Oedheim
EBGG Geraardsbergen EDCH Sprossen EDGP Oppenheim
(Overboelare) EDCI Klix EDGQ Schameder
EBHN Hoevenen EDCJ Chemnitz (Jahnsdorf) EDGR Giessen (Reiskirchen)
EBKH Balen-Keiheuvel EDCK Kothen EDGS Siegerland
EBKT Kortrijk-Wevelgem EDCL Klietz (Scharlibbe) EDGT Bottenhorn
EBLE Leopoldsburg (Beverlo) EDCM Kamenz EDGU Unterschupf
EBLG Liege EDCO Obermehler/Schlotheim EDGW Wolfhagen (Graner Berg)
EBMB Brussels (Melsbroek) EDCP Peenemunde EDGX Walldorf
EBMO Moorsele EDCQ Aschersleben EDGZ Weinheim/Bergstrasse
EBNM Namur (Suarlee) EDCR Rerik-Zweedorf EDHB Grube
EBOS Ostend-Brugge (Ostend) EDCS Saarmund EDHC Luchow (Rehbeck)
EBSG Saint-Ghislain EDCT Taucha EDHD Gottingen (Heilbad
EBSH St Hubert EDCU Gustrow Heiligenstadt)
EBSL Zutendaal EDCV Pasewalk EDHE Uetersen (Heist)
EBSP Spa (La Sauveniere) EDCW Wismar EDHF Itzehoe (Hungriger Wolf)
EDCX Purkshof EDHG Luneburg
EBST St Truiden (Brustem)
EDCY Spremberg (Welzow) EDHI Hamburg (Finkenwerder)
EBSU St Hubert
EBTN EDDB Berlin (Schonefeld) EDHK Kiel (Holtenau)
Goetsenhoven
q$z

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 23 NOV 12 AIRPORT DIRECTORY WW-205
JEPPESEN NavData (ICAO) LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

EDHL Lubeck (Blankensee) EDNH Bad Worishofen (Bad EDRA Bad Neuenahr-Ahrweiler
EDHM Hartenholm Worishofen-Nord) EDRB Bitburg
EDHN Neumunster EDNI Berching EDRD Neumagen-Dhron
EDHO Ahrenlohe EDNJ Neuburg (Egweil) EDRE Mendig
EDHP Pellworm EDNK Kirchdorf/Inn EDRF Bad Durkheim
EDHS Stade EDNL Leutkirch (Unterzeil) EDRG Idar-Oberstein (Gottschied)
EDHU Lauenbruck EDNO Nordlingen EDRH Hoppstadten-Weiersbach
EDHW Wahlstedt EDNP Pfarrkirchen EDRI Linkenheim
EDHX Bad Bramstedt EDNQ Bopfingen EDRJ Saarlouis (Duren)
(Bundespolizei) EDNR Regensburg (Oberhub) EDRK Koblenz (Winningen)
EDJA Memmingen EDNS Schwabmunchen EDRL Lachen-Speyerdorf
EDKA Aachen (Merzbruck) EDNT Treuchtlingen (Bubenheim) EDRM Traben-Trarbach (Mont Royal)
EDKB Bonn (Hangelar) EDNU Thannhausen EDRN Nannhausen
EDKD Altena (Hegenscheid) EDNV Vogtareuth EDRO Schweighofen
EDKF Bergneustadt (Auf Dem EDNW Weissenhorn EDRP Pirmasens
Dumpel) EDNX Oberschleissheim EDRS Bad Sobernheim (Domberg)
EDKH Hunsborn EDNY Friedrichshafen EDRT Trier (Fohren)
EDKI Betzdorf-Kirchen EDNZ Zell (Haidberg) EDRV Wershofen/Eifel
EDKL Leverkusen EDOA Auerbach EDRW Dierdorf (Wienau)
EDKM Meschede (Schuren) EDOB Bad Berka EDRY Speyer
EDKN Wipperfurth (Neye) EDOC Gardelegen EDRZ Zweibrucken
EDKO Brilon/Hochsauerland EDOD Reinsdorf EDSA Albstadt (Degerfeld)
EDKP Plettenberg (Huinghausen) EDOE Bohlen EDSB Karlsruhe/Baden-Baden
EDKR Schmallenberg (Rennefeld) EDOF Bad Frankenhausen EDSG Grabenstetten
EDKU Attendorn (Finnentrop) EDOG Torgau (Beilrode) EDSH Backnang (Heiningen)
EDKV Dahlemer Binz EDOH Langhennersdorf EDSI Binningen
EDKW Werdohl (Kuntrop) EDOI Bienenfarm EDSK Kehl (Sundheim)
EDKZ Meinerzhagen EDOJ Lusse EDSL Blumberg
EDLA Arnsberg (Menden) EDOK Rudolstadt (Groschwitz) EDSN Neuhausen Ob Eck
EDLB Borkenberge EDOL Oschersleben EDSR Radolfzell (Stahringen)
EDLC Kamp-Lintfort EDOM Klein Muhlingen EDST Hahnweide
EDLD Dinslaken (Schwarze Heide) EDON Neuhardenberg EDSW Altdorf-Wallburg
EDLE Essen-Mulheim EDOP Schwerin-Parchim EDSZ Rottweil (Zepfenhan)
EDLF Grefrath (Niershorst) EDOQ Oschatz EDTB Baden (Oos)
EDLG Goch (Asperden) EDOR Stolln/Rhinow EDTC Bruchsal
EDLH Hamm (Lippewiesen) EDOS Pennewitz EDTD Donaueschingen (Villingen)
EDLI Bielefeld EDOT Greiz (Obergrochlitz) EDTF Freiburg i. Br.
EDLJ Detmold EDOU Weimar (Umpferstedt) EDTG Bremgarten
EDLK Krefeld (Egelsberg) EDOV Stendal-Borstel EDTH Heubach
EDLM Marl (Loemuhle) EDOW Waren (Vielist) EDTK Sinsheim
EDLN Monchengladbach EDOX Renneritz EDTL Lahr
EDLO Oerlinghausen EDOY Ahrensfelde EDTM Mengen (Hohentengen)
EDLP Paderborn/Lippstadt EDOZ Schonebeck (Zackmunde) EDTN Nabern/Teck
EDLR Paderborn (Haxterberg) EDPA Aalen-Heidenheim EDTO Offenburg
EDLS Stadtlohn (Vreden) (Elchingen) EDTP Pfullendorf
EDLT Munster (Telgte) EDPB Bad Ditzenbach EDTQ Pattonville
EDLV Niederrhein EDPD Dingolfing EDTR Herten (Rheinfelden)
EDLW Dortmund EDPE Eichstatt EDTS Schwenningen Am Neckar
EDLX Wesel (Romerwardt) EDPF Schwandorf EDTU Saulgau
EDLY Borken (Hoxfeld) EDPG Griesau EDTW Winzeln (Schramberg)
EDLZ Soest (Bad Sassendorf) EDPH Schwabach-Buchenbach EDTX Schwabisch Hall (Weckrieden)
EDMA Augsburg EDPJ Laichingen EDTY Schwabisch Hall
EDMB Biberach An Der Riss EDPK Schonberg EDTZ Konstanz
EDMC Blaubeuren EDPM Donzdorf EDUA Stechow (Ferchesar)
EDMD Dachau (Grobenried) EDPO Neumarkt/Opf. EDUF Falkenberg (Lonnewitz)
EDME Eggenfelden EDPQ Schmidgaden EDUO Oberrissdorf
EDMF Furstenzell EDPR Donauworth EDUS Finsterwalde (Schacksdorf)
EDMG Gunzburg (Donauried) EDPS Sonnen EDUW Tutow
EDMH Gunzenhausen (Reutberg) EDPT Gerstetten EDUY Welzow (Sedlitzer See)
EDMI Illertissen EDPU Bartholoma (Amalienhof) EDUZ Zerbst
EDMJ Jesenwang EDPW Thalmassing-Waizenhofen EDVA Bad Gandersheim
EDMK Kempten (Durach) EDPY Ellwangen EDVC Celle (Arloh)
EDML Landshut EDQB Bad Windsheim EDVE Braunschweig-Wolfsburg
EDMN Mindelheim (Mattsies) EDQC Coburg (Brandensteinsebene) EDVF Blomberg (Borkhausen)
EDMO Oberpfaffenhofen EDQD Bayreuth EDVG Mengeringhausen
EDMP Vilsbiburg EDQE Burg Feuerstein EDVH Hodenhagen
EDMQ Donauworth (Genderkingen) EDQF Ansbach (Petersdorf) EDVI Hoxter-Holzminden
EDMR Ottobrunn EDQG Giebelstadt EDVJ Salzgitter (Schaferstuhl)
EDMS Straubing EDQH Herzogenaurach EDVK Kassel-Calden
EDMT Tannheim EDQI Lauf-Lillinghof EDVL Holleberg
EDMU Gundelfingen EDQK Kulmbach EDVM Hildesheim
EDMV Vilshofen EDQL Lichtenfels EDVN Northeim
EDMW Deggendorf EDQM Hof-Plauen EDVR Rinteln
EDMX Oberschleissheim EDQN Neustadt/Aisch EDVS Salzgitter (Drutte)
(Bundespolizei) EDQO Ottengruner Heide EDVT Ithwiesen
EDMY Muhldorf EDQP Rosenthal-Field (Plossen) EDVU Uelzen
EDNA Ampfing (Waldkraiburg) EDQR Ebern (Sendelbach) EDVW Bad Pyrmont (Hameln-
EDNB Arnbruck EDQS Suhl (Goldlauter) Pyrmont)
EDNC Beilngries EDQT Hassfurt (Schweinfurt) EDVX Gifhorn (Bundespolizei)
EDND Dinkelsbuhl (Sinbronn) EDQW Weiden/Opf. EDVY Porta Westfalica
EDNE Erbach EDQX Hetzleser Berg EDVZ Fuldatal (Bundespolizei)
EDNG Giengen/Brenz EDQY Coburg (Steinrucken) EDWB Bremerhaven
EDQZ Pegnitz (Zipser Berg) EDWC Damme
q$z

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 WW-206 AIRPORT DIRECTORY 23 NOV 12
JEPPESEN NavData (ICAO) LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

EDWE Emden EFHA Halli EG FIR/UIR

EDWF Leer (Papenburg) EFHE Helsinki (Hernesaari) EGGX Shanwick Oceanic FIR
EDWG Wangerooge EFHF Helsinki (Malmi) EGPX Scottish FIR/UIR
EDWH Oldenburg (Hatten) EFHK Helsinki (Vantaa) EGTT London FIR/UIR
EDWI Wilhelmshaven (Jade Weser EFHL Hailuoto
EFHM Hameenkyro EG Antarctica (Arg)
Airport)
EFHN Hanko EGAR Rothera Station (Rothera)
EDWJ Juist
EDWK Karlshofen EFHO Oulu (University Hospital) EG Falkland Is
EDWL Langeoog EFHP Haapavesi EGYP Mount Pleasant
EDWM Weser-Wumme EFHS Seinajoki (Central Hospital)
EDWN Nordhorn (Lingen) EFHV Hyvinkaa EG United Kingdom
EDWO Osnabruck (Atterheide) EFHY Helsinki (University Hospital) EGAA Belfast (Aldergrove)
EDWP Wiefelstede/Conneforde EFII Iisalmi EGAB Enniskillen (St Angelo)
EDWQ Ganderkesee (Atlas Airfield) EFIK Kiikala EGAC Belfast (Belfast City)
EDWR Borkum EFIM Immola EGAD Newtownards
EDWS Norden-Norddeich EFIT Kitee EGAE Londonderry (Eglinton)
EDWT Blexen EFIV Ivalo EGBB Birmingham
EDWU Varrelbusch EFJE Joensuu (Central Hospital) EGBC Cheltenham
EDWV Verden (Scharnhorst) EFJM Jamijarvi EGBD Derby
EDWX Westerstede (Felde) EFJO Joensuu EGBE Coventry
EDWY Norderney EFJV Jyvaskyla (Central Hospital) EGBF Bedford
EDWZ Baltrum EFJY Jyvaskyla EGBG Leicester
EDXA Achmer EFKA Kauhava EGBJ Gloucestershire
EDXB Heide (Busum) EFKE Kemi (Tornio) EGBK Northampton (Sywell)
EDXC Schleswig (Kropp) EFKG Kumlinge EGBM Tatenhill
EDXD Bohmte (Bad Essen) EFKH Kuhmo EGBN Nottingham
EDXE Rheine (Eschendorf) EFKI Kajaani EGBO Wolverhampton (Halfpenny
EDXF Flensburg (Schaferhaus) EFKJ Kauhajoki Green)
EDXG Melle-Gronegau EFKK Kokkola-Pietarsaari EGBP Kemble
EDXH Helgoland (Dune) EFKM Kemijarvi EGBS Shobdon
EDXI Nienburg (Holzbalge) EFKN Kannus EGBT Turweston
EDXJ Husum (Schwesing) EFKO Kalajoki EGBV Silverstone
EDXK Leck EFKR Karsamaki EGBW Wellesbourne Mountford
EDXL Barssel EFKS Kuusamo EGCB Manchester (Barton)
EDXM St Michaelisdonn EFKT Kittila EGCC Manchester
EDXN Nordholz-Spieka EFKU Kuopio EGCD Manchester (Woodford)
EDXO St Peter-Ording EFKV Kivijarvi EGCF Sandtoft
EDXP Harle EFKY Kymi EGCJ Sherburn-In-Elmet
EDXQ Rotenburg/Wumme EFLA Lahti (Vesivehmaa) EGCK Caernarfon
EDXR Rendsburg (Schachtholm) EFLN Lieksa-Nurmes EGCL Fenland
EFLP Lappeenranta EGCN Doncaster Sheffield
EDXS Seedorf
EFLR Rovaniemi (Central Hospital) EGCR Ashcroft
EDXT Sierksdorf (Hof Altona)
EDXU Huttenbusch EFMA Mariehamn EGCS Sturgate
EDXW EFME Menkijarvi EGCV Sleap
Sylt
EFMH Mariehamn (Central Hospital) EGCW Welshpool
EDXY Wyk Auf Fohr
EDXZ EFMI Mikkeli EGDC Chivenor
Kuhrstedt (Bederkesa)
EFNS Savikko EGDI Merryfield (Merryfield Navy)
EE FIR/UIR EFNU Nummela EGDJ Upavon (Upavon Army)
EETT Tallinn FIR EFOP Oripaa EGDM Boscombe Down
EFOU Oulu EGDN Netheravon (Netheravon
EE Estonia EFPA Pokka
EECL Tallinn (City Hall) Army)
EFPI Piikajarvi EGDR Culdrose
EEHA Humala EFPJ Kuopio (University Hospital)
EEJI Johvi EGDX St Athan
EFPK Pieksamaki EGDY Yeovilton
EEKA Kardla EFPL Lahti (Central Hospital)
EEKE Kuressaare EGEC Campbeltown
EFPN Punkaharju EGED Eday
EEKI Karksi EFPO Pori
EEKU Kihnu EGEF Fair Isle
EFPT Tampere (University Hospital) EGEG Glasgow (Glasgow City
EELU Lyckholm
EFPU Pudasjarvi Heliport)
EENA Narva
EFPY Pyhasalmi EGEL Coll
EEPU Parnu
EFRA Rautavaara EGEN North Ronaldsay
EERA Rapla
EFRH Raahe (Pattijoki) EGEO Oban
EERD Riidaja
EFRN Rantasalmi EGEP Papa Westray
EERE Rakvere
EFRO Rovaniemi EGER Stronsay
EERI Ridali
EFRU Ranua
EERU Ruhnu EGES Sanday
EFRV Kiuruvesi
EETN Tallinn (Lennart Meri) EGET Lerwick (Tingwall)
EFRY Rayskala
EETU Tartu EGEW Westray
EFSA Savonlinna
EEVI Viljandi EGEY Colonsay
EFSE Selanpaa
EEVO Vormsi EGFA West Wales (Aberporth)
EEVU Varstu EFSI Seinajoki
EFSO Sodankyla EGFC Cardiff (Tremorfa)
EF FIR/UIR EGFE Haverfordwest
EFSU Suomussalmi
EFIN Finland FIR EFTP Tampere (Pirkkala) EGFF Cardiff
EFIN Finland UIR EGFH Swansea
EFTS Teisko
EGFP Pembrey
EFTU Turku
EF Finland EFTV Turku (University Hospital) EGGD Bristol
EFAA Aavahelukka EGGP Liverpool
EFUT Utti
EFAH Ahmosuo EGGW London (Luton)
EFVA Vaasa
EFAL Alavus EGHA Compton-Abbas
EFVL Vaala
EFEJ Espoo (Hospital) EGHB Maypole
EFVP Vampula
EFEK Enontekio (Kilpisjarvi) EGHC Lands End (St Just)
EFVR Varkaus
EFET Enontekio EFVT Sulkaharju EGHE Scilly Isles (St Mary’s)
EFEU Eura EGHF Lee-on-Solent
EFWB Wredeby
EFFO Forssa EGHG Yeovil (Westland)
EFYL Ylivieska
q$z

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 23 NOV 12 AIRPORT DIRECTORY WW-207
JEPPESEN NavData (ICAO) LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

EGHH Bournemouth EGPM Scatsta EHDV D15A

EGHI Southampton EGPN Dundee EHEH Eindhoven
EGHJ Bembridge EGPO Stornoway EHFB F2A
EGHK Penzance EGPR Barra EHFD F3B
EGHL Lasham EGPT Perth (Scone) EHFO F15A
EGHN Isle Of Wight (Sandown) EGPU Tiree EHFQ L2A
EGHO Thruxton EGQL Leuchars EHFR L5A
EGHP Popham EGQM Boulmer EHFZ F16A
EGHQ Newquay EGQS Lossiemouth EHGG Groningen (Eelde)
EGHR Chichester (Goodwood) EGSA Shipdham EHGN G14A
EGHS Henstridge EGSC Cambridge EHGP G16A
EGHT Tresco EGSD Great Yarmouth (North Denes) EHGQ G17A
EGHU Eaglescott EGSF Peterborough (Conington) EHGR Gilze-Rijen
EGHY Truro EGSG Stapleford EHHA Amsterdam (Amsterdam
EGJA Alderney EGSH Norwich Heliport)
EGJB Guernsey EGSJ Seething EHHO Hoogeveen
EGJJ Jersey EGSL Andrewsfield EHHV Hilversum
EGKA Shoreham EGSM Beccles EHJA J6A
EGKB Biggin Hill EGSN Bourn EHJB K1A
EGKG Goodwood (Goodwood EGSO Crowfield EHJC K2A
Racecourse) EGSP Peterborough (Sibson) EHJD K4BE
EGSQ Clacton EHJE K4A
EGKH Lashenden (Headcorn)
EGSR Earls Colne EHJF K5P
EGKK London (Gatwick)
EGSS London (Stansted) EHJG K5B
EGKL Deanland (Lewes) EHJH K5EN
EGKR Redhill EGST Elmsett
Duxford EHJI K5D
EGLA Bodmin EGSU
EHJK K71
EGLC London (London City) EGSV Old Buckenham
EHJL K7D
EGLD Denham EGSX North Weald
EHJM K81
EGLF Farnborough EGTA Aylesbury (Thame)
EHJN K83
EGLG Panshanger EGTB Wycombe Air Park (Booker) EHJO K82
EGLJ Chalgrove EGTC Cranfield EHJQ K10B
EGLK Blackbushe EGTD Dunsfold EHJR K13A
EGLL London (Heathrow) EGTE Exeter EHKA L4PN
EGLM White Waltham EGTF Fairoaks EHKB K6GT
EGLP Brimpton EGTG Bristol (Filton) EHKC K6DN
EGLS Old Sarum EGTH Shuttleworth (Old Warden) EHKD De Kooy
EGLT Ascot EGTK Oxford (Kidlington) EHKE K6P
EGLW London (London Heliport) EGTN Enstone EHKF K6N
EGMA Fowlmere EGTO Rochester EHKG K6D
EGMC Southend EGTP Perranporth EHKH K9C
EGMD Lydd EGTR Elstree EHKI L4B
EGMF Farthing Corner (Stoneacre EGTU Dunkeswell EHKJ L4A
Farm) EGTW Oaksey Park EHKK K9B
EGMH Manston EGUB Benson EHKL K9A
EGMJ Little Gransden EGUL Lakenheath (Lakenheath AB) EHKM K12A
EGML Damyns Hall EGUN Mildenhall (Mildenhall AB) EHKN K12C
EGMT Thurrock EGUO Colerne EHKO K12D
EGNA Hucknall EGUW Wattisham EHKP K12B
EGNC Carlisle EGUY Wyton EHKQ K12G
EGNE Retford (Gamston) EGVA Fairford (Fairford AB) EHKR K15G
EGNF Netherthorpe EGVN Brize Norton EHKS K15B
EGNG Bagby (Thirsk) EGVO Odiham EHKT K15A
EGNH Blackpool EGVP Middle Wallop EHKU K15K
EGNJ Humberside EGWC Cosford EHKV K14C
Barrow (Walney Island) EGWE Henlow EHKW K14A
EGNL
EGWN Halton (Halton AB) EHKY K15C
EGNM Leeds Bradford
EGWU Northolt EHKZ K14B
EGNO Warton
EGXC Coningsby EHLA L7A
EGNP Leeds (Leeds Heliport)
EGXD Dishforth EHLB L7H
EGNR Hawarden EHLC L7B
EGNS Isle Of Man EGXE Leeming
EGXG Church Fenton EHLD L7N
EGNT Newcastle EHLE Lelystad
EGNU Full Sutton EGXP Scampton
EGXT Wittering EHLF L7Q
EGNV Durham Tees Valley EHLG L10G
EGNW Wickenby EGXU Linton-On-Ouse
EGXW Waddington EHLH L10B
EGNX East Midlands EHLI L10E
EGNY Beverley (Linley Hill) EGXY Syerston
EHLJ L10L
EGOE Tern Hill EGXZ Topcliffe
EHLK L10D
EGOQ Mona EGYD Cranwell EHLL L10A
EGOS Shawbury EGYE Barkston Heath EHLM L10M
EGOV Valley EGYM Marham EHLN L10C
EGOW Woodvale EH FIR/UIR EHLO L10F
EGPA Kirkwall EHAA Amsterdam FIR EHLP L13E
EGPB Sumburgh EHLQ L13C
EGPC Wick EH Netherlands EHLR L13D
EGPD Aberdeen (Dyce) EHAL Ameland EHLS L5B
EGPE Inverness EHAM Amsterdam (Schiphol) EHLT L8P4
EGPF Glasgow EHBD Weert (Budel) EHLU L8P
EGPG Cumbernauld EHBK Maastricht (Maastricht- EHLV L8A
EGPH Edinburgh Aachen) EHLW Leeuwarden
EGPI Islay EHDL Arnhem (Deelen) EHLX L11B
EGPJ Fife EHDP De Peel EHLY L8G
EGPK Prestwick EHDR Drachten EHLZ L8H
EGPL Benbecula EHDT D12A EHMA AWG
q$z

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 WW-208 AIRPORT DIRECTORY 23 NOV 12
JEPPESEN NavData (ICAO) LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

EHMB AME2 EKEL Endelave ENBR Bergen (Flesland)

EHMG L9F EKFU Fur ENBS Batsfjord
EHMR L15A EKGC Gorm C ENBV Berlevag
EHMZ Middelburg (Midden-Zeeland) EKGH Gronholt ENCN Kristiansand (Kjevik)
EHPB P6A EKGL Gorlose ENDH Drammen (Drammen
EHPC P6D EKGO Gorlev Hospital)
EHPD P6B EKGR Grena ENDI Geilo (Dagali)
EHPE P6S EKHA Halfdan A ENDO Dokka (Thomlevold)
EHPF P9A EKHB Halfdan B ENDU Bardufoss
EHPH P12S EKHD Harald ENEG Eggemoen
EHPJ P15F EKHG Herning ENEH Egersund (Egersund Hospital)
EHPK P15C EKHK Holbaek (NY Hagested) ENEL Elverum (Elverum Hospital)
EHPL P15G EKHM Hammer ENEN Engeloy (Gradussan)
EHPM P15E EKHN Horns Rev B
EHPN P18A ENEV Harstad-Narvik (Evenes)
EKHR Horns Rev A
EHQA K18 EKHS Hadsund ENFA Froya (Flatval)
EHQB HAVE EKHV Haderslev ENFD Forde (Forde Hospital)
EHQC L16 EKKA Karup (Karup AB) ENFG Fagernes (Leirin)
EHQD HELD EKKL Kalundborg ENFL Floro
EHQE HOOR EKKO Korsor ENFY Fyresdal
EHQF HELM EKKS Kongsted ENGA Gullfaks A
EHQG HWEG EKLS Laeso ENGK Gullknapp
EHQH Q4C EKLV Lemvig ENGM Oslo (Gardermoen)
EHQI Q4A EKMB Lolland Falster (Maribo) ENGN Folldal (Grimsmoen)
EHQJ Q4B EKNI Nini ENHA Hamar (Stafsberg)
EHQK Q8B EKNM Morso ENHD Haugesund (Karmoy)
EHQL Q8A EKOD Odense ENHF Hammerfest
EHRD Rotterdam EKPB Krusa-Padborg ENHK Hasvik
EHSE Hoeven (Seppe) EKRA Rarup ENHS Hokksund
EHST Stadskanaal EKRB Bornholms Hospital ENHT Hattfjelldal
EHTE Deventer (Teuge) EKRD Randers ENHV Honningsvag (Valan)
EHTL Terlet EKRF Rolf ENHX Haugesund (Haugesund
EHTW Enschede (Twenthe) EKRH Copenhagen (Rigshospitalet) Hospital)
EHTX Texel EKRK Copenhagen (Roskilde) ENJA Jan Mayen
EHVK Volkel EKRN Bornholm (Ronne) ENJB Jarlsberg
EHWO Woensdrecht EKRS Ringsted ENKB Kristiansund (Kvernberget)
EKSA Saeby (Ottestrup) ENKH Kristiansand (Kristiansand
EI FIR/UIR
EISN Shannon FIR/UIR EKSB Sonderborg Hospital)
EKSC Skjold ENKJ Kjeller (Kjeller AB)
EI Ireland EKSD Spjald ENKL Klanten
EIAB Abbeyshrule EKSI Siri ENKR Kirkenes (Hoybuktmoen)
EIBN Bantry EKSL Slaglille ENLH Lillehammer (Lillehammer
EIBR Birr EKSN Sindal Hospital)
EIBT Belmullet EKSP Vojens/Skrydstrup ENLI Farsund (Lista)
EICA Chonamara (Connemara) (Vojens/Skrydstrup AB) ENLK Leknes
EICK Cork EKSS Samso ENLU Lunde (Nome)
EICL Clonbullogue EKST Sydfyn (Tasinge) ENLV Stord (Stord Hospital)
EICM Galway EKSV Skive ENLX Lorenskog (Lorenskog
EICN Coonagh EKTD Tonder Heliport)
EIDL Donegal EKTE Tyra E ENMH Mehamn
EIDW Dublin (Dublin Intl) EKTS Thisted ENML Molde (Aro)
EIER Erinagh EKTW Tyra W ENMS Mosjoen (Kjaerstad)
EIIM Inishmore EKVB Viborg ENNA Lakselv (Banak)
EIIR Inisheer EKVD Kolding (Vamdrup) ENNK Narvik (Framnes)
EIKH Kilrush (Kildare) EKVH Vesthimmerland ENNM Namsos
EIKK Kilkenny EKVJ Stauning ENNO Notodden (Tuven)
EIKN Ireland West (Knock) EKYT Aalborg ENOA Oseberg A
EIKY Kerry ENOL Orland
EIME Baldonnel (Casement AB) EK Faroe Is ENOP Oppdal (Fagerhaug)
EIMH Athboy (Ballyboy) EKFA Frodba ENOV Orsta-Volda (Hovden)
EIMN Inishmaan EKKV Klaksvik ENOX Oseberg A
EINC Newcastle EKMS Mykines
ENQG Gullfaks B
EINN Shannon EKSY Skuvoy ENRA Mo I Rana (Rossvoll)
EIRT Rathcoole EKTB Torshavn (Bodanes)
ENRG Rognan
EISG Sligo EKVG Vagar
ENRI Frya
EITM Trim ENRK Rakkestad (Astorp)
EITT Trevet EL Luxembourg
ELLX Luxembourg ENRM Rorvik (Ryum)
EIWF Waterford
ELNT Noertrange ENRO Roros
EIWT Weston
ENRS Rost
EK FIR/UIR EN FIR/UIR ENRT Rosten (Rosten Hospital)
EKDK Copenhagen FIR ENOB Bodo Oceanic FIR ENRV Reinsvoll
ENOR Norway FIR ENRX Ringerike (Ringerike Hospital)
EK Denmark ENRY Moss (Rygge)
EKAE Aero EN Norway
ENAL Alesund (Vigra) ENSA Svea
EKAH Aarhus ENSB Svalbard (Longyear)
EKAR South Arne ENAN Andenes (Andoya)
ENAR Arendal (Arendal Hospital) ENSD Sandane (Anda)
EKAT Anholt ENSG Sogndal (Haukasen)
EKBI Billund ENAS Ny Alesund (Hamnerabben)
EKBR Braedstrup ENAT Alta ENSH Svolvaer (Helle)
EKCE Cecilie ENBG Bergen (Gronneviksoren) ENSK Stokmarknes (Skagen)
EKCH Copenhagen (Kastrup) ENBL Forde (Bringeland) ENSM Elverum (Starmoen)
EKDB Dan B ENBM Bomoen ENSN Skien (Geiteryggen)
EKDF Dan F ENBN Bronnoysund (Bronnoy) ENSO Stord (Sorstokken)
EKEB Esbjerg ENBO Bodo ENSR Sorkjosen
q$z

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 23 NOV 12 AIRPORT DIRECTORY WW-209
JEPPESEN NavData (ICAO) LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

ENSS Vardo (Svartnes) EPPR Pruszcz Gdanski ESHG Stockholm (Gamla Stan)
ENST Sandnessjoen (Stokka) EPPT Piotrkow Trybunalski ESHI Kristianstad (Kristianstad
ENSU Sunndal (Vinnu) EPPW Powidz Hospital)
ENSX Stavanger (Stavanger EPRA Radom ESHJ Jonkoping (Ryhov Hospital)
Hospital) EPRG Rybnik (Gotartowice) ESHK Stockholm (Karolinska
ENTC Tromso (Langnes) EPRJ Rzeszow Hospital)
ENTE Skien (Skien Hospital) EPRP Radom (Piastow) ESHL Stockholm (Huddinge
ENTH Tonsberg (Tonsberg Hospital) EPRU Rudniki Hospital)
ENTO Sandefjord (Torp) EPRZ Rzeszow (Jasionka) ESHM Kungalv (Kungalvs Hospital)
ENTR Trondheim (St Olavs Hospital) EPSC Szczecin (Goleniow) ESHN Karlskrona (Blekinge Hospital)
ENTS Trysil (Saeterasen) EPSD Szczecin (Dabie) ESHO Skovde (Skovde Hospital)
ENTY Tynset EPSN Swidwin ESHQ Orebro (Orebro Hospital)
ENUH Oslo (Ulleval Sykehus) EPSR Slupsk (Krepa)
ESHR Akersberga
ENUL Os (Vaksinen) EPST Stalowa Wola (Turbia)
ESHS Goteborg (Sahlgrenska
ENVA Trondheim (Vaernes) EPSU Suwalki
Hospital)
ENVD Vadso EPSW Swidnik
EPSY Mazury ESHU Uppsala (Uppsala Hospital)
ENVE Valle (Araksoyene) ESHV Karlstad (Karlstad Hospital)
ENVR Vaeroy EPTM Tomaszow Mazowiecki
EPTO Torun ESHX Hudiksvall (Hudiksvall
ENWW Flekkefjord (Flekkefjord Hospital)
EPWA Warsaw (Chopin)
Hospital) ESHY Norrtalje (Norrtalje Hospital)
EPWK Wloclawek (Kruszyn)
ENXX Namsos (Namsos Hospital) ESHZ Umea (Umea Hospital)
EPWR Wroclaw (Strachowice)
ENYY Levanger (Levanger Hospital) ESIA Karlsborg
EPWS Szymanow
ENZV Stavanger (Sola) ESIB Satenas
EPWT Watorowo
ENZZ Gjovik (Gjovik Hospital) EPZA Zamosc ESKC Sundbro
EPZG Zielona Gora (Babimost) ESKD Dala-Jarna
EP FIR/UIR
EPZP Zielona Gora (Przylep) ESKG Gryttjom
EPWW Warsaw FIR
EPZR Zar ESKH Eksharad
EP Poland ESKK Karlskoga
EPBA Bielsko-Biala (Aleksandrow- ES FIR/UIR ESKM Mora (Siljan)
ice) ESAA Sweden FIR ESKN Stockholm (Skavsta)
EPBC Warsaw (Babice) ESAA Sweden UIR ESKO Munkfors
EPBK Bialystok (Krywlany) ES Sweden ESKT Tierp
EPBY Bydgoszcz (Szwederowo) ESCF Linkoping (Malmen) ESKU Sunne
EPCE Cewice Uppsala ESKV Arvika
ESCM
EPDA Darlowo ESMA Emmaboda
ESDF Ronneby
EPDE Deblin ESMB Borglanda
ESEB Boras (Boras Hospital)
EPEL Elblag ESMC Eksjo (Ranneslatt)
ESED Sundsvall (Sundsvall Hospital)
EPGD Gdansk (Lech Walesa) ESME Eslov
ESEG Gallivare (Vassara)
EPGI Grudziadz (Lisie Katy) ESMF Fagerhult
ESEK Kiruna (Luossajarvi)
EPGL Gliwice ESMG Ljungby (Feringe)
ESEL Linkoping (University Hospital)
EPGO Goraszka ESMH Hoganas
ESEM Lund (Universitetssjukhuset)
EPGY Grady ESMI Sjobo (Sovde)
ESEN Trollhattan (Nal Hospital)
EPIN Inowroclaw ESMJ Kagerod
ESES Lulea (Sunderby Hospital)
EPIR Inowroclaw ESMK Kristianstad
EPIW Iwonicz ESET Torsby (Torsby Hospital) Landskrona
ESML
EPJG Jelenia Gora ESEU Uddevalla (Uddevalla ESMO Oskarshamn
EPKA Kielce (Maslow) Hospital) ESMP Anderstorp
EPKE Ketrzyn ESEV Visby (Visby Hospital) ESMQ Kalmar
EPKG Kolobrzeg (Bagicz) ESEW Vasteras (Vastmanlands ESMS Malmo
EPKK Krakow (Balice) Hospital) ESMT Halmstad
EPKM Katowice (Muchowiec) ESEY Lycksele (Lycksele Hospital) ESMU Almhult (Mockeln)
EPKN Opole (Kamien Slaski) ESFA Hassleholm (Bokeberg) ESMV Hagshult
EPKO Korne ESFR Rada ESMX Vaxjo (Kronoberg)
EPKP Pobiednik Wielki ESFS Sandvik ESMY Smalandsstenar
EPKR Krosno ESGA Backamo ESMZ Olanda
EPKS Poznan (Krzesiny) ESGC Alleberg ESNA Hallviken
EPKT Katowice (Pyrzowice) ESGD Tidaholm (Bammelshed) ESNB Solleftea
EPKW Kaniow ESGE Boras (Viared) ESNC Hede (Hedlanda)
EPLB Lublin ESGF Falkenberg (Morup) ESND Sveg
EPLE Legnica ESGG Goteborg (Landvetter) ESNE Overkalix
EPLK Lask ESGH Herrljunga ESNG Gallivare
EPLL Lodz (Lublinek) ESGI Alingsas ESNH Hudiksvall
EPLR Lublin (Radawiec) ESGJ Jonkoping ESNJ Jokkmokk
EPLS Leszno ESGK Falkoping ESNK Kramfors-Solleftea
EPLU Lubin ESGL Lidkoping ESNL Lycksele
EPLY Leczyca ESGM Oresten ESNM Optand
EPMB Malbork ESGN Gotene (Brannebrona) ESNN Sundsvall-Harnosand
EPMI Miroslawiec ESGO Vargarda ESNO Ornskoldsvik
EPML Mielec ESGP Goteborg (Save) ESNP Pitea
EPMM Minsk Mazowiecki ESGR Skovde ESNQ Kiruna
EPMO Warsaw (Modlin) ESGS Stromstad (Nasinge) ESNR Orsa
EPMR Miroslawice ESGT Trollhattan-Vanersborg ESNS Skelleftea
EPNL Nowy Sacz (Lososina Dolna) ESGU Uddevalla (Rorkarr) ESNU Umea
EPNT Nowy Targ ESGV Varberg ESNV Vilhelmina
EPOD Olsztyn (Dajtki) ESGY Saffle ESNX Arvidsjaur
EPOK Oksywie ESHB Goteborg (Ostra Hospital) ESNY Soderhamn
EPOM Ostrow Wielkopolski ESHC Stockholm (Stockholm ESNZ Are Ostersund
(Michalkow) Hospital) ESOE Orebro
EPOP Opole (Polska Nowa Wies) ESHD Stockholm (Danderyds ESOH Hagfors
EPPB Poznan (Bednary) ESOK Karlstad
Hospital)
EPPK Poznan (Kobylnica) ESOL Storvik (Lemstanas)
ESHF Soderhamn (Soderhamn
EPPL Plock ESOW Stockholm (Vaesteraas)
Hospital)
q$z
EPPO Poznan (Lawica) ESPA Lulea (Kallax)

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 WW-210 AIRPORT DIRECTORY 23 NOV 12
JEPPESEN NavData (ICAO) LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

ESPE Vidsel ETNN Norvenich FABS Brits

ESQO Arboga ETNS Schleswig FABW Karoo Gateway
ESSA Stockholm (Arlanda) ETNT Wittmundhafen FACD Cradock
ESSB Stockholm (Bromma) ETNU Neubrandenburg FACF St Francis Field
ESSC Eskilstuna (Ekeby) ETNW Wunstorf FACL Carolina
ESSD Borlange ETOA Schweinfurt (Schweinfurt FACN Carnarvon
ESSE Stockholm (Ska-Edeby) AHP) FACO Alkantpan
ESSF Hultsfred-Vimmerby ETOI Vilseck (Vilseck AAF) FACT Cape Town (Cape Town Intl)
ESSG Ludvika ETOR Mannheim (Coleman AAF) FACV Calvinia
ESSH Laxa ETOU Wiesbaden (Wiesbaden AAF) FADA De Aar
ESSI Visingso ETSA Landsberg FADB Dwaalboom
ESSK Gavle ETSB Buchel FADL Delareyville
ESSL Linkoping (Saab) ETSE Erding FADO Dendron
ESSM Brattforsheden ETSH Holzdorf FAEC Estcourt (Umtshezi)
ESSN Norrtalje ETSI Ingolstadt (Manching) FAEL East London
ESSP Norrkoping (Kungsangen) ETSL Lechfeld FAEM Empangeni
ESST Torsby ETSN Neuburg FAFB Ficksburg (Sentraoes)
ESSU Eskilstuna ETUO Gutersloh FAFK Fisantekraal
ESSV Visby ETWM Meppen FAFO Fort Beaufort
ESSW Vastervik FAFW Freeway
ESSX Vasteras (Johannisberg) EV FIR/UIR FAGC Grand Central
ESSZ Stockholm (Gnesta) EVRR Riga FIR FAGG George
ESTA Angelholm EV Latvia FAGL Groblersdal (Kobus De
ESTF Fjallbacka EVAD Adazi Villiers)
ESTL Ljungbyhed EVCA Cesis FAGM Johannesburg (Rand)
ESTT Vellinge (Soderslatt) EVDA Daugavpils FAGR Graaff-Reinet
ESUB Arbra EVJA Jurmala FAGT Grahamstown
ESUD Storuman EVLA Liepaja FAGY Greytown
ESUE Idre EVLI Limbazi FAHA Harmony
ESUG Gargnas EVPA Ikshkile FAHC Howick
ESUH Harnosand (Myran) EVRA Riga FAHG Heidelberg
ESUI Mellansel EVSM Lielvarde (M Sola) FAHI Halfweg
ESUJ Ange (Talje) EVVA Ventspils FAHJ Harding
ESUK Kalixfors FAHL Hluhluwe
ESUL Ljusdal EY FIR/UIR FAHR Harrismith
ESUM Mohed EYVL Vilnius FIR/UIR FAHS Hoedspruit (Hoedspruit AB)
ESUO Oviken EY Lithuania FAHU H.M.S.Bastard Memorial
ESUP Pajala-Yllas EYAL Alytus FAHV Gariep Dam
ESUR Ramsele EYBI Birzai FAJS Johannesburg (O.R. Tambo
ESUS Asele EYDR Druskininkai Intl)
ESUT Hemavan Tarnaby EYIG Ignalina FAKD Klerksdorp (P.C. Pelser)
ESUV Alvsbyn EYKA Kaunas (Kaunas Intl) FAKM Kimberley
ESUY Edsbyn EYKG Kaunas (Gamykla) FAKN Kruger Mpumalanga (Kruger
ESVA Avesta EYKL Klaipeda Mpumalanga Intl)
ESVB Bunge EYKS Kaunas (S. Dariaus/S. Gireno) FAKR Krugersdorp
ESVE Stegeborg EYKT Kartena FAKS Kroonstad
ESVG Gagnef EYMA Mazeikiai (J. Kumpikevicaus) FAKT Boschkop (Kitty Hawk Aero
ESVH Hallefors EYMM Sasnava Estate)
ESVK Katrineholm EYMO Moletai FAKU Kuruman (Johan Pienaar)
ESVM Malung (Skinnlanda) EYNA Akmene FAKZ Kleinsee
ESVQ Koping EYPA Palanga (Palanga Intl) FALA Lanseria (Lanseria Intl)
ESVS Siljansnas EYPI Panevezys (Istra) FALC Lime Acres (Finch Mine)
EYPN Panevezys FALE Durban (King Shaka Intl)
ET Germany FALI Lichtenburg
EYPR Pociunai
ETAD Spangdahlem (Spangdahlem EYRD Rudiskes FALL Lydenburg
AB) EYRO Rojunai FALM Makhado (Makhado AB)
ETAR Ramstein (Ramstein AB) EYSA Siauliai FALO Louis Trichardt
ETEB Ansbach (Ansbach AHP) EYSB Barysiai FALW Langebaanweg
ETEJ Bamberg (Bamberg AAF) EYSE Seduva (Langebaanweg AB)
ETEK Baumholder (Baumholder EYSI Silute FALY Ladysmith
AAF) EYTL Telsiai FAMB Middelburg
ETHA Altenstadt EYTR Taurage FAMC Middelburg
ETHB Buckeburg EYUT Utena FAMD Malamala
ETHC Celle EYVI Vilnius (Vilnius Intl) FAMG Margate
ETHE Rheine (Bentlage) EYVK Kyviskes FAMI Marble Hall
ETHF Fritzlar EYVP Paluknys FAMJ Majuba Power Station
ETHH Bonn-Hardthoehe EYZA Zarasai FAMM Mafikeng
ETHL Laupheim FAMN Malelane
ETHN Niederstetten FA FIR/UIR
FACA Cape Town FIR FAMO Mossel Bay
ETHR Roth FAMU Mkuzi
ETHS Fassberg FAJA Johannesburg FIR
FANC Newcastle
ETIC Grafenwohr (Grafenwohr FAJO Johannesburg Oceanic FIR
FANS Nelspruit
AAF) FA South African Rep FANY Nylstroom
ETIE Heidelberg (Heidelberg AHP) FAAB Alexander Bay FAOB Overberg (Overberg AB)
ETIH Hohenfels (Hohenfels AAF) FAAG Aggeneys FAOH Oudtshoorn
ETIK Illesheim (Illesheim AHP) FAAN Aliwal North FAOI Orient
ETMK Kiel (Holtenau-Unterland) FABB Brakpan (Benoni) FAPA Port Alfred
ETMN Nordholz FABD Burgersdorp FAPE Port Elizabeth (Port Elizabeth
ETND Diepholz FABE Bhisho Intl)
ETNG Geilenkirchen FABL Bloemfontein (Bloemfontein FAPF Piet Retief
ETNH Hohn Intl) FAPG Plettenberg Bay
ETNJ Jever FAPH Phalaborwa (Hendrik Van
FABM Bethlehem
ETNL Laage (Rostock-Laage)
q$z
FABO Bothaville Eck)

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 23 NOV 12 AIRPORT DIRECTORY WW-211
JEPPESEN NavData (ICAO) LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

FAPI Pietersburg FC FIR/UIR FKKI Batouri

FAPK Prieska FCCC Brazzaville FIR/UIR FKKL Maroua (Salak)
FAPL Pongola FKKM Foumban (Nkounja)
FAPM Pietermaritzburg FC Congo, Rep Of FKKN N’Gaoundere
FAPN Pilanesberg (Pilanesberg Intl) FCBB Brazzaville (Maya-Maya) FKKO Bertoua
FAPO Pilgrims Rest FCBK Kindamba FKKR Garoua
FAPP Polokwane (Polokwane Intl) FCBS Sibiti FKKS Dschang
FCBY N’Kayi (Yokangassi) FKKT Tibati
FAPS Potchefstroom
FAPT Postmasburg FCBZ Zanaga FKKU Bafoussam
FAPY Parys FCMA Mavinza FKKV Bamenda
FCMM Mossendjo FKKW Ebolowa
FAPZ Progress
FCOB Boundji FKKY Yaounde/Ville
FAQT Queenstown
FARB Richards Bay FCOE Ewo FKYS Yaounde (Nsimalen)
Rustenburg FCOI Impfondo
FARG FL FIR/UIR
FCOM Makoua
FARI Reivilo FLFI Lusaka FIR
FARS Robertson FCOO Owando
FASB Springbok FCOS Souanke FL Zambia
FCOU Ouesso FLAT Katete
FASC Secunda
FCOX Ollombo FLCC Chocha
FASD Saldanha-Vredenburg
FCPA Makabana FLCH Choma
FASG Schweizer Reneke Kibangou
FCPG FLCP Chipata
FASH Stellenbosch
FCPL Dolisie FLCS Chinsali
FASI Springs
FCPP Pointe Noire FLEA East One
FASK Swartkop
FASS Sishen FD Swaziland FLEB East Two
FASW Slurry FDBS Big Bend (Sugar Estate) FLEC East Three
FASX Swellendam (Hendrik FDMH Mhlume FLED East Four
Swellengrebel) FDMS Manzini (Matsapha Intl) FLEE East Five
FASZ Skukuza FDNG Piggs Peak (Ngonini) FLEF East Six
FATA Tedderfield Air Park FDNH Nhlangano FLEG East Seven
FATF Tommy’s Field FDSM Simunye FLEH East Eight
FATP New Tempe FDTM Tambankulu FLIK Isoka
FDTS Tshaneni FLKB Kawambwa
FATT Tutuka Power Station
FDUB Big Bend (Ubombo Ranches) FLKE Kasompe
FATW Tswalu Game Reserve
FATZ Tzaneen FLKJ Kanja
FAUH Uitenhage FE Central African Rep FLKL Kalabo
FEFA Alindao FLKO Kaoma
FAUL Ulundi (Prince Mangosuthu
FEFB Obo (Poste) FLKS Kasama
Buthelezi) FLKU Kanyau
FAUP Upington (Upington Intl) FEFF Bangui (M’Poko)
FEFG Bangassou FLKW Kabwe (Milliken)
FAUT Mthatha FLKY Kasaba Bay
FAVB Vryburg FEFI Birao
FEFM Bambari FLKZ Lukuzi
FAVG Durban (Virginia) FLLA Luanshya
FEFN N’Dele
FAVM Venetia FLLD Lundazi
FEFO Bouar
FAVR Vredendal FLLE Lesa
FEFR Bria
FAVV Vereeniging FLLG Luwingu
FEFS Bossangoa
FAVW Victoria West FLLI Livingstone (Harry Mwanga
FEFT Berberati
FAWA Warmbaths
FEFW Ouadda Nkumbula Intl)
FAWB Pretoria (Wonderboom)
FEFY Yalinga FLLK Lukulu
FAWC Worcester
FEFZ Zemio FLLO Kalomo
FAWI Witbank
FEGE Obo (M’Boki) FLLS Lusaka (Kenneth Kaunda Intl)
FAWK Waterkloof (Waterkloof AB)
FEGL Melle (Gordil) FLMA Mansa
FAWL Williston
FEGO Ouanda-Djalle FLMB Maamba
FAWM Welkom
FEGR Rafai FLMF Mfuwe
FAYP Ysterplaat (Ysterplaat AB)
FEGZ Bozoum FLMG Mongu
FAZR Zeerust
FLMK Mkushi
FB FIR/UIR FG Equatorial Guinea FLML Mufulira
FBGR Gaborone FIR FGBT Bata FLMO Monze
FGSL Malabo FLMP Mpika
FB Botswana FLMU Mulobezi
FBFT Francistown FH Ascension
FHAW Ascension I. (Ascension Aux FLMW Mwinilunga
FBGM Gumare FLNA Ngoma
FBGZ Ghanzi AB)
FLND Ndola (Simon Mwansa
FBJW Jwaneng FI FIR/UIR Kapwepwe Intl)
FBKE Kasane FIMM Mauritius FIR FLNL Namwala
FBKG Kang
FLNY Nyimba
FBKR Khwai River FI Mauritius FLPE Petauke
FBKY Kanye FIMP Mauritius (Sir Seewoosagur FLPK Mporokoso
FBLV Limpopo Valley Ramgoolam Intl) FLPO Kabompo
FBMM Makalamabedi FIMR Rodrigues (Sir Gaetan Duval) FLRO Rosa
FBMN Maun
FJ Chagos Archipelago FLRU Rufunsa
FBNN Nokaneng
FJDG Diego Garcia (Diego Garcia FLSE Serenje
FBNT Nata
Navy) FLSH Shiwa Ngandu
FBOR Orapa
FBPY Palapye FLSJ Sakeji
FK Cameroon FLSN Senanga
FBRK Rakops
FKAB Banyo FLSO Kitwe (Southdowns)
FBSK Gaborone (Sir Seretse Khama
FKAF Bafia FLSW Solwezi
Intl) FKAG Abong-M’Bang FLWA West One
FBSN Sua FKAO Betare-Oya FLWB West Two
FBSP Selebi-Phikwe FKKB Kribi West Three
FLWC
FBSR Serowe FKKC Tiko FLWD West Four
FBSW Shakawe FKKD Douala FLWE West Five
FBTE Tshane FKKE Eseka FLWF West Six
FBTS Tshabong FKKF Mamfe
FBXG Xugana FKKG Bali
q$z

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 WW-212 AIRPORT DIRECTORY 23 NOV 12
JEPPESEN NavData (ICAO) LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

FLWG West Seven FNHU Huambo (Albano Machado) FT FIR/UIR

FLWW Wakawaka FNLU Luanda (4th Of February) FTTT N’Djamena FIR
FLYA Samfya FNMO Namibe (Yuri Gagarin) FTTT N’Djamena UIR
FNSA Saurimo
FM FIR/UIR FT Chad
FNUB Lubango (Mukanka)
FMMM Antananarivo FIR/UIR FTTA Sarh
FNUE Luena (Moxico)
FTTB Bongor
FM Comoros FTTC Abeche
FMCH Moroni (Prince Said Ibrahim) FO Gabon
FOGB Booue FTTD Moundou
FMCI Moheli FTTE Biltine
FOGE Ndende
FMCN Moroni (Iconi) FTTF Fada
FOGF Fougamou
FMCV Anjouan (Ouani) FTTG Goz-Beida
FOGG Mbigou
FM Madagascar FOGI Moabi FTTH Lai
FMFE Moramanga (Ambohibary FOGJ Ndjole (Ndjole Ville) FTTI Ati
FOGM Mouila (Mouila Ville) FTTJ N’Djamena (Hassan Djamous)
Moramanga)
FOGO Oyem FTTK Bokoro
FMMC Malaimbandy
FOGQ Okondja FTTL Bol (Berim)
FMME Antsirabe
FOGR Lambarene FTTM Mongo
FMMG Antsalova
FOGV Minvoul FTTN Am-Timan
FMMH Mahanoro
FOOB Bitam FTTP Pala
FMMI Antananarivo (Ivato)
FOOC Cocobeach FTTR Zouar
FMMK Ankavandra Bousso
FOOD Moanda (Bangombe) FTTS
FMML Belo (Tsiribihina)
FOOE Mekambo FTTU Mao
FMMN Miandrivazo FTTY Faya-Largeau
FMMO Maintirano FOOG Port Gentil
FOOH Omboue (Omboue Hospital) FTTZ Bardai (Zougra)
FMMQ Ilaka (Atsinanana)
FMMR Morafenobe FOOK Makokou FV FIR/UIR
FMMS Sainte-Marie FOOL Libreville (Leon M’BA) FVHF Harare FIR/UIR
FMMT Toamasina FOOM Mitzic
FMMU Tambohorano FOON Franceville (M’Vengue) FV Zimbabwe
FMMV Morondava FOOR Lastourville FVBU Bulawayo (J.M. Nkomo)
FMMX Tsiroanomandidy FOOS Sette-Cama FVCI Chinhoyi
FMMY Vatomandry FOOT Tchibanga FVCP Harare (Charles Prince)
FMMZ Ambatondrazaka FOOY Mayumba FVCZ Chiredzi (Buffalo Range)
FMNA Antsiranana (Arrachart) FVFA Victoria Falls
FMNC Mananara (Avaratra) FP Sao Tome and Principe FVGM Mhangura
FMND Andapa FPPR Principe FVGO Gokwe
FMNE Ambilobe FPST Sao Tome (Sao Tome Intl) FVHA Harare (Harare Intl)
FMNF Befandriana (Avaratra) FVKB Kariba (Kariba Intl)
FQ FIR/UIR
FMNG Port Berge FQBE Beira FIR/UIR FVMV Masvingo (Masvingo Intl)
FMNH Antalaha (Antsirabato) FVWN Hwange (Hwange National
FMNJ Ambanja (Ampapamena) FQ Mozambique Park)
FMNL Analalava FQAG Angoche
FMNM Mahajanga (Philibert FQBI Bilene FW FIR/UIR
FQBR Beira FWLL Lilongwe FIR
Tsiranana)
FMNN Nosy-Be (Fascene) FQCB Cuamba FW Malawi
FMNO Soalala FQCH Chimoio FWBG Bangula
FMNQ Besalampy FQIA Inhaca FWCB Chilumba
FMNR Maroantsetra FQIN Inhambane FWCD Chelinda
FMNS Sambava (Sambava South) FQLC Lichinga FWCL Blantyre (Chileka Intl)
FMNT Tsaratanana FQLU Lumbo FWCM Club Makokola
FMNV Vohimarina FQMA Maputo FWCS Ntchisi
FMNW Antsohihy (Ambalabe) FQMP Mocimboa Da Praia FWCT Chitipa
FMNX Mandritsara FQMR Marrupa FWDW Dwangwa
FMSA Ambalavao FQNC Nacala FWKA Karonga
FMSB Beroroha (Antsoa) FQNP Nampula FWKB Katumbi
FMSC Mandabe FQPB Pemba FWKG Kasungu
FMSD Tolagnaro FQPO Ponta De Ouro FWKI Lilongwe (Kamuzu Intl)
FMSF Fianarantsoa FQQL Quelimane FWKK Nkhotakota
FMSG Farafangana FQSG Songo FWLK Likoma
FMSI Ihosy FQTT Tete (Chingozi) FWLP Kasungu (Lifupa)
FMSJ Manja FQUG Ulongwe FWMC Mchinji
FMSK Manakara FQVL Vilankulo FWMG Mangochi
FMSL Bekily FWMY Monkey Bay
FS FIR/UIR
FMSM Mananjary FWMZ Mzimba
FSSS Seychelles FIR
FMSN Tanandava (Samangoky) FWSJ Nsanje
FMSR Morombe FS Seychelles FWSM Salima
FMST Toliary FSAL Alphonse FWSU Nchalo (Sucoma)
FMSU Vangaindrano FSAS Assumption Island FWUU Mzuzu
FMSY Ampanihy (Assumption)
FMSZ Ankazobe FSDA Darros Island FX Lesotho
FSDR Desroches FXKA Katse
FM Mayotte FXLR Leribe
FSFA Farquhar
FMCZ Dzaoudzi (Pamandzi) FXLT Letseng
FSIA Seychelles (Seychelles Intl)
FXMF Mafeteng
FM Reunion FSMA Marie-Louise
FXMK Mokhotlong
FMEE La Reunion (Roland Garros) FSPL Platte
FSPP Praslin FXMM Maseru (Moshoeshoe I Intl)
FMEP St Pierre (Pierrefonds)
FSSB Bird FXMU Maseru (Mejametalana AB)
FN FIR/UIR FSSC Coetivy FXQN Qacha’s Nek
FNAN Luanda FIR/UIR FSSD Denis FXSH Sehonghong
FSSF Fregate FXSM Semonkong
FN Angola
FNBG Benguela (17th of September) FSSI Silhouette FY FIR/UIR
FNCA Cabinda FSSR Remire FYWH Windhoek FIR
FNGI Ondjiva
q$z

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 23 NOV 12 AIRPORT DIRECTORY WW-213
JEPPESEN NavData (ICAO) LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

FY Namibia GABR Bourem GMFO Oujda (Angads Intl)

FYAR Arandis GABS Bamako (Senou) GMMB Benslimane
FYGB Gobabis GADZ Douentza GMMD Beni Mellal
FYGF Grootfontein GAGM Goundam GMME Rabat (Sale Intl)
FYGV Gravenstein GAGO Gao (Korogoussou) GMMI Essaouira (Mogador Intl)
FYKM Katima Mulilo GAKA Kenieba GMMN Casablanca (Mohammed V
FYKT Keetmanshoop GAKD Kayes (Dag Dag) Intl)
FYLS Lianshulu GAKL Kidal GMMT Casablanca (Tit Mellil)
FYLZ Luderitz GAKN Kolokani GMMW Nador (El Aroui Intl)
FYML Mariental GAKO Koutiala GMMX Marrakech (Menara Intl)
FYMO Mokuti Lodge GAKT Kita GMMZ Ouarzazate (Ouarzazate Intl)
FYOA Ondangwa GAMA Markala GMTA Al Hoceima (Cherif El Idrissi
FYOG Oranjemund GAMB Mopti (Ambodedjo) Intl)
FYRR Rag Rock GAMK Menaka GMTN Tetouan (Saniat R’mel)
FYRU Rundu GANF Niafunke GMTT Tanger (Ibn Batouta Intl)
FYSA Skorpion Mine GANK Nara (Keibane)
FYSM Swakopmund GANR Nioro GO FIR/UIR
FYTM Tsumeb GASO Sikasso (Dignangan) GOOO Dakar FIR
FYWB Walvis Bay GATB Tombouctou GOOO Dakar Oceanic FIR/UIR
FYWE Windhoek (Eros) GATS Tessalit GOOO Dakar UIR
FYWH Windhoek (Hosea Kutako Intl) GAYE Yelimane
GO Senegal
FZ FIR/UIR GB Gambia GOGG Ziguinchor
FZZA Kinshasa FIR GBYD Banjul (Banjul Intl) GOGK Kolda
FZZA Kinshasa UIR GOGS Cap Skiring
GC FIR/UIR Kaolack
FZ Congo, Dr Of GOOK
GCCC Canaries FIR
GOOY Dakar (Leopold Sedar
FZAA Kinshasa (N’Djili Intl) GCCC Canaries UIR
FZAB Kinshasa (N’Dolo) Senghor)
FZAG Muanda GC Canary Is GOSM Matam (Ouro Sogui)
FZAI Kitona (Kitona Base) GCFV Fuerteventura GOSP Podor
FZAJ Boma GCGM La Gomera GOSR Richard Toll
FZAM Matadi-Tshimpi GCHI Hierro GOSS St Louis
FZBA Inongo GCLA La Palma GOTB Bakel
FZBE Beno GCLB El Berriel GOTK Kedougou
FZBI Nioki GCLP Gran Canaria GOTS Simenti
FZBO Bandundu GCRR Lanzarote GOTT Tambacounda
FZCA Kikwit GCTS Tenerife-South (Reina Sofia)
GCXO Tenerife-North GQ Mauritania
FZCF Kahemba GQNA Aioun-El-Atrouss
FZCS Kenge GE Melilla GQNB Boutilimit
FZEA Mbandaka GEML Melilla GQNC Tichit
FZEN Basankusu GQND Tidjikja
FZFA Libenge GF Sierra Leone GQNE Bogue
FZFD Gbadolite GFBN Bonthe GQNF Kiffa
FZFE Abumumbazi GFBO Bo GQNH Timbedra
FZFK Gemena GFGK Gbangbatoke GQNI Nema
FZFP Kotakoli GFHA Hastings GQNJ Akjoujt
FZFU Bumba GFKB Kabala GQNK Kaedi
FZGA Lisala GFKE Kenema GQNL Moudjeria (Letfotar)
FZGN Boende GFLL Freetown (Lungi) GQNM Timbedra (Dahara)
FZGV Ikela GFYE Yengema GQNN Nouakchott
FZIA Kisangani (Simisimi) GQNS Selibaby
FZIC Kisangani (Bangoka Intl) GG Guinea-Bissau
GGOV Bissau (Osvaldo Viera) GQNT Tamchakett
FZJH Isiro-Matari GQPA Atar
FZKA Bunia GL FIR/UIR GQPF F’Derick
FZKJ Buta-Zega GLRB Roberts FIR GQPP Nouadhibou
FZMA Bukavu (Kavuma) GQPT Bir Moghrein
FZMW Shabunda GL Liberia
GQPZ Zoueratt (Tazadit)
FZNA Goma (Goma Intl) GLBU Buckanan
FZNC Rutshuru GLCP Harper (Cape Palmas) GU Guinea Rep
FZNP Beni GLGE Greenville (Sinoe) GUCY Conakry (Gbessia)
FZOA Kindu GLLB Buchanan (Lamco) GUFA Fria (Katourou)
FZOD Kalima GLMR Monrovia (Spriggs Payne) GUFH Faranah (Badala)
FZOK Kasongo GLNA Nimba (Lamco) GUGO Banankoro (Gbenko)
FZOP Punia GLRB Monrovia (Roberts Intl) GUKR Kamsar (Kawass)
FZQA Lubumbashi (Lubumbashi Intl) GLTN Tchien GUKU Kissidougou
FZQM Kolwezi GULB Labe (Tata)
FZQU Lubudi GM FIR/UIR
GMMM Casablanca FIR GUMA Macenta
FZRA Manono GUNZ Nzerekore (Konia)
FZRF Kalemie GM Dakhla And Laayoune GUOK Boke (Baralande)
FZRM Kabalo GMMH Dakhla (Dakhla Intl) GUSA Sangaredi
FZSA Kamina (Kamina Base) GMML Laayoune (Hassan I) GUSB Koundara (Sambailo)
FZSB Kamina GUSI Siguiri
FZUA Kananga GM Morocco
GUXD Kankan (Diankana)
FZVA Lodja GMAA Agadir (Inezgane)
FZVI Lusambo GMAD Agadir (Al Massira Intl) GV FIR/UIR
FZVS Ilebo GMAG Guelmime GVSC Sal Oceanic FIR
FZWA Mbuji-Mayi GMAT Tan Tan (Plage Blanche Intl) GVSC Sal Oceanic UIR
FZWR Kisengwa GMAZ Zagora
GMFB Bouarfa GV Cape Verde
GA Mali GMFF Fes (Saiss Intl) GVAC Sal (Amilcar Cabral)
GAAO Ansongo GVBA Rabil (Rabil Intl)
GMFI Ifrane
GABD Bandiagara GVMA Maio
GMFK Errachidia (Moulay Ali Cherif
GABF Bafoulabe GVMT Mosteiros
Intl)
GABG Bougouni GVNP Praia (Praia Intl)
q$z

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 WW-214 AIRPORT DIRECTORY 23 NOV 12
JEPPESEN NavData (ICAO) LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

GVSF Sao Filipe HH FIR/UIR HLLT Tripoli (Tripoli Intl)

GVSN Preguica HHAA Asmara FIR HLMB Marsa Brega S21
GVSV Sao Vicente (Sao Vicente Intl) HLML Messla 5ALV
HH Eritrea
HLMS Misrata (Misrata Intl)
HA FIR/UIR HHAS Asmara (Asmara Intl)
HLNF Raslanuf V40
HAAA Addis Abeba FIR HHMS Massawa (Massawa Intl) HLNM Hamada NC8
HHSB Assab (Assab Intl) HLNR Nafoora M4
HA Ethiopia HHTS Tessenai
HAAB Addis Abeba (Bole Intl) HLRA Dahra WH32
HAAM Arba Minch HI Canada HLSA Sarir C4/5ALZ
HAAX Axum HIBR Hibernia HLSD Essider OJ
HABD Bahir Dar HLSH Sahil
HADR Dire Dawa (Dire Dawa Intl) HK FIR/UIR HLTD Ghadames
HKNA Nairobi FIR HLTQ Tobruk
HAGB Goba (Robe)
HAGM Gambella HLTS Tebisty V9
HK Kenya
HAGN Gonder (Azezo) HLUB Ubari
HKAM Amboseli
HAGO Gode HKBA Busia HLWA Waha WH59A
HAJM Jimma HLWF Wafa
HKBR Bura East
HALL Lalibella HKBU Bungoma HLZA Zella Z74
HAMK Mekele (Alula Aba Nega) HLZG Oxy 103A
HKED Eldoret
HASO Asosa HKEL Eldoret (Eldoret Intl) HLZT Zelten S22
HLZU Zueitina Oxyl
HKEM Embu
HB FIR/UIR HKES Eliye Springs HLZW Zwara
HBBA Bujumbura FIR
HKFG Kalokol (Ferguson’s Gulf) HR FIR/UIR
HB Burundi HKGA Garissa HRYR Kigali FIR
HBBA Bujumbura (Bujumbura Intl) HKGT Garba Tula
HBBE Gitega HKHB Homa Bay HR Rwanda
HBBO Kirundo HKHO Hola HRYG Gisenyi
HKIS Isiolo HRYI Butare
HC FIR/UIR HKJK Nairobi (Jomo Kenyatta) HRYN Nemba
HCSM Mogadishu FIR HKKE Keekorok HRYR Kigali (Kigali Intl)
HCSM Mogadishu UIR HKKG Kakamega HRYU Ruhengeri
HKKI Kisumu HRZA Kamembe
HC Somalia
Alula HKKL Kilaguni HS FIR/UIR
HCMA
HCMC Candala HKKR Kericho HSSS Khartoum FIR/UIR
HCME Eil HKKS Kisii (Suneka)
Bosaso HKKT Kitale HS Sudan
HCMF
HKLG Lokitaung HSAT Atbara
HCMG Gardo
HKLK Lokichogio HSDN Dongola
HCMH Egal
HKLO Lodwar HSDZ Damazin
HCMI Berbera
HKLT Loitokitok HSFS El Fashir
HCMK Kisimayu
HKLU Lamu/Manda HSGN Geneina
HCMM Mogadishu
HKLY Loyangalani HSKA Kassala
HCMN Belet Uen
HKMA Mandera HSLI Kadugli
HCMO Obbia
HKMB Marsabit HSMN Merowe (Merowe New)
HCMR Galcaio
HKMG Magadi HSNN Nyala
HCMS Scusciuban
HCMU Erigavo HKMI Maralal (Kisima) HSOB El Obeid
Burao HKMK Meru (Mulika Lodge) HSPN Port Sudan
HCMV
HKML Malindi HSSG Sebera Genena
HD Djibouti HKMO Mombasa (Moi Intl) HSSJ Juba
HDAM Djibouti (Ambouli) HKMR Mackinnon Road HSSM Malakal
HKMT Mtito Andei HSSS Khartoum
HE FIR/UIR HKMU Makindu HSSW Wadi Halfa
HECC Cairo FIR HKMY Moyale Lower HSWW Wau
HE Egypt HKNI Nyeri
HT FIR/UIR
HEAL Al Alamain (Al Alamain Intl) HKNK Nakuru (Lanet)
HTDC Dar-Es-Salaam FIR
HEAR El Arish (El Arish Intl) HKNL Nanyuki
HTDC Dar-Es-Salaam UIR
HEAT Asyut (Asyut Intl) HKNO Narok
HEAX Alexandria (Alexandria Intl) HKNV Naivasha HT Tanzania
HEAZ Almaza (Almaza AB) HKNW Nairobi (Wilson) HTAR Arusha
HEBA Alexandria (Borg El Arab Intl) HKRE Nairobi (Eastleigh) HTBU Bukoba
HEBL Abu Simbel HKSB Samburu South (Buffalo HTCH Chunya
HECA Cairo (Cairo Intl) Spring) HTDA Dar-Es-Salaam (Julius
HEDK Dakhla HKVO Voi Nyerere Intl)
HEGN Hurghada (Hurghada Intl) HKWJ Wajir (Waghala) HTDO Dodoma
HEGO El Gouna HTIR Iringa
HL FIR/UIR HTIY Inyonga
HEGR El Gora HLLL Tripoli FIR
HEKG El Kharga HTKA Kigoma
HELX Luxor (Luxor Intl) HL Libya HTKB Kibondo
HEMA Marsa Alam (Marsa Alam Intl) HLAG Agedabia HTKD Kondoa
HEMM Mersa Matruh HLAM Amal V12 HTKI Kilwa (Kilwa Masoko)
HEOC 6th of October (October) HLBD Beda M3 HTKJ Kilimanjaro (Kilimanjaro Intl)
HEOW Shark El Oweinat (Shark El HLBK Burdi (Kambut) HTKL Kirondatal
Oweinat Intl) HLDB Eddib V7 HTKO Kongwa
HEPS Port Said HLFL Bu-Attifl A100 HTKS Kilosa
HESC St Catherine (St Catherine HLGD Sirte (Ghardabiya Intl) HTKT Kilimatinde
HLGL Gialo WH59E HTKU Kasulu
Intl) HTLD Loliondo
HESG Suhag (Suhag Intl) HLGT Ghat
HLHM Hamada NC5 HTLI Lindi (Kikwetu)
HESH Sharm El Sheikh (Sharm El HTLL Liuli
HLKF Kufra
Sheikh Intl) HTLM Lake Manyara
HLLB Benghazi (Benina Intl)
HESN Aswan (Aswan Intl) HTMA Mafia
HLLM Tripoli (Mitiga Intl)
HETB Taba (Taba Intl) HTMB Mbeya
HLLQ El Beida (Labraq)
HETR El Tor HTMC Maswa
HLLS Sebha
q$z

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 23 NOV 12 AIRPORT DIRECTORY WW-215
JEPPESEN NavData (ICAO) LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

HTMD Mwadui KADW Camp Springs (Joint Base KAPC Napa (Napa Co)
HTMF Mufindi Andrews) KAPF Naples (Naples Mun)
HTMG Morogoro KAEG Albuquerque (Double Eagle II) KAPG Aberdeen Proving Grounds
HTMI Masasi KAEJ Buena Vista (Central Colorado (Phillips AAF)
HTMO Mombo Regl) KAPH Fort A. P. Hill (A P Hill AAF)
HTMS Moshi KAEL Albert Lea (Albert Lea Mun) KAPN Alpena (Alpena Co Regl)
HTMT Mtwara KAEX Alexandria (Alexandria Intl) KAPT Jasper (Marion Co-Brown)
HTMU Musoma KAFF Colorado Springs (USAF KAPV Apple Valley
HTMV Mvumi KAPY Zapata (Zapata Co)
Academy)
HTMW Mwanza
KAFJ Washington (Washington Co) KAQO Llano (Llano Mun)
HTMX Mpwapwa
KAFK Nebraska City (Nebraska City KAQP Appleton (Appleton Mun)
HTNA Nachingwea
Mun) KAQR Atoka (Atoka Mun)
HTNJ Njombe
KAFN Jaffrey (Jaffrey Airport-Silver KAQW North Adams (Harriman And
HTNR Ngara
HTPE Ranch) West)
Pemba (Chake Chake)
KAFO Afton (Afton Mun) KARA New Iberia (Acadiana Regl)
HTSD Singida
KAFP Wadesboro (Anson Co - KARB Ann Arbor (Ann Arbor Mun)
HTSE Same
Cloud) KARG Walnut Ridge (Walnut Ridge
HTSH Mafinga (Sao Hill)
HTSN Seronera KAFW Ft Worth (Ft Worth Alliance) Regl)
HTSO Songea KAGC Pittsburgh (Allegheny Co) KARM Wharton (Wharton Regl)
HTSU Sumbawanga KAGO Magnolia (Magnolia Mun) KARR Chicago/Aurora (Aurora Mun)
HTSY Shinyanga (Ibadakuli) KAGR Avon Park (Macdill AFB AUX KART Watertown (Watertown Intl)
HTTB Tabora Field) KARV Minocqua-Woodruff
HTTG Tanga KAGS Augusta (Augusta Regl At (Lakeland/Lee Meml)
HTTU Tunduru Bush) KARW Beaufort (Beaufort Co)
HTUK Ukerewe (Nansio) KAGZ Wagner (Wagner Mun) KASD Slidell
HTUR Urambo KAHC Herlong (Amedee AAF) KASE Aspen (Aspen-Pitkin
HTUT Utete KAHH Amery (Amery Mun) Co/Sardy)
HTUV Uvinza KAHN Athens (Athens/Epps) KASG Springdale (Springdale Mun)
HTWK West Kilimanjaro (Ngare KAHQ Wahoo (Wahoo Mun) KASH Nashua (Boire Field)
Nairobi) KAIA Alliance (Alliance Mun) KASJ Ahoskie (Tri-County)
HTZA Zanzibar (Abeid Amani KAIB Nucla (Hopkins Field) KASL Marshall (Harrison Co)
Karume Intl) KAID Anderson (Anderson KASN Talladega (Talladega Mun)
Mun-Darlington) KAST Astoria (Astoria Regl)
HU FIR/UIR KASW Warsaw (Warsaw Mun)
HUEC Entebbe FIR KAIG Antigo (Langlade Co)
KAIK Aiken (Aiken Mun) KASX Ashland (Kennedy Meml)
HU Uganda KAIO Atlantic (Atlantic Mun) KASY Ashley (Ashley Mun)
HUAR Arua KAIT Aitkin (Aitkin Mun - Kurtz) KATA Atlanta (Hall-Miller Mun)
HUEN Entebbe (Entebbe Intl) KAIV Aliceville (Downer) KATL Atlanta (Hartsfield - Jackson
HUGU Gulu KAIZ Kaiser/Lake Ozark (Fine Atlanta Intl)
HUKK Kakira Meml) KATS Artesia (Artesia Mun)
HUKO Kotido KAJG Mt Carmel (Mt Carmel Mun) KATW Appleton (Outagamie Co
HUKS Kasese KAJO Corona (Corona Mun) Regl)
HULI Lira KAJR Cornelia (Habersham Co) KATY Watertown (Watertown
HUMA Mbarara KAJZ Delta (Blake) Regional)
HUMI Masindi KAKH Gastonia (Gastonia Mun) KAUG Augusta (Augusta State)
HUMO Moroto KAUH Aurora (Aurora Mun-Potter)
KAKO Akron (Colorado Plains Regl)
HUPA Pakuba KAUM Austin (Austin Mun)
KAKQ Wakefield (Wakefield Mun)
HUSO Soroti KAUN Auburn (Auburn Mun)
KAKR Akron (Akron Fulton Intl)
KA United States KALB Albany (Albany Intl) KAUO Auburn (Auburn University
KAAA Lincoln (Logan Co) KALI Alice (Alice Intl) Regl)
KAAF Apalachicola (Apalachicola KALM Alamogordo (Alamogordo- KAUS Austin (Austin-Bergstrom Intl)
Regl) White Sands Regl) KAUW Wausau (Wausau Downtown)
KAAO Wichita (Col Jabara) KALN Alton-St Louis (St Louis Regl) KAVC South Hill (Mecklenburg-
KAAS Campbellsville (Taylor Co) KALO Waterloo (Waterloo Regl) Brunswick Regl)
KAAT Alturas (Alturas Mun) KALS Alamosa (San Luis Valley KAVK Alva (Alva Regl)
KABE Allentown (Lehigh Valley Intl) Regl/Bergman) KAVL Asheville (Asheville Regl)
KABI Abilene (Abilene Regl) KALW Walla Walla (Walla Walla KAVO Avon Park (Avon Park
KABQ Albuquerque (Albuquerque Regl) Executive)
Intl Sunport) KALX Alexander City (Russell) KAVP Wilkes-Barre (Wilkes-Barre-
KABR Aberdeen (Aberdeen Regl) KAMA Amarillo (Rick Husband Scranton Intl)
KABY Albany (Southwest Georgia Amarillo Intl) KAVQ Tucson (Marana Regl)
Regl) KAMG Alma (Bacon Co) KAVX Avalon (Catalina)
KACB Bellaire (Antrim Co) KAMN Alma (Gratiot Community) KAWG Washington (Washington
KACJ Americus (Carter Regl) KAMT West Union (Salamon) Mun)
KACK Nantucket (Nantucket Meml) KAMW Ames (Ames Mun) KAWM West Memphis (West
KACP Oakdale (Allen Parish) KANB Anniston (Anniston Regl) Memphis Mun)
KACQ Waseca (Waseca Mun) KAND Anderson (Anderson Regl) KAWO Arlington (Arlington Mun)
KACT Waco (Waco Regl) KANE Minneapolis (Anoka KAXA Algona (Algona Mun)
KACV Arcata-Eureka (Arcata) Co-Blaine) KAXH Houston (Houston-Southwest)
KACY Atlantic City (Atlantic City Intl) KANJ Sault Ste Marie (Sault Ste KAXN Alexandria (Chandler)
KACZ Wallace (Henderson) Marie Mun/Sanderson) KAXQ Clarion (Clarion Co)
KADC Wadena (Wadena Mun) KANK Salida (Alexander) KAXS Altus (Altus/Quartz Mountain
KADF Arkadelphia (Florence Meml) KANP Annapolis (Lee) Regl)
KADG Adrian (Lenawee Co) KANQ Angola (Tri-State Steuben Co) KAXV Wapakoneta (Armstrong)
KADH Ada (Ada Mun) KANW Ainsworth (Ainsworth Regl) KAXX Angel Fire
KADM Ardmore (Ardmore Mun) KANY Anthony (Anthony Mun) KAYS Waycross (Waycross-Ware
KADS Dallas (Addison) KAOC Arco (Arco-Butte Co) Co)
KADT Atwood (Atwood-Rawlins Co KAOH Lima (Lima Allen Co) KAZC Colorado City (Colorado City
City-Co) KAOO Altoona (Altoona-Blair Co) Mun)
KADU Audubon (Audubon Co) KAOV Ava (Ava Martin Meml) KAZE Hazlehurst
q$z
KAPA Denver (Centennial)

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 WW-216 AIRPORT DIRECTORY 23 NOV 12
JEPPESEN NavData (ICAO) LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

KAZO Kalamazoo (Kalamazoo/Battle KBKF Aurora (Buckley AFB) KBVU Boulder City (Boulder City
Creek Intl) KBKL Cleveland (Burke Lakefront) Mun)
KBAB Marysville (Beale AFB) KBKN Blackwell (Blackwell-Tonkawa KBVX Batesville (Batesville Regl)
KBAC Valley City (Barnes Co Mun) Mun) KBVY Beverly (Beverly Mun)
KBAD Bossier City (Barksdale AFB) KBKS Falfurrias (Brooks Co) KBWC Brawley (Brawley Mun)
KBAF Westfield/Springfield (Barnes KBKT Blackstone (Perkinson/Baaf) KBWD Brownwood (Brownwood
Mun) KBKV Brooksville (Hernando Co) Regl)
KBAK Columbus (Columbus Mun) KBKW Beckley (Raleigh Co Meml) KBWG Bowling Green (Bowling
KBAM Battle Mountain KBKX Brookings (Brookings Regl) Green-Warren Co Regl)
KBAX Bad Axe (Huron Co Meml) KBLF Bluefield (Mercer Co) KBWI Baltimore (Baltimore/
KBAZ New Braunfels (New Braunfels KBLH Blythe Washington Intl Thurgood
Regl) KBLI Bellingham (Bellingham Intl) Marshall)
KBBB Benson (Benson Mun) KBLM Belmar-Farmingdale KBWP Wahpeton (Stern)
KBBD Brady (Curtis Field) (Monmouth Executive) KBXA Bogalusa (Carr Meml)
KBBG Branson KBLU Emigrant Gap (Blue KBXG Waynesboro (Burke Co)
KBBP Bennettsville (Marlboro Canyon-Nyack) KBXK Buckeye (Buckeye Mun)
Co-Avent) KBLV Belleville (Scott KBXM Brunswick (Brunswick
KBBW Broken Bow (Broken Bow AFB/Midamerica) Executive)
Mun/ Keith Glaze) KBMC Brigham City KBYG Buffalo (Johnson Co)
KBCB Blacksburg (Virginia KBMG Bloomington (Monroe Co) KBYH Blytheville (Arkansas Intl)
Tech/Montgomery Executive) KBMI Bloomington (Central Ill Regl KBYI Burley (Burley Mun)
KBCE Bryce Canyon at Bloomington-Normal) KBYL Williamsburg (Williamsburg-
KBCK Black River Falls (Black River KBML Berlin (Berlin Regl) Whitley Co)
Falls Area) KBMQ Burnet (Burnet KBYY Bay City (Bay City Mun)
KBCT Boca Raton Mun-Craddock) KBZN Bozeman (Bozeman
KBDE Baudette (Baudette Intl) KBMT Beaumont (Beaumont Mun) Yellowstone Intl)
KBDG Blanding (Blanding Mun) KBNA Nashville (Nashville Intl) KCAD Cadillac (Wexford Co)
KBDH Willmar (Willmar Mun-John L KBNG Banning (Banning Mun) KCAE Columbia (Columbia Metro)
Rice Field) KBNL Barnwell (Barnwell Rgnl) KCAG Craig (Craig-Moffat)
KBDJ Boulder Junction KBNO Burns (Burns Mun) KCAK Akron (Akron-Canton Regl)
KBDL Windsor Locks (Bradley Intl) KBNW Boone (Boone Mun) KCAO Clayton (Clayton Mun)
KBDN Bend (Bend Mun) KBOI Boise (Boise Air KCAR Caribou (Caribou Mun)
KBDQ Morrilton (Morrilton Mun) Terminal/Gowen) KCAV Clarion (Clarion Mun)
KBDR Bridgeport (Sikorsky Meml) KBOK Brookings (Brookings State) KCBE Cumberland (Greater
KBDU Boulder (Boulder Mun) KBOS Boston (Logan Intl) Cumberland Regl)
KBEA Beeville (Beeville Mun) KBOW Bartow (Bartow Mun) KCBF Council Bluffs (Council Bluffs
KBEC Wichita (Beech Factory) KBPG Big Spring (Big Spring Mc Mun)
KBED Bedford (Hanscom) Mahon-Wrinkle) KCBG Cambridge (Cambridge Mun)
KBEH Benton Harbor (Southwest KBPI Big Piney (Miley Memorial KCBK Colby (Shalz)
Michigan Regl) Field) KCBM Columbus (Columbus AFB)
KBFA Boyne Falls (Boyne Mtn) KBPK Mountain Home (Baxter KCCA Clinton (Clinton Mun)
KBFD Bradford (Bradford Regl) County) KCCB Upland (Cable)
KBFE Brownfield (Terry Co) KBPP Bowman (Bowman Mun) KCCO Atlanta (Newnan-Coweta Co)
KBFF Scottsbluff (Western Nebraska KBPT Beaumont/Port Arthur (Jack KCCR Concord (Buchanan)
Regl/William B. Heilig Field) Brooks Regl) KCCY Charles City (Northeast Iowa
KBFI Seattle (Boeing Field/King Co KBQK Brunswick (Brunswick Golden Regl)
Intl) Isles) KCDA Lyndonville (Caledonia Co)
KBFK Buffalo (Buffalo Mun) KBQP Bastrop (Morehouse Meml) KCDC Cedar City (Cedar City Regl)
KBFL Bakersfield (Meadows) KBQR Lancaster (Buffalo-Lancaster KCDH Camden (Harrell)
KBFM Mobile (Mobile Downtown) Rgnl) KCDI Cambridge (Cambridge Mun)
KBFR Bedford (Grissom Mun) KBRD Brainerd (Brainerd Lakes KCDK Cedar Key (Lewis)
KBFW Silver Bay (Silver Bay Mun) Regl) KCDN Camden (Woodward)
KBGD Borger (Hutchinson Co) KBRL Burlington (Southeast Iowa KCDR Chadron (Chadron Mun)
KBGE Bainbridge (Decatur Co Regl) KCDS Childress (Childress Mun)
Industrial) KBRO Brownsville (Brownsville/ KCDW Caldwell (Essex Co)
KBGF Winchester (Winchester Mun) South Padre I Intl) KCEA Wichita (Cessna Aircraft)
KBGM Binghamton (Greater KBRY Bardstown (Samuels) KCEC Crescent City (Mc Namara)
Binghamton Regl/Link) KBST Belfast (Belfast Mun) KCEF Springfield/Chicopee
KBGR Bangor (Bangor Intl) KBTA Blair (Blair Mun) (Westover ARB/Metro)
KBHB Bar Harbor (Hancock Co-Bar KBTF Bountiful (Skypark) KCEK Crete (Crete Mun)
Harbor) KBTL Battle Creek (Kellogg) KCEU Clemson (Oconee Co Regl)
KBHC Baxley (Baxley Mun) KBTM Butte (Mooney) KCEV Connersville (Mettel)
KBHK Baker (Baker Mun) KBTN Britton (Britton Mun) KCEW Crestview (Sikes)
KBHM Birmingham (Birmingham- KBTP Butler (Butler Co/Scholter) KCEY Murray (Kyle-Oakley)
Shuttlesworth Intl) KBTR Baton Rouge (Baton Rouge KCEZ Cortez (Cortez Mun)
KBID Block Island (Block Island Metro-Ryan) KCFD Bryan (Coulter)
State) KBTV Burlington (Burlington Intl) KCFE Buffalo (Buffalo Mun)
KBIE Beatrice (Beatrice Mun) KBTY Beatty KCFJ Crawfordsville (Crawfordsville
KBIF Ft Bliss (Biggs AAF) KBUB Burwell (Cram) Mun)
KBIH Bishop (Eastern Sierra Regl) KBUF Buffalo (Buffalo Niagara Intl) KCFS Caro (Tuscola Area)
KBIJ Blakely (Early Co) KBUM Butler (Butler Meml) KCFT Clifton-Morenci (Greenlee Co)
KBIL Billings (Billings Logan Intl) KBUR Burbank (Bob Hope) KCFV Coffeyville (Coffeyville Mun)
KBIS Bismarck (Bismarck Mun) KBUU Burlington (Burlington Mun) KCGC Crystal River
KBIV Holland (West Michigan Regl) KBUY Burlington (Burlington- KCGE Cambridge (Cambridge-
KBIX Biloxi (Keesler AFB) Alamance Regl) Dorchester)
KBJC Denver (Rocky Mountain KBVI Beaver Falls (Beaver Co) KCGF Cleveland (Cuyahoga Co)
Metropolitan) KBVN Albion (Albion Mun) KCGI Cape Girardeau (Cape
KBJI Bemidji (Bemidji Regl) KBVO Bartlesville (Bartlesville Mun) Girardeau Regl)
KBJJ Wooster (Wayne Co) KBVS Burlington/Mt Vernon (Skagit KCGS College Park
KBKD Breckenridge (Stephens Co) Regl)
KBKE Baker City (Baker City Mun)
q$z

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 23 NOV 12 AIRPORT DIRECTORY WW-217
JEPPESEN NavData (ICAO) LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

KCGZ Casa Grande (Casa Grande KCPC Whiteville (Columbus Co Mun) KCZK Cascade Locks (Cascade
Mun) KCPF Hazard (Ford) Locks State)
KCHA Chattanooga (Lovell) KCPK Norfolk (Chesapeake Regl) KCZL Calhoun (Tom B David Field)
KCHD Chandler (Chandler Mun) KCPM Compton (Compton/Woodley) KCZT Carrizo Springs (Dimmit Co)
KCHK Chickasha (Chickasha Mun) KCPR Casper (Casper/Natrona Co KDAA Ft Belvoir (Davison AAF)
KCHN Wauchula (Wauchula Mun) Intl) KDAB Daytona Beach (Daytona
KCHO Charlottesville (Char- KCPS Cahokia/St Louis (St Louis Beach Intl)
lottesville-Albemarle) Downtown) KDAF Necedah
KCHQ Charleston (Mississippi Co) KCPT Cleburne (Cleburne Regl) KDAG Daggett (Barstow-Daggett)
KCHS Charleston (Charleston KCPU San Andreas (Calaveras KDAL Dallas (Dallas Love)
AFB/Intl) Co-Rasmussen) KDAN Danville (Danville Regl)
KCHT Chillicothe (Chillicothe Mun) KCQA Celina (Lakefield) KDAW Rochester (Skyhaven)
KCHU Caledonia (Houston Co) KCQB Chandler (Chandler Regl) KDAY Dayton (Cox-Dayton Intl)
KCIC Chico (Chico Mun) KCQF Fairhope (H L Sonny Callahan) KDBN Dublin (Barron)
KCID Cedar Rapids (The Eastern KCQM Cook (Cook Mun) KDBQ Dubuque (Dubuque Regl)
Iowa Airport) KCQW Cheraw (Cheraw Mun/Lynch KDCA Washington (Ronald Reagan
KCII Choteau Bellinger) Washington Natl)
KCIN Carroll (Neu) KCQX Chatham (Chatham Mun) KDCM Chester (Chester Catawba
KCIR Cairo (Cairo Regl) KCRE North Myrtle Beach (Grand Regl)
KCIU Sault Ste Marie (Chippewa Co Strand) KDCU Decatur (Pryor Regl)
Intl) KCRG Jacksonville (Craig Mun) KDCY Washington (Daviess Co)
KCJJ Cresco (Church) KCRO Corcoran KDDC Dodge City (Dodge City Regl)
KCJR Culpeper (Culpeper Regl) KCRP Corpus Christi (Corpus Christi KDDH Bennington (Morse State)
KCKA Cherokee (Kegelman AF Aux) Intl) KDEC Decatur
KCKB Clarksburg (North Central KCRQ Carlsbad (Mc Clellan- KDED De Land (De Land Mun-Taylor)
West Virginia) Palomar) KDEH Decorah (Decorah Mun)
KCKC Grand Marais (Grand KCRS Corsicana (Campbell- KDEN Denver (Denver Intl)
Marais/Cook Co) Corsicana Mun) KDEQ De Queen (Helms Sevier Co)
KCKF Cordele (Crisp Co-Cordele) KCRT Crossett (Stell) KDET Detroit (Coleman A Young
KCKI Kingstree (Williamsburg Regl) KCRW Charleston (Yeager) Mun)
KCKM Clarksdale (Fletcher) KCRX Corinth (Turner) KDEW Deer Park
KCKN Crookston (Crookston KCRZ Corning (Corning Mun) KDFI Defiance (Defiance Meml)
Mun-Kirkwood) KCSB Cambridge (Cambridge Mun) KDFW Dallas-Ft Worth (Dallas-Ft
KCKP Cherokee (Cherokee County KCSG Columbus (Columbus Metro) Worth Intl)
Rgnl) KCSM Clinton (Clinton-Sherman) KDGL Douglas (Douglas Mun)
KCKV Clarksville (Outlaw) KCSQ Creston (Creston Mun) KDGW Douglas (Converse Co)
KCKZ Perkasie (Pennridge) KCSV Crossville (Crossville KDHN Dothan (Dothan Regl)
KCLE Cleveland (Cleveland-Hopkins Meml-Whitson) KDHT Dalhart (Dalhart Mun)
Intl) KCTB Cut Bank (Cut Bank Mun) KDIJ Driggs (Driggs-Reed Meml)
KCLI Clintonville (Clintonville Mun) KCTJ Carrollton (West Georgia KDIK Dickinson (Dickinson-
KCLK Clinton (Clinton Regl) Regl-Gray) Theodore Roosevelt Regl)
KCLL College Station (Easterwood) KCTK Canton (Ingersoll) KDKB De Kalb (De Kalb Taylor Mun)
KCLM Port Angeles (William R KCTY Cross City KDKK Dunkirk (Chautauqua
Fairchild Intl) KCTZ Clinton (Clinton-Sampson Co) Co/Dunkirk)
KCLR Calipatria (Cliff Hatfield Meml) KCUB Columbia (Hamilton L.B. KDKR Crockett (Houston Co)
KCLS Chehalis (Chehalis-Centralia) Owens) KDKX Knoxville (Knoxville-
KCLT Charlotte (Charlotte/Douglas KCUH Cushing (Cushing Mun) Downtown I)
Intl) KCUL Carmi (Carmi Mun) KDLC Dillon (Dillon Co)
KCLW Clearwater KCUT Custer (Custer Co) KDLF Del Rio (Laughlin AFB)
KCMA Camarillo KCVB Castroville (Castroville Mun) KDLH Duluth (Duluth Intl)
KCMH Columbus (Port Columbus KCVC Atlanta (Covington Mun) KDLL Baraboo (Baraboo Wisconsin
Intl) KCVG Cincinnati (Cincinnati/ Dells)
KCMI Champaign-Urbana (Univ Of Northern Ky Intl) KDLN Dillon
Illinois-Willard) KCVH Hollister (Hollister Mun) KDLO Delano (Delano Mun)
KCMR Williams (Clark Meml) KCVK Ash Flat (Sharp Co Regl) KDLS The Dalles (Columbia Gorge
KCMX Hancock (Houghton Co Meml) KCVN Clovis (Clovis Mun) Regl/The Dalles)
KCMY Sparta (Sparta/Ft Mc Coy) KCVO Corvallis (Corvallis Mun) KDLZ Delaware (Delaware Mun -
KCNB Canby (Myers) KCVS Clovis (Cannon AFB) Jim Moore Field)
KCNC Chariton (Chariton Mun) KCVX Charlevoix (Charlevoix Mun) KDMA Tucson (Davis Monthan AFB)
KCNH Claremont (Claremont Mun) KCWA Mosinee (Central Wisconsin) KDMN Deming (Deming Mun)
KCNI Canton (Cherokee Co) KCWC Wichita Falls (Kickapoo KDMO Sedalia (Sedalia Regl)
KCNK Concordia (Blosser Mun) Downtown) KDMW Westminster (Carroll Co
KCNM Carlsbad (Cavern City) KCWF Lake Charles (Chennault Intl) Regl/Poage)
KCNO Chino KCWI Clinton (Clinton Mun) KDNL Augusta (Daniel)
KCNP Chappell (Ray) KCWS Conway (Cantrell) KDNN Dalton (Dalton Mun)
KCNU Chanute (Chanute Martin KCWV Claxton (Claxton-Evans Co) KDNS Denison (Denison Mun)
Johnson) KCXE Chase City (Chase City Mun) KDNV Danville (Vermilion Regl)
KCNW Waco (Tstc Waco) KCXL Calexico (Calexico Intl) KDOV Dover (Dover AFB)
KCNY Moab (Canyonlands) KCXO Houston (Lone Star Executive) KDPA Chicago (DuPage)
KCOD Cody (Yellowstone Regl) KCXP Carson City (Carson) KDPG Dugway Proving Ground
KCOE Coeur D’Alene (Coeur D’ KCXU Camilla (Camilla-Mitchell Co) (Michael AAF)
Alene-Boyington) KCXY Harrisburg (Capital City) KDPL Kenansville (Duplin Co)
KCOF Cocoa Beach (Patrick AFB) KCYO Circleville (Pickaway Co KDQH Douglas (Douglas Mun)
KCOI Merritt Island Meml) KDRI De Ridder (Beauregard Regl)
KCOM Coleman (Coleman Mun) KCYS Cheyenne (Cheyenne KDRM Drummond I
KCON Concord (Concord Mun) KDRO Durango (Durango-La Plata
Regional/ Jerry Olson Field)
KCOQ Cloquet (Cloquet Carlton Co) KCYW Clay Center (Clay Center Co)
KCOS Colorado Springs (City Of KDRT Del Rio (Del Rio Intl)
Mun)
Colorado Springs Mun) KDSM Des Moines (Des Moines Intl)
KCZD Cozad (Cozad Mun)
KCOT Cotulla (Cotulla-La Salle Co) KDSV Dansville (Dansville Mun)
KCZG Endicott (Tri-Cities)
KCOU Columbia (Columbia Regl) KDTA Delta (Delta Mun)
q$z

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 WW-218 AIRPORT DIRECTORY 23 NOV 12
JEPPESEN NavData (ICAO) LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

KDTG Dwight KEGE Eagle (Eagle Co Regl) KEWB New Bedford (New Bedford
KDTL Detroit Lakes (Detroit KEGI Crestview (Duke, Eglin AF Regl)
Lakes-Wething) Aux NR 3) KEWK Newton (Newton City Co)
KDTN Shreveport (Shreveport KEGQ Emmetsburg (Emmetsburg KEWN New Bern (Coastal Carolina
Downtown) Mun) Regl)
KDTO Denton (Denton Mun) KEGT Wellington (Wellington Mun) KEWR Newark (Newark Liberty Intl)
KDTS Destin (Destin-Ft Walton KEGV Eagle River (Eagle River KEXX Lexington (Davidson Co)
Beach) Union) KEYE Indianapolis (Eagle Creek)
KDTW Detroit (Detroit Metro Wayne KEHA Elkhart (Elkhart-Morton Co) KEYF Elizabethtown (Brown)
Co) KEHO Shelby (Shelby-Cleveland Co KEYQ Houston (Weiser)
KDUA Durant (Durant Regl-Eaker) Regl) KEYW Key West (Key West Intl)
KDUB Dubois (Dubois Mun) KEHR Henderson (Henderson KEZF Fredericksburg (Shannon)
KDUC Duncan (Halliburton) City-Co) KEZI Kewanee (Kewanee Mun)
KDUG Douglas Bisbee (Bisbee KEIK Erie (Erie Municipal) KEZM Eastman (Heart Of Georgia
Douglas Intl) KEIW New Madrid (County Meml) Regl)
KDUH Lambertville (Toledo KEKA Eureka (Murray) KEZS Shawano (Shawano Mun)
Suburban) KEKM Elkhart (Elkhart Mun) KEZZ Cameron (Cameron Meml)
KDUJ DuBois (DuBois Regl) KEKN Elkins (Elkins-Randolph Co) KFAF Ft Eustis (Felker AAF)
KDUX Dumas (Moore Co) KEKO Elko (Elko Regl) KFAM Farmington (Farmington Regl)
KDVK Danville (Powell) KEKQ Monticello (Wayne Co) KFAR Fargo (Hector Intl)
KDVL Devils Lake (Devils Lake Rgnl) KEKS Ennis (Ennis-Big Sky) KFAT Fresno (Fresno Yosemite Intl)
KDVN Davenport (Davenport Mun) KEKX Elizabethtown (Addington) KFAY Fayetteville (Fayetteville
KDVO Novato (Gnoss) KEKY Bessemer Regl/Grannis)
KDVP Slayton (Slayton Mun) KELA Eagle Lake KFBG Ft Bragg (Simmons AAF)
KDVT Phoenix (Phoenix Deer Valley) KELD El Dorado (South Arkansas KFBL Faribault (Faribault Mun)
KDWA Davis/Woodland/Winters (Yolo Regl At Goodwin) KFBR Ft Bridger
Co) KELK Elk City (Elk City Rgnl KFBY Fairbury (Fairbury Mun)
KDWH Houston (Hooks Meml) Business) KFCH Fresno (Fresno Chandler
KDWU Ashland (Ashland Regional) KELM Elmira (Elmira/Corning Regl) Executive)
KDWX Dixon KELN Ellensburg (Bowers) KFCI Richmond (Chesterfield Co)
KDXE Dexter (Dexter Mun) KELO Ely (Ely Mun) KFCM Minneapolis (Flying Cloud)
KDXR Danbury (Danbury Mun) KELP El Paso (El Paso Intl) KFCS Ft Carson (Butts AAF (Fort
KDXX Madison (Lac Qui Parle KELY Ely (Ely/Yelland) Carson))
County) KELZ Wellsville (Wellsville KFCT Yakima (Vagabond AHP)
KDYA Demopolis (Demopolis Mun) Mun/Tarantine) KFCY Forrest City (Forrest City Mun)
KDYB Summerville KEMM Kemmerer (Kemmerer Mun) KFDK Frederick (Frederick Mun)
KDYL Doylestown KEMP Emporia (Emporia Mun) KFDR Frederick (Frederick Regl)
KDYR Dyersburg (Dyersburg Regl) KEMT El Monte KFDW Winnsboro (Fairfield Co)
KDYS Abilene (Dyess AFB) KEMV Emporia (Emporia-Greensville KFDY Findlay
KDYT Duluth (Sky Harbor) Regl) KFEP Freeport (Albertus)
KDZB Horseshoe Bay (Horseshoe KEND Enid (Vance AFB) KFES Festus (Festus Meml)
Bay Resort) KENL Centralia (Centralia Mun) KFET Fremont (Fremont Mun)
KDZJ Blairsville KENV Wendover KFFA Kill Devil Hills (First Flight)
KEAG Eagle Grove (Eagle Grove KENW Kenosha (Kenosha Regl) KFFC Atlanta (Atlanta Rgnl-Falcon)
Mun) KEOE Newberry (Newberry Co) KFFL Fairfield (Fairfield Mun)
KEAN Wheatland (Phifer) KEOK Keokuk (Keokuk Mun) KFFM Fergus Falls (Fergus Falls
KEAR Kearney (Kearney Regional) KEOP Waverly (Pike Co) Mun-Mickelson)
KEAT Wenatchee (Pangborn Meml) KEOS Neosho (Neosho Robinson) KFFO Dayton (Wright-Patterson
KEAU Eau Claire (Chippewa Valley KEPH Ephrata (Ephrata Mun) AFB)
Regl) KEPM Eastport (Eastport Mun) KFFT Frankfort (Capital City)
KEBD Williamson (Appalachian KEQA El Dorado (Capt Thomas/El KFFX Fremont (Fremont Mun)
Rgnl) Dorado) KFFZ Mesa (Falcon)
KEBG Edinburg (South Texas KEQY Monroe (Charlotte-Monroe KFGU Collegedale (Collegedale
Intl/Edinburg) Executive) Mun)
KEBS Webster City (Webster City KERI Erie (Erie Intl) KFGX Flemingsburg (Fleming-
Mun) KERR Errol Mason)
KECG Elizabeth City (Elizabeth City KERV Kerrville (Kerrville KFHB Fernandina Beach
CGAS/Regl) Mun-Schreiner) (Fernandina Beach Mun)
KECP Panama City (Northwest KERY Newberry (Luce Co) KFHR Friday Harbor
Florida Beaches Intl) KESC Escanaba (Delta Co) KFHU Ft Huachuca (Sierra Vista
KECS Newcastle (Mondell) KESF Alexandria (Alexandria Esler Mun-Libby AAF)
KECU Rocksprings (Edwards Co) Regl) KFIG Clearfield (Clearfield-
KEDC Austin (Austin Executive) KESN Easton (Easton/Newnam) Lawrence)
KEDE Edenton (Northeastern Regl) KEST Estherville (Estherville Mun) KFIT Fitchburg (Fitchburg Mun)
KEDG Aberdeen Proving Grounds KESW Easton (Easton State) KFKA Preston (Fillmore Co)
(Weide AAF) KETB West Bend (West Bend Mun) KFKL Franklin (Venango Regl)
KEDJ Bellefontaine (Bellefontaine KETC Tarboro (Tarboro-Edgecombe) KFKN Franklin (Franklin Mun-Rose)
Regl) KETH Wheaton (Wheaton Mun) KFKR Frankfort (Frankfort Mun)
KEDN Enterprise (Enterprise Mun) KETN Eastland (Eastland Mun) KFKS Frankfort (Frankfort Dow
KEDU Davis (University) KEUF Eufaula (Weedon) Meml)
KEDW Edwards (Edwards AFB) KEUG Eugene (Mahlon Sweet) KFLD Fond Du Lac (Fond Du Lac
KEED Needles KEUL Caldwell (Caldwell Industrial) Co)
KEEN Keene (Dillant-Hopkins) KEVB New Smyrna Beach (New KFLG Flagstaff (Flagstaff Pulliam)
KEEO Meeker Smyrna Beach Mun) KFLL Ft Lauderdale (Ft
KEET Alabaster (Shelby Co) KEVM Eveleth (Eveleth-Virginia Mun) Lauderdale-Hollywood Intl)
KEFC Belle Fourche (Belle Fourche KEVU Maryville (Northwest Missouri KFLO Florence (Florence Regl)
Mun) Regl) KFLP Flippin (Marion Co Regl)
KEFD Houston (Ellington) KEVV Evansville (Evansville Regl) KFLV Ft Leavenworth (Sherman
KEFK Newport (Newport State) KEVW Evanston (Evanston-Uinta Co AAF)
KEFT Monroe (Monroe Mun) Burns) KFLX Fallon (Fallon Mun)
KEFW Jefferson (Jefferson Mun) KEVY Middletown (Summit)
q$z

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 23 NOV 12 AIRPORT DIRECTORY WW-219
JEPPESEN NavData (ICAO) LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

KFLY Colorado Springs (Meadow KGAO Galliano (South Lafourche KGNT Grants (Grants-Milan Mun)
Lake) Leonard Miller JR) KGNV Gainesville (Gainesville Regl)
KFME Fort Meade (Tipton) KGAS Gallipolis (Gallia-Meigs Regl) KGOK Guthrie (Guthrie-Edmond
KFMH Falmouth (Cape Cod Coast KGBD Great Bend (Great Bend Mun) Rgnl)
Guard Air Station) KGBG Galesburg (Galesburg Mun) KGON Groton/New London
KFMM Ft Morgan (Ft Morgan Mun) KGBN Gila Bend (Gila Bend AF Aux (Groton-New London)
KFMN Farmington (Four Corners Airport) KGOO Grass Valley (Nevada Co)
Regl) KGBR Great Barrington (Walter J KGOP Gatesville (Gatesville Muni)
KFMY Ft Myers (Page) Koladza) KGOV Grayling (Grayling AAF)
KFMZ Fairmont (Fairmont State) KGCC Gillette (Gillette-Campbell Co) KGPH Mosby (Midwest National Air
KFNB Falls City (Brenner) KGCD John Day (Grant Co Center)
KFNL Ft Collins-Loveland (Ft Regl/Ogilvie Field) KGPI Kalispell (Glacier Park Intl)
Collins-Loveland Mun) KGCK Garden City (Garden City KGPM Grand Prairie (Grand Prairie
KFNT Flint (Bishop Intl) Regl) Mun)
KFOA Flora (Flora Mun) KGCM Claremore (Claremore Regl) KGPT Gulfport (Gulfport-Biloxi Intl)
KFOD Ft Dodge (Ft Dodge Regl) KGCN Grand Canyon (Grand Canyon KGPZ Grand Rapids (Grand
KFOE Topeka (Forbes) Natl Park) Rapids/Itasca Co Newstrom)
KFOK Westhampton Beach KGCT Guthrie Center (Guthrie Co KGQQ Galion (Galion Mun)
(Gabreski) Regl) KGRB Green Bay (Austin Straubel
KFOM Fillmore (Fillmore Mun) KGCY Greeneville (Greeneville- Intl)
KFOT Fortuna (Rohnerville) Greene Co Mun) KGRD Greenwood (Greenwood Co)
KFOZ Bigfork (Bigfork Mun) KGDB Granite Falls (Granite Falls KGRE Greenville
KFPK Charlotte (Beach) Mun/Lenzen-Roe Meml) KGRF Ft Lewis (Gray AAF)
KFPR Ft Pierce (St Lucie Co Intl) KGDJ Granbury (Granbury Rgnl) KGRI Grand Island (Central
KFQD Rutherfordton (Rutherford KGDM Gardner (Gardner Mun) Nebraska Regl)
Co-Marchman) KGDV Glendive (Dawson KGRK Ft Hood (Gray AAF)
KFRG Farmingdale (Republic) Community) KGRN Gordon (Gordon Mun)
KFRH French Lick (French Lick Mun) KGDW Gladwin (Gladwin Zettel KGRR Grand Rapids (Gerald R. Ford
KFRI Ft Riley (Marshall AAF) Meml) Intl)
KFRM Fairmont (Fairmont Mun) KGDY Grundy (Grundy Mun) KGSB Goldsboro (Seymour Johnson
KFRR Front Royal (Front KGED Georgetown (Sussex Co) AFB)
Royal-Warren Co) KGEG Spokane (Spokane Intl) KGSH Goshen (Goshen Mun)
KFSD Sioux Falls (Foss) KGEO Georgetown (Brown Co) KGSO Greensboro (Piedmont Triad
KFSE Fosston (Fosston Mun) KGEU Glendale (Glendale Mun) Intl)
KFSI Ft Sill (Henry Post AAF (Fort KGEV Jefferson (Ashe Co) KGSP Greer (Greenville-
Sill)) KGEY Greybull (South Big Horn Co) Spartanburg Intl-Roger
KFSK Ft Scott (Ft Scott Mun) KGEZ Shelbyville (Shelbyville Mun) Milliken)
KFSM Ft Smith (Ft Smith Regl) KGFD Greenfield (Pope) KGTB Ft Drum (Wheeler-Sack AAF)
KFSO Highgate (Franklin Co State) KGFK Grand Forks (Grand Forks KGTE Gothenburg (Quinn)
KFST Ft Stockton (Ft Intl) KGTF Great Falls (Great Falls Intl)
Stockton-Pecos Co) KGFL Glens Falls (Bennett Meml) KGTG Grantsburg (Grantsburg Mun)
KFSU Ft Sumner (Ft Sumner Mun) KGFZ Greenfield (Greenfield Mun) KGTR Columbus-W Point-Starkville
KFSW Ft Madison (Ft Madison Mun) KGGE Georgetown (Georgetown Co) (Golden Triangle Regl)
KFTG Denver (Front Range) KGGF Grant (Grant Mun) KGTU Georgetown (Georgetown
KFTK Ft Knox (Godman AAF) KGGG Longview (East Texas Regl) Mun)
KFTT Fulton (Elton Hensley KGGI Grinnell (Grinnell Regl) KGUC Gunnison (Gunnison-Crested
Memorial) KGGP Logansport (Logansport/Cass Butte Regl)
KFTW Ft Worth (Ft Worth Meacham County) KGUP Gallup (Gallup Mun)
Intl) KGGW Glasgow (Wokal/Glasgow Intl) KGUS Peru (Grissom ARB)
KFTY Atlanta (Fulton Co-Brown) KGHG Marshfield (Marshfield KGUY Guymon (Guymon Mun)
KFUL Fullerton (Fullerton Mun) Mun-Harlow) KGVE Gordonsville (Gordonsville
KFVE Frenchville (Northern KGHM Centerville (Centerville Mun) Mun)
Aroostook Regl) KGHW Glenwood (Glenwood Mun) KGVL Gainesville (Gilmer Meml)
KFVX Farmville (Farmville Regl) KGIC Grangeville (Idaho Co) KGVQ Batavia (Genesee Co)
KFWA Ft Wayne (Ft Wayne Intl) KGIF Winter Haven (Winter Haven KGVT Greenville (Majors)
KFWB Branson West Mun Gilbert) KGWB Auburn (De Kalb Co)
KFWC Fairfield (Fairfield Mun) KGWO Greenwood (Greenwood-
KGJT Grand Junction (Grand
KFWN Sussex
Junction Regl) Leflore)
KFWQ Monongahela (Rostraver)
KGKJ Meadville (Port Meadville) KGWR Gwinner (Gwinner-Melroe)
KFWS Ft Worth (Ft Worth Spinks)
KGKT Sevierville (Gatlinburg-Pigeon KGWS Glenwood Springs (Glenwood
KFXE Ft Lauderdale (Ft Lauderdale
Forge) Springs Mun)
Executive)
KGKY Arlington (Arlington Mun) KGWW Goldsboro (Wayne Executive
KFXY Forest City (Forest City Mun)
KFYE KGLD Goodland (Renner/Goodland Jetport)
Somerville (Fayette Co)
Mun) KGXY Greeley (Greeley-Weld Co)
KFYG Washington (Washington
KGLE Gainesville (Gainesville Mun) KGYB Giddings (Giddings-Lee Co)
Regl)
KGLH Greenville (Mid Delta Regl) KGYH Greenville (Donaldson Center)
KFYJ West Point (Middle Peninsula
KGLR Gaylord (Gaylord Regl) KGYI Sherman-Denison (North
Regl)
KGLS Galveston (Scholes Intl At Texas Regl/Perrin)
KFYM Fayetteville (Fayetteville Mun)
Galveston) KGYL Glencoe (Glencoe Mun)
KFYV Fayetteville (Drake)
KGLW Glasgow (Glasgow Mun) KGYR Goodyear (Phoenix
KFZG Fitzgerald (Fitzgerald Mun)
KFZI Fostoria (Fostoria KGLY Clinton (Clinton Meml) Goodyear)
KGMJ Grove (Grove Mun) KGYY Gary (Gary/Chicago Intl)
Metropolitan)
KFZY KGMU Greenville (Greenville KGZH Evergreen (Middleton)
Fulton (Oswego Co)
Downtown) KGZL Stigler (Stigler Regl)
KGAB Gabbs
KGAD Gadsden (Northeast Alabama KGNB Granby (Granby-Grand Co) KGZS Pulaski (Abernathy)
KGNC Seminole (Gaines Co) KHAB Hamilton (Marion Co-Rankin
Regl)
KGAF Grafton (Hutson Field) KGNF Grenada (Grenada Mun) Fite)
KGAG Gage KGNG Gooding (Gooding Mun) KHAD Casper (Harford)
KGAI Gaithersburg (Montgomery KGNI Grand Isle (Grand Isle KHAE Hannibal (Hannibal Regional)
Seaplane Base) KHAF Half Moon Bay
q$z
Co)

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 WW-220 AIRPORT DIRECTORY 23 NOV 12
JEPPESEN NavData (ICAO) LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

KHAI Three Rivers (Three Rivers KHOP Ft Campbell/Hopkinsville KIAD Washington (Washington
Mun-Haines) (Campbell AAF) Dulles Intl)
KHAO Hamilton (Butler Co Regl) KHOT Hot Springs (Memorial) KIAG Niagara Falls (Niagara Falls
KHAX Muskogee (Hatbox) KHOU Houston (Hobby) Intl)
KHBC Mohall (Mohall Mun) KHPN White Plains (Westchester KIAH Houston (George Bush
KHBG Hattiesburg (Hattiesburg Co) Intercontinental/Houston)
Bobby L Chain Mun) KHPT Hampton (Hampton Mun) KIBM Kimball (Kimball Mun/Arraj)
KHBI Asheboro (Asheboro Regl) KHPY Baytown KICL Clarinda (Schenck)
KHBR Hobart (Hobart Rgnl) KHQG Hugoton (Hugoton Mun) KICR Winner (Winner Regl)
KHBV Hebbronville (Hogg Co) KHQM Hoquiam (Bowerman) KICT Wichita (Wichita
KHBW Hillsboro (Sanford) KHQU Thomson (Thomson-Mc Duffie Mid-Continent)
KHBZ Heber Springs (Heber Springs Co) KIDA Idaho Falls (Idaho Falls Regl)
Mun) KHQZ Mesquite (Mesquite Metro) KIDG Ida Grove (Ida Grove Mun)
KHCD Hutchinson (Hutchinson KHRI Hermiston (Hermiston Mun) KIDI Indiana (Indiana Co/Stewart)
Mun-Butler) KHRJ Erwin (Harnett Regl Jetport) KIDL Indianola (Indianola Mun)
KHCO Hallock (Hallock Mun) KHRL Harlingen (Valley Intl) KIDP Independence (Independence
KHDC Hammond (Hammond KHRO Harrison (Boone Co) Mun)
Northshore Regional) KHRT Mary Esther (Hurlburt) KIEN Pine Ridge
KHDE Holdrege (Brewster) KHRU Herington (Herington Regl) KIER Natchitoches (Natchitoches
KHDI Cleveland (Hardwick) KHRX Hereford (Hereford Mun) Regl)
KHDN Hayden (Yampa Valley) KHSA Bay St Louis (Stennis Intl) KIFA Iowa Falls (Iowa Falls Mun)
KHDO Hondo (South Texas Rgnl at KHSB Harrisburg (Harrisburg- KIFP Bullhead City (Laughlin/
Hondo) Raleigh) Bullhead Intl)
KHEE Helena-West Helena KHSD Oklahoma City (Sundance) KIGM Kingman
(Thompson-Robbins) KHSE Hatteras (Mitchell) KIGQ Chicago (Lansing Mun)
KHEF Manassas (Manassas KHSI Hastings (Hastings Mun) KIGX Chapel Hill (Williams)
Regl/Davis) KHSP Hot Springs (Ingalls) KIIB Independence (Independence
KHEG Jacksonville (Herlong KHSR Hot Springs (Hot Springs Mun)
Recreational) Mun) KIIY Washington (Washington-
KHEI Hettinger (Hettinger Mun) KHST Homestead (Homestead ARB) Wilkes Co)
KHEQ Holyoke (Holyoke Mun) KHSV Huntsville (Huntsville KIJD Willimantic (Windham)
KHES Healdsburg (Healdsburg Mun) Intl-Jones) KIJX Jacksonville (Jacksonville
KHEZ Natchez (Hardy-Anders- KHTF Hornell (Hornell Mun) Mun)
Adams Co) KHTH Hawthorne (Hawthorne KIKG Kingsville (Kleberg Co)
KHFD Hartford (Hartford-Brainard) Industrial) KIKK Kankakee (Greater Kankakee)
KHFF Camp Mackall (Mackall AAF) KHTL Houghton Lake (Roscommon KIKR Albuquerque (Kirkland AFB)
KHFJ Monett (Monett Mun) Co - Blodgett Meml) KIKV Ankeny (Ankeny Regl)
KHFY Indianapolis (Greenwood KHTO East Hampton KIKW Midland (Barstow)
Mun) KHTS Huntington (Tri-State/ KILE Killeen (Skylark Field)
KHGR Hagerstown (Hagerstown Ferguson) KILG Wilmington (New Castle)
Regl-Henson) KHTW Chesapeake (Lawrence Co) KILM Wilmington (Wilmington Intl)
KHHF Canadian (Hemphill Co) KHUA Redstone Arsenal (Redstone KILN Wilmington (Wilmington Air
KHHG Huntington (Huntington Mun) AAF) Park)
KHHR Hawthorne (Northrop/ KHUF Terre Haute (Terre Haute KIML Imperial (Imperial Mun)
Hawthorne Mun) Intl-Hulman) KIMM Immokalee (Immokalee Regl)
KHHW Hugo (Stan Stamper Mun) KHUL Houlton (Houlton Intl) KIMS Madison (Madison Mun)
KHIB Hibbing (Range Regl) KHUM Houma (Houma-Terrebonne) KIMT Iron Mt-Kingsford (Ford)
KHIE Whitefield (Mt Washington KHUT Hutchinson (Hutchinson Mun) KIND Indianapolis (Indianapolis Intl)
Regl) KHVC Hopkinsville (Hopkinsville- KINF Inverness
KHIF Ogden (Hill AFB) Christian Co) KINJ Hillsboro (Hillsboro Mun)
KHIG Higginsville (Higginsville Indl KHVE Hanksville KINK Wink (Winkler Co)
Mun) KHVN New Haven (Tweed-New KINL International Falls (Falls Intl)
KHII Lake Havasu City Haven) KINS Indian Springs (Creech AFB)
KHIO Portland (Portland-Hillsboro) KHVR Havre (Havre City-Co) KINT Winston-Salem (Smith
KHJH Hebron (Hebron Mun) KHVS Hartsville (Hartsville Regl) Reynolds)
KHJO Hanford (Hanford Mun) KHWD Hayward (Hayward Executive) KINW Winslow (Winslow-Lindbergh
KHKA Blytheville (Blytheville Mun) KHWO Hollywood (North Perry) Regl)
KHKS Jackson (Hawkins) KHWQ Harlowton (Wheatland Co) KIOB Mt Sterling (Mt
KHKY Hickory (Hickory Regl) KHWV Shirley (Brookhaven) Sterling-Montgomery Co)
KHLB Batesville (Hillenbrand KHWY Warrenton (Warrenton- KIOW Iowa City (Iowa City Mun)
Industries) Fauquier) KIPJ Lincolnton (Lincolnton-Lincoln
KHLC Hill City (Hill City Mun) KHXD Hilton Head I (Hilton Head) Co Regl)
KHLG Wheeling (Wheeling-Ohio Co) KHXF Hartford (Hartford Mun) KIPL Imperial (Imperial Co)
KHLM Holland (Park Township) KHYA Hyannis (Barnstable KIPT Williamsport (Williamsport
KHLN Helena (Helena Regl) Mun-Boardman/Polando) Rgnl)
KHLR Ft Hood (Hood AAF) KHYI San Marcos (San Marcos KIRK Kirksville (Kirksville Regl)
KHLX Galax-Hillsville (Twin Co) Mun) KIRS Sturgis (Kirsch Mun)
KHMN Alamogordo (Holloman AFB) KHYR Hayward (Sawyer Co) KISB Sibley (Sibley Mun)
KHMT Hemet (Hemet-Ryan) KHYS Hays (Hays Regl) KISM Orlando (Kissimmee
KHMZ Bedford (Bedford Co) KHYW Conway (Conway-Horry Co) Gateway)
KHNB Huntingburg KHYX Saginaw (Saginaw KISN Williston (Sloulin Intl)
KHND Las Vegas (Henderson Co-Browne) KISO Kinston (Kinston Regl Jetport
Executive) KHZD Huntingdon (Carroll Co) At Stallings)
KHNR Harlan (Harlan Mun) KHZE Hazen (Mercer Co Regl) KISP New York (Long Island Mac
KHNZ Oxford-Henderson KHZL Hazleton (Hazleton Mun) Arthur)
(Henderson-Oxford) KHZR New Roads (False River KISQ Manistique (Schoolcraft Co)
KHOB Hobbs (Lea Co Regl) Regional) KISW Wisconsin Rapids (Alexander
KHOC Hillsboro (Highland Co) KHZX Mc Gregor (Iverson) Fld South Wood Co)
KHOE Homerville KHZY Ashtabula (Ashtabula Co) KISZ Cincinnati (Cincinnati-Blue
KHON Huron (Huron Regl) KIAB Wichita (Mc Connell AFB) Ash)
q$z
KITH Ithaca (Ithaca Tompkins Regl)

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 23 NOV 12 AIRPORT DIRECTORY WW-221
JEPPESEN NavData (ICAO) LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

KITR Burlington (Kit Carson Co) KKIC King City (Mesa Del Rey) KLMO Longmont (Brand)
KIWA Phoenix (Phoenix-Mesa KKLS Kelso (Southwest Washington KLMS Louisville (Louisville-Winston
Gateway) Regl) Co)
KIWD Ironwood (Gogebic-Iron Co) KKNB Kanab (Kanab Mun) KLMT Klamath Falls
KIWH Wabash (Wabash Mun) KLAA Lamar (Lamar Mun) KLNA West Palm Beach (Palm
KIWI Wiscasset KLAF Lafayette (Purdue Univ) Beach Co Park)
KIWS Houston (West Houston) KLAL Lakeland (Lakeland Linder KLNC Lancaster (Lancaster Regl)
KIXA Roanoke Rapids Regl) KLND Lander (Hunt)
(Halifax-Northampton Regl) KLAM Los Alamos KLNK Lincoln
KIXD Olathe (New Century KLAN Lansing (Capital Region Intl) KLNL Land O’Lakes (Kings Land
Aircenter) KLAR Laramie (Laramie Regl) O’Lakes)
KIYA Abbeville (Abbeville Crusta KLAS Las Vegas (Mc Carran Intl) KLNN Willoughby (Willoughby Lost
Meml) KLAW Lawton (Lawton-Ft Sill Regl) Nation Mun)
KIYK Inyokern KLAX Los Angeles (Los Angeles Intl) KLNP Wise (Lonesome Pine)
KIZA Santa Ynez KLBB Lubbock (Lubbock Preston KLNR Lone Rock (Tri-Co Regl)
KIZG Fryeburg (Eastern Slopes Smith Intl) KLNS Lancaster
Regl) KLBE Latrobe (Arnold Palmer Regl) KLOL Lovelock (Derby)
KJAC Jackson (Jackson Hole) KLBF North Platte (North Platte KLOM Philadelphia (Wings)
KJAN Jackson (Jackson-Evers Intl) Regl-Bird) KLOT Chicago/Romeoville (Lewis
KJAQ Jackson (Westover-Amador KLBL Liberal (Liberal Mid-America University)
Co) Rgnl) KLOU Louisville (Bowman)
KJAS Jasper (Jasper Co-Bell) KLBO Lebanon (Jones Lebanon) KLOZ London (London-Corbin/
KJAU Jacksboro (Campbell Co) KLBR Clarksville (Clarksville-Red Magee Field)
KJAX Jacksonville (Jacksonville Intl) River City- JD Trissell Field) KLPC Lompoc
KJBR Jonesboro (Jonesboro Mun) KLBT Lumberton (Lumberton Mun) KLPR Lorain/Elyria (Lorain Co Regl)
KJCT Junction (Kimble Co) KLBX Angleton/Lake Jackson (Texas KLQK Pickens (Pickens Co)
KJDD Mineola/Quitman (Wood Co) Gulf Coast Regl) KLQR Larned (Larned-Pawnee Co)
KJDN Jordan KLCG Wayne (Wayne Mun/ Stan KLRD Laredo (Laredo Intl)
KJEF Jefferson City (Jefferson City Morris) KLRF Jacksonville (Little Rock AFB)
Memorial) KLCH Lake Charles (Lake Charles KLRG Lincoln (Lincoln Regl)
KJER Jerome (Jerome Co) Regl) KLRJ Le Mars (Le Mars Mun)
KJES Jesup (Jesup-Wayne Co) KLCI Laconia (Laconia Mun) KLRO Mt Pleasant (Mt Pleasant
KJFK New York (Kennedy Intl) KLCK Columbus (Rickenbacker Intl) Regl-Faison Field)
KJFX Jasper (Walker Co-Bevill) KLCQ Lake City (Lake City Gateway) KLRU Las Cruces (Las Cruces Intl)
KJFZ Richlands (Tazewell Co) KLDJ Linden KLRY Harrisonville (Smith Meml)
KJGG Williamsburg (Williamsburg- KLDM Ludington (Mason Co) KLSB Lordsburg (Lordsburg Mun)
Jamestown) KLEB Lebanon (Lebanon Mun) KLSE La Crosse (La Crosse Mun)
KJHN Johnson (Stanton Co Mun) KLEE Leesburg (Leesburg Intl) KLSF Ft Benning (Lawson AAF)
KJHW Jamestown (Chautauqua KLEM Lemmon (Lemmon Mun) KLSK Lusk (Lusk Mun)
Co/Jamestown) KLEW Auburn-Lewiston KLSN Los Banos (Los Banos Mun)
KJKA Gulf Shores (Edwards) (Auburn-Lewiston Mun) KLSV Las Vegas (Nellis AFB)
KJKJ Moorhead (Moorhead Mun) KLEX Lexington (Blue Grass) KLTS Altus (Altus AFB)
KJKL Jackson (Carroll) KLFI Hampton (Langley AFB) KLTY Chester (Liberty Co)
KJLN Joplin (Joplin Regl) KLFK Lufkin (Angelina Co) KLUA Luray (Luray Caverns)
KJMR MORA (MORA Mun) KLFT Lafayette (Lafayette Regl) KLUD Decatur (Decatur Mun)
KJMS Jamestown (Jamestown Regl) KLGA New York (La Guardia) KLUF Glendale (Luke AFB)
KJNX Smithfield (Johnston Co) KLGB Long Beach (Long KLUG Lewisburg (Ellington)
KJOT Joliet (Joliet Regl) Beach/Daugherty Field) KLUK Cincinnati (Cincinnati
KJQF Concord (Concord Regl) KLGC Lagrange (Lagrange- Mun-Lunken)
KJRA New York (West 30th Street Callaway) KLUL Laurel (Hesler-Noble)
Heliport) KLGD La Grande (La Grande/Union KLUM Menomonie (Menomonie
KJRB New York (Downtown Co) Mun-Score)
Manhattan/Wall Street KLGF Yuma Proving Ground KLUX Laurens (Laurens Co)
Heliport) (Laguna AAF (Yuma Proving KLVJ Houston (Pearland Regional)
KJSD Stratford (Sikorsky Heliport) KLVK Livermore (Livermore Mun)
Ground))
KJSO Jacksonville (Cherokee Co) KLVL Lawrenceville (Lawrenceville/
KLGU Logan (Logan-Cache)
KJST Johnstown (Murtha KLHB Hearne (Hearne Mun) Brunswick)
Johnstown-Cambria Co) KLHM Lincoln (Lincoln Regl/Harder) KLVM Livingston (Mission)
KJSV Sallisaw (Sallisaw Mun) KLHQ Lancaster (Fairfield Co) KLVN Minneapolis (Airlake)
KJSY Joseph (Joseph State) KLHV Lock Haven (Piper Meml) KLVS Las Vegas (Las Vegas Mun)
KJVL Janesville (Southern KLHW Ft Stewart (Wright KLWA South Haven (South Haven
Wisconsin Regl) AAF/Midcoast Regl) Area Regl)
KJVW Raymond (Williams) KLHX La Junta (La Junta Mun) KLWB Lewisburg (Greenbrier Valley)
KJVY Jeffersonville (Clark Regl) KLHZ Louisburg (Triangle North KLWC Lawrence (Lawrence Mun)
KJWG Watonga (Watonga Regl) KLWD Lamoni (Lamoni Mun)
Executive)
KJWN Nashville (Tune) KLWL Wells (Wells Mun/Harriet)
KLIC Limon (Limon Mun)
KJWY Midlothian/Waxahachie KLIT Little Rock (Bill & Hillary KLWM Lawrence (Lawrence Mun)
(Mid-Way Regl) KLWS Lewiston (Lewiston-Nez Perce
Clinton Natl/Adams)
KJXI Gilmer (Stephens-Gilmer KLIU Littlefield (Littlefield Mun) Co)
Mun) KLJF Litchfield (Litchfield Mun) KLWT Lewistown (Lewistown Mun)
KJXN Jackson (Jackson KLKP Lake Placid KLWV Lawrenceville (Lawrenceville-
Co-Reynolds) KLKR Lancaster (Lancaster Co-Mc Vincennes Intl)
KJYG St James (St James Mun) Whirter) KLXL Little Falls (Little
KJYL Sylvania (Plantation) KLKU Louisa (Louisa Co/Freeman) Falls/Morrison Co, Lind)
KJYM Hillsdale (Hillsdale Mun) KLKV Lakeview (Lake Co) KLXN Lexington (Kelly)
KJYO Leesburg (Leesburg KLLJ Challis KLXT Lee’s Summit (Lee’s Summit
Executive) KLLN Levelland (Levelland Mun) Mun)
KJYR York (York Mun) KLLQ Monticello (Monticello KLXV Leadville (Lake Co)
KJZI Charleston (Charleston Mun/Ellis) KLXY Mexia (Mexia-Limestone Co)
Executive) KLLR Little River KLYH Lynchburg (Lynchburg
KJZP Jasper (Pickens Co) KLLU Lamar (Lamar Mun) Regl-Glenn)
q$z

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 WW-222 AIRPORT DIRECTORY 23 NOV 12
JEPPESEN NavData (ICAO) LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

KLYO Lyons (Lyons-Rice Co Mun) KMHP Metter (Metter Mun) KMPO Mt Pocono (Pocono Mountains
KLYV Luverne (Aanenson) KMHR Sacramento (Mather) Mun)
KLZD Danielson KMHT Manchester KMPR Mc Pherson
KLZU Lawrenceville (Gwinnett KMHV Mojave KMPV Barre-Montpelier (Knapp
Co-Briscoe) KMIA Miami (Miami Intl) State)
KLZZ Lampasas KMIB Minot (Minot AFB) KMPZ Mt Pleasant (Mt Pleasant
KMAC Macon (Macon Downtown) KMIC Minneapolis (Crystal) Mun)
KMAE Madera (Madera Mun) KMIE Muncie (Delaware County KMQB Macomb (Macomb Mun)
KMAF Midland (Midland Intl) Regl) KMQI Manteo (Dare Co Regl)
KMAI Marianna (Marianna Mun) KMIO Miami (Miami Mun) KMQJ Indianapolis (Indianapolis
KMAL Malone (Malone-Dufort) KMIT Shafter (Shafter-Minter) Regl)
KMAN Nampa (Nampa Mun) KMIV Millville (Millville Mun) KMQS Coatesville (Chester Co G O
KMAO Marion (Marion Co) KMIW Marshalltown (Marshalltown Carlson)
KMAW Malden (Malden Regl) Mun) KMQW Mc Rae (Telfair-Wheeler)
KMBG Mobridge (Mobridge Mun) KMJD Picayune (Picayune Mun) KMQY Smyrna
KMBL Manistee (Manistee KMJQ Jackson (Jackson Mun) KMRB Martinsburg (Eastern W Va
Co-Blacker) KMJX Toms River (Miller) Regl/Shepherd)
KMBO Madison (Campbell) KMKA Miller (Miller Mun) KMRC Columbia/Mt Pleasant (Maury
KMBS Saginaw (Mbs Intl) KMKC Kansas City (Wheeler Co)
KMBT Murfreesboro (Murfreesboro Downtown) KMRF Marfa (Marfa Mun)
Mun) KMKE Milwaukee (Gen Mitchell Intl) KMRH Beaufort (Smith)
KMBY Moberly (Bradley) KMKG Muskegon (Muskegon Co) KMRJ Mineral Point (Iowa Co)
KMCB Mc Comb (Mc Comb-Pike KMKJ Marion-Wytheville (Mountain KMRN Morganton (Foothills Regl)
Co-Lewis) Empire) KMRT Marysville (Union Co)
KMCC Sacramento (Mc Clellan) KMKL Jackson (Mc Kellar-Sipes KMRY Monterey (Monterey
KMCD Mackinac Island Regl) Peninsula)
KMCE Merced (Merced KMKN Comanche (Comanche KMSL Muscle Shoals (Northwest
Rgnl/Macready) Co-City) Alabama Regl)
KMCF Tampa (Macdill AFB) KMKO Muskogee (Davis) KMSN Madison (Dane Co
KMCI Kansas City (Kansas City Intl) KMKS Moncks Corner (Berkeley Co) Regl-Truax)
KMCK Mc Cook (Mc Cook Nelson KMKT Mankato (Mankato Regl) KMSO Missoula (Missoula Intl)
Regl) KMKV Marksville (Marksville Mun) KMSP Minneapolis (Minneapolis-St
KMCN Macon (Middle Georgia Regl) KMKY Marco I Paul Intl/Wold-Chamberlain)
KMCO Orlando (Orlando Intl) KMLB Melbourne (Melbourne Intl) KMSS Massena (Massena
KMCW Mason City (Mason City Mun) KMLC Mc Alester (Mc Alester Regl) Intl-Richards)
KMCX Monticello (White Co) KMLD Malad City KMSV Monticello (Sullivan Co Intl)
KMCZ Williamston (Martin Co) KMLE Omaha (Millard Mun) KMSY New Orleans (Armstrong New
KMDA San Antonio (Martindale AHP) KMLF Milford (Milford Muni/Ben and Orleans Intl)
KMDD Midland Judy Briscoe Field) KMTC Mt Clemens (Selfridge ANGB)
KMDF Mooreland (Mooreland Mun) KMLI Moline (Quad-City Intl.) KMTH Marathon (Florida Keys
KMDH Carbondale-Murphysboro KMLJ Milledgeville (Baldwin Co) Marathon)
(Southern Illinois) KMLS Miles City (Wiley) KMTJ Montrose (Montrose Regl)
KMDQ Huntsville (Madison Co KMLT Millinocket (Millinocket Mun) KMTN Baltimore (Martin State)
Executive/Sharp) KMLU Monroe (Monroe Regl) KMTO Mattoon-Charleston (Coles
KMDS Madison (Madison Mun) KMMH Mammoth Lakes (Mammoth
Co Meml)
KMDT Harrisburg (Harrisburg Intl) Yosemite) KMTP Montauk
KMDW Chicago (Chicago Midway Intl) KMMI Athens (Mc Minn Co) KMTV Martinsville (Blue Ridge)
KMDZ Medford (Taylor Co) KMMK Meriden (Meriden Markham KMTW Manitowoc (Manitowoc Co)
KMEB Maxton (Laurinburg-Maxton) Mun) KMUI Ft Indiantown Gap (Muir AAF)
KMEI Meridian (Key) KMML Marshall (Southwest KMUL Moultrie (Spence)
KMEJ Meade (Meade Mun) Minnesota Regl KMUO Mountain Home (Mountain
KMEM Memphis (Memphis Intl) Marshall/Ryan) Home AFB)
KMER Atwater (Castle) KMMS Marks (Selfs) KMUT Muscatine (Muscatine Mun)
KMEV Minden (Minden-Tahoe) KMMT Eastover (Mc Entire JNGB) KMVC Monroeville (Monroe Co)
KMEY Mapleton (Whiting Meml) KMMU Morristown (Morristown Mun) KMVE Montevideo (Montevideo-
KMEZ Mena (Mena Intermountain KMMV Mc Minnville (Mc Minnville Chippewa Co)
Mun) Mun) KMVI Monte Vista (Monte Vista
KMFD Mansfield (Mansfield Lahm KMNE Minden Mun)
Regl) KMNF Mountain View KMVL Morrisville (Morrisville Stowe
KMFE Mc Allen (Mc Allen Miller Intl) KMNI Manning (Santee Cooper
State)
KMFI Marshfield (Marshfield Mun) Regl) KMVM Machias (Machias-Valley)
KMFR Medford (Rogue Valley KMNM Menominee (Menominee- KMVN Mt Vernon
Intl-Medford) Marinette Twin Co) KMVY Vineyard Haven (Martha’s
KMFV Melfa (Accomack Co) KMNN Marion (Marion Mun) Vineyard)
KMGC Michigan City (Michigan City KMNV Madisonville (Monroe Co) KMWA Marion (Williamson Co Regl)
Mun-Phillips Field) KMNZ Hamilton (Hamilton Mun) KMWC Milwaukee (Timmerman)
KMGE Marietta (Dobbins ARB) KMOB Mobile (Mobile Regl) KMWH Moses Lake (Grant Co Intl)
KMGG Maple Lake (Maple Lake Mun) KMOD Modesto (Modesto KMWK Mt Airy (Mt Airy-Surry Co)
KMGJ Montgomery (Orange Co) City-Co-Sham) KMWL Mineral Wells
KMGM Montgomery (Montgomery KMOP Mt Pleasant (Mt Pleasant KMWM Windom (Windom Mun)
Regl) Mun) KMWO Middletown (Middletown
KMGN Harbor Springs KMOR Morristown (Moore-Murrell) Regl/Hook)
KMGR Moultrie (Moultrie Mun) KMOT Minot (Minot Intl) KMXA Manila (Manila Mun)
KMGW Morgantown (Morgantown KMOX Morris (Morris Mun - Charlie KMXF Montgomery (Maxwell AFB)
Mun-Hart) Schmidt Field) KMXO Monticello (Monticello Regl)
KMGY Dayton (Dayton-Wright KMPE Philadelphia (Philadelphia KMYF San Diego (Montgomery)
Brothers) Mun) KMYJ Mexico (Mexico Meml)
KMHE Mitchell (Mitchell Mun) KMPG Moundsville (Marshall Co) KMYL Mc Call (Mc Call Mun)
KMHK Manhattan (Manhattan Regl) KMPI Mariposa (Mariposa- KMYR Myrtle Beach (Myrtle Beach
KMHL Marshall (Marshall Meml Mun) Yosemite) Intl)
KMHN Mullen (Hooker Co) KMPJ Morrilton (Petit Jean Park) KMYV Marysville (Yuba Co)
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© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 23 NOV 12 AIRPORT DIRECTORY WW-223
JEPPESEN NavData (ICAO) LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

KMYZ Marysville (Marysville Mun) KOAR Marina (Marina Mun) KOQW Maquoketa (Maquoketa Mun)
KMZH Moose Lake (Moose KOBE Okeechobee (Okeechobee KORB Orr (Orr Regl)
Lake/Carlton Co) Co) KORC Orange City (Orange City
KMZJ Marana (Pinal) KOBI Woodbine (Woodbine Mun) Mun)
KMZZ Marion (Marion Mun) KOCF Ocala (Ocala Intl-Taylor) KORD Chicago (Chicago-O’Hare Intl)
KNBC Beaufort (Beaufort MCAS) KOCH Nacogdoches (Mangham KORE Orange (Orange Mun)
KNBG New Orleans (New Orleans Regl) KORF Norfolk (Norfolk Intl)
NAS) KOCQ Oconto (J. Douglas Bake KORG Orange (Orange Co)
KNCA Jacksonville (New River Meml.) KORH Worcester (Worcester Regl)
MCAS) KOCW Washington (Warren) KORK North Little Rock (North Little
KNDY Dahlgren (Dahlgren NSWC) KODO Odessa (Odessa-Schlemeyer) Rock Mun)
KNDZ Milton (Whiting Fld NAS KODX Ord (Sharp) KORL Orlando (Executive)
(South)) KOEB Coldwater (Branch Co Meml) KORS Eastsound (Orcas I)
KNEL Lakehurst (Lakehurst NAES) KOEL Oakley (Oakley Mun) KOSA Mount Pleasant (Mount
KNEN Jacksonville (Whitehouse KOEO Osceola (Simenstad Mun) Pleasant Regl)
Nolf) KOFF Omaha (Offutt AFB) KOSC Oscoda (Oscoda-Wurtsmith)
KNEW New Orleans (Lakefront) KOFK Norfolk (Norfolk Regl/Stefan KOSH Oshkosh (Wittman Regl)
KNFE Fentress (Fentress Nalf) Meml) KOSU Columbus (Ohio State
KNFG Oceanside (Camp Pendleton KOFP Richmond/Ashland (Hanover University)
MCAS) Co Mun) KOSX Kosciusko (Kosciusko-Attala
KNFJ Milton (Choctaw NOLF) KOGA Ogallala (Searle) Co)
KNFL Fallon (Fallon NAS) KOGB Orangeburg (Orangeburg KOTG Worthington (Worthington
KNFW Ft Worth (Ft Worth NAS JRB) Mun) Mun)
KNGP Corpus Christi (Corpus Christi KOGD Ogden (Ogden-Hinckley) KOTH North Bend (Southwest
NAS/Truax) KOGM Ontonagon (Ontonagon Co - Oregon Regl)
KNGU Norfolk (Norfolk Ns) Schuster Field) KOTM Ottumwa (Ottumwa Regl)
KNGW Corpus Christi (Cabaniss Nolf) KOGS Ogdensburg (Ogdensburg KOUN Norman (Univ Of Okla
KNHK Patuxent River (Patuxent River Intl) Westheimer)
NAS) KOIC Norwich (Lt Eaton) KOVE Oroville (Oroville Mun)
KNID Ridgecrest (China Lake KOIN Oberlin (Oberlin Mun) KOVL Olivia (Olivia Regl)
NAWS) KOJA Weatherford (Stafford) KOVO North Vernon
KNIP Jacksonville (Jacksonville KOJC Olathe (Johnson Co KOVS Boscobel
NAS) Executive) KOWA Owatonna (Owatonna Degner
KNJK El Centro (El Centro NAF) KOKB Oceanside (Oceanside Mun) Regl)
KNJM Swansboro (Bogue McAlf) KOKC Oklahoma City (Will Rogers KOWB Owensboro (Owensboro-
KNJW Meridian (Williams Nolf) World) Daviess Co)
KNKT Cherry Point (Cherry Point KOKH Oak Harbor (Eisenberg) KOWD Norwood (Norwood Meml)
MCAS) KOKK Kokomo (Kokomo Mun) KOWI Ottawa (Ottawa Mun)
KNKX San Diego (Miramar MCAS) KOKM Okmulgee (Okmulgee Regl) KOWK Norridgewock (Central Maine
KNLC Lemoore (Lemoore NAS KOKS Oshkosh (Garden Co) Apt Of Norridgewock)
(Reeves Fld)) KOKV Winchester (Winchester Regl) KOWP Sand Springs (Pogue Mun)
KNMM Meridian (Meridian NAS) KOKZ Sandersville (Kaolin) KOWX Ottawa (Putnam Co)
KNOG Orange Grove (Orange Grove KOLD Old Town (Dewitt Old Town KOXB Ocean City (Ocean City Mun)
Nalf) Mun) KOXC Oxford (Waterbury-Oxford)
KNOW Port Angeles (Port Angeles KOLE Olean (Cattaraugus KOXD Oxford (Miami University)
Cgas) Co-Olean) KOXI Knox (Starke Co)
KNPA Pensacola (Pensacola NAS) KOLF Wolf Point (Clayton) KOXR Oxnard
KNQA Millington (Millington Regl KOLG Solon Springs (Solon Springs KOXV Knoxville (Knoxville Mun)
Jetport) Mun) KOYM St Marys (St Marys Mun)
KNQI Kingsville (Kingsville NAS) KOLM Olympia (Olympia Regl) KOZA Ozona (Ozona Mun)
KNQX Key West (Key West NAS) KOLS Nogales (Nogales Intl) KOZR Ft Rucker (Cairns AAF)
KNRA Coupeville (Coupeville Nolf) KOLU Columbus (Columbus Mun) KOZW Howell (Livingston County
KNRB Mayport (Mayport NS-Admiral KOLV Olive Branch Spencer J. Hardy)
David L. Mc Donald Fld) KOLY Olney-Noble KPAE Everett (Snohomish Co)
KNRN Norton (Norton Mun) KOLZ Oelwein (Oelwein Mun) KPAH Paducah (Barkley Regl)
KNRS Imperial Beach (Imperial KOMA Omaha (Eppley) KPAM Panama City (Tyndall AFB)
Beach Nolf) KOMH Orange (Orange Co) KPAN Payson
KNSE Milton (Whiting Fld NAS KOMK Omak KPAO Palo Alto (Palo Alto Of Santa
(North)) KOMN Ormond Beach (Ormond Clara Co)
KNSF Camp Springs Beach Mun) KPBF Pine Bluff (Grider)
(WASHINGTON DC NAF) KONA Winona (Winona Mun-Conrad) KPBG Plattsburgh (Plattsburgh Intl)
KNSI San Nicolas I (San Nicolas I KONL O’Neill (The O’Neill KPBH Phillips (Price Co)
Nolf) Mun-Baker) KPBI West Palm Beach (Palm
KNTD Point Mugu (Point Mugu NAS) KONM Socorro (Socorro Mun) Beach Intl)
KNTU Oceana (Oceana NAS) KONO Ontario (Ontario Mun) KPBX Pikeville (Pike Co-Hatcher)
KNUC San Clemente Island (San KONP Newport (Newport Mun) KPCM Plant City
Clemente Island NALF) KONT Ontario (Ontario Intl) KPCW Port Clinton (Keller)
KNUI St Inigoes (Webster Nolf) KONX Currituck (Currituck Co Regl) KPCZ Waupaca (Waupaca Mun)
KNUN Pensacola (Saufley Nolf) KONY Olney (Olney Mun) KPDC Prairie Du Chien (Prairie Du
KNUQ Mountain View (Mountain KONZ Detroit/Grosse Ile (Grosse Ile Chien Mun)
View/Moffett Federal Afld) Mun) KPDK Atlanta (Dekalb-Peachtree)
KNUW Oak Harbor (Whidbey I NAS) KOOA Oskaloosa (Oskaloosa Mun) KPDT Pendleton (Eastern Oreg Regl
KNVD Nevada (Nevada Mun) KOPF Miami (Opa-Locka Executive) At Pendleton)
KNXP Twentynine Palms KOPL Opelousas (St Landry KPDX Portland (Portland Intl)
(Twentynine Palms EAF) Parish-Ahart Fld) KPEA Pella (Pella Mun)
KNYG Quantico (Quantico MCAF) KOPN Thomaston (Thomaston- KPEO Penn Yan
KNYL Yuma (Yuma MCAS/Yuma Intl) Upson Co) KPEQ Pecos (Pecos Mun)
KNZY San Diego (North Island NAS) KOQN West Chester (Brandywine) KPEX Paynesville (Paynesville Mun)
Jacksonville (Ellis) KOQU North Kingstown (Quonset KPEZ Pleasanton (Pleasanton Mun)
KOAJ
KOAK Oakland (Metro Oakland Intl) State) KPFC Pacific City (Pacific City State)
KPGA Page (Page Mun)
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© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 WW-224 AIRPORT DIRECTORY 23 NOV 12
JEPPESEN NavData (ICAO) LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

KPGD Punta Gorda KPRB Paso Robles (Paso Robles KRCE Oklahoma City (Clarence E
KPGR Paragould (Kirk) Mun) Page Mun)
KPGV Greenville (Pitt-Greenville) KPRC Prescott (Love) KRCK Rockdale (Coffield Regl)
KPHD New Philadelphia (Clever) KPRG Paris (Edgar Co) KRCM Warrensburg (Skyhaven)
KPHF Newport News (Newport KPRN Greenville (Mac Crenshaw KRCP Stockton (Rooks Co Regl)
News/Williamsburg Intl) Meml) KRCR Rochester (Fulton Co)
KPHG Phillipsburg (Phillipsburg Mun) KPRO Perry (Perry Mun) KRCT Reed City (Nartron)
KPHH Andrews (Swinnie) KPRX Paris (Cox) KRCX Ladysmith (Rusk Co)
KPHK Pahokee (Palm Beach Co KPRZ Portales (Portales Mun) KRCZ Rockingham (Richmond Co)
Glades) KPSB Philipsburg (Mid-State) KRDD Redding (Redding Mun)
KPHL Philadelphia (Philadelphia Intl) KPSC Pasco (Tri-Cities) KRDG Reading (Reading
KPHN Port Huron (St Clair Co Intl) KPSF Pittsfield (Pittsfield Mun) Regl/Spaatz)
KPHP Philip KPSK Dublin (New River Valley) KRDK Red Oak (Red Oak Mun)
KPHT Paris (Henry Co) KPSM Portsmouth (Portsmouth Intl KRDM Redmond (Roberts)
KPHX Phoenix (Phoenix Sky Harbor at Pease) KRDR Grand Forks (Grand Forks
Intl) KPSN Palestine (Palestine Mun) AFB)
KPIA Peoria (Gen Downing-Peoria KPSO Pagosa Springs (Stevens) KRDU Raleigh/Durham
Intl) KPSP Palm Springs (Palm Springs (Raleigh-Durham Intl)
KPIB Hattiesburg-Laurel Intl) KRED Red Lodge
(Hattiesburg-Laurel Regl) KPSX Palacios (Palacios Mun) KREI Redlands (Redlands Mun)
KPIE St Petersburg-Clearwater (St KPTB Petersburg (Dinwiddie Co) KREO Rome (Rome State)
Petersburg-Clearwater Intl) KPTD Potsdam (Potsdam Mun) KRFD Chicago/Rockford
KPIH Pocatello (Pocatello Regl) KPTK Pontiac (Oakland Co Intl) (Chicago/Rockford Intl)
KPIL Port Isabel (Port KPTN Patterson (Williams Meml) KRFG Refugio (Rooke)
Isabel-Cameron Co) KPTS Pittsburg (Atkinson Mun) KRFI Henderson (Rusk Co)
KPIM Pine Mountain (Harris Co) KPTT Pratt (Pratt Regl) KRGK Red Wing (Red Wing Regl)
KPIR Pierre (Pierre Regl) KPTV Porterville (Porterville Mun) KRHI Rhinelander (Rhinelander-
KPIT Pittsburgh (Pittsburgh Intl) KPTW Pottstown (Heritage) Oneida Co)
KPJC Zelienople (Zelienople Mun) KPUB Pueblo (Pueblo Meml) KRHP Andrews (Western Carolina
KPJY Pinckneyville (Pinck- KPUC Price (Carbon Co Regl/Davis) Regl)
neyville-Du Quoin) KPUJ Atlanta (Paulding Northwest KRHV San Jose (Reid-Hillview)
KPKB Parkersburg (Mid-Ohio Valley Atlanta) KRIC Richmond (Richmond Intl)
Regl) KPUW Pullman/Moscow KRID Richmond (Richmond Mun)
KPKD Park Rapids (Park Rapids (Pullman/Moscow Regl) KRIF Richfield (Richfield Mun)
Mun-Konshok) KPVB Platteville (Platteville Mun) KRIL Rifle (Garfield Co Regl)
KPKF Park Falls (Park Falls Mun) KPVC Provincetown (Provincetown KRIR Riverside/Rubidoux (Flabob)
KPKV Port Lavaca (Calhoun Co) Mun) KRIU Rancho Murieta
KPLD Portland (Portland Mun) KPVD Providence (Green State) KRIV Riverside (March ARB)
KPLK Branson (Clark Downtown) KPVE Lexington-Parsons (Beech KRIW Riverton (Riverton Regl)
KPLN Pellston (Pellston Regl Apt Of River Regl) KRJD Ridgely (Ridgely Airpark)
Emmet Co) KPVF Placerville KRKD Rockland (Knox Co Regl)
KPLR Pell City (St Clair Co) KPVG Norfolk (Hampton Roads KRKP Rockport (Aransas Co)
KPLU Puyallup (Pierce Co-Thun) Executive) KRKR Poteau (Kerr)
KPMB Pembina (Pembina Mun) KPVJ Pauls Valley (Pauls Valley KRKS Rock Springs (Rock
KPMD Palmdale (Palmdale USAF Mun) Springs-Sweetwater)
Plant 42) KPVU Provo (Provo Mun) KRKW Rockwood (Rockwood Mun)
KPMH Portsmouth (Greater KPVW Plainview (Hale Co) KRLD Richland
Portsmouth Regl) KPWA Oklahoma City (Wiley Post) KRME Rome (Griffiss Intl)
KPMP Pompano Beach KPWC Pine River (Pine River Regl) KRMG Rome (Russell)
KPMU Batesville (Panola Co) KPWD Plentywood (Sher-Wood) KRMN Stafford (Stafford Regl)
KPMV Plattsmouth (Plattsmouth KPWG Waco (Mc Gregor Executive) KRMY Marshall (Brooks)
Mun) KPWK Chicago/Prospect KRNC Mc Minnville (Warren Co
KPMZ Plymouth (Plymouth Mun) Hgts/Wheeling (Chicago Meml)
KPNA Pinedale (Wenz) Executive) KRND Universal City (Randolph
KPNC Ponca City (Ponca City Regl) KPWM Portland (Portland Intl) AFB)
KPNE Philadelphia (Northeast KPWT Bremerton (Bremerton Natl) KRNH New Richmond (New
Philadelphia) KPXE Perry (Perry-Houston Co) Richmond Regl)
KPNM Princeton (Princeton Mun) KPYG Pageland KRNM Ramona
KPNN Princeton (Princeton Mun) KPYM Plymouth (Plymouth Mun) KRNO Reno (Reno/Tahoe Intl)
KPNS Pensacola (Pensacola Gulf KPYN Piedmont (Piedmont Mun) KRNP Owosso (Owosso Community)
Coast Regl) KPYP Centre (Centre-Piedmont- KRNT Renton (Renton Mun)
KPNT Pontiac (Pontiac Mun) Cherokee County Rgnl) KRNV Cleveland (Cleveland Mun)
KPOB Fayetteville (Pope) KPYX Perryton (Perryton Ochiltree KROA Roanoke (Roanoke
KPOC La Verne (Brackett) Co) Regl/Woodrum)
KPOE Ft Polk (Polk AAF) KPZQ Rogers City (Presque Isle Co) KROC Rochester (Greater Rochester
KPOF Poplar Bluff (Poplar Bluff Mun) KRAC Racine (Batten) Intl)
KPOH Pocahontas (Pocahontas KRAL Riverside (Riverside Mun) KROG Rogers (Rogers Mun-Carter)
Mun) KRAP Rapid City (Rapid City Regl) KROS Rush City (Rush City Regl)
KPOU Poughkeepsie (Dutchess Co) KRAS Port Aransas (Mustang KROW Roswell (Roswell Intl Air
KPOV Ravenna (Portage Co) Beach) Center)
KPOY Powell (Powell Mun) KRAW Warsaw (Warsaw Mun) KROX Roseau (Roseau
KPPA Pampa (Perry Lefors) KRBD Dallas (Dallas Executive) Mun/Billberg)
KPPF Parsons (Tri-City) KRBE Bassett (Rock Co) KRPB Belleville (Belleville Mun)
KPPO La Porte (La Porte Mun) KRBG Roseburg (Roseburg Regl) KRPD Rice Lake (Rice Lake
KPPQ Pittsfield (Pittsfield Penstone KRBL Red Bluff (Red Bluff Mun) Regl-Carl’s)
Mun) KRBM Camp Robinson (Robinson KRPH Graham (Graham Mun)
KPQI Presque Isle (Northern Maine AAF) KRPJ Rochelle (Rochelle
Regl At Presque Isle) KRBO Robstown (Nueces Co) Mun-Koritz)
KPQL Pascagoula (Trent Lott Intl) KRBW Walterboro (Lowcountry Regl) KRPX Roundup
KPQN Pipestone (Pipestone Mun) KRCA Rapid City (Ellsworth AFB) KRQB Big Rapids (Roben-Hood)
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KRQE Window Rock

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 23 NOV 12 AIRPORT DIRECTORY WW-225
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KRQO El Reno (El Reno Regl) KSCX Oneida (Scott Mun) KSLR Sulphur Springs (Sulphur
KRRL Merrill (Merrill Mun) KSDA Shenandoah (Shenandoah Springs Mun)
KRRQ Rock Rapids (Rock Rapids Mun) KSMD Ft Wayne (Smith)
Mun) KSDC Williamson/Sodus KSME Somerset (Lake Cumberland
KRRT Warroad (Warroad Intl (Williamson-Sodus) Regl)
Memorial) KSDF Louisville (Louisville KSMF Sacramento (Sacramento Intl)
KRSL Russell (Russell Mun) Intl-Standiford) KSMN Salmon (Lemhi Co)
KRSN Ruston (Ruston Regl) KSDL Scottsdale KSMO Santa Monica (Santa Monica
KRST Rochester (Rochester Intl) KSDM San Diego (Brown Mun) Mun)
KRSV Robinson (Crawford Co) KSDY Sidney (Sidney-Richland Mun) KSMQ Somerville (Somerset)
KRSW Ft Myers (Southwest Florida KSEA Seattle (Seattle-Tacoma Intl) KSMS Sumter
Intl) KSEE San Diego (Gillespie) KSMX Santa Maria (Santa Maria
KRTN Raton (Raton Mun/Crews) KSEF Sebring (Sebring Regl) Pub/Capt Hancock)
KRTS Reno (Reno/Stead) KSEG Selinsgrove (Penn Valley) KSNA Santa Ana (John
KRUE Russellville (Russellville Regl) KSEM Selma (Craig) Wayne-Orange Co)
KRUG Rugby (Rugby Mun) KSEP Stephenville (Stephenville KSNC Chester
KRUQ Salisbury (Rowan Co) Clark Rgnl) KSNH Savannah (Savannah-Hardin
KRUT Rutland (Rutland - Southern KSER Seymour (Freeman Mun) Co)
Vermont Regl) KSET St Charles (St Charles Co KSNK Snyder (Winston)
KRVJ Reidsville (Swinton Smith Fld Smartt) KSNL Shawnee (Shawnee Rgnl)
at Reidsville Mun) KSEZ Sedona KSNS Salinas (Salinas Mun)
KRVL Reedsville (Mifflin Co) KSFB Orlando (Orlando Sanford Intl) KSNY Sidney (Sidney Mun/Carr)
KRVN Rogersville (Hawkins Co) KSFF Spokane (Felts) KSOA Sonora (Sonora Mun)
KRVS Tulsa (Jones Jr) KSFM Sanford (Sanford Regl) KSOP Pinehurst/Southern Pines
KRWF Redwood Falls (Redwood KSFO San Francisco (San Francisco (Moore Co)
Falls Mun) Intl) KSOW Show Low (Show Low Regl)
KRWI Rocky Mount (Rocky KSFQ Suffolk (Suffolk Executive) KSOY Sioux Center (Sioux Center
Mount-Wilson Regl) KSFY Savanna (Tri-Township) Mun)
KRWL Rawlins (Rawlins KSFZ Pawtucket (North Central KSPA Spartanburg (Spartanburg
Mun/Harvey) State) Downtown Meml)
KRWN Winamac (Arens) KSGF Springfield (Springfield- KSPB Scappoose (Scappoose
KRWV Caldwell (Caldwell Mun) Branson Natl) Industrial)
KRXE Rexburg (Rexburg-Madison KSGH Springfield (Springfield- KSPF Spearfish (Black Hills-Ice)
Co) Beckley Mun) KSPG St Petersburg (Whitted)
KRYM Camp Ripley (Ray S Miller KSGJ St Augustine (Northeast KSPH Springhill
AAF) Florida Regl) KSPI Springfield (Abraham Lincoln
KRYN Tucson (Ryan) KSGR Houston (Sugar Land Capital)
KRYV Watertown (Watertown Mun) Regional) KSPS Wichita Falls (Sheppard
KRYW Lago Vista (Lago Vista-Allen) KSGS South St Paul (South St Paul AFB/Wichita Falls Mun)
KRYY Atlanta (Cobb Co-Mc Collum) Mun-Fleming) KSPW Spencer (Spencer Mun)
KRZL Rensselaer (Jasper Co) KSGT Stuttgart (Stuttgart Mun) KSPZ Silver Springs
KRZN Siren (Burnett Co) KSGU St George (St George Muni) KSQI Sterling/Rockfalls (Whiteside
KRZT Chillicothe (Ross Co) KSHD Staunton/Waynesboro/ Co-Bittorf)
KSAA Saratoga (Shively) Harrisonburg (Shenandoah KSQL San Carlos
KSAC Sacramento (Sacramento Valley Regl) KSRB Sparta (Upper Cumberland
Executive) KSHL Sheldon (Sheldon Mun) Regl)
KSAD Safford (Safford Regl) KSHN Shelton (Sanderson) KSRC Searcy (Searcy Mun)
KSAF Santa Fe (Santa Fe Mun) KSHR Sheridan (Sheridan Co) KSRE Seminole (Seminole Mun)
KSAN San Diego (San Diego Intl) KSHV Shreveport (Shreveport Regl) KSRQ Sarasota/Bradenton
KSAR Sparta (Sparta KSIF Reidsville (Rockingham (Sarasota-Bradenton Intl)
Community-Hunter) Co-Shiloh) KSRR Ruidoso (Sierra Blanca Regl)
KSAS Salton City (Salton Sea) KSIK Sikeston (Sikeston Memorial KSSC Sumter (Shaw AFB)
KSAT San Antonio (San Antonio Intl) Muni) KSSF San Antonio (Stinson Mun)
KSAV Savannah (Savannah/Hilton KSIV Sullivan (Sullivan Co) KSSI Brunswick (Mc Kinnon)
Head Intl) KSIY Montague (Siskiyou Co) KSSQ Shell Lake (Shell Lake Mun)
KSAW Marquette (Sawyer Intl) KSJC San Jose (Mineta San Jose KSTC St Cloud (St Cloud Regl)
KSAZ Staples (Staples Mun) Intl) KSTE Stevens Point (Stevens Point
KSBA Santa Barbara (Santa Barbara KSJN St Johns (St Johns Industrial) Mun)
Mun) KSJT San Angelo (San Angelo KSTF Starkville (Bryan)
KSBD San Bernardino (San Regl/Mathis) KSTJ St Joseph (Rosecrans Meml)
Bernardino Intl) KSJX Beaver I KSTK Sterling (Sterling Mun)
KSBM Sheboygan (Sheboygan Co KSKA Spokane (Fairchild AFB) KSTL St Louis (Lambert-St Louis
Meml) KSKF San Antonio (Lackland AFB Intl)
KSBN South Bend (Kelly Fld Annex)) KSTP St Paul (St Paul
KSBO Swainsboro (East Georgia KSKI Sac City (Sac City Mun) Downtown-Holman)
Regional) KSKX Taos (Taos Regl) KSTS Santa Rosa (Charles M
KSBP San Luis Obispo (San Luis KSKY Sandusky (Griffing-Sandusky) Schulz - Sonoma Co)
Obispo Co Regl) KSLB Storm Lake (Storm Lake Mun) KSUA Stuart (Witham)
KSBS Steamboat Springs KSLC Salt Lake City (Salt Lake City KSUD Stroud (Stroud Mun)
(Steamboat Springs/Adams) Intl) KSUE Sturgeon Bay (Door Co
KSBU Blue Earth (Blue Earth Mun) KSLE Salem (Mc Nary) Cherryland)
KSBX Shelby KSLG Siloam Springs (Smith) KSUN Hailey (Friedman Meml)
KSBY Salisbury (Salisbury-Ocean KSLH Cheboygan (Cheboygan Co) KSUO Rosebud (Rosebud Sioux
City Wicomico Regl) KSLI Los Alamitos (Los Alamitos Tribal)
KSCB Scribner (Scribner State) AAF) KSUS St Louis (Spirit Of St Louis)
KSCD Sylacauga (Merkel Sylacauga KSLK Saranac Lake (Adirondack KSUT Oak Island (Cape Fear Regl
Mun) Regl) Jetport/Howie Franklin Fld)
KSCH Schenectady (Schenectady KSLN Salina (Salina Mun) KSUU Fairfield (Travis AFB)
Co) KSLO Salem (Salem-Leckrone) KSUW Superior (Bong)
KSCK Stockton (Stockton Metro)
q$z

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 WW-226 AIRPORT DIRECTORY 23 NOV 12
JEPPESEN NavData (ICAO) LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

KSUX Sioux City (Sioux KTMK Tillamook KUDG Darlington (Darlington Co

Gateway/Col. Bud Day KTMT Austin Jetport)
Field) KTNP Twentynine Palms KUES Waukesha (Waukesha Co)
KSUZ Benton (Saline Co Regl) KTNT Miami (Dade-Collier Trng & KUGN Chicago/Waukegan
KSVC Silver City (Grant Co) Transition) (Waukegan Regl)
KSVE Susanville (Susanville Mun) KTNU Newton (Newton Mun) KUIL Quillayute
KSVH Statesville (Statesville Regl) KTNX Tonopah (Test Range) KUIN Quincy (Quincy Regl-Baldwin)
KSVN Savannah (Hunter AAF) KTOA Torrance (Zamperini) KUKF North Wilkesboro (Wilkes Co)
KSWF Newburgh (Stewart Intl) KTOB Dodge Center KUKI Ukiah (Ukiah Mun)
KSWI Sherman (Sherman Mun) KTOC Toccoa (Toccoa-Letourneau) KUKL Burlington (Coffey Co)
KSWO Stillwater (Stillwater Regl) KTOI Troy (Troy Mun) KUKT Quakertown
KSWT Seward (Seward Mun) KTOL Toledo (Toledo Express) KULM New Ulm (New Ulm Mun)
KSWW Sweetwater (Avenger) KTOP Topeka (Philip Billard Mun) KULS Ulysses
KSXL Summersville KTOR Torrington (Torrington Mun) KUMP Indianapolis (Indianapolis
KSXU Santa Rosa (Santa Rosa KTPA Tampa (Tampa Intl) Metro)
Route 66) KTPF Tampa (Knight) KUNI Athens/Albany (Ohio
KSYF St Francis (Cheyenne Co KTPH Tonopah University Snyder Field)
Mun) KTPL Temple (Draughon-Miller KUNO West Plains (West Plains
KSYI Shelbyville (Bomar-Shelbyville Centrl Tx Regl) Regl)
Mun) KTQE Tekamah (Tekamah Mun) KUNU Juneau (Dodge Co)
KSYN Stanton KTQH Tahlequah (Tahlequah Mun) KUNV State College (University
KSYR Syracuse (Syracuse Hancock KTQK Scott City (Scott City Mun) Park)
Intl) KTRI Bristol-Johnson-Kingsport KUOS Sewanee (Franklin Co)
KSYV Sylvester (Tri-Cities Regl Tn/Va) KUOX Oxford (University-Oxford)
KSZL Knob Noster (Whiteman AFB) KTRK Truckee (Truckee-Tahoe) KUSE Wauseon (Fulton Co)
KSZP Santa Paula KTRL Terrell (Terrell Mun) KUSW Spencer (Boggs Field)
KSZT Sandpoint KTRM Palm Springs (Jacqueline KUTA Tunica (Tunica Mun)
KSZY Selmer (Sibley) Cochran Regl) KUTS Huntsville (Huntsville Mun)
KTAD Trinidad (Stokes) KTRX Trenton (Trenton Mun) KUUU Newport (Newport State)
KTAN Taunton (Taunton Mun - King KTSO Carrollton (Carroll Co-Tolson) KUUV Sullivan (Sullivan Regl)
Field) KTSP Tehachapi (Tehachapi Mun) KUVA Uvalde (Garner)
KTAZ Taylorville (Taylorville Mun) KTTA Sanford (Raleigh Exec Jetport KUWL New Castle (New
KTBN Ft Leonard Wood At Sanford-Lee County) Castle-Henry Co Mun)
(Waynesville-St. Robert KTTD Portland (Portland-Troutdale) KUXL Sulphur (Southland)
Regl Forney) KTTF Monroe (Custer) KUYF London (Madison Co)
KTBR Statesboro (Statesboro- KTTN Trenton (Trenton Mercer) KUZA Rock Hill (Rock Hill/York
Bulloch Co) KTTS Titusville (Nasa Shuttle Co/Bryant)
KTCC Tucumcari (Tucumcari Mun) Landing Facility) KVAD Valdosta (Moody AFB)
KTCL Tuscaloosa (Tuscaloosa Regl) KTUL Tulsa (Tulsa Intl) KVAY Mt Holly (South Jersey Regl)
KTCM Tacoma (Mc Chord) KTUP Tupelo (Tupelo Regl) KVBG Lompoc (Vandenberg AFB)
KTCS Truth Or Consequences (Truth KTUS Tucson (Tucson Intl) KVBT Bentonville (Bentonville
Or Consequences Mun) KTVB Cabool (Cabool Meml) Mun/Thaden)
KTCY Tracy (Tracy Mun) KTVC Traverse City (Cherry Capital) KVBW Bridgewater
KTDF Roxboro (Person Co) KTVF Thief River Falls (Thief River KVCB Vacaville (Nut Tree)
KTDO Toledo (Ed Carlson Meml Falls Regl) KVCT Victoria (Victoria Regl)
Field-South Lewis Co) KTVI Thomasville (Thomasville KVCV Victorville (Southern California
KTDW Amarillo (Tradewind) Regl) Logistics)
KTDZ Toledo (Toledo Executive) KTVK Centerville (Centerville Mun) KVDF Tampa (Tampa Executive)
KTEB Teterboro KTVL South Lake Tahoe (Lake KVDI Vidalia (Vidalia Regl)
KTEL Tell City (Perry Co Mun) Tahoe) KVEL Vernal (Vernal Regl)
KTEW Mason (Mason Jewett) KTVR Tallulah/Vicksburg (Vicksburg KVER Boonville (Viertel Meml)
KTEX Telluride (Telluride Regl) Tallulah Regl) KVES Versailles (Darke Co)
KTFP Ingleside (McCampbell- KTVY Tooele (Bolinder-Tooele KVGC Hamilton (Hamilton Mun)
Porter) Valley) KVGT Las Vegas (North Las Vegas)
KTGC Trenton (Gibson Co) KTWF Twin Falls (Joslin Fld-Magic KVHN Van Horn (Culberson Co)
KTGI Tangier (Tangier I) Valley Regl) KVIH Rolla/Vichy (Rolla Natl)
KTHA Tullahoma (Tullahoma KTWM Two Harbors (Helgeson) KVIQ Neillsville (Neillsville Mun)
Regl/Northern) KTWT Sturgis (Sturgis Mun) KVIS Visalia (Visalia Mun)
KTHM Thompson Falls KTXK Texarkana (Texarkana KVJI Abingdon (Virginia Highlands)
KTHP Thermopolis (Hot Springs Regl-Webb) KVKS Vicksburg (Vicksburg Mun)
Co-Mun) KTYL Taylor (Taylor Mun) KVKX Friendly (Potomac)
KTHV York KTYQ Indianapolis (Indianapolis KVLA Vandalia (Vandalia Mun)
KTIF Thedford (Thomas Co) Executive) KVLD Valdosta (Valdosta Regl)
KTIK Oklahoma City (Tinker AFB) KTYR Tyler (Tyler Pounds Regl) KVLL Troy (Oakland/Troy)
KTIP Rantoul (Rantoul Natl Aviation KTYS Knoxville (Mc Ghee Tyson) KVMR Vermillion (Davidson)
Center-Elliott) KTZR Columbus (Bolton) KVNC Venice (Venice Mun)
KTIW Tacoma (Tacoma Narrows) KTZT Belle Plaine (Belle Plaine KVNW Van Wert (Van Wert Co)
KTIX Titusville (Space Coast Regl) Mun) KVNY Van Nuys
KTKC Tracy (Tracy Mun) KTZV Tompkinsville (Tompkinsville- KVOK Camp Douglas (Volk)
KTKI Dallas (Collin Co Regl At Mc Monroe Co) KVPC Cartersville
Kinney) KUAO Aurora (Aurora State) KVPS Valparaiso (Eglin AFB)
KTKO Mankato KUBE Cumberland (Cumberland KVPZ Valparaiso (Porter Co Regl)
KTKV Tomahawk (Tomahawk Regl) Mun) KVQQ Jacksonville (Cecil)
KTKX Kennett (Kennett Meml) KUBS Columbus (Columbus- KVRB Vero Beach (Vero Beach Mun)
KTLH Tallahassee (Tallahassee Lowndes Co) KVSF Springfield (Hartness State)
Regl) KUBX Cuba (Cuba Mun) KVTA Newark (Newark Heath)
KTLR Tulare (Mefford) KUCP New Castle (New Castle Mun) KVTI Vinton (Vinton-Veterans
KTMA Tifton (Henry Tift Myers) KUCY Union City (Everett-Stewart Meml)
KTMB Miami (Kendall-Tamiami Regl) KVTN Valentine (Miller)
Executive) KUDD Palm Springs (Bermuda KVUJ Albemarle (Stanly Co)
KTME Houston (Houston Executive) Dunes) KVUO Vancouver (Pearson)
q$z

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 23 NOV 12 AIRPORT DIRECTORY WW-227
JEPPESEN NavData (ICAO) LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

KVVS Connellsville (Joseph A. KZMA Miami Oceanic FIR LE FIR/UIR

Hardy Connellsville) KZMA Miami Oceanic FIR/UIR LECB Barcelona FIR/UIR
KVVV Ortonville (Ortonville KZMA Miami UIR LECM Madrid FIR/UIR
Mun-Martinson) KZME Memphis FIR
KZME Memphis UIR LE Spain
KVWU Waskish (Waskish Mun) LEAB Albacete
KVYS Peru (Illinois Valley KZMP Minneapolis FIR
KZMP Minneapolis UIR LEAL Alicante
Regl-Duncan) LEAM Almeria
KWAL Wallops I (Wallops Flight KZNY New York FIR
KZNY New York Oceanic FIR/UIR LEAO Ciudad Real (Almagro)
Facility) LEAP Ampuriabrava
KZNY New York UIR
KWAY Waynesburg (Greene Co) LEAS Asturias
KZOA Oakland FIR
KWBW Wilkes-Barre (Wilkes-Barre- LEAX La Axarquia (Leoni Benabu)
KZOA Oakland UIR
Wyoming Valley) KZOB Cleveland FIR LEBA Cordoba
KWDG Enid (Enid Woodring Regl) KZOB Cleveland UIR LEBB Bilbao
KWDR Winder (Barrow Co) KZSE Seattle FIR LEBG Burgos
KWEA Weatherford (Parker Co) KZSE Seattle UIR LEBL Barcelona (El Prat)
KWHP Los Angeles (Whiteman) KZTL Atlanta FIR LEBT Valencia (Betera)
KWJF Lancaster (Gen Fox) KZTL Atlanta UIR LEBZ Badajoz (Talavera La Real)
KWLD Winfield-Arkansas City LECD La Cerdanya
(Strother) KZ United States LECI Santa Cilia (Los Pirineos)
KWLW Willows (Willows-Glenn Co) KZEF Elkin (Elkin Mun) LECN Castellon De La Plana
KWMC Winnemucca (Winnemucca KZER Pottsville (Schuylkill Co) LECO A Coruna
KZPH Zephyrhills (Zephyrhills Mun) LECU Madrid (Cuatro Vientos)
Mun)
KZUN Zuni Pueblo (Black Rock) LEDA Lleida (Alguaire)
KWRB Warner Robins (Robins AFB)
KZZV Zanesville (Zanesville Mun) LEGA Granada (Armilla AB)
KWRI Wrightstown (Joint Base Mc
Guire Dix Lakehurst) LA FIR/UIR LEGE Girona
KWRL Worland (Worland Mun) LAAA Tirana FIR LEGR Granada (Federico Garcia
KWST Westerly (Westerly State) Lorca)
KWVI Watsonville (Watsonville Mun) LA Albania LEGT Madrid (Getafe)
KWVL Waterville (Waterville Lafleur) LATI Tirana LEHC Huesca (Pirineos)
KWWD Wildwood (Cape May Co) LB FIR/UIR LEIB Ibiza
KWWR Woodward (West Woodward) LBSR Sofia FIR LEIZ La Perdiz (Torre de Juan
KWYS West Yellowstone Abad)
(Yellowstone) LB Bulgaria LEJR Jerez
KXBP Bridgeport (Bridgeport Mun) LBBG Burgas LELC Murcia (San Javier)
KXFL Palm Coast (Flagler Co) LBGO Gorna Oryahovitsa LELL Sabadell
KXLL Allentown (Allentown-Queen LBLS Lesnovo LELN Leon
LBPD Plovdiv LELO Logrono (Agoncillo)
City Mun)
LBPR Primorsko LEMD Madrid (Barajas)
KXMR Cocoa Beach (Cape LBSF Sofia LEMG Malaga (Costa del Sol)
Canaveral Afs Skid Strip) LBWN Varna LEMH Menorca
KXNA Fayetteville/Springdale/ LEMO Seville (Moron AB)
Rogers (Northwest Arkansas LC FIR/UIR
LEMT Casarrubios del Monte
Regl) LCCC Nicosia FIR/UIR
LEMU Muchamiel
KXNO North (North AF Aux) LC Cyprus LEOC Ocana
KXSA Tappahannock (Tappahan- LCLK Larnaca (Larnaca Intl) LEPA Palma De Mallorca
nock-Essex County) LCPH Pafos (Pafos Intl) LEPP Pamplona
KXTA Homey LCRA Akrotiri LERI Murcia (Alcantarilla AB)
KXVG Longville (Longville Mun) LERJ Logrono
KYIP Detroit (Willow Run) LD FIR/UIR LERM Robledillo de Mohernando
KYKM Yakima (Yakima Air LDZO Zagreb FIR/UIR LERO Rozas
Term/McAllister) LD Croatia LERS Reus
KYKN Yankton (Gurney Mun) LDDU Dubrovnik (Cilipi) LERT Cadiz (Rota)
KYNG Youngstown-Warren LDLO Losinj Island (Losinj) LESA Salamanca (Matacan)
(Youngstown-Warren Rgnl) LDOB Vukovar (Borovo Naselje) LESB Mallorca (Son Bonet)
LDOC Osijek (Cepin) LESL San Luis
KZ FIR/UIR LESO San Sebastian
KZAB Albuquerque FIR LDOR Slavonski Brod (Jelas)
LEST Santiago
KZAB Albuquerque UIR LDOS Osijek (Klisa)
LESU Pirineus (Andorra)
KZAK Oakland Oceanic FIR LDOV Vinkovci (Sopot)
LETF Villamartin (Tomas Fernandez
KZAU Chicago FIR LDPL Pula
LDPM Medulin (Campanoz) Espada)
KZAU Chicago UIR LETJ Trebujena
KZBW Boston FIR LDPN Unije
LDPV Vrsar (Crljenka) LETO Madrid (Torrejon)
KZBW Boston UIR LETP Santo Tome Del Puerto
KZDC Washington FIR LDRG Grobnik (Grobnicko Polje)
LDRI Rijeka (Krk Island) LEVC Valencia (Manises)
KZDC Washington UIR LEVD Valladolid (Villanubla)
KZDV Denver FIR LDRO Otocac
LDSB Brac (Brac Island) LEVT Vitoria (Foronda)
KZDV Denver UIR LEVX Vigo
KZFW Ft Worth FIR LDSH Hvar
LDSP Split (Kastela) LEXJ Santander
KZFW Ft Worth UIR
LDSS Sinj LEZG Zaragoza
KZHU Houston FIR
KZHU Houston Oceanic FIR LDVA Varazdin LEZL Seville
KZHU Houston UIR LDVC Cakovec (Pribislavec) LF FIR/UIR
KZID Indianapolis FIR LDVD Daruvar (Blagorodovac) LFBB Bordeaux FIR
KZID Indianapolis UIR LDVK Koprivnica (Danica) LFEE Reims FIR
KZJX Jacksonville FIR LDZA Zagreb (Pleso) LFFF Paris FIR
KZJX Jacksonville UIR LDZB Busevec LFFF France UIR
KZKC Kansas City FIR LDZD Zadar (Zemunik) LFMM Marseille FIR
KZKC Kansas City UIR LDZE Zvekovac LFRR Brest FIR
KZLA Los Angeles FIR LDZJ Bjelovar (Brezovac)
KZLA Los Angeles UIR LDZL LF France
Zagreb (Lucko)
LFAB Dieppe (St Aubin)
KZLC Salt Lake City FIR LDZS Sisak
KZLC Salt Lake City UIR LFAC Calais-Dunkerque
KZMA Miami FIR LFAD Compiegne (Margny)
q$z

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 WW-228 AIRPORT DIRECTORY 23 NOV 12
JEPPESEN NavData (ICAO) LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

LFAE Eu (Mers-Le-Treport) LFDN Rochefort (Charente- LFGY St Die (Remomeix)

LFAF Laon (Chambry) Maritime) LFGZ Nuits-St Georges
LFAG Peronne-St Quentin LFDP St Pierre D’Oleron LFHA Issoire (Le Broc)
LFAI Nangis (Les Loges) LFDQ Castelnau-Magnoac LFHC Perouges (Meximieux)
LFAJ Argentan LFDR La Reole (Floudes) LFHD Pierrelatte
LFAK Dunkerque (Les Moeres) LFDS Sarlat (Domme) LFHE Romans (Saint Paul)
LFAL La Fleche (Thoree-Les-Pins) LFDT Tarbes (Laloubere) LFHF Ruoms
LFAM Berck Sur Mer LFDU Lesparre (Saint Laurent LFHG St Chamond (L’Horme)
LFAO Bagnoles De L’Orne Medoc) LFHH Vienne (Reventin)
(Couterne) LFDV Couhe (Verac) LFHI Morestel
LFAP Rethel (Perthes) LFDW Chauvigny LFHJ Lyon (Corbas)
LFAQ Albert (Bray) LFDX Fumel (Montayral) LFHL Langogne (Lesperon)
LFAR Montdidier LFDY Bordeaux (Yvrac) LFHM Megeve
LFAS Falaise (Monts D’Eraines) LFEA Belle Ile LFHN Bellegarde (Vouvray)
LFAT Le Touquet (Paris-Plage) LFEB Dinan (Trelivan) LFHO Aubenas (Ardeche
LFAU Vauville LFEC Ouessant Meridionale)
LFAV Valenciennes (Denain) LFED Pontivy LFHP Le Puy (Loudes)
LFAW Villerupt LFEF Amboise (Dierre) LFHQ St Flour (Coltines)
LFAX Mortagne Au Perche LFEG Argenton Sur Creuse LFHR Brioude (Beaumont)
LFAY Amiens (Glisy) LFEH Aubigny-Sur-Nere LFHS Bourg (Ceyzeriat)
LFBA Agen (La Garenne) LFEI Briare (Chatillon) LFHT Ambert (Le Poyet)
LFBC Cazaux (Cazaux AB) LFEJ Chateauroux (Villers) LFHU L’Alpe D’Huez
LFBD Bordeaux (Merignac) LFEK Issoudun (Le Fay) LFHV Villefranche (Tarare)
LFBE Bergerac (Roumaniere) LFEL Le Blanc LFHW Belleville (Villie-Morgon)
LFBF Toulouse (Francazal) LFEM Montargis (Vimory) LFHX Lapalisse (Perigny)
LFBG Cognac (Chateaubernard AB) LFEN Tours (Sorigny) LFHY Moulins (Montbeugny)
LFBH La Rochelle (Ile De Re) LFEP Pouilly (Maconge) LFHZ Sallanches (Mont Blanc)
LFBI Poitiers (Biard) LFEQ Quiberon LFIB Belves (Saint Pardoux)
LFBJ St Junien LFER Redon (Bains Sur Oust) LFID Condom (Valence-Sur-Baise)
LFBK Montlucon-Gueret LFES Guiscriff (Scaer) LFIF St Afrique (Belmont)
LFBL Limoges (Bellegarde) LFET Til-Chatel LFIG Cassagnes-Begonhes
LFBM Mont-De-Marsan LFEU Bar-Le-Duc (Les Hauts De LFIH Chalais
LFBN Niort (Souche) Chee) LFIK Riberac (St Aulaye)
LFBO Toulouse (Blagnac) LFEV Gray (Saint Adrien) LFIL Rion Des Landes
LFBP Pau/Pyrenees LFEW Saulieu (Liernais) LFIM St Gaudens (Montrejeau)
LFBR Muret (L’Herm) LFEX Nancy (Azelot) LFIP Peyresourde (Balestas)
LFBS Biscarrosse (Parentis) LFEY Ile D’Yeu LFIR Revel (Montgey)
LFBT Tarbes (Lourdes-Pyrenees) LFEZ Nancy (Malzeville) LFIS St Inglevert (Les Deux Caps)
LFBU Angouleme (Brie- LFFB Buno Bonnevaux LFIT Toulouse (Bourg-St Bernard)
Champniers) LFFC Mantes (Cherence) LFIV Vendays Montalivet
LFBX Perigueux (Bassillac) LFFD St Andre De L’Eure LFIX Itxassou
LFBY Dax (Seyresse Army) LFFE Enghien (Moisselles) LFIY St Jean D’Angely (St Denis
LFBZ Biarritz (Bayonne-Anglet) LFFG La Ferte-Gaucher Du Pin)
LFCA Chatellerault (Targe) LFFH Chateau-Thierry (Belleau) LFJA Chaumont (Semoutiers)
LFCB Bagneres De Luchon LFFI Ancenis LFJB Mauleon
LFCC Cahors (Lalbenque) LFFJ Joinville (Mussey) LFJC Clamecy
LFCD Andernos-Les-Bains LFFK Fontenay-Le Comte LFJD Corlier
LFCE Gueret (Saint Laurent) LFFL Bailleau Armenonville LFJE La Motte (Chalancon)
LFCF Figeac (Livernon) LFFN Brienne-le-Chateau LFJF Aubenasson
LFCG St Girons (Antichan) LFFP Pithiviers LFJH Cazeres (Palaminy)
LFCH Arcachon (La Teste De Buch) LFFQ La Ferte-Alais LFJI Marennes
LFCI Albi (Le Sequestre) LFFR Bar-Sur-Seine LFJL Metz-Nancy/Lorraine
LFCJ Jonzac (Neulles) LFFT Neufchateau LFJR Angers (Marce)
LFCK Castres-Mazamet LFFU Chateauneuf Sur Cher LFJS Soissons (Courmelles)
LFCL Toulouse (Lasbordes) LFFV Vierzon (Mereau) LFJT Tours (Le Louroux)
LFCM Millau (Larzac) LFFW Montaigu (St Georges) LFJU Lurcy (Levis)
LFCN Nogaro LFFX Tournus (Cuisery) LFJV Lasclaveries
LFCO Oloron (Herrere) LFFY Etrepagny LFJY Chambley
LFCP Pons (Avy) LFFZ Sezanne (St Remy) LFKA Albertville
LFCQ Graulhet (Montdragon) LFGA Colmar (Houssen) LFKB Bastia (Poretta)
LFCR Rodez (Marcillac) LFGB Mulhouse (Habsheim) LFKC Calvi (St Catherine)
LFCS Bordeaux (Leognan-Saucats) LFGC Strasbourg (Neuhof) LFKD Sollieres Sardieres
LFCT Thouars LFGE Avallon LFKE St Jean En Royans
LFCU Ussel (Thalamy) LFGF Beaune (Challanges) LFKF Figari/Sud Corse
LFCV Villefranche-De-Rouergue LFGG Belfort (Chaux) LFKG Ghisonaccia (Alzitone)
LFCW Villeneuve-Sur-Lot LFGH Cosne Sur Loire LFKH St Jean D’Avelanne
LFCX Castelsarrasin (Moissac) LFGI Dijon (Darois) LFKJ Ajaccio (Napoleon Bonaparte)
LFCY Royan (Medis) LFGJ Dole (Tavaux) LFKL Lyon (Brindas)
LFCZ Mimizan LFGK Joigny LFKM St Galmier
LFDA Aire-Sur-L’Adour LFGL Lons-Le-Saunier (Courlaoux) LFKO Propriano
LFDB Montauban LFGM Montceau Les Mines LFKP La Tour Du Pin (Cessieu)
LFDC Montendre (Marcillac) (Pouilloux) LFKR Saint Remy De Maurienne
LFDE Egletons LFGN Paray le Monial LFKS Solenzara
LFDF Sainte Foy La Grande LFGO Pont-Sur-Yonne LFKT Corte
LFDG Gaillac (Lisle-Sur-Tarn) LFGP St Florentin (Cheu) LFKX Meribel
LFDH Auch (Lamothe) LFGQ Semur En Auxois LFKY Belley (Peyrieu)
LFDI Libourne (Artigues-De- LFGR Doncourt Les Conflans LFLA Auxerre (Branches)
Lussac) LFGS Longuyon (Villette) LFLB Chambery (Aix-Les-Bains)
LFDJ Pamiers (Les Pujols) LFGT Sarrebourg (Buhl) LFLC Clermont-Ferrand/Auvergne
LFDK Soulac Sur Mer LFGU Sarreguemines (Neunkirch) LFLD Bourges
LFDL Loudun LFGW Verdun (Sommedieue) LFLE Chambery (Challes-Les-
LFDM Marmande (Virazeil) LFGX Champagnole (Crotenay) Eaux)
q$z

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

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LFLG Grenoble (Le Versoud) LFOR Chartres (Champhol) LFSB Basle-Mulhouse

LFLH Chalon (Champforgeuil) LFOS St Valery (Vittefleur) LFSC Colmar (Meyenheim AB)
LFLI Annemasse LFOT Tours (Val De Loire AB) LFSD Dijon (Longvic AB)
LFLJ Courchevel LFOU Cholet (Le Pontreau) LFSE Epinal (Dogneville)
LFLK Oyonnax (Arbent) LFOV Laval (Entrammes) LFSF Metz (Frescaty AB)
LFLL Lyon (Saint Exupery) LFOW St Quentin (Roupy) LFSG Epinal (Mirecourt)
LFLM Macon (Charnay) LFOX Etampes (Mondesir) LFSH Haguenau
LFLN St Yan LFOY Le Havre (Saint Romain) LFSI St Dizier (Robinson AB)
LFLO Roanne (Renaison) LFOZ Orleans (St Denis De L’Hotel) LFSJ Sedan (Douzy)
LFLP Annecy (Meythet) LFPA Persan-Beaumont LFSK Vitry Le Francois (Vauclerc)
LFLQ Montelimar (Ancone) LFPB Paris (Le Bourget) LFSL Brive (Souillac)
LFLR St Rambert D’Albon LFPC Creil (Creil AB) LFSM Montbeliard (Courcelles)
LFLS Grenoble (Isere) LFPD Bernay (St Martin) LFSN Nancy (Essey)
LFLT Montlucon (Domerat) LFPE Meaux (Esbly) LFSO Nancy (Ochey AB)
LFLU Valence (Chabeuil) LFPF Beynes (Thiverval) LFSP Pontarlier
LFLV Vichy (Charmeil) LFPG Paris (Charles-De-Gaulle) LFSR Reims (Champagne AB)
LFLW Aurillac LFPH Chelles (Le Pin) LFSS Saint Sulpice Des Landes
LFLX Chateauroux (Deols) LFPI Paris (Issy les Moulineaux) LFST Strasbourg (Entzheim)
LFLY Lyon (Bron) LFPK Coulommiers (Voisins) LFSU Langres-Rolampont
LFLZ Feurs (Chambeon) LFPL Lognes (Emerainville) LFSV Pont St Vincent
LFMA Aix (Les Milles) LFPM Melun (Villaroche) LFSW Epernay (Plivot)
LFMC Le Luc (Le Cannet Army) LFPN Toussus-Le-Noble LFSX Luxeuil (St Sauveur AB)
LFMD Cannes (Mandelieu) LFPO Paris (Orly) LFTB Marignane (Berre)
LFME Nimes (Courbessac) LFPP Le Plessis-Belleville LFTF Cuers (Pierrefeu Navy)
LFMF Fayence LFPQ Fontenay-Tresigny LFTH Hyeres (Le Palyvestre Navy)
LFMG La Montagne Noire LFPT Pontoise (Cormeilles-En- LFTM Serres-La-Batie (Montsaleon)
LFMH St Etienne (Boutheon) Vexin) LFTN La Grand’Combe
LFMI Istres (Le Tube AB) LFPU Moret (Episy) LFTP Puimoisson
LFMK Carcassonne (Salvaza) LFPV Villacoublay (Velizy AB) LFTQ Chateaubriant (Pouance)
LFML Marseille/Provence LFPX Chavenay (Villepreux) LFTW Nimes (Garons)
LFMN Nice/Cote D’Azur LFPY Bretigny-Sur-Orge LFTZ La Mole
LFMO Orange (Caritat AB) LFPZ St Cyr-L’Ecole LFXA Amberieu (Amberieu AB)
LFMP Perpignan (Rivesaltes) LFQA Reims (Prunay) LFXB Saintes (Thenac AB)
LFMQ Le Castellet LFQB Troyes (Barberey) LFXI St Christol (St Christol AB)
LFMR Barcelonnette (Saint Pons) LFQC Luneville (Croismare) LFXQ Coetquidan
LFMS Ales (Cevennes) LFQD Arras (Roclincourt) LFXU Les Mureaux
LFMT Montpellier/Mediterranee LFQE Etain (Rouvres Army) LFYG Cambrai (Niergnies AB)
LFMU Beziers (Vias) LFQF Autun (Bellevue) LFYR Romorantin (Pruniers AB)
LFMV Avignon (Caumont) LFQG Nevers (Fourchambault) LFYS Sainte Leocadie
LFMW Castelnaudary (Villeneuve) LFQH Chatillon-Sur-Seine LFYY Nogent
LFMX Chateau-Arnoux (St Auban) LFQI Cambrai (Epinoy AB) LFZZ Airbus (Airbus Trng)
LFMY Salon (Salon AB) LFQJ Maubeuge (Elesmes)
LFMZ Lezignan-Corbieres LF Miquelon I
LFQK Chalons (Ecury-Sur-Coole) LFVM
LFNA Miquelon I (Miquelon)
Gap (Tallard) LFQL Lens (Benifontaine)
LFNB Mende (Brenoux) LFQM Besancon (La Veze) LF St Pierre I
LFNC Mont Dauphin (Saint Crepin) LFQN St Omer (Wizernes) LFVP St Pierre I (St Pierre)
LFNE Salon (Eyguieres) LFQO Lille (Marcq-En-Baroeul)
LFNF Vinon LFQP Phalsbourg (Bourscheid LG FIR/UIR
LFNG Montpellier (Candillargues) LGGG Athens FIR
Army)
LFNH Carpentras LGGG Hellas UIR
LFQQ Lille (Lesquin)
LFNJ Aspres Sur Buech LFQS Vitry En Artois LG Greece
LFNL St Martin De Londres LFQT Merville (Calonne) LGAD Andravida (Andravida AB)
LFNN Narbonne LFQU Sarre-Union LGAG Agrinion
LFNO Florac (Sainte-Enimie) LFQV Charleville-Mezieres LGAL Alexandroupolis (Dimokritos)
LFNP Pezenas (Nizas) LFQW Vesoul (Frotey) LGAV Athens (Eleftherios Venizelos
LFNQ Mont-Louis (La Quillane) LFQX Juvancourt Intl)
LFNR Berre (La Fare) LFQY Saverne (Steinbourg) LGAX Alexandria
LFNS Sisteron (Theze) LFQZ Dieuze (Gueblange) LGBL Almiros (Nea Anchialos)
LFNT Avignon (Pujaut) LFRB Brest (Bretagne) LGEL Elefsis
LFNU Uzes LFRC Cherbourg (Maupertus) LGEP Epitalio
LFNV Valreas (Visan) LFRD Dinard (Pleurtuit-St Malo) LGHI Chios (Omiros)
LFNW Puivert LFRE La Baule-Escoublac LGIK Ikaria (Ikaros)
LFNX Bedarieux (La Tour-Sur-Orb) LFRF Granville (Mont Saint Michel) LGIO Ioannina (King Pyrros)
LFNZ Le Mazet De Romanin LFRG Deauville (Normandie) LGIR Iraklion (Nikos Kazantzakis)
LFOA Avord (Avord AB) LFRH Lorient (Lann-Bihoue Navy) LGKA Kastoria (Aristotelis)
LFOB Beauvais (Tille) LFRI La Roche-Sur-Yon (Les LGKC Kithira
LFOC Chateaudun (Chateaudun AB) Ajoncs) LGKF Kefallinia
LFOD Saumur (St Florent) LFRJ Landivisiau (Landivisiau Navy) LGKJ Kastelorizo
LFOE Evreux (Fauville AB) LFRK Caen (Carpiquet) LGKL Kalamata
LFOF Alencon (Valframbert) LFRL Lanveoc (Poulmic Navy) LGKM Kavala (Amigdaleon)
LFOG Flers (Saint Paul) LFRM Le Mans (Arnage) LGKN Marathon (Kotroni)
LFOH Le Havre (Octeville) LFRN Rennes (St Jacques) LGKO Kos (Ippokratis)
LFOI Abbeville LFRO Lannion LGKP Karpathos
LFOJ Orleans (Bricy AB) LFRP Ploermel (Loyat) LGKR Kerkira (Ioannis Kapodistrias)
LFOK Chalons (Vatry) LFRQ Quimper (Pluguffan) LGKS Kassos
LFOL L’Aigle (Saint Michel) LFRS Nantes/Atlantique LGKV Kavala (Megas Alexandros)
LFOM Lessay LFRT St Brieuc (Armor) LGKY Kalymnos
LFON Dreux (Vernouillet) LFRU Morlaix (Ploujean) LGKZ Kozani (Filippos)
LFOO Les Sables D’Olonne LFRV Vannes (Meucon) LGLE Leros
(Talmont) LFRW Avranches (Le Val St Pere) LGLM Limnos (Ifaistos)
LFOP Rouen/Vallee De Seine LFRZ St Nazaire (Montoir) LGLR Larissa
LFOQ Blois (Le Breuil) LFSA Besancon (Thise) LGMG Megara
q$z

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 WW-230 AIRPORT DIRECTORY 23 NOV 12
JEPPESEN NavData (ICAO) LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

LGMK Mikonos LIDH Thiene LIRQ Florence (Peretola)

LGML Milos LIDL Legnago LIRS Grosseto
LGMT Mitilini (Odysseas Elytis) LIDP Pavullo LIRU Rome (Urbe)
LGNX Naxos LIDR Ravenna LIRV Viterbo
LGPA Paros LIDT Trento (Mattarello) LIRZ Perugia (San Egidio)
LGPL Astypalaia LIDU Carpi (Budrione)
LGPZ Preveza (Aktion) LIDV Prati Vecchi Di Aguscello LJ FIR/UIR
LGRD Rodos (Maritsa) LIDW Salgareda (Carrer) LJLA Ljubljana FIR
LGRP Rodos (Diagoras) LIEA Alghero (Fertilia) LJ Slovenia
LGRX Araxos LIED Decimomannu LJAJ Ajdovscina
LGSA Chania (Ioannis LIEE Cagliari (Elmas) LJBL Lesce (Bled)
Daskalogiannis) LIEO Olbia (Costa Smeralda) LJBO Bovec
LGSD Sedes LIER Oristano (Fenosu) LJCE Cerklje (Cerklje Mil)
LGSK Skiathos (Alexandros LIET Tortoli (Arbatax) LJCL Celje
Papadiamandis) LILA Alessandria LJDI Divaca
LGSM Samos (Aristarchos of Samos) LILB Alzate Brianza LJLJ Ljubljana (Brnik)
LGSO Syros (Dimitrios Vikelas) LILC Calcinate del Pesce LJMB Maribor (Orehova Vas)
LGSR Santorini LILE Biella (Cerrione) LJMS Murska Sobota
LGST Sitia LILG Vergiate LJNM Novo Mesto
LGSV Stefanovikion (Stefanovikion LILH Voghera (Rivanazzano) LJPO Postojna
Army) LILI Vercelli LJPT Ptuj
LGSY Skiros (Skiros AB) LILM Casale Monferrato LJPZ Portoroz (Secovlje)
LGTG Tanagra LILN Varese (Venegono) LJSG Slovenj Gradec
LGTL Kasteli LILO Sondrio (Caiolo) LJSO Sostanj
LGTP Tripolis LILQ Massa (Cinquale)
LGTS Thessaloniki (Makedonia) LILR Cremona (Migliaro) LK FIR/UIR
Dekelia (Tatoi) LILS Clusone LKAA Prague FIR
LGTT
LGZA Zakinthos (Dionisios Solomos) LILV Valbrembo LK Czech
LILY Como LKBA Breclav
LH FIR/UIR LIMA Torino (Aeritalia) LKBE Benesov
LHCC Budapest FIR LIMB Milan (Bresso) LKBO Bohunovice
LIMC Milan (Malpensa) LKBR Broumov
LH Hungary
LIME Bergamo (Orio Al Serio) LKBU Bubovice
LHBC Bekescsaba
LIMF Torino (Caselle) LKCB Cheb
LHBP Budapest (Liszt Ferenc Intl)
Budaors LIMG Albenga LKCE Ceska Lipa
LHBS
LHDC Debrecen LIMJ Genoa (Sestri) LKCH Chomutov
LHFM Fertoszentmiklos LIML Milan (Linate) LKCM Medlanky
LHJK Jakabszallas LIMN Cameri LKCR Chrudim
LHKE Kecskemet LIMP Parma LKCS Ceske Budejovice
LHKV Kaposvar (Kaposujlak) LIMR Novi Ligure LKCT Chotebor
LHNY Nyiregyhaza LIMS Piacenza LKCV Caslav
LHOY Ocseny LIMW Aosta LKDK Dvur Kralove
LHPA Papa LIMZ Cuneo (Levaldigi) LKER Erpuzice
LHPP Pecs (Pogany) LINL Lecce (Lepore) LKFR Frydlant
LHPR Gyor-Per LIPA Aviano (Aviano AB) LKHB Havlickuv Brod
LHSK Siofok-Kiliti LIPB Bolzano LKHC Horice
LHSM Heviz (Balaton) LIPC Cervia LKHD Hodkovice
LIPD Udine (Campoformido) LKHK Hradec Kralove
LHSN Szolnok
LHUD Szeged LIPE Bologna (Borgo Panigale) LKHN Hranice
LIPF Ferrara LKHS Hosin
LI FIR/UIR LIPG Gorizia LKHV Horovice
LIBB Brindisi FIR/UIR LIPH Treviso (S.Angelo) LKJA Jaromer
LIMM Milan FIR/UIR LIPI Rivolto LKJC Jicin
LIRR Rome FIR/UIR LIPK Forli LKJH Jindrichuv Hradec
LIPL Ghedi LKJI Jihlava
LI Italy LIPM Modena (Marzaglia) LKKA Krizanov
LIAF Foligno LIPN Verona (Boscomantico) LKKB Kbely
LIAP L’Aquila (Preturo) LIPO Brescia (Montichiari) LKKC Krizenec
LIAQ Aquino LIPQ Trieste (Ronchi Dei Legionari) LKKL Kladno
LIAU Capua LIPR Rimini LKKM Kromeriz
LIBA Amendola LIPS Treviso (Istrana) LKKO Kolin
LIBC Crotone LIPU Padova LKKR Krnov
LIBD Bari (Palese) LIPV Venice (Lido) LKKT Klatovy
LIBF Foggia (Gino Lisa) LIPX Verona (Villafranca) LKKU Kunovice
LIBG Taranto (Grottaglie) LIPY Ancona (Falconara) LKKV Karlovy Vary
LIBN Lecce LIPZ Venice (Tessera) LKKY Kyjov
LIBP Pescara LIQB Arezzo LKLB Liberec
LIBR Brindisi (Casale) LIQC Capri (Anacapri Damecuta) LKLN Plzen (Line)
LIBV Gioia Del Colle LIQL Lucca (Tassignano) LKLT Letnany
LICA Lamezia Terme LIQN Rieti LKMB Mlada Boleslav
LICC Catania (Fontanarossa) LIQS Siena (Ampugnano) LKMH Mnichovo Hradiste
LICD Lampedusa LKMI Mikulovice
LIQW Sarzana (Luni)
LICG Pantelleria LKMK Moravska Trebova
LIRA Rome (Ciampino) LKMO Most
LICJ Palermo (Punta Raisi)
LIRE Pratica Di Mare LKMR Marianske Lazne
LICP Palermo (Boccadifalco) LIRF Rome (Fiumicino)
LICR Reggio Calabria LKMT Ostrava (Mosnov)
LIRG Guidonia LKNA Namest
LICT Trapani (Birgi) LIRH Frosinone
LICZ Catania (Sigonella) LKNM Nove Mesto
LIRI Salerno (Pontecagnano) LKOL Olomouc
LIDA Asiago LIRJ Marina Di Campo
LIDB Belluno LKOT Otrokovice
LIRL Latina LKPA Policka
LIDE Reggio Emilia LIRM Grazzanise
LIDF Fano LKPC Panensky Tynec
LIRN Naples (Capodichino) LKPD Pardubice
LIDG Lugo Di Romagna LIRP Pisa (San Giusto)
q$z
LKPI Pribyslav

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 23 NOV 12 AIRPORT DIRECTORY WW-231
JEPPESEN NavData (ICAO) LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

LKPJ Prostejov LOAR Altlichtenwarth LOKK Hallegg

LKPL Letkov LOAS Spitzerberg LOKL Lienz (Nikolsdorf)
LKPM Pribram LOAU Stockerau LOKM Mayerhofen
LKPN Podhorany LOAV Voslau LOKN Notsch im Gailtal
LKPO Prerov LOAW Wiener Neustadt (OAMTC) LOKO Goldeck Talstation
LKPR Prague (Ruzyne) LOAX St Polten (Krankenhaus) LOKP Friesach (Deutsch-Ordens-
LKPS Plasy LOAY Kilb Spital)
LKRA Rana LOAZ Zwettl (Krankenhaus) LOKQ Nikolsdorf (OAMTC)
LKRK Rakovnik LOBA Wien (Wien AKH) LOKS St. Andra im Lavanttal
LKRO Roudnice LOBM Mistelbach (Krankenhaus) LOKT Villach (Landeskrankenhaus)
LKRY Rokycany LODL Kirchberg/Raab (Business LOKU Klagenfurt (UKH)
LKSA Stankov Center Leitner) LOKV Volkermarkt (FEBAU)
LKSB Stichovice LOGA Bad Radkersburg LOKW Wolfsberg
LKSK Skutec (Landeskrankenhaus) LOKX Feldkirchen (Waiern
LKSN Slany LOGC Niederoblarn (Niederoblarn Krankenhaus)
LKSO Sobeslav HEL) LOKY Karnten (Landespolizeikom-
LKSR Strunkovice
LOGF Furstenfeld mando)
LKST Strakonice
LOGG Punitz-Gussing LOKZ Zwatzhof
LKSU Sumperk
LOGH Graz (Landeskrankenhaus) LOLC Scharnstein
LKSZ Sazena
LOGI Trieben LOLD Suben (Europa 3)
LKTA Tabor
LKTB Brno (Turany) LOGJ Judenburg (Landeskranken- LOLE Eferding
LKTC Tocna haus) LOLF Freistadt
LKTD Tachov LOGK Kapfenberg LOLG St Georgen/Ybbsfeld
LKTO Touzim LOGL Lanzen (Turnau) LOLH HB Hofkirchen
LKUL Usti nad Labem LOGM Mariazell LOLK Ried (Kirchheim)
LKUO Usti Nad Orlici LOGO Niederoblarn LOLM Micheldorf
LKVL Vlasim LOGP Pinkafeld LOLO Linz Ost
LKVM Vysoke Myto LOGR Oberwart (Schwerpunk- LOLS Scharding-Suben
LKVO Vodochody tkrankenhaus) LOLT Seitenstetten
LKVP Velke Porici LOGT Timmersdorf LOLU Gmunden (Gmunden-
LKVR Vrchlabi LOGW Weiz (Unterfladnitz) Laakirchen)
LKVY Vyskov LOIA Kitzbuhel (Krankenhaus) LOLW Wels
LKZA Zabreh LOIB Kitzbuhel (Horlahof) LOMM Matrei in Osttirol
LKZB Zbraslavice LOIC St. Anton am Arlberg (Fa. LOMP Patergassen
LKZD Zatec (Macerka) Wucher) LOMW Wolfsberg (Landeskranken-
LKZM Zamberk LOID Kufstein (Krankenhaus) haus)
LKZN Znojmo LOIE Reutte (Krankenhaus) LOSJ St. Johann im Pongau
LOIG Ludesch LOSL Salzburg (Landeskranken-
LL FIR/UIR
LOIH Hohenems (Dornbirn) haus)
LLLL Tel Aviv FIR
LOII Hall in Tirol (Krankenhaus) LOSM Mauterndorf
LL Israel LOIJ St Johann LOSS Schwarzach (Krankenhaus)
LLBG Tel Aviv (Ben Gurion) LOIK Kufstein (Langkampfen) LOSU Salzburg (UKH)
LLET Eilat LOIL Zams (OAMTC) LOWG Graz
LLHA Haifa LOIM Langkampfen-Au LOWI Innsbruck
LLOV Ovda LOIN Telfs (Feuerwehrschule) LOWK Klagenfurt
LLSD Tel Aviv (Sde Dov) LOIO Solden LOWL Linz
LOIP Ischgl (Idalpe) LOWS Salzburg
LL Jerusalem
LOIQ Feldkirch (Dr. Schenk) LOWW Vienna (Schwechat)
LLJR Jerusalem
LOIR Reutte (Hoefen) LOWZ Zell Am See
LM FIR/UIR LOIS Wattens (Fa. Swarovski) LOXA Aigen
LMMM Malta FIR LOIT St Johann in Tirol LOXI Schwaz (Schwaz MIL)
LMMM Malta UIR (Krankenhaus) LOXN Wiener Neustadt/West
LOIU Innsbruck (Landeskranken- LOXT Tulln (Langenlebarn)
LM Malta
haus/UNI Klinik) LOXZ Zeltweg
LMMG Gozo
LMML Malta (Luqa) LOIV Zams (St Vinzenz LP FIR/UIR
Krankenhaus) LPPC Lisbon FIR
LN Monaco LOIW Waidring LPPO Santa Maria Oceanic FIR
LNMC Monaco LOIX Bregenz (Landeskranken-
haus) LP Azores
LO FIR/UIR
LOIY Schruns (Sanatorium Dr. LPAZ Santa Maria
LOVV Vienna FIR
Schenk) LPCR Corvo
LO Austria LOIZ Schwaz (Krankenhaus) LPFL Flores
LOAA Ottenschlag Kaltenbach LPGR Graciosa
LOJK
LOAB Dobersberg LPHR Horta
LOJM Mayrhofen
LOAC Kittsee (Landeskrankenhaus) LPLA Lajes (Lajes AB)
LOJN Nenzing
LOAD Voltendorf LPPD Ponta Delgada (Joao Paulo II)
LOJO Innsbruck (Flugrettungszen-
LOAE Eisenstadt (Krankenhaus) LPPI Pico
trum OAMTC) LPSJ Sao Jorge
LOAF Baden (Krankenhaus) LOJP Karres
LOAG Krems (Langenlois) LOJT Tux (Madseit-Au) LP Portugal
LOAH Horn (Krankenhaus) LOJW Zurs-Lech am Arlberg (Fa. LPAR Alverca
LOAI Wiener Neustadt Wucher) LPBG Braganca
(Krankenhaus) LOJZ Ehrwald (Zugspitzarena) LPBJ Beja (Beja AB)
LOAJ Aspern (OAMTC) LOKA Klagenfurt (Landeskranken- LPBR Braga
LOAK Krems (Krankenhaus) haus) LPCH Chaves
LOAL Poechlarn (Poechlarn-Woerth) LOKB Bad Kleinkirchheim LPCO Coimbra
LOAM Wien (Wien-Meidling) LOKC Ferlach (Glock GmbH) LPCS Cascais
LOAN Wiener Neustadt/Ost LOKD Villach (Foderlach) LPEV Evora
LOAO Oberpullendorf LOKF Feldkirchen (Ossiacher See) LPFA Ferreira do Alentejo (Monte
(Landeskrankenhaus) LOKG Ferlach (Glainach) da Avioa)
LOAP Waidhofen/Ybbs LOKH Friesach (Hirt) LPFR Faro
(Krankenhaus) LOKI Wietersdorf LPIN Espinho
q$z
LOAQ Amstetten (Krankenhaus) LOKJ Lienz (Bezirkskrankenhaus) LPJF Leiria (Gandara dos Olivais)

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 WW-232 AIRPORT DIRECTORY 23 NOV 12
JEPPESEN NavData (ICAO) LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

LPLZ Lousa LSIK Interlaken (Interlaken LTBS Mugla (Dalaman)

LPMA Madeira Hospital) LTBT Manisa (Akhisar)
LPMI Mirandela LSMA Alpnach (Alpnach Mil) LTBU Tekirdag (Corlu)
LPMO Montargil (Morargil) LSMD Dubendorf LTBV Bodrum (Imsik)
LPMR Monte Real (Monte Real AB) LSME Emmen LTBW Istanbul (Hezarfen)
LPMT Montijo (Montijo AB) LSMF Mollis LTBX Istanbul (Samandira AB)
LPMU Mogadouro LSML Lodrino LTBY Eskisehir (Anadolu)
LPOV Ovar (Ovar AB) LSMM Meiringen (Meiringen Mil) LTBZ Zafer
LPPM Portimao LSMP Payerne LTCA Elazig
LPPN Proenca-a-Nova (Moitas) LSPA Amlikon LTCC Diyarbakir
LPPR Porto (Francisco Sa Carneiro) LSPF Schaffhausen LTCD Erzincan
LPPS Porto Santo LSPL Langenthal LTCE Erzurum
LPPT Lisbon LSPM Ambri LTCF Kars
LPSC Santa Cruz LSPN Triengen LTCG Trabzon
LPSE Seia LSPV Wangen-Lachen LTCI Van (Ferit Melen)
LPSO Ponte De Sor LSTO Motiers LTCJ Batman
LPSR Santarem (Cosme Pedrogao) LSTR Montricher LTCK Mus
LPST Sintra (Sintra AB) LSTS St. Stephan LTCL Siirt
LPTN Tancos (Tancos AB) LSTZ Zweisimmen LTCM Sinop
LPVL Vilar De Luz (Maia) LSXB Balzers/Fl LTCN Kahramanmaras
LPVR Vila Real LSXG Gsteigwiler LTCO Agri
LPVZ Viseu LSXL Lauterbrunnen LTCP Adiyaman
LSXU Untervaz LTCR Mardin
LQ FIR/UIR
LSXV San Vittore LTCS Sanliurfa (Gap)
LQSB Sarajevo FIR/UIR
LSZA Lugano LTCT Igdir
LQ Bosnia And Herzegovina LSZB Bern (Belp) LTDA Hatay
LQBI Bihac (Golubic) LSZC Buochs LTFA Izmir (Kaklic)
LQBK Banja Luka LSZE Bad Ragaz LTFB Izmir (Selcuk-Efes)
LQBZ Banja Luka (Zaluzani) LSZF Birrfeld LTFC Isparta (Suleyman Demirel)
LQJL Tuzla (Jegin Lug) LSZG Grenchen LTFD Balikesir (Koca Seyit)
LQLV Livno (Brda) LSZH Zurich LTFE Milas (Bodrum)
LQMO Mostar LSZI Fricktal-Schupfart LTFG Antalya (Gazipasa)
LQPD Prijedor (Urije) LSZJ Courtelary LTFH Samsun (Carsamba)
LQSA Sarajevo LSZK Speck-Fehraltorf LTFJ Istanbul (Sabiha Gokcen)
LQTZ Tuzla LSZL Locarno LTFK Gokceada
LQVI Visoko LSZN Hausen am Albis LTHA Ankara (Danismend)
LQVK Velika Kladusa LSZO Luzern-Beromunster LTHB Diyarbakir (Unal Erkan)
LSZP Biel-Kappelen
LR FIR/UIR LSZQ Bressaucourt LU FIR/UIR
LRBB Bucharest FIR LSZR St Gallen (Altenrhein) LUUU Chisinau FIR
LR Romania LSZS Samedan LU Moldova
LRAR Arad LSZT Lommis LUBL Balti (Balti Intl)
LRBC Bacau LSZU Buttwil
LUBM Marculesti (Marculesti Intl)
LRBM Baia Mare LSZV Sitterdorf
LUCH Cahul (Cahul Intl)
LRBS Bucharest (Baneasa-Aurel LSZW Thun
LUKK Chisinau (Chisinau Intl)
Vlaicu) LT FIR/UIR
LRCK Constanta (Mihail LTAA Ankara FIR LW FIR/UIR
Kogalniceanu-Constanta) LTBB Istanbul FIR LWSS Skopje FIR
LRCL Cluj-Napoca (Cluj Napoca) LW Macedonia, Former
LRCV Craiova LT Turkey
LTAB Ankara (Guvercinlik AB) Yugoslav Rep
LRIA Iasi LWOH Ohrid (St Paul the Apostle)
LROD Oradea LTAC Ankara (Esenboga)
LTAD Ankara (Etimesgut AB) LWSK Skopje (Alexander the Great)
LROP Bucharest (Henri Coanda)
LRSB Sibiu LTAE Ankara (Akinci AB) LX Gibraltar
LRSM Satu Mare LTAF Adana LXGB Gibraltar
LRSV Suceava (Stefan cel Mare) LTAG Adana (Incirlik AB)
LRTC Tulcea (Delta Dunarii) LTAH Afyon (Afyon AB) LY FIR/UIR
LRTM Targu Mures (Transilvania- LTAI Antalya LYBA Belgrade FIR/UIR
Targu Mures) LTAJ Gaziantep
LY Serbia-Montenegro
LRTR Timisoara (Traian Vuia) LTAK Iskenderun (Hatay)
LYBE Belgrade (Nikola Tesla)
LRTZ Tuzla LTAN Konya
LYBJ Beograd (Lisiciji Jarak)
LTAO Malatya (Tulga)
LS FIR/UIR LYBO Bor
LTAP Amasya (Merzifon)
LSAS Switzerland FIR/UIR LYBR Berane (Dolac)
LTAR Sivas (Nuri Demirag)
LYBT Belgrade (Batajnica)
LS Switzerland LTAS Zonguldak (Caycuma)
LYKA Kraljevo (Brege)
LSER Raron LTAT Malatya (Erhac)
LYKI Kikinda
LSEZ Zermatt LTAU Kayseri (Erkilet AB)
LYKS Krusevac (Kosirsko)
LSGB Bex LTAW Tokat
LYKT Kostolac
LSGC Les Eplatures LTAY Denizli (Cardak) LYKV Kraljevo (Ladevci)
LSGE Ecuvillens LTAZ Nevsehir (Kapadokya) LYLE Leskovac
LSGG Geneva LTBA Istanbul (Ataturk) LYNI Nis (Konstantin Veliki)
LSGK Saanen LTBF Balikesir (Merkez) LYNK Niksic (Kapino)
LSGL Lausanne (La Blecherette) LTBG Balikesir (Bandirma AB) LYNS Novi Sad (Cenej)
LSGN Neuchatel LTBH Canakkale (Canakkale AB) LYPA Pancevo
LSGP La Cote LTBI Eskisehir LYPG Podgorica
LSGR Reichenbach LTBJ Izmir (Adnan Menderes) LYPN Paracin (Davidovac)
LSGS Sion LTBK Izmir (Gaziemir AB) LYPO Podgorica (Cemovsko)
LSGT Gruyeres LTBL Izmir (Cigli AB) LYSD Smederevo (Radinac)
LSGY Yverdon-Les-Bains LTBN Kutahya (Kutahya AB) LYSM Sremska Mitrovica (Veliki
LSHI Bern (Insel Spital) LTBO Usak
Radinci)
LSHK Zurich (Zurich Children’s LTBP Yalova (Yalova AB)
LYSP Smederevska Palanka
Hospital) LTBQ Kocaeli (Cengiz Topel)
(Rudine)
q$z
LTBR Bursa (Yenisehir)

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 23 NOV 12 AIRPORT DIRECTORY WW-233
JEPPESEN NavData (ICAO) LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

LYSU Subotica MG Guatemala MMDO Durango (Durango Intl)

LYTR Trstenik MGCB Coban MMEP Tepic
LYTV Tivat MGGT Guatemala City (La Aurora MMES Ensenada (Gen Div P A A L
LYUZ Uzice (Ponikve) Intl) Salinas Carranza)
LYVA Valjevo (Divci) MGMM Flores (Mundo Maya Intl) MMGL Guadalajara (Don Miguel
LYVR Vrsac MGPB Puerto Barrios Hidalgo Intl)
LYZR Zrenjanin (Ecka) MGPP Poptun MMGM Guaymas (Gen Jose Ma
MGRT Retalhuleu Yanez Intl)
LZ FIR/UIR
LZBB Bratislava FIR MGSJ Puerto San Jose (San Jose) MMGR Guerrero Negro
MH FIR/UIR MMHC Tehuacan
LZ Slovakia MMHO Hermosillo (Gen Ignacio
LZDB Dubnica MHTG Central American FIR/UIR
Pesqueira Garcia)
LZDV Dubova MH Honduras MMIA Colima
LZIB Bratislava (M.R. Stefanik) MHCA Catacamas MMIM Isla Mujeres
LZJS Jasna MHIC Islas Del Cisne I. (Islas Del MMIO Saltillo (Plan De Guadalupe
LZKS Kralova pri Senci (Kralova) Cisne) Intl)
LZKZ Kosice MHLC La Ceiba (Goloson Intl) MMJA Jalapa (Lencero)
LZMA Martin MHLE La Esperanza
Malacky MMJC Atizapan de Zaragoza
LZMC MHLM San Pedro Sula (Ramon
LZNI Nitra MMLC Lazaro Cardenas
Villeda Morales Intl) MMLM Los Mochis (Valle Del Fuerte
LZNZ Nove Zamky
MHPL Puerto Lempira International)
LZPE Prievidza
MHRO Roatan (Juan Manuel Galvez MMLO Leon (De Guanajuato Intl)
LZPP Piestany
LZPT Male Bielice Intl) MMLP La Paz (Gen Manuel Marquez
LZPW Presov MHSC Comayagua (Coronel Enrique De Leon)
LZSK Svidnik Soto Cano AB) MMLT Loreto (Loreto Intl)
LZSL Sliac MHTE Tela MMMA Matamoros (Gen Servando
LZSV Spisska Nova Ves MHTG Tegucigalpa (Toncontin Intl) Canales Intl)
LZTN Trencin MK FIR/UIR MMMD Merida (Lic Manuel
LZTT Poprad (Tatry) MKJK Kingston FIR Crescencio Rejon Intl)
LZZI Zilina MMML Mexicali (Gen Rodolfo
MK Jamaica Sanchez Taboada Intl)
MB Caicos Is MKBS Ocho Rios (Ian Fleming Intl)
MBAC Ambergris Cay (Ambergris MMMM Morelia (Gen Francisco J
MKJP Kingston (Norman Manley Intl) Mujica Intl)
Cay Intl) MKJS Montego Bay (Sangster Intl)
MBMC Middle Caicos (Conch Bar) MMMT Minatitlan (Minatitlan Intl)
MKKJ Port Antonio, Jamaica (Ken MMMV Monclova (Monclova Intl)
MBNC North Caicos (North Caicos
Jones) MMMX Mexico City (Benito Juarez
Intl) MKNG Negril
MBPI Pine Cay I. (Pine Cay) Intl)
MKTP Kingston (Tinson Pen) MMMY Monterrey (Gen Mariano
MBPV Providenciales I.
(Providenciales Intl) MM FIR/UIR Escobedo Intl)
MBSC South Caicos (South Caicos MMEX Mexico FIR/UIR MMMZ Mazatlan (Gen Rafael Buelna
Intl) MMFO Mazatlan Oceanic FIR/UIR Intl)
MMFR Mexico FIR MMNG Nogales (Nogales Intl)
MB Turks Is MMID Merida FIR/UIR MMNL Nuevo Laredo (Quetzalcoatl
MBGT Grand Turk I. (Jags McCartney MMTY Monterrey FIR/UIR Intl)
Intl) MMZT Mazatlan FIR/UIR MMOX Oaxaca (Xoxocotlan Intl)
MBSY Salt Cay MMPA Poza Rica (Tajin)
MM Mexico MMPB Puebla (Hermanos Serdan
MD FIR/UIR MMAA Acapulco (Gen Juan N Alvarez
MDCS Santo Domingo FIR Intl)
Intl)
MMPC Pachuca (Ing Juan Guillermo
MDCS Santo Domingo UIR MMAG Apatzingan (Pablo L Sidar)
Villasana)
MMAL Agualeguas
MD Dominican Republic MMPE Puerto Penasco (Del Mar de
MMAN Monterrey (Del Norte Intl)
MDAB Arroyo Barril (Arroyo Barril Cortes Intl)
MMAS Aguascalientes (Jesus Teran
Intl) MMPG Piedras Negras (Piedras
Intl)
MDAN Angelina Negras Intl)
MMBT Bahias De Huatulco (Bahias
MDBC La Romana (Batey Cacata) MMPL Punta Colorada
MDBH De Huatulco Intl)
Barahona (Maria Montez Intl) MMPN Uruapan (Lic and Gen Ignacio
MMCB Cuernavaca (Gen Mariano
MDCR Cabo Rojo Lopez Rayon)
MDCY Samana (El Catey Intl) Matamoros)
MMPQ Palenque (Palenque Intl)
MDCZ Constanza MMCC Ciudad Acuna (Ciudad Acuna
MMPR Puerto Vallarta (Lic Gustavo
MDDJ Dajabon Intl)
Diaz Ordaz Intl)
MDJB Higuero (El Higuero Intl) MMCE Ciudad Del Carmen (Ciudad
MMPS Puerto Escondido (Puerto
MDLL San Pedro de Macoris (Los Del Carmen Intl)
Escondido Intl)
Llanos de Sabanatosa) MMCG Nuevo Casas Grandes
MMPT Puerto Cortes
MDLR La Romana (Casa De Campo MMCL Culiacan (Culiacan Intl)
MMQT Queretaro (Queretaro Intl)
Intl) MMCM Chetumal (Chetumal Intl)
MMRX Reynosa (Gen Lucio Blanco
MDMA La Romana (Magdalena MMCN Ciudad Obregon (Ciudad
Intl)
Cuya) Obregon Intl)
MMSB San Blas
MDMC Monte Cristi MMCO Comitan (Comitan (Copalar)) MMSD San Jose Del Cabo (Los
MDPC Higuey (Punta Cana Intl) MMCP Campeche (Alberto Acuna
Cabos Intl)
MDPO El Portillo Ongay) MMSF San Felipe (San Felipe Intl)
MDPP Puerto Plata (Gregorio MMCS Ciudad Juarez (Abraham MMSL Cabo San Lucas (Cabo San
Luperon Intl) Gonzalez Intl) Lucas Intl)
MDSD Santo Domingo (Las Americas MMCT Chichen-Itza (Chichen-Itza MMSP San Luis Potosi (Ponciano
Intl) Intl) Arriaga Intl)
MDSI San Isidro (San Isidro AB) MMCU Chihuahua (Gen Div P A MMTB Teran (Gral de Div P A Angel
MDSP Cueva De Las Maravillas (La Roberto Fierro Villalobos Intl) H Corzo Molina)
Romana) MMCV Ciudad Victoria (Gen Pedro MMTC Torreon (Torreon Intl)
MDST Santiago (Cibao Intl) Jose Mendez Intl) MMTG Tuxtla Gutierrez (Angel Albino
MMCY Celaya Corzo)
MMCZ Cozumel (Cozumel Intl)
MMDA Ciudad Constitucion
q$z

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 WW-234 AIRPORT DIRECTORY 23 NOV 12
JEPPESEN NavData (ICAO) LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

MMTJ Tijuana (Gen Abelardo L MRNC Nicoya MW Cayman Is

Rodriguez Intl) MRNS Nosara MWCB Cayman Brac (Gerrard-Smith
MMTM Tampico (Gen Francisco MROC San Jose (Juan Santamaria Intl)
Javier Mina Intl) Intl) MWCR Grand Cayman (Roberts Intl)
MMTN Tamuin MRPA Palo Arco
MMTO Toluca (Lic Adolfo Lopez MRPJ Puntarenas (Puerto Jimenez) MY FIR/UIR
MRPM Palmar Sur MYNA Nassau FIR
Mateos Intl)
MMTP Tapachula (Tapachula Intl) MRPV San Jose (Tobias Bolanos Intl) MY Bahamas
MMTU Tulum (Estacion Aeronaval) MRQA Florencia De San Carlos MYAB Andros I (Clarence A Bain)
MMUN Cancun (Cancun Intl) (Quebrada Azul) MYAF Andros I (Fresh Creek)
MMVA Villahermosa (C P A Carlos MRQP La Managua MYAK Andros I (Congo Town)
Rovirosa Intl) MRSA San Alberto MYAM Abaco I (Marsh Harbour Intl)
MMVR Veracruz (Gen Heriberto Jara MRSG Santa Clara De Guapiles MYAN Andros I (San Andros)
Intl) MRSI Perez Zeledon (San Isidro Del MYAO Abaco I (Moore’s I)
MMZC Zacatecas (Gen Leobardo C General) MYAP Acklins I (Spring Point)
Ruiz Intl) MRSO Santa Maria De Guacimo MYAS Abaco I (Sandy Point)
MMZH Ixtapa-Zihuatanejo MRSV San Vito De Jaba MYAT Abaco I (Treasure Cay)
(Ixtapa-Zihuatanejo Intl) MRSX Sixaola MYBC Chub Cay (Chub Cay Intl)
MMZM Zamora MRTM Santa Cruz (Tamarindo De MYBG Berry I (Great Harbour)
MMZO Manzanillo (Playa De Oro Intl) Santa Cruz) MYBS Bimini I (South Bimini)
MRTR Nicoya (Tambor) MYCA Cat Island (Arthur’s Town)
MN Nicaragua MRUP Upala MYCB Cat Island (New Bight)
MNBL Bluefields MYCI Crooked I (Colonel Hill)
MNBR Los Brasiles MS El Salvador
MSCR La Carrera MYCP Crooked Island (Pittstown
MNBZ Bonanza
MSLP San Salvador (El Salvador Point)
MNCH Chinandega
Intl) MYEF Exuma (Exuma Intl)
MNCI Corn Island
MNLN Leon MSPP El Papalon MYEH Eleuthera (North Eleuthera)
MNMG Managua (Augusto Cesar MSSS San Salvador (Ilopango Intl) MYEM Eleuthera I (Governors
Sandino Intl) Harbour)
MT FIR/UIR MYER Rock Sound
MNMR Montelimar MTEG Port-Au-Prince FIR/UIR
MNNG N. Guinea MYES Staniel Cay
MNPC Puerto Cabezas MT Haiti MYGF Freeport (Grand Bahama Intl)
MNRT Rosita MTCH Cap Haitien (Cap Haitien Intl) MYIG Great Inagua I (Inagua)
MNSC Rio San Juan (San Carlos) MTJA Jacmel MYLD Long I (Deadmans Cay)
MNSI Siuna MTJE Jeremie MYLS Long I (Stella Maris)
MNWP Waspan MTPP Port-Au-Prince (Toussaint MYMM Mayaguana I (Mayaguana)
Louverture Intl) MYNN Nassau (Lynden Pindling Intl)
MP FIR/UIR MYRD Ragged Island (Duncan Town)
MTPX Port De Paix
MPZL Panama FIR/UIR MYRP Rum Cay (New Port Nelson)
MU FIR/UIR MYSM San Salvador (San Salvador
MP Panama
MUFH Havana FIR/UIR Intl)
MPBO Bocas Del Toro (Bocas Del
Toro Intl) MU Cuba MZ Belize
MPCE Chitre (Cap Alonso MUBA Baracoa (Gustavo Rizo) MZBZ Belize City (Philip S W
Valderrama) MUBR Cayo Las Brujas (Las Brujas) Goldson Intl)
MPCH Changuinola (Cap. Manuel MUBY Bayamo (Carlos M de
Nino Intl) Cespedes) NC Cook Is
MPDA David (Enrique Malek Intl) MUCA Ciego De Avila (Maximo NCAI Aitutaki (Avarua)
MPEJ Colon (Enrique Adolfo Gomez) NCAT Atiu, Cook Is (Enua)
Jimenez) MUCC Cayo Coco (Jardines del Rey NCMG Mangaia/Auau, Cook Is
MPJE Jaque Intl) (Mangaia)
MPMG Panama City (Marcos A MUCF Cienfuegos (Jaime Gonzalez) NCMH Manihiki
Gelabert Intl) MUCL Cayo Largo Del Sur (Vilo NCMK Mauke (Akatoka Manava)
MPPA Balboa (Panama Pacifico) Acuna Intl) NCMR Nitiaro/Nukuroa, Cook Is
MPRH Rio Hato (Cap Scarlet MUCM Camaguey (Ignacio (Mitiaro)
Martinez) Agramonte Intl) NCPK Pukapuka
MPSA Santiago (Ruben Cantu) MUCU Santiago De Cuba (Antonio NCPY Penrhyn Island (Tongareva)
MPTO Panama City (Tocumen Intl) Maceo Intl) NCRG Rarotonga I (Rarotonga Intl)
MPWN Wannukandi MUGM Guantanamo Bay NF FIR/UIR
MR Costa Rica (Guantanamo Bay NAS) NFFF Nadi FIR FIR
MRAN Arenal (La Fortuna) MUGT Guantanamo (Mariana
Grajales) NF Fiji Is
MRBA Buenos Aires (Buenos Aires NFCI Cicia
De Osa) MUGV Guardalavaca
MUHA Havana (Jose Marti Intl) NFFN Nadi (Nadi Intl)
MRBC Pococi (Barra Del Colorado) NFKD Kadavu, Fiji Is (Namalata)
MRBP Pococi (Barra De Parismina) MUHG Holguin (Frank Pais Intl)
MUKW Varadero (Kawama) NFNA Nausori (Nausori Intl)
MRBT Pococi (Barra De Tortuguero) NFNH Laucala
MRCH Chacarita MULM Pinar Del Rio (La Coloma)
MUMO MOA (Orestes Acosta) NFNL Labasa
MRCJ San Isidro (Cajuela) NFNM Matei
MRCR Carrillo MUMZ Manzanillo (Sierra Maestra)
NFNR Rotuma
MRDK Puntarenas (Drake) MUNG Nueva Gerona (Rafael
MRDO Dieciocho Cabrera) NF Tonga
MREC El Carmen MUPB Caimito (Playa Baracoa) NFTF Nuku’Alofa (Fua’Amotu Intl)
MRGF Golfito MUSC Santa Clara (Abel Santamaria) NFTL Ha’Apai-Lifuka Island
MRGP Guapiles MUSL Santa Lucia (Joaquin De (Ha’Apai-Lifuka)
MRIA Nandayure (Islita) Aguero) NFTO Niuafo’ou
MRLB Liberia (Daniel Oduber Quiros MUSN Isla De La Juventud NFTP Niuatoputapu
Intl) (Siguanea) NFTV Vava’u
MRLC Los Chiles MUTD Trinidad (Alberto Delgado) Kiribati
NG
MRLE Puntarenas (Laurel) MUVR Varadero (Juan G. Gomez Intl) NGTA Tarawa I (Bonriki Intl)
MRLF La Flor MUVT Las Tunas (Hermanos NGTU Butaritari
MRLM Puerto Limon (Limon Intl) Ameijeiras)
q$z

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 23 NOV 12 AIRPORT DIRECTORY WW-235
JEPPESEN NavData (ICAO) LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

NG Tuvalu NWWE Des Pins Is. (Moue) NZMO Manapouri (Te

NGFU Funafuti (Funafuti Intl) NWWK Koumac Anau/Manapouri)
NWWL Lifou (Ouanaham) NZMR Murchison
NI Niue NWWM Noumea (Magenta) Masterton
NZMS
NIUE Niue Island (Niue Intl) NWWR Mare (La Roche Aero) NZMX Maari
NL Wallis Is NWWU Touho NZNE North Shore
NLWF Futuna I (Point Vele) NWWV Ouvea (Ouloup) NZNP New Plymouth
NLWW Uvea I (Hihifo) NWWW Noumea (Tontouta) NZNR Napier
NZNS Nelson
NS American Samoa NY Myanmar NZNV Invercargill
NSTU Pago Pago (Pago Pago Intl) NYAN Myanmar (Nyandoon) NZOA Omarama
NZ FIR/UIR NZOH Ohakea (Ohakea (Military))
NS Samoa
NSFA Apia (Faleolo Intl) NZZC New Zealand FIR NZOM Blenheim (Omaka)
NSFI Fagali NZZO Auckland Oceanic FIR NZOP Opotiki
NZOU Oamaru
NT FIR/UIR NZ Antarctica (Aus, NZ) NZOX Okiwi (Okiwi Station)
NTTT Tahiti Oceanic FIR NZIR McMurdo Station (Ice Runway NZPA Paihia
Complex) NZPI Parakai
NT French Pacific Overseas NZPG McMurdo (Pegasus Field) NZPM Palmerston North
Terr. NZSP South Pole Station (Jack F. NZPP Paraparaumu
NTAA Tahiti I (Faaa) Paulus Skiway) NZQN Queenstown
NTAM Rimatara NZTB Terra Nova Bay (Terra Nova NZRA Raglan
NTAR Rurutu Austral Is (Rurutu) NZRI Rangitata I
Bay Skiway)
NTAT Mataura (Tubuai) NZRO Rotorua
NTAV Raivavae, Austral Is NZ New Zealand NZRT Rangiora
(Raivavae) NZAA Auckland (Auckland Intl) NZRU Waiouru
NTGA Anaa I (Anaa) NZAG Matarangi NZSD Stratford
NTGB Fangatau I. (Fangatau) NZAP Taupo NZSL Springhill
NTGC Tikehau NZAR Auckland (Ardmore) NZTG Tauranga
NTGD Apataki NZAS Ashburton NZTH Thames
NTGE Reao I. (Reao I) NZBA Balclutha NZTI Taieri
NTGF Fakarava NZCH Christchurch (Christchurch NZTK Takaka
NTGH Hikueru Intl) NZTM Taumarunui
NTGI Manihi NZCI Chatham Is (Chatham NZTN Turangi
NTGJ Totegegie I (Totegegie) Is/Tuuta) NZTO Tokoroa
NTGK Kaukura NZCM McMurdo Station (Williams NZTQ Te Kuiti (Te Kuiti Hospital)
NTGM Makemo Island (Makemo) Field) NZTT Te Kuiti
NTGN Napuka Island (Napuka) NZCW Cromwell NZTU Timaru
NTGO Tatakoto NZCX Coromandel NZUA Maui A
NTGP Puka Puka NZDA Dargaville NZUB Maui B
NTGQ Pukarua NZDN Dunedin NZUK Pukaki
NTGR Aratika (Aratika-Perles) NZDV Dannevirke NZUN Pauanui Beach
NTGT Takapoto (Takapoto Aero) NZFI Feilding NZWB Blenheim (Woodbourne
NTGU Arutua NZFP Foxpine (Military))
NTGV Mataiva NZGB Great Barrier NZWF Wanaka
NTGW Nukutavake NZGC Gore NZWJ Wellsford
NTGY Tureia NZGM Greymouth NZWK Whakatane
NTKA Kauehi NZGR Great Mercury Island NZWL West Melton
NTKF Faaite NZGS Gisborne NZWM Waimate
NTKH Fakahina NZGT Glentanner NZWN Wellington (Wellington Intl)
NTKK Pointe Pakakuru (Aratika NZGY Glenorchy NZWO Wairoa
Nord) NZHA Hawera NZWP Auckland (Whenuapai
NTKM Takume NZHK Hokitika (Military))
NTKN Niau NZHN Hamilton NZWR Whangarei
NTKO Raroia NZHR Hanmer Springs NZWS Westport
NTKR Takaroa NZHS Hastings NZWT Whitianga
NTKT Katiu NZJE Dargaville (Dargaville NZWU Wanganui
NTMD Nuku-Hiva Hospital) NZWV Waihi Beach
NTMN Hiva Oa I (Atuona) NZXX Queenstown
NZJI Kawakawa (Bay Of Islands
NTMP Ua Pou NZYP Waipukurau
Hospital)
NTMU Marquesas Is (Ua-Huka)
NZJK Kaitaia (Kaitaia Hospital) OA FIR/UIR
NTTB Bora Bora I (Motu Mute)
NTTE Tetiaroa NZJQ New Plymouth (Taranaki Base OAKX Kabul FIR
NTTG Rangiroa Hospital)
NZJT Taumarunui (Taumarunui OA Afghanistan
NTTH Huahine I (Fare) OACC Chakhcharan
NTTM Moorea Island (Temae) Hospital)
NZJW Rawene (Rawene Hospital) OAFR Farah
NTTO Hao I (Hao) OAFZ Feyzabad
NTTP Maupiti NZJX Tokoroa (Tokoroa Hospital)
OAHR Herat
NTTR Raiatea I (Uturoa) NZKF Kaipara Flats
OAIX Bagram
NTUU Tupai NZKI Kaikoura
NZKK Kerikeri OAJL Jalalabad
NTUV Vahitahi OAKB Kabul (Kabul Intl)
NZKM Karamea
NT Tuamotu Is NZKO Kaikohe OAKN Kandahar
NTHE Ahe I (Ahe) NZKT Kaitaia OAKS Khost/Chapman
NZKU Kupe OAMN Maimana
NV Vanuatu NZLE Lake Station/Nelson Lakes OAMS Mazar-e Sharif
NVSE Emae (Sangafa) NZLX Alexandra OAQN Qala-I-Naw
NVSS Santo (Santo/Pekoa) NZMA Matamata OASA Sharana (Sharona)
NVVV Port Vila (Bauerfield) NZMB Mechanics Bay OASD Shindand
NVVW Tanna (White Grass) NZMC Mount Cook OASH Shank
NZME Mercer OASL Salerno
NW New Caledonia OATN Tereen (Tarin Kowt)
NWWA Tiga NZMF Milford Sound
NZMG Mangonui OAUZ Kunduz
NWWC Art I. (Wala) OAZI Bastion
NWWD Kone NZMK Motueka
q$z

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 WW-236 AIRPORT DIRECTORY 23 NOV 12
JEPPESEN NavData (ICAO) LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

OB FIR/UIR OIAW Ahwaz OJ Jordan

OBBB Bahrain FIR/UIR OIBA Abumusa Island (Abumusa) OJAI Amman (Queen Alia Intl)
OIBB Bushehr OJAM Amman (Marka Intl)
OB Bahrain OIBH Bahregan OJAQ Aqaba (King Hussein Intl)
OBBI Bahrain (Bahrain Intl) Asaloyeh
OIBI
OBBS Bahrain (Isa AB) OIBJ Jam OK FIR/UIR
OBKH Bahrain (Sakhir AB) OIBK Kish Island (Kish) OKAC Kuwait FIR
OE FIR/UIR OIBL Bandar Lengeh OK Kuwait
OEJD Jeddah FIR OIBP Persian Gulf (Khalije-Fars) OKAS Ali Al Salem (Ali Al Salem AB)
OIBQ Khark Island (Khark) OKBK Kuwait (Kuwait Intl)
OE Saudi Arabia OIBS Sirri Island (Sirri) OKDI Udairi (Camp Udairi)
OEAB Abha OIBV Lavan Island (Lavan)
OEAD Aradah OICC Kermanshah (Shahid Ashrafi OL FIR/UIR
OEAH Al Ahsa Esfahani) OLBB Beirut FIR
OEAO Al Ula (Prince Abdulmajeed OICI Ilam
bin Abdulaziz) OL Lebanon
OICK Khoram Abad OLBA Beirut (Rafic Hariri Intl)
OEBA Al Baha OICS Sanandaj
OEBH Bisha OLKA Kleyate (Rene Mouawad AB)
OIFE Esfahan (Hesa) OLRA Rayak (Rayak AB)
OEBN Thablotin OIFH Esfahan (Shahid Vatan Pour
OEBQ Abqaiq OM FIR/UIR
AB)
OEBT Batha OMAE Emirates FIR
OIFK Kashan
OEDF Dammam (King Fahd Intl) OMAE Emirates UIR
OIFM Esfahan (Shahid Beheshti Intl)
OEDM Al Dawadmi (Prince Salman
OIFP Esfahan (Badr AB) OM United Arab Emirates
Bin Abdulaziz)
OIFS Shahre Kord OMAA Abu Dhabi (Abu Dhabi Intl)
OEDR Dhahran (King Abdulaziz AB) OIGG Rasht (Sardar-E-Jangal)
OEGN Jazan (King Abdullah Bin OMAB Buhasa
OIHH Hamadan OMAD Abu Dhabi (Al Bateen
Abdulaziz) OIHR Arak
OEGS Gassim Executive)
OIHS Hamadan (Nogeh)
OEGT Guriat OMAF Futaysi
OIIA Ghazvin (Azadi) OMAH Al Hamra
OEHL Hail OIIC Kushke Nosrat
OEHR Harad OMAJ Jebel Dhana
OIID Tehran (Doshan Tappeh AB) OMAL Al Ain (Al Ain Intl)
OEHW Hawtah OIIE Tehran (Imam Khomaini Intl)
OEJB Jubail OMAQ Qarnayn
OIIF Karaj (Fath) OMAR Arzanah
OEJF Jeddah (King Faisal Navy
OIII Tehran (Mehrabad Intl) OMAS Das Island
Base) OIIK Ghazvin
OEJN Jeddah (King Abdulaziz Intl) OMAY Yaset Ali
OIIP Karaj (Payam) OMAZ Zirku
OEKK King Khaled Military City OIKB Bandar Abbass (Bandar
OEKM Khamis Mushait (King Khaled OMBT Abu Alabyad
Abbass Intl) OMBY Sir Bani Yas
AB) OIKJ Jiroft
OEKN Khurais OMDB Dubai (Dubai Intl)
OIKK Kerman OMDL Delma
OEMA Madinah (Pr Mohammad Bin OIKM Bam OMDM Minhad
Abdulaziz Intl) OIKP Bandar Abbass (Havadarya) OMDW Dubai (Al Maktoum Intl)
OENG Nejran OIKQ Gheshm Island (Dayrestan) OMFJ Fujairah (Fujairah Intl)
OENR Nariya OIKR Rafsanjan OMLW Liwa (Liwa AB)
OEPA Qaisumah (Hafr Al-Batin) OIKY Sirjan OMQF Al Qaffy
OEPC Pump Station 3 OIMB Birjand OMQS Qseewrah
OEPF Pump Station 6 OIMC Sarakhs OMRK Ras Al Khaimah (Ras Al
OEPI Pump Station 9 OIMJ Shahroud Khaimah Intl)
OEPJ Pump Station 10 OIMM Mashhad (Shahid Hashemi OMRM Ras Khumays
OEPS Al Kharj (Prince Sultan AB) Nejad Intl) OMRS Al Saqr Field
OERB Rabigh OIMN Bojnord OMSJ Sharjah (Sharjah Intl)
OERF Rafha OIMS Sabzevar OMUQ Umm Al Quwain
OERK Riyadh (King Khaled Intl) OIMT Tabas OMYY Yaset Al Safli
OERM Ras Mishab OINE Kalaleh
OERR Arar OING Gorgan OO FIR/UIR
OERT Ras Tanura OINN Noshahr OOMM Muscat FIR
OERY Riyadh (Riyadh AB) OINR Ramsar
OESB Shaybah OO Oman
OINZ Sari (Dasht-E-Naz) Adam
OESH Sharurah OOAD
OISF Fasa Fahud
OESK Al Jouf OOFD
OISJ Jahrom
OEST Shabitah OOGB Qarn Alam
OISL Lar OOIZ Izki (Izki AB)
OETB Tabuk (Sultan Bin Abdulaziz) OISR Lamerd
OETF Taif OOJA Ja’aluni
OISS Shiraz (Shahid Dastghaib Intl) Khasab
OETN Ras Tanajib OOKB
OISY Yasouj OOMA Masirah (Masirah Island)
OETR Turaif OITK Khoy
OEUD Udhailiyah OOMK Mukhaizna
OITL Ardabil OOMS Muscat (Muscat Intl)
OEWD Wadi Al Dawasir OITM Maragheh (Sahand)
OEWJ Wejh OOMX Marmul
OITP Parsabade Moghan OOSA Salalah
OEYN Yenbo (Prince Abdul Mohsin OITR Uromiyeh OOTH Thumrait (Thumrait AB)
bin Abdul Aziz) OITT Tabriz (Tabriz Intl)
OEZL Zulfi OITZ Zanjan OP FIR/UIR
OIYY Yazd (Shahid Sadooghi) OPKR Karachi FIR
OI FIR/UIR
OIZB Zabol OPLR Lahore FIR
OIIX Tehran FIR
OIZC Chah Bahar (Konarak)
OP Pakistan
OI Iran OIZH Zahedan (Zahedan Intl)
OPBN Bannu
OIAA Abadan OIZI Iran Shahr OPBW Bahawalpur (Bahawalpur Intl)
OIAD Dezful (Dezful AB) OIZS Saravan
OPCH Chitral
OIAG Aghajari
OJ FIR/UIR OPDB Dalbandin
OIAH Gachsaran
OJAC Amman FIR OPDG Dera Ghazi Khan (Dera Ghazi
OIAI Masjed Soleiman (Shahid
Khan Intl)
Asyaee)
OPDI Dera Ismail Khan
OIAJ Omidiyeh (Omidiyeh AB)
OPFA Faisalabad (Faisalabad Intl)
q$z
OIAM Bandar Mahshahr (Mahshahr)

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 23 NOV 12 AIRPORT DIRECTORY WW-237
JEPPESEN NavData (ICAO) LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

OPGD Gwadar (Gwadar Intl) PA FIR/UIR PAIG Igiugig

OPGT Gilgit PAZA Anchorage FIR PAII Egegik
OPJA Jacobabad PAZA Anchorage Oceanic FIR PAIK Kiana (Baker Meml)
OPJI Jiwani PAZA Anchorage Arctic FIR/UIR PAIL Iliamna
OPKC Karachi (Jinnah Intl) PAZA Anchorage UIR PAIM Utopia Creek (Indian Mountain
OPKD Hyderabad LRRS)
OPKH Khuzdar PA United States PAIN McKinley Park (Mc Kinley Natl
OPLA Lahore (Allama Iqbal Intl) PAAK Atka
Park)
OPMF Muzaffarabad PAAL Cold Bay (Port Moller)
PAIW Wales
OPMJ Moenjodaro PAAQ Palmer (Palmer Mun)
PAJC Chignik
OPMT Multan (Multan Intl) PABA Barter I Lrrs
PAJN Juneau (Juneau Intl)
OPNH Nawabshah PABE Bethel
PABG Beluga PAJZ Koliganek
OPOR Ormara PAKA Tatitlek
OPPC Parachinar PABI Delta Junction/Ft Greely (Allen
PAKD Kodiak (Kodiak Mun)
OPPG Panjgur AAF)
PAKF False Pass
OPPI Pasni PABL Buckland PAKH Akhiok
OPPS Peshawar (Bacha Khan Intl) PABM Big Mountain PAKI Kipnuk
OPQT Quetta (Samungli Intl) PABP Deadhorse (Badami) PAKK Koyuk (Koyuk Alfred Adams)
OPRK Rahim Yar Khan (Sheikh PABR Barrow (Wiley Post-Will PAKL Kulik Lake
Zayed Intl) Rogers Meml) PAKN King Salmon
OPRN Islamabad (Benazir Bhutto PABT Bettles PAKO Nikolski (Nikolski AS)
PABU Kaktovik (Bullen Point Air PAKP Anaktuvuk Pass
Intl)
OPRT Rawalakot Force Station) PAKT Ketchikan (Ketchikan Intl)
OPSD Skardu PABV Birchwood PAKU Kuparuk (Ugnu-Kuparuk)
OPSK Sukkur (Begum Nusrat Bhutto) PACD Cold Bay PAKV Kaltag
OPSS Saidu Sharif PACE Central PAKW Klawock
OPST Sialkot (Sialkot Intl) PACH Chuathbaluk PAKY Karluk
OPTU Turbat (Turbat Intl) PACI Chalkyitsik PALB Larsen Bay
OPZB Zhob PACK Chefornak PALG Kalskag
PACL Clear PALH Anchorage (Lake Hood
OR FIR/UIR PACM Scammon Bay Seaplane)
ORBB Baghdad FIR PACR Circle (Circle City (New)) PALP Deadhorse (Alpine Airstrip)
PACS Cape Sarichef PALR Chandalar Lake
OR Iraq
PACV Cordova (Cordova-Smith) PALU Cape Lisburne (Cape Lisburne
ORBI Baghdad (Baghdad Intl) PACX Coldfoot
ORBM Mosul Lrrs)
PACY Yakataga PAMB Manokotak
ORER Erbil (Erbil Intl) PACZ Cape Romanzof (Cape
ORKK Kirkuk PAMC McGrath
Romanzof Lrrs) PAMD Middleton I
ORMM Basrah (Basrah Intl)
PADE Deering PAMH Minchumina
ORNI Al Najaf (Al-Ashraf Intl)
PADG Red Dog PAMK St. Michael
ORSU Sulaymaniyah (Sulaymaniyah
PADK Adak I (Adak) PAML Manley Hot Springs
Intl)
PADL Dillingham PAMO Mountain Village
OS FIR/UIR PADM Marshall (Marshall Don Hunter PAMR Anchorage (Merrill)
OSTT Damascus FIR Sr) PAMY Mekoryuk
PADQ Kodiak PANA Napakiak
OS Syria PADU Unalaska PANC Anchorage (Stevens
OSAP Aleppo (Aleppo Intl) PADY Kongiganak Anchorage Intl)
OSDI Damascus (Damascus Intl) PAED Anchorage (Elmendorf AFB) PANI Aniak
OSDZ Deir Zzor PAEE Eek PANN Nenana (Nenana Mun)
OSKL Kamishly PAEG Eagle PANO Nondalton
OSLK Latakia (Bassel Al-Assad Intl) PAEH Cape Newenham (Cape PANT Annette I
OSPR Palmyra Newenham Lrrs) PANU Nulato
OT Qatar PAEI Fairbanks (Eielson AFB) PANV Anvik
OTBD Doha (Doha Intl) PAEM Emmonak PANW New Stuyahok
OTBH Al-Udeid (Al Udeid AB) PAEN Kenai (Kenai Mun) PAOB Kobuk
OTBK Al Khor PAEW Newtok PAOC Portage Creek
OTHH Doha (Hamad Intl) PAFA Fairbanks (Fairbanks Intl) PAOH Hoonah
OTWJ Al Wajba Palace (Al Wajba PAFB Ft Wainwright (Ladd AAF) PAOM Nome
Palace Helipad) PAFE Kake PAOO Toksook Bay
PAFL Farewell Lake (Tin Creek) PAOR Northway
OY FIR/UIR PAFM Ambler PAOT Kotzebue (Ralph Wien Meml)
OYSC Sanaa FIR PAFR Fort Richardson (Anchorage) PAOU Nelson Lagoon
(Bryant AAF) PAPB St George
OY Yemen
PAFS Nikolai PAPC Port Clarence (Port Clarence
OYAA Aden (Aden Intl)
PAFW Farewell CGS)
OYAT Ataq
PAGA Galena (Pitka) PAPE Perryville
OYBD Al-Bayda
PAGB Galbraith Lake PAPG Petersburg (Johnson
OYBN Beihan Kwigillingok
PAGG Petersburg)
OYBQ Al-Bough
PAGH Shungnak PAPH Port Heiden
OYBS Abbs
PAGK Gulkana PAPK Napaskiak
OYGD Al-Ghaidah (Al-Ghaidah Intl)
PAGL Golovin PAPM Platinum
OYHD Hodeidah (Hodeidah Intl)
PAGM Gambell PAPN Pilot Point
OYKM Kamaran PAGN Angoon (Angoon Seaplane)
OYMB Marib PAPO Point Hope
PAGQ Big Lake PAPR Prospect Creek
OYMS Mukeiras
PAGS Gustavus PAQH Quinhagak
OYQN Qishn
PAGY Skagway PAQT Nuiqsut
OYRN Mukalla (Mukalla Intl)
PAHC Holy Cross PARC Arctic Village
OYSH Saadah
OYSN Sanaa (Sanaa Intl) PAHL Huslia PARS Russian Mission
PAHN Haines PARY Ruby
OYSQ Moori (Socotra Intl)
PAHO Homer PASA Savoonga
OYSY Sayun (Sayun Intl) PAHP Hooper Bay
OYTZ Taiz (Taiz Intl) PASC Deadhorse
PAHU Hughes PASD Sand Point
OYZM Al-Hazm PAHX Shageluk
q$z
PASH Shishmaref

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 WW-238 AIRPORT DIRECTORY 23 NOV 12
JEPPESEN NavData (ICAO) LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

PASI Sitka (Sitka Rocky Gutierrez) PHJH Lahaina (Kapalua) RJ Japan

PASK Selawik PHJR Kapolei (Kalaeloa (John RJAA Tokyo (Narita Intl)
PASL Sleetmute Rodgers Field)) RJAF Matsumoto
PASM St Mary’s PHKO Kailua-Kona (Kona Intl At RJAH Hyakuri
PASN St Paul I Keahole) RJAK Kasumigaura
PASO Seldovia PHLI Lihue RJAM Minami Torishima
PASP Sheep Mountain PHLU Kalaupapa RJAN Niijima
PAST Summit PHMK Kaunakakai (Molokai) RJAW Iwoto
PASV Sparrevohn (Sparrevohn Lrrs) PHMU Kamuela (Waimea-Kohala) RJAZ Kozushima
PASW Skwentna PHNG Mokapu (Kaneohe Bay RJBB Osaka (Kansai Intl)
PASX Soldotna MCAS) RJBD Nanki-Shirahama
PASY Shemya (Eareckson AS) PHNL Honolulu (Honolulu Intl) RJBE Kobe
PATA Tanana (Calhoun Meml) PHNY Lanai City (Lanai) RJBK Okayama (Kohnan)
PATC Tin City (Tin City Lrrs) PHOG Kahului RJBT Tajima
PATE Teller PHPA Hanapepe (Port Allen) RJCA Asahikawa
PATG Togiak Village (Togiak) PHSF Pohakuloa (Bradshaw AAF) RJCB Obihiro
PATK Talkeetna PHTO Hilo (Hilo Intl) RJCC Sapporo (New Chitose)
PATL Takotna (Tatalina LRRS) PHUP RJCH Hakodate
Hawi (Upolu)
PATQ Atqasuk (Atqasuk Burnell RJCJ Sapporo (Chitose)
Meml) PK Marshall Is RJCK Kushiro
PATW Cantwell PKMA Enewetak Atoll (Enewetak RJCM Memanbetsu
PAUK Alakanuk Aux AF) RJCN Nakashibetsu
PAUM Umiat PKMJ Majuro Atoll (Marshall Is Intl) RJCO Sapporo
PAUN Unalakleet PKRO Roi-Namur (Dyess AAF) RJCT Tokachi
PAUO Willow PKWA Kwajalein Atoll (Bucholz AAF) RJCW Wakkanai
PAUT Akutan RJDA Amakusa
PAVA Chevak PL Kiribati RJDB Ikishima (Iki)
PAVC King Cove PLCH Christmas I (Cassidy Intl) RJDC Ube (Yamaguchi-Ube)
PAVD Valdez (Valdez Pioneer) PLPA Palmyra Is (Palmyra) RJDK Kamigoto
PAVE Venetie PM Midway I RJDM Metabaru
PAVL Kivalina RJDO Ojika
PMDY Midway Atoll (Henderson
PAWB Beaver RJDT Tsushima
Field) RJDU Omura
PAWD Seward
PAWG Wrangell PP United States RJEB Monbetsu
PAWI Wainwright PPCT Takotna RJEC Asahikawa
PAWM White Mountain PPIZ Point Lay RJEO Okushiri
PAWN Noatak PPNU Nuiqsut (Pioneer Heliport) RJER Rishiri
PAWR Whittier RJFA Ashiya
PAWS Wasilla PT Micronesia RJFC Yakushima
PAXK Paxson PTKK Weno I (Chuuk Intl) RJFE Fukue
PAYA Yakutat PTPN Pohnpei I (Pohnpei Intl) RJFF Fukuoka
PTSA Kosrae I (Kosrae) RJFG Tanegashima
PC Kiribati PTYA Yap I (Yap Intl) RJFK Kagoshima
PCIS Canton I (Canton Afld) RJFM Miyazaki
PT Palau RJFN Nyutabaru
PF United States PTRO Babelthuap I (Babelthuap/
PFAK Akiak RJFO Oita
Koror) RJFR Kitakyushu
PFAL Allakaket
PFCB Chenega (Chenega Bay) PW Wake I RJFS Saga
PFCL Clarks Point PWAK Wake I RJFT Kumamoto
PFEL Elim RJFU Nagasaki
PFKA Kasigluk RC FIR/UIR RJFY Kanoya
PFKK Kokhanok RCAA Taipei FIR RJFZ Nakatsu (Tsuiki)
PFKO Kotlik RC Taiwan RJGG Nagoya (Chubu Centrair
PFKT Brevig Mission RCAY Gangshan International)
PFKU Koyukuk RCBS Kinmen RJKA Amami
PFKW Kwethluk RCDI Longtan RJKB Okierabu I (Okierabu)
PFNO Noorvik (Curtis Meml) RCFG Matsu (Nangan) RJKI Kikai
PFNU Nuiqsut (Oooguruk Island) RCFN Taitung (Fongnian) RJKN Tokunoshima
PFSH Shaktoolik RCGI Ludao RJNA Nagoya
PFTO Tok (Tok Junction) RCGM Taoyuan RJNF Fukui
PFWS South Naknek (South Naknek RCKH Kaohsiung (Kaohsiung Intl) RJNG Gifu
Nr2) RJNH Hamamatsu
RCKU Chiayi (Chiayi Aero)
PFYU Ft Yukon RJNK Komatsu
RCKW Hengchun
RJNO Oki
PG Guam RCLY Lanyu RJNS Shizuoka
PGUA Guam I (Andersen AFB) RCMQ Taichung (Cingcyuangang) RJNT Toyama
PGUM Agana (Guam Intl) RCMT Matsu (Beigan) RJNW Noto
RCNN Tainan (Tainan Aero) RJNY Yaizu (Shizuhama)
PG Northern Mariana Is RCPO Hsinchu (Hsinchu Aero) RJOA Hiroshima
PGRO Rota I (Rota I Intl) RCQC Magong RJOB Okayama
PGSN Saipan I (Francisco C. RCQS Taitung (Jhihhang) RJOC Izumo
Ada/Saipan Intl) RCSP Nansha Taiping Island RJOE Akeno
PGWT Tinian I (Tinian Intl) (Taiping) RJOF Hofu
RCSQ Pingtung (Pingtung North) RJOH Yonago (Miho)
PH FIR/UIR
PHZH Honolulu Cerap FIR RCSS Taipei (Songshan) RJOI Iwakuni (Iwakuni MCAS)
RCTP Taipei (Taiwan Taoyuan Intl) RJOK Kochi
PH United States RCWA Wang-an RJOM Matsuyama
PHBK Kekaha (Barking Sands RCWK Hsinshiie (Hsinshie) RJOO Osaka (Osaka Intl)
Pacific Missile Range) RCXY Kueijen RJOR Tottori
PHDH Oahu (Dillingham) RCYU Hualien RJOS Tokushima
PHFS Tern I. RJOT Takamatsu
RJ FIR/UIR Iwami
PHHI Wahiawa (Wheeler AAF) RJOW
RJJJ Fukuoka FIR Yao
PHHN Hana RJOY
q$z
PHIK Honolulu (Hickam AFB) RJOZ Shimonoseki (Ozuki)

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 23 NOV 12 AIRPORT DIRECTORY WW-239
JEPPESEN NavData (ICAO) LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

RJSA Aomori RORT Tarama RPVA Tacloban (Daniel Z

RJSC Yamagata RORY Yoron Romualdez)
RJSD Sado ROTM Okinawa I (Futenma MCAS) RPVB Silay (Bacolod)
RJSF Fukushima ROYN Yonaguni I (Yonaguni) RPVC Calbayog
RJSH Hachinohe RPVD Dumaguete
RJSI Hanamaki RP FIR/UIR
RPVE Malay (Caticlan)
RJSK Akita RPHI Manila FIR
RPVF Catarman
RJSM Misawa (Misawa AB) RP Philippines RPVG Guiuan
RJSN Niigata RPLB Subic Bay (Subic Bay Intl) RPVH Hilongos
RJSO Ominato RPLC Angeles City (Diosdado RPVI Iloilo
RJSR Odate-Noshiro Macapagal Intl) RPVJ Masbate (Masbate Principal)
RJSS Sendai RPLG Mansalay (Wasig) RPVK Kalibo
RJST Matsushima RPLI RPVM Lapu-Lapu (Lapu
Laoag (Laoag Intl)
RJSU Sendai (Kasuminome) Lapu/Mactan-Cebu Intl)
RPLJ Jomalig (Jomalig Community)
RJSY Shonai RPVO Ormoc
RPLL Manila (Ninoy Aquino Intl)
RJTA Atsugi RPVP Puerto Princesa (Puerto
RPLN Palanan
RJTC Tachikawa Princesa Intl)
RPLO Cuyo
RJTE Tateyama RPVQ Naval (Biliran Natl)
RPLP Legazpi
RJTF Chofu RPVR Roxas
RJTH Hachijojima RPLR Rosales (Rosales Natl)
RPLS Manila (Sangley AB) RPVS San Jose De Buena Vista
RJTI Tokyo (Tokyo Heliport) (Antique)
RJTJ Iruma RPLT Itbayat (Itbayat Community)
RPLU Lubang (Lubang Community) RPVT Tagbilaran
RJTK Kisarazu
RPLV Fort Magsaysay Apt (Fort RPVU Tablas Island (Romblon)
RJTL Matsudo (Shimofusa)
Magsaysay) RPVV Busuanga (Francisco B.
RJTO Oshima
RJTQ Miyakejima (Miyake) RPLY Alabat Reyes)
RJTR Camp Zama (Kastner AHP) RPLZ Bacon (Bacon Natl) RPVW Borongan (Borongan Natl)
RJTT Tokyo (Tokyo (Haneda) Intl) RPMA Surallah (Allah Valley) RPVY Catbalogan
RJTU Utsunomiya RPMB Gen Santos (Buayan) RPVZ Siquijor
RJTY Tokyo (Yokota AB) RPMC Cotabato
SA FIR/UIR
RPMD Davao (Bangoy Intl)
RK FIR/UIR SACF Cordoba FIR
RPME Butuan Ezeiza FIR
RKRR Incheon FIR SAEF
RPMF Bislig
SAMF Mendoza FIR
RK Korea RPMG Dipolog (Dipolog Principal) SARR Resistencia FIR
RKJB Muan (Muan Intl) RPMH Mambajao (Camiguin) SARU Resistencia UIR
RKJJ Gwangju RPMI Iligan City (Iligan) SAVF Comodoro Rivadavia FIR
RKJK Gunsan (Gunsan AB) RPMJ Jolo
RPML Cagayan De Oro SA Antarctica (Arg)
RKJM Mokpo
RPMM Malabang SAWB Base Marambio
RKJU Jhunju
RKJY Yeosu RPMN Bongao (Sanga Sanga
SA Argentina
RKNC Chunchon (A-306) Principal)
SAAC Concordia (Comodoro
RKNN Gangneung RPMO Ozamis
RPMP Pagadian Pierrestegui)
RKNW Wonju SAAG Gualeguaychu
RKNY Yangyang (Yangyang Intl) RPMQ Mati (Mati Natl)
RPMR General Santos City (Tambler SAAI Punta Indio (Punta Indio Ns)
RKPC Jeju (Jeju Intl) SAAJ Junin
RKPD Jeju (Jeongseok) Natl)
SAAP Parana (Gen Urquiza)
RKPE Chinhae (R-813) RPMS Surigao
SAAR Rosario (Islas Malvinas)
RKPK Busan (Gimhae Intl) RPMU Cagayan de Sulu
SAAV Santa Fe (Sauce Viejo)
RKPP Busan (Busan Aero) RPMV Ipil
SABE Buenos Aires (Jorge Newbery
RKPS Sacheon RPMW Tandag
Aeroparque)
RKPU Ulsan RPMX Liloy
SACA Cordoba (Capitan D. Omar
RKRO Pochun (R-217 Aero) RPMY Malaybalay
RPMZ Zamboanga (Zamboanga Intl) Dario Gellardi)
RKSD Kanam-Ni (R-222) SACC La Cumbre
RKSG Camp Humphreys (A-511 RPNO Siocon (Siocon National)
RPNS Del Carmen (Siargao Natl) SACD Coronel Olmedo
(Desiderio AAF)) SACO Cordoba (Ing Aer A L V
RKSI Seoul/Incheon (Incheon Intl) RPSM Maasin
RPSN Ubay Taravella)
RKSK Susaek (Susaek Aero) SACT Gobernador Gordillo
RKSM Seoul (Seoul / Domestic) RPUB Baguio
RPUD Daet (Chamical)
RKSO Osan (Osan AB) SADF San Fernando (San Fernando
RKSS Seoul (Gimpo Intl) RPUE Lucena
RPUF Floridablanca (Basa AB) Intl)
RKSW Suwon SADJ Mariano Moreno
RKTH Pohang RPUG Lingayen (Lingayen Natl)
RPUH San Jose SADL La Plata
RKTI Choongwon (Jungwon AB) SADM Moron
RKTL Uljin RPUI Iba
RPUK Calapan (Calapan Natl) SADP Buenos Aires (El Palomar)
RKTN Daegu (Daegu Intl) SADQ Quilmes
RPUL Lipa (Fernando AB)
RKTP Seosan (Seosan AB) SADZ Matanza
RPUM Mamburao
RKTU Cheongju (Cheongju Intl) SAEZ Buenos Aires (Ezeiza Intl
RPUN Pili (Naga)
RKTY Yecheon (Yecheon Aero) Ministro Pistarini)
RPUO Basco
RO Japan RPUQ Vigan SAHR General Roca
ROAH Naha RPUR Baler SAMA General Alvear
RODE Ie Shima I. (Ie Shima Aux AB) RPUS San Fernando (San Fernando SAME Mendoza (El Plumerillo)
RODN Okinawa I (Kadena AB) Community) SAMM Malargue (Com Ricardo
ROIG Ishigaki I (Ishigaki) RPUT Tuguegarao Salomon)
ROKJ Kumejima RPUU Bulan (Bulan Natl) SAMP La Paz
ROKR Kerama RPUV Virac SAMR San Rafael (S.A. Santiago
ROMD Minamidaito RPUW Gasan (Marinduque) Germano)
ROMY Miyakojima (Miyako) RPUX Plaridel SANC Catamarca
RORA Aguni RPUY Cauayan (Cauayan SANE Santiago Del Estero (Vcom
RORE Iejima Community) Angel D. La Paz Aragonez)
RORH Hateruma RPUZ Bagabag (Bagabag SANI Tinogasta
RORK Kitadaito I (Kitadaito) Community) SANL La Rioja (Cap Vicente A
RORS Shimojishima Almonacid)
q$z

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 WW-240 AIRPORT DIRECTORY 23 NOV 12
JEPPESEN NavData (ICAO) LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

SANO Chilecito SAZN Neuquen (Presidente Peron) SBDO Dourados

SANR Termas de Rio Hondo SAZO Necochea SBEG Manaus (Eduardo Gomes Intl)
SANT Tucuman (Benjamin Matienzo) SAZP Pehuajo (Comodoro P. Zanni) SBEK Jacareacanga
SANU San Juan (Domingo Faustino SAZQ Rio Colorado SBES Sao Pedro Da Aldeia
Sarmiento) SAZR Santa Rosa SBFI Foz Do Iguacu (Cataratas Intl)
SANW Ceres SAZS S C De Bariloche SBFL Florianopolis (Hercilio Luz Intl)
SAOC Rio Cuarto (Area De Material) SAZT Tandil (Heroes de Malvinas) SBFN Fernando De Noronha
SAOD Villa Dolores SAZV Villa Gesell SBFT Fronteira
SAOL Laboulaye SAZW Cutral-Co SBFZ Fortaleza (Pinto Martins Intl)
SAOM Marcos Juarez SAZX Nueve De Julio SBGL Rio De Janeiro
SAOR Villa Reynolds SAZY San Martin De Los Andes (Galeao-Antonio C Jobim
SAOS Valle del Conlara (Sta. Rosa (Aviador C. Campos) Intl)
de Conlara) SBGM Guajara Mirim
SB FIR/UIR
SAOU San Luis (Brig. Mayor D. SBGO Goiania (Santa Genoveva)
SBAO Atlantico FIR/UIR
Cesar Raul Ojeda) SBAZ Amazonica FIR SBGP Gaviao Peixoto (Unidade
SARC Corrientes SBBS Brasilia FIR/UIR Gaviao Peixoto)
SARE Resistencia SBCW Curitiba FIR/UIR SBGR Sao Paulo (Guarulhos-Gov.
SARF Formosa SBRE Recife FIR/UIR Andre Franco Montoro Intl.)
SARI Cataratas Del Iguazu (Mayor SBGU Guarapuava (Tancredo
D Carlos Eduardo Krause) SB Brazil Thomas de Faria)
SARL Paso De Los Libres SBAA Conceicao Do Araguaia SBGV Governador Valadares
SARM Monte Caseros SBAE BAURU (BAURU-AREALVA) SBGW Guaratingueta
SARP Posadas (Liberador Gral D SBAF Rio De Janeiro (Campo Delio SBHT Altamira
Jose De San M) Jardim de Mattos) SBIC Itacoatiara
SARS Presidencia Roque S. Pena SBAM Amapa SBIH Itaituba
SASA Salta (Gen. Don Martin Miguel SBAN Anapolis (Anapolis Air Base) SBIL Ilheus (Ilheus/Bahia-Jorge
de Guemes) SBAQ Araraquara Amado)
SASJ Jujuy (Gobernador Horacio SBAR Aracaju (Santa Maria) SBIP Ipatinga (Usiminas)
Guzman) SBAT Alta Floresta SBIT Itumbiara (Hidroeletrica)
SASO Oran SBAU Aracatuba SBIZ Imperatriz (Prefeito Renato
SATC Clorinda SBAV Rosana (Usina Porto Moreira)
SATD Eldorado Primavera) SBJC Belem (Brigadeiro Protasio de
SATG Goya SBAX Araxa Oliveira)
SATM Mercedes SBBE Belem (Val De Cans/Julio SBJD Jundiai
SATO Obera Cezar Ribeiro Intl) SBJF Juiz De Fora (Francisco De
SATR Reconquista SBBG Bage (Cmte Gustavo Assis)
SATU Curuzu Cuatia Kraemer) SBJI Ji-Parana
SAVB El Bolson SBBH Belo Horizonte SBJP Joao Pessoa (Presidente
SAVC Comodoro Rivadavia (Gen (Pampulha-Carlos Drummond Castro Pinto Intl)
Enrique Mosconi) De Andrade) SBJR Rio De Janeiro (Jacarepagua
SAVD El Maiten SBBI Curitiba (Bacacheri) - Roberto Marinho)
SAVE Esquel (Brig. Gral. Antonio SBBP Braganca Paulista (Arthur SBJU Juazeiro Do Norte (Orlando
Parodi) Siqueira) Bezerra De Menezes)
SAVN San Antonio Oeste (Antoine SBBQ Barbacena (Maj Brig Doorgal SBJV Joinville (Lauro Carneiro De
De Saint Exupery) Borges) Loyola)
SAVQ Maquinchao SBBR Brasilia (Pres Juscelino SBKG Campina Grande (Presidente
SAVR Alto Rio Senguerr (D.Casimiro Kubitschek Intl) Joao Suassuna)
Szlapelis) SBBU Bauru SBKP Campinas (Viracopos Intl)
SAVS Sierra Grande SBBV Boa Vista (Atlas Brazil SBLE Lencois (Chapada
SAVT Trelew (Almirante Zar) Cantanhede Intl) Diamantina)
SAVV Viedma (Gobernador SBBW Barra Do Garcas SBLJ Lages
Castello) SBBZ Cabo Frio (Umberto Modiano) SBLN Lins
SAVY Puerto Madryn (El Tehuelche) SBCA Cascavel SBLO Londrina (Governador Jose
SAWA Lago Argentino SBCB Cabo Frio Richa)
SAWC El Calafate SBCC Novo Progresso (Cachimbo)
SBLP Bom Jesus Da Lapa
SAWD Puerto Deseado SBCD Cacador
SAWE Rio Grande SBLS Lagoa Santa
SBCF Belo Horizonte (Tancredo
SAWG Rio Gallegos (Norberto SBMA Maraba (Jose Correa Da
Neves Intl)
Fernandez) Rocha)
SBCG Campo Grande (Campo
SAWH Ushuaia (Malvinas SBMC Minacu
Grande Intl) SBMD Almeirim (Monte Dourado)
Argentinas) SBCH Chapeco SBME Macae
SAWJ San Julian (Cap. D. Jose D. SBCI Carolina (Brig Lysias A SBMG Maringa (Regl de Maringa -
Vasquez) Rodrigues) Silvio Name Junior)
SAWM Rio Mayo SBCJ Parauapebas (Carajas) SBMK Montes Claros (Mario Ribeiro)
SAWP Perito Moreno SBCM Criciuma (Forquilhinha- SBML Marilia
SAWR Gobernador Gregores Criciuma) SBMN Manaus (Ponta Pelada)
SAWS Jose De San Martin SBCN Caldas Novas SBMO Maceio (Zumbi Dos Palmares
SAWT El Turbio (28 De Noviembre) SBCO Porto Alegre (Canoas) Intl)
SAWU Santa Cruz SBCP Campos Dos Goytacazes
SAZA Azul SBMQ Macapa (Alberto Alcolumbre)
(Bartolomeu Lisandro) SBMR Manoel Ribas
SAZB Bahia Blanca (Comandante SBCR Corumba (Corumba Intl) SBMS Mossoro (Dix Sept Rosado)
Espora NAS) SBCT Curitiba (Afonso Pena Intl) SBMT Sao Paulo (Campo de Marte)
SAZC Coronel Suarez (Brig D Hector SBCV Caravelas SBMY Manicore
Eduardo Ruiz) SBCX Caxias Do Sul (Campo Dos Porto De Moz
SBMZ
SAZE Pigue Bugres) Navegantes (Ministro Victor
SBNF
SAZF Olavarria SBCY Cuiaba (Marechal Rondon Konder Intl)
SAZG General Pico Intl)
Tres Arroyos SBNM Santo Angelo
SAZH
SBCZ Cruzeiro Do Sul (Cruzeiro Do SBNT Natal (Augusto Severo Intl)
SAZI Bolivar
Sul-Intl) SBOI Oiapoque
SAZJ Juarez
SAZL Santa Teresita SBDB Bonito SBPA Porto Alegre (Salgado Filho
Mar Del Plata (Astor Piazzolla) SBDN Presidente Prudente Intl)
SAZM
q$z

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 23 NOV 12 AIRPORT DIRECTORY WW-241
JEPPESEN NavData (ICAO) LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

SBPB Parnaiba (Prefeito Dr. Joao SCAS Puerto Aysen (Cabo Juan SCTE Puerto Montt (El Tepual Intl)
Silva Filho, Intl) Roman) SCTL Talca (Panguilemo)
SBPC Pocos De Caldas SCAT Caldera (Desierto De SCTO Victoria
SBPF Passo Fundo (Lauro Kurtz) Atacama) SCTT Taltal (Las Breas)
SBPJ Palmas (Brigadeiro Lysias SCBA Balmaceda SCVD Valdivia (Pichoy)
Rodrigues) SCBE Tocopilla (Barriles) SCVL Valdivia (Las Marias)
SBPK Pelotas (Pelotas Intl) SCBQ Santiago (El Bosque) SCVM Vina Del Mar
SBPL Petrolina (Sen Nilo Coelho) SCCC Chile Chico Isla De Pascua
SC
SBPN Porto Nacional SCCF Calama (El Loa) SCIP Isla De Pascua (Mataveri Intl)
SBPP Ponta Pora (Ponta Pora Intl) SCCH Chillan (Gen. Bernardo
SBPR Belo Horizonte (Carlos Prates) O’Higgins) SD Brazil
SBPS Porto Seguro SCCI Punta Arenas (Carlos Ibanez SDAA Araras
SBPV Porto Velho (Gov J Teixeira de Del Campo Intl) SDAD Adamantina (Everaldo Moraes
Oliveira Intl) SCCL Caldera Barreto)
SBQV Vitoria Da Conquista SCCT Constitucion (Quivolgo) SDAG Angra Dos Reis
SBRB Rio Branco (Placido de SCCV Curacavi SDAI Americana
Castro) SCCY Coyhaique (Teniente Vidal) SDAM Campinas (Amarais)
SBRF Recife (Guararapes - Gilberto SCDA Iquique (Diego Aracena Intl) SDBB Bebedouro
Freyre, Intl) SCDW Isla Dawson (Almirante SDBK Botucatu
SBRJ Rio De Janeiro (Santos Schroeders) SDBY Bariri
Dumont) SCEL Santiago (Arturo Merino SDCA Capao Bonito
SBRP Ribeirao Preto (Leite Lopes) Benitez Intl) SDCD Catanduva
SBSC Rio De Janeiro (Santa Cruz) SCEP Pirque (El Principal) SDCG Sao Paulo De Olivenca
SBSJ Sao Jose Dos Campos (Prof SCER Quintero (Senadora Eunice Michiles)
Urbano Ernesto Stumpf, INTL) SCES El Salvador (Ricardo Garcia SDCO Sorocaba
SBSL Sao Luis (Marechal Cunha Posada) SDDN Andradina
SCFA Antofagasta (Cerro Moreno SDDR Dracena
Machado Intl)
SDEP Presidente Epitacio
SBSM Santa Maria Intl)
SDFD Fernandopolis
SBSN Santarem (Maestro Wilson SCFL Fundo Loma Larga
SDFX Casa Nova
Fonseca Intl) (Casablanca)
SDGC Garca
SBSP Sao Paulo (Congonhas) SCFM Porvenir (Capitan Fuentes SDIG Ibitinga
SBSR Sao Jose Do Rio Preto Martinez) SDIO Itapolis (Aeroclube de Itapolis)
SBST Guaruja (Base Aerea De SCFN Russfin SDIV Ituverava
Santos) SCFT Futaleufu SDJA Dr. Jose Augusto de Arruda
SBSV Salvador (Dep. L. E. SCGE Los Angeles (Maria Dolores) Botelho (Itirapina)
Magalhaes Intl) SCGZ Puerto Williams SDJC Jaboticabal
SBTA Taubate (Base de Aviacao de (Guardiamarina Zanartu) SDJL Jales
Taubate) SCHA Copiapo (Chamonate) SDJO Sao Joaquin Da Barra (Sao
SBTB Oriximina (Trombetas) SCHR Cochrane Joaquin Da Barra Apt)
SBTC Una (Hotel Transamerica) SCHT Tic Toc (Chaiten) SDKF Curaca (Juazeiro)
SBTD Toledo SCIE Concepcion (Carriel Sur Intl) SDKK Mococa
SBTE Teresina (Senador Petronio SCIM Isla Mocha SDLC Lucelia
Portella) SCIR Robinson Crusoe Is (Robinson SDLI Abare
SBTF Tefe Crusoe) SDLL Leme
SBTK Tarauaca SCJO Osorno (Canal Bajo/Carlos H SDLP Lencois Paulista
SBTL Telemaco Borba Siebert) SDMC Marica
SBTR Torres SCLC Santiago (Municipal De SDMH Mirassol (Mirassol Apt)
SBTS Obidos (Tirios) Vitacura) SDMJ Mogi Mirim
SBTT Tabatinga (Tabatinga Intl) SCLD Llanada Grande SDMY Matao (Fazenda de Cambuhy)
SBTU Tucurui SCLL Vallenar SDNH Novo Horizonte
SBTV Terravista (Porto Seguro) SCLV La Vina (Guangali) SDNO Sao Manuel
SBUA Sao Gabriel Da Cachoeira SCMK Melinka SDNY Nova Iguacu (Flying Club)
SBUF Paulo Afonso SCMZ Marina De Rapel (El Manzano) SDOU Ourinhos
SBUG Uruguaiana (Rubem Berta SCNT Puerto Natales (Teniente Julio SDOV Mozarlandia
Intl) Gallardo) SDOW Ourilandia do Norte
SBUL Uberlandia (Ten Cel Av Cesar SCOH Villa O’Higgins SDPN Penapolis
Bombonato) SCON Quellon SDPV Presidente Venceslau
SBUR Uberaba (Mario De Almeida SCOT Ovalle (Santa Rosa de Tabali) SDPW Piracicaba
Franco) SCPC Pucon SDQQ Quata (Companhia Agricola
SBVG Varginha (Maj Brigadeiro SCPE San Pedro De Atacama de Quata)
Trompowsky) SCPH Puyuhuapi SDRC Rancharia (Faz Santana)
SBVH Vilhena SCPQ Castro (Mocopulli) SDRK Rio Claro
SBVT Vitoria (Eurico De Aguiar SCPV Puerto Varas (El Mirador) SDRR Avare (Avare-Arandu)
Salles) SCQI Icalma (Lonquimay) SDRS Resende
SBYS Pirassununga (Campo SCRA Chanaral SDSC Sao Carlos (Francisco Pereira
Fontenelle) SCRG Rancagua (De La Lopes)
SBZM Juiz De Fora (Regional Da Independencia) SDSS Paraguacu Paulista
Zona Da Mata) SCRM Isla Rey Jorge (Teniente R SDTF Tatui
Marsh Martin) SDTK Parati
SC FIR/UIR SCRP Rapel (Rapelhuapi) SDTP Tupa
SCCZ Punta Arenas FIR/UIR SCSB Cerro Sombrero (Franco SDUB Ubatuba
SCEZ Santiago FIR/UIR Bianco) SDUN Itaperuna
SCFZ Antofagasta FIR/UIR SCSD San Fernando SDVE Vera Cruz
SCIZ Isla De Pascua FIR/UIR SCSE La Serena (La Florida) SDVG Votuporanga
SCTZ Puerto Montt FIR/UIR SCSF San Felipe (Victor Lafon) SDXB Cristalina
SCSL Salar De Atacama (El Salar) SDXF Alto Paraiso
SC Chile SDXJ Costa Rica
SCAC Ancud (Pupelde) SCSN Santo Domingo
SCSS San Sebastian SDYW Itapeva
SCAN Los Andes (San Rafael)
SCAO Palo Alto (Lolol) SCST Castro, Chile (Gamboa Apt) SE FIR/UIR
SCAP Alto Palena SCTB Santiago (Eulogio Sanchez) SEGU Guayaquil FIR/UIR
SCAR Arica (Chacalluta Intl) SCTC Temuco (Maquehue)
q$z

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 WW-242 AIRPORT DIRECTORY 23 NOV 12
JEPPESEN NavData (ICAO) LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

SE Ecuador SJGU Araguatins SKPD Puerto Inirida (Cesar Gaviria

SEAM Ambato (Chachoan) SJHH Serranopolis (Faz Poruina) Trujillo)
SEBZ Cumbaratza SJVO Aragarcas SKPE Pereira (Matecana)
SECA Catamayo (Camilo Ponce SKPI Pitalito (Contador)
Enriquez) SK FIR/UIR
SKPP Popayan (Guillermo Leon
SECO Coca (Francisco De Orellana) SKEC Barranquilla FIR/UIR
Valencia)
SECU Cuenca (Mariscal Lamar) SKED Bogota FIR/UIR
SKPQ Palanquero (German Olano
SEGS Baltra I Galapagos Is SK Colombia AB)
(Seymour) SKAD Acandi SKPR Puerto Berrio (Morela)
SEGU Guayaquil (Jose Joaquin de SKAG Aguachica (Hacaritama) SKPS Pasto (Antonio Narino)
Olmedo Intl) SKAP Villavicencio (Gomez Nino SKPV Isla Providencia (El Embrujo)
SEGZ Gualaquiza (Mario Madero Apiay) SKPZ Paz De Ariporo
Jaramillo) SKAR Armenia (El Eden) SKQU Mariquita (Jose Celestino
SEII Isla Isabela SKAS Puerto Asis (3 De Mayo) Mutis)
SEJD Ahuano (Jumandy) SKBC El Banco (El Banco Apt.) SKRG Rionegro (Jose Maria
SELT Latacunga (Cotopaxi Intl) SKBG Bucaramanga (Palonegro) Cordova)
SEMA Macara (Jose Maria Velasco SKBO Bogota (Eldorado Intl) SKRH Riohacha (Almirante Padilla)
Ibarra) SKBQ Barranquilla (Ernesto SKSA Saravena (Colonizadores)
SEMC Macas (Crnl. E. Carvajal) Cortissoz) SKSF Sta Fe De Antioquia
SEMO Montalvo (El Carmen) SKBS Bahia Solano (Jose Celestino SKSJ San Jose Del Guaviare (Jorge
SEMT Manta (Eloy Alfaro Intl) Mutis) E Gonzalez)
SENL Nueva Loja (Lago Agrio) SKBU Buenaventura SKSM Santa Marta (Simon Bolivar
SEQM Quito (Mariscal Sucre de la SKCB Carmen De Bolivar Intl)
Cuidad de Quito Intl) SKCC Cucuta (Camilo Daza Intl) SKSO Sogamoso (Alberto Lleras
SEQU Quito (Mariscal Sucre Intl) SKCD Condoto (Mandinga) Camargo)
SERB Riobamba (Chimborazo) SKCG Cartagena (Rafael Nunez) SKSP San Andres (Gustavo Rojas
SERO Santa Rosa (Santa Rosa SKCL Cali (Alfonso Bonilla Aragon Pinilla)
Regl) Intl) SKSV San Vicente Del Caguan
SESA Salinas (Gen Ulpiano Paez) SKCM Cimitarra (Eduardo Falla Solano)
SESC Sucua SKCN Cravo Norte SKTB Tibu
SESD Santo Domingo SKCO Tumaco (La Florida) SKTD Trinidad
SESM Shell (Rio Amazonas) SKCR Caruru SKTI Gustavo Rojas Pinilla
SEST San Cristobal SKCU Caucasia (Tolemaida)
SESV San Vicente (Los Perales) SKCV Covenas SKTL Tolu
SETH Taisha SKCZ Corozal (Las Brujas) SKTM Tame (Gustavo Vargas)
SETI Tiputini SKEB El Bagre SKTU Turbo (Gonzalo Mejia)
SETN Tachina (General Rivadeneira) SKEJ Barrancabermeja (Yariguies) SKUC Arauca (Santiago Perez)
SETR Tarapoa SKFL Florencia (Gustavo A Paredes) SKUI Quibdo (El Carano)
SETU Tulcan (El Rosal-Tcrnel SKFR Quipama (Furatena) SKUL Tulua (Farfan)
Mantilla) SKGI Girardot (Santiago Vila) SKUR Urrao
SKGO Cartago (Santa Ana) SKVG Villagarzon
SF Falkland Is SKGP Guapi (Juan Casiano)
SFAL Falkland Island (Stanley) SKVP Valledupar (Alfonso Lopez
SKGY Guaymaral (Flaminio Suarez Pumarejo)
SG FIR/UIR Camacho) SKVV Villavicencio (Vanguardia)
SGFA Asuncion FIR/UIR SKGZ Garzon (La Jagua) SKYP El Yopal
SKHA Chaparral (Gen Navas Pardo)
SG Paraguay SKHC Hato Corozal SL FIR/UIR
SGAS Asuncion (Silvio Pettirossi Intl) SKIB Ibague (Perales) SLLF La Paz FIR/UIR
SGBV Bella Vista Norte (Icanimby) SKIG Chigorodo
SGCO Concepcion (Ten. Crl. SL Bolivia
SKIP Ipiales (San Luis) SLAG Monteagudo
Carmelo Peralta) SKJC Buenaventura (Juanchaco)
Encarnacion (Ten. Amin Ayub SLAP Apolo
SGEN SKLA Malaga SLAS Ascencion De Guarayos
G) SKLC Carepa (Antonio Roldan SLBJ Bermejo
SGES Minga Guazu (Guarani Intl) Betancourt) SLCA Camiri
SGFI Filadelfia (Fernhein) SKLG Puerto Leguizamo (Caucaya) SLCB Cochabamba (Jorge
SGIB Hernandarias (Itaipu Intl) SKLM Maicao (Jorge Isaac) Wilstermann Intl)
SGME Mariscal Estigarribia (Prof Dr SKLT Leticia (Alfredo Vasquez SLCC Copacabana
Pac Luis Maria Argana Intl) Cobo) SLCN Charana
SGNB Villa Hayes (Sargento De SKMA Madrid (Madrid Air Base) SLCO Cobija (Cap Av Civ Anibal
Aviacion Nicolo Bo) SKMD Medellin (Olaya Herrera) Arab Fadul)
SGOL Fuerte Olimpo (1ro Incencio SKMF Miraflores SLCP Concepcion
Heredia) SKMG Magangue (Baracoa) SLET Santa Cruz (El Trompillo)
SGPJ Pedro Juan Caballero SKMJ Maicao (San Jose De Maicao) SLGM Guayaramerin (Guayaramerin
(Augusto Roberto Fuster SKML Montelibano Intl)
Intl) SKMN Mani SLJE San Jose De Chiquitos
SGST Santa Teresa SKMP Mompos (San Bernardo)
SLJO San Joaquin
SKMR Monteria (Los Garzones)
SH Chile SLJV San Javier
SKMU Mitu (Leon Bentley) SLLJ Laja
SHHV ARICA (Naval heliport) SKMZ Manizales (La Nubia) SLLP La Paz (El Alto Intl)
SI Brazil SKNC Necocli SLMG Magdalena
SIBU Catole do Rocha SKNQ Nuqui (Reyes Murillo)
SLOR Oruro (Juan Mendoza)
SIBW Conceicao SKNV Neiva (Benito Salas) Potosi (Nicolas Rojas)
SLPO
SILC Lucas Do Rio Verde (Mun. SKOC Ocana (Aguas Claras) SLPS Puerto Suarez (Tte. Av.
Bom futuro) SKOE Orocue
Salvador Ogaya G. Intl)
SIMK Franca SKOR Orito
SLRA San Ramon
SIXE Eldorado Do Sul (Aeroclube SKOT Remedios (Otu)
SLRB Robore
de Eldorado do Sul) SKPA Paipa (Juan Jose Rondon)
SLRI Riberalta (Cap De Av Selin
SJAU Araguacema SKPB Portete (Puerto Bolivar)
Zeitun Lopez)
SJCA Sao Paulo (Mococa/ SKPC Puerto Carreno (German
SLRQ Rurrenabaque
Comandante Vittorio Bonomi) Olano)
SLRY Reyes
SLSA Santa Ana del Yacuma
q$z

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 23 NOV 12 AIRPORT DIRECTORY WW-243
JEPPESEN NavData (ICAO) LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

SLSB San Borja (Cap German SNES Esplanada SNPA Para De Minas
Quiroga G) SNEU Euclides Da Cunha SNPB Pastos Bons
SLSI San Ignacio De Velasco (Cap. SNFE Alfenas SNPC Picos
Av. Juan Cochamanidis San SNFK Francisco SA SNPD Patos De Minas
Ignacio De Velasco) SNFO Formiga (Formiga Apt) SNPE Penedo
SLSM San Ignacio De Moxos SNFR Belem De Sao Francisco SNPG Porto Grande
SLSR Santa Rosa del Yacuma SNFU Frutal SNPI Piata
SLSU Sucre (Juana Azurduy De SNFX Sao Felix Do Xingu (Sao Felix) SNPJ Patrocinio
SNGA Guarapari SNPM Palmeiras
Padilla)
SNGB Gilbues SNPO Pompeu
SLTI San Matias
SNGD Guadalupe SNPQ Pesqueira Brazil (Pesqueira)
SLTJ Tarija (Capt Oriel Lea Plaza
SNGG Bom Jesus Do Gurgueia SNPU Paraguacu
Intl) Piaus
(Gurgueia) SNPW
SLTR Trinidad (Jorge Henrich Intl) SNPX Pirapora
SLVG Vallegrande (Cap. Av. Vidal SNGH Guanhaes
SNGI Guanambi SNPY Sao Sebastiao Do Paraiso
Villagomez) SNPZ Pedra Azul
SNGJ Grajau
SLVM Villamontes (Rafael Pabon) SNQD Souza
SNGN Garanhuns
SLVR Santa Cruz (Viru Viru Intl) SNQG Floriano (Cangapara)
SNGT Gentio De Ouro
SLYA Yacuiba SNQM Queimadas
SNGU Gurupa
SM FIR/UIR SNGX Guaxupe SNQV Curvelo
SMPM Paramaribo FIR/UIR SNHR Coxim SNRD Prado
SNHS Serra Talhada (Santa SNRJ Brejo
SM Suriname Magalhaes) SNRP Rio Paranaiba
SMCI Coeroenie SNIA Igarape-Acu SNRS Russas
SMJP Zandery (J.A. Pengel Intl) SNRU Caruaru
SNIB Itaberaba
SMPA Paloemeu (Vincent Faiks) SNIC Irece SNRX Riachao
SMSI Sipaliwini SNIE Caetite SNSC Sacramento
SMTB Tafelberg (Rudy Kappel) SNIG Iguatu SNSG Salgueiro
SMZO Paramaribo (Zorg En Hoop) SNIN Prainha SNSO Serro
SNIO Cipo SNSS Salinas
SM Uruguay SNST Souto Soares, Brazil
SMDB Soriano (Santa Maria Del SNIP Itapetinga
SNSW Soure
Bequelo) SNIT Ibotirama
SNTF Teixeira de Freitas
SNIU Ipiau
SNTI Obidos
SN Brazil SNIY Ibimirim
SNTK Monte Carmelo
SNAE Arcoverde SNJA Jardim De Angicos
SNTL Tamboril
SNAG Araguari SNJB Jacobina
SNTM Turmalina
SNAH Adustina SNJD Joao Durval Carneiro (Feira SNTO Teofilo Otoni
SNAI Alto Parnaiba de Santana) Buritirama
SNTQ
SNAL Arapiraca SNJK Jequie Piritiba, Brazil
SNTR
SNAM Santo Antonio Do Amparo SNJN Januaria SNTS Patos
SNAP Janauba SNJO Joao Pessoa (Aeroclub) SNUB Uba
SNAR Almenara SNJP Joao Pinheiro SNUC Acu
SNAS Tres Marias SNJQ Jequitinhonha SNUD Urbano Santos
SNAT Aracati SNJR Sao Joao Del Rei SNUH Piumhi
SNAU Aracaju (Flying Club) SNJS Jardim Do Serido SNUI Aracuai
SNAX Assis SNJW Sacramento (Jaguara) SNUN Unai
SNBA Barretos (Chafei Amsei) SNKC Cocos SNUT Utinga, Brazil
SNBC Barra Do Corda SNKD Conceicao Do Mato Dentro SNUU Uaua
SNBG Baixo Guandu SNKE Santana Do Araguaia SNVB Valenca
SNBI Bacabal SNKF Conselheiro Lafaiete SNVD Santa Maria Da Vitoria (Santa
SNBJ Belo Jardim SNKH Creputia Maria Da Vitoria Apt)
SNBK Bocaiuva SNKI Cachoeiro Do Itapemirim SNVG Conceicao Das Alagoas (Volta
SNBL Belmonte SNKK Caico
Boquira Grande)
SNBO SNKL Colinas
SNBR Barreiras SNVI Tres Coracoes (Mello Viana)
SNKN Currais Novos SNVL Virgem Da Lapa
SNBS Balsas SNKO Brotas de Macaubas
SNBT Benedito Leite SNVS Breves
SNKP Capelinha SNVZ Varzea Da Palma
SNBW Baiao SNKR Corrente
SNBX Barra SNWC Camocim
SNLB Livramento Do Brumado SNWS Crateus
SNBZ Paramirim SNLN Linhares
SNCC Calcoene SNXA Machado
SNLO Sao Lourenco SNXB Caxambu
SNCE Campo Do Meio SNLT Paulistana
SNCP Carutapera SNXQ Xique-Xique
SNMA Monte Alegre SNXW Chaves
SNCQ Euclides Da Cunha SNMB Mombaca SNYA Almeirim
(Cocorobo) SNMC Macaubas SNYB Ituiutaba
SNCS Campos Sales SNMI Jaguarari (Mina Caraiba) SNYD Pilao Arcado
SNCV Campina Verde SNMJ Maracas SNYE Pinheiro
SNCX Colatina SNMM Morada Nova De Minas SNZA Pouso Alegre
SNCZ Ponte Nova SNMO Morada Nova SNZP Pocoes
SNDB Ruropolis SNMS Monte Santo De Minas SNZR Paracatu
SNDC Redencao SNMX Sao Mateus
SNDG Sao Domingos Do Maranhao SNNH Carinhanha SO FIR/UIR
SNDN Leopoldina SNNP Nilo Pecanha SOOO Cayenne FIR/UIR
SNDR Timon (Domingos Rego) SNNU Nanuque
Diamantina (Juscelino SNOA Coroata SO French Guiana
SNDT
SNOB Sobral SOCA Cayenne (Felix Eboue)
Kubitschek)
SNOC Morro Do Chapeu SOOG St Georges De L’Oyapock
SNDV Divinopolis
SNOE Oeiras SOOM St-Laurent-Du-Maroni
SNDW Encruzilhada (Divisa)
SNOF Ouro Fino SOOS Saul
SNDY Dores Do Indaia
SNED Canavieiras SNOP Propria SP FIR/UIR
SNEL Belterra SNOS Passos (Municipal Jose SPIM Lima FIR/UIR
SNEO Neropolis (Dezoito) Figueiredo)
SNEP Eunapolis SNOX Oriximina
q$z

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 WW-244 AIRPORT DIRECTORY 23 NOV 12
JEPPESEN NavData (ICAO) LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

SP Peru SPRU Trujillo (Cap Carlos Martinez SSMY Sao Miguel Do Iguacu
SPAC Ciro Alegria De Pinillos Intl) SSNG Montenegro
SPAR Alerta SPSE Sepahua SSNH Novo Hamburgo
SPAS Andoas (ALF. FAP Vladimir SPSO Pisco SSNO Nonoai
Sara Bauer) SPST Tarapoto (CAP FAP Guillermo SSNP Nova Prata
SPAY Atalaya del Castillo) SSNQ Nioaque
SPBC Caballococha SPTE Teresita (San Francisco) SSOE Sao Miguel Do Oeste
SPBT Oventeni SPTN Tacna (Col Carlos Ciriani SSOG Arapongas
SPCH Tocache Santa Rosa) SSPB Pato Branco
SPCL Pucallpa (Cap FAP David SPTU Puerto Maldonado (Padre SSPG Paranagua
Abenzur Rengifo Intl) Jose Aldamiz) SSPI Paranavai
SPDF Chivay SPUC Huamachuco SSPL Palmeira Das Missoes
SPDN Colonia Angamos SPUR Piura (Capt Guillermo Concha SSPN Paranaiba
SPDO Mollendo Iberico) SSPS Palmas
SPDR Corrientes-Trompeteros SSPT Palotina
SPVI Vicco
SPEE GALILEA (EL ESTRECHO) Vilcashuaman SSQC Siqueira Campos
SPVN
SPEN Iscozasin SPWT Las Malvinas SSQM Tanque Novo
SPEO Chimbote (Tte Fap Jaime De SPYL Talara (Capitan Montes Intl) SSQN Mundo Novo
Montreuil) SPYO Pacasmayo SSQP Monte Santo
SPEP Puerto Esperanza Nazca (Maria Reiche SSQT Castro
SPZA
SPEQ Moquegua SSQZ Mimoso do Oeste (Luis
Neuman)
SPGB Galilea Eduardo Magalhaes)
SPZO Cuzco (Tnte FAP Alejandro
SPGM Tingo Maria SSRE Realeza
Velazco Astete Intl)
SPGP Gueppi SSRF Castro Alves
SPHI Chiclayo (CAPTAIN FAP J SS Brazil SSRK Campo Alegre de Lourdes
A QUINONES GONZALEZ SSAB Ibaiti SSRU Sao Lourenco Do Sul
INTL) SSAE Arroio Grande SSRZ Rosario Do Sul
SSAM Amambai SSSA Bela Vista (Faz. Sant’Anna do
SPHO Ayacucho (Col Alfredo
SSAN Andira Apa)
Mendivil Duarte)
Andahuaylas SSAP Apucarana SSSB Sao Borja
SPHY
SSAQ Passo Fundo (Aeroclub) SSSC Santa Cruz Do Sul
SPHZ Anta Huaraz (Comandante
SSBI Iguatemi SSSD Soledade
German Arias Grazziani) SSSG Sao Gabriel
SSBJ Bom Jesus
SPID Teniente Bergerie SSSQ Sao Joaquim
SSBL Blumenau
SPIL Quincemil SSBN Porto Alegre (Belem Novo) SSST Santiago
SPIM Lima-Callao (Jorge Chavez
SSBR Bandeirantes SSSZ Sertanopolis
Intl) SSBV Bela Vista SSTB Tres Barras
SPIN Inapari SSCK Concordia SSTL Tres Lagoas
SPIR Patria SSCN Canela SSTO Tres Passos
SPIY Yauri, Peru (Yauri) SSCP Cornelio Procopio SSUM Umuarama
SPJA Rioja SSCQ Cacequi SSUV Uniao Da Vitoria
SPJE Jaen (Shumba) SSCR Marechal Candido Rond* SSVC Vacaria
SPJI Juanjui (Marechal Candido Rondon) SSVI Videira
SPJJ Jauja (Francisco Carle) SSCT Cianorte SSVN Veranopolis
SPJL Juliaca (Inca Manco Capac SSDC Dionisio Cerqueira SSWA Venancio Aires
Intl) SSEP Sao Sepe SSWD Irai (Vicente Dutra)
SPJN San Juan De Marcona SSER Erechim SSWS Cacapava Do Sul
SPJR Cajamarca (Gen Armando SSEW Pardinho (Sitio Limoeiro) SSXD Sarandi
Revoredo Iglesias) SSFB Francisco Beltrao SSYA Arapoti
SPKI Kiteni SSFK Corumba (Forte Coimbra) SSZQ Bela Vista (Faz. Panorama)
SPLN Rodriguez De Mendoza (San SSGA Garibaldi SSZR Santa Rosa
Nicolas) SSGB Guaratuba SSZS Centenario Do Sol
SPLO ILO SSGR Guapore (Centenario Do Sul)
SPLP Lima (Las Palmas) SSGV Getulio Vargas SSZW Ponta Grossa
SPLX Lima (Lib Mandy SSGW Goio-Ere
Metropolitano) SU FIR/UIR
SSGY Guaira
SPME Tumbes (Pedro Canga) SUEO Montevideo FIR/UIR
SSHN Iguaracu (Recanto Das
SPMF Mazamari (Manuel Prado) Aguias) SU Papua New Guinea
SPMS Yurimaguas (Moises SSIE Campo Grande (Teruel SULE Sule
Benzaquen Rengifo) Ipanema Estancia)
SPNC Huanuco (Alferez David SU Uruguay
SSIJ Ijui
Figueroa Fernandini) Itaqui SUAA Montevideo (Angel S Adami
SSIQ
SPNM Nuevo Mundo SSJA Joacaba Intl)
SPNU Manu SSJI Jardim SUAG Artigas (Artigas Intl)
SPON Orellana SSJK Julio De Castilos SUCA Colonia (Laguna de los Patos
SPOR Orcopampa (Minas SSJR Jaguarao Intl)
Buenaventura) SSKG Campo Grande (Santa Maria) SUCM Carmelo (Carmelo Intl)
SPOV Leon Velarde (Shiringayoc O SSKK Capao Da Canoa SUDU Durazno (Santa Bernardina
Hda Mejia) SSKM Campo Mourao Intl)
SPOY Atico SSKN Campo Novo SULS Maldonado (Capitan Curbelo
SPPA Puerto Ocopa SSKS Cachoeira Do Sul Intl)
SPPB Puerto Breu (Tipishsa) SSKU Curitibanos (Lauro Antonio da SUME Mercedes (Ricardo Detomasi
SPPH Pampa Hermosa Costa) Dptal)
SPPN Palmas Del Espino SSKW Cacoal SUMO Melo (Cerro Largo Intl)
SPPY Chachapoyas SSKZ Carazinho SUMU Montevideo (Carrasco
SPQN Requena SSLA Laguna Intl/Gen C L Berisso)
SPQT Iquitos (Col Francisco Secada SSLG Sao Luis Gonzaga SUPE Punta Del Este (El Jaguel
Vignetta) SSLN Lontras Dptal)
SPQU Arequipa (Rodriguez Ballon) SSLO Loanda SUPU Paysandu (Tydeo Larre
SPRF San Rafael SSMD Medianeira Borges Intl)
SPRM San Ramon (Capitan Alvarino) SSMF Mafra SURB Rio Branco
SSMJ Maracaju
q$z
SSMT Mostardas

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 23 NOV 12 AIRPORT DIRECTORY WW-245
JEPPESEN NavData (ICAO) LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

SURV Rivera (Presidente General SVPE Pedernales SWJV Atalaia Do Norte (Palmeiras
don Oscar D. Gestido Intl) SVPM San Cristobal (Paramillo) Do Javari)
SUSO Salto (Salto Nueva Hesperides SVPP Luepa SWJW Jatai
Intl) SVPR Ciudad Guayana (Gen. SWKC Caceres
SUTB Tacuarembo Manuel Carlos Piar Intl) SWKO Coari
SUTR Treinta Y Tres SVPT Palmarito SWKT Catalao, Brazil (Catalao)
SUVO Vichadero SVQU Santa Rosa De Guanare SWKU Sao Gabriel Da Cachoeira
(Portuguesa) (Cucui)
SV FIR/UIR SVRB Cumarebo (Puerto Cumarebo) SWKX Caceres (Corixa)
SVZM Maiquetia FIR/UIR SWLB Labrea
SVRX Hacienda Rio Yaza
SV Venezuela SVSA San Antonio Del Tachira (Gral. SWLC Rio Verde (Gen Leite De
SVAC Acarigua (Oswaldo Guevara Juan Vicente Gomez INTL) Castro)
Mujica) SVSB Barinas (Santa Barbara De SWME Mineiros
SVAJ Mata De Juajua Barinas) SWMU Boa Vista (Surumu)
SVAN Anaco SVSE Santa Elena De Uairen (Santa SWMW Maues
SVAS Armando Schwarck Elena) SWMX Morrinhos
SVBC Barcelona (Gen. Jose Antonio SVSN Los Siete Samanes SWMY Barra Do Garcas (Porto Fluvial
Anzoategui Intl) SVSO Santo Domingo (Mayor Suia Missu)
SVBI Barinas Buenaventura Vivas Intl AB) SWNA Novo Aripuana
SVBK Bocono SVSP San Felipe (Sub Teniente SWNH Aruana
SVBL Maracay (El Libertador AB) Nestor Arias) SWNI Ariquemes (Nova Vida)
SVBM Barquisimeto (Jacinto Lara SVSR San Fernando De Apure SWNK Boca Do Acre (Novo Campo)
Intl) SVST San Tome (Don Edmundo SWNO Nova Olinda Do Norte
SVBQ Bachaquero Barrios Intl) SWNQ Niquelandia
SVBS Maracay (Mariscal Sucre AB) SVSZ Santa Barbara Del Zulia SWNS Anapolis
SVCB Ciudad Bolivar (Gral. Tomas SVTC Tucupita SWNV Goiania (National Aviation
De Heres) SVTK La Trinidad De Arichuna Aerodrome)
SVCD Caicara (Caicara De Orinoco) SVTM Tumeremo SWOB Fonte Boa
SVCJ San Carlos (Cojedes) SVTR Temblador SWOW Moura
SVCL Calabozo SVUM Uriman SWPA Pedro Afonso
SVCN Canaima SVUP Upata (Bolivar) SWPB Costa Marques (Forte Principe
SVCO Carora SVUQ Uon-Quen Da Beira)
SVCP Carupano (Gen Jose SVVA Valencia (Arturo Michelena SWPG Porto Dos Gauchos
Francisco Bermudez) Intl) SWPI Parintins
SVCR Coro (Jose L Chirinos Intl) SVVG El Vigia (Juan Pablo Perez SWPK Pocone
SVCS Caracas (Oscar Machado Alfonzo) SWPL Chapada Dos Guimaraes
Zuloaga) SVVL Valera (Dr. Antonio Nicolas (Posto Leonardo Vilas Boas)
SVCU Cumana (Mariscal Antonio Briceno) SWPM Pimenta Bueno
SWPN Parana
Jose De Sucre) SVVP Valle De La Pascua (Guarico)
SWPR Pires Do Rio
SVDP La Divina Pastora SVVQ Venelac (Lara)
SWPZ Posse (Oricanga De Abreu)
SVDW Ciudad Piar SVWB La Bananera
SWQI Caracarai
SVEB El Guayabo (Zulia)
SW Brazil SWRA Arraias
SVED El Dorado
SWAY Araguaiana SWRD Rondonopolis
SVEN Encontrados
SWBA Buriti Alegre SWRO Porto Velho (Rondonia)
SVEZ Elorza
SWBC Barcelos SWRU Tesouro (Meruri)
SVGC La Gran China (Zulia)
SWBI Barreirinha SWSI Sinop (Presidente Joao
SVGD Guasdualito
SVGI Guiria (Almirante Cristobal SWBQ Vila Bela Da S S Trindade Batista Figueiredo)
Colon) Bra* (Barracao Queimado) SWSR Sertania
SWBR Borba SWST Santa Terezinha
SVGT Guasipati
SWCA Carauari SWTC Tocantinia
SVGU Guanare
SWCB Campos Belos SWTO Paraiso Do Tocantins
SVHD Hacienda El Calvario
SWCQ Costa Marques SWTP Santa Isabel Do Rio Negro
SVHG Higuerote
Icabaru SWCW Cavalcante (Tapuruquara)
SVIC
SVIE Isla De Coche SWCZ Ceres SWTQ Rio Quente (Termas Pousada
SVJC Paraguana (Josefa Camejo SWDM Diamantino Do Rio Quente)
SWDN Dianopolis SWTY Taguatinga
Intl)
SWDV Caceres (Descalvados) SWUA Sao Miguel Do Araguaia,
SVJM San Juan De Los Morros
SWDW Diamantino (Divisao) Brazil (Sao Miguel Do
(Guarico Mun)
SWEE Atalaia Do Norte (Estirao Do Araguaia)
SVKA Kavanayen (Bolivar)
Equador) SWUC Luciara
SVLB La Blanquilla
SWEI Eirunepe SWUI Pauini
SVLE Amazonas (La Esmeralda)
SWEK Canarana SWUP Uirapuru
SVLF La Fria
SWFJ Feijo SWUY Coari (Urucu)
SVLO La Orchila (Isla La Orchila)
SWFR Formosa SWUZ Luziania
SVMC Maracaibo (La Chinita Intl)
SWFX Sao Felix Do Araguaia SWVB Vila Bela (Vila Bela da SS.
SVMD Merida (Alberto Carnevalli)
SWGI Gurupi Trindade)
SVMG Margarita (Del Caribe Intl Gen
SWGN Araguaina SWVC Vila Rica
Santiago Marino) SWHG Santa Helena De Goias SWWA Porangatu
SVMI Maiquetia (Simon Bolivar Intl) SWHT Humaita SWWK Urucara
SVMP Caracas (Metropolitano Intl) SWIA Iaciara SWWU Uruacu
SVMT Maturin (Gral. Jose Tadeo SWII Santo Antonio Do Ica SWXG Barra Do Garcas (Xingu)
Monagas) (Ipiranga) Xapuri
SWXU
SVNX Morichal SWIP Ipameri Nova Xavantina (Xavantina)
SWXV
SVOE Sabaneta (Barinas) SWIW Nova Mutum (Brigadeiro SWYN Apui (Prainha)
SVOF Santa Barbara De Monagas Eduardo Gomes)
SVOK Oritupano SWIY Cristalandia (Santa Isabel Do SY FIR/UIR
SVON Cabimas (Oro Negro) Morro) SYGC Georgetown FIR/UIR
SVPA Puerto Ayacucho (Casique SWJC Jaciara SY Guyana
Aramare Amazonas) SWJN Juina SYAH Aishalton
SVPC Puerto Cabello (Gen. SWJP Japura (Bittencourt) SYAN Annai
Bartolome Salom) SWJU Juruena SYAP Apoteri
q$z

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 WW-246 AIRPORT DIRECTORY 23 NOV 12
JEPPESEN NavData (ICAO) LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

SYAW Awaruwannawa TL St Lucia UB Azerbaijan

SYCJ Georgetown (Cheddi Jagan TLPC Castries (George F. Charles) UBBB Baku (Heydar Aliyev Intl)
Intl) TLPL Vieuxfort (Hewanorra Intl) UBBG Ganja
SYEB Ebini UBBL Lenkoran
SYGO GEORGETOWN (OGLE) TN FIR/UIR UBBN Nakhchivan
Imbaimadai TNCF Curacao FIR/UIR UBBQ Gabala
SYIB
SYKA Kaieteur TN Aruba UBBY Zagatala
SYKK Kurukabaru Guyana TNCA Aruba Island (Reina Beatrix UD FIR/UIR
(Kurukabaru) Intl) UDDD Yerevan FIR
SYKM Kamarang
SYKR Karanambo TN Neth Antilles UD Armenia
SYKT Kato TNCB Kralendijk (Flamingo) UDSG Gyumri (Shirak)
SYLD Linden TNCC Willemstad (Hato Intl.) UDYE Yerevan (Erebuni)
SYLP Lumid Pau TNCE St Eustatius I (F.D. Roosevelt) UDYZ Yerevan (Zvartnots)
SYLT Lethem TNCM St Maarten I (Princess Juliana
SYMD Mahdia Intl) UE FIR/UIR
SYMP Mountain Point Guyana UEEE Yakutsk FIR
TQ Anguilla UELL Chulman FIR
(Mountain Point)
TQPF The Valley (Clayton J. Lloyd UEMO Olekminsk FIR
SYOR Orinduik
Intl) UENN Nyurba FIR
TA Antigua UERP Poliarny FIR
TAPA St Johns (V C Bird Intl) TR Montserrat I UERR Mirny FIR
TRPG Gerald’s (Osborne Intl) UEST Tiksi FIR
TAPH Barbuda (Codrington)
TT FIR/UIR UE Russia
TB Barbados
TTZP Piarco FIR/UIR UEBB Batagay
TBPB Bridgetown (Grantley Adams
Intl) TT Tobago Is UEEA Aldan
TTCP Scarborough (Robinson Intl) UEEE Yakutsk
TD Dominica UELL Neryungri (Chulman)
TDCF Roseau (Canefield Intl) TT Trinidad UEMH Tyoply Klyuch
TDPD Roseau (Melville Hall) TTPP Port Of Spain (Piarco Intl) UEMM Magan
TF Guadeloupe UEMO Olekminsk
TU British Virgin Is
UEMU Ust-Maya
TFFA Grande Anse (Desirade) TUPA Anegada (Auguste George) UENN Nyurba
TFFB Basse-Terre (Baillif) TUPJ Roadtown (Terrance B UERL Lensk
TFFC Pointe-A-Pitre (Saint Francois) Lettsome) UERO Olenyok
TFFG St Martin I (Grand Case) TUPW Spanishtown (Virgin Gorda) UERP Poliarny
TFFJ St Barthelemy I UERR Mirny
TFFM Grand-Bourg (Marie Galante) TV St Vincent
TVSB Bequia (J.F. Mitchell) UESO Chokurdakh
TFFR Pointe-A-Pitre (Le Raizet) UESS Chersky
TFFS Terre De Haut (Les Saintes) TVSC Canouan
TVSM Mustique (Mustique Is) UEST Tiksi
TF Martinique TVSU Union I. (Union I. Intl) UESU Zyryanka
TFFF Martinique (Aime Cesaire) TVSV Kingstown (E T Joshua) UEVV Zhigansk

TG Grenada TX Bermuda UG FIR/UIR

TGPY St Georges (Maurice Bishop TXKF Bermuda Is (L F Wade Intl) UGGG Tbilisi FIR/UIR
Intl) UG Georgia
UA FIR/UIR
TGPZ Carriacou Is (Lauriston) UGKO Kutaisi (Kopitnari)
UAAA Almaty FIR
TI Virgin Islands UACC Astana FIR UGSB Batumi
TIST St Thomas I/Charlotte Amalie UAFM Bishkek FIR UGTB Tbilisi
(King) UAFO Osh FIR UH FIR/UIR
TISX St Croix I (Henry E Rohlsen) UAII Shymkent FIR UHHH Khabarovsk FIR
UATT Aktobe FIR UHMA Anadyr FIR
TJ FIR/UIR UHMI Shmidta Mys FIR
TJZS San Juan Oceanic FIR/UIR UA Kazakhstan
UAAA Almaty UHMK Keperveyem FIR
TJ Puerto Rico UAAH Balkhash UHMM Magadan FIR
TJAB Arecibo (Antonio/Nery/Juarbe UAAT Taldykorgan UHMM Magadan Oceanic FIR
Pol) UACC Astana UHMN Omolon FIR
TJBQ Aguadilla (Rafael Hernandez) UACK Kokshetau UHMO Markovo FIR
TJCP Isla De Culebra (Benjamin UACP Petropavlovsk UHMP Pevek FIR
Rivera Noriega) UADD Taraz (Aulie-Ata) UHPD Ossora FIR
TJFA Fajardo (Diego Jimenez UAII Shymkent UHPK Ust-Kamchatsk FIR
UAKD Zhezkazgan UHPM Milkovo FIR
Torres)
UAKK Karaganda UHPP Petropavlovsk-Kamchatsky
TJIG San Juan (Fernando Luis
UAON Yubileyny FIR
Ribas Dominicci)
TJMZ Mayaguez (Eugenio Maria De UAOO Kyzylorda UH Russia
Hostos) UARR Uralsk UHBB Blagoveshchensk (Ignatyevo)
TJPS Ponce (Mercedita) UASB Ekibastus UHHH Khabarovsk (Novy)
TJRV Ceiba (Jose Aponte De La UASK Ust-Kamenogorsk UHKD Komsomolsk-Na-Amure
UASP Pavlodar (Dzyomgi)
Torre)
UASS Semey UHMA Anadyr (Ugolny)
TJSJ San Juan (Luis Munoz Marin
UATE Aktau
Intl) UHMD Provideniya Bay
UATG Atyrau
TJVQ Isla De Vieques (Antonio UHMK Keperveyem
UATT Aktobe
Rivera Rodriguez) UHMM Magadan (Sokol)
UAUU Kostanay (Narimanovka)
UHMN Omolon
TK Nevis Is UA Kyrgyzstan UHMO Markovo
TKPN Nevis I. (Vance Winkworth UAFL Tamchy (Ysykkul) UHMP Pevek
Amory Intl) UAFM Bishkek (Manas) UHMS Seymchan
UAFO Osh UHNN Nikolayevsk na Amure
TK St Kitts
UAFP Karakol UHOO Okhotsk
TKPK St Kitts I. (Bradshaw Intl)
UB FIR/UIR
q$z
UBBA Baku FIR

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 23 NOV 12 AIRPORT DIRECTORY WW-247
JEPPESEN NavData (ICAO) LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

UHPP Petropavlovsk-Kamchatsky UM Belarus USHN Nyagan

(Yelizovo) UMBB Brest USHQ Beloyarskiy
UHSS Yuzhno-Sakhalinsk UMGG Homiel USHS Sovetskiy
(Khomutovo) UMII Viciebsk USHU Uray
UHWW Vladivostok (Knevichi) UMMG Hrodna USII Izhevsk
UMMM Minsk (Minsk-1) USKK Kirov (Pobedilovo)
UI FIR/UIR UMMS Minsk (Minsk-2) USMM Nadym
UIAA Chita FIR UMOO Mahiliou USMQ Yamburg
UIII Irkutsk FIR USMU Novy Urengoy
UM Russia
UI Russia UMKK Kaliningrad (Khrabrovo) USNN Nizhnevartovsk
UIAA Chita (Kadala) USPP Perm (Bolshoye Savino)
UIBB Bratsk UN FIR/UIR USRK Kogalym
UIII Irkutsk UNBB Barnaul FIR USRO Noyabrsk
UIIR Irkutsk-2 (Vostochny) UNKL Krasnoyarsk FIR USRR Surgut
UIKK Kirensk UNNT Novosibirsk FIR USSK Yekaterinburg (Aramil)
UITT Ust-Kut UNOO Omsk FIR USSS Yekaterinburg (Koltsovo)
UIUU Ulan-Ude (Mukhino) UN Russia USTR Tyumen (Roshchino)
UNAA Abakan USUU Kurgan
UK FIR/UIR
UKBV Kyiv FIR UNBB Barnaul (Mikhaylovka) UT FIR/UIR
UKDV Dnipropetrovs’k FIR UNBG Gorno-Altaysk UTAA Ashgabat FIR
UKFV Simferopol’ FIR UNCC Novosibirsk (Severny) UTAK Turkmenbashi FIR
UKLV L’viv FIR UNEE Kemerovo UTAT Dashoguz FIR
UKOV Odesa FIR UNII Yeniseysk UTAV Turkmenabat FIR
UNIP Podkamennaya Tunguska UTDD Dushanbe FIR
UK Ukraine UNKL Krasnoyarsk (Yemelyanovo) UTDL Khujand FIR
UKBB Kyiv (Boryspil’) UNKM Cheremshanka (Krasnoyarsk) UTNR Nukus FIR
UKCC Donets’k UNKY Kyzyl UTSD Samarkand FIR
UKCM Mariupol’ (Mariupol’ Intl) UNNE Novosibirsk (Yeltsovka) UTTR Tashkent FIR
UKCW Luhans’k UNNT Novosibirsk (Tolmachevo)
UKDD Dnipropetrovs’k UNOO Omsk (Tsentralny) UT Tajikistan
UKDE Zaporizhzhia (Mokraya) UNSS Strezhevoy UTDD Dushanbe
UKDR Kryvyi Rih (Lozuvatka) UTDK Kulob
UNTT Tomsk (Bogashevo)
UKFB Sevastopol’ (Bel’bek) UTDL Khujand
UNWW Novokuznetsk (Spichenkovo)
UKFF Simferopol’ UTDT Qurgonteppa
UKHH Kharkiv (Osnova) UO FIR/UIR
UT Turkmenistan
UKHP Poltava UOOO Norilsk FIR
UTAA Ashgabat
UKHS Sumy UTAK Turkmenbashi
UO Russia
UKKE Cherkasy UTAM Mary
UOHH Khatanga
UKKG Kirovohrad Igarka UTAT Dashoguz
UOII
UKKK Kyiv (Zhuliany) UTAV Turkmenabat
UOOO Norilsk (Alykel)
UKKM Kyiv (Antonov)
UKLH Khmel’nyts’kyi (Khmel’nyts’kyi UR FIR/UIR UT Uzbekistan
Intl) URRV Rostov-na-Donu FIR UTFA Andizhan
UKLI Ivano-Frankivs’k UTFF Fergana
UKLL L’Viv UR Russia UTFN Namangan
UKLN Chernivtsi URKA Anapa (Vityazevo) UTNN Nukus
UKLR Rivne URKE Yeysk UTNU Urgench
UKLT Ternopil’ (Ternopil’ Intl) URKG Gelendzhik UTSA Navoi
UKLU Uzhhorod URKK Krasnodar (Pashkovskiy) UTSB Bukhara
UKON Mykolaiv URKM Maykop UTSK Karshi
UKOO Odesa URKN Gelendzhik (Bukhta) UTSS Samarkand
UKWW Vinnytsia (Gavryshivka) URMG Grozny (Severny) UTST Termez
URML Makhachkala (Uytash) UTTT Tashkent (Yuzhny)
UL FIR/UIR URMM Mineralnyye Vody
ULAA Arkhangelsk FIR URMN Nalchik UU FIR/UIR
ULAL Leshukonskoye FIR URMO Vladikavkaz (Beslan) UUWV Moscow FIR
ULAM Naryan-Mar FIR URMS Sleptsovskaya (Magas) UUYW Vorkuta FIR
ULKK Kotlas FIR URMT Stavropol (Shpakovskoye) UUYY Syktyvkar FIR
ULLL St Petersburg FIR URRR Rostov-Na-Donu UU Russia
ULMM Murmansk FIR URRT Taganrog (Yuzhny) UUBA Kostroma (Sokerkino)
ULMM Murmansk Oceanic FIR URSS Sochi UUBI Ivanovo (Yuzhny)
ULOL Velikiye Luki FIR URWA Astrakhan UUBP Bryansk
ULWW Vologda FIR URWI Elista UUBW Ramenskoye
URWW Volgograd (Gumrak) UUDD Moscow (Domodedovo)
UL Russia
ULAA Arkhangelsk (Talagi) US FIR/UIR UUDL Yaroslavl (Tunoshna)
ULAH Arkhangelsk (Vaskovo) USCC Chelyabinsk FIR UUEE Moscow (Sheremetyevo)
ULAM Naryan-Mar USCM Magnitogorsk FIR UUEI Kimry (Borki)
ULKK Kotlas USDD Salekhard FIR UUMB Kubinka
ULLI St Petersburg (Pulkovo) USDK Kamenny Mys FIR UUMO Ostafyevo
ULMM Murmansk USDS Tarko-Sale FIR UUOB Belgorod
ULNR Staraya Russa USHH Khanty-Mansiysk FIR UUOD Voronezh (Pridacha)
ULOO Pskov USKK Kirov FIR UUOK Kursk (Vostochny)
ULPB Petrozavodsk (Besovets) USPP Perm FIR UUOL Lipetsk
ULWC Cherepovets USRR Surgut FIR UUOO Voronezh (Chertovitskoye)
ULWW Vologda USSS Yekaterinburg FIR UUOS Stary Oskol
USTR Tyumen FIR UUOT Tambov (Donskoye)
UM FIR/UIR UUWW Moscow (Vnukovo)
UMKK Kaliningrad FIR US Russia UUYH Ukhta
UMMV Minsk FIR USCC Chelyabinsk (Balandino) UUYP Pechora
UMMV Minsk UIR USCM Magnitogorsk UUYS Usinsk
USDD Salekhard UUYW Vorkuta
USDK Mys Kamenyy UUYY Syktyvkar
q$z
USHH Khanty-Mansiysk

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 WW-248 AIRPORT DIRECTORY 23 NOV 12
JEPPESEN NavData (ICAO) LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

UW FIR/UIR VDSR Siem Reap VL Laos

UWKD Kazan FIR VDST Stung Treng VLAP Attopeu
UWOO Orenburg FIR VDSV Sihanouk (Sihanouk Intl) VLHS Ban Houeisay
UWUU Ufa FIR VLLB Luang Phabang (Luang
UWWW Samara FIR VE FIR/UIR Phabang Intl)
VECF Kolkata FIR VLLN Luang Namtha
UW Russia VEGF Guwahati FIR VLOS Oudomsay
UWGG Nizhny Novgorod (Strigino)
UWKB Bugulma VE India VLPS Champasack (Pakse Intl)
UWKD Kazan VEAT Agartala VLSB Sayabouly
UWKE Begishevo VEBD Baghdogra VLSK Savannakhet (Savannakhet
UWKJ Yoshkar-Ola VEBI Barapani Intl)
UWKS Cheboksary VEBS Bhubaneshwar VLSN Sam Neua
UWLL Ulyanovsk (Baratayevka) VECC Kolkata (Netaji Subhash VLSV Saravane
UWLW Ulyanovsk (Vostochny) Chandra Bose In) VLTK Thakhek
UWOO Orenburg VEGK Gorakhpur VLVT Vientiane (Wattay Intl)
VEGT Guwahati VLXK Xieng Khouang
UWOR Orsk
UWPP Penza VEGY Gaya
VM Macao, PR of China
UWPS Saransk VEIM Imphal Macao (Macao Intl)
VMMC
UWSS Saratov (Tsentralny) VEJS Jamshedpur VMMH Macau (Macau Heliport)
UWUU Ufa VEJT Jorhat
UWWW Samara (Kurumoch) VEKU Silchar (Kumbhirgram) VN FIR/UIR
VELP Lengpui VNSM Kathmandu FIR
VA FIR/UIR VELR Lilabari
VABF Mumbai FIR VEMN Dibrugarh VN Nepal
VEMR Dimapur VNBG Bajhang
VA India VNBJ Bhojpur
VAAH Ahmedabad VEPT Patna
VERC Ranchi (Birsa Munda) VNBL Baglung
VAAK Akola VNBP Bharatpur
VAAU Aurangabad VG FIR/UIR VNBR Bajura
VABB Mumbai (Chhatrapati Shivaji VGFR Dhaka FIR VNBT Baitadi
Intl) VNBW Bhairahawa (Gautam Buddha)
VABJ Bhuj VG Bangladesh
VNCG Chandragadhi
VABO Vadodara VGBR Barisal
VNCJ Chaurijhari
VABP Bhopal (Raja Bhoj) VGCB Cox’s Bazar
VGCM Comilla VNDG Dang
VABV Bhavnagar VNDH Dhangadhi
VAGD Gondia VGEG Chittagong (Shah Amanat Intl)
VGHS Dhaka (Hazrat Shahjalal Intl) VNDL Darchula
VAID Indore (Devi Ahilyabai Holkar) VNDP Dolpa
VAJB Jabalpur VGIS Ishurdi
Jessore VNDT Doti
VAJL Jalgaon VGJR
VNGK Gorkha
VAJM Jamnagar VGRJ Rajshahi (Shah Mokhdum)
VNJL Jumla
VAKE Kandla VGSD Saidpur VNJP Janakpur
VAKJ Khajuraho VGSH Shamshernagar Jomsom
VNJS
VAKP Kolhapur VGSY Sylhet (Osmani Intl) VNKT Kathmandu (Tribhuvan Intl)
VAKS Keshod VGTJ Dhaka (Tejgaon) VNLD Lamidada
VAND Nanded VNLK Lukla
VH FIR/UIR
VANP Nagpur (Dr. Ambedkar Intl) VNMA Manang
VHHK Hong Kong FIR
VAPO Pune VNMG Meghauli
VAPR Porbandar VH Hong Kong, PR of China VNMN Mahendranagar
VARK Rajkot VHHH Hong Kong (Hong Kong Intl) VNNG Nepalgunj
VARP Raipur (Swami Vivekananda) VHSS Shun Tak (Sky Shuttle) VNPK Pokhara
VASU Surat VNRB Rajbiraj
VAUD Udaipur VI FIR/UIR VNRC Ramechhap
VIDF Delhi FIR VNRT Rumjatar
VC FIR/UIR
VCCF Colombo FIR VI India VNSI Simara
VIAG Agra VNSK Surkhet
VC Sri Lanka VIAL Allahabad (Bamhrauli) VNSR Sanfebagar
VCBI Katunayake (Bandaranaike VIAR Amritsar (Sri Guru Ram Dass VNST Simikot
Intl Colombo) Jee Intl) VNTR Tumlingtar
VCCA Anuradhapura VIBN Varanasi (Lal Bahadur Shastri) VNVT Biratnagar
VCCB Batticaloa VIBR Kullu Manali
VCCC Ratmalana (Colombo) VO FIR/UIR
VICG Chandigarh VOMF Chennai FIR
VCCG Gal Oya (Amparai) VIDD Delhi (Safdarjung)
VCCH Hingurakgoda (Minneriya) VIDN Dehradun VO India
VCCJ Kankesanturai (Jaffna) VIDP Delhi (Indira Gandhi Intl) VOBG Bangalore (Hal)
VCCK Koggala (Koggala AB) VIGG Kangra VOBL Bangalore (Bangalore Intl)
VCCN Katukurunda (Katukurunda VIGR Gwalior (Maharajpur) VOBM Belgaum
AB) VIJO Jodhpur VOBZ Vijayawada
VCCS Sigiriya (Sigiriya AB) VIJP Jaipur VOCB Coimbatore
VCCT Trincomalee (China Bay) VIJR Jaisalmer VOCI Cochin (Cochin Intl)
VCCV Vavuniya VIJU Jammu VOCL Calicut
VCCW Wirawila VIKO Kota VOCX Car Nicobar
VILD Ludhiana VOGO Goa (Dabolim)
VD FIR/UIR VILH Leh Hubli
VOHB
VDPP Phnom Penh FIR VILK Lucknow (Chaudhary Charan VOHS Hyderabad (Rajiv Gandhi Intl)
VD Cambodia Singh) VOHY Hyderabad (Begumpet)
VDBG Battambang VIPT Pantnagar VOMD Madurai
VDKK Koh Kong VISR Srinagar VOML Mangalore
VDKT Kratie VITE Thoise VOMM Chennai (Chennai Intl)
VDMK Mondulkiri VOMY Mysore
VDPP Phnom Penh (Phnom Penh VL FIR/UIR VOPB Port Blair
VLVT Vientiane FIR VOPN Sri Sathya Sai
Intl)
VDRK Ratanakiri VORY Rajahmundry
VOTP Tirupati
q$z

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 23 NOV 12 AIRPORT DIRECTORY WW-249
JEPPESEN NavData (ICAO) LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

VOTR Tiruchirappalli VV Vietnam WADL Praya (Lombok Intl)

VOTV Thiruvananthapuram VVBM DacLac (BuonMaThuot) WADS Sumbawa (Sumbawa Besar)
VOVZ Vishakhapatnam VVCA QuangNam (ChuLai) WADW Waingapu (Umbu Mehang
VVCI HaiPhong (CatBi) Kunda)
VQ Bhutan
VVCM CaMau WAJJ Jayapura (Sentani)
VQPR Paro VVCR Khanh Hoa (Cam Ranh Intl) WAJO Oksibil
VR FIR/UIR VVCS BaRiaVungTau (ConSon) WAJW Wamena
VRMF Male FIR VVCT Can Tho (Can Tho Intl) WAKK Merauke (Mopah)
VVDB DienBien WALK Tanjung Redeb (Kalimarau)
VR Maldives VVDH Quangbinh (Donghoi) WALL Balikpapan (Sepinggan)
VRMG Gan Island (Gan) VVDL LamDong (LienKhuong) WALR Tarakan (Juwata)
VRMH Hanimaadhoo Island VVDN Da Nang (Da Nang Intl) WALS Samarinda (Temindung)
(Hanimaadhoo) VVNB Hanoi (Noi Bai Intl) WAMG Gorontalo (Djalaluddin)
VRMK Kadhdhoo Island (Kadhdhoo) VVPB HUE (Phu Bai Intl) WAML Palu (Mutiara)
VRMM Male (Ibrahim Nasir Intl) VVPC Binhdinh (Phucat) WAMM Manado (Ratulangi)
VRMT Kaadedhdhoo Island VVPK GiaLai (Pleiku) WAMP Poso, Indonesia (Kasiguncu)
(Kaadedhdhoo) VVPQ Phu Quoc (Kien Giang) WAMR Morotai (Pitu)
VRMV Maamigili (Villa) VVRG RachGia WAMT Ternate (Babullah)
VT FIR/UIR VVTH PhuYen (TuyHoa) WAMW Luwuk (Syukuran Aminuddin
VTBB Bangkok FIR VVTS Hochiminh (Tansonnhat) Amir)
VVVH Vinh WAOI Pangkalanbun (Iskandar)
VT Thailand WAON Warukin
VTBD Bangkok (Don Mueang Intl) VY FIR/UIR
VYYF Yangon FIR WAOO Banjarmasin (Syamsudin
VTBH Lop Buri (SA Pran Nak Aero) Noor)
VTBI Prachin Buri VY Myanmar WAOP Palangka Raya (Tjilik Riwut)
VTBK Nakhon Pathom (Kamphaeng VYAN Ann WAOS Sampit (H. Asan)
Saen) VYAS Anisakan WAPP Ambon (Pattimura)
VTBL Lop Buri (Khok Kathiam) VYBG Bagan (Nyaung U) WAPQ Kisar Island (Kisar)
VTBO Trat VYBM Banmaw WARA Malang (Abdulrachman Saleh)
VTBP Prachuap Khiri Khan VYBP Bokpyinn WARI Madiun (Iswahyudi)
VTBS Bangkok (Suvarnabhumi Intl) VYCI Coco I WARJ Yogyakarta (Adi Sucipto)
VTBT Chon Buri (Bang Phra) VYDW Dawei WARQ Solo (Adi Soemarmo)
VTBU Rayong (U-Tapao Pattaya Intl) VYGW Gwa WARR Surabaya (Juanda)
VTBW Watthana Nakhon VYHB Hmawby WARS Semarang (Ahmad Yani)
VTCC Chiang Mai (Chiang Mai Intl) VYHH Heho WASR Manokwari (Rendani)
VTCH Mae Hong Son VYHL Hommalinn
WASS Sorong (Domine Eduard
VTCI Maehongson (Pai) VYKG Kengtung
VYKI Kanti Osok)
VTCL Lampang
VYKL Kalay WATC Maumere (Seda)
VTCN Nan
VYKP Kyaukpyu WATG Ruteng (Frans Sales Lega)
VTCP Phrae
VYKT Kawthoung WATO Labuhan Bajo (Komodo)
VTCT Chiang Rai (Chiang Rai Intl)
VYKU Kyauktu WATT Kupang (El Tari)
VTPB Phetchabun
VTPH Prachuap Khiri Khan (Hua Hin VYLK Loikaw WAWJ Mamuju (Tampa Padang)
VYLS Lashio WAWW Kendari (Halu Oleo)
Aero)
VYLY Lanywa WAXX Banyuwangi (Blimbingsari)
VTPI Nakhon Sawan (Takhli)
VTPM Tak (Mae Sot Aero) VYMD Mandalay (Mandalay Intl) WB FIR/UIR
VTPN Nakhon Sawan VYME Myeik WBFC Kota Kinabalu FIR
VTPO Sukhothai VYMK Myitkyina
VTPP Phitsanulok VYML Meiktila WB Brunei
VTPR Ratchaburi (Photharam) VYMM Mawlamyine WBAK Anduki/Seria
VTPT Tak VYMN Manaung WBSB Bandar Seri Begawan (Brunei
VTPY Tak (Khuan Phumiphon) VYMO Momeik Intl)
VTSB Surat Thani VYMS Mong-Hsat
VYMT Mong Tong WB Malaysia
VTSC Narathiwat
VYMW Magway WBGB Bintulu
VTSE Chumphon
VYMY Monywar WBGG Kuching (Kuching Intl)
VTSF Nakhon Si Thammarat
VYNP Myitkyina (West Nampong) WBGJ Limbang
VTSG Krabi
VYNT Naypyitaw WBGK Mukah
VTSH Songkhla
VYPA Hpa-An WBGL Long Akah
VTSK Pattani
VYPN Pathein WBGM Marudi
VTSM Surat Thani (Samui)
VYPP Hpa-pun (Hpapun) WBGR Miri
VTSN Nakhon Si Thammarat WBGS Sibu
(Cha-Ian) VYPT Putao
VYPU Pakhokku WBGW Lawas
VTSP Phuket (Phuket Intl) WBGZ Bario
VTSR Ranong VYPY Pyay
VYST Shante WBKD Lahad Datu
VTSS Songkhla (Hat Yai Intl) WBKG Keningua, Malaysia
VTST Trang VYSW Sittwe
VYTD Thandwe (Keningua)
VTUD Udon Thani WBKK Kota Kinabalu
VTUI Sakon Nakhon VYTL Tachileik
VYTO Taungoo WBKL Labuan I (Labuan)
VTUJ Surin WBKS Sandakan
VTUK Khon Kaen VYYE Ye
VYYY Yangon (Yangon Intl) WBKW Tawau
VTUL Loei WBMU Mulu
VTUN Nakhon Ratchasima (Khorat) WA FIR/UIR
VTUO Buri Ram WAAF Ujung Pandang FIR WI FIR/UIR
VTUQ Nakhon Ratchasima WIIF Jakarta FIR
VTUU Ubon Ratchathani WA Indonesia
WAAA Makassar (Sultan WI Indonesia
VTUV Roi Et
WIBB Pekanbaru (Sultan Syarif
VTUW Nakhon Phanom Hasanuddin)
WABB Biak (Frans Kaisiepo) Kasim II)
VV FIR/UIR WIBD Dumai (Pinang Kampai)
WABI Nabire
VVTS Hochiminh FIR WICB Tangerang (Budiarto)
WABP Timika (Moses Kilangin)
VVVV Hanoi FIR WICC Bandung (Husein
WADB Bima (Sultan Muhammad
Salahuddin) Sastranegara)
WADD Bali (Ngurah Rai Intl) WICD Cirebon (Cakrabhuwana)
q$z

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 WW-250 AIRPORT DIRECTORY 23 NOV 12
JEPPESEN NavData (ICAO) LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

WICT Bandar Lampung (Radin Inten XZ Norway YBPN Proserpine (Whitsunday

II Apt) XZEV Evje (Evje Hospital) Coast)
WIDD Batam (Hang Nadim) XZFR Fredrikstad (Fredrikstad YBRK Rockhampton
WIDN Tanjung Pinang (Raja Haji Hospital) YBRL Borroloola
Fisabilillah) XZNF Nordfjordeid (Nordfjordeid YBRM Broome (Broome Intl)
WIDS Singkep (Dabo) Hospital) YBRN Balranald
WIHH Jakarta (Halim Intl) XZTY Tynset (Tynset Hospital) YBRS Barwon Heads
WIHL Cilacap (Tunggul Wulung) YBRW Brewarrina
YA Australia YBRY Barimunya
WIHP Tangerang (Pondok Cabe)
YABA Albany YBSG Scherger
WIII Jakarta (Soekarno-Hatta Intl)
YADG Aldinga YBSM Blossom Banks
WIMG Padang (Tabing)
YAGD Augustus Downs YBSS Bacchus Marsh
WIMM Medan (Polonia)
YALA Marla YBSU Sunshine Coast
WIOD Tanjung Pandan (H.A.S. YAMB Amberley (Amberley Military) YBTH Bathurst
Hanandjoeddin) YAMC Aramac YBTI Bathurst I
WIOK Ketapang (Rahadi Osman) YAMK Andamooka YBTL Townsville (Townsville Intl)
WIOM Tarempa (Matak) YAMT Amata YBTR Blackwater
WION Ranai YANG West Angelas YBUD Bundaberg
WIOO Pontianak (Supadio) YANK Anna Creek YBUN Bunbury
WIPA Jambi (Sultan Thaha) YAPH Alpha YBWG Bronzewing
WIPK Pangkal Pinang (Depati Amir) YARA Ararat YBWN Bowen
WIPL Bengkulu (Fatmawati YARG Argyle YBWP Weipa
Soekarno) YARM Armidale YBWX Barrow I
WIPP Palembang (Sultan M YARS Ardrossan YBYL Baryulgil
Badaruddin II) YARY Arrabury YBYS Beverley Springs
WIPR Rengat (Japura) YATN Atherton YCAB Caboolture
WIPT Padang Pariaman YAUR Aurukun YCAG Caiguna
(Minangkabau Intl) YAYE Ayers Rock YCAH Coolah
WIPU Mukomuko YAYR Ayr YCAR Carnarvon
WITN Sabang (Maimum Saleh) YB FIR/UIR YCAS Casino
WITT Banda Aceh (Sultan YBBB Brisbane FIR YCBA Cobar
Iskandarmuda) YCBB Coonabarabran
YB Australia YCBG Hobart (Cambridge)
WI Papua New Guinea YBAD Baradine YCBP Coober Pedy
WITU Witu YBAF Brisbane (Archerfield) YCBR Collarenebri
WM FIR/UIR YBAR Barcaldine YCCA Chinchilla
WMFC Kuala Lumpur FIR YBAS Alice Springs YCCT Coconut Island
YBAU Badu Island YCCY Cloncurry
WM Malaysia YBBN Brisbane (Brisbane Intl) YCDE Cobden
WMAP Kluang YBBT Boort YCDH Cadney Homestead
WMBI Taiping YBCG Gold Coast YCDO Condobolin
WMBT Pulau Tioman YBCK Blackall YCDR Caloundra
WMGK Gong Kedak YBCM Coominya YCDU Ceduna
WMKA Alor Star (Sultan Abdul Halim) YBCS Cairns (Cairns Intl) YCEE Cleve
WMKB Butterworth YBCV Charleville YCEL Capella
WMKC Kota Bharu (Sultan Ismail YBDG Bendigo YCEM Coldstream
Petra) YBDV Birdsville YCFS Coffs Harbour
WMKD Kuantan (Sultan Ahmad Shah) YBEB Purnululu National Park YCGO Chillagoe
WMKE Kerteh (Bellburn) YCHK Christmas Creek
WMKI Ipoh (Sultan Azlan Shah) YBEE Beverley YCHT Charters Towers
WMKJ Johor Bahru (Senai Intl) YBEO Betoota YCIN Curtin
WMKK Kuala Lumpur (Kuala Lumpur YBGD Boolgeeda YCKI Croker I
Intl - Sepang) YBGO Balgo Hill YCKN Cooktown
WMKL Langkawi I. (Langkawi Intl) YBGR Bridgewater YCLQ Cape Leveque
WMKM Malacca YBHI Broken Hill YCMH Camden Haven
WMKN Kuala Terengganu (Sultan YBHM Hamilton I (Hamilton I.) YCMM Cummins Town
Mahmud) YBID Binda YCMT Clermont
WMKP Penang I (Penang Intl) YBIE Bedourie YCMU Cunnamulla
WMPR Pulau Redang YBIR Birchip YCMW Camooweal (Camooweal Ala)
YBKE Bourke YCNF Nifty
WMSA Kuala Lumpur (Sultan Abdul
YBKM Brockman YCNK Cessnock
Aziz Shah-Subang) YBKT Burketown YCNM Coonamble
WP Indonesia YBLA Benalla YCNY Century Mine
WPDB Suai (Saui Apt) YBLC Balcanoona YCOE Coen
WPDL Dili (Pres Nicolau Lobato Intl) YBLL Bollon YCOM Cooma-Snowy Mountains
WPEC Baucau (Cakung) YBLN Busselton YCOO Cooinda
YBLP Blue Water Park YCOR Corowa
WS FIR/UIR YBLT Ballarat YCRG Corryong
WSJC Singapore FIR YBLU Bellevue YCRY Croydon
YBMA Mt Isa
WS Singapore YCSV Collinsville
YBMI Boomi
WSAG Singapore (Sembawang) YCTM Cootamundra
YBMK Mackay
WSAP Singapore (Paya Lebar) YCUA Cudal
YBMY Bamyili
YCUE Cue
WSAT Singapore (Tengah) YBNA Ballina (Ballina/Byron YCUN Cunderdin
WSSL Singapore (Seletar) Gateway) YCVG Calvin Grove
WSSS Singapore (Changi) YBNS Bairnsdale YCWA Coondewanna
YBOA Boonah YCWL Cowell
XX FIR/UIR YBOC Booleroo Center
XX03 No FIR YCWR Cowra
YBOI Boigu YCXA Cooloola Cove
XX07 No FIR FIR
YBOK Oakey (Oakey (Military)) YDAY Dalby
XX14 No FIR Tashkent FIR
YBOM Bombala YDBI Dirranbandi
YBOR Bordertown YDBR Dunbar
YBOU Boulia YDBY Derby
YBPI Brampton Island YDEK Denmark
q$z

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 23 NOV 12 AIRPORT DIRECTORY WW-251
JEPPESEN NavData (ICAO) LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

YDGU DeGrussa YHML Hamilton YM FIR/UIR

YDKI Dunk Island YHOO Hooker Creek YMMM Melbourne FIR
YDLO Darlot YHOT Mt Hotham
YDLQ Deniliquin YHPN Hopetoun YM Australia
YDLT Delta Downs YHRD Hungerford YMAA Mabuiag Island
YDLV Delissaville YHSM Horsham YMAE Murray/Mer Island
YDMG Doomadgee YHUG Hughenden YMAF Mansfield (Mansfield Hls)
YDNI Darnley Island YIDK Indulkana YMAV Avalon
YDOC Dochra (Dochra (Military)) YIFL Innisfail YMAY Albury
YDOD Donald YIFY Iffley YMBA Mareeba
YDOP Donnington Airpark YIGM Ingham YMBD Murray Bridge
YDOR Dorunda YIKM Inkerman YMBL Marble Bar
YDPD Davenport Downs YIMB Kimba YMBU Maryborough
YDPO Devonport YINJ Injune YMCL Mount Coolon
YDRD Drysdale River YINN Innamincka YMCO Mallacoota
YDRH Durham Downs YISF Isisford YMCT Millicent
YDRI Durrie YITT Mitta Mitta YMDA Mundubbera
YDUN Dunwich YIVL Inverell YMDG Mudgee
YDVR Docker River YIVO Ivanhoe YMDN Merredin
YDWF Delamere YJAB Jabiru YMDY Mount Bundey
YDYS Dysart YJAC Jacinth Ambrosia YMEI Mereenie
YECH Echuca YJAK Jackson YMEK Meekatharra
YELD Elcho I YJBY Jervis Bay (Jervis Bay YMEL Melton
YELN Elliston (Military)) YMEN Melbourne (Essendon)
YEMG Eromanga YJDA Jundah YMER Merimbula
YEML Emerald YJER Jerilderie YMES East Sale (East Sale (Military))
YENO Enoggera YJIN Jindabyne YMFD Mansfield
YERN Ernabella YJLC Julia Creek YMGB Milingimbi
YESC Escott YJNB Jurien Bay YMGD Maningrida
YESP Esperance YJST Jamestown YMGI Mungindi
YEUO Eulo YJUN Jundee YMGR Margaret River Station
YEVD Evans Head YKAL Kalumburu YMGT Margaret River
YEXM Exmouth YKAR Karara YMHB Hobart
YFBS Forbes YKAT Katoomba YMHL Mount Holland
YFDF Fortescue Dave Forrest YKBL Kambalda YMHO Mount House
YFLD Facing Island YKBN Kooralbyn YMHU McArthur River Mine
YFLI Flinders I YKBR Kalbarri YMHW Mount Howitt
YFRG Fregon YKBY Streaky Bay YMIA Mildura
YFRT Forrest YKCS Kings Creek YMIB Mintabie
YFTA Forrestania YKCY KILCOY YMIG Mittagong
YFTZ Fitzroy Crossing YKDI Kadina YMIJ Minjilang
YGAD Garden I YKDM Kidman Springs YMIT Mitchell
YGAS Gatton (Gatton Airpark) YKER Kerang YMJM Manjimup
YGAW Gawler YKID Kidston YMKT Emkaytee
YGAY Gayndah YKIG Kingston YMLD Maitland
YGBI South Goulburn I YKII King I YMLS Miles
YGDA Goodooga YKKG Kalkgurung YMLT Launceston
YGDH Gunnedah YKLE Killarney YMMB Melbourne (Moorabbin)
YGDI Goondiwindi YKMB Karumba YMMI Murrin Murrin
YGDO Terrey Hills (Gundaroo) YKML Kamileroi YMML Melbourne (Melbourne Intl)
YGDS Gregory Downs YKMP Kempsey YMMU Middlemount
YKNG Katanning YMND Maitland
YGEL Geraldton
Kowanyama YMNE Mt. Keith
YGFN Grafton YKOW
YMNG Mangalore
YGGE Golden Grove YKRY Kingaroy
YMNK Monkira
YGIB Gibb River YKSC Kingscote
YMNY Morney
YGIG Gingin YKTN Kyneton
YMOG Mount Magnet
YGIL Gilgandra YKUB Kubin
YMOO Mooraberree
YGKL Great Keppel Island YLAH Lawn Hill
YMOR Moree
YGLA Gladstone YLAK Lakeside Airpark
YMOU Moura
YGLB Goulburn YLAW Leinster (Lawlers)
YMPA Minnipa
YGLG Geelong YLCG Lake Cargelligo
YMPC Point Cook
YGLI Glen Innes YLCS Locksley Field YMRB Moranbah
YGLO Glenormiston YLEC Leigh Creek YMRE Marree
YGLS Giles YLEG Leongatha YMRW Morawa
YGON Mount Gordon YLEO Leonora YMRY Moruya
YGPT Garden Point YLEV Lake Evella YMSF Mount Sanford Station
YGRL Great Lakes YLGU Legune Stn YMTB Muttaburra
YGRS Laverton (Granny Smith) YLHI Lord Howe Island YMTG Mount Gambier
YGTE Groote Eylandt YLHR Lockhart River YMTI Mornington I (Mornington I.)
YGTH Griffith YLIL Lilydale YMTO Monto
YGTN Georgetown YLIS Lismore YMUL Murray Field
YGTO George Town YLJN West Perth (Lake Johnston) YMWA Mullewa
YGWA Goolwa YLKE Lakes Entrance YMYB Maryborough
YGYM Gympie YLLE Ballera YNAP Nappa Merrie
YHAA Haasts Bluff YLOH Louth YNAR Narrandera
YHAW Hawker YLOR Lorraine YNBR Narrabri
YHAY Hay YLOX Loxton YNGU Ngukurr
YHBA Hervey Bay YLRD Lightning Ridge YNHL Nhill
YHBK Holbrook YLRE Longreach YNPE Northern Peninsula
YHEC Norwell (Heck) YLST Leinster YNRB Narembeen
YHID Horn Island YLTN Laverton YNRC Naracoorte
YHLC Halls Creek YLTV Latrobe Valley YNRG Narrogin
YHLS Hillston YLVK Lavarack YNRM Narromine
YHMB Hermannsburg YLZI Lizard Island YNRV Ravensthorpe
q$z

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 WW-252 AIRPORT DIRECTORY 23 NOV 12
JEPPESEN NavData (ICAO) LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

YNSH Noosa YSCO Scone YWBR Warburton

YNSM Norseman YSCR Southern Cross YWBS Warraber Island
YNTM Northam YSDU Dubbo YWCA Wilcannia
YNTN Normanton YSEN Serpentine YWCH Walcha
YNUB Nullarbor Motel YSGE St George YWCK Warwick
YNUL Nullagine YSGR South Grafton YWDG Windarling
YNUM Numbulwar YSGT Singleton YWDH Windorah
YNWN Newman YSGW South Galway YWDL Wondoola
YNYN Nyngan YSHG Shay Gap YWEL Wellington
YOAY Oaky Creek YSHK Shark Bay YWGT Wangaratta
YOEN Oenpelli YSHR Shute Harbour/Whitsunday YWHA Whyalla
YOLA Colac YSHT Shepparton YWHC White Cliffs
YOLD Olympic Dam YSHW Holsworthy (Luscombe Army YWIS Williamson
YOLW Onslow Airfield) YWJL Wujal Wujal
YOOD Oodnadatta YSII Saibai Island YWKB Warracknabeal
YOOM Moomba YSLK Sea Lake YWKI Waikerie
YORB Orbost YSMI Smithton YWLG Walgett
YORG Orange YSNB Snake Bay YWLM Williamtown (Williamtown
YORR Orroroo YSNC Sinclair Military)
YOSB Osborne Mine YSNF Norfolk I (Norfolk Island) YWLU Wiluna
YPAD Adelaide (Adelaide Intl) YSNW Nowra (Nowra Military) YWMC William Creek
YPAG Port Augusta YSOL Solomon YWMP Wrotham Park
YPAM Palm Island YSPE Stanthorpe YWND Wondai
YPAY Papunya YWOL Wollongong
YSPT Southport
YPBO Paraburdoo YWRL Warialda
YSRD Sunrise Dam
YPCC Cocos (Keeling) I (Cocos YWRN Warren
YSRI Richmond (Richmond
(Keeling) I Intl) YWSG Watts Bridge
(Military)) YWSL West Sale
YPCE Pooncarie YSRN Strahan
YPDN Darwin (Darwin Intl) YWST Sydney (Westmead Hospital)
YSSY Sydney (Kingsford Smith Intl) YWTL Waterloo
YPEA Pearce YSTA Saint Arnaud
YPEC Aeropelican YWTN Winton
YSTH St Helens YWUD Wudinna
YPED Edinburgh (Edinburgh YSTO Stonehenge YWVA Warnervale
(Military)) YSTW Tamworth
YPEF Penfield YWWI Woodie Woodie
YSWB Swan Bay YWWL West Wyalong
YPFT Polo Flat YSWG Wagga Wagga
YPGV Gove YWYA Wyandra
YSWH Swan Hill YWYF Wycheproof
YPID Phillip Island
YSWL Stawell YWYM Wyndham
YPIR Port Pirie YTAA Tara
YPJT Perth (Jandakot) YWYY Wynyard
YTAM Taroom YXFV Newcastle Westpac Base
YPKA Karratha YTBB Tumby Bay
YPKG Kalgoorlie-Boulder YXGS Gosford (Gosford Hospital)
YTBR Timber Creek YXLG Lithgow (Lithgow Hospital)
YPKL Puckapunyal (Puckapunyal YTDN Tooradin
(Military)) YXMA McLean (McLean Hospital)
YTDR Theodore
YPKS Parkes YXMO Mossman
YTEE Trepell
YPKT Port Keats YXMW Merriwa (Merriwa Hospital)
YTEF Telfer
YPKU Kununurra YXTU Tully Hospital (Tully Hospital
YTEM Temora
YPLC Port Lincoln YTFA Truro Flat Airpark HLS)
YPLM Learmonth YTGM Thargomindah YXWL Wollongong (Wollongong
YPLU Plutonic YTGT The Granites Hospital)
YPMH Prominent Hill YTHY Thylungra YYKI Yorke Island
YPMP Pormpuraaw YTIB Tibooburra YYMI Yam Island
YPMQ Port Macquarie YTKS Tooral Research Station YYND Yuendumu
YPNN Pinnaroo YYNG Young
(Toorak Research Station)
YPOD Portland YYRM Yarram
YTMB Tambo
YPOK Porepunkah YYWG Yarrawonga
YTMN Tanami (Tanami Gold Mine)
YPPD Port Hedland (Port Hedland
YTMO The Monument ZB FIR/UIR
Intl) YTMU Tumut
YPPF ZBPE Beijing FIR
Adelaide (Parafield) YTNG Thangool
YPPH Perth (Perth Intl) YTNK Tennant Creek ZB China, PR of
YPTB Peterborough YTOC Tocumwal ZBAA Beijing (Beijing Capital)
YPTN Tindal (Tindal (Military)) YTOT Tottenham ZBHH Hohhot (Baita)
YPWR Woomera YTQY Torquay ZBLA Hulunbeier (Hailar)
YPXM Christmas I YTRE Taree ZBMZ Manzhouli (Xijiao)
YQDI Quirindi YTST Truscott-Mungalalu ZBSJ Shijiazhuang (Zhengding)
YQLP Quilpie YTTI Troughton I ZBTJ Tianjin (Binhai)
YQNS Queenstown YTWB Toowoomba ZBYN Taiyuan (Wusu)
YQRN Quorn YTWN Tooraweenah
YRBE Robe YTYA Tyabb ZE Hong Kong, PR of China
YRED Redcliffe YUDG Urandangi ZEXE Hong Kong (Hong Kong
YREN Renmark YUNY Cluny Harbor)
YRLL Rolleston YVIE Victor Island East
YRMD Richmond ZG FIR/UIR
YVIW Victor Island West ZGZU Guangzhou FIR
YRNG Ramingining YVRD Victoria River Downs
YROB Robinhood YVRS Vanrook Station ZG China, PR of
YROI Robinvale ZGDY Zhangjiajie (Hehua)
YROM Roma YW Antarctica (Aus, NZ)
ZGGG Guangzhou (Baiyun)
YRSB Roseberth YWKS Wilkins
Rosehill Heliport ZGHA Changsha (Huanghua)
YRSH
YRTI Rottnest I YW Australia ZGKL Guilin (Liangjiang)
YRTP Rutland Plains YWAG Wanaaring ZGNN Nanning (Wuxu)
YSBK Sydney (Bankstown) YWAV Wave Hill ZGOW Jieyang (Chaoshan)
YSCA Scotia Sanctuary YWBI Warrabri ZGSD Zhuhai (Sanzao)
YSCB Canberra YWBL Warrnambool ZGSZ Shenzhen (Baoan)
YWBN Wedderburn
q$z
YSCN Camden

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 23 NOV 12 AIRPORT DIRECTORY WW-253
JEPPESEN NavData (ICAO) LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

ZH FIR/UIR ZUCK Chongqing (Jiangbei)

ZHWH Wuhan FIR ZUGY Guiyang (Longdongbao)
ZULS Lhasa (Gonggar)
ZH China, PR of
ZUUU Chengdu (Shuangliu)
ZHCC Zhengzhou (Xinzheng)
ZHHH Wuhan (Tianhe) ZUXC Xichang (Qingshan)

ZJ FIR/UIR ZW FIR/UIR
ZJSA Sanya FIR ZWUQ Urumqi FIR

ZJ ZW China, PR of
China, PR of
ZJHK ZWSH Kashi
Haikou (Meilan)
ZWTN Hotan
ZJSY Sanya (Phoenix Intl)
ZWWW Urumqi (Diwopu)
ZK FIR/UIR
ZY FIR/UIR
ZKKP Pyongyang FIR
ZYSH Shenyang FIR
ZK Korea, DPR of
ZY China, PR of
ZKPY Pyongyang (Sunan)
ZYCC Changchun (Longjia)
ZL FIR/UIR ZYHB Harbin (Taiping)
ZLHW Lanzhou FIR ZYJM Jiamusi
ZYMD Mudanjiang (Hailang)
ZL China, PR of ZYQQ Qiqihar (Sanjiazi)
ZLIC Yinchuan (Hedong) ZYTL Dalian (Zhoushuizi)
ZLLL Lanzhou (Zhongchuan) ZYTX Shenyang (Taoxian)
ZLXN Xining (Caojiapu) ZYYJ Yanji
ZLXY Xi’An (Xianyang)
ZM FIR/UIR
ZMUB Ulaanbaatar FIR
ZM Mongolia
ZMAH Arvaikheer
ZMAT Altai
ZMBH Bayankhongor
ZMBN Bulgan
ZMBS Bulgan Sum
ZMBU Baruun-Urt
ZMCD Choibalsan (Dornod)
ZMDA Dadal
ZMDN Donoi (Zavkhan)
ZMDZ Gurvansaikhan
ZMGT Ovoot
ZMHG Khatgal
ZMHH Kharkhorin
ZMKD Khovd
ZMMG Mandalgobi
ZMMN Muren
ZMOT Oyut
ZMTG Tsetserleg
ZMTL Tosontsengel
ZMTT Tavan Tolgoi
ZMUB Ulaanbaatar (Chinggis Khaan
Intl)
ZMUG Deglii Tsagaan
ZMUH Undurkhaan
ZMUL Bayan-Ulgii (Ulgii)
ZP FIR/UIR
ZPKM Kunming FIR
ZP China, PR of
ZPJH Xishuangbanna (Gasa)
ZPPP Kunming (Changshui)
ZS FIR/UIR
ZSHA Shanghai FIR
ZS China, PR of
ZSAM Xiamen (Gaoqi)
ZSCN Nanchang (Changbei)
ZSFZ Fuzhou (Changle)
ZSHC Hangzhou (Xiaoshan)
ZSJN Jinan (Yaoqiang)
ZSNB Ningbo (Lishe)
ZSNJ Nanjing (Lukou)
ZSOF Hefei (Luogang)
ZSPD Shanghai (Pudong)
ZSQD Qingdao (Liuting)
ZSQZ Quanzhou (Jinjiang)
ZSSS Shanghai (Hongqiao)
ZSTX Huangshan (Tunxi)
ZSWH Weihai (Dashuipo)
ZSWZ Wenzhou
ZSXZ Xuzhou (Guanyin)
ZSYN Yancheng (Nanyang)
q$z
ZSYT Yantai (Laishan)

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 23 NOV 12 AIRPORT DIRECTORY WW-301
IATA LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

A AFO Afton (Afton Mun), USA

AAA Anaa I (Anaa), French Pacific O.T. AFW Ft Worth (Ft Worth Alliance), USA
AAB Arrabury, Australia AFY Afyon (Afyon AB), Turkey
AAC El Arish (El Arish Intl), Egypt AFZ Sabzevar, Iran
AAE Annaba (Rabah Bitat), Algeria AGA Agadir (Al Massira Intl), Morocco
AAF Apalachicola (Apalachicola Regl), USA AGB Augsburg, Germany
AAI Arraias, Brazil AGC Pittsburgh (Allegheny Co), USA
AAL Aalborg, Denmark AGE Wangerooge, Germany
AAM Malamala, S Afr Rep AGF Agen (La Garenne), France
AAN Al Ain (Al Ain Intl), UAE AGH Angelholm, Sweden
AAO Anaco, Venezuela AGJ Aguni, Japan
AAQ Anapa (Vityazevo), Russia AGL Wanigela, PNG
AAR Aarhus, Denmark AGN Angoon (Angoon Seaplane), USA
AAX Araxa, Brazil AGO Magnolia (Magnolia Mun), USA
AAY Al-Ghaidah (Al-Ghaidah Intl), Yemen AGP Malaga (Costa del Sol), Spain
ABA Abakan, Russia AGQ Agrinion, Greece
ABC Albacete, Spain AGR Agra, India
ABD Abadan, Iran AGS Augusta (Augusta Regl At Bush), USA
ABE Allentown (Lehigh Valley Intl), USA
AGT Minga Guazu (Guarani Intl), Paraguay
ABH Alpha, Australia
AGU Aguascalientes (Jesus Teran Intl), Mexico
ABI Abilene (Abilene Regl), USA
AGV Acarigua (Oswaldo Guevara Mujica), Venezuela
ABJ Abidjan (Felix Houphouet-Boigny), Cote d’Ivoire
AHB Abha, Saudi Arabia
ABL Ambler, USA AHC Herlong (Amedee AAF), USA
ABM Northern Peninsula, Australia
AHD Ardmore (Ardmore Downtown Executive), USA
ABQ Albuquerque (Albuquerque Intl Sunport), USA
AHF Arapahoe (Arapahoe Mun), USA
ABR Aberdeen (Aberdeen Regl), USA
AHH Amery (Amery Mun), USA
ABS Abu Simbel, Egypt
AHL Aishalton, Guyana
ABT Al Baha, Saudi Arabia
AHN Athens (Athens/Epps), USA
ABV Abuja (Nnamdi Azikiwe Intl), Nigeria
AHO Alghero (Fertilia), Italy
ABX Albury, Australia
ABY AHU Al Hoceima (Cherif El Idrissi Intl), Morocco
Albany (Southwest Georgia Regl), USA
AIA Alliance (Alliance Mun), USA
ABZ Aberdeen (Dyce), United Kingdom
AIB Airbus (Airbus Trng), France
ACA Acapulco (Gen Juan N Alvarez Intl), Mexico
AID Anderson (Anderson Mun-Darlington), USA
ACB Bellaire (Antrim Co), USA
AIF Assis, Brazil
ACC Accra (Kotoka Intl), Ghana
AIG Yalinga, Cen Afr Rep
ACE Lanzarote, Canary Is
AIK Aiken (Aiken Mun), USA
ACH St Gallen (Altenrhein), Switzerland
AIN Wainwright, USA
ACI Alderney, United Kingdom
AIO Atlantic (Atlantic Mun), USA
ACJ Anuradhapura, Sri Lanka
AIT Aitutaki (Avarua), Cook Is
ACK Nantucket (Nantucket Meml), USA
AIV Aliceville (Downer), USA
ACN Ciudad Acuna (Ciudad Acuna Intl), Mexico
AIZ Kaiser/Lake Ozark (Fine Meml), USA
ACP Maragheh (Sahand), Iran
AJA Ajaccio (Napoleon Bonaparte), France
ACT Waco (Waco Regl), USA
AJF Al Jouf, Saudi Arabia
ACV Arcata-Eureka (Arcata), USA
AJI Agri, Turkey
ACY Atlantic City (Atlantic City Intl), USA
AJJ Akjoujt, Mauritania
ACZ Zabol, Iran AJK Arak, Iran
ADA Adana, Turkey AJN Anjouan (Ouani), Comoros
ADB Izmir (Adnan Menderes), Turkey AJR Arvidsjaur, Sweden
ADD Addis Abeba (Bole Intl), Ethiopia
AJU Aracaju (Santa Maria), Brazil
ADE Aden (Aden Intl), Yemen
AJY Agades (Manu Dayak), Niger
ADF Adiyaman, Turkey
AKB Atka, USA
ADG Adrian (Lenawee Co), USA AKD Akola, India
ADH Aldan, Russia AKF Kufra, Libya
ADI Arandis, Namibia AKH Al Kharj (Prince Sultan AB), Saudi Arabia
ADJ Amman (Marka Intl), Jordan
AKI Akiak, USA
ADK Adak I (Adak), USA
AKJ Asahikawa, Japan
ADL Adelaide (Adelaide Intl), Australia AKK Akhiok, USA
ADM Ardmore (Ardmore Mun), USA AKL Auckland (Auckland Intl), New Zealand
ADO Andamooka, Australia AKM Zakouma, Chad
ADQ Kodiak, USA AKN King Salmon, USA
ADR Andrews (Swinnie), USA
AKO Akron (Colorado Plains Regl), USA
ADS Dallas (Addison), USA
AKP Anaktuvuk Pass, USA
ADT Ada (Ada Mun), USA AKR Akure, Nigeria
ADU Ardabil, Iran AKS Auki, Solomon Is
ADW Camp Springs (Joint Base Andrews), USA AKT Akrotiri, Cyprus
ADX Leuchars, United Kingdom AKV Akulivik, Canada
ADZ San Andres (Gustavo Rojas Pinilla), Colombia AKW Aghajari, Iran
AEH Abeche, Chad AKX Aktobe, Kazakhstan
AEL Albert Lea (Albert Lea Mun), USA AKY Sittwe, Myanmar
AEO Aioun-El-Atrouss, Mauritania ALA Almaty, Kazakhstan
AEP Buenos Aires (Jorge Newbery Aeroparque), Argentina ALB Albany (Albany Intl), USA
AER Sochi, Russia ALC Alicante, Spain
AES Alesund (Vigra), Norway ALD Alerta, Peru
AET Allakaket, USA ALE Alpine (Alpine-Casparis Mun), USA
AEU Abumusa Island (Abumusa), Iran ALF Alta, Norway
AEX Alexandria (Alexandria Intl), USA ALG Algiers (Houari Boumediene), Algeria
AEY Akureyri, Iceland ALH Albany, Australia
AFA San Rafael (S.A. Santiago Germano), Argentina ALI Alice (Alice Intl), USA
AFD Port Alfred, S Afr Rep ALJ Alexander Bay, S Afr Rep
AFF Colorado Springs (USAF Academy), USA ALL Albenga, Italy
AFL Alta Floresta, Brazil ALM Alamogordo (Alamogordo-White Sands Regl), USA
AFN Jaffrey (Jaffrey Airport-Silver Ranch), USA ALN Alton-St Louis (St Louis Regl), USA
q$z

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 WW-302 AIRPORT DIRECTORY 23 NOV 12
IATA LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

ALO Waterloo (Waterloo Regl), USA ARI Arica (Chacalluta Intl), Chile
ALP Aleppo (Aleppo Intl), Syria ARK Arusha, Tanzania
ALR Alexandra, New Zealand ARM Armidale, Australia
ALS Alamosa (San Luis Valley Regl/Bergman), USA ARN Stockholm (Arlanda), Sweden
ALU Alula, Somalia ARR Alto Rio Senguerr (D.Casimiro Szlapelis), Argentina
ALW Walla Walla (Walla Walla Regl), USA ARS Aragarcas, Brazil
ALX Alexander City (Russell), USA ART Watertown (Watertown Intl), USA
ALY Alexandria (Alexandria Intl), Egypt ARV Minocqua-Woodruff (Lakeland/Lee Meml), USA
AMA Amarillo (Rick Husband Amarillo Intl), USA ARW Arad, Romania
AMB Ambilobe, Madagascar ARY Ararat, Australia
AMC Am-Timan, Chad ASA Assab (Assab Intl), Eritrea
AMD Ahmedabad, India ASB Ashgabat, Turkmenistan
AMH Arba Minch, Ethiopia ASD Andros I (Fresh Creek), Bahamas
AMJ Almenara, Brazil ASE Aspen (Aspen-Pitkin Co/Sardy), USA
AMK Durango (Animas), USA ASF Astrakhan, Russia
AMM Amman (Queen Alia Intl), Jordan ASG Ashburton, New Zealand
AMN Alma (Gratiot Community), USA ASH Nashua (Boire Field), USA
AMO Mao, Chad ASI Ascension I. (Ascension Aux AB), Ascension I
AMP Ampanihy, Madagascar ASJ Amami, Japan
AMQ Ambon (Pattimura), Indonesia ASK Yamoussoukro, Cote d’Ivoire
AMS Amsterdam (Schiphol), Netherlands ASL Marshall (Harrison Co), USA
AMW Ames (Ames Mun), USA ASM Asmara (Asmara Intl), Eritrea
AMZ Auckland (Ardmore), New Zealand ASN Talladega (Talladega Mun), USA
ANB Anniston (Anniston Regl), USA ASO Asosa, Ethiopia
ANC Anchorage (Stevens Anchorage Intl), USA ASP Alice Springs, Australia
AND Anderson (Anderson Regl), USA ASQ Austin, USA
ANE Angers (Marce), France ASR Kayseri (Erkilet AB), Turkey
ANF Antofagasta (Cerro Moreno Intl), Chile AST Astoria (Astoria Regl), USA
ANG Angouleme (Brie-Champniers), France ASU Asuncion (Silvio Pettirossi Intl), Paraguay
ANI Aniak, USA ASV Amboseli, Kenya
ANJ Zanaga, Congo, Rep Of ASW Aswan (Aswan Intl), Egypt
ANK Ankara (Etimesgut AB), Turkey ASX Ashland (Kennedy Meml), USA
ANM Antalaha (Antsirabato), Madagascar ASY Ashley (Ashley Mun), USA
ANO Angoche, Mozambique ATA Anta Huaraz (Comandante German Arias Grazziani),
ANP Annapolis (Lee), USA Peru
ANQ Angola (Tri-State Steuben Co), USA ATB Atbara, Sudan
ANR Antwerp (Deurne), Belgium ATC Cat Island (Arthur’s Town), Bahamas
ANS Andahuaylas, Peru ATD Atoifi, Solomon Is
ANU St Johns (V C Bird Intl), Antigua ATE Antlers (Antlers Mun), USA
ANV Anvik, USA ATF Ambato (Chachoan), Ecuador
ANW Ainsworth (Ainsworth Regl), USA ATH Athens (Eleftherios Venizelos Intl), Greece
ANX Andenes (Andoya), Norway ATI Artigas (Artigas Intl), Uruguay
ANY Anthony (Anthony Mun), USA ATJ Antsirabe, Madagascar
AOC Leipzig-Altenburg, Germany ATK Atqasuk (Atqasuk Burnell Meml), USA
AOD Abou-Deia, Chad ATL Atlanta (Hartsfield - Jackson Atlanta Intl), USA
AOE Eskisehir (Anadolu), Turkey ATM Altamira, Brazil
AOH Lima (Lima Allen Co), USA ATN Namatanai, PNG
AOI Ancona (Falconara), Italy ATO Athens/Albany (Ohio University Snyder Field), USA
AOJ Aomori, Japan ATQ Amritsar (Sri Guru Ram Dass Jee Intl), India
AOK Karpathos, Greece ATR Atar, Mauritania
AOL Paso De Los Libres, Argentina ATS Artesia (Artesia Mun), USA
AOO Altoona (Altoona-Blair Co), USA ATT Atmautluak, USA
AOR Alor Star (Sultan Abdul Halim), Malaysia ATV Ati, Chad
AOT Aosta, Italy ATW Appleton (Outagamie Co Regl), USA
AOU Attopeu, Laos ATY Watertown (Watertown Regional), USA
APA Denver (Centennial), USA ATZ Asyut (Asyut Intl), Egypt
APB Apolo, Bolivia AUA Aruba Island (Reina Beatrix Intl), Aruba
APC Napa (Napa Co), USA AUC Arauca (Santiago Perez), Colombia
APF Naples (Naples Mun), USA AUD Augustus Downs, Australia
APG Aberdeen Proving Grounds (Phillips AAF), USA AUF Auxerre (Branches), France
APL Nampula, Mozambique AUG Augusta (Augusta State), USA
APN Alpena (Alpena Co Regl), USA AUH Abu Dhabi (Abu Dhabi Intl), UAE
APQ Arapiraca, Brazil AUK Alakanuk, USA
APS Anapolis, Brazil AUM Austin (Austin Mun), USA
APT Jasper (Marion Co-Brown), USA AUN Auburn (Auburn Mun), USA
APU Apucarana, Brazil AUO Auburn (Auburn University Regl), USA
APV Apple Valley, USA AUR Aurillac, France
APW Apia (Faleolo Intl), Samoa AUS Austin (Austin-Bergstrom Intl), USA
APX Arapongas, Brazil AUU Aurukun, Australia
APY Alto Parnaiba, Brazil AUW Wausau (Wausau Downtown), USA
APZ Zapala, Argentina AUX Araguaina, Brazil
AQA Araraquara, Brazil AUZ Chicago/Aurora (Aurora Mun), USA
AQI Qaisumah (Hafr Al-Batin), Saudi Arabia AVB Aviano (Aviano AB), Italy
AQJ Aqaba (King Hussein Intl), Jordan AVI Ciego De Avila (Maximo Gomez), Cuba
AQM Ariquemes (Nova Vida), Brazil AVK Arvaikheer, Mongolia
AQP Arequipa (Rodriguez Ballon), Peru AVL Asheville (Asheville Regl), USA
ARA New Iberia (Acadiana Regl), USA AVN Avignon (Caumont), France
ARB Ann Arbor (Ann Arbor Mun), USA AVO Avon Park (Avon Park Executive), USA
ARC Arctic Village, USA AVP Wilkes-Barre (Wilkes-Barre-Scranton Intl), USA
ARE Arecibo (Antonio/Nery/Juarbe Pol), Puerto Rico AVV Avalon, Australia
ARG Walnut Ridge (Walnut Ridge Regl), USA AVX Avalon (Catalina), USA
ARH Arkhangelsk (Talagi), Russia AWK Wake I, Wake I
q$z

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 23 NOV 12 AIRPORT DIRECTORY WW-303
IATA LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

AWM West Memphis (West Memphis Mun), USA BDH Bandar Lengeh, Iran
AWZ Ahwaz, Iran BDI Bird, Seychelles
AXA The Valley (Clayton J. Lloyd Intl), Anguilla BDJ Banjarmasin (Syamsudin Noor), Indonesia
AXC Aramac, Australia BDK Bondoukou (Soko), Cote d’Ivoire
AXD Alexandroupolis (Dimokritos), Greece BDL Windsor Locks (Bradley Intl), USA
AXG Algona (Algona Mun), USA BDM Balikesir (Bandirma AB), Turkey
AXK Ataq, Yemen BDN Bend (Bend Mun), USA
AXM Armenia (El Eden), Colombia BDO Bandung (Husein Sastranegara), Indonesia
AXN Alexandria (Chandler), USA BDQ Vadodara, India
AXR Arutua, French Pacific O.T. BDR Bridgeport (Sikorsky Meml), USA
AXS Altus (Altus/Quartz Mountain Regl), USA BDS Brindisi (Casale), Italy
AXT Akita, Japan BDT Gbadolite, Congo, Dr Of
AXU Axum, Ethiopia BDU Bardufoss, Norway
AXV Wapakoneta (Armstrong), USA BDY Bandon (Bandon State), USA
AXX Angel Fire, USA BEB Benbecula, United Kingdom
AYP Ayacucho (Col Alfredo Mendivil Duarte), Peru BEC Wichita (Beech Factory), USA
AYQ Ayers Rock, Australia BED Bedford (Hanscom), USA
AYR Ayr, Australia BEF Bluefields, Nicaragua
AYS Waycross (Waycross-Ware Co), USA BEG Belgrade (Nikola Tesla), Serbia-Montenegro
AYT Antalya, Turkey BEH Benton Harbor (Southwest Michigan Regl), USA
AZA Phoenix (Phoenix-Mesa Gateway), USA BEL Belem (Val De Cans/Julio Cezar Ribeiro Intl), Brazil
AZD Yazd (Shahid Sadooghi), Iran BEN Benghazi (Benina Intl), Libya
AZG Apatzingan (Pablo L Sidar), Mexico BES Brest (Bretagne), France
AZI Abu Dhabi (Al Bateen Executive), UAE BET Bethel, USA
AZN Andizhan, Uzbekistan BEU Bedourie, Australia
AZO Kalamazoo (Kalamazoo/Battle Creek Intl), USA BEW Beira, Mozambique
AZR Adrar (Touat Cheikh Sidi Mohamed Belkebir), Algeria BEX Benson, United Kingdom
AZS Samana (El Catey Intl), Dom Rep BEY Beirut (Rafic Hariri Intl), Lebanon
BFD Bradford (Bradford Regl), USA
B
BFE Bielefeld, Germany
BAA Biala, PNG
BAB Marysville (Beale AFB), USA BFF Scottsbluff (Western Nebraska Regl/William B. Heilig
BAD Bossier City (Barksdale AFB), USA Field), USA
BAE Barcelonnette (Saint Pons), France BFI Seattle (Boeing Field/King Co Intl), USA
BAF Westfield/Springfield (Barnes Mun), USA BFK Aurora (Buckley AFB), USA
BAG Baguio, Philippines BFL Bakersfield (Meadows), USA
BAH Bahrain (Bahrain Intl), Bahrain BFM Mobile (Mobile Downtown), USA
BAI Buenos Aires (Buenos Aires De Osa), Costa Rica BFN Bloemfontein (Bloemfontein Intl), S Afr Rep
BAL Batman, Turkey BFO Chiredzi (Buffalo Range), Zimbabwe
BAM Battle Mountain, USA BFP Beaver Falls (Beaver Co), USA
BAQ Barranquilla (Ernesto Cortissoz), Colombia BFR Bedford (Grissom Mun), USA
BAS Ballalae, Solomon Is BFS Belfast (Aldergrove), United Kingdom
BAT Barretos (Chafei Amsei), Brazil BFT Beaufort (Beaufort Co), USA
BAU Bauru, Brazil BFV Buri Ram, Thailand
BAX Barnaul (Mikhaylovka), Russia BFX Bafoussam, Cameroon
BAY Baia Mare, Romania BGA Bucaramanga (Palonegro), Colombia
BAZ Barcelos, Brazil BGB Booue, Gabon
BBA Balmaceda, Chile BGC Braganca, Portugal
BBB Benson (Benson Mun), USA BGD Borger (Hutchinson Co), USA
BBC Bay City (Bay City Mun), USA BGE Bainbridge (Decatur Co Industrial), USA
BBD Brady (Curtis Field), USA BGF Bangui (M’Poko), Cen Afr Rep
BBG Butaritari, Kiribati BGH Bogue, Mauritania
BBH Barth, Germany BGI Bridgetown (Grantley Adams Intl), Barbados
BBI Bhubaneshwar, India BGL Baglung, Nepal
BBK Kasane, Botswana BGM Binghamton (Greater Binghamton Regl/Link), USA
BBM Battambang, Cambodia BGO Bergen (Flesland), Norway
BBN Bario, Malaysia BGQ Big Lake, USA
BBO Berbera, Somalia BGR Bangor (Bangor Intl), USA
BBP Bembridge, United Kingdom BGT Bagdad, USA
BBQ Barbuda (Codrington), Antigua BGU Bangassou, Cen Afr Rep
BBR Basse-Terre (Baillif), Guadeloupe BGW Baghdad (Baghdad Intl), Iraq
BBS Blackbushe, United Kingdom BGX Bage (Cmte Gustavo Kraemer), Brazil
BBT Berberati, Cen Afr Rep BGY Bergamo (Orio Al Serio), Italy
BBU Bucharest (Baneasa-Aurel Vlaicu), Romania BGZ Braga, Portugal
BBV Grand Bereby (Nero-sur-Mer), Cote d’Ivoire BHA San Vicente (Los Perales), Ecuador
BBW Broken Bow (Broken Bow Mun/ Keith Glaze), USA BHB Bar Harbor (Hancock Co-Bar Harbor), USA
BBY Bambari, Cen Afr Rep BHD Belfast (Belfast City), United Kingdom
BCA Baracoa (Gustavo Rizo), Cuba BHE Blenheim (Woodbourne (Military)), New Zealand
BCB Blacksburg (Virginia Tech/Montgomery Executive), BHH Bisha, Saudi Arabia
USA BHI Bahia Blanca (Comandante Espora NAS), Argentina
BCD Silay (Bacolod), Philippines BHJ Bhuj, India
BCE Bryce Canyon, USA BHK Bukhara, Uzbekistan
BCF Bouca, Cen Afr Rep BHM Birmingham (Birmingham-Shuttlesworth Intl), USA
BCH Baucau (Cakung), Indonesia BHN Beihan, Yemen
BCI Barcaldine, Australia BHO Bhopal (Raja Bhoj), India
BCM Bacau, Romania BHP Bhojpur, Nepal
BCN Barcelona (El Prat), Spain BHQ Broken Hill, Australia
BCT Boca Raton, USA BHR Bharatpur, Nepal
BDA Bermuda Is (L F Wade Intl), Bermuda BHS Bathurst, Australia
BDB Bundaberg, Australia BHU Bhavnagar, India
BDC Barra Do Corda, Brazil BHV Bahawalpur (Bahawalpur Intl), Pakistan
BDE Baudette (Baudette Intl), USA BHX Birmingham, United Kingdom
q$z
BDG Blanding (Blanding Mun), USA BIA Bastia (Poretta), France

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 WW-304 AIRPORT DIRECTORY 23 NOV 12
IATA LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

BID Block Island (Block Island State), USA BML Berlin (Berlin Regl), USA
BIE Beatrice (Beatrice Mun), USA BMM Bitam, Gabon
BIF Ft Bliss (Biggs AAF), USA BMR Baltrum, Germany
BIH Bishop (Eastern Sierra Regl), USA BMT Beaumont (Beaumont Mun), USA
BIK Biak (Frans Kaisiepo), Indonesia BMU Bima (Sultan Muhammad Salahuddin), Indonesia
BIL Billings (Billings Logan Intl), USA BMV DacLac (BuonMaThuot), Vietnam
BIO Bilbao, Spain BMW Bordj Mokhtar, Algeria
BIQ Biarritz (Bayonne-Anglet), France BNA Nashville (Nashville Intl), USA
BIR Biratnagar, Nepal BNB Boende, Congo, Dr Of
BIS Bismarck (Bismarck Mun), USA BNC Beni, Congo, Dr Of
BIT Baitadi, Nepal BND Bandar Abbass (Bandar Abbass Intl), Iran
BIU Bildudalur, Iceland BNE Brisbane (Brisbane Intl), Australia
BIV Bria, Cen Afr Rep BNG Banning (Banning Mun), USA
BIX Biloxi (Keesler AFB), USA BNI Benin, Nigeria
BIY Bhisho, S Afr Rep BNK Ballina (Ballina/Byron Gateway), Australia
BJA Bejaia (Soummam-Abane Ramdane), Algeria BNL Barnwell (Barnwell Rgnl), USA
BJB Bojnord, Iran BNN Bronnoysund (Bronnoy), Norway
BJC Denver (Rocky Mountain Metropolitan), USA BNO Burns (Burns Mun), USA
BJF Batsfjord, Norway BNP Bannu, Pakistan
BJH Bajhang, Nepal BNR Banfora, Burkina Faso
BJI Bemidji (Bemidji Regl), USA BNS Barinas, Venezuela
BJJ Wooster (Wayne Co), USA BNU Blumenau, Brazil
BJL Banjul (Banjul Intl), Gambia BNW Boone (Boone Mun), USA
BJM Bujumbura (Bujumbura Intl), Burundi BNX Banja Luka, Bosnia-Herzegovina
BJO Bermejo, Bolivia BOA Boma, Congo, Dr Of
BJR Bahir Dar, Ethiopia BOB Bora Bora I (Motu Mute), French Pacific O.T.
BJU Bajura, Nepal BOC Bocas Del Toro (Bocas Del Toro Intl), Panama
BJV Milas (Bodrum), Turkey BOD Bordeaux (Merignac), France
BJX Leon (De Guanajuato Intl), Mexico BOE Boundji, Congo, Rep Of
BJY Belgrade (Batajnica), Serbia-Montenegro BOG Bogota (Eldorado Intl), Colombia
BJZ Badajoz (Talavera La Real), Spain BOH Bournemouth, United Kingdom
BKD Breckenridge (Stephens Co), USA BOI Boise (Boise Air Terminal/Gowen), USA
BKE Baker City (Baker City Mun), USA BOJ Burgas, Bulgaria
BKG Branson, USA BOK Brookings (Brookings State), USA
BKH Kekaha (Barking Sands Pacific Missile Range), USA BOM Mumbai (Chhatrapati Shivaji Intl), India
BKI Kota Kinabalu, Malaysia BON Kralendijk (Flamingo), Neth Antilles
BKJ Boke (Baralande), Guinea Rep BOO Bodo, Norway
BKK Bangkok (Suvarnabhumi Intl), Thailand BOP Bouar, Cen Afr Rep
BKL Cleveland (Burke Lakefront), USA BOS Boston (Logan Intl), USA
BKO Bamako (Senou), Mali BOU Bourges, France
BKQ Blackall, Australia BOW Bartow (Bartow Mun), USA
BKR Bokoro, Chad BOX Borroloola, Australia
BKS Bengkulu (Fatmawati Soekarno), Indonesia BOY Bobo-Dioulasso, Burkina Faso
BKT Blackstone (Perkinson/Baaf), USA BOZ Bozoum, Cen Afr Rep
BKW Beckley (Raleigh Co Meml), USA BPC Bamenda, Cameroon
BKX Brookings (Brookings Regl), USA BPG Barra Do Garcas, Brazil
BKY Bukavu (Kavuma), Congo, Dr Of BPH Bislig, Philippines
BKZ Bukoba, Tanzania BPI Big Piney (Miley Memorial Field), USA
BLA Barcelona (Gen. Jose Antonio Anzoategui Intl), BPM Hyderabad (Begumpet), India
Venezuela BPN Balikpapan (Sepinggan), Indonesia
BLB Balboa (Panama Pacifico), Panama BPS Porto Seguro, Brazil
BLC Bali, Cameroon BPT Beaumont/Port Arthur (Jack Brooks Regl), USA
BLD Boulder City (Boulder City Mun), USA BPY Besalampy, Madagascar
BLE Borlange, Sweden BQA Baler, Philippines
BLF Bluefield (Mercer Co), USA BQB Busselton, Australia
BLH Blythe, USA BQH Biggin Hill, United Kingdom
BLI Bellingham (Bellingham Intl), USA BQK Brunswick (Brunswick Golden Isles), USA
BLJ Batna (Mostepha Ben Boulaid), Algeria BQL Boulia, Australia
BLK Blackpool, United Kingdom BQN Aguadilla (Rafael Hernandez), Puerto Rico
BLL Billund, Denmark BQO Bouna (Tehini), Cote d’Ivoire
BLM Belmar-Farmingdale (Monmouth Executive), USA BQQ Barra, Brazil
BLN Benalla, Australia BQS Blagoveshchensk (Ignatyevo), Russia
BLO Blonduos, Iceland BQT Brest, Belarus
BLQ Bologna (Borgo Panigale), Italy BQW Balgo Hill, Australia
BLR Bangalore (Bangalore Intl), India BRA Barreiras, Brazil
BLS Bollon, Australia BRB Barreirinha, Brazil
BLT Blackwater, Australia BRC S C De Bariloche, Argentina
BLU Emigrant Gap (Blue Canyon-Nyack), USA BRD Brainerd (Brainerd Lakes Regl), USA
BLV Belleville (Scott AFB/Midamerica), USA BRE Bremen, Germany
BLX Belluno, Italy BRI Bari (Palese), Italy
BLY Belmullet, Ireland BRK Bourke, Australia
BLZ Blantyre (Chileka Intl), Malawi BRL Burlington (Southeast Iowa Regl), USA
BMA Stockholm (Bromma), Sweden BRM Barquisimeto (Jacinto Lara Intl), Venezuela
BMB Bumba, Congo, Dr Of BRN Bern (Belp), Switzerland
BMC Brigham City, USA BRO Brownsville (Brownsville/South Padre I Intl), USA
BMD Belo (Tsiribihina), Madagascar BRQ Brno (Turany), Czech
BME Broome (Broome Intl), Australia BRR Barra, United Kingdom
BMF Bakouma, Cen Afr Rep BRS Bristol, United Kingdom
BMG Bloomington (Monroe Co), USA BRT Bathurst I, Australia
BMI Bloomington (Central Ill Regl at Bloomington-Normal), BRU Brussels (Brussels National), Belgium
USA BRV Bremerhaven, Germany
BMK Borkum, Germany BRW Barrow (Wiley Post-Will Rogers Meml), USA
q$z

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 23 NOV 12 AIRPORT DIRECTORY WW-305
IATA LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

BRX Barahona (Maria Montez Intl), Dom Rep BWT Wynyard, Australia
BRY Bardstown (Samuels), USA BWW Cayo Las Brujas (Las Brujas), Cuba
BSA Bosaso, Somalia BXA Bogalusa (Carr Meml), USA
BSB Brasilia (Pres Juscelino Kubitschek Intl), Brazil BXE Bakel, Senegal
BSC Bahia Solano (Jose Celestino Mutis), Colombia BXI Boundiali, Cote d’Ivoire
BSF Pohakuloa (Bradshaw AAF), USA BXK Buckeye (Buckeye Mun), USA
BSG Bata, Eq Guinea BXO Buochs, Switzerland
BSJ Bairnsdale, Australia BXR Bam, Iran
BSK Biskra (Mohamed Khider), Algeria BXS Borrego Springs (Borrego Valley), USA
BSN Bossangoa, Cen Afr Rep BXU Butuan, Philippines
BSO Basco, Philippines BXV Breiddalsvik, Iceland
BSQ Bisbee (Bisbee Mun), USA BYA Boundary, USA
BSR Basrah (Basrah Intl), Iraq BYC Yacuiba, Bolivia
BSS Balsas, Brazil BYG Buffalo (Johnson Co), USA
BSU Basankusu, Congo, Dr Of BYH Blytheville (Arkansas Intl), USA
BSX Pathein, Myanmar BYI Burley (Burley Mun), USA
BTA Bertoua, Cameroon BYJ Beja (Beja AB), Portugal
BTC Batticaloa, Sri Lanka BYK Bouake, Cote d’Ivoire
BTE Bonthe, Sierra Leone BYL Williamsburg (Williamsburg-Whitley Co), USA
BTF Bountiful (Skypark), USA BYM Bayamo (Carlos M de Cespedes), Cuba
BTG Batangafo, Cen Afr Rep BYN Bayankhongor, Mongolia
BTH Batam (Hang Nadim), Indonesia BYO Bonito, Brazil
BTI Barter I Lrrs, USA BYR Laeso, Denmark
BTJ Banda Aceh (Sultan Iskandarmuda), Indonesia BYT Bantry, Ireland
BTK Bratsk, Russia BYU Bayreuth, Germany
BTL Battle Creek (Kellogg), USA BZD Balranald, Australia
BTM Butte (Mooney), USA BZE Belize City (Philip S W Goldson Intl), Belize
BTN Bennettsville (Marlboro Co-Avent), USA BZG Bydgoszcz (Szwederowo), Poland
BTP Butler (Butler Co/Scholter), USA BZI Balikesir (Merkez), Turkey
BTQ Butare, Rwanda BZK Bryansk, Russia
BTR Baton Rouge (Baton Rouge Metro-Ryan), USA BZL Barisal, Bangladesh
BTS Bratislava (M.R. Stefanik), Slovakia BZN Bozeman (Bozeman Yellowstone Intl), USA
BTT Bettles, USA BZO Bolzano, Italy
BTU Bintulu, Malaysia BZR Beziers (Vias), France
BTV Burlington (Burlington Intl), USA BZU Buta-Zega, Congo, Dr Of
BTX Betoota, Australia BZV Brazzaville (Maya-Maya), Congo, Rep Of
BTY Beatty, USA BZZ Brize Norton, United Kingdom
BUA Buka, PNG
BUB Burwell (Cram), USA C
BUC Burketown, Australia CAA Catacamas, Honduras
BUD Budapest (Liszt Ferenc Intl), Hungary CAB Cabinda, Angola
BUF Buffalo (Buffalo Niagara Intl), USA CAC Cascavel, Brazil
BUG Benguela (17th of September), Angola CAD Cadillac (Wexford Co), USA
CAE Columbia (Columbia Metro), USA
BUJ Bou Saada, Algeria
CAF Carauari, Brazil
BUK Al-Bough, Yemen
CAG Cagliari (Elmas), Italy
BUL Bulolo, PNG
BUM CAH CaMau, Vietnam
Butler (Butler Meml), USA
CAI Cairo (Cairo Intl), Egypt
BUN Buenaventura, Colombia
CAJ Canaima, Venezuela
BUO Burao, Somalia
BUQ Bulawayo (J.M. Nkomo), Zimbabwe CAK Akron (Akron-Canton Regl), USA
BUR Burbank (Bob Hope), USA CAL Campbeltown, United Kingdom
BUS Batumi, Georgia CAM Camiri, Bolivia
CAN Guangzhou (Baiyun), China, PR of
BUX Bunia, Congo, Dr Of
BUY Bunbury, Australia CAO Clayton (Clayton Mun), USA
BUZ Bushehr, Iran CAP Cap Haitien (Cap Haitien Intl), Haiti
BVA Beauvais (Tille), France CAQ Caucasia, Colombia
BVB Boa Vista (Atlas Brazil Cantanhede Intl), Brazil CAR Caribou (Caribou Mun), USA
BVC Rabil (Rabil Intl), Cape Verde CAT Cat Island (New Bight), Bahamas
BVG Berlevag, Norway CAU Caruaru, Brazil
BVH Vilhena, Brazil CAW Campos Dos Goytacazes (Bartolomeu Lisandro),
BVI Birdsville, Australia Brazil
BVK Buckland, USA CAX Carlisle, United Kingdom
BVM Belmonte, Brazil CAY Cayenne (Felix Eboue), French Guiana
BVO Bartlesville (Bartlesville Mun), USA CAZ Cobar, Australia
BVS Breves, Brazil CBB Cochabamba (Jorge Wilstermann Intl), Bolivia
BVX Batesville (Batesville Regl), USA CBD Car Nicobar, India
BVY Beverly (Beverly Mun), USA CBE Cumberland (Greater Cumberland Regl), USA
BWA Bhairahawa (Gautam Buddha), Nepal CBF Council Bluffs (Council Bluffs Mun), USA
BWB Barrow I, Australia CBG Cambridge, United Kingdom
BWC Brawley (Brawley Mun), USA CBH Bechar (Boudghene Ben Ali Lotfi), Algeria
BWD Brownwood (Brownwood Regl), USA CBJ Cabo Rojo, Dom Rep
BWE Braunschweig-Wolfsburg, Germany CBK Colby (Shalz), USA
BWF Barrow (Walney Island), United Kingdom CBL Ciudad Bolivar (Gral. Tomas De Heres), Venezuela
BWG Bowling Green (Bowling Green-Warren Co Regl), USA CBM Columbus (Columbus AFB), USA
BWH Butterworth, Malaysia CBO Cotabato, Philippines
BWI Baltimore (Baltimore/Washington Intl Thurgood CBP Coimbra, Portugal
Marshall), USA CBQ Calabar (Margaret Ekpo), Nigeria
BWK Brac (Brac Island), Croatia CBR Canberra, Australia
BWL Blackwell (Blackwell-Tonkawa Mun), USA CBS Cabimas (Oro Negro), Venezuela
BWM Bowman (Bowman Mun), USA CBU Cottbus-Drewitz, Germany
BWN Bandar Seri Begawan (Brunei Intl), Brunei CBX Condobolin, Australia
BWQ Brewarrina, Australia CCB Upland (Cable), USA
q$z
CCC Cayo Coco (Jardines del Rey Intl), Cuba

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 WW-306 AIRPORT DIRECTORY 23 NOV 12
IATA LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

CCE St Martin I (Grand Case), Guadeloupe CHA Chattanooga (Lovell), USA

CCF Carcassonne (Salvaza), France CHC Christchurch (Christchurch Intl), New Zealand
CCG Crane (Crane Co), USA CHF Chinhae (R-813), Korea
CCH Chile Chico, Chile CHH Chachapoyas, Peru
CCI Concordia, Brazil CHK Chickasha (Chickasha Mun), USA
CCJ Calicut, India CHL Challis, USA
CCK Cocos (Keeling) I (Cocos (Keeling) I Intl), Australia CHM Chimbote (Tte Fap Jaime De Montreuil), Peru
CCL Chinchilla, Australia CHO Charlottesville (Charlottesville-Albemarle), USA
CCM Criciuma (Forquilhinha-Criciuma), Brazil CHP Circle Hot Springs, USA
CCP Concepcion (Carriel Sur Intl), Chile CHQ Chania (Ioannis Daskalogiannis), Greece
CCR Concord (Buchanan), USA CHR Chateauroux (Deols), France
CCS Maiquetia (Simon Bolivar Intl), Venezuela CHS Charleston (Charleston AFB/Intl), USA
CCT Colonia Catriel, Argentina CHT Chatham Is (Chatham Is/Tuuta), New Zealand
CCU Kolkata (Netaji Subhash Chandra Bose In), India CHU Chuathbaluk, USA
CCW Cowell, Australia CHV Chaves, Portugal
CCX Caceres, Brazil CHX Changuinola (Cap. Manuel Nino Intl), Panama
CCY Charles City (Northeast Iowa Regl), USA CHZ Chiloquin (Chiloquin State), USA
CCZ Chub Cay (Chub Cay Intl), Bahamas CIA Rome (Ciampino), Italy
CDA Cooinda, Australia CIC Chico (Chico Mun), USA
CDB Cold Bay, USA CID Cedar Rapids (The Eastern Iowa Airport), USA
CDC Cedar City (Cedar City Regl), USA CIG Craig (Craig-Moffat), USA
CDG Paris (Charles-De-Gaulle), France CIJ Cobija (Cap Av Civ Anibal Arab Fadul), Bolivia
CDH Camden (Harrell), USA CIK Chalkyitsik, USA
CDJ Conceicao Do Araguaia, Brazil CIL Council, USA
CDK Cedar Key (Lewis), USA CIM Cimitarra, Colombia
CDN Camden (Woodward), USA CIN Carroll (Neu), USA
CDQ Croydon, Australia CIP Chipata, Zambia
CDR Chadron (Chadron Mun), USA CIR Cairo (Cairo Regl), USA
CDS Childress (Childress Mun), USA CIS Canton I (Canton Afld), Kiribati
CDU Camden, Australia CIT Shymkent, Kazakhstan
CDV Cordova (Cordova-Smith), USA CIU Sault Ste Marie (Chippewa Co Intl), USA
CDW Caldwell (Essex Co), USA CIX Chiclayo (CAPTAIN FAP J A QUINONES GONZALEZ
CEA Wichita (Cessna Aircraft), USA INTL), Peru
CEB Lapu-Lapu (Lapu Lapu/Mactan-Cebu Intl), Philippines CIZ Coari, Brazil
CEC Crescent City (Mc Namara), USA CJA Cajamarca (Gen Armando Revoredo Iglesias), Peru
CED Ceduna, Australia CJB Coimbatore, India
CEE Cherepovets, Russia CJC Calama (El Loa), Chile
CEF Springfield/Chicopee (Westover ARB/Metro), USA CJJ Cheongju (Cheongju Intl), Korea
CEH Chelinda, Malawi CJL Chitral, Pakistan
CEI Chiang Rai (Chiang Rai Intl), Thailand CJM Chumphon, Thailand
CEK Chelyabinsk (Balandino), Russia CJS Ciudad Juarez (Abraham Gonzalez Intl), Mexico
CEM Central, USA CJU Jeju (Jeju Intl), Korea
CEN Ciudad Obregon (Ciudad Obregon Intl), Mexico CKA Cherokee (Kegelman AF Aux), USA
CEP Concepcion, Bolivia CKB Clarksburg (North Central West Virginia), USA
CEQ Cannes (Mandelieu), France CKC Cherkasy, Ukraine
CER Cherbourg (Maupertus), France CKD Crooked Creek, USA
CES Cessnock, Australia CKG Chongqing (Jiangbei), China, PR of
CET Cholet (Le Pontreau), France CKH Chokurdakh, Russia
CEU Clemson (Oconee Co Regl), USA CKI Croker I, Australia
CEV Connersville (Mettel), USA CKM Clarksdale (Fletcher), USA
CEW Crestview (Sikes), USA CKN Crookston (Crookston Mun-Kirkwood), USA
CEY Murray (Kyle-Oakley), USA CKO Cornelio Procopio, Brazil
CEZ Cortez (Cortez Mun), USA CKS Parauapebas (Carajas), Brazil
CFB Cabo Frio, Brazil CKT Sarakhs, Iran
CFD Bryan (Coulter), USA CKU Cordova (Cordova Mun), USA
CFE Clermont-Ferrand/Auvergne, France CKV Clarksville (Outlaw), USA
CFG Cienfuegos (Jaime Gonzalez), Cuba CKW Christmas Creek, Australia
CFK Chlef, Algeria CKX Chicken, USA
CFN Donegal, Ireland CKY Conakry (Gbessia), Guinea Rep
CFR Caen (Carpiquet), France CKZ Canakkale (Canakkale AB), Turkey
CFS Coffs Harbour, Australia CLA Comilla, Bangladesh
CFT Clifton-Morenci (Greenlee Co), USA CLD Carlsbad (Mc Clellan-Palomar), USA
CFU Kerkira (Ioannis Kapodistrias), Greece CLE Cleveland (Cleveland-Hopkins Intl), USA
CFV Coffeyville (Coffeyville Mun), USA CLH Coolah, Australia
CGB Cuiaba (Marechal Rondon Intl), Brazil CLI Clintonville (Clintonville Mun), USA
CGC Cape Gloucester, PNG CLJ Cluj-Napoca (Cluj Napoca), Romania
CGE Cambridge (Cambridge-Dorchester), USA CLK Clinton (Clinton Regl), USA
CGF Cleveland (Cuyahoga Co), USA CLL College Station (Easterwood), USA
CGH Sao Paulo (Congonhas), Brazil CLM Port Angeles (William R Fairchild Intl), USA
CGI Cape Girardeau (Cape Girardeau Regl), USA CLN Carolina (Brig Lysias A Rodrigues), Brazil
CGK Jakarta (Soekarno-Hatta Intl), Indonesia CLO Cali (Alfonso Bonilla Aragon Intl), Colombia
CGM Mambajao (Camiguin), Philippines CLP Clarks Point, USA
CGN Cologne-Bonn, Germany CLQ Colima, Mexico
CGO Zhengzhou (Xinzheng), China, PR of CLR Calipatria (Cliff Hatfield Meml), USA
CGP Chittagong (Shah Amanat Intl), Bangladesh CLS Chehalis (Chehalis-Centralia), USA
CGQ Changchun (Longjia), China, PR of CLT Charlotte (Charlotte/Douglas Intl), USA
CGR Campo Grande (Campo Grande Intl), Brazil CLU Columbus (Columbus Mun), USA
CGS College Park, USA CLV Caldas Novas, Brazil
CGU Ciudad Guayana (Gen. Manuel Carlos Piar Intl), CLW Clearwater, USA
Venezuela CLX Clorinda, Argentina
CGY Cagayan De Oro, Philippines CLY Calvi (St Catherine), France
q$z
CGZ Casa Grande (Casa Grande Mun), USA CLZ Calabozo, Venezuela

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 23 NOV 12 AIRPORT DIRECTORY WW-307
IATA LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

CMA Cunnamulla, Australia CQF Calais-Dunkerque, France

CMB Katunayake (Bandaranaike Intl Colombo), Sri Lanka CQS Costa Marques, Brazil
CMD Cootamundra, Australia CRA Craiova, Romania
CME Ciudad Del Carmen (Ciudad Del Carmen Intl), Mexico CRB Collarenebri, Australia
CMF Chambery (Aix-Les-Bains), France CRC Cartago (Santa Ana), Colombia
CMG Corumba (Corumba Intl), Brazil CRD Comodoro Rivadavia (Gen Enrique Mosconi),
CMH Columbus (Port Columbus Intl), USA Argentina
CMI Champaign-Urbana (Univ Of Illinois-Willard), USA CRE North Myrtle Beach (Grand Strand), USA
CMK Club Makokola, Malawi CRF Carnot, Cen Afr Rep
CML Camooweal (Camooweal Ala), Australia CRG Jacksonville (Craig Mun), USA
CMN Casablanca (Mohammed V Intl), Morocco CRI Crooked I (Colonel Hill), Bahamas
CMO Obbia, Somalia CRK Angeles City (Diosdado Macapagal Intl), Philippines
CMP Santana Do Araguaia, Brazil CRL Charleroi (Brussels South), Belgium
CMQ Clermont, Australia CRM Catarman, Philippines
CMR Colmar (Houssen), France CRO Corcoran, USA
CMS Scusciuban, Somalia CRP Corpus Christi (Corpus Christi Intl), USA
CMU Chimbu, PNG CRQ Caravelas, Brazil
CMW Camaguey (Ignacio Agramonte Intl), Cuba CRR Ceres, Argentina
CMX Hancock (Houghton Co Meml), USA CRS Corsicana (Campbell-Corsicana Mun), USA
CMY Sparta (Sparta/Ft Mc Coy), USA CRT Crossett (Stell), USA
CNB Coonamble, Australia CRV Crotone, Italy
CND Constanta (Mihail Kogalniceanu-Constanta), Romania CRW Charleston (Yeager), USA
CNE Canon City (Fremont Co), USA CRX Corinth (Turner), USA
CNF Belo Horizonte (Tancredo Neves Intl), Brazil CRZ Turkmenabat, Turkmenistan
CNG Cognac (Chateaubernard AB), France CSF Creil (Creil AB), France
CNH Claremont (Claremont Mun), USA CSG Columbus (Columbus Metro), USA
CNJ Cloncurry, Australia CSH Cape Sarichef, USA
CNK Concordia (Blosser Mun), USA CSI Casino, Australia
CNL Sindal, Denmark CSK Cap Skiring, Senegal
CNM Carlsbad (Cavern City), USA CSM Clinton (Clinton-Sherman), USA
CNO Chino, USA CSN Carson City (Carson), USA
CNP Nerlerit Inaat, Greenland CSO Magdeburg/Cochstedt, Germany
CNQ Corrientes, Argentina CSQ Creston (Creston Mun), USA
CNR Chanaral, Chile CSU Santa Cruz Do Sul, Brazil
CNS Cairns (Cairns Intl), Australia CSV Crossville (Crossville Meml-Whitson), USA
CNT Charata, Argentina CSX Changsha (Huanghua), China, PR of
CNU Chanute (Chanute Martin Johnson), USA CSY Cheboksary, Russia
CNV Canavieiras, Brazil CTA Catania (Fontanarossa), Italy
CNW Waco (Tstc Waco), USA CTB Cut Bank (Cut Bank Mun), USA
CNX Chiang Mai (Chiang Mai Intl), Thailand CTC Catamarca, Argentina
CNY Moab (Canyonlands), USA CTD Chitre (Cap Alonso Valderrama), Panama
COA Columbia, USA CTG Cartagena (Rafael Nunez), Colombia
COC Concordia (Comodoro Pierrestegui), Argentina CTH Coatesville (Chester Co G O Carlson), USA
COD Cody (Yellowstone Regl), USA CTK Canton (Canton Mun), USA
COE Coeur D’Alene (Coeur D’ Alene-Boyington), USA CTL Charleville, Australia
COF Cocoa Beach (Patrick AFB), USA CTM Chetumal (Chetumal Intl), Mexico
COG Condoto (Mandinga), Colombia CTN Cooktown, Australia
COI Merritt Island, USA CTP Carutapera, Brazil
COJ Coonabarabran, Australia CTS Sapporo (New Chitose), Japan
COK Cochin (Cochin Intl), India CTT Le Castellet, France
COM Coleman (Coleman Mun), USA CTU Chengdu (Shuangliu), China, PR of
CON Concord (Concord Mun), USA CTW Cottonwood, USA
COO Cotonou (Cadjehoun Intl), Benin CTX Cortland (Cortland Co-Chase), USA
COP Cooperstown (Cooperstown-Westville), USA CTY Cross City, USA
COQ Choibalsan (Dornod), Mongolia CTZ Clinton (Clinton-Sampson Co), USA
COR Cordoba (Ing Aer A L V Taravella), Argentina CUA Ciudad Constitucion, Mexico
COS Colorado Springs (City Of Colorado Springs Mun), CUB Columbia (Hamilton L.B. Owens), USA
USA CUC Cucuta (Camilo Daza Intl), Colombia
COT Cotulla (Cotulla-La Salle Co), USA CUD Caloundra, Australia
COU Columbia (Columbia Regl), USA CUE Cuenca (Mariscal Lamar), Ecuador
COX Andros I (Congo Town), Bahamas CUF Cuneo (Levaldigi), Italy
COZ Constanza, Dom Rep CUH Cushing (Cushing Mun), USA
CPA Harper (Cape Palmas), Liberia CUL Culiacan (Culiacan Intl), Mexico
CPC San Martin De Los Andes (Aviador C. Campos), CUM Cumana (Mariscal Antonio Jose De Sucre), Venezuela
Argentina CUN Cancun (Cancun Intl), Mexico
CPD Coober Pedy, Australia CUO Caruru, Colombia
CPE Campeche (Alberto Acuna Ongay), Mexico CUP Carupano (Gen Jose Francisco Bermudez), Venezuela
CPG Carmen De Patagones, Argentina CUQ Coen, Australia
CPH Copenhagen (Kastrup), Denmark CUR Willemstad (Hato Intl.), Neth Antilles
CPL Chaparral (Gen Navas Pardo), Colombia CUT Cutral-Co, Argentina
CPM Compton (Compton/Woodley), USA CUU Chihuahua (Gen Div P A Roberto Fierro Villalobos
CPN Cape Rodney, PNG Intl), Mexico
CPO Caldera (Desierto De Atacama), Chile CUY Cue, Australia
CPQ Campinas (Amarais), Brazil CUZ Cuzco (Tnte FAP Alejandro Velazco Astete Intl), Peru
CPR Casper (Casper/Natrona Co Intl), USA CVC Cleve, Australia
CPS Cahokia/St Louis (St Louis Downtown), USA CVE Covenas, Colombia
CPT Cape Town (Cape Town Intl), S Afr Rep CVF Courchevel, France
CPV Campina Grande (Presidente Joao Suassuna), Brazil CVG Cincinnati (Cincinnati/Northern Ky Intl), USA
CPX Isla De Culebra (Benjamin Rivera Noriega), Puerto CVJ Cuernavaca (Gen Mariano Matamoros), Mexico
Rico CVM Ciudad Victoria (Gen Pedro Jose Mendez Intl), Mexico
CQA Canarana, Brazil CVN Clovis (Clovis Mun), USA
CQD Shahre Kord, Iran CVO Corvallis (Corvallis Mun), USA
q$z

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 WW-308 AIRPORT DIRECTORY 23 NOV 12
IATA LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

CVQ Carnarvon, Australia DEB Debrecen, Hungary

CVS Clovis (Cannon AFB), USA DEC Decatur, USA
CVT Coventry, United Kingdom DED Dehradun, India
CVU Corvo, Azores DEF Dezful (Dezful AB), Iran
CWA Mosinee (Central Wisconsin), USA DEH Decorah (Decorah Mun), USA
CWB Curitiba (Afonso Pena Intl), Brazil DEI Denis, Seychelles
CWC Chernivtsi, Ukraine DEL Delhi (Indira Gandhi Intl), India
CWI Clinton (Clinton Mun), USA DEN Denver (Denver Intl), USA
CWL Cardiff, United Kingdom DES Desroches, Seychelles
CWT Cowra, Australia DET Detroit (Coleman A Young Mun), USA
CWW Corowa, Australia DEZ Deir Zzor, Syria
CXB Cox’s Bazar, Bangladesh DFI Defiance (Defiance Meml), USA
CXC Chitina, USA DFW Dallas-Ft Worth (Dallas-Ft Worth Intl), USA
CXF Coldfoot, USA DGE Mudgee, Australia
CXI Christmas I (Cassidy Intl), Kiribati DGL Douglas (Douglas Mun), USA
CXJ Caxias Do Sul (Campo Dos Bugres), Brazil DGN Dahlgren (Dahlgren NSWC), USA
CXL Calexico (Calexico Intl), USA DGO Durango (Durango Intl), Mexico
CXN Candala, Somalia DGT Dumaguete, Philippines
CXO Houston (Lone Star Executive), USA DGU Dedougou, Burkina Faso
CXR Khanh Hoa (Cam Ranh Intl), Vietnam DGW Douglas (Converse Co), USA
CXT Charters Towers, Australia DHA Dhahran (King Abdulaziz AB), Saudi Arabia
CYB Cayman Brac (Gerrard-Smith Intl), Cayman Is DHD Durham Downs, Australia
CYF Chefornak, USA DHI Dhangadhi, Nepal
CYG Corryong, Australia DHN Dothan (Dothan Regl), USA
CYI Chiayi (Chiayi Aero), Taiwan DHR De Kooy, Netherlands
CYO Cayo Largo Del Sur (Vilo Acuna Intl), Cuba DHT Dalhart (Dalhart Mun), USA
CYP Calbayog, Philippines DIB Dibrugarh, India
CYR Colonia (Laguna de los Patos Intl), Uruguay DIE Antsiranana (Arrachart), Madagascar
CYS Cheyenne (Cheyenne Regional/ Jerry Olson Field), DIJ Dijon (Longvic AB), France
USA DIK Dickinson (Dickinson-Theodore Roosevelt Regl), USA
CYT Yakataga, USA DIL Dili (Pres Nicolau Lobato Intl), Indonesia
CYW Celaya, Mexico DIM Dimbokro (Dimbokro Ville), Cote d’Ivoire
CYX Chersky, Russia DIN DienBien, Vietnam
CYZ Cauayan (Cauayan Community), Philippines DIQ Divinopolis, Brazil
CZA Chichen-Itza (Chichen-Itza Intl), Mexico DIR Dire Dawa (Dire Dawa Intl), Ethiopia
CZC Copper Center (Copper Center Nr2), USA DIS Dolisie, Congo, Rep Of
CZE Coro (Jose L Chirinos Intl), Venezuela DIY Diyarbakir, Turkey
CZF Cape Romanzof (Cape Romanzof Lrrs), USA DJB Jambi (Sultan Thaha), Indonesia
CZK Cascade Locks (Cascade Locks State), USA DJE Djerba (Zarzis), Tunisia
CZL Constantine (Mohamed Boudiaf), Algeria DJG Djanet (Tiska), Algeria
CZM Cozumel (Cozumel Intl), Mexico DJJ Jayapura (Sentani), Indonesia
CZN Chisana, USA DJN Delta Junction, USA
CZO Chistochina, USA DJO Daloa, Cote d’Ivoire
CZS Cruzeiro Do Sul (Cruzeiro Do Sul-Intl), Brazil DKK Dunkirk (Chautauqua Co/Dunkirk), USA
CZT Carrizo Springs (Dimmit Co), USA DKR Dakar (Leopold Sedar Senghor), Senegal
CZU Corozal (Las Brujas), Colombia DKV Docker River, Australia
CZY Cluny, Australia DLA Douala, Cameroon
DLC Dalian (Zhoushuizi), China, PR of
D DLD Geilo (Dagali), Norway
DAA Ft Belvoir (Davison AAF), USA DLE Dole (Tavaux), France
DAB Daytona Beach (Daytona Beach Intl), USA DLF Del Rio (Laughlin AFB), USA
DAC Dhaka (Hazrat Shahjalal Intl), Bangladesh DLG Dillingham, USA
DAD Da Nang (Da Nang Intl), Vietnam DLH Duluth (Duluth Intl), USA
DAG Daggett (Barstow-Daggett), USA DLI LamDong (LienKhuong), Vietnam
DAK Dakhla, Egypt DLL Dillon (Dillon Co), USA
DAL Dallas (Dallas Love), USA DLM Mugla (Dalaman), Turkey
DAM Damascus (Damascus Intl), Syria DLN Dillon, USA
DAN Danville (Danville Regl), USA DLS The Dalles (Columbia Gorge Regl/The Dalles), USA
DAP Darchula, Nepal DLV Delissaville, Australia
DAR Dar-Es-Salaam (Julius Nyerere Intl), Tanzania DLZ Gurvansaikhan, Mongolia
DAU Daru, PNG DMA Tucson (Davis Monthan AFB), USA
DAV David (Enrique Malek Intl), Panama DMB Taraz (Aulie-Ata), Kazakhstan
DAY Dayton (Cox-Dayton Intl), USA DMD Doomadgee, Australia
DBA Dalbandin, Pakistan DME Moscow (Domodedovo), Russia
DBB Al Alamain (Al Alamain Intl), Egypt DMK Bangkok (Don Mueang Intl), Thailand
DBN Dublin (Barron), USA DMM Dammam (King Fahd Intl), Saudi Arabia
DBO Dubbo, Australia DMN Deming (Deming Mun), USA
DBQ Dubuque (Dubuque Regl), USA
DMO Sedalia (Sedalia Regl), USA
DBS Dubois (Dubois Mun), USA DMT Diamantino, Brazil
DBV Dubrovnik (Cilipi), Croatia DMU Dimapur, India
DBY Dalby, Australia DNA Okinawa I (Kadena AB), Japan
DCA Washington (Ronald Reagan Washington Natl), USA DND Dundee, United Kingdom
DCF Roseau (Canefield Intl), Dominica DNK Dnipropetrovs’k, Ukraine
DCI Decimomannu, Italy DNL Augusta (Daniel), USA
DCK Dahl Creek, USA DNN Dalton (Dalton Mun), USA
DCM Castres-Mazamet, France DNO Dianopolis, Brazil
DCN Curtin, Australia DNP Dang, Nepal
DCT Ragged Island (Duncan Town), Bahamas
DNQ Deniliquin, Australia
DCU Decatur (Pryor Regl), USA
DNR Dinard (Pleurtuit-St Malo), France
DDC Dodge City (Dodge City Regl), USA
DNS Denison (Denison Mun), USA
DDN Delta Downs, Australia DNV Danville (Vermilion Regl), USA
DEA Dera Ghazi Khan (Dera Ghazi Khan Intl), Pakistan
DNZ Denizli (Cardak), Turkey
q$z

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 23 NOV 12 AIRPORT DIRECTORY WW-309
IATA LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

DOD Dodoma, Tanzania EBD El Obeid, Sudan

DOG Dongola, Sudan EBD Williamson (Appalachian Rgnl), USA
DOH Doha (Doha Intl), Qatar EBG El Bagre, Colombia
DOK Donets’k, Ukraine EBH El Bayadh, Algeria
DOL Deauville (Normandie), France EBJ Esbjerg, Denmark
DOM Roseau (Melville Hall), Dominica EBL Erbil (Erbil Intl), Iraq
DOP Dolpa, Nepal EBM El Borma, Tunisia
DOR Dori, Burkina Faso EBS Webster City (Webster City Mun), USA
DOU Dourados, Brazil EBU St Etienne (Boutheon), France
DOV Dover (Dover AFB), USA EBW Ebolowa, Cameroon
DPA Chicago (DuPage), USA ECA East Tawas (Iosco Co), USA
DPE Dieppe (St Aubin), France ECG Elizabeth City (Elizabeth City CGAS/Regl), USA
DPG Dugway Proving Ground (Michael AAF), USA ECH Echuca, Australia
DPL Dipolog (Dipolog Principal), Philippines ECP Panama City (Northwest Florida Beaches Intl), USA
DPO Devonport, Australia ECS Newcastle (Mondell), USA
DPS Bali (Ngurah Rai Intl), Indonesia EDE Edenton (Northeastern Regl), USA
DRB Derby, Australia EDF Anchorage (Elmendorf AFB), USA
DRG Deering, USA EDG Aberdeen Proving Grounds (Weide AAF), USA
DRI De Ridder (Beauregard Regl), USA EDI Edinburgh, United Kingdom
DRM Drummond I, USA EDK El Dorado (Capt Thomas/El Dorado), USA
DRN Dirranbandi, Australia EDL Eldoret (Eldoret Intl), Kenya
DRO Durango (Durango-La Plata Co), USA EDM La Roche-Sur-Yon (Les Ajoncs), France
DRR Durrie, Australia EDO Balikesir (Koca Seyit), Turkey
DRS Dresden, Germany EDR Pormpuraaw, Australia
DRT Del Rio (Del Rio Intl), USA EDW Edwards (Edwards AFB), USA
DRU Drummond, USA EED Needles, USA
DRW Darwin (Darwin Intl), Australia EEK Eek, USA
DSA Doncaster Sheffield, United Kingdom EEN Keene (Dillant-Hopkins), USA
DSC Dschang, Cameroon EFD Houston (Ellington), USA
DSI Destin (Destin-Ft Walton Beach), USA EFK Newport (Newport State), USA
DSK Dera Ismail Khan, Pakistan EFL Kefallinia, Greece
DSM Des Moines (Des Moines Intl), USA EFW Jefferson (Jefferson Mun), USA
DSV Dansville (Dansville Mun), USA EGC Bergerac (Roumaniere), France
DTA Delta (Delta Mun), USA EGE Eagle (Eagle Co Regl), USA
DTE Daet, Philippines EGI Crestview (Duke, Eglin AF Aux NR 3), USA
DTL Detroit Lakes (Detroit Lakes-Wething), USA EGN Geneina, Sudan
DTM Dortmund, Germany EGO Belgorod, Russia
DTN Shreveport (Shreveport Downtown), USA EGS Egilsstadir, Iceland
DTW Detroit (Detroit Metro Wayne Co), USA EGV Eagle River (Eagle River Union), USA
DUA Durant (Durant Regl-Eaker), USA EGX Egegik, USA
DUB Dublin (Dublin Intl), Ireland EHL El Bolson, Argentina
DUC Duncan (Halliburton), USA EHM Cape Newenham (Cape Newenham Lrrs), USA
DUD Dunedin, New Zealand EIB Eisenach-Kindel, Germany
DUG Douglas Bisbee (Bisbee Douglas Intl), USA EIE Yeniseysk, Russia
DUJ DuBois (DuBois Regl), USA EIK Yeysk, Russia
DUQ Duncan, Canada EIL Fairbanks (Eielson AFB), USA
DUR Durban (King Shaka Intl), S Afr Rep EIN Eindhoven, Netherlands
DUS Dusseldorf, Germany EIS Roadtown (Terrance B Lettsome), Br Virgin Is
DVL Devils Lake (Devils Lake Rgnl), USA EJA Barrancabermeja (Yariguies), Colombia
DVN Davenport (Davenport Mun), USA EJH Wejh, Saudi Arabia
DVO Davao (Bangoy Intl), Philippines EKA Eureka (Murray), USA
DVP Davenport Downs, Australia EKI Elkhart (Elkhart Mun), USA
DVT Phoenix (Phoenix Deer Valley), USA EKN Elkins (Elkins-Randolph Co), USA
DWA Dwangwa, Malawi EKO Elko (Elko Regl), USA
DWB Soalala, Madagascar EKT Eskilstuna, Sweden
DWC Dubai (Al Maktoum Intl), UAE EKX Elizabethtown (Addington), USA
DWD Al Dawadmi (Prince Salman Bin Abdulaziz), Saudi ELA Eagle Lake, USA
Arabia ELB El Banco (El Banco Apt.), Colombia
DWH Houston (Hooks Meml), USA ELC Elcho I, Australia
DXB Dubai (Dubai Intl), UAE ELD El Dorado (South Arkansas Regl At Goodwin), USA
DXR Danbury (Danbury Mun), USA ELF El Fashir, Sudan
DYA Dysart, Australia ELG El Golea, Algeria
DYG Zhangjiajie (Hehua), China, PR of ELH Eleuthera (North Eleuthera), Bahamas
DYL Doylestown, USA ELI Elim, USA
DYR Anadyr (Ugolny), Russia ELK Elk City (Elk City Rgnl Business), USA
DYS Abilene (Dyess AFB), USA ELM Elmira (Elmira/Corning Regl), USA
DYU Dushanbe, Tajikistan ELN Ellensburg (Bowers), USA
DZA Dzaoudzi (Pamandzi), Mayotte ELO Eldorado, Argentina
DZN Zhezkazgan, Kazakhstan ELP El Paso (El Paso Intl), USA
DZO Durazno (Santa Bernardina Intl), Uruguay ELQ Gassim, Saudi Arabia
ELS East London, S Afr Rep
E ELT El Tor, Egypt
EAA Eagle, USA ELU El Oued (Guemar), Algeria
EAB Abbs, Yemen ELY Ely (Ely/Yelland), USA
EAM Nejran, Saudi Arabia
ELZ Wellsville (Wellsville Mun/Tarantine), USA
EAN Wheatland (Phifer), USA
EMA East Midlands, United Kingdom
EAR Kearney (Kearney Regional), USA
EMD Emerald, Australia
EAS San Sebastian, Spain EME Emden, Germany
EAT Wenatchee (Pangborn Meml), USA EMG Empangeni, S Afr Rep
EAU Eau Claire (Chippewa Valley Regl), USA EMK Emmonak, USA
EBA Marina Di Campo, Italy EML Emmen, Switzerland
EBB Entebbe (Entebbe Intl), Uganda EMM Kemmerer (Kemmerer Mun), USA
q$z

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 WW-310 AIRPORT DIRECTORY 23 NOV 12
IATA LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

EMN Nema, Mauritania EWR Newark (Newark Liberty Intl), USA

EMP Emporia (Emporia Mun), USA EXT Exeter, United Kingdom
EMT El Monte, USA EYK Beloyarskiy, Russia
EMX El Maiten, Argentina EYL Yelimane, Mali
ENA Kenai (Kenai Mun), USA EYP El Yopal, Colombia
ENC Nancy (Essey), France EYR Yerington (Yerington Mun), USA
END Enid (Vance AFB), USA EYS Eliye Springs, Kenya
ENF Enontekio, Finland EYW Key West (Key West Intl), USA
ENK Enniskillen (St Angelo), United Kingdom EZE Buenos Aires (Ezeiza Intl Ministro Pistarini), Argentina
ENL Centralia (Centralia Mun), USA EZS Elazig, Turkey
ENN Nenana (Nenana Mun), USA
ENO Encarnacion (Ten. Amin Ayub G), Paraguay F
ENS Enschede (Twenthe), Netherlands FAA Faranah (Badala), Guinea Rep
ENT Enewetak Atoll (Enewetak Aux AF), Marshall Is FAB Farnborough, United Kingdom
ENU Enugu (Akanu Ibiam), Nigeria FAC Faaite, French Pacific O.T.
ENV Wendover, USA FAE Vagar, Faroe Is
ENW Kenosha (Kenosha Regl), USA FAF Ft Eustis (Felker AAF), USA
EOH Medellin (Olaya Herrera), Colombia FAI Fairbanks (Fairbanks Intl), USA
EOK Keokuk (Keokuk Mun), USA FAJ Fajardo (Diego Jimenez Torres), Puerto Rico
EOR El Dorado, Venezuela FAM Farmington (Farmington Regl), USA
EOS Neosho (Neosho Robinson), USA FAO Faro, Portugal
EOZ Elorza, Venezuela FAR Fargo (Hector Intl), USA
EPA Buenos Aires (El Palomar), Argentina FAT Fresno (Fresno Yosemite Intl), USA
EPH Ephrata (Ephrata Mun), USA FAU Fahud, Oman
EPL Epinal (Mirecourt), France FAY Fayetteville (Fayetteville Regl/Grannis), USA
EPR Esperance, Australia FAZ Fasa, Iran
EPS El Portillo, Dom Rep FBE Francisco Beltrao, Brazil
EPU Parnu, Estonia FBG Ft Bragg (Simmons AAF), USA
EQS Esquel (Brig. Gral. Antonio Parodi), Argentina FBL Faribault (Faribault Mun), USA
ERA Erigavo, Somalia FBM Lubumbashi (Lubumbashi Intl), Congo, Dr Of
ERB Ernabella, Australia FBR Ft Bridger, USA
ERC Erzincan, Turkey FBY Fairbury (Fairbury Mun), USA
ERF Erfurt-Weimar, Germany FCA Kalispell (Glacier Park Intl), USA
ERH Errachidia (Moulay Ali Cherif Intl), Morocco FCB Ficksburg (Sentraoes), S Afr Rep
ERI Erie (Erie Intl), USA FCH Fresno (Fresno Chandler Executive), USA
ERM Erechim, Brazil FCM Minneapolis (Flying Cloud), USA
ERN Eirunepe, Brazil FCN Nordholz, Germany
ERR Errol, USA FCO Rome (Fiumicino), Italy
ERS Windhoek (Eros), Namibia FCS Ft Carson (Butts AAF (Fort Carson)), USA
ERV Kerrville (Kerrville Mun-Schreiner), USA FCT Yakima (Vagabond AHP), USA
ERZ Erzurum, Turkey FCY Forrest City (Forrest City Mun), USA
ESB Ankara (Esenboga), Turkey FDE Forde (Bringeland), Norway
ESC Escanaba (Delta Co), USA FDF Martinique (Aime Cesaire), Martinique
ESD Eastsound (Orcas I), USA FDH Friedrichshafen, Germany
ESE Ensenada (Gen Div P A A L Salinas Carranza), Mexico FDK Frederick (Frederick Mun), USA
ESF Alexandria (Alexandria Esler Regl), USA FDR Frederick (Frederick Regl), USA
ESG Mariscal Estigarribia (Prof Dr Pac Luis Maria Argana FDU Bandundu, Congo, Dr Of
Intl), Paraguay FDY Findlay, USA
ESH Shoreham, United Kingdom FEB Sanfebagar, Nepal
ESK Eskisehir, Turkey FEG Fergana, Uzbekistan
ESL Elista, Russia FEJ Feijo, Brazil
ESM Tachina (General Rivadeneira), Ecuador FEK Ferkessedougou, Cote d’Ivoire
ESN Easton (Easton/Newnam), USA FEN Fernando De Noronha, Brazil
ESO Espanola (Ohkay Owingeh), USA FEP Freeport (Albertus), USA
ESP East Stroudsburg (Stroudsburg-Pocono), USA FER Kalokol (Ferguson’s Gulf), Kenya
ESR El Salvador (Ricardo Garcia Posada), Chile FET Fremont (Fremont Mun), USA
ESS Essen-Mulheim, Germany FEZ Fes (Saiss Intl), Morocco
EST Estherville (Estherville Mun), USA FFA Kill Devil Hills (First Flight), USA
ESU Essaouira (Mogador Intl), Morocco FFD Fairford (Fairford AB), United Kingdom
ESW Easton (Easton State), USA FFL Fairfield (Fairfield Mun), USA
ETB West Bend (West Bend Mun), USA FFM Fergus Falls (Fergus Falls Mun-Mickelson), USA
ETH Eilat, Israel FFO Dayton (Wright-Patterson AFB), USA
ETN Eastland (Eastland Mun), USA FFT Frankfort (Capital City), USA
ETS Enterprise (Enterprise Mun), USA FFU Futaleufu, Chile
ETZ Metz-Nancy/Lorraine, France FGD F’Derick, Mauritania
EUE Eureka, USA FGI Fagali, Samoa
EUF Eufaula (Weedon), USA FGU Fangatau I. (Fangatau), French Pacific O.T.
EUG Eugene (Mahlon Sweet), USA FHU Ft Huachuca (Sierra Vista Mun-Libby AAF), USA
EUM Neumunster, Germany FID Fishers Island (Elizabeth), USA
EUN Laayoune (Hassan I), Dakhla/Laayoune FIG Fria (Katourou), Guinea Rep
EUX St Eustatius I (F.D. Roosevelt), Neth Antilles FIH Kinshasa (N’Djili Intl), Congo, Dr Of
EVE Harstad-Narvik (Evenes), Norway FIL Fillmore (Fillmore Mun), USA
EVG Sveg, Sweden FIN Finschhafen, PNG
EVM Eveleth (Eveleth-Virginia Mun), USA FIZ Fitzroy Crossing, Australia
EVN Yerevan (Zvartnots), Armenia FJR Fujairah (Fujairah Intl), UAE
EVV Evansville (Evansville Regl), USA FKA Preston (Fillmore Co), USA
EVW Evanston (Evanston-Uinta Co Burns), USA FKB Karlsruhe/Baden-Baden, Germany
EVX Evreux (Fauville AB), France FKI Kisangani (Bangoka Intl), Congo, Dr Of
EWB New Bedford (New Bedford Regl), USA FKJ Fukui, Japan
EWK Newton (Newton City Co), USA FKL Franklin (Venango Regl), USA
EWN New Bern (Coastal Carolina Regl), USA FKN Franklin (Franklin Mun-Rose), USA
EWO Ewo, Congo, Rep Of FKS Fukushima, Japan
q$z

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 23 NOV 12 AIRPORT DIRECTORY WW-311
IATA LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

FLA Florencia (Gustavo A Paredes), Colombia FWA Ft Wayne (Ft Wayne Intl), USA
FLB Floriano (Cangapara), Brazil FWH Ft Worth (Ft Worth NAS JRB), USA
FLD Fond Du Lac (Fond Du Lac Co), USA FWL Farewell, USA
FLF Flensburg (Schaferhaus), Germany FXE Ft Lauderdale (Ft Lauderdale Executive), USA
FLG Flagstaff (Flagstaff Pulliam), USA FXO Cuamba, Mozambique
FLH Flotta, United Kingdom FXY Forest City (Forest City Mun), USA
FLL Ft Lauderdale (Ft Lauderdale-Hollywood Intl), USA FYM Fayetteville (Fayetteville Mun), USA
FLN Florianopolis (Hercilio Luz Intl), Brazil FYT Faya-Largeau, Chad
FLO Florence (Florence Regl), USA FYU Ft Yukon, USA
FLP Flippin (Marion Co Regl), USA FYV Fayetteville (Drake), USA
FLR Florence (Peretola), Italy FZO Bristol (Filton), United Kingdom
FLS Flinders I, Australia
FLT G
Flat, USA
FLV GAB Gabbs, USA
Ft Leavenworth (Sherman AAF), USA
GAD Gadsden (Northeast Alabama Regl), USA
FLW Flores, Azores
FLX Fallon (Fallon Mun), USA GAE Gabes (Matmata), Tunisia
FMA Formosa, Argentina GAF Gafsa (Ksar), Tunisia
FMH Falmouth (Cape Cod Coast Guard Air Station), USA GAG Gage, USA
FMI Kalemie, Congo, Dr Of GAH Gayndah, Australia
FMM Memmingen, Germany GAI Gaithersburg (Montgomery Co), USA
FMN Farmington (Four Corners Regl), USA GAJ Yamagata, Japan
GAL Galena (Pitka), USA
FMO Munster/Osnabruck, Germany
FMS Ft Madison (Ft Madison Mun), USA GAM Gambell, USA
GAN Gan Island (Gan), Maldives
FMY Ft Myers (Page), USA
GAO Guantanamo (Mariana Grajales), Cuba
FNA Freetown (Lungi), Sierra Leone
GAP Gusap, PNG
FNB Neubrandenburg, Germany
GAQ Gao (Korogoussou), Mali
FNC Madeira, Portugal
GAR Garaina, PNG
FNG Fada N’Gourma, Burkina Faso
GAS Garissa, Kenya
FNI Nimes (Garons), France
GAT Gap (Tallard), France
FNJ Pyongyang (Sunan), DPR of Korea
GAU Guwahati, India
FNL Ft Collins-Loveland (Ft Collins-Loveland Mun), USA
GAY Gaya, India
FNT Flint (Bishop Intl), USA
GAZ Guasopa, PNG
FOC Fuzhou (Changle), China, PR of
GBB Gabala, Azerbaijan
FOD Ft Dodge (Ft Dodge Regl), USA
GBD Great Bend (Great Bend Mun), USA
FOE Topeka (Forbes), USA
GBE Gaborone (Sir Seretse Khama Intl), Botswana
FOG Foggia (Gino Lisa), Italy
GBG Galesburg (Galesburg Mun), USA
FOK Westhampton Beach (Gabreski), USA
GBH Galbraith Lake, USA
FOM Foumban (Nkounja), Cameroon GBJ Grand-Bourg (Marie Galante), Guadeloupe
FOR Fortaleza (Pinto Martins Intl), Brazil GBK Gbangbatoke, Sierra Leone
FOS Forrest, Australia
GBN Gila Bend (Gila Bend AF Aux Airport), USA
FOU Fougamou, Gabon
GBR Great Barrington (Walter J Koladza), USA
FPO Freeport (Grand Bahama Intl), Bahamas
GBT Gorgan, Iran
FPR Ft Pierce (St Lucie Co Intl), USA
GBV Gibb River, Australia
FPY Perry (Perry-Foley), USA
GBZ Great Barrier, New Zealand
FRA Frankfurt/Main, Germany GCC Gillette (Gillette-Campbell Co), USA
FRB Forbes, Australia GCH Gachsaran, Iran
FRC Franca, Brazil
GCI Guernsey, United Kingdom
FRD Friday Harbor, USA
GCJ Grand Central, S Afr Rep
FRG Farmingdale (Republic), USA
GCK Garden City (Garden City Regl), USA
FRH French Lick (French Lick Mun), USA
GCM Grand Cayman (Roberts Intl), Cayman Is
FRI Ft Riley (Marshall AAF), USA
GCN Grand Canyon (Grand Canyon Natl Park), USA
FRK Fregate, Seychelles
GCY Greeneville (Greeneville-Greene Co Mun), USA
FRL Forli, Italy
GDC Greenville (Donaldson Center), USA
FRM Fairmont (Fairmont Mun), USA
GDI Melle (Gordil), Cen Afr Rep
FRO Floro, Norway
GDL Guadalajara (Don Miguel Hidalgo Intl), Mexico
FRR Front Royal (Front Royal-Warren Co), USA
GDM Gardner (Gardner Mun), USA
FRS Flores (Mundo Maya Intl), Guatemala
GDN Gdansk (Lech Walesa), Poland
FRU Bishkek (Manas), Kyrgyzstan
GDO Guasdualito, Venezuela
FRW Francistown, Botswana
GDP Guadalupe, Brazil
FRY Fryeburg (Eastern Slopes Regl), USA
GDQ Gonder (Azezo), Ethiopia
FRZ Fritzlar, Germany
GDT Grand Turk I. (Jags McCartney Intl), Turks Is
FSC Figari/Sud Corse, France
GDV Glendive (Dawson Community), USA
FSD Sioux Falls (Foss), USA
GDW Gladwin (Gladwin Zettel Meml), USA
FSI Ft Sill (Henry Post AAF (Fort Sill)), USA
GDX Magadan (Sokol), Russia
FSK Ft Scott (Ft Scott Mun), USA
GDZ Gelendzhik, Russia
FSM Ft Smith (Ft Smith Regl), USA
GEA Noumea (Magenta), New Caledonia
FSP St Pierre I (St Pierre), St Pierre I
GED Georgetown (Sussex Co), USA
FST Ft Stockton (Ft Stockton-Pecos Co), USA
GEG Spokane (Spokane Intl), USA
FSU Ft Sumner (Ft Sumner Mun), USA
GEL Santo Angelo, Brazil
FSZ Shizuoka, Japan
GEO Georgetown (Cheddi Jagan Intl), Guyana
FTE El Calafate, Argentina
GER Nueva Gerona (Rafael Cabrera), Cuba
FTK Ft Knox (Godman AAF), USA
GES Gen Santos (Buayan), Philippines
FTU Tolagnaro, Madagascar
GET Geraldton, Australia
FTW Ft Worth (Ft Worth Meacham Intl), USA
GEV Gallivare, Sweden
FTX Owando, Congo, Rep Of
GEY Greybull (South Big Horn Co), USA
FTY Atlanta (Fulton Co-Brown), USA GFD Greenfield (Pope), USA
FUE Fuerteventura, Canary Is GFF Griffith, Australia
FUJ Fukue, Japan GFK Grand Forks (Grand Forks Intl), USA
FUK Fukuoka, Japan
GFL Glens Falls (Bennett Meml), USA
FUL Fullerton (Fullerton Mun), USA
GFN Grafton, Australia
FUN Funafuti (Funafuti Intl), Tuvalu GFR Granville (Mont Saint Michel), France
q$z
FUT Futuna I (Point Vele), Wallis Is

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 WW-312 AIRPORT DIRECTORY 23 NOV 12
IATA LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

GFY Grootfontein, Namibia GOY Gal Oya (Amparai), Sri Lanka

GGD Gregory Downs, Australia GOZ Gorna Oryahovitsa, Bulgaria
GGE Georgetown (Georgetown Co), USA GPA Araxos, Greece
GGG Longview (East Texas Regl), USA GPB Guarapuava (Tancredo Thomas de Faria), Brazil
GGM Kakamega, Kenya GPI Guapi (Juan Casiano), Colombia
GGO Guiglo, Cote d’Ivoire GPL Guapiles, Costa Rica
GGS Gobernador Gregores, Argentina GPN Garden Point, Australia
GGT Exuma (Exuma Intl), Bahamas GPO General Pico, Argentina
GGW Glasgow (Wokal/Glasgow Intl), USA GPS Baltra I Galapagos Is (Seymour), Ecuador
GHA Ghardaia (Noumerat-Moufdi Zakaria), Algeria GPT Gulfport (Gulfport-Biloxi Intl), USA
GHB Eleuthera I (Governors Harbour), Bahamas GPZ Grand Rapids (Grand Rapids/Itasca Co Newstrom),
GHC Berry I (Great Harbour), Bahamas USA
GHM Centerville (Centerville Mun), USA GQQ Galion (Galion Mun), USA
GHT Ghat, Libya GRB Green Bay (Austin Straubel Intl), USA
GHU Gualeguaychu, Argentina GRD Greenwood (Greenwood Co), USA
GIB Gibraltar, Gibraltar GRE Greenville, USA
GID Gitega, Burundi GRF Ft Lewis (Gray AAF), USA
GIF Winter Haven (Winter Haven Mun Gilbert), USA GRI Grand Island (Central Nebraska Regl), USA
GIG Rio De Janeiro (Galeao-Antonio C Jobim Intl), Brazil GRJ George, S Afr Rep
GII Siguiri, Guinea Rep GRK Ft Hood (Gray AAF), USA
GIL Gilgit, Pakistan GRM Grand Marais (Grand Marais/Cook Co), USA
GIR Girardot (Santiago Vila), Colombia GRN Gordon (Gordon Mun), USA
GIS Gisborne, New Zealand GRO Girona, Spain
GIZ Jazan (King Abdullah Bin Abdulaziz), Saudi Arabia GRP Gurupi, Brazil
GJA Guanaja (La Laguna), Honduras GRQ Groningen (Eelde), Netherlands
GJL Jijel (Ferhat Abbas), Algeria GRR Grand Rapids (Gerald R. Ford Intl), USA
GJM Guajara Mirim, Brazil GRS Grosseto, Italy
GJR Gjogur, Iceland GRU Sao Paulo (Guarulhos-Gov. Andre Franco Montoro
GJT Grand Junction (Grand Junction Regl), USA Intl.), Brazil
GKA Goroka, PNG GRV Grozny (Severny), Russia
GKE Geilenkirchen, Germany GRW Graciosa, Azores
GKH Gorkha, Nepal GRX Granada (Federico Garcia Lorca), Spain
GKN Gulkana, USA GRY Grimsey, Iceland
GKT Sevierville (Gatlinburg-Pigeon Forge), USA GRZ Graz, Austria
GLA Glasgow, United Kingdom GSB Goldsboro (Seymour Johnson AFB), USA
GLD Goodland (Renner/Goodland Mun), USA GSE Goteborg (Save), Sweden
GLE Gainesville (Gainesville Mun), USA GSH Goshen (Goshen Mun), USA
GLF Golfito, Costa Rica GSL Great Slave Lake Lodge (Taltheilei Narrows), Canada
GLH Greenville (Mid Delta Regl), USA GSO Greensboro (Piedmont Triad Intl), USA
GLI Glen Innes, Australia GSP Greer (Greenville-Spartanburg Intl-Roger Milliken),
GLK Galcaio, Somalia USA
GLN Guelmime, Morocco GSQ Shark El Oweinat (Shark El Oweinat Intl), Egypt
GLO Gloucestershire, United Kingdom GSR Gardo, Somalia
GLR Gaylord (Gaylord Regl), USA GST Gustavus, USA
GLS Galveston (Scholes Intl At Galveston), USA GTE Groote Eylandt, Australia
GLT Gladstone, Australia GTF Great Falls (Great Falls Intl), USA
GLV Golovin, USA GTG Grantsburg (Grantsburg Mun), USA
GLW Glasgow (Glasgow Mun), USA GTI Rugen, Germany
GLZ Gilze-Rijen, Netherlands GTN Glentanner, New Zealand
GMA Gemena, Congo, Dr Of GTO Gorontalo (Djalaluddin), Indonesia
GMB Gambella, Ethiopia GTR Columbus-W Point-Starkville (Golden Triangle Regl),
GMD Benslimane, Morocco USA
GME Homiel, Belarus GTT Georgetown, Australia
GMP Seoul (Gimpo Intl), Korea GTY Gettysburg (Gettysburg Regl), USA
GMR Totegegie I (Totegegie), French Pacific O.T. GUA Guatemala City (La Aurora Intl), Guatemala
GMU Greenville (Greenville Downtown), USA GUB Guerrero Negro, Mexico
GMZ La Gomera, Canary Is GUC Gunnison (Gunnison-Crested Butte Regl), USA
GNA Hrodna, Belarus GUD Goundam, Mali
GNB Grenoble (Isere), France GUF Gulf Shores (Edwards), USA
GND St Georges (Maurice Bishop Intl), Grenada GUH Gunnedah, Australia
GNG Gooding (Gooding Mun), USA GUI Guiria (Almirante Cristobal Colon), Venezuela
GNM Guanambi, Brazil GUJ Guaratingueta, Brazil
GNR General Roca, Argentina GUL Goulburn, Australia
GNT Grants (Grants-Milan Mun), USA GUM Agana (Guam Intl), Guam
GNU Goodnews, USA GUP Gallup (Gallup Mun), USA
GNV Gainesville (Gainesville Regl), USA GUQ Guanare, Venezuela
GNY Sanliurfa (Gap), Turkey GUR Alotau, Png (Gurney), PNG
GNZ Ghanzi, Botswana GUS Peru (Grissom ARB), USA
GOA Genoa (Sestri), Italy GUW Atyrau, Kazakhstan
GOB Goba (Robe), Ethiopia GUY Guymon (Guymon Mun), USA
GOH Nuuk, Greenland GUZ Guarapari, Brazil
GOI Goa (Dabolim), India GVA Geneva, Switzerland
GOJ Nizhny Novgorod (Strigino), Russia GVE Gordonsville (Gordonsville Mun), USA
GOK Guthrie (Guthrie-Edmond Rgnl), USA GVI Green River, PNG
GOL Gold Beach (Gold Beach Mun), USA GVL Gainesville (Gilmer Meml), USA
GOM Goma (Goma Intl), Congo, Dr Of GVR Governador Valadares, Brazil
GON Groton/New London (Groton-New London), USA GVT Greenville (Majors), USA
GOO Goondiwindi, Australia GVX Gavle, Sweden
GOP Gorakhpur, India GWA Gwa, Myanmar
GOT Goteborg (Landvetter), Sweden GWD Gwadar (Gwadar Intl), Pakistan
GOU Garoua, Cameroon GWL Gwalior (Maharajpur), India
GOV Gove, Australia GWO Greenwood (Greenwood-Leflore), USA
q$z

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 23 NOV 12 AIRPORT DIRECTORY WW-313
IATA LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

GWS Glenwood Springs (Glenwood Springs Mun), USA HGS Hastings, Sierra Leone
GWT Sylt, Germany HGU Mount Hagen, PNG
GWY Galway, Ireland HHE Hachinohe, Japan
GXF Sayun (Sayun Intl), Yemen HHH Hilton Head I (Hilton Head), USA
GXQ Coyhaique (Teniente Vidal), Chile HHI Wahiawa (Wheeler AAF), USA
GXY Greeley (Greeley-Weld Co), USA HHN Frankfurt-Hahn, Germany
GYD Baku (Heydar Aliyev Intl), Azerbaijan HHQ Prachuap Khiri Khan (Hua Hin Aero), Thailand
GYE Guayaquil (Jose Joaquin de Olmedo Intl), Ecuador HHR Hawthorne (Northrop/Hawthorne Mun), USA
GYI Gisenyi, Rwanda HIB Hibbing (Range Regl), USA
GYL Argyle, Australia HID Horn Island, Australia
GYM Guaymas (Gen Jose Ma Yanez Intl), Mexico HIE Whitefield (Mt Washington Regl), USA
GYN Goiania (Santa Genoveva), Brazil HIF Ogden (Hill AFB), USA
GYP Gympie, Australia HII Lake Havasu City, USA
GYR Goodyear (Phoenix Goodyear), USA HIJ Hiroshima, Japan
GYY Gary (Gary/Chicago Intl), USA HIK Honolulu (Hickam AFB), USA
GZO Gizo, Solomon Is HIN Sacheon, Korea
GZP Antalya (Gazipasa), Turkey HIO Portland (Portland-Hillsboro), USA
GZT Gaziantep, Turkey HIR Honiara (Honiara Intl /Henderson Field), Solomon Is
GZW Ghazvin, Iran HIX Hiva Oa I (Atuona), French Pacific O.T.
HJR Khajuraho, India
H HKA Blytheville (Blytheville Mun), USA
HAA Hasvik, Norway HKD Hakodate, Japan
HAB Hamilton (Marion Co-Rankin Fite), USA HKG Hong Kong (Hong Kong Intl), Hong Kong, PRC
HAC Hachijojima, Japan HKK Hokitika, New Zealand
HAD Halmstad, Sweden HKN Hoskins, PNG
HAF Half Moon Bay, USA HKS Jackson (Hawkins), USA
HAH Moroni (Prince Said Ibrahim), Comoros HKT Phuket (Phuket Intl), Thailand
HAI Three Rivers (Three Rivers Mun-Haines), USA HKY Hickory (Hickory Regl), USA
HAJ Hannover, Germany HLA Lanseria (Lanseria Intl), S Afr Rep
HAK Haikou (Meilan), China, PR of HLC Hill City (Hill City Mun), USA
HAM Hamburg, Germany HLD Hulunbeier (Hailar), China, PR of
HAN Hanoi (Noi Bai Intl), Vietnam HLF Hultsfred-Vimmerby, Sweden
HAO Hamilton (Butler Co Regl), USA HLG Wheeling (Wheeling-Ohio Co), USA
HAQ Hanimaadhoo Island (Hanimaadhoo), Maldives HLI Hollister (Frazier Lake), USA
HAS Hail, Saudi Arabia HLM Holland (Park Township), USA
HAU Haugesund (Karmoy), Norway HLN Helena (Helena Regl), USA
HAV Havana (Jose Marti Intl), Cuba HLP Jakarta (Halim Intl), Indonesia
HAW Haverfordwest, United Kingdom HLR Ft Hood (Hood AAF), USA
HAX Muskogee (Hatbox), USA
HLS St Helens, Australia
HBA Hobart, Australia HLT Hamilton, Australia
HBE Alexandria (Borg El Arab Intl), Egypt HLW Hluhluwe, S Afr Rep
HBG Hattiesburg (Hattiesburg Bobby L Chain Mun), USA HLZ Hamilton, New Zealand
HBR Hobart (Hobart Rgnl), USA HMA Khanty-Mansiysk, Russia
HBX Hubli, India HMB Suhag (Suhag Intl), Egypt
HCC Hudson (Columbia Co), USA HME Hassi Messaoud (Oued Irara-Krim Belkacem), Algeria
HCM Eil, Somalia HMG Hermannsburg, Australia
HCN Hengchun, Taiwan HMJ Khmel’nyts’kyi (Khmel’nyts’kyi Intl), Ukraine
HCQ Halls Creek, Australia HMN Alamogordo (Holloman AFB), USA
HCR Holy Cross, USA
HMO Hermosillo (Gen Ignacio Pesqueira Garcia), Mexico
HCW Cheraw (Cheraw Mun/Lynch Bellinger), USA
HMR Hamar (Stafsberg), Norway
HDD Hyderabad, Pakistan
HMT Hemet (Hemet-Ryan), USA
HDE Holdrege (Brewster), USA
HMV Hemavan Tarnaby, Sweden
HDF Heringsdorf, Germany
HNA Hanamaki, Japan
HDH Oahu (Dillingham), USA HNB Huntingburg, USA
HDM Hamadan, Iran
HNC Hatteras (Mitchell), USA
HDN Hayden (Yampa Valley), USA
HND Tokyo (Tokyo (Haneda) Intl), Japan
HDR Bandar Abbass (Havadarya), Iran
HNH Hoonah, USA
HDY Songkhla (Hat Yai Intl), Thailand
HNL Honolulu (Honolulu Intl), USA
HED Herendeen Bay, USA HNM Hana, USA
HEE Helena-West Helena (Thompson-Robbins), USA HNS Haines, USA
HEH Heho, Myanmar HOA Hola, Kenya
HEI Heide (Busum), Germany HOB Hobbs (Lea Co Regl), USA
HEL Helsinki (Vantaa), Finland HOD Hodeidah (Hodeidah Intl), Yemen
HEM Helsinki (Malmi), Finland HOF Al Ahsa, Saudi Arabia
HER Iraklion (Nikos Kazantzakis), Greece HOG Holguin (Frank Pais Intl), Cuba
HES Hermiston (Hermiston Mun), USA HOH Hohenems (Dornbirn), Austria
HET Hohhot (Baita), China, PR of HOI Hao I (Hao), French Pacific O.T.
HEZ Natchez (Hardy-Anders-Adams Co), USA HOK Hooker Creek, Australia
HFA Haifa, Israel HOM Homer, USA
HFD Hartford (Hartford-Brainard), USA HON Huron (Huron Regl), USA
HFE Hefei (Luogang), China, PR of HOP Ft Campbell/Hopkinsville (Campbell AAF), USA
HFF Camp Mackall (Mackall AAF), USA HOQ Hof-Plauen, Germany
HFN Hofn (Hornafjordur), Iceland HOR Horta, Azores
HFS Hagfors, Sweden HOS Chos Malal, Argentina
HFT Hammerfest, Norway HOT Hot Springs (Memorial), USA
HGA Egal, Somalia HOU Houston (Hobby), USA
HGD Hughenden, Australia HOV Orsta-Volda (Hovden), Norway
HGH Hangzhou (Xiaoshan), China, PR of HOX Hommalinn, Myanmar
HGL Helgoland (Dune), Germany HPA Ha’Apai-Lifuka Island (Ha’Apai-Lifuka), Tonga
HGN Mae Hong Son, Thailand HPB Hooper Bay, USA
HGO Korhogo, Cote d’Ivoire HPH HaiPhong (CatBi), Vietnam
HGR Hagerstown (Hagerstown Regl-Henson), USA HPN White Plains (Westchester Co), USA
q$z

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 WW-314 AIRPORT DIRECTORY 23 NOV 12
IATA LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

HPT Hampton (Hampton Mun), USA IAN Kiana (Baker Meml), USA
HPV Hanalei (Princeville), USA IAR Yaroslavl (Tunoshna), Russia
HPY Baytown, USA IAS Iasi, Romania
HQM Hoquiam (Bowerman), USA IBA Ibadan, Nigeria
HRB Harbin (Taiping), China, PR of IBE Ibague (Perales), Colombia
HRE Harare (Harare Intl), Zimbabwe IBZ Ibiza, Spain
HRG Hurghada (Hurghada Intl), Egypt ICA Icabaru, Venezuela
HRK Kharkiv (Osnova), Ukraine ICL Clarinda (Schenck), USA
HRL Harlingen (Valley Intl), USA ICN Seoul/Incheon (Incheon Intl), Korea
HRO Harrison (Boone Co), USA ICT Wichita (Wichita Mid-Continent), USA
HRS Harrismith, S Afr Rep IDA Idaho Falls (Idaho Falls Regl), USA
HRT Linton-On-Ouse, United Kingdom IDB Idre, Sweden
HSB Harrisburg (Harrisburg-Raleigh), USA IDG Ida Grove (Ida Grove Mun), USA
HSG Saga, Japan IDI Indiana (Indiana Co/Stewart), USA
HSH Las Vegas (Henderson Executive), USA IDK Indulkana, Australia
HSI Hastings (Hastings Mun), USA IDO Cristalandia (Santa Isabel Do Morro), Brazil
HSK Huesca (Pirineos), Spain IDP Independence (Independence Mun), USA
HSL Huslia, USA IDR Indore (Devi Ahilyabai Holkar), India
HSM Horsham, Australia IDY Ile D’Yeu, France
HSP Hot Springs (Ingalls), USA IEG Zielona Gora (Babimost), Poland
HST Homestead (Homestead ARB), USA IEJ Iejima, Japan
HSV Huntsville (Huntsville Intl-Jones), USA IEV Kyiv (Zhuliany), Ukraine
HTA Chita (Kadala), Russia IFA Iowa Falls (Iowa Falls Mun), USA
HTG Khatanga, Russia IFF Iffley, Australia
HTH Hawthorne (Hawthorne Industrial), USA IFH Esfahan (Hesa), Iran
HTI Hamilton I (Hamilton I.), Australia IFJ Isafjordur, Iceland
HTL Houghton Lake (Roscommon Co - Blodgett Meml), IFL Innisfail, Australia
USA IFN Esfahan (Shahid Beheshti Intl), Iran
HTN Hotan, China, PR of IFO Ivano-Frankivs’k, Ukraine
HTO East Hampton, USA IFP Bullhead City (Laughlin/Bullhead Intl), USA
HTR Hateruma, Japan IGA Great Inagua I (Inagua), Bahamas
HTS Huntington (Tri-State/Ferguson), USA IGB Ingeniero Jacobacci (Ingeniero Jacobacci/Cabo FAA
HTU Hopetoun, Australia H.R.Bordon), Argentina
HTV Huntsville (Huntsville Mun), USA IGD Igdir, Turkey
HTW Chesapeake (Lawrence Co), USA IGG Igiugig, USA
HTY Hatay, Turkey IGL Izmir (Cigli AB), Turkey
HTZ Hato Corozal, Colombia IGM Kingman, USA
HUA Redstone Arsenal (Redstone AAF), USA IGN Iligan City (Iligan), Philippines
HUD Humboldt (Humboldt Mun), USA IGO Chigorodo, Colombia
HUF Terre Haute (Terre Haute Intl-Hulman), USA IGR Cataratas Del Iguazu (Mayor D Carlos Eduardo
HUH Huahine I (Fare), French Pacific O.T. Krause), Argentina
HUI HUE (Phu Bai Intl), Vietnam IGS Ingolstadt (Manching), Germany
HUJ Hugo (Stan Stamper Mun), USA IGU Foz Do Iguacu (Cataratas Intl), Brazil
HUL Houlton (Houlton Intl), USA IHC Inhaca, Mozambique
HUM Houma (Houma-Terrebonne), USA IHN Qishn, Yemen
HUN Hualien, Taiwan IHO Ihosy, Madagascar
HUS Hughes, USA IHR Iran Shahr, Iran
HUT Hutchinson (Hutchinson Mun), USA IIA Inishmaan, Ireland
HUU Huanuco (Alferez David Figueroa Fernandini), Peru IIS Nissan, PNG
HUV Hudiksvall, Sweden IJK Izhevsk, Russia
HUX Bahias De Huatulco (Bahias De Huatulco Intl), Mexico IJU Ijui, Brazil
HUY Humberside, United Kingdom IJX Jacksonville (Jacksonville Mun), USA
HVA Analalava, Madagascar IKA Tehran (Imam Khomaini Intl), Iran
HVB Hervey Bay, Australia IKB North Wilkesboro (Wilkes Co), USA
HVD Khovd, Mongolia IKI Ikishima (Iki), Japan
HVE Hanksville, USA IKK Kankakee (Greater Kankakee), USA
HVG Honningsvag (Valan), Norway IKL Ikela, Congo, Dr Of
HVK Holmavik, Iceland IKR Albuquerque (Kirkland AFB), USA
HVN New Haven (Tweed-New Haven), USA IKS Tiksi, Russia
HVR Havre (Havre City-Co), USA IKT Irkutsk, Russia
HVS Hartsville (Hartsville Regl), USA ILD Lleida (Alguaire), Spain
HWD Hayward (Hayward Executive), USA ILE Killeen (Skylark Field), USA
HWN Hwange (Hwange National Park), Zimbabwe ILF Ilford, Canada
HWO Hollywood (North Perry), USA ILG Wilmington (New Castle), USA
HXX Hay, Australia ILI Iliamna, USA
HYA Hyannis (Barnstable Mun-Boardman/Polando), USA ILK Ilaka (Atsinanana), Madagascar
HYD Hyderabad (Rajiv Gandhi Intl), India ILM Wilmington (Wilmington Intl), USA
HYR Hayward (Sawyer Co), USA ILN Wilmington (Wilmington Air Park), USA
HYS Hays (Hays Regl), USA ILO Iloilo, Philippines
HYV Hyvinkaa, Finland ILP Des Pins Is. (Moue), New Caledonia
HZB Merville (Calonne), France ILR Ilorin, Nigeria
HZK Husavik, Iceland ILU Kilaguni, Kenya
HZL Hazleton (Hazleton Mun), USA ILY Islay, United Kingdom
ILZ Zilina, Slovakia
I IMB Imbaimadai, Guyana
IAA Igarka, Russia IMF Imphal, India
IAB Wichita (Mc Connell AFB), USA IMK Simikot, Nepal
IAD Washington (Washington Dulles Intl), USA IML Imperial (Imperial Mun), USA
IAG Niagara Falls (Niagara Falls Intl), USA IMM Immokalee (Immokalee Regl), USA
IAH Houston (George Bush Intercontinental/Houston), IMO Zemio, Cen Afr Rep
USA IMP Imperatriz (Prefeito Renato Moreira), Brazil
IAM Zarzaitine (In Amenas), Algeria IMT Iron Mt-Kingsford (Ford), USA
q$z

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 23 NOV 12 AIRPORT DIRECTORY WW-315
IATA LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

INC Yinchuan (Hedong), China, PR of IXE Mangalore, India

IND Indianapolis (Indianapolis Intl), USA IXG Belgaum, India
INF In Guezzam, Algeria IXI Lilabari, India
ING Lago Argentino, Argentina IXJ Jammu, India
INH Inhambane, Mozambique IXK Keshod, India
INI Nis (Konstantin Veliki), Serbia-Montenegro IXL Leh, India
INJ Injune, Australia IXM Madurai, India
INK Wink (Winkler Co), USA IXR Ranchi (Birsa Munda), India
INL International Falls (Falls Intl), USA IXS Silchar (Kumbhirgram), India
INM Innamincka, Australia IXU Aurangabad, India
INN Innsbruck, Austria IXW Jamshedpur, India
INO Inongo, Congo, Dr Of IXY Kandla, India
INQ Inisheer, Ireland IXZ Port Blair, India
INS Indian Springs (Creech AFB), USA IYK Inyokern, USA
INT Winston-Salem (Smith Reynolds), USA IZO Izumo, Japan
INU Nauru I, Nauru (Nauru Intl), Nauru J
INV Inverness, United Kingdom JAA Jalalabad, Afghanistan
INW Winslow (Winslow-Lindbergh Regl), USA JAB Jabiru, Australia
INZ In Salah, Algeria JAC Jackson (Jackson Hole), USA
IOA Ioannina (King Pyrros), Greece JAD Perth (Jandakot), Australia
IOM Isle Of Man, United Kingdom JAF Kankesanturai (Jaffna), Sri Lanka
ION Impfondo, Congo, Rep Of JAI Jaipur, India
IOR Inishmore, Ireland JAK Jacmel, Haiti
IOS Ilheus (Ilheus/Bahia-Jorge Amado), Brazil JAL Jalapa (Lencero), Mexico
IOW Iowa City (Iowa City Mun), USA JAN Jackson (Jackson-Evers Intl), USA
IPC Isla De Pascua (Mataveri Intl), Isla De Pascua JAQ Jacquinot Bay, PNG
IPG Santo Antonio Do Ica (Ipiranga), Brazil JAR Jahrom, Iran
IPH Ipoh (Sultan Azlan Shah), Malaysia JAS Jasper (Jasper Co-Bell), USA
IPI Ipiales (San Luis), Colombia JAU Jauja (Francisco Carle), Peru
IPL Imperial (Imperial Co), USA JAV Ilulissat, Greenland
IPN Ipatinga (Usiminas), Brazil JAX Jacksonville (Jacksonville Intl), USA
IPT Williamsport (Williamsport Rgnl), USA JBR Jonesboro (Jonesboro Mun), USA
IQQ Iquique (Diego Aracena Intl), Chile JCB Joacaba, Brazil
IQT Iquitos (Col Francisco Secada Vignetta), Peru JCK Julia Creek, Australia
IRB Iraan (Iraan Mun), USA JCM Jacobina, Brazil
IRC Circle (Circle City (New)), USA JCR Jacareacanga, Brazil
IRD Ishurdi, Bangladesh JCT Junction (Kimble Co), USA
IRE Irece, Brazil JCY Johnson City (LBJ Ranch), USA
IRG Lockhart River, Australia JDA John Day (Grant Co Regl/Ogilvie Field), USA
IRI Iringa, Tanzania JDF Juiz De Fora (Francisco De Assis), Brazil
IRJ La Rioja (Cap Vicente A Almonacid), Argentina JDH Jodhpur, India
IRK Kirksville (Kirksville Regl), USA JDN Jordan, USA
IRO Birao, Cen Afr Rep JDO Juazeiro Do Norte (Orlando Bezerra De Menezes),
IRP Isiro-Matari, Congo, Dr Of Brazil
IRS Sturgis (Kirsch Mun), USA JED Jeddah (King Abdulaziz Intl), Saudi Arabia
ISA Mt Isa, Australia JEE Jeremie, Haiti
ISB Islamabad (Benazir Bhutto Intl), Pakistan JEF Jefferson City (Jefferson City Memorial), USA
ISC Scilly Isles (St Mary’s), United Kingdom JEG Aasiaat, Greenland
ISE Isparta (Suleyman Demirel), Turkey JEQ Jequie, Brazil
ISG Ishigaki I (Ishigaki), Japan JER Jersey, United Kingdom
ISI Isisford, Australia JFK New York (Kennedy Intl), USA
ISJ Isla Mujeres, Mexico JGA Jamnagar, India
ISM Orlando (Kissimmee Gateway), USA JHB Johor Bahru (Senai Intl), Malaysia
ISN Williston (Sloulin Intl), USA JHG Xishuangbanna (Gasa), China, PR of
ISO Kinston (Kinston Regl Jetport At Stallings), USA JHM Lahaina (Kapalua), USA
ISP New York (Long Island Mac Arthur), USA JHN Johnson (Stanton Co Mun), USA
ISQ Manistique (Schoolcraft Co), USA JHS Sisimiut, Greenland
ISS Wiscasset, USA JHW Jamestown (Chautauqua Co/Jamestown), USA
IST Istanbul (Ataturk), Turkey JIA Juina, Brazil
ISU Sulaymaniyah (Sulaymaniyah Intl), Iraq JIB Djibouti (Ambouli), Djibouti
ISW Wisconsin Rapids (Alexander Fld South Wood Co), JIK Ikaria (Ikaros), Greece
USA JIM Jimma, Ethiopia
ITA Itacoatiara, Brazil JIW Jiwani, Pakistan
ITB Itaituba, Brazil JJI Juanjui, Peru
ITH Ithaca (Ithaca Tompkins Regl), USA JJN Quanzhou (Jinjiang), China, PR of
ITM Osaka (Osaka Intl), Japan JKG Jonkoping, Sweden
ITO Hilo (Hilo Intl), USA JKH Chios (Omiros), Greece
ITQ Itaqui, Brazil JKL Kalymnos, Greece
IUE Niue Island (Niue Intl), Niue JKR Janakpur, Nepal
IVA Ambanja (Ampapamena), Madagascar JLA Cooper Landing (Quartz Creek), USA
IVC Invercargill, New Zealand JLN Joplin (Joplin Regl), USA
IVL Ivalo, Finland JLR Jabalpur, India
IVR Inverell, Australia JLS Jales, Brazil
IWA Ivanovo (Yuzhny), Russia JMK Mikonos, Greece
IWD Ironwood (Gogebic-Iron Co), USA JMO Jomsom, Nepal
IWJ Iwami, Japan JMS Jamestown (Jamestown Regl), USA
IWO Iwoto, Japan JMU Jiamusi, China, PR of
IWS Houston (West Houston), USA JNA Januaria, Brazil
IXA Agartala, India JNB Johannesburg (O.R. Tambo Intl), S Afr Rep
IXB Baghdogra, India JNI Junin, Argentina
IXC Chandigarh, India JNJ Ja’aluni, Oman
IXD Allahabad (Bamhrauli), India JNU Juneau (Juneau Intl), USA
q$z

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 WW-316 AIRPORT DIRECTORY 23 NOV 12
IATA LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

JNX Naxos, Greece KDA Kolda, Senegal

JOE Joensuu, Finland KDC Kandi, Benin
JOG Yogyakarta (Adi Sucipto), Indonesia KDD Khuzdar, Pakistan
JOI Joinville (Lauro Carneiro De Loyola), Brazil KDH Kandahar, Afghanistan
JOK Yoshkar-Ola, Russia KDI Kendari (Halu Oleo), Indonesia
JOL Jolo, Philippines KDK Kodiak (Kodiak Mun), USA
JOM Njombe, Tanzania KDL Kardla, Estonia
JOP Josephstall, PNG KDM Kaadedhdhoo Island (Kaadedhdhoo), Maldives
JOS Jos (Yakubu Gowon), Nigeria KDN Ndende, Gabon
JOT Joliet (Joliet Regl), USA KDO Kadhdhoo Island (Kadhdhoo), Maldives
JPA Joao Pessoa (Presidente Castro Pinto Intl), Brazil KDP Kandep, PNG
JPR Ji-Parana, Brazil KDR Kandrian, PNG
JQE Jaque, Panama KDT Nakhon Pathom (Kamphaeng Saen), Thailand
JRF Kapolei (Kalaeloa (John Rodgers Field)), USA KDU Skardu, Pakistan
JRH Jorhat, India KEB Nanwalek, USA
JRN Juruena, Brazil KED Kaedi, Mauritania
JRO Kilimanjaro (Kilimanjaro Intl), Tanzania KEF Keflavik, Iceland
JRS Jerusalem, Jerusalem KEH Kenmore (Kenmore Air Harbor), USA
JSH Sitia, Greece KEJ Kemerovo, Russia
JSI Skiathos (Alexandros Papadiamandis), Greece KEK Ekwok, USA
JSM Jose De San Martin, Argentina KEL Kiel (Holtenau), Germany
JSR Jessore, Bangladesh KEM Kemi (Tornio), Finland
JST Johnstown (Murtha Johnstown-Cambria Co), USA KEN Kenema, Sierra Leone
JSU Maniitsoq, Greenland KEO Odienne, Cote d’Ivoire
JSY Syros (Dimitrios Vikelas), Greece KEP Nepalgunj, Nepal
JTR Santorini, Greece KER Kerman, Iran
JTY Astypalaia, Greece KES Kelsey, Canada
JUB Juba, Sudan KET Kengtung, Myanmar
JUI Juist, Germany KEV Halli, Finland
JUJ Jujuy (Gobernador Horacio Guzman), Argentina KEW Keewaywin, Canada
JUL Juliaca (Inca Manco Capac Intl), Peru KEY Kericho, Kenya
JUM Jumla, Nepal KFA Kiffa, Mauritania
JUN Jundah, Australia KFG Kalkgurung, Australia
JUV Upernavik, Greenland KFP False Pass, USA
JVA Ankavandra, Madagascar KGA Kananga, Congo, Dr Of
JVI Manville (Central Jersey Regl), USA KGC Kingscote, Australia
JVL Janesville (Southern Wisconsin Regl), USA KGD Kaliningrad (Khrabrovo), Russia
JWA Jwaneng, Botswana KGF Karaganda, Kazakhstan
JWN Zanjan, Iran KGG Kedougou, Senegal
JXN Jackson (Jackson Co-Reynolds), USA KGI Kalgoorlie-Boulder, Australia
JYR Jiroft, Iran KGJ Karonga, Malawi
JYV Jyvaskyla, Finland KGL Kigali (Kigali Intl), Rwanda
KGN Kasongo, Congo, Dr Of
K KGP Kogalym, Russia
KAA Kasama, Zambia KGS Kos (Ippokratis), Greece
KAB Kariba (Kariba Intl), Zimbabwe KGX Grayling, USA
KAC Kamishly, Syria KGY Kingaroy, Australia
KAD Kaduna (New Kaduna), Nigeria KGZ Glacier Creek, USA
KAE Kake, USA KHB Bahrain (Sakhir AB), Bahrain
KAG Gangneung, Korea KHD Khoram Abad, Iran
KAJ Kajaani, Finland KHG Kashi, China, PR of
KAL Kaltag, USA KHH Kaohsiung (Kaohsiung Intl), Taiwan
KAN Kano (Mallam Aminu Kano), Nigeria KHI Karachi (Jinnah Intl), Pakistan
KAO Kuusamo, Finland KHJ Kauhajoki, Finland
KAR Kamarang, Guyana KHK Khark Island (Khark), Iran
KAT Kaitaia, New Zealand KHM Kanti, Myanmar
KAU Kauhava, Finland KHN Nanchang (Changbei), China, PR of
KAV Kavanayen (Bolivar), Venezuela KHR Kharkhorin, Mongolia
KAW Kawthoung, Myanmar KHS Khasab, Oman
KAX Kalbarri, Australia KHV Khabarovsk (Novy), Russia
KBA Kabala, Sierra Leone KHW Khwai River, Botswana
KBC Birch Creek, USA KIC King City (Mesa Del Rey), USA
KBI Kribi, Cameroon KID Kristianstad, Sweden
KBL Kabul (Kabul Intl), Afghanistan KIF Kingfisher Lake, Canada
KBO Kabalo, Congo, Dr Of KIH Kish Island (Kish), Iran
KBP Kyiv (Boryspil’), Ukraine KIJ Niigata, Japan
KBQ Kasungu, Malawi KIK Kirkuk, Iraq
KBR Kota Bharu (Sultan Ismail Petra), Malaysia KIM Kimberley, S Afr Rep
KBS Bo, Sierra Leone KIN Kingston (Norman Manley Intl), Jamaica
KBV Krabi, Thailand KIP Wichita Falls (Kickapoo Downtown), USA
KBY Streaky Bay, Australia KIR Kerry, Ireland
KBZ Kaikoura, New Zealand KIS Kisumu, Kenya
KCE Collinsville, Australia KIT Kithira, Greece
KCH Kuching (Kuching Intl), Malaysia KIV Chisinau (Chisinau Intl), Moldova
KCK Kirensk, Russia
KIW Kitwe (Southdowns), Zambia
KCL Chignik Lagoon, USA
KIX Osaka (Kansai Intl), Japan
KCM Kahramanmaras, Turkey
KIY Kilwa (Kilwa Masoko), Tanzania
KCO Kocaeli (Cengiz Topel), Turkey
KJA Krasnoyarsk (Yemelyanovo), Russia
KCQ Chignik, USA KJK Kortrijk-Wevelgem, Belgium
KCS Kings Creek, Australia KKA Koyuk (Koyuk Alfred Adams), USA
KCT Koggala (Koggala AB), Sri Lanka KKC Khon Kaen, Thailand
KCU Masindi, Uganda KKD Kokoda, PNG
KCZ Kochi, Japan KKE Kerikeri, New Zealand
q$z

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 23 NOV 12 AIRPORT DIRECTORY WW-317
IATA LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

KKH Kongiganak, USA KRP Karup (Karup AB), Denmark

KKJ Kitakyushu, Japan KRR Krasnodar (Pashkovskiy), Russia
KKM Lop Buri (Khok Kathiam), Thailand KRS Kristiansand (Kjevik), Norway
KKN Kirkenes (Hoybuktmoen), Norway KRT Khartoum, Sudan
KKO Kaikohe, New Zealand KRW Turkmenbashi, Turkmenistan
KKR Kaukura, French Pacific O.T. KSA Kosrae I (Kosrae), Micronesia
KKT Kentland (Kentland Mun), USA KSC Kosice, Slovakia
KKW Kikwit, Congo, Dr Of KSD Karlstad, Sweden
KKX Kikai, Japan KSE Kasese, Uganda
KKY Kilkenny, Ireland KSF Kassel-Calden, Germany
KLB Kalabo, Zambia KSH Kermanshah (Shahid Ashrafi Esfahani), Iran
KLC Kaolack, Senegal KSI Kissidougou, Guinea Rep
KLG Kalskag, USA KSJ Kassos, Greece
KLH Kolhapur, India KSK Karlskoga, Sweden
KLI Kotakoli, Congo, Dr Of KSL Kassala, Sudan
KLM Kalaleh, Iran KSM St Mary’s, USA
KLN Larsen Bay, USA KSN Kostanay (Narimanovka), Kazakhstan
KLO Kalibo, Philippines KSO Kastoria (Aristotelis), Greece
KLR Kalmar, Sweden KSQ Karshi, Uzbekistan
KLS Kelso (Southwest Washington Regl), USA KSS Sikasso (Dignangan), Mali
KLU Klagenfurt, Austria KSU Kristiansund (Kvernberget), Norway
KLV Karlovy Vary, Czech KSY Kars, Turkey
KLW Klawock, USA KSZ Kotlas, Russia
KLX Kalamata, Greece KTA Karratha, Australia
KLY Kalima, Congo, Dr Of KTD Kitadaito I (Kitadaito), Japan
KLZ Kleinsee, S Afr Rep KTE Kerteh, Malaysia
KMA Kerema, PNG KTL Kitale, Kenya
KMC King Khaled Military City, Saudi Arabia KTM Kathmandu (Tribhuvan Intl), Nepal
KME Kamembe, Rwanda KTN Ketchikan (Ketchikan Intl), USA
KMG Kunming (Changshui), China, PR of KTO Kato, Guyana
KMH Kuruman (Johan Pienaar), S Afr Rep KTQ Kitee, Finland
KMI Miyazaki, Japan KTR Tindal (Tindal (Military)), Australia
KMJ Kumamoto, Japan KTS Brevig Mission, USA
KMK Makabana, Congo, Rep Of KTT Kittila, Finland
KML Kamileroi, Australia KTU Kota, India
KMN Kamina (Kamina Base), Congo, Dr Of KTW Katowice (Pyrzowice), Poland
KMO Manokotak, USA KTX Koutiala, Mali
KMP Keetmanshoop, Namibia KUA Kuantan (Sultan Ahmad Shah), Malaysia
KMQ Komatsu, Japan KUF Samara (Kurumoch), Russia
KMS Kumasi, Ghana KUH Kushiro, Japan
KMU Kisimayu, Somalia KUK Kasigluk, USA
KMW Kostroma (Sokerkino), Russia KUL Kuala Lumpur (Kuala Lumpur Intl - Sepang), Malaysia
KMX Khamis Mushait (King Khaled AB), Saudi Arabia KUM Yakushima, Japan
KMZ Kaoma, Zambia KUN Kaunas (Kaunas Intl), Lithuania
KNA Vina Del Mar, Chile KUO Kuopio, Finland
KNB Kanab (Kanab Mun), USA KUS Kulusuk, Greenland
KND Kindu, Congo, Dr Of KUT Kutaisi (Kopitnari), Georgia
KNF Marham, United Kingdom KUU Kullu Manali, India
KNH Kinmen, Taiwan KUV Gunsan (Gunsan AB), Korea
KNJ Kindamba, Congo, Rep Of KVA Kavala (Megas Alexandros), Greece
KNN Kankan (Diankana), Guinea Rep KVB Skovde, Sweden
KNQ Kone, New Caledonia KVC King Cove, USA
KNS King I, Australia KVD Ganja, Azerbaijan
KNT Kennett (Kennett Meml), USA KVG Kavieng, PNG
KNW New Stuyahok, USA KVL Kivalina, USA
KNX Kununurra, Australia KVX Kirov (Pobedilovo), Russia
KNZ Kenieba, Mali KWA Kwajalein Atoll (Bucholz AAF), Marshall Is
KOA Kailua-Kona (Kona Intl At Keahole), USA KWE Guiyang (Longdongbao), China, PR of
KOC Koumac, New Caledonia KWG Kryvyi Rih (Lozuvatka), Ukraine
KOE Kupang (El Tari), Indonesia KWI Kuwait (Kuwait Intl), Kuwait
KOI Kirkwall, United Kingdom KWJ Gwangju, Korea
KOJ Kagoshima, Japan KWK Kwigillingok, USA
KOK Kokkola-Pietarsaari, Finland KWL Guilin (Liangjiang), China, PR of
KOP Nakhon Phanom, Thailand KWM Kowanyama, Australia
KOS Sihanouk (Sihanouk Intl), Cambodia KWN Quinhagak, USA
KOT Kotlik, USA KWO Kawito, PNG
KOV Kokshetau, Kazakhstan KWT Kwethluk, USA
KOZ Ouzinkie, USA KWZ Kolwezi, Congo, Dr Of
KPN Kipnuk, USA KXE Klerksdorp (P.C. Pelser), S Afr Rep
KPO Pohang, Korea KYA Konya, Turkey
KPS Kempsey, Australia KYE Kleyate (Rene Mouawad AB), Lebanon
KPT Jackpot (Jackpot/Hayden), USA KYK Karluk, USA
KPV Perryville, USA KYO Tampa (Tampa North), USA
KQT Qurgonteppa, Tajikistan KYP Kyaukpyu, Myanmar
KRA Kerang, Australia KYS Kayes (Dag Dag), Mali
KRB Karumba, Australia KYU Koyukuk, USA
KRE Kirundo, Burundi KYZ Kyzyl, Russia
KRF Kramfors-Solleftea, Sweden KZI Kozani (Filippos), Greece
KRH Redhill, United Kingdom KZN Kazan, Russia
KRK Krakow (Balice), Poland KZO Kyzylorda, Kazakhstan
KRM Karanambo, Guyana KZR Zafer, Turkey
KRN Kiruna, Sweden KZS Kastelorizo, Greece
q$z
KRO Kurgan, Russia

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 WW-318 AIRPORT DIRECTORY 23 NOV 12
IATA LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

L LEZ La Esperanza, Honduras

LAA Lamar (Lamar Mun), USA LFI Hampton (Langley AFB), USA
LAD Luanda (4th Of February), Angola LFK Lufkin (Angelina Co), USA
LAE Lae (Nadzab), PNG LFM Lamerd, Iran
LAF Lafayette (Purdue Univ), USA LFR La Fria, Venezuela
LAI Lannion, France LFT Lafayette (Lafayette Regl), USA
LAJ Lages, Brazil LFW Lome (Gnassingbe Eyadema), Togo
LAK Aklavik (Aklavik / Carmichael), Canada LGA New York (La Guardia), USA
LAL Lakeland (Lakeland Linder Regl), USA LGB Long Beach (Long Beach/Daugherty Field), USA
LAN Lansing (Capital Region Intl), USA LGC Lagrange (Lagrange-Callaway), USA
LAO Laoag (Laoag Intl), Philippines LGD La Grande (La Grande/Union Co), USA
LAP La Paz (Gen Manuel Marquez De Leon), Mexico LGF Yuma Proving Ground (Laguna AAF (Yuma Proving
LAQ El Beida (Labraq), Libya Ground)), USA
LAR Laramie (Laramie Regl), USA LGG Liege, Belgium
LAS Las Vegas (Mc Carran Intl), USA LGH Leigh Creek, Australia
LAU Lamu/Manda, Kenya LGI Long I (Deadmans Cay), Bahamas
LAW Lawton (Lawton-Ft Sill Regl), USA LGK Langkawi I. (Langkawi Intl), Malaysia
LAX Los Angeles (Los Angeles Intl), USA LGO Langeoog, Germany
LAY Ladysmith, S Afr Rep LGP Legazpi, Philippines
LAZ Bom Jesus Da Lapa, Brazil LGQ Nueva Loja (Lago Agrio), Ecuador
LBA Leeds Bradford, United Kingdom LGR Cochrane, Chile
LBB Lubbock (Lubbock Preston Smith Intl), USA LGS Malargue (Com Ricardo Salomon), Argentina
LBC Lubeck (Blankensee), Germany LGU Logan (Logan-Cache), USA
LBD Khujand, Tajikistan LGW London (Gatwick), United Kingdom
LBE Latrobe (Arnold Palmer Regl), USA LHA Lahr, Germany
LBF North Platte (North Platte Regl-Bird), USA LHE Lahore (Allama Iqbal Intl), Pakistan
LBG Paris (Le Bourget), France LHG Lightning Ridge, Australia
LBI Albi (Le Sequestre), France LHR London (Heathrow), United Kingdom
LBL Liberal (Liberal Mid-America Rgnl), USA LHS Las Heras, Argentina
LBO Lusambo, Congo, Dr Of LHV Lock Haven (Piper Meml), USA
LBQ Lambarene, Gabon LHZ Louisburg (Triangle North Executive), USA
LBR Labrea, Brazil LIC Limon (Limon Mun), USA
LBS Labasa, Fiji Is LIE Libenge, Congo, Dr Of
LBT Lumberton (Lumberton Mun), USA LIF Lifou (Ouanaham), New Caledonia
LBU Labuan I (Labuan), Malaysia LIG Limoges (Bellegarde), France
LBV Libreville (Leon M’BA), Gabon LIH Lihue, USA
LBX Lubang (Lubang Community), Philippines LIL Lille (Lesquin), France
LBY La Baule-Escoublac, France LIM Lima-Callao (Jorge Chavez Intl), Peru
LCA Larnaca (Larnaca Intl), Cyprus LIN Milan (Linate), Italy
LCC Lecce, Italy LIO Puerto Limon (Limon Intl), Costa Rica
LCD Louis Trichardt, S Afr Rep LIP Lins, Brazil
LCE La Ceiba (Goloson Intl), Honduras LIQ Lisala, Congo, Dr Of
LCG A Coruna, Spain LIR Liberia (Daniel Oduber Quiros Intl), Costa Rica
LCH Lake Charles (Lake Charles Regl), USA LIS Lisbon, Portugal
LCI Laconia (Laconia Mun), USA LIT Little Rock (Bill & Hillary Clinton Natl/Adams), USA
LCJ Lodz (Lublinek), Poland LIV Livengood (Livengood Camp), USA
LCK Columbus (Rickenbacker Intl), USA LIW Loikaw, Myanmar
LCL Pinar Del Rio (La Coloma), Cuba LIX Likoma, Malawi
LCM La Cumbre, Argentina LIY Ft Stewart (Wright AAF/Midcoast Regl), USA
LCP Loncopue, Argentina LJA Lodja, Congo, Dr Of
LCV Lucca (Tassignano), Italy LJN Angleton/Lake Jackson (Texas Gulf Coast Regl), USA
LCY London (London City), United Kingdom LJU Ljubljana (Brnik), Slovenia
LDB Londrina (Governador Jose Richa), Brazil LKL Lakselv (Banak), Norway
LDE Tarbes (Lourdes-Pyrenees), France LKN Leknes, Norway
LDH Lord Howe Island, Australia LKO Lucknow (Chaudhary Charan Singh), India
LDI Lindi (Kikwetu), Tanzania LKP Lake Placid, USA
LDJ Linden, USA LKV Lakeview (Lake Co), USA
LDK Lidkoping, Sweden LKY Lake Manyara, Tanzania
LDM Ludington (Mason Co), USA LKZ Lakenheath (Lakenheath AB), United Kingdom
LDN Lamidada, Nepal LLA Lulea (Kallax), Sweden
LDU Lahad Datu, Malaysia LLE Malelane, S Afr Rep
LDV Landivisiau (Landivisiau Navy), France LLG Chillagoe, Australia
LDX St-Laurent-Du-Maroni, French Guiana LLI Lalibella, Ethiopia
LDY Londonderry (Eglinton), United Kingdom LLW Lilongwe (Kamuzu Intl), Malawi
LEA Learmonth, Australia LLX Lyndonville (Caledonia Co), USA
LEB Lebanon (Lebanon Mun), USA LLY Mt Holly (South Jersey Regl), USA
LED St Petersburg (Pulkovo), Russia LMB Salima, Malawi
LEE Leesburg (Leesburg Intl), USA LMD Los Menucos, Argentina
LEH Le Havre (Octeville), France LME Le Mans (Arnage), France
LEI Almeria, Spain LMM Los Mochis (Valle Del Fuerte International), Mexico
LEJ Leipzig-Halle, Germany LMN Limbang, Malaysia
LEK Labe (Tata), Guinea Rep LMO Lossiemouth, United Kingdom
LEL Lake Evella, Australia LMP Lampedusa, Italy
LEM Lemmon (Lemmon Mun), USA LMQ Marsa Brega S21, Libya
LEN Leon, Spain LMR Lime Acres (Finch Mine), S Afr Rep
LEP Leopoldina, Brazil LMS Louisville (Louisville-Winston Co), USA
LEQ Lands End (St Just), United Kingdom LMT Klamath Falls, USA
LER Leinster, Australia LNA West Palm Beach (Palm Beach Co Park), USA
LET Leticia (Alfredo Vasquez Cobo), Colombia LND Lander (Hunt), USA
LEW Auburn-Lewiston (Auburn-Lewiston Mun), USA LNK Lincoln, USA
LEX Lexington (Blue Grass), USA LNN Willoughby (Willoughby Lost Nation Mun), USA
LEY Lelystad, Netherlands LNO Leonora, Australia
q$z

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 23 NOV 12 AIRPORT DIRECTORY WW-319
IATA LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

LNP Wise (Lonesome Pine), USA LUH Ludhiana, India

LNR Lone Rock (Tri-Co Regl), USA LUK Cincinnati (Cincinnati Mun-Lunken), USA
LNS Lancaster, USA LUL Laurel (Hesler-Noble), USA
LNV Lihir, Papa New Guinea (Kunaye), PNG LUN Lusaka (Kenneth Kaunda Intl), Zambia
LNY Lanai City (Lanai), USA LUO Luena (Moxico), Angola
LNZ Linz, Austria LUP Kalaupapa, USA
LOA Lorraine, Australia LUQ San Luis (Brig. Mayor D. Cesar Raul Ojeda), Argentina
LOB Los Andes (San Rafael), Chile LUR Cape Lisburne (Cape Lisburne Lrrs), USA
LOE Loei, Thailand LUX Luxembourg, Luxembourg
LOK Lodwar, Kenya LUZ Lublin, Poland
LOL Lovelock (Derby), USA LVA Laval (Entrammes), France
LOP Praya (Lombok Intl), Indonesia LVB Livramento Do Brumado, Brazil
LOS Lagos (Murtala Muhammed), Nigeria LVD Lime Village, USA
LOT Chicago/Romeoville (Lewis University), USA LVI Livingstone (Harry Mwanga Nkumbula Intl), Zambia
LOU Louisville (Bowman), USA LVK Livermore (Livermore Mun), USA
LOV Monclova (Monclova Intl), Mexico LVL Lawrenceville (Lawrenceville/Brunswick), USA
LOW Louisa (Louisa Co/Freeman), USA LVM Livingston (Mission), USA
LOY Loyangalani, Kenya LVO Laverton, Australia
LOZ London (London-Corbin/Magee Field), USA LVP Lavan Island (Lavan), Iran
LPA Gran Canaria, Canary Is LVS Las Vegas (Las Vegas Mun), USA
LPB La Paz (El Alto Intl), Bolivia LWB Lewisburg (Greenbrier Valley), USA
LPC Lompoc, USA LWC Lawrence (Lawrence Mun), USA
LPG La Plata, Argentina LWH Lawn Hill, Australia
LPI Linkoping (Saab), Sweden LWK Lerwick (Tingwall), United Kingdom
LPK Lipetsk, Russia LWL Wells (Wells Mun/Harriet), USA
LPL Liverpool, United Kingdom LWM Lawrence (Lawrence Mun), USA
LPO La Porte (La Porte Mun), USA LWN Gyumri (Shirak), Armenia
LPP Lappeenranta, Finland LWO L’Viv, Ukraine
LPQ Luang Phabang (Luang Phabang Intl), Laos LWR Leeuwarden, Netherlands
LPS Lopez (Lopez Island), USA LWS Lewiston (Lewiston-Nez Perce Co), USA
LPT Lampang, Thailand LWT Lewistown (Lewistown Mun), USA
LPX Liepaja, Latvia LWV Lawrenceville (Lawrenceville-Vincennes Intl), USA
LPY Le Puy (Loudes), France LWY Lawas, Malaysia
LQK Pickens (Pickens Co), USA LXA Lhasa (Gonggar), China, PR of
LQM Puerto Leguizamo (Caucaya), Colombia LXG Luang Namtha, Laos
LRA Larissa, Greece LXN Lexington (Kelly), USA
LRB Leribe, Lesotho LXR Luxor (Luxor Intl), Egypt
LRD Laredo (Laredo Intl), USA LXS Limnos (Ifaistos), Greece
LRE Longreach, Australia LXU Lukulu, Zambia
LRF Jacksonville (Little Rock AFB), USA LXV Leadville (Lake Co), USA
LRH La Rochelle (Ile De Re), France LYC Lycksele, Sweden
LRJ Le Mars (Le Mars Mun), USA LYH Lynchburg (Lynchburg Regl-Glenn), USA
LRL Niamtougou (Niamtougou Intl), Togo LYN Lyon (Bron), France
LRM La Romana (Casa De Campo Intl), Dom Rep LYO Lyons (Lyons-Rice Co Mun), USA
LRS Leros, Greece LYP Faisalabad (Faisalabad Intl), Pakistan
LRT Lorient (Lann-Bihoue Navy), France LYR Svalbard (Longyear), Norway
LRU Las Cruces (Las Cruces Intl), USA LYS Lyon (Saint Exupery), France
LSB Lordsburg (Lordsburg Mun), USA LYU Ely (Ely Mun), USA
LSC La Serena (La Florida), Chile LYX Lydd, United Kingdom
LSE La Crosse (La Crosse Mun), USA LZC Lazaro Cardenas, Mexico
LSF Ft Benning (Lawson AAF), USA LZU Lawrenceville (Gwinnett Co-Briscoe), USA
LSH Lashio, Myanmar
M
LSI Sumburgh, United Kingdom
MAA Chennai (Chennai Intl), India
LSK Lusk (Lusk Mun), USA
MAB Maraba (Jose Correa Da Rocha), Brazil
LSL Los Chiles, Costa Rica
MAC Macon (Macon Downtown), USA
LSN Los Banos (Los Banos Mun), USA
MAD Madrid (Barajas), Spain
LSP Paraguana (Josefa Camejo Intl), Venezuela
MAE Madera (Madera Mun), USA
LSQ Los Angeles (Maria Dolores), Chile
MAF Midland (Midland Intl), USA
LSS Terre De Haut (Les Saintes), Guadeloupe
MAG Madang, PNG
LST Launceston, Australia
MAH Menorca, Spain
LSV Las Vegas (Nellis AFB), USA
MAI Mangochi, Malawi
LSY Lismore, Australia
LSZ Losinj Island (Losinj), Croatia MAJ Majuro Atoll (Marshall Is Intl), Marshall Is
LTA Tzaneen, S Afr Rep MAK Malakal, Sudan
MAM Matamoros (Gen Servando Canales Intl), Mexico
LTC Lai, Chad
LTD MAN Manchester, United Kingdom
Ghadames, Libya
LTI Altai, Mongolia MAO Manaus (Eduardo Gomes Intl), Brazil
LTK Latakia (Bassel Al-Assad Intl), Syria MAQ Tak (Mae Sot Aero), Thailand
LTL MAR Maracaibo (La Chinita Intl), Venezuela
Lastourville, Gabon
LTM Lethem, Guyana MAS Momote, PNG
LTN London (Luton), United Kingdom MAT Matadi-Tshimpi, Congo, Dr Of
LTO Loreto (Loreto Intl), Mexico MAU Maupiti, French Pacific O.T.
LTQ Le Touquet (Paris-Plage), France MAW Malden (Malden Regl), USA
LTS Altus (Altus AFB), USA MAX Matam (Ouro Sogui), Senegal
LTT La Mole, France MAZ Mayaguez (Eugenio Maria De Hostos), Puerto Rico
LTW Leonardtown (St Mary’s County Regl), USA MBA Mombasa (Moi Intl), Kenya
LTX Latacunga (Cotopaxi Intl), Ecuador MBB Marble Bar, Australia
LUA Lukla, Nepal MBC Mbigou, Gabon
LUB Lumid Pau, Guyana MBD Mafikeng, S Afr Rep
LUC Laucala, Fiji Is MBE Monbetsu, Japan
LUD Luderitz, Namibia MBG Mobridge (Mobridge Mun), USA
LUG Lugano, Switzerland MBH Maryborough, Australia
q$z

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 WW-320 AIRPORT DIRECTORY 23 NOV 12
IATA LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

MBI Mbeya, Tanzania MFQ Maradi, Niger

MBJ Montego Bay (Sangster Intl), Jamaica MFR Medford (Rogue Valley Intl-Medford), USA
MBL Manistee (Manistee Co-Blacker), USA MFS Miraflores, Colombia
MBO Mamburao, Philippines MFU Mfuwe, Zambia
MBQ Mbarara, Uganda MFV Melfa (Accomack Co), USA
MBS Saginaw (Mbs Intl), USA MFX Meribel, France
MBT Masbate (Masbate Principal), Philippines MGA Managua (Augusto Cesar Sandino Intl), Nicaragua
MBW Melbourne (Moorabbin), Australia MGB Mount Gambier, Australia
MBX Maribor (Orehova Vas), Slovenia MGC Michigan City (Michigan City Mun-Phillips Field), USA
MBY Moberly (Bradley), USA MGD Magdalena, Bolivia
MBZ Maues, Brazil MGE Marietta (Dobbins ARB), USA
MCA Macenta, Guinea Rep MGF Maringa (Regl de Maringa - Silvio Name Junior), Brazil
MCB Mc Comb (Mc Comb-Pike Co-Lewis), USA MGH Margate, S Afr Rep
MCC Sacramento (Mc Clellan), USA MGJ Montgomery (Orange Co), USA
MCD Mackinac Island, USA MGK Mong Tong, Myanmar
MCE Merced (Merced Rgnl/Macready), USA MGL Monchengladbach, Germany
MCF Tampa (Macdill AFB), USA MGM Montgomery (Montgomery Regl), USA
MCG McGrath, USA MGN Magangue (Baracoa), Colombia
MCI Kansas City (Kansas City Intl), USA MGQ Mogadishu, Somalia
MCJ Maicao (Jorge Isaac), Colombia MGR Moultrie (Moultrie Mun), USA
MCK Mc Cook (Mc Cook Nelson Regl), USA MGT Milingimbi, Australia
MCL McKinley Park (Mc Kinley Natl Park), USA MGU Manaung, Myanmar
MCN Macon (Middle Georgia Regl), USA MGV Margaret River Station, Australia
MCO Orlando (Orlando Intl), USA MGW Morgantown (Morgantown Mun-Hart), USA
MCP Macapa (Alberto Alcolumbre), Brazil MGX Moabi, Gabon
MCS Monte Caseros, Argentina MGZ Myeik, Myanmar
MCT Muscat (Muscat Intl), Oman MHA Mahdia, Guyana
MCU Montlucon-Gueret, France MHC Castro (Mocopulli), Chile
MCW Mason City (Mason City Mun), USA MHD Mashhad (Shahid Hashemi Nejad Intl), Iran
MCX Makhachkala (Uytash), Russia MHE Mitchell (Mitchell Mun), USA
MCY Sunshine Coast, Australia MHG Mannheim (Mannheim City), Germany
MCZ Maceio (Zumbi Dos Palmares Intl), Brazil MHH Abaco I (Marsh Harbour Intl), Bahamas
MDA San Antonio (Martindale AHP), USA MHK Manhattan (Manhattan Regl), USA
MDC Manado (Ratulangi), Indonesia MHL Marshall (Marshall Meml Mun), USA
MDD Midland, USA MHM Minchumina, USA
MDE Rionegro (Jose Maria Cordova), Colombia MHN Mullen (Hooker Co), USA
MDF Medford (Taylor Co), USA MHO Mount House, Australia
MDG Mudanjiang (Hailang), China, PR of MHP Minsk (Minsk-1), Belarus
MDH Carbondale-Murphysboro (Southern Illinois), USA MHQ Mariehamn, Finland
MDJ Madras (Madras Muni), USA MHR Sacramento (Mather), USA
MDK Mbandaka, Congo, Dr Of MHT Manchester, USA
MDL Mandalay (Mandalay Intl), Myanmar MHU Mt Hotham, Australia
MDO Middleton I, USA MHV Mojave, USA
MDQ Mar Del Plata (Astor Piazzolla), Argentina MHW Monteagudo, Bolivia
MDS Middle Caicos (Conch Bar), Caicos Is MHY Morehead, PNG
MDT Harrisburg (Harrisburg Intl), USA MHZ Mildenhall (Mildenhall AB), United Kingdom
MDU Mendi, PNG MIA Miami (Miami Intl), USA
MDV Medouneu, Gabon MIB Minot (Minot AFB), USA
MDW Chicago (Chicago Midway Intl), USA MIC Minneapolis (Crystal), USA
MDX Mercedes, Argentina MID Merida (Lic Manuel Crescencio Rejon Intl), Mexico
MDY Midway Atoll (Henderson Field), Midway I MIE Muncie (Delaware County Regl), USA
MDZ Mendoza (El Plumerillo), Argentina MIF Monahans (Hurd Meml), USA
MEA Macae, Brazil MII Marilia, Brazil
MEB Melbourne (Essendon), Australia MIK Mikkeli, Finland
MEC Manta (Eloy Alfaro Intl), Ecuador MIM Merimbula, Australia
MED Madinah (Pr Mohammad Bin Abdulaziz Intl), Saudi MIN Minnipa, Australia
Arabia MIO Miami (Miami Mun), USA
MEE Mare (La Roche Aero), New Caledonia MIQ Omaha (Millard Mun), USA
MEF Melfi, Chad MIR Monastir (Habib Bourguiba), Tunisia
MEH Mehamn, Norway MIS Bwagaoia (Misima), PNG
MEI Meridian (Key), USA MIT Shafter (Shafter-Minter), USA
MEJ Meadville (Port Meadville), USA MIU Maiduguri, Nigeria
MEL Melbourne (Melbourne Intl), Australia MIV Millville (Millville Mun), USA
MEM Memphis (Memphis Intl), USA MIW Marshalltown (Marshalltown Mun), USA
MEN Mende (Brenoux), France MJA Manja, Madagascar
MEO Manteo (Dare Co Regl), USA MJC Man, Cote d’Ivoire
MER Atwater (Castle), USA MJD Moenjodaro, Pakistan
MES Medan (Polonia), Indonesia MJF Mosjoen (Kjaerstad), Norway
MEU Almeirim (Monte Dourado), Brazil MJI Tripoli (Mitiga Intl), Libya
MEV Minden (Minden-Tahoe), USA MJK Shark Bay, Australia
MEX Mexico City (Benito Juarez Intl), Mexico MJL Mouila (Mouila Ville), Gabon
MEY Meghauli, Nepal MJM Mbuji-Mayi, Congo, Dr Of
MFA Mafia, Tanzania MJN Mahajanga (Philibert Tsiranana), Madagascar
MFC Mafeteng, Lesotho MJP Manjimup, Australia
MFD Mansfield (Mansfield Lahm Regl), USA MJQ Jackson (Jackson Mun), USA
MFE Mc Allen (Mc Allen Miller Intl), USA MJR Miramar, Argentina
MFF Moanda (Bangombe), Gabon MJT Mitilini (Odysseas Elytis), Greece
MFG Muzaffarabad, Pakistan MJV Murcia (San Javier), Spain
MFI Marshfield (Marshfield Mun), USA MJX Toms River (Miller), USA
MFK Matsu (Beigan), Taiwan MJZ Mirny, Russia
MFM Macao (Macao Intl), Macao, PRC MKB Mekambo, Gabon
MFN Milford Sound, New Zealand MKC Kansas City (Wheeler Downtown), USA
q$z

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 23 NOV 12 AIRPORT DIRECTORY WW-321
IATA LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

MKE Milwaukee (Gen Mitchell Intl), USA MOE Momeik, Myanmar

MKG Muskegon (Muskegon Co), USA MOF Maumere (Seda), Indonesia
MKH Mokhotlong, Lesotho MOG Mong-Hsat, Myanmar
MKI Obo (M’Boki), Cen Afr Rep MOL Molde (Aro), Norway
MKJ Makoua, Congo, Rep Of MOM Moudjeria (Letfotar), Mauritania
MKK Kaunakakai (Molokai), USA MON Mount Cook, New Zealand
MKL Jackson (Mc Kellar-Sipes Regl), USA MOO Moomba, Australia
MKM Mukah, Malaysia MOP Mt Pleasant (Mt Pleasant Mun), USA
MKN Malekolon, PNG MOQ Morondava, Madagascar
MKO Muskogee (Davis), USA MOR Morristown (Moore-Murrell), USA
MKP Makemo Island (Makemo), French Pacific O.T. MOT Minot (Minot Intl), USA
MKQ Merauke (Mopah), Indonesia MOU Mountain Village, USA
MKR Meekatharra, Australia MOV Moranbah, Australia
MKT Mankato (Mankato Regl), USA MOX Morris (Morris Mun - Charlie Schmidt Field), USA
MKU Makokou, Gabon MOZ Moorea Island (Temae), French Pacific O.T.
MKW Manokwari (Rendani), Indonesia MPA Katima Mulilo, Namibia
MKY Mackay, Australia MPH Malay (Caticlan), Philippines
MKZ Malacca, Malaysia MPJ Morrilton (Petit Jean Park), USA
MLA Malta (Luqa), Malta MPK Mokpo, Korea
MLB Melbourne (Melbourne Intl), USA MPL Montpellier/Mediterranee, France
MLC Mc Alester (Mc Alester Regl), USA MPM Maputo, Mozambique
MLD Malad City, USA MPN Mount Pleasant, Falkland Is
MLE Male (Ibrahim Nasir Intl), Maldives MPO Mt Pocono (Pocono Mountains Mun), USA
MLF Milford (Milford Muni/Ben and Judy Briscoe Field), MPR Mc Pherson, USA
USA MPV Barre-Montpelier (Knapp State), USA
MLG Malang (Abdulrachman Saleh), Indonesia MPW Mariupol’ (Mariupol’ Intl), Ukraine
MLH Basle-Mulhouse, France MPZ Mt Pleasant (Mt Pleasant Mun), USA
MLI Moline (Quad-City Intl.), USA MQB Macomb (Macomb Mun), USA
MLJ Milledgeville (Baldwin Co), USA MQC Miquelon I (Miquelon), Miquelon I
MLM Morelia (Gen Francisco J Mujica Intl), Mexico MQD Maquinchao, Argentina
MLN Melilla, Melilla MQF Magnitogorsk, Russia
MLO Milos, Greece MQL Mildura, Australia
MLP Malabang, Philippines MQM Mardin, Turkey
MLQ Malalaua, PNG MQN Mo I Rana (Rossvoll), Norway
MLR Millicent, Australia MQP Kruger Mpumalanga (Kruger Mpumalanga Intl), S Afr
MLS Miles City (Wiley), USA Rep
MLT Millinocket (Millinocket Mun), USA MQQ Moundou, Chad
MLU Monroe (Monroe Regl), USA MQT Marquette (Sawyer Intl), USA
MLW Monrovia (Spriggs Payne), Liberia MQU Mariquita (Jose Celestino Mutis), Colombia
MLX Malatya (Erhac), Turkey MQW Mc Rae (Telfair-Wheeler), USA
MLY Manley Hot Springs, USA MQX Mekele (Alula Aba Nega), Ethiopia
MLZ Melo (Cerro Largo Intl), Uruguay MQY Smyrna, USA
MMB Memanbetsu, Japan MRA Misrata (Misrata Intl), Libya
MMD Minamidaito, Japan MRB Martinsburg (Eastern W Va Regl/Shepherd), USA
MME Durham Tees Valley, United Kingdom MRC Columbia/Mt Pleasant (Maury Co), USA
MMF Mamfe, Cameroon MRD Merida (Alberto Carnevalli), Venezuela
MMG Mount Magnet, Australia MRF Marfa (Marfa Mun), USA
MMH Mammoth Lakes (Mammoth Yosemite), USA MRG Mareeba, Australia
MMI Athens (Mc Minn Co), USA MRI Anchorage (Merrill), USA
MMJ Matsumoto, Japan MRK Marco I, USA
MMK Murmansk, Russia MRN Morganton (Foothills Regl), USA
MML Marshall (Southwest Minnesota Regl Marshall/Ryan), MRO Masterton, New Zealand
USA MRP Marla, Australia
MMM Middlemount, Australia MRQ Gasan (Marinduque), Philippines
MMN Stow (Minute Man), USA MRR Macara (Jose Maria Velasco Ibarra), Ecuador
MMO Maio, Cape Verde MRS Marseille/Provence, France
MMP Mompos (San Bernardo), Colombia MRU Mauritius (Sir Seewoosagur Ramgoolam Intl),
MMS Marks (Selfs), USA Mauritius
MMT Eastover (Mc Entire JNGB), USA MRV Mineralnyye Vody, Russia
MMU Morristown (Morristown Mun), USA MRW Lolland Falster (Maribo), Denmark
MMX Malmo, Sweden MRX Bandar Mahshahr (Mahshahr), Iran
MMY Miyakojima (Miyako), Japan MRY Monterey (Monterey Peninsula), USA
MMZ Maimana, Afghanistan MRZ Moree, Australia
MNC Nacala, Mozambique MSA Muskrat Dam, Canada
MNG Maningrida, Australia MSC Mesa (Falcon), USA
MNH Hingurakgoda (Minneriya), Sri Lanka MSD Mt Pleasant, USA
MNJ Mananjary, Madagascar MSE Manston, United Kingdom
MNL Manila (Ninoy Aquino Intl), Philippines MSJ Misawa (Misawa AB), Japan
MNM Menominee (Menominee-Marinette Twin Co), USA MSL Muscle Shoals (Northwest Alabama Regl), USA
MNN Marion (Marion Mun), USA MSN Madison (Dane Co Regl-Truax), USA
MNO Manono, Congo, Dr Of MSO Missoula (Missoula Intl), USA
MNQ Monto, Australia MSP Minneapolis (Minneapolis-St Paul Intl/Wold-
MNR Mongu, Zambia Chamberlain), USA
MNS Mansa, Zambia MSQ Minsk (Minsk-2), Belarus
MNT Minto (Minto Al Wright), USA MSR Mus, Turkey
MNU Mawlamyine, Myanmar MSS Massena (Massena Intl-Richards), USA
MNX Manicore, Brazil MST Maastricht (Maastricht-Aachen), Netherlands
MNZ Manassas (Manassas Regl/Davis), USA MSU Maseru (Moshoeshoe I Intl), Lesotho
MOA MOA (Orestes Acosta), Cuba MSV Monticello (Sullivan Co Intl), USA
MOB Mobile (Mobile Regl), USA MSW Massawa (Massawa Intl), Eritrea
MOC Montes Claros (Mario Ribeiro), Brazil MSX Mossendjo, Congo, Rep Of
MOD Modesto (Modesto City-Co-Sham), USA MSY New Orleans (Armstrong New Orleans Intl), USA
q$z

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 WW-322 AIRPORT DIRECTORY 23 NOV 12
IATA LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

MSZ Namibe (Yuri Gagarin), Angola MYH Marble Canyon, USA

MTA Matamata, New Zealand MYJ Matsuyama, Japan
MTC Mt Clemens (Selfridge ANGB), USA MYK May Creek, USA
MTE Monte Alegre, Brazil MYL Mc Call (Mc Call Mun), USA
MTH Marathon (Florida Keys Marathon), USA MYN Marib, Yemen
MTJ Montrose (Montrose Regl), USA MYP Mary, Turkmenistan
MTL Maitland, Australia MYR Myrtle Beach (Myrtle Beach Intl), USA
MTN Baltimore (Martin State), USA MYT Myitkyina, Myanmar
MTO Mattoon-Charleston (Coles Co Meml), USA MYU Mekoryuk, USA
MTP Montauk, USA MYV Marysville (Yuba Co), USA
MTQ Mitchell, Australia MYW Mtwara, Tanzania
MTR Monteria (Los Garzones), Colombia MYX Menyamya, PNG
MTS Manzini (Matsapha Intl), Swaziland MYY Miri, Malaysia
MTT Minatitlan (Minatitlan Intl), Mexico MYZ Monkey Bay, Malawi
MTW Manitowoc (Manitowoc Co), USA MZB Mocimboa Da Praia, Mozambique
MTY Monterrey (Gen Mariano Escobedo Intl), Mexico MZC Mitzic, Gabon
MUA Munda, Solomon Is MZG Magong, Taiwan
MUB Maun, Botswana MZH Amasya (Merzifon), Turkey
MUC Munich, Germany MZI Mopti (Ambodedjo), Mali
MUE Kamuela (Waimea-Kohala), USA MZJ Marana (Pinal), USA
MUH Mersa Matruh, Egypt MZL Manizales (La Nubia), Colombia
MUI Ft Indiantown Gap (Muir AAF), USA MZM Metz (Frescaty AB), France
MUK Mauke (Akatoka Manava), Cook Is MZO Manzanillo (Sierra Maestra), Cuba
MUL Moultrie (Spence), USA MZR Mazar-e Sharif, Afghanistan
MUN Maturin (Gral. Jose Tadeo Monagas), Venezuela MZT Mazatlan (Gen Rafael Buelna Intl), Mexico
MUO Mountain Home (Mountain Home AFB), USA MZY Mossel Bay, S Afr Rep
MUR Marudi, Malaysia MZZ Marion (Marion Mun), USA
MUT Muscatine (Muscatine Mun), USA
MUX Multan (Multan Intl), Pakistan N
NAA Narrabri, Australia
MUZ Musoma, Tanzania
MVB NAC Naracoorte, Australia
Franceville (M’Vengue), Gabon
NAE Natitingou, Benin
MVC Monroeville (Monroe Co), USA
NAG Nagpur (Dr. Ambedkar Intl), India
MVD Montevideo (Carrasco Intl/Gen C L Berisso), Uruguay
NAI Annai, Guyana
MVE Montevideo (Montevideo-Chippewa Co), USA
NAJ Nakhchivan, Azerbaijan
MVF Mossoro (Dix Sept Rosado), Brazil
NAK Nakhon Ratchasima, Thailand
MVL Morrisville (Morrisville Stowe State), USA NAL Nalchik, Russia
MVM Kayenta, USA NAN Nadi (Nadi Intl), Fiji Is
MVN Mt Vernon, USA NAP Naples (Capodichino), Italy
MVO Mongo, Chad NAQ Qaanaaq, Greenland
MVP Mitu (Leon Bentley), Colombia NAS Nassau (Lynden Pindling Intl), Bahamas
MVQ Mahiliou, Belarus NAT Natal (Augusto Severo Intl), Brazil
MVR Maroua (Salak), Cameroon NAU Napuka Island (Napuka), French Pacific O.T.
MVT Mataiva, French Pacific O.T. NAV Nevsehir (Kapadokya), Turkey
MVV Megeve, France
NAW Narathiwat, Thailand
MVW Burlington/Mt Vernon (Skagit Regl), USA NBC Begishevo, Russia
MVX Minvoul, Gabon NBE Enfidha (Hammamet), Tunisia
MVY Vineyard Haven (Martha’s Vineyard), USA NBG New Orleans (New Orleans NAS), USA
MVZ Masvingo (Masvingo Intl), Zimbabwe NBO Nairobi (Jomo Kenyatta), Kenya
MWA Marion (Williamson Co Regl), USA NBW Guantanamo Bay (Guantanamo Bay NAS), Cuba
MWB Morawa, Australia NBX Nabire, Indonesia
MWC Milwaukee (Timmerman), USA NCA North Caicos (North Caicos Intl), Caicos Is
MWH Moses Lake (Grant Co Intl), USA NCE Nice/Cote D’Azur, France
MWK Tarempa (Matak), Indonesia NCH Nachingwea, Tanzania
MWL Mineral Wells, USA NCL Newcastle, United Kingdom
MWM Windom (Windom Mun), USA NCN Chenega (Chenega Bay), USA
MWN Mwadui, Tanzania NCS Newcastle, S Afr Rep
MWO Middletown (Middletown Regl/Hook), USA
NCU Nukus, Uzbekistan
MWQ Magway, Myanmar NCY Annecy (Meythet), France
MWX Muan (Muan Intl), Korea NDB Nouadhibou, Mauritania
MWZ Mwanza, Tanzania NDC Nanded, India
MXA Manila (Manila Mun), USA NDE Mandera, Kenya
MXE Maxton (Laurinburg-Maxton), USA NDG Qiqihar (Sanjiazi), China, PR of
MXF Montgomery (Maxwell AFB), USA NDJ N’Djamena (Hassan Djamous), Chad
MXG Marlboro, USA NDL N’Dele, Cen Afr Rep
MXI Mati (Mati Natl), Philippines NDR Nador (El Aroui Intl), Morocco
MXJ Minna, Nigeria NDU Rundu, Namibia
MXL Mexicali (Gen Rodolfo Sanchez Taboada Intl), Mexico NDZ Nordholz-Spieka, Germany
MXM Morombe, Madagascar NEC Necochea, Argentina
MXN Morlaix (Ploujean), France NEG Negril, Jamaica
MXO Monticello (Monticello Regl), USA NEL Lakehurst (Lakehurst NAES), USA
MXP Milan (Malpensa), Italy NER Neryungri (Chulman), Russia
MXT Maintirano, Madagascar NEU Sam Neua, Laos
MXU Mullewa, Australia NEV Nevis I. (Vance Winkworth Amory Intl), Nevis Is
MXW Mandalgobi, Mongolia NEW New Orleans (Lakefront), USA
MXX Mora (Siljan), Sweden NFL Fallon (Fallon NAS), USA
MXY McCarthy, USA NFO Niuafo’ou, Tonga
MYA Moruya, Australia NGA Young, Australia
MYB Mayumba, Gabon NGB Ningbo (Lishe), China, PR of
MYD Malindi, Kenya NGD Anegada (Auguste George), Br Virgin Is
MYE Miyakejima (Miyake), Japan NGE N’Gaoundere, Cameroon
MYF San Diego (Montgomery), USA NGO Nagoya (Chubu Centrair International), Japan
MYG Mayaguana I (Mayaguana), Bahamas NGP Corpus Christi (Corpus Christi NAS/Truax), USA
q$z

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 23 NOV 12 AIRPORT DIRECTORY WW-323
IATA LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

NGS Nagasaki, Japan NRT Tokyo (Narita Intl), Japan

NGU Norfolk (Norfolk Ns), USA NSE Milton (Whiting Fld NAS (North)), USA
NGW Corpus Christi (Cabaniss Nolf), USA NSF Camp Springs (WASHINGTON DC NAF), USA
NGX Manang, Nepal NSI Yaounde (Nsimalen), Cameroon
NHD Minhad, UAE NSK Norilsk (Alykel), Russia
NHK Patuxent River (Patuxent River NAS), USA NSM Norseman, Australia
NHT Northolt, United Kingdom NSN Nelson, New Zealand
NHV Nuku-Hiva, French Pacific O.T. NSO Scone, Australia
NIA Nimba (Lamco), Liberia NST Nakhon Si Thammarat, Thailand
NIB Nikolai, USA NSY Catania (Sigonella), Italy
NIM Niamey (Diori Hamani), Niger NTB Notodden (Tuven), Norway
NIN Ninilchik, USA NTD Point Mugu (Point Mugu NAS), USA
NIO Nioki, Congo, Dr Of NTE Nantes/Atlantique, France
NIP Jacksonville (Jacksonville NAS), USA NTJ Manti (Manti-Ephraim), USA
NIT Niort (Souche), France NTL Williamtown (Williamtown Military), Australia
NIX Nioro, Mali NTN Normanton, Australia
NJA Atsugi, Japan NTQ Noto, Japan
NJC Nizhnevartovsk, Russia NTR Monterrey (Del Norte Intl), Mexico
NJF Al Najaf (Al-Ashraf Intl), Iraq NTT Niuatoputapu, Tonga
NJK El Centro (El Centro NAF), USA NTU Oceana (Oceana NAS), USA
NJW Meridian (Williams Nolf), USA NTY Pilanesberg (Pilanesberg Intl), S Afr Rep
NKC Nouakchott, Mauritania NUB Numbulwar, Australia
NKG Nanjing (Lukou), China, PR of NUE Nurnberg, Germany
NKM Nagoya, Japan NUI Nuiqsut, USA
NKX San Diego (Miramar MCAS), USA NUJ Hamadan (Nogeh), Iran
NKY N’Kayi (Yokangassi), Congo, Rep Of NUL Nulato, USA
NLA Ndola (Simon Mwansa Kapwepwe Intl), Zambia NUN Pensacola (Saufley Nolf), USA
NLC Lemoore (Lemoore NAS (Reeves Fld)), USA NUP Nunapitchuk, USA
NLD Nuevo Laredo (Quetzalcoatl Intl), Mexico NUU Nakuru (Lanet), Kenya
NLE Niles (Tyler Meml), USA NUW Oak Harbor (Whidbey I NAS), USA
NLG Nelson Lagoon, USA NUX Novy Urengoy, Russia
NLK Norfolk I (Norfolk Island), Australia NVA Neiva (Benito Salas), Colombia
NLL Nullagine, Australia NVD Nevada (Nevada Mun), USA
NLO Kinshasa (N’Dolo), Congo, Dr Of NVI Navoi, Uzbekistan
NLP Nelspruit, S Afr Rep NVK Narvik (Framnes), Norway
NLV Mykolaiv, Ukraine NVP Novo Aripuana, Brazil
NMA Namangan, Uzbekistan NVS Nevers (Fourchambault), France
NME Nightmute, USA NVT Navegantes (Ministro Victor Konder Intl), Brazil
NMR Nappa Merrie, Australia NWA Moheli, Comoros
NNG Nanning (Wuxu), China, PR of NWH Newport (Parlin), USA
NNK Naknek, USA NWI Norwich, United Kingdom
NNL Nondalton, USA NWL Corpus Christi (Waldron Field NOLF), USA
NNM Naryan-Mar, Russia NXP Twentynine Palms (Twentynine Palms EAF), USA
NNR Chonamara (Connemara), Ireland NYA Nyagan, Russia
NNT Nan, Thailand NYE Nyeri, Kenya
NNU Nanuque, Brazil NYG Quantico (Quantico MCAF), USA
NOA Nowra (Nowra Military), Australia NYI Sunyani, Ghana
NOB Nosara, Costa Rica NYK Nanyuki, Kenya
NOC Ireland West (Knock), Ireland NYL Yuma (Yuma MCAS/Yuma Intl), USA
NOD Norden-Norddeich, Germany NYM Nadym, Russia
NOG Nogales (Nogales Intl), Mexico NYN Nyngan, Australia
NOJ Noyabrsk, Russia NYO Stockholm (Skavsta), Sweden
NOK Nova Xavantina (Xavantina), Brazil NYU Bagan (Nyaung U), Myanmar
NOM Nomad River, PNG NZC Jacksonville (Cecil), USA
NOP Sinop, Turkey NZE Nzerekore (Konia), Guinea Rep
NOR Nordfjordur, Iceland NZH Manzhouli (Xijiao), China, PR of
NOS Nosy-Be (Fascene), Madagascar NZY San Diego (North Island NAS), USA
NOT Novato (Gnoss), USA
NOU Noumea (Tontouta), New Caledonia O
NOV Huambo (Albano Machado), Angola OAA Shank, Afghanistan
NOZ Novokuznetsk (Spichenkovo), Russia OAG Orange, Australia
NPA Pensacola (Pensacola NAS), USA OAI Bagram, Afghanistan
NPE Napier, New Zealand OAJ Jacksonville (Ellis), USA
NPH Nephi (Nephi Mun), USA OAK Oakland (Metro Oakland Intl), USA
NPL New Plymouth, New Zealand OAM Oamaru, New Zealand
NPT Newport (Newport State), USA OAX Oaxaca (Xoxocotlan Intl), Mexico
NQA Millington (Millington Regl Jetport), USA OAZ Bastion, Afghanistan
NQI Kingsville (Kingsville NAS), USA OBE Okeechobee (Okeechobee Co), USA
NQL Niquelandia, Brazil OBF Oberpfaffenhofen, Germany
NQN Neuquen (Presidente Peron), Argentina OBI Obidos, Brazil
NQX Key West (Key West NAS), USA OBN Oban, United Kingdom
NQY Newquay, United Kingdom OBO Obihiro, Japan
NRA Narrandera, Australia OBS Aubenas (Ardeche Meridionale), France
NRB Mayport (Mayport NS-Admiral David L. Mc Donald OBU Kobuk, USA
Fld), USA OCC Coca (Francisco De Orellana), Ecuador
NRD Norderney, Germany OCE Ocean City (Ocean City Mun), USA
NRI Afton (Grand Lake Regl), USA OCF Ocala (Ocala Intl-Taylor), USA
NRK Norrkoping (Kungsangen), Sweden OCH Nacogdoches (Mangham Regl), USA
NRL North Ronaldsay, United Kingdom OCJ Ocho Rios (Boscobel), Jamaica
NRM Nara (Keibane), Mali OCN Oceanside (Oceanside Mun), USA
NRN Niederrhein, Germany OCV Ocana (Aguas Claras), Colombia
NRS Imperial Beach (Imperial Beach Nolf), USA OCW Washington (Warren), USA
q$z

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 WW-324 AIRPORT DIRECTORY 23 NOV 12
IATA LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

ODA Ouadda, Cen Afr Rep ONL O’Neill (The O’Neill Mun-Baker), USA
ODB Cordoba, Spain ONM Socorro (Socorro Mun), USA
ODD Oodnadatta, Australia ONO Ontario (Ontario Mun), USA
ODE Odense, Denmark ONP Newport (Newport Mun), USA
ODH Odiham, United Kingdom ONQ Zonguldak (Caycuma), Turkey
ODJ Ouanda-Djalle, Cen Afr Rep ONR Monkira, Australia
ODM Oakland (Garrett Co), USA ONS Onslow, Australia
ODS Odesa, Ukraine ONT Ontario (Ontario Intl), USA
ODW Oak Harbor (Eisenberg), USA ONX Colon (Enrique Adolfo Jimenez), Panama
ODY Oudomsay, Laos ONY Olney (Olney Mun), USA
OEM Paloemeu (Vincent Faiks), Suriname OOA Oskaloosa (Oskaloosa Mun), USA
OEO Osceola (Simenstad Mun), USA OOK Toksook Bay, USA
OER Ornskoldsvik, Sweden OOL Gold Coast, Australia
OES San Antonio Oeste (Antoine De Saint Exupery), OOM Cooma-Snowy Mountains, Australia
Argentina OPA Kopasker, Iceland
OFF Omaha (Offutt AFB), USA OPB Open Bay, PNG
OFI Ouango Fitini, Cote d’Ivoire OPF Miami (Opa-Locka Executive), USA
OFK Norfolk (Norfolk Regl/Stefan Meml), USA OPI Oenpelli, Australia
OGA Ogallala (Searle), USA OPL Opelousas (St Landry Parish-Ahart Fld), USA
OGB Orangeburg (Orangeburg Mun), USA OPO Porto (Francisco Sa Carneiro), Portugal
OGD Ogden (Ogden-Hinckley), USA OPS Sinop (Presidente Joao Batista Figueiredo), Brazil
OGG Kahului, USA OPU Balimo, PNG
OGN Yonaguni I (Yonaguni), Japan ORA Oran, Argentina
OGO Abengourou, Cote d’Ivoire ORB Orebro, Sweden
OGR Bongor, Chad ORC Orocue, Colombia
OGS Ogdensburg (Ogdensburg Intl), USA ORD Chicago (Chicago-O’Hare Intl), USA
OGX Ouargla (Ain Beida), Algeria ORE Orleans (Bricy AB), France
OGZ Vladikavkaz (Beslan), Russia ORF Norfolk (Norfolk Intl), USA
OHA Ohakea (Ohakea (Military)), New Zealand ORH Worcester (Worcester Regl), USA
OHD Ohrid (St Paul the Apostle), Macedonia, F Y R ORI Port Lions, USA
OHO Okhotsk, Russia ORJ Orinduik, Guyana
OHR Wyk Auf Fohr, Germany ORK Cork, Ireland
OIC Norwich (Lt Eaton), USA ORL Orlando (Executive), USA
OIM Oshima, Japan ORM Northampton (Sywell), United Kingdom
OIR Okushiri, Japan ORN Oran (Ahmed Benbella), Algeria
OIT Oita, Japan ORP Orapa, Botswana
OJC Olathe (Johnson Co Executive), USA ORT Northway, USA
OKA Naha, Japan ORU Oruro (Juan Mendoza), Bolivia
OKC Oklahoma City (Will Rogers World), USA ORW Ormara, Pakistan
OKD Sapporo, Japan ORX Oriximina, Brazil
OKE Okierabu I (Okierabu), Japan ORY Paris (Orly), France
OKI Oki, Japan OSB Osage Beach (Grand Glaize-Osage Beach), USA
OKJ Okayama, Japan OSC Oscoda (Oscoda-Wurtsmith), USA
OKK Kokomo (Kokomo Mun), USA OSD Are Ostersund, Sweden
OKM Okmulgee (Okmulgee Regl), USA OSH Oshkosh (Wittman Regl), USA
OKN Okondja, Gabon OSI Osijek (Klisa), Croatia
OKO Tokyo (Yokota AB), Japan OSK Oskarshamn, Sweden
OKR Yorke Island, Australia OSL Oslo (Gardermoen), Norway
OKS Oshkosh (Garden Co), USA OSM Mosul, Iraq
OKY Oakey (Oakey (Military)), Australia OSN Osan (Osan AB), Korea
OLA Orland, Norway OSR Ostrava (Mosnov), Czech
OLB Olbia (Costa Smeralda), Italy OSS Osh, Kyrgyzstan
OLD Old Town (Dewitt Old Town Mun), USA OST Ostend-Brugge (Ostend), Belgium
OLE Olean (Cattaraugus Co-Olean), USA OSU Columbus (Ohio State University), USA
OLF Wolf Point (Clayton), USA OSW Orsk, Russia
OLH Old Harbor, USA OSX Kosciusko (Kosciusko-Attala Co), USA
OLK Fuerte Olimpo (1ro Incencio Heredia), Paraguay OSY Namsos, Norway
OLL Ollombo, Congo, Rep Of OTC Bol (Berim), Chad
OLM Olympia (Olympia Regl), USA OTG Worthington (Worthington Mun), USA
OLP Olympic Dam, Australia OTH North Bend (Southwest Oregon Regl), USA
OLR Salerno, Afghanistan OTK Tillamook, USA
OLS Nogales (Nogales Intl), USA OTL Boutilimit, Mauritania
OLU Columbus (Columbus Mun), USA OTM Ottumwa (Ottumwa Regl), USA
OLV Olive Branch, USA OTP Bucharest (Henri Coanda), Romania
OLY Olney-Noble, USA OTS Anacortes, USA
OMA Omaha (Eppley), USA OTU Remedios (Otu), Colombia
OMB Omboue (Omboue Hospital), Gabon OTZ Kotzebue (Ralph Wien Meml), USA
OMC Ormoc, Philippines OUA Ouagadougou, Burkina Faso
OMD Oranjemund, Namibia OUD Oujda (Angads Intl), Morocco
OME Nome, USA OUE Ouesso, Congo, Rep Of
OMH Uromiyeh, Iran OUH Oudtshoorn, S Afr Rep
OMI Omidiyeh (Omidiyeh AB), Iran OUI Ban Houeisay, Laos
OMK Omak, USA OUL Oulu, Finland
OMM Marmul, Oman OUM Oum-Hadjer, Chad
OMO Mostar, Bosnia-Herzegovina OUN Norman (Univ Of Okla Westheimer), USA
OMR Oradea, Romania OUR Batouri, Cameroon
OMS Omsk (Tsentralny), Russia OUS Ourinhos, Brazil
ONA Winona (Winona Mun-Conrad), USA OUT Bousso, Chad
OND Ondangwa, Namibia OUZ Zoueratt (Tazadit), Mauritania
ONG Mornington I (Mornington I.), Australia OVA Bekily, Madagascar
ONH Oneonta (Oneonta Mun), USA OVB Novosibirsk (Tolmachevo), Russia
ONJ Odate-Noshiro, Japan OVD Asturias, Spain
q$z

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 23 NOV 12 AIRPORT DIRECTORY WW-325
IATA LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

OVE Oroville (Oroville Mun), USA PDU Paysandu (Tydeo Larre Borges Intl), Uruguay
OVG Overberg (Overberg AB), S Afr Rep PDV Plovdiv, Bulgaria
OVS Sovetskiy, Russia PDX Portland (Portland Intl), USA
OWA Owatonna (Owatonna Degner Regl), USA PDZ Pedernales, Venezuela
OWB Owensboro (Owensboro-Daviess Co), USA PED Pardubice, Czech
OWD Norwood (Norwood Meml), USA PEE Perm (Bolshoye Savino), Russia
OWK Norridgewock (Central Maine Apt Of Norridgewock), PEG Perugia (San Egidio), Italy
USA PEH Pehuajo (Comodoro P. Zanni), Argentina
OXB Bissau (Osvaldo Viera), Guinea-Bissau PEI Pereira (Matecana), Colombia
OXC Oxford (Waterbury-Oxford), USA PEK Beijing (Beijing Capital), China, PR of
OXD Oxford (Miami University), USA PEM Puerto Maldonado (Padre Jose Aldamiz), Peru
OXF Oxford (Kidlington), United Kingdom PEN Penang I (Penang Intl), Malaysia
OXR Oxnard, USA PEQ Pecos (Pecos Mun), USA
OXY Morney, Australia PER Perth (Perth Intl), Australia
OYA Goya, Argentina PES Petrozavodsk (Besovets), Russia
OYE Oyem, Gabon PET Pelotas (Pelotas Intl), Brazil
OYK Oiapoque, Brazil PEU Puerto Lempira, Honduras
OYL Moyale Lower, Kenya PEV Pecs (Pogany), Hungary
OYO Tres Arroyos, Argentina PEW Peshawar (Bacha Khan Intl), Pakistan
OYP St Georges De L’Oyapock, French Guiana PEX Pechora, Russia
OZA Ozona (Ozona Mun), USA PEZ Penza, Russia
OZC Ozamis, Philippines PFB Passo Fundo (Lauro Kurtz), Brazil
OZG Zagora, Morocco PFC Pacific City (Pacific City State), USA
OZH Zaporizhzhia (Mokraya), Ukraine PFO Pafos (Pafos Intl), Cyprus
OZP Seville (Moron AB), Spain PFQ Parsabade Moghan, Iran
OZR Ft Rucker (Cairns AAF), USA PFR Ilebo, Congo, Dr Of
OZZ Ouarzazate (Ouarzazate Intl), Morocco PGA Page (Page Mun), USA
PGC Petersburg (Grant Co), USA
P PGD Punta Gorda, USA
PAA Hpa-An, Myanmar PGF Perpignan (Rivesaltes), France
PAD Paderborn/Lippstadt, Germany PGH Pantnagar, India
PAE Everett (Snohomish Co), USA PGK Pangkal Pinang (Depati Amir), Indonesia
PAF Pakuba, Uganda PGM Port Graham, USA
PAG Pagadian, Philippines PGO Pagosa Springs (Stevens), USA
PAH Paducah (Barkley Regl), USA PGR Paragould (Kirk), USA
PAJ Parachinar, Pakistan PGS Peach Springs (Grand Canyon Caverns), USA
PAK Hanapepe (Port Allen), USA PGU Persian Gulf (Khalije-Fars), Iran
PAL Palanquero (German Olano AB), Colombia PGV Greenville (Pitt-Greenville), USA
PAM Panama City (Tyndall AFB), USA PGX Perigueux (Bassillac), France
PAN Pattani, Thailand PHC Port Harcourt, Nigeria
PAO Palo Alto (Palo Alto Of Santa Clara Co), USA PHD New Philadelphia (Clever), USA
PAP Port-Au-Prince (Toussaint Louverture Intl), Haiti PHE Port Hedland (Port Hedland Intl), Australia
PAQ Palmer (Palmer Mun), USA PHF Newport News (Newport News/Williamsburg Intl), USA
PAS Paros, Greece PHI Pinheiro, Brazil
PAT Patna, India PHK Pahokee (Palm Beach Co Glades), USA
PAV Paulo Afonso, Brazil PHL Philadelphia (Philadelphia Intl), USA
PAX Port De Paix, Haiti PHN Port Huron (St Clair Co Intl), USA
PAZ Poza Rica (Tajin), Mexico
PHO Point Hope, USA
PBB Parnaiba (Prefeito Dr. Joao Silva Filho, Intl), Brazil
PHP Philip, USA
PBC Puebla (Hermanos Serdan Intl), Mexico
PHS Phitsanulok, Thailand
PBD Porbandar, India
PHT Paris (Henry Co), USA
PBE Puerto Berrio (Morela), Colombia
PHW Phalaborwa (Hendrik Van Eck), S Afr Rep
PBF Pine Bluff (Grider), USA
PHX Phoenix (Phoenix Sky Harbor Intl), USA
PBG Plattsburgh (Plattsburgh Intl), USA
PHY Phetchabun, Thailand
PBH Paro, Bhutan
PIA Peoria (Gen Downing-Peoria Intl), USA
PBI West Palm Beach (Palm Beach Intl), USA
PIB Hattiesburg-Laurel (Hattiesburg-Laurel Regl), USA
PBL Puerto Cabello (Gen. Bartolome Salom), Venezuela
PIC Pine Cay I. (Pine Cay), Caicos Is
PBM Zandery (J.A. Pengel Intl), Suriname
PIE St Petersburg-Clearwater (St Petersburg-Clearwater
PBO Paraburdoo, Australia
PBQ Pimenta Bueno, Brazil Intl), USA
PBR Puerto Barrios, Guatemala PIH Pocatello (Pocatello Regl), USA
PBU Putao, Myanmar PIK Prestwick, United Kingdom
PBZ Plettenberg Bay, S Afr Rep PIM Pine Mountain (Harris Co), USA
PCA Portage Creek, USA PIN Parintins, Brazil
PCD Prairie Du Chien (Prairie Du Chien Mun), USA PIO Pisco, Peru
PCL Pucallpa (Cap FAP David Abenzur Rengifo Intl), Peru PIP Pilot Point, USA
PIR Pierre (Pierre Regl), USA
PCO Punta Colorada, Mexico
PCP Principe, Sao Tome & Principe PIS Poitiers (Biard), France
PIT Pittsburgh (Pittsburgh Intl), USA
PCR Puerto Carreno (German Olano), Colombia
PCS Picos, Brazil PIU Piura (Capt Guillermo Concha Iberico), Peru
PCT Princeton, USA PIV Pirapora, Brazil
PDA Puerto Inirida (Cesar Gaviria Trujillo), Colombia PIW Pikwitonei, Canada
PDB Pedro Bay, USA PIX Pico, Azores
PIZ Point Lay, USA
PDD Ponta De Ouro, Mozambique
PJA Pajala-Yllas, Sweden
PDF Prado, Brazil
PDG Padang Pariaman (Minangkabau Intl), Indonesia PJB Payson, USA
PDK Atlanta (Dekalb-Peachtree), USA PJC Pedro Juan Caballero (Augusto Roberto Fuster Intl),
PDL Ponta Delgada (Joao Paulo II), Azores Paraguay
PDP Maldonado (Capitan Curbelo Intl), Uruguay PJG Panjgur, Pakistan
PDP Punta Del Este (El Jaguel Dptal), Uruguay PKA Napaskiak, USA
PDS Piedras Negras (Piedras Negras Intl), Mexico PKB Parkersburg (Mid-Ohio Valley Regl), USA
PDT Pendleton (Eastern Oreg Regl At Pendleton), USA PKC Petropavlovsk-Kamchatsky (Yelizovo), Russia
PKD Park Rapids (Park Rapids Mun-Konshok), USA
q$z

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 WW-326 AIRPORT DIRECTORY 23 NOV 12
IATA LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

PKE Parkes, Australia POZ Poznan (Lawica), Poland

PKF Park Falls (Park Falls Mun), USA PPA Pampa (Perry Lefors), USA
PKK Pakhokku, Myanmar PPB Presidente Prudente, Brazil
PKN Pangkalanbun (Iskandar), Indonesia PPC Prospect Creek, USA
PKO Parakou, Benin PPE Puerto Penasco (Del Mar de Cortes Intl), Mexico
PKR Pokhara, Nepal PPF Parsons (Tri-City), USA
PKT Port Keats, Australia PPG Pago Pago (Pago Pago Intl), Amer Samoa
PKU Pekanbaru (Sultan Syarif Kasim II), Indonesia PPI Port Pirie, Australia
PKV Pskov, Russia PPK Petropavlovsk, Kazakhstan
PKW Selebi-Phikwe, Botswana PPM Pompano Beach, USA
PKY Palangka Raya (Tjilik Riwut), Indonesia PPN Popayan (Guillermo Leon Valencia), Colombia
PKZ Champasack (Pakse Intl), Laos PPP Proserpine (Whitsunday Coast), Australia
PLF Pala, Chad PPQ Paraparaumu, New Zealand
PLK Branson (Clark Downtown), USA PPS Puerto Princesa (Puerto Princesa Intl), Philippines
PLL Manaus (Ponta Pelada), Brazil PPT Tahiti I (Faaa), French Pacific O.T.
PLM Palembang (Sultan M Badaruddin II), Indonesia PPU Hpa-pun (Hpapun), Myanmar
PLN Pellston (Pellston Regl Apt Of Emmet Co), USA PPY Pouso Alegre, Brazil
PLO Port Lincoln, Australia PQC Phu Quoc (Kien Giang), Vietnam
PLQ Palanga (Palanga Intl), Lithuania PQI Presque Isle (Northern Maine Regl At Presque Isle),
PLR Pell City (St Clair Co), USA USA
PLS Providenciales I. (Providenciales Intl), Caicos Is PQM Palenque (Palenque Intl), Mexico
PLU Belo Horizonte (Pampulha-Carlos Drummond De PQQ Port Macquarie, Australia
Andrade), Brazil PQS Pilot Station, USA
PLW Palu (Mutiara), Indonesia PRA Parana (Gen Urquiza), Argentina
PLX Semey, Kazakhstan PRB Paso Robles (Paso Robles Mun), USA
PLY Plymouth (Plymouth Mun), USA PRC Prescott (Love), USA
PLZ Port Elizabeth (Port Elizabeth Intl), S Afr Rep PRG Prague (Ruzyne), Czech
PMA Pemba (Chake Chake), Tanzania PRH Phrae, Thailand
PMB Pembina (Pembina Mun), USA PRI Praslin, Seychelles
PMC Puerto Montt (El Tepual Intl), Chile PRK Prieska, S Afr Rep
PMD Palmdale (Palmdale USAF Plant 42), USA PRM Portimao, Portugal
PMF Parma, Italy PRN Pristina, Serbia-Montenegro
PMG Ponta Pora (Ponta Pora Intl), Brazil PRO Perry (Perry Mun), USA
PMH Portsmouth (Greater Portsmouth Regl), USA PRP Propriano, France
PMI Palma De Mallorca, Spain PRQ Presidencia Roque S. Pena, Argentina
PMO Palermo (Punta Raisi), Italy PRU Pyay, Myanmar
PMQ Perito Moreno, Argentina PRV Prerov, Czech
PMR Palmerston North, New Zealand PRW Prentice (Prentice Mun), USA
PMS Palmyra, Syria PRX Paris (Cox), USA
PMV Margarita (Del Caribe Intl Gen Santiago Marino), PRY Pretoria (Wonderboom), S Afr Rep
Venezuela PRZ Prineville, USA
PMW Palmas (Brigadeiro Lysias Rodrigues), Brazil PSA Pisa (San Giusto), Italy
PMY Puerto Madryn (El Tehuelche), Argentina PSB Philipsburg (Mid-State), USA
PMZ Palmar Sur, Costa Rica PSC Pasco (Tri-Cities), USA
PNA Pamplona, Spain PSD Port Said, Egypt
PNB Porto Nacional, Brazil PSE Ponce (Mercedita), Puerto Rico
PNC Ponca City (Ponca City Regl), USA PSF Pittsfield (Pittsfield Mun), USA
PNE Philadelphia (Northeast Philadelphia), USA PSG Petersburg (Johnson Petersburg), USA
PNG Paranagua, Brazil PSH St Peter-Ording, Germany
PNH Phnom Penh (Phnom Penh Intl), Cambodia PSI Pasni, Pakistan
PNI Pohnpei I (Pohnpei Intl), Micronesia PSK Dublin (New River Valley), USA
PNK Pontianak (Supadio), Indonesia PSL Perth (Scone), United Kingdom
PNL Pantelleria, Italy PSM Portsmouth (Portsmouth Intl at Pease), USA
PNN Princeton (Princeton Mun), USA PSN Palestine (Palestine Mun), USA
PNP Girua, PNG PSO Pasto (Antonio Narino), Colombia
PNQ Pune, India PSP Palm Springs (Palm Springs Intl), USA
PNR Pointe Noire, Congo, Rep Of PSR Pescara, Italy
PNS Pensacola (Pensacola Gulf Coast Regl), USA PSS Posadas (Liberador Gral D Jose De San M), Argentina
PNT Puerto Natales (Teniente Julio Gallardo), Chile PSW Passos (Municipal Jose Figueiredo), Brazil
PNU Panguitch (Panguitch Mun), USA PSX Palacios (Palacios Mun), USA
PNX Sherman-Denison (North Texas Regl/Perrin), USA PSZ Puerto Suarez (Tte. Av. Salvador Ogaya G. Intl),
PNZ Petrolina (Sen Nilo Coelho), Brazil Bolivia
POA Porto Alegre (Salgado Filho Intl), Brazil PTB Petersburg (Dinwiddie Co), USA
POB Fayetteville (Pope), USA PTG Pietersburg, S Afr Rep
POC La Verne (Brackett), USA PTH Port Heiden, USA
POD Podor, Senegal PTJ Portland, Australia
POE Ft Polk (Polk AAF), USA PTK Pontiac (Oakland Co Intl), USA
POF Poplar Bluff (Poplar Bluff Mun), USA PTM Palmarito, Venezuela
POG Port Gentil, Gabon PTN Patterson (Williams Meml), USA
POH Pocahontas (Pocahontas Mun), USA PTO Pato Branco, Brazil
POJ Patos De Minas, Brazil PTP Pointe-A-Pitre (Le Raizet), Guadeloupe
POL Pemba, Mozambique PTQ Porto De Moz, Brazil
POM Port Moresby (Jacksons), PNG PTS Pittsburg (Atkinson Mun), USA
PON Poptun, Guatemala PTT Pratt (Pratt Regl), USA
POO Pocos De Caldas, Brazil PTU Platinum, USA
POP Puerto Plata (Gregorio Luperon Intl), Dom Rep PTV Porterville (Porterville Mun), USA
POR Pori, Finland PTW Pottstown (Heritage), USA
POS Port Of Spain (Piarco Intl), Trinidad PTX Pitalito (Contador), Colombia
POU Poughkeepsie (Dutchess Co), USA PTY Panama City (Tocumen Intl), Panama
POW Portoroz (Secovlje), Slovenia PTZ Shell (Rio Amazonas), Ecuador
POX Pontoise (Cormeilles-En-Vexin), France PUB Pueblo (Pueblo Meml), USA
POY Powell (Powell Mun), USA PUC Price (Carbon Co Regl/Davis), USA
q$z

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 23 NOV 12 AIRPORT DIRECTORY WW-327
IATA LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

PUD Puerto Deseado, Argentina QRA Johannesburg (Rand), S Afr Rep

PUF Pau/Pyrenees, France QRC Rancagua (De La Independencia), Chile
PUG Port Augusta, Australia QRE Carazinho, Brazil
PUJ Higuey (Punta Cana Intl), Dom Rep QRF Bragado, Argentina
PUK Pukarua, French Pacific O.T. QRM Narromine, Australia
PUN Punia, Congo, Dr Of QRO Queretaro (Queretaro Intl), Mexico
PUQ Punta Arenas (Carlos Ibanez Del Campo Intl), Chile QRR Warren, Australia
PUS Busan (Gimhae Intl), Korea QRZ Resende, Brazil
PUU Puerto Asis (3 De Mayo), Colombia QSF Setif (8 Mai 45), Algeria
PUW Pullman/Moscow (Pullman/Moscow Regl), USA QSM Uetersen (Heist), Germany
PUY Pula, Croatia QSR Salerno (Pontecagnano), Italy
PUZ Puerto Cabezas, Nicaragua QTL Caratinga, Brazil
PVA Isla Providencia (El Embrujo), Colombia QUB Ubari, Libya
PVC Provincetown (Provincetown Mun), USA QUG Chichester (Goodwood), United Kingdom
PVD Providence (Green State), USA QUN Chunchon (A-306), Korea
PVF Placerville, USA QUT Utsunomiya, Japan
PVG Shanghai (Pudong), China, PR of QVB Uniao Da Vitoria, Brazil
PVH Porto Velho (Gov J Teixeira de Oliveira Intl), Brazil QVP Avare (Avare-Arandu), Brazil
PVI Paranavai, Brazil QWG Charlotte (Wilgrove), USA
PVK Preveza (Aktion), Greece QXD Cachoeiro Do Itapemirim, Brazil
PVR Puerto Vallarta (Lic Gustavo Diaz Ordaz Intl), Mexico
R
PVS Provideniya Bay, Russia
RAB Rabaul (Tokua), PNG
PVU Provo (Provo Mun), USA
RAC Racine (Batten), USA
PVW Plainview (Hale Co), USA
RAE Arar, Saudi Arabia
PWA Oklahoma City (Wiley Post), USA
RAG Raglan, New Zealand
PWD Plentywood (Sher-Wood), USA
RAH Rafha, Saudi Arabia
PWE Pevek, Russia RAI Praia (Praia Intl), Cape Verde
PWK Chicago/Prospect Hgts/Wheeling (Chicago Executive),
RAJ Rajkot, India
USA RAK Marrakech (Menara Intl), Morocco
PWM Portland (Portland Intl), USA
RAL Riverside (Riverside Mun), USA
PWQ Pavlodar, Kazakhstan RAM Ramingining, Australia
PWT Bremerton (Bremerton Natl), USA
RAN Ravenna, Italy
PXM Puerto Escondido (Puerto Escondido Intl), Mexico
RAO Ribeirao Preto (Leite Lopes), Brazil
PXO Porto Santo, Portugal
RAP Rapid City (Rapid City Regl), USA
PXU GiaLai (Pleiku), Vietnam
RAR Rarotonga I (Rarotonga Intl), Cook Is
PYE Penrhyn Island (Tongareva), Cook Is
RAS Rasht (Sardar-E-Jangal), Iran
PYH Puerto Ayacucho (Casique Aramare Amazonas),
RAV Cravo Norte, Colombia
Venezuela RAZ Rawalakot, Pakistan
PYJ Poliarny, Russia RBA Rabat (Sale Intl), Morocco
PYM Plymouth (Plymouth Mun), USA RBB Borba, Brazil
PYR Andravida (Andravida AB), Greece RBC Robinvale, Australia
PZA Paz De Ariporo, Colombia RBD Dallas (Dallas Executive), USA
PZB Pietermaritzburg, S Afr Rep RBF Big Bear (Big Bear City), USA
PZH Zhob, Pakistan RBG Roseburg (Roseburg Regl), USA
PZU Port Sudan, Sudan RBK Murrieta/Temecula (French Valley), USA
PZY Piestany, Slovakia RBL Red Bluff (Red Bluff Mun), USA
Q RBM Straubing, Germany
QAC Castro, Brazil RBO Robore, Bolivia
QAK Barbacena (Maj Brig Doorgal Borges), Brazil RBQ Rurrenabaque, Bolivia
QBC Bella Coola, Canada RBR Rio Branco (Placido de Castro), Brazil
QBX Sobral, Brazil RBS Orbost, Australia
QCJ Botucatu, Brazil RBT Marsabit, Kenya
QCN Canela, Brazil RBW Walterboro (Lowcountry Regl), USA
QCP Currais Novos, Brazil RBY Ruby, USA
QCR Curitibanos (Lauro Antonio da Costa), Brazil RCA Rapid City (Ellsworth AFB), USA
QCY Coningsby, United Kingdom RCB Richards Bay, S Afr Rep
QDB Cachoeira Do Sul, Brazil RCH Riohacha (Almirante Padilla), Colombia
QDC Dracena, Brazil RCK Rockdale (Coffield Regl), USA
QDF Conselheiro Lafaiete, Brazil RCM Richmond, Australia
QDV Jundiai, Brazil RCO Rochefort (Charente-Maritime), France
QEF Frankfurt-Egelsbach, Germany RCQ Reconquista, Argentina
QGA Guaira, Brazil RCR Rochester (Fulton Co), USA
QGC Lencois Paulista, Brazil RCS Rochester, United Kingdom
QGF Montenegro, Brazil RCT Reed City (Nartron), USA
QGP Garanhuns, Brazil RCU Rio Cuarto (Area De Material), Argentina
QGU Gifu, Japan RCY Rum Cay (New Port Nelson), Bahamas
QHB Piracicaba, Brazil RDB Red Dog, USA
QHN Taguatinga, Brazil RDC Redencao, Brazil
QHV Novo Hamburgo, Brazil RDD Redding (Redding Mun), USA
QID Tres Coracoes (Mello Viana), Brazil RDG Reading (Reading Regl/Spaatz), USA
QIG Iguatu, Brazil RDM Redmond (Roberts), USA
QIQ Rio Claro, Brazil RDR Grand Forks (Grand Forks AFB), USA
QIT Itapetinga, Brazil RDT Richard Toll, Senegal
QLA Lasham, United Kingdom RDU Raleigh/Durham (Raleigh-Durham Intl), USA
QMF Mafra, Brazil RDV Red Devil, USA
QNV Nova Iguacu (Flying Club), Brazil RDZ Rodez (Marcillac), France
QOA Mococa, Brazil REA Reao I. (Reao I), French Pacific O.T.
QOJ Sao Borja, Brazil REC Recife (Guararapes - Gilberto Freyre, Intl), Brazil
QOW Owerri (Sam Mbakwe), Nigeria RED Reedsville (Mifflin Co), USA
QPG Singapore (Paya Lebar), Singapore REG Reggio Calabria, Italy
QPK Strausberg, Germany REL Trelew (Almirante Zar), Argentina
q$z
QPS Pirassununga (Campo Fontenelle), Brazil

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 WW-328 AIRPORT DIRECTORY 23 NOV 12
IATA LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

REN Orenburg, Russia ROC Rochester (Greater Rochester Intl), USA

REO Rome (Rome State), USA ROD Robertson, S Afr Rep
REP Siem Reap, Cambodia ROG Rogers (Rogers Mun-Carter), USA
RES Resistencia, Argentina ROH Robinhood, Australia
RET Rost, Norway ROI Roi Et, Thailand
REU Reus, Spain ROK Rockhampton, Australia
REX Reynosa (Gen Lucio Blanco Intl), Mexico ROL Roosevelt (Roosevelt Mun), USA
REY Reyes, Bolivia ROO Rondonopolis, Brazil
RFA Rafai, Cen Afr Rep ROP Rota I (Rota I Intl), N Mariana Is
RFD Chicago/Rockford (Chicago/Rockford Intl), USA ROR Babelthuap I (Babelthuap/Koror), Palau
RFG Refugio (Rooke), USA ROS Rosario (Islas Malvinas), Argentina
RFN Raufarhofn, Iceland ROT Rotorua, New Zealand
RFP Raiatea I (Uturoa), French Pacific O.T. ROV Rostov-Na-Donu, Russia
RGA Rio Grande, Argentina ROW Roswell (Roswell Intl Air Center), USA
RGI Rangiroa, French Pacific O.T. ROX Roseau (Roseau Mun/Billberg), USA
RGL Rio Gallegos (Norberto Fernandez), Argentina ROY Rio Mayo, Argentina
RGN Yangon (Yangon Intl), Myanmar ROZ Cadiz (Rota), Spain
RGR Ranger (Ranger Mun), USA RPM Ngukurr, Australia
RGT Rengat (Japura), Indonesia RPR Raipur (Swami Vivekananda), India
RHE Reims (Champagne AB), France RPX Roundup, USA
RHG Ruhengeri, Rwanda RRE Marree, Australia
RHI Rhinelander (Rhinelander-Oneida Co), USA RRG Rodrigues (Sir Gaetan Duval), Mauritius
RHO Rodos (Diagoras), Greece RRL Merrill (Merrill Mun), USA
RHP Ramechhap, Nepal RRS Roros, Norway
RHV San Jose (Reid-Hillview), USA RRT Warroad (Warroad Intl Memorial), USA
RIA Santa Maria, Brazil RSA Santa Rosa, Argentina
RIB Riberalta (Cap De Av Selin Zeitun Lopez), Bolivia RSB Roseberth, Australia
RIC Richmond (Richmond Intl), USA RSD Rock Sound, Bahamas
RID Richmond (Richmond Mun), USA RSH Russian Mission, USA
RIF Richfield (Richfield Mun), USA RSL Russell (Russell Mun), USA
RIJ Rioja, Peru RST Rochester (Rochester Intl), USA
RIK Carrillo, Costa Rica RSU Yeosu, Korea
RIL Rifle (Garfield Co Regl), USA RSW Ft Myers (Southwest Florida Intl), USA
RIM Rodriguez De Mendoza (San Nicolas), Peru RTA Rotuma, Fiji Is
RIR Riverside/Rubidoux (Flabob), USA RTB Roatan (Juan Manuel Galvez Intl), Honduras
RIS Rishiri, Japan RTL Spirit Lake (Spirit Lake Mun), USA
RIV Riverside (March ARB), USA RTM Rotterdam, Netherlands
RIW Riverton (Riverton Regl), USA RTN Raton (Raton Mun/Crews), USA
RIX Riga, Latvia RTP Rutland Plains, Australia
RIY Mukalla (Mukalla Intl), Yemen RTS Rottnest I, Australia
RTW Saratov (Tsentralny), Russia
RJA Rajahmundry, India
RJB Rajbiraj, Nepal RUA Arua, Uganda
RJH Rajshahi (Shah Mokhdum), Bangladesh RUD Shahroud, Iran
RUH Riyadh (King Khaled Intl), Saudi Arabia
RJK Rijeka (Krk Island), Croatia
RUI Ruidoso (Sierra Blanca Regl), USA
RJL Logrono, Spain
RUK Chaurijhari, Nepal
RJN Rafsanjan, Iran
RKD RUM Rumjatar, Nepal
Rockland (Knox Co Regl), USA
RUN La Reunion (Roland Garros), Reunion
RKE Copenhagen (Roskilde), Denmark
RUR Rurutu Austral Is (Rurutu), French Pacific O.T.
RKH Rock Hill (Rock Hill/York Co/Bryant), USA
RUT Rutland (Rutland - Southern Vermont Regl), USA
RKP Rockport (Aransas Co), USA
RVA Farafangana, Madagascar
RKR Poteau (Kerr), USA
RVD Rio Verde (Gen Leite De Castro), Brazil
RKS Rock Springs (Rock Springs-Sweetwater), USA
RVE Saravena (Colonizadores), Colombia
RKT Ras Al Khaimah (Ras Al Khaimah Intl), UAE
RVK Rorvik (Ryum), Norway
RKU Kairuku, PNG
RVN Rovaniemi, Finland
RKV Reykjavik, Iceland
RVO Reivilo, S Afr Rep
RKW Rockwood (Rockwood Mun), USA
RVR Green River (Green River Mun), USA
RLD Richland, USA
RLG Laage (Rostock-Laage), Germany RVS Tulsa (Jones Jr), USA
RVT Ravensthorpe, Australia
RMA Roma, Australia
RME Rome (Griffiss Intl), USA RVY Rivera (Presidente General don Oscar D. Gestido
RMF Marsa Alam (Marsa Alam Intl), Egypt Intl), Uruguay
RMG Rome (Russell), USA RWF Redwood Falls (Redwood Falls Mun), USA
RMI Rimini, Italy RWI Rocky Mount (Rocky Mount-Wilson Regl), USA
RMK Renmark, Australia RWL Rawlins (Rawlins Mun/Harvey), USA
RML Ratmalana (Colombo), Sri Lanka RWN Rivne, Ukraine
RMP Rampart, USA RXS Roxas, Philippines
RMQ Taichung (Cingcyuangang), Taiwan RYG Moss (Rygge), Norway
RMS Ramstein (Ramstein AB), Germany RYK Rahim Yar Khan (Sheikh Zayed Intl), Pakistan
RNB Ronneby, Sweden RYN Royan (Medis), France
RNC Mc Minnville (Warren Co Meml), USA RZA Santa Cruz, Argentina
RND Universal City (Randolph AFB), USA RZE Rzeszow (Jasionka), Poland
RNE Roanne (Renaison), France RZR Ramsar, Iran
RNH New Richmond (New Richmond Regl), USA S
RNJ Yoron, Japan SAA Saratoga (Shively), USA
RNM Qarn Alam, Oman SAC Sacramento (Sacramento Executive), USA
RNN Bornholm (Ronne), Denmark SAD Safford (Safford Regl), USA
RNO Reno (Reno/Tahoe Intl), USA SAF Santa Fe (Santa Fe Mun), USA
RNS Rennes (St Jacques), France SAH Sanaa (Sanaa Intl), Yemen
RNT Renton (Renton Mun), USA SAK Saudarkrokur, Iceland
RNZ Rensselaer (Jasper Co), USA SAL San Salvador (El Salvador Intl), El Salvador
ROA Roanoke (Roanoke Regl/Woodrum), USA SAM Salamo, PNG
q$z
ROB Monrovia (Roberts Intl), Liberia SAN San Diego (San Diego Intl), USA

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 23 NOV 12 AIRPORT DIRECTORY WW-329
IATA LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

SAP San Pedro Sula (Ramon Villeda Morales Intl), SFE San Fernando (San Fernando Community),
Honduras Philippines
SAQ Andros I (San Andros), Bahamas SFF Spokane (Felts), USA
SAR Sparta (Sparta Community-Hunter), USA SFH San Felipe (San Felipe Intl), Mexico
SAS Salton City (Salton Sea), USA SFJ Kangerlussuaq, Greenland
SAT San Antonio (San Antonio Intl), USA SFK Soure, Brazil
SAV Savannah (Savannah/Hilton Head Intl), USA SFM Sanford (Sanford Regl), USA
SAW Istanbul (Sabiha Gokcen), Turkey SFN Santa Fe (Sauce Viejo), Argentina
SAY Siena (Ampugnano), Italy SFO San Francisco (San Francisco Intl), USA
SBA Santa Barbara (Santa Barbara Mun), USA SFS Subic Bay (Subic Bay Intl), Philippines
SBD San Bernardino (San Bernardino Intl), USA SFT Skelleftea, Sweden
SBG Sabang (Maimum Saleh), Indonesia SFU Safia, PNG
SBH St Barthelemy I, Guadeloupe SFZ Pawtucket (North Central State), USA
SBI Koundara (Sambailo), Guinea Rep SGC Surgut, Russia
SBJ Sao Mateus, Brazil SGD Sonderborg, Denmark
SBK St Brieuc (Armor), France SGE Siegerland, Germany
SBM Sheboygan (Sheboygan Co Meml), USA SGF Springfield (Springfield-Branson Natl), USA
SBN South Bend, USA SGH Springfield (Springfield-Beckley Mun), USA
SBO Salina (Salina-Gunnison), USA SGL Manila (Sangley AB), Philippines
SBP San Luis Obispo (San Luis Obispo Co Regl), USA SGN Hochiminh (Tansonnhat), Vietnam
SBS Steamboat Springs (Steamboat Springs/Adams), USA SGO St George, Australia
SBU Springbok, S Afr Rep SGR Houston (Sugar Land Regional), USA
SBW Sibu, Malaysia SGS Bongao (Sanga Sanga Principal), Philippines
SBX Shelby, USA SGT Stuttgart (Stuttgart Mun), USA
SBY Salisbury (Salisbury-Ocean City Wicomico Regl), USA SGV Sierra Grande, Argentina
SBZ Sibiu, Romania SGX Songea, Tanzania
SCB Scribner (Scribner State), USA SGY Skagway, USA
SCC Deadhorse, USA SGZ Songkhla, Thailand
SCE State College (University Park), USA SHA Shanghai (Hongqiao), China, PR of
SCF Scottsdale, USA SHB Nakashibetsu, Japan
SCH Schenectady (Schenectady Co), USA SHD Staunton/Waynesboro/Harrisonburg (Shenandoah
SCI San Cristobal (Paramillo), Venezuela Valley Regl), USA
SCK Stockton (Stockton Metro), USA SHE Shenyang (Taoxian), China, PR of
SCL Santiago (Arturo Merino Benitez Intl), Chile SHG Shungnak, USA
SCM Scammon Bay, USA SHH Shishmaref, USA
SCN Saarbrucken, Germany SHI Shimojishima, Japan
SCO Aktau, Kazakhstan SHJ Sharjah (Sharjah Intl), UAE
SCQ Santiago, Spain SHK Sehonghong, Lesotho
SCS Scatsta, United Kingdom SHL Barapani, India
SCT Moori (Socotra Intl), Yemen SHM Nanki-Shirahama, Japan
SCU Santiago De Cuba (Antonio Maceo Intl), Cuba SHN Shelton (Sanderson), USA
SCV Suceava (Stefan cel Mare), Romania SHR Sheridan (Sheridan Co), USA
SCW Syktyvkar, Russia SHT Shepparton, Australia
SCY San Cristobal, Ecuador SHV Shreveport (Shreveport Regl), USA
SDB Langebaanweg (Langebaanweg AB), S Afr Rep SHW Sharurah, Saudi Arabia
SDD Lubango (Mukanka), Angola SHX Shageluk, USA
SDE Santiago Del Estero (Vcom Angel D. La Paz SHY Shinyanga (Ibadakuli), Tanzania
Aragonez), Argentina SIB Sibiti, Congo, Rep Of
SDF Louisville (Louisville Intl-Standiford), USA SID Sal (Amilcar Cabral), Cape Verde
SDG Sanandaj, Iran SIF Simara, Nepal
SDI Saidor, PNG SIG San Juan (Fernando Luis Ribas Dominicci), Puerto
SDJ Sendai, Japan Rico
SDK Sandakan, Malaysia SIJ Siglufjordur, Iceland
SDL Sundsvall-Harnosand, Sweden SIK Sikeston (Sikeston Memorial Muni), USA
SDM San Diego (Brown Mun), USA SIN Singapore (Changi), Singapore
SDN Sandane (Anda), Norway SIO Smithton, Australia
SDP Sand Point, USA SIP Simferopol’, Ukraine
SDQ Santo Domingo (Las Americas Intl), Dom Rep SIQ Singkep (Dabo), Indonesia
SDR Santander, Spain SIR Sion, Switzerland
SDS Sado, Japan SIS Sishen, S Afr Rep
SDT Saidu Sharif, Pakistan SIT Sitka (Sitka Rocky Gutierrez), USA
SDU Rio De Janeiro (Santos Dumont), Brazil SIV Sullivan (Sullivan Co), USA
SDV Tel Aviv (Sde Dov), Israel SIY Montague (Siskiyou Co), USA
SDX Sedona, USA SJA San Juan De Marcona, Peru
SDY Sidney (Sidney-Richland Mun), USA SJB San Joaquin, Bolivia
SEA Seattle (Seattle-Tacoma Intl), USA SJC San Jose (Mineta San Jose Intl), USA
SEB Sebha, Libya SJD San Jose Del Cabo (Los Cabos Intl), Mexico
SEE San Diego (Gillespie), USA SJE San Jose Del Guaviare (Jorge E Gonzalez), Colombia
SEF Sebring (Sebring Regl), USA SJI San Jose, Philippines
SEG Selinsgrove (Penn Valley), USA SJJ Sarajevo, Bosnia-Herzegovina
SEM Selma (Craig), USA SJK Sao Jose Dos Campos (Prof Urbano Ernesto Stumpf,
SEN Southend, United Kingdom INTL), Brazil
SEP Stephenville (Stephenville Clark Rgnl), USA SJL Sao Gabriel Da Cachoeira, Brazil
SER Seymour (Freeman Mun), USA SJN St Johns (St Johns Industrial), USA
SEU Seronera, Tanzania SJO San Jose (Juan Santamaria Intl), Costa Rica
SEY Selibaby, Mauritania SJP Sao Jose Do Rio Preto, Brazil
SEZ Seychelles (Seychelles Intl), Seychelles SJT San Angelo (San Angelo Regl/Mathis), USA
SFA Sfax (Thyna), Tunisia SJU San Juan (Luis Munoz Marin Intl), Puerto Rico
SFB Orlando (Orlando Sanford Intl), USA SJV San Javier, Bolivia
SFD San Fernando De Apure, Venezuela SJW Shijiazhuang (Zhengding), China, PR of
SJY Seinajoki, Finland
q$z

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 WW-330 AIRPORT DIRECTORY 23 NOV 12
IATA LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

SJZ Sao Jorge, Azores SOC Solo (Adi Soemarmo), Indonesia

SKA Spokane (Fairchild AFB), USA SOD Sorocaba, Brazil
SKB St Kitts I. (Bradshaw Intl), St Kitts SOE Souanke, Congo, Rep Of
SKD Samarkand, Uzbekistan SOF Sofia, Bulgaria
SKE Skien (Geiteryggen), Norway SOG Sogndal (Haukasen), Norway
SKF San Antonio (Lackland AFB (Kelly Fld Annex)), USA SOJ Sorkjosen, Norway
SKG Thessaloniki (Makedonia), Greece SOK Semonkong, Lesotho
SKH Surkhet, Nepal SOM San Tome (Don Edmundo Barrios Intl), Venezuela
SKL Isle Of Skye (Broadford), United Kingdom SON Santo (Santo/Pekoa), Vanuatu
SKN Stokmarknes (Skagen), Norway SOP Pinehurst/Southern Pines (Moore Co), USA
SKO Sokoto (Saddiq Abubakar III Intl), Nigeria SOQ Sorong (Domine Eduard Osok), Indonesia
SKP Skopje (Alexander the Great), Macedonia, F Y R SOT Sodankyla, Finland
SKS Vojens/Skrydstrup (Vojens/Skrydstrup AB), Denmark SOU Southampton, United Kingdom
SKT Sialkot (Sialkot Intl), Pakistan SOV Seldovia, USA
SKU Skiros (Skiros AB), Greece SOW Show Low (Show Low Regl), USA
SKV St Catherine (St Catherine Intl), Egypt SOX Sogamoso (Alberto Lleras Camargo), Colombia
SKW Skwentna, USA SOZ Solenzara, France
SKX Saransk, Russia SPA Spartanburg (Spartanburg Downtown Meml), USA
SKY Sandusky (Griffing-Sandusky), USA SPC La Palma, Canary Is
SKZ Sukkur (Begum Nusrat Bhutto), Pakistan SPD Saidpur, Bangladesh
SLA Salta (Gen. Don Martin Miguel de Guemes), Argentina SPF Spearfish (Black Hills-Ice), USA
SLA Salta (General Belgrano), Argentina SPG St Petersburg (Whitted), USA
SLB Storm Lake (Storm Lake Mun), USA SPI Springfield (Abraham Lincoln Capital), USA
SLC Salt Lake City (Salt Lake City Intl), USA SPM Spangdahlem (Spangdahlem AB), Germany
SLD Sliac, Slovakia SPN Saipan I (Francisco C. Ada/Saipan Intl), N Mariana Is
SLE Salem (Mc Nary), USA SPS Wichita Falls (Sheppard AFB/Wichita Falls Mun), USA
SLG Siloam Springs (Smith), USA SPU Split (Kastela), Croatia
SLI Solwezi, Zambia SPW Spencer (Spencer Mun), USA
SLJ Chandler (Stellar), USA SPY San Pedro, Cote d’Ivoire
SLK Saranac Lake (Adirondack Regl), USA SPZ Springdale (Springdale Mun), USA
SLL Salalah, Oman SQA Santa Ynez, USA
SLM Salamanca (Matacan), Spain SQC Southern Cross, Australia
SLN Salina (Salina Mun), USA SQI Sterling/Rockfalls (Whiteside Co-Bittorf), USA
SLO Salem (Salem-Leckrone), USA SQL San Carlos, USA
SLP San Luis Potosi (Ponciano Arriaga Intl), Mexico SQO Storuman, Sweden
SLQ Sleetmute, USA SQQ Siauliai, Lithuania
SLR Sulphur Springs (Sulphur Springs Mun), USA SQV Sequim (Sequim Valley), USA
SLT Salida (Alexander), USA SQW Skive, Denmark
SLU Castries (George F. Charles), St Lucia SQX Sao Miguel Do Oeste, Brazil
SLW Saltillo (Plan De Guadalupe Intl), Mexico SQY Sao Lourenco Do Sul, Brazil
SLX Salt Cay, Turks Is SQZ Scampton, United Kingdom
SLY Salekhard, Russia SRA Santa Rosa, Brazil
SLZ Sao Luis (Marechal Cunha Machado Intl), Brazil SRC Searcy (Searcy Mun), USA
SMA Santa Maria, Azores SRD San Ramon, Bolivia
SMB Cerro Sombrero (Franco Bianco), Chile SRE Sucre (Juana Azurduy De Padilla), Bolivia
SMD Ft Wayne (Smith), USA SRG Semarang (Ahmad Yani), Indonesia
SME Somerset (Lake Cumberland Regl), USA SRH Sarh, Chad
SMF Sacramento (Sacramento Intl), USA SRI Samarinda (Temindung), Indonesia
SMI Samos (Aristarchos of Samos), Greece SRJ San Borja (Cap German Quiroga G), Bolivia
SMK St. Michael, USA SRN Strahan, Australia
SML Long I (Stella Maris), Bahamas SRP Stord (Sorstokken), Norway
SMN Salmon (Lemhi Co), USA SRQ Sarasota/Bradenton (Sarasota-Bradenton Intl), USA
SMO Santa Monica (Santa Monica Mun), USA SRT Soroti, Uganda
SMR Santa Marta (Simon Bolivar Intl), Colombia SRV Stoney River (Stoney River 2), USA
SMS Sainte-Marie, Madagascar SRW Salisbury (Rowan Co), USA
SMU Sheep Mountain, USA SRX Sirte (Ghardabiya Intl), Libya
SMV Samedan, Switzerland SRY Sari (Dasht-E-Naz), Iran
SMX Santa Maria (Santa Maria Pub/Capt Hancock), USA SRZ Santa Cruz (El Trompillo), Bolivia
SMY Simenti, Senegal SSA Salvador (Dep. L. E. Magalhaes Intl), Brazil
SNA Santa Ana (John Wayne-Orange Co), USA SSC Sumter (Shaw AFB), USA
SNB Snake Bay, Australia SSD San Felipe (Victor Lafon), Chile
SNC Salinas (Gen Ulpiano Paez), Ecuador SSF San Antonio (Stinson Mun), USA
SNE Preguica, Cape Verde SSG Malabo, Eq Guinea
SNF San Felipe (Sub Teniente Nestor Arias), Venezuela SSH Sharm El Sheikh (Sharm El Sheikh Intl), Egypt
SNG San Ignacio De Velasco (Cap. Av. Juan Cochamanidis SSI Brunswick (Mc Kinnon), USA
San Ignacio De Velasco), Bolivia SSJ Sandnessjoen (Stokka), Norway
SNH Stanthorpe, Australia SSN Seoul (Seoul / Domestic), Korea
SNI Greenville (Sinoe), Liberia SSO Sao Lourenco, Brazil
SNK Snyder (Winston), USA SSQ La Sarre, Canada
SNL Shawnee (Shawnee Rgnl), USA SST Santa Teresita, Argentina
SNM San Ignacio De Moxos, Bolivia SSZ Guaruja (Base Aerea De Santos), Brazil
SNN Shannon, Ireland STA Stauning, Denmark
SNO Sakon Nakhon, Thailand STB Santa Barbara Del Zulia, Venezuela
SNP St Paul I, USA STC St Cloud (St Cloud Regl), USA
SNR St Nazaire (Montoir), France STD Santo Domingo (Mayor Buenaventura Vivas Intl AB),
SNS Salinas (Salinas Mun), USA Venezuela
SNU Santa Clara (Abel Santamaria), Cuba STE Stevens Point (Stevens Point Mun), USA
SNV Santa Elena De Uairen (Santa Elena), Venezuela STI Santiago (Cibao Intl), Dom Rep
SNW Thandwe, Myanmar STJ St Joseph (Rosecrans Meml), USA
SNY Sidney (Sidney Mun/Carr), USA STK Sterling (Sterling Mun), USA
SNZ Rio De Janeiro (Santa Cruz), Brazil STL St Louis (Lambert-St Louis Intl), USA
q$z
SOB Heviz (Balaton), Hungary STM Santarem (Maestro Wilson Fonseca Intl), Brazil

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 23 NOV 12 AIRPORT DIRECTORY WW-331
IATA LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

STN London (Stansted), United Kingdom SYR Syracuse (Syracuse Hancock Intl), USA
STP St Paul (St Paul Downtown-Holman), USA SYT St Yan, France
STQ St Marys (St Marys Mun), USA SYV Sylvester, USA
STR Stuttgart, Germany SYX Sanya (Phoenix Intl), China, PR of
STS Santa Rosa (Charles M Schulz - Sonoma Co), USA SYY Stornoway, United Kingdom
STT St Thomas I/Charlotte Amalie (King), Virgin Islands SYZ Shiraz (Shahid Dastghaib Intl), Iran
STV Surat, India SZB Kuala Lumpur (Sultan Abdul Aziz Shah-Subang),
STW Stavropol (Shpakovskoye), Russia Malaysia
STX St Croix I (Henry E Rohlsen), Virgin Islands SZF Samsun (Carsamba), Turkey
STY Salto (Salto Nueva Hesperides Intl), Uruguay SZG Salzburg, Austria
STZ Santa Terezinha, Brazil SZK Skukuza, S Afr Rep
SUA Stuart (Witham), USA SZL Knob Noster (Whiteman AFB), USA
SUB Surabaya (Juanda), Indonesia SZP Santa Paula, USA
SUD Stroud (Stroud Mun), USA SZW Schwerin-Parchim, Germany
SUE Sturgeon Bay (Door Co Cherryland), USA SZX Shenzhen (Baoan), China, PR of
SUF Lamezia Terme, Italy SZY Mazury, Poland
SUG Surigao, Philippines SZZ Szczecin (Goleniow), Poland
SUJ Satu Mare, Romania
SUM Sumter, USA T
SUN Hailey (Friedman Meml), USA TAB Scarborough (Robinson Intl), Tobago Is
SUO Sunriver, USA TAC Tacloban (Daniel Z Romualdez), Philippines
SUQ Sucua, Ecuador TAD Trinidad (Stokes), USA
SUR Summer Beaver, Canada TAE Daegu (Daegu Intl), Korea
SUS St Louis (Spirit Of St Louis), USA TAG Tagbilaran, Philippines
SUT Sumbawanga, Tanzania TAH Tanna (White Grass), Vanuatu
SUU Fairfield (Travis AFB), USA TAI Taiz (Taiz Intl), Yemen
SUV Nausori (Nausori Intl), Fiji Is TAK Takamatsu, Japan
SUW Superior (Bong), USA TAL Tanana (Calhoun Meml), USA
SUX Sioux City (Sioux Gateway/Col. Bud Day Field), USA TAM Tampico (Gen Francisco Javier Mina Intl), Mexico
SVA Savoonga, USA TAO Qingdao (Liuting), China, PR of
SVB Sambava (Sambava South), Madagascar TAP Tapachula (Tapachula Intl), Mexico
SVC Silver City (Grant Co), USA TAR Taranto (Grottaglie), Italy
SVD Kingstown (E T Joshua), St Vincent TAS Tashkent (Yuzhny), Uzbekistan
SVE Susanville (Susanville Mun), USA TAT Poprad (Tatry), Slovakia
SVG Stavanger (Sola), Norway TAW Tacuarembo, Uruguay
SVH Statesville (Statesville Regl), USA TAY Tartu, Estonia
SVI San Vicente Del Caguan (Eduardo Falla Solano), TAZ Dashoguz, Turkmenistan
TBB PhuYen (TuyHoa), Vietnam
Colombia
SVJ Svolvaer (Helle), Norway TBC Tuba City, USA
TBG Tabubil, PNG
SVL Savonlinna, Finland
TBH Tablas Island (Romblon), Philippines
SVN Savannah (Hunter AAF), USA
TBJ Tabarka (Ain Draham), Tunisia
SVO Moscow (Sheremetyevo), Russia
TBK Timber Creek, Australia
SVQ Seville, Spain
TBN Ft Leonard Wood (Waynesville-St. Robert Regl
SVS Stevens Village, USA
Forney), USA
SVW Sparrevohn (Sparrevohn Lrrs), USA
TBO Tabora, Tanzania
SVX Yekaterinburg (Koltsovo), Russia
TBP Tumbes (Pedro Canga), Peru
SWA Jieyang (Chaoshan), China, PR of
TBR Statesboro (Statesboro-Bulloch Co), USA
SWC Stawell, Australia
TBS Tbilisi, Georgia
SWD Seward, USA
SWF Newburgh (Stewart Intl), USA TBT Tabatinga (Tabatinga Intl), Brazil
SWH Swan Hill, Australia TBU Nuku’Alofa (Fua’Amotu Intl), Tonga
SWO Stillwater (Stillwater Regl), USA TBW Tambov (Donskoye), Russia
SWP Swakopmund, Namibia TBY Tshabong, Botswana
SWS Swansea, United Kingdom TBZ Tabriz (Tabriz Intl), Iran
SWT Strezhevoy, Russia TCA Tennant Creek, Australia
TCB Abaco I (Treasure Cay), Bahamas
SWU Suwon, Korea
SWW Sweetwater (Avenger), USA TCC Tucumcari (Tucumcari Mun), USA
TCE Tulcea (Delta Dunarii), Romania
SWX Shakawe, Botswana
SXB Strasbourg (Entzheim), France TCH Tchibanga, Gabon
SXE East Sale (East Sale (Military)), Australia TCL Tuscaloosa (Tuscaloosa Regl), USA
SXF Berlin (Schonefeld), Germany TCM Tacoma (Mc Chord), USA
SXG Senanga, Zambia TCO Tumaco (La Florida), Colombia
SXH Sehulea, PNG TCP Taba (Taba Intl), Egypt
SXI Sirri Island (Sirri), Iran TCQ Tacna (Col Carlos Ciriani Santa Rosa), Peru
SXL Sligo, Ireland TCS Truth Or Consequences (Truth Or Consequences
SXM St Maarten I (Princess Juliana Intl), Neth Antilles Mun), USA
SXO Sao Felix Do Araguaia, Brazil TCT Takotna, USA
SXP Sheldon Point, USA TCW Tocumwal, Australia
SXQ Soldotna, USA TCX Tabas, Iran
SXR Srinagar, India TDA Trinidad, Colombia
TDD Trinidad (Jorge Henrich Intl), Bolivia
SXX Sao Felix Do Xingu (Sao Felix), Brazil
TDG Tandag, Philippines
SXY Sidney (Sidney Mun), USA
TDK Taldykorgan, Kazakhstan
SXZ Siirt, Turkey
TDL Tandil (Heroes de Malvinas), Argentina
SYA Shemya (Eareckson AS), USA
TDO Toledo (Ed Carlson Meml Field-South Lewis Co), USA
SYC Leon Velarde (Shiringayoc O Hda Mejia), Peru
TDR Theodore, Australia
SYD Sydney (Kingsford Smith Intl), Australia
TDV Tanandava (Samangoky), Madagascar
SYE Saadah, Yemen
TDW Amarillo (Tradewind), USA
SYI Shelbyville (Bomar-Shelbyville Mun), USA
TDZ Toledo (Toledo Executive), USA
SYJ Sirjan, Iran
TEA Tela, Honduras
SYK Stykkisholmur, Iceland
TEB Teterboro, USA
SYN Stanton, USA TEC Telemaco Borba, Brazil
q$z
SYO Shonai, Japan

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 WW-332 AIRPORT DIRECTORY 23 NOV 12
IATA LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

TED Thisted, Denmark TLE Toliary, Madagascar

TEE Tebessa (Cheikh Larbi Tebessi), Algeria TLF Telida, USA
TEF Telfer, Australia TLH Tallahassee (Tallahassee Regl), USA
TEG Tenkodogo, Burkina Faso TLL Tallinn (Lennart Meri), Estonia
TEK Tatitlek, USA TLM Tlemcen (Zenata-Messali El Hadj), Algeria
TEM Temora, Australia TLN Hyeres (Le Palyvestre Navy), France
TEQ Tekirdag (Corlu), Turkey TLR Tulare (Mefford), USA
TER Lajes (Lajes AB), Azores TLS Toulouse (Blagnac), France
TES Tessenai, Eritrea TLT Tuluksak, USA
TET Tete (Chingozi), Mozambique TLV Tel Aviv (Ben Gurion), Israel
TEW Jam, Iran TLX Talca (Panguilemo), Chile
TEX Telluride (Telluride Regl), USA TMA Tifton (Henry Tift Myers), USA
TEY Thingeyri, Iceland TMB Miami (Kendall-Tamiami Executive), USA
TFF Tefe, Brazil TMD Timbedra, Mauritania
TFM Telefomin, PNG TME Tame (Gustavo Vargas), Colombia
TFN Tenerife-North, Canary Is TMI Tumlingtar, Nepal
TFS Tenerife-South (Reina Sofia), Canary Is TMJ Termez, Uzbekistan
TGA Singapore (Tengah), Singapore TML Tamale, Ghana
TGD Podgorica, Serbia-Montenegro TMM Toamasina, Madagascar
TGG Kuala Terengganu (Sultan Mahmud), Malaysia TMO Tumeremo, Venezuela
TGI Tingo Maria, Peru TMP Tampere (Pirkkala), Finland
TGJ Tiga, New Caledonia TMR Tamanrasset (Aguenar-Hadj Bey Akhamok), Algeria
TGK Taganrog (Yuzhny), Russia TMS Sao Tome (Sao Tome Intl), Sao Tome & Principe
TGM Targu Mures (Transilvania-Targu Mures), Romania TMT Oriximina (Trombetas), Brazil
TGP Podkamennaya Tunguska, Russia TMW Tamworth, Australia
TGR Touggourt (Sidi Mahdi), Algeria TMX Timimoun, Algeria
TGT Tanga, Tanzania TMZ Thames, New Zealand
TGU Tegucigalpa (Toncontin Intl), Honduras TNA Jinan (Yaoqiang), China, PR of
TGZ Tuxtla Gutierrez (Angel Albino Corzo), Mexico TNC Tin City (Tin City Lrrs), USA
THA Tullahoma (Tullahoma Regl/Northern), USA TNE Tanegashima, Japan
THC Tchien, Liberia TNF Toussus-Le-Noble, France
THE Teresina (Senador Petronio Portella), Brazil TNG Tanger (Ibn Batouta Intl), Morocco
THG Thangool, Australia TNJ Tanjung Pinang (Raja Haji Fisabilillah), Indonesia
THI Tichit, Mauritania TNK Tununak, USA
THK Thakhek, Laos TNM Isla Rey Jorge (Teniente R Marsh Martin), Chile
THL Tachileik, Myanmar TNN Tainan (Tainan Aero), Taiwan
THN Trollhattan-Vanersborg, Sweden TNP Twentynine Palms, USA
THP Thermopolis (Hot Springs Co-Mun), USA TNR Antananarivo (Ivato), Madagascar
THR Tehran (Mehrabad Intl), Iran TNS Tungsten (Cantung), Canada
THS Sukhothai, Thailand TNT Miami (Dade-Collier Trng & Transition), USA
THT Tamchakett, Mauritania TNU Newton (Newton Mun), USA
THU Thule (Thule AB), Greenland TOA Torrance (Zamperini), USA
THV York, USA TOC Toccoa (Toccoa-Letourneau), USA
THZ Tahoua, Niger TOD Pulau Tioman, Malaysia
TIA Tirana, Albania TOE Tozeur (Nefta), Tunisia
TIB Tibu, Colombia TOF Tomsk (Bogashevo), Russia
TID Tiaret (Abdelhafid Boussouf Bou Chekif), Algeria TOG Togiak Village (Togiak), USA
TIF Taif, Saudi Arabia TOI Troy (Troy Mun), USA
TIJ Tijuana (Gen Abelardo L Rodriguez Intl), Mexico TOJ Madrid (Torrejon), Spain
TIK Oklahoma City (Tinker AFB), USA TOL Toledo (Toledo Express), USA
TIM Timika (Moses Kilangin), Indonesia TOM Tombouctou, Mali
TIP Tripoli (Tripoli Intl), Libya TOO San Vito De Jaba, Costa Rica
TIQ Tinian I (Tinian Intl), N Mariana Is TOP Topeka (Philip Billard Mun), USA
TIR Tirupati, India TOQ Tocopilla (Barriles), Chile
TIU Timaru, New Zealand TOR Torrington (Torrington Mun), USA
TIV Tivat, Serbia-Montenegro TOS Tromso (Langnes), Norway
TIW Tacoma (Tacoma Narrows), USA TOU Touho, New Caledonia
TIX Titusville (Space Coast Regl), USA TOW Toledo, Brazil
TIY Tidjikja, Mauritania TOY Toyama, Japan
TIZ Tari, PNG TOZ Touba (Mahana), Cote d’Ivoire
TJA Tarija (Capt Oriel Lea Plaza Intl), Bolivia TPA Tampa (Tampa Intl), USA
TJH Tajima, Japan TPC Tarapoa, Ecuador
TJK Tokat, Turkey TPE Taipei (Taiwan Taoyuan Intl), Taiwan
TJM Tyumen (Roshchino), Russia TPF Tampa (Knight), USA
TJQ Tanjung Pandan (H.A.S. Hanandjoeddin), Indonesia TPG Taiping, Malaysia
TJU Kulob, Tajikistan TPH Tonopah, USA
TKA Talkeetna, USA TPI Tapini, PNG
TKC Tiko, Cameroon TPL Temple (Draughon-Miller Centrl Tx Regl), USA
TKD Takoradi (Takoradi AB), Ghana TPN Tiputini, Ecuador
TKF Truckee (Truckee-Tahoe), USA TPP Tarapoto (CAP FAP Guillermo del Castillo), Peru
TKG Bandar Lampung (Radin Inten II Apt), Indonesia TPQ Tepic, Mexico
TKH Nakhon Sawan (Takhli), Thailand TPS Trapani (Birgi), Italy
TKJ Tok (Tok Junction), USA TRA Tarama, Japan
TKK Weno I (Chuuk Intl), Micronesia TRB Turbo (Gonzalo Mejia), Colombia
TKN Tokunoshima, Japan TRC Torreon (Torreon Intl), Mexico
TKP Takapoto (Takapoto Aero), French Pacific O.T. TRD Trondheim (Vaernes), Norway
TKQ Kigoma, Tanzania TRE Tiree, United Kingdom
TKS Tokushima, Japan TRF Sandefjord (Torp), Norway
TKT Tak, Thailand TRG Tauranga, New Zealand
TKU Turku, Finland TRH Trona, USA
TLA Teller, USA TRI Bristol-Johnson-Kingsport (Tri-Cities Regl Tn/Va),
TLC Toluca (Lic Adolfo Lopez Mateos Intl), Mexico
USA
q$z

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 23 NOV 12 AIRPORT DIRECTORY WW-333
IATA LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

TRK Tarakan (Juwata), Indonesia TYZ Taylor (Taylor Mun), USA

TRL Terrell (Terrell Mun), USA TZL Tuzla, Bosnia-Herzegovina
TRM Palm Springs (Jacqueline Cochran Regl), USA TZX Trabzon, Turkey
TRN Torino (Caselle), Italy
Taree, Australia U
TRO
UAB Adana (Incirlik AB), Turkey
TRQ Tarauaca, Brazil
TRR Trincomalee (China Bay), Sri Lanka UAH Marquesas Is (Ua-Huka), French Pacific O.T.
TRS Trieste (Ronchi Dei Legionari), Italy UAK Narsarsuaq, Greenland
TRU Trujillo (Cap Carlos Martinez De Pinillos Intl), Peru UAM Guam I (Andersen AFB), Guam
TRV Thiruvananthapuram, India UAP Ua Pou, French Pacific O.T.
TRW Tarawa I (Bonriki Intl), Kiribati UAQ San Juan (Domingo Faustino Sarmiento), Argentina
TRX Trenton (Trenton Mun), USA UAS Samburu South (Buffalo Spring), Kenya
TRZ Tiruchirappalli, India UBA Uberaba (Mario De Almeida Franco), Brazil
TSA Taipei (Songshan), Taiwan UBJ Ube (Yamaguchi-Ube), Japan
TSB Tsumeb, Namibia UBP Ubon Ratchathani, Thailand
TSC Taisha, Ecuador UBS Columbus (Columbus-Lowndes Co), USA
TSE Astana, Kazakhstan UBT Ubatuba, Brazil
TSF Treviso (S.Angelo), Italy UCE Eunice, USA
UCN Buckanan, Liberia
TSG Tanacross, USA
UCT Ukhta, Russia
TSJ Tsushima, Japan
UCY Union City (Everett-Stewart Regl), USA
TSL Tamuin, Mexico
UDD Palm Springs (Bermuda Dunes), USA
TSM Taos (Taos Regl), USA
UDI Uberlandia (Ten Cel Av Cesar Bombonato), Brazil
TSN Tianjin (Binhai), China, PR of
UDJ Uzhhorod, Ukraine
TSP Tehachapi (Tehachapi Mun), USA
UDN Udine (Campoformido), Italy
TSR Timisoara (Traian Vuia), Romania
UDR Udaipur, India
TST Trang, Thailand
UEL Quelimane, Mozambique
TSV Townsville (Townsville Intl), Australia
UEO Kumejima, Japan
TSZ Tsetserleg, Mongolia
UES Waukesha (Waukesha Co), USA
TTA Tan Tan (Plage Blanche Intl), Morocco
UET Quetta (Samungli Intl), Pakistan
TTB Tortoli (Arbatax), Italy
UFA Ufa, Russia
TTC Taltal (Las Breas), Chile
UGA Bulgan, Mongolia
TTD Portland (Portland-Troutdale), USA
UGB Pilot Point (Ugashik Bay), USA
TTE Ternate (Babullah), Indonesia
UGC Urgench, Uzbekistan
TTH Thumrait (Thumrait AB), Oman
UGN Chicago/Waukegan (Waukegan Regl), USA
TTJ Tottori, Japan
UGS Ugashik, USA
TTN Trenton (Trenton Mercer), USA
UHE Kunovice, Czech
TTO Britton (Britton Mun), USA
UIB Quibdo (El Carano), Colombia
TTS Tsaratanana, Madagascar
UIH Binhdinh (Phucat), Vietnam
TTT Taitung (Fongnian), Taiwan
UIL Quillayute, USA
TTU Tetouan (Saniat R’mel), Morocco
UIN Quincy (Quincy Regl-Baldwin), USA
TUA Tulcan (El Rosal-Tcrnel Mantilla), Ecuador
UIO Quito (Mariscal Sucre Intl), Ecuador
TUB Mataura (Tubuai), French Pacific O.T.
UIO Quito (Mariscal Sucre de la Cuidad de Quito Intl),
TUC Tucuman (Benjamin Matienzo), Argentina
TUD Ecuador
Tambacounda, Senegal
UIP Quimper (Pluguffan), France
TUF Tours (Val De Loire AB), France
UIR Quirindi, Australia
TUG Tuguegarao, Philippines
UIT Jabor Jaluit Atoll (Jaluit), Marshall Is
TUI Turaif, Saudi Arabia
UKB Kobe, Japan
TUK Turbat (Turbat Intl), Pakistan
UKH Mukhaizna, Oman
TUL Tulsa (Tulsa Intl), USA
UKI Ukiah (Ukiah Mun), USA
TUM Tumut, Australia
UKK Ust-Kamenogorsk, Kazakhstan
TUN Tunis (Carthage), Tunisia
UKN Waukon (Waukon Mun), USA
TUO Taupo, New Zealand
UKR Mukeiras, Yemen
TUP Tupelo (Tupelo Regl), USA
UKS Sevastopol’ (Bel’bek), Ukraine
TUR Tucurui, Brazil
UKT Quakertown, USA
TUS Tucson (Tucson Intl), USA
UKX Ust-Kut, Russia
TUU Tabuk (Sultan Bin Abdulaziz), Saudi Arabia ULA San Julian (Cap. D. Jose D. Vasquez), Argentina
TUV Tucupita, Venezuela ULD Ulundi (Prince Mangosuthu Buthelezi), S Afr Rep
TUX Tumbler Ridge, Canada
ULE Sule, PNG
TVA Morafenobe, Madagascar ULH Al Ula (Prince Abdulmajeed bin Abdulaziz), Saudi
TVC Traverse City (Cherry Capital), USA
Arabia
TVF Thief River Falls (Thief River Falls Regl), USA ULI Ulithi I (Ulithi), Micronesia
TVI Thomasville (Thomasville Regl), USA ULK Lensk, Russia
TVL South Lake Tahoe (Lake Tahoe), USA ULL Glenforsa, United Kingdom
TVY Dawei, Myanmar ULM New Ulm (New Ulm Mun), USA
TWA Twin Hills, USA ULN Ulaanbaatar (Chinggis Khaan Intl), Mongolia
TWB Toowoomba, Australia ULO Deglii Tsagaan, Mongolia
TWD Port Townsend (Jefferson Co Intl), USA ULP Quilpie, Australia
TWF Twin Falls (Joslin Fld-Magic Valley Regl), USA
ULQ Tulua (Farfan), Colombia
TWU Tawau, Malaysia
ULU Gulu, Uganda
TXF Teixeira de Freitas, Brazil
ULV Ulyanovsk (Baratayevka), Russia
TXK Texarkana (Texarkana Regl-Webb), USA
ULY Ulyanovsk (Vostochny), Russia
TXL Berlin (Tegel), Germany
UMD Uummannaq (Qaarsut), Greenland
TXN Huangshan (Tunxi), China, PR of
UME Umea, Sweden
TXU Tabou, Cote d’Ivoire UMI Quincemil, Peru
TYB Tibooburra, Australia
UMM Summit, USA
TYF Torsby, Sweden
UMR Woomera, Australia
TYL Talara (Capitan Montes Intl), Peru UMT Umiat, USA
TYM Staniel Cay, Bahamas UMU Umuarama, Brazil
TYN Taiyuan (Wusu), China, PR of UMY Sumy, Ukraine
TYR Tyler (Tyler Pounds Regl), USA UND Kunduz, Afghanistan
TYS Knoxville (Mc Ghee Tyson), USA UNE Qacha’s Nek, Lesotho
TYT Treinta Y Tres, Uruguay UNG Kiunga, PNG
q$z

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 WW-334 AIRPORT DIRECTORY 23 NOV 12
IATA LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

UNI Union I. (Union I. Intl), St Vincent VDM Viedma (Gobernador Castello), Argentina
UNK Unalakleet, USA VDP Valle De La Pascua (Guarico), Venezuela
UNN Ranong, Thailand VDR Villa Dolores, Argentina
UNR Undurkhaan, Mongolia VDS Vadso, Norway
UNU Juneau (Dodge Co), USA VDZ Valdez (Valdez Pioneer), USA
UOS Sewanee (Franklin Co), USA VEL Vernal (Vernal Regl), USA
UOX Oxford (University-Oxford), USA VER Veracruz (Gen Heriberto Jara Intl), Mexico
UPG Makassar (Sultan Hasanuddin), Indonesia VEX Tioga (Tioga Mun), USA
UPN Uruapan (Lic and Gen Ignacio Lopez Rayon), Mexico VEY Vestmannaeyjar, Iceland
UPP Hawi (Upolu), USA VFA Victoria Falls, Zimbabwe
UPV Upavon (Upavon Army), United Kingdom VGA Vijayawada, India
URA Uralsk, Kazakhstan VGD Vologda, Russia
URC Urumqi (Diwopu), China, PR of VGO Vigo, Spain
URE Kuressaare, Estonia VGT Las Vegas (North Las Vegas), USA
URG Uruguaiana (Rubem Berta Intl), Brazil VGZ Villagarzon, Colombia
URJ Uray, Russia VHC Saurimo, Angola
URM Uriman, Venezuela VHM Vilhelmina, Sweden
URO Rouen/Vallee De Seine, France VHN Van Horn (Culberson Co), USA
URS Kursk (Vostochny), Russia VHY Vichy (Charmeil), France
URT Surat Thani, Thailand VIA Videira, Brazil
URY Guriat, Saudi Arabia VIE Vienna (Schwechat), Austria
USH Ushuaia (Malvinas Argentinas), Argentina VIG El Vigia (Juan Pablo Perez Alfonzo), Venezuela
USK Usinsk, Russia VII Vinh, Vietnam
USM Surat Thani (Samui), Thailand VIJ Spanishtown (Virgin Gorda), Br Virgin Is
USN Ulsan, Korea VIL Dakhla (Dakhla Intl), Dakhla/Laayoune
USQ Usak, Turkey VIN Vinnytsia (Gavryshivka), Ukraine
UST St Augustine (Northeast Florida Regl), USA VIR Durban (Virginia), S Afr Rep
USU Busuanga (Francisco B. Reyes), Philippines VIS Visalia (Visalia Mun), USA
UTB Muttaburra, Australia VIT Vitoria (Foronda), Spain
UTH Udon Thani, Thailand VIV Vivigani, PNG
UTI Utti, Finland VIX Vitoria (Eurico De Aguiar Salles), Brazil
UTM Tunica (Tunica Mun), USA VJI Abingdon (Virginia Highlands), USA
UTN Upington (Upington Intl), S Afr Rep
VKG RachGia, Vietnam
UTP Rayong (U-Tapao Pattaya Intl), Thailand VKO Moscow (Vnukovo), Russia
UTT Mthatha, S Afr Rep VKS Vicksburg (Vicksburg Mun), USA
UTW Queenstown, S Afr Rep VKT Vorkuta, Russia
UUA Bugulma, Russia VLA Vandalia (Vandalia Mun), USA
UUD Ulan-Ude (Mukhino), Russia VLC Valencia (Manises), Spain
UUN Baruun-Urt, Mongolia VLD Valdosta (Valdosta Regl), USA
UUS Yuzhno-Sakhalinsk (Khomutovo), Russia VLG Villa Gesell, Argentina
UVA Uvalde (Garner), USA VLI Port Vila (Bauerfield), Vanuatu
UVE Ouvea (Ouloup), New Caledonia VLL Valladolid (Villanubla), Spain
UVF Vieuxfort (Hewanorra Intl), St Lucia VLM Villamontes (Rafael Pabon), Bolivia
UVL El Kharga, Egypt VLN Valencia (Arturo Michelena Intl), Venezuela
UYL Nyala, Sudan VLP Vila Rica, Brazil
UZU Curuzu Cuatia, Argentina VLR Vallenar, Chile
V VLV Valera (Dr. Antonio Nicolas Briceno), Venezuela
VAA Vaasa, Finland VNA Saravane, Laos
VAC Varrelbusch, Germany VNC Venice (Venice Mun), USA
VAD Valdosta (Moody AFB), USA VNE Vannes (Meucon), France
VAF Valence (Chabeuil), France VNO Vilnius (Vilnius Intl), Lithuania
VAG Varginha (Maj Brigadeiro Trompowsky), Brazil VNS Varanasi (Lal Bahadur Shastri), India
VAH Vallegrande (Cap. Av. Vidal Villagomez), Bolivia VNT Ventspils, Latvia
VAI Vanimo, PNG VNX Vilankulo, Mozambique
VAK Chevak, USA VNY Van Nuys, USA
VAN Van (Ferit Melen), Turkey VOG Volgograd (Gumrak), Russia
VAO Suavanao, Solomon Is VOH Vohimarina, Madagascar
VAR Varna, Bulgaria VOK Camp Douglas (Volk), USA
VAS Sivas (Nuri Demirag), Turkey VOL Almiros (Nea Anchialos), Greece
VAT Vatomandry, Madagascar VOT Votuporanga, Brazil
VAV Vava’u, Tonga VOZ Voronezh (Chertovitskoye), Russia
VAW Vardo (Svartnes), Norway VPE Ondjiva, Angola
VBG Lompoc (Vandenberg AFB), USA VPN Vopnafjordur, Iceland
VBS Brescia (Montichiari), Italy VPS Valparaiso (Eglin AFB), USA
VBY Visby, Sweden VPY Chimoio, Mozambique
VCA Can Tho (Can Tho Intl), Vietnam VPZ Valparaiso (Porter Co Regl), USA
VCD Victoria River Downs, Australia VRA Varadero (Juan G. Gomez Intl), Cuba
VCE Venice (Tessera), Italy VRB Vero Beach (Vero Beach Mun), USA
VCF Valcheta, Argentina VRC Virac, Philippines
VCH Vichadero, Uruguay VRE Vredendal, S Afr Rep
VCL QuangNam (ChuLai), Vietnam VRK Varkaus, Finland
VCP Campinas (Viracopos Intl), Brazil VRL Vila Real, Portugal
VCR Carora, Venezuela VRN Verona (Villafranca), Italy
VCS BaRiaVungTau (ConSon), Vietnam VRS Versailles (Otten Meml), USA
VCT Victoria (Victoria Regl), USA VRU Vryburg, S Afr Rep
VCV Victorville (Southern California Logistics), USA VSA Villahermosa (C P A Carlos Rovirosa Intl), Mexico
VDA Ovda, Israel VSE Viseu, Portugal
VDB Fagernes (Leirin), Norway VSF Springfield (Hartness State), USA
VDC Vitoria Da Conquista, Brazil VSG Luhans’k, Ukraine
VDE Hierro, Canary Is VST Stockholm (Vaesteraas), Sweden
VDH Quangbinh (Donghoi), Vietnam VTB Viciebsk, Belarus
VDI Vidalia (Vidalia Regl), USA VTE Vientiane (Wattay Intl), Laos
q$z

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 23 NOV 12 AIRPORT DIRECTORY WW-335
IATA LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

VTN Valentine (Miller), USA WME Mt. Keith, Australia

VTU Las Tunas (Hermanos Ameijeiras), Cuba WMH Mountain Home (Baxter County), USA
VTZ Vishakhapatnam, India WML Malaimbandy, Madagascar
VUP Valledupar (Alfonso Lopez Pumarejo), Colombia WMN Maroantsetra, Madagascar
VVB Mahanoro, Madagascar WMO White Mountain, USA
VVC Villavicencio (Vanguardia), Colombia WMR Mananara (Avaratra), Madagascar
VVI Santa Cruz (Viru Viru Intl), Bolivia WMX Wamena, Indonesia
VVK Vastervik, Sweden WNA Napakiak, USA
VVO Vladivostok (Knevichi), Russia WNN Wunnumin Lake, Canada
VXC Lichinga, Mozambique WNP Pili (Naga), Philippines
VXE Sao Vicente (Sao Vicente Intl), Cape Verde WNR Windorah, Australia
VXO Vaxjo (Kronoberg), Sweden WNS Nawabshah, Pakistan
VYS Peru (Illinois Valley Regl-Duncan), USA WNZ Wenzhou, China, PR of
WOE Woensdrecht, Netherlands
W WOL Wollongong, Australia
WAA Wales, USA WOW Willow, USA
WAE Wadi Al Dawasir, Saudi Arabia WPA Puerto Aysen (Cabo Juan Roman), Chile
WAG Wanganui, New Zealand WPB Port Berge, Madagascar
WAH Wahpeton (Stern), USA WPC Pincher Creek, Canada
WAI Antsohihy (Ambalabe), Madagascar WPK Wrotham Park, Australia
WAK Ankazobe, Madagascar WPO Paonia (North Fork Valley), USA
WAL Wallops I (Wallops Flight Facility), USA WPR Porvenir (Capitan Fuentes Martinez), Chile
WAM Ambatondrazaka, Madagascar WPU Puerto Williams (Guardiamarina Zanartu), Chile
WAQ Antsalova, Madagascar WRB Warner Robins (Robins AFB), USA
WAT Waterford, Ireland WRE Whangarei, New Zealand
WAV Wave Hill, Australia WRG Wrangell, USA
WAW Warsaw (Chopin), Poland WRI Wrightstown (Joint Base Mc Guire Dix Lakehurst),
WAY Waynesburg (Greene Co), USA USA
WAZ Warwick, Australia WRL Worland (Worland Mun), USA
WBB Stebbins, USA WRO Wroclaw (Strachowice), Poland
WBD Befandriana (Avaratra), Madagascar WRY Westray, United Kingdom
WBE Bealanana (Ankaizina), Madagascar WSG Washington (Washington Co), USA
WBM Wapenamanda, PNG WSH Shirley (Brookhaven), USA
WBO Beroroha (Antsoa), Madagascar WSM Wiseman, USA
WBQ Beaver, USA WSN South Naknek (South Naknek Nr2), USA
WBR Big Rapids (Roben-Hood), USA WST Westerly (Westerly State), USA
WBU Boulder (Boulder Mun), USA WSZ Westport, New Zealand
WBW Wilkes-Barre (Wilkes-Barre-Wyoming Valley), USA WTA Tambohorano, Madagascar
WCR Chandalar Lake, USA WTK Noatak, USA
WDG Enid (Enid Woodring Regl), USA WTL Tuntutuliak, USA
WDH Windhoek (Hosea Kutako Intl), Namibia WTN Waddington, United Kingdom
WDI Wondai, Australia WTP Woitape, PNG
WDR Winder (Barrow Co), USA WTR Whiteriver, USA
WEA Weatherford (Parker Co), USA WTS Tsiroanomandidy, Madagascar
WEH Weihai (Dashuipo), China, PR of WUD Wudinna, Australia
WEI Weipa, Australia WUH Wuhan (Tianhe), China, PR of
WEL Welkom, S Afr Rep WUN Wiluna, Australia
WFI Fianarantsoa, Madagascar WUU Wau, Sudan
WFK Frenchville (Northern Aroostook Regl), USA WVB Walvis Bay, Namibia
WGA Wagga Wagga, Australia WVI Watsonville (Watsonville Mun), USA
WGE Walgett, Australia WVK Manakara, Madagascar
WGO Winchester (Winchester Regl), USA WVL Waterville (Waterville Lafleur), USA
WGP Waingapu (Umbu Mehang Kunda), Indonesia WVN Wilhelmshaven (Jade Weser Airport), Germany
WGT Wangaratta, Australia WWA Wasilla, USA
WHF Wadi Halfa, Sudan WWD Wildwood (Cape May Co), USA
WHK Whakatane, New Zealand WWK Wewak (Boram), PNG
WHP Los Angeles (Whiteman), USA WWR Woodward (West Woodward), USA
WHT Wharton (Wharton Regl), USA WWT Newtok, USA
WIC Wick, United Kingdom WWY West Wyalong, Australia
WIE Wiesbaden (Wiesbaden AAF), Germany WYA Whyalla, Australia
WIL Nairobi (Wilson), Kenya WYE Yengema, Sierra Leone
WIN Winton, Australia WYN Wyndham, Australia
WIO Wilcannia, Australia WYS West Yellowstone (Yellowstone), USA
WIR Wairoa, New Zealand
WIU Witu, PNG X
WJF Lancaster (Gen Fox), USA XAP Chapeco, Brazil
WJR Wajir (Waghala), Kenya XAU Saul, French Guiana
WJU Wonju, Korea XBE Bearskin Lake, Canada
WKA Wanaka, New Zealand XBJ Birjand, Iran
WKB Warracknabeal, Australia XBR Brockville (Brockville-Thousand Islands Regional
WKF Waterkloof (Waterkloof AB), S Afr Rep Tackaberry), Canada
WKJ Wakkanai, Japan XCH Christmas I, Australia
WKK Aleknagik (Aleknagik New), USA XCL Cluff Lake, Canada
WKN Wakunai, PNG XCM Chatham (Chatham-Kent), Canada
WLD Winfield-Arkansas City (Strother), USA XCR Chalons (Vatry), France
WLG Wellington (Wellington Intl), New Zealand XFW Hamburg (Finkenwerder), Germany
WLK Selawik, USA XGA Amilcar Cabral De Gaoua, Burkina Faso
WLS Uvea I (Hihifo), Wallis Is XGG Gorom-Gorom, Burkina Faso
WLW Willows (Willows-Glenn Co), USA XGR Kangiqsualujjuaq (Kangiqsualujjuaq Georges River),
WMA Mandritsara, Madagascar Canada
WMB Warrnambool, Australia XIC Xichang (Qingshan), China, PR of
WMC Winnemucca (Winnemucca Mun), USA XIY Xi’An (Xianyang), China, PR of
WMD Mandabe, Madagascar XKH Xieng Khouang, Laos
q$z

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 WW-336 AIRPORT DIRECTORY 23 NOV 12
IATA LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

XKS Kasabonika, Canada YCW Chilliwack, Canada

XLB Lac Brochet, Canada YCY Clyde River, Canada
XLS St Louis, Senegal YCZ Fairmont Hot Springs, Canada
XMC Mallacoota, Australia YDA Dawson (Dawson City), Canada
XMD Madison (Madison Mun), USA YDB Burwash, Canada
XMH Manihi, French Pacific O.T. YDC Drayton Valley (Drayton Valley Industrial), Canada
XMI Masasi, Tanzania YDF Deer Lake, Canada
XMN Xiamen (Gaoqi), China, PR of YDG Digby (Digby-Annapolis Regional), Canada
XMP Macmillan Pass, Canada YDJ Hatchet Lake Lodge (Hatchet Lake), Canada
XMS Macas (Crnl. E. Carvajal), Ecuador YDL Dease Lake, Canada
XMY Yam Island, Australia YDN Dauphin (Barker), Canada
XNA Fayetteville/Springdale/Rogers (Northwest Arkansas YDP Nain, Canada
Regl), USA YDQ Dawson Creek, Canada
XNN Xining (Caojiapu), China, PR of YDT Boundary Bay (Vancouver/Boundary Bay), Canada
XNU Nouna, Burkina Faso YDU Kasba Lake, Canada
XPA Pama, Burkina Faso YDV Bloodvein River, Canada
XPD San Pedro, Argentina YEC Yecheon (Yecheon Aero), Korea
XPK Pukatawagan, Canada YEG Edmonton (Edmonton Intl), Canada
XPP Poplar River, Canada YEH Asaloyeh, Iran
XPR Pine Ridge, USA YEI Bursa (Yenisehir), Turkey
XRH Richmond (Richmond (Military)), Australia YEK Arviat, Canada
XRR Ross River, Canada YEL Elliot Lake (Elliot Lake Mun), Canada
XRY Jerez, Spain YEM Manitowaning (Manitoulin East Muni.), Canada
XSC South Caicos (South Caicos Intl), Caicos Is YEN Estevan (Estevan Regl), Canada
XSD Tonopah (Test Range), USA YEO Yeovilton, United Kingdom
XSE Sebba, Burkina Faso YER Ft Severn, Canada
XSI South Indian Lake, Canada YES Yasouj, Iran
XSO Siocon (Siocon National), Philippines YET Edson, Canada
XSP Singapore (Seletar), Singapore YEU Eureka, Canada
XTG Thargomindah, Australia YEV Inuvik (Inuvik (Mike Zubko)), Canada
XTL Tadoule Lake, Canada YEY Amos (Amos/Magny), Canada
XTO Taroom, Australia YFA Ft Albany, Canada
XTR Tara, Australia YFB Iqaluit, Canada
XUZ Xuzhou (Guanyin), China, PR of YFC Fredericton, Canada
XWP Hassleholm (Bokeberg), Sweden YFE Forestville, Canada
XYA Yandina, Solomon Is YFG Fontanges, Canada
XYE Ye, Myanmar YFH Ft Hope, Canada
YFI Fort Mackay (Firebag), Canada
Y
YFJ Wekweti, Canada
YAA Anahim Lake, Canada
YFO Flin Flon, Canada
YAC Cat Lake, Canada
YFR Ft Resolution, Canada
YAG Ft Frances (Ft Frances Mun), Canada
YFS Ft Simpson, Canada
YAI Chillan (Gen. Bernardo O’Higgins), Chile
YFX St Lewis (Fox Harbour), Canada
YAK Yakutat, USA
YGB Texada (Gillies Bay), Canada
YAL Alert Bay, Canada
YGC Grande Cache, Canada
YAM Sault Ste Marie, Canada
YGH Ft Good Hope, Canada
YAO Yaounde/Ville, Cameroon
YAP Yap I (Yap Intl), Micronesia YGJ Yonago (Miho), Japan
YAS Abaco I (Sandy Point), Bahamas YGK Kingston, Canada
YAT Attawapiskat, Canada YGL La Grande Riviere, Canada
YAX YGM Gimli (Gimli Industrial Park), Canada
Wapekeka (Angling Lake/Wapekeka), Canada
YAY YGO Gods Lake Narrows, Canada
St Anthony, Canada
YGP Gaspe (Gaspe (Michel-Pouliot)), Canada
YAZ Tofino (Tofino/Long Beach), Canada
YGQ Geraldton (Greenstone Regl), Canada
YBA Banff, Canada
YBB YGR Iles-De-La-Madeleine, Canada
Kugaaruk, Canada
YGT Igloolik, Canada
YBC Baie-Comeau, Canada
YBE YGV Havre St-Pierre, Canada
Uranium City, Canada
YGW Kuujjuarapik, Canada
YBG Bagotville, Canada
YGX Gillam, Canada
YBI Black Tickle, Canada
YGZ Grise Fiord, Canada
YBK Baker Lake, Canada
YHA Port Hope Simpson, Canada
YBL Campbell River, Canada
YHB Hudson Bay, Canada
YBR Brandon (Brandon Mun), Canada
YHD Dryden (Dryden Regl), Canada
YBT Brochet, Canada
YHE Hope, Canada
YBV Berens River, Canada
YBX Lourdes-De-Blanc-Sablon, Canada YHF Hearst (Hearst Mun), Canada
YBY Bonnyville, Canada YHG Charlottetown, Canada
YCA Courtenay, Canada YHI Ulukhaktok (Ulukhaktok/Holman), Canada
YCB Cambridge Bay, Canada YHK Gjoa Haven, Canada
YCC Cornwall (Cornwall Regl), Canada YHM Hamilton, Canada
YHN Hornepayne (Hornepayne Mun), Canada
YCD Nanaimo, Canada
YCE Centralia (Field Meml), Canada YHO Hopedale, Canada
YHR Chevery, Canada
YCG Castlegar (Castlegar/West Kootenay Regl), Canada
YHS Sechelt-Gibsons (Sechelt), Canada
YCH Miramichi, Canada
YCK Colville Lake, Canada YHT Haines Junction, Canada
YCL Charlo, Canada YHU St-Hubert (Montreal/St-Hubert), Canada
YCM St Catharines (St Catharines/Niagara District), YHY Hay River (Hay River/Carter), Canada
Canada YHZ Halifax (Stanfield Intl), Canada
YCN Cochrane, Canada YIB Atikokan (Atikokan Mun), Canada
YCO Kugluktuk, Canada YIF St-Augustin, Canada
YCQ Chetwynd, Canada YIK Ivujivik, Canada
YCR Cross Lake (Sinclair Meml), Canada YIO Pond Inlet, Canada
YCS Chesterfield Inlet, Canada YIP Detroit (Willow Run), USA
YCT Coronation, Canada YIV Island Lake, Canada
q$z

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 23 NOV 12 AIRPORT DIRECTORY WW-337
IATA LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

YJA Hinton (Hinton/Jasper-Hinton), Canada YPE Peace River, Canada

YJF Ft Liard, Canada YPG Portage La Prairie (Southport), Canada
YJN St-Jean, Canada YPH Inukjuak, Canada
YJT Stephenville, Canada YPJ Aupaluk, Canada
YKA Kamloops, Canada YPL Pickle Lake, Canada
YKC Collins Bay, Canada YPM Pikangikum, Canada
YKD Kincardine, Canada YPN Port Menier, Canada
YKF Kitchener (Kitchener/Waterloo), Canada YPO Peawanuck, Canada
YKG Kangirsuk, Canada YPQ Peterborough, Canada
YKJ Key Lake, Canada YPR Prince Rupert, Canada
YKL Schefferville, Canada YPS Port Hawkesbury, Canada
YKM Yakima (Yakima Air Term/McAllister), USA YPW Powell River, Canada
YKN Yankton (Gurney Mun), USA YPX Puvirnituq, Canada
YKQ Waskaganish, Canada YPY Ft Chipewyan, Canada
YKS Yakutsk, Russia YPZ Burns Lake, Canada
YKU Chisasibi, Canada YQA Muskoka, Canada
YKX Kirkland Lake, Canada YQB Quebec (Quebec/Lesage Intl), Canada
YKY Kindersley (Kindersley Regl), Canada YQC Quaqtaq, Canada
YKZ Toronto (Toronto/Buttonville Mun), Canada YQD The Pas, Canada
YLB Lac La Biche, Canada YQF Red Deer (Red Deer Regional), Canada
YLC Kimmirut, Canada YQG Windsor, Canada
YLD Chapleau, Canada YQH Watson Lake, Canada
YLE Lac La Martre (Wha Ti), Canada YQI Yarmouth, Canada
YLH Lansdowne House, Canada YQK Kenora, Canada
YLI Ylivieska, Finland YQL Lethbridge (Lethbridge Co), Canada
YLJ Meadow Lake, Canada YQM Moncton (Greater Moncton Intl), Canada
YLK Barrie-Orillia (Lake Simcoe Regl), Canada YQN Nakina, Canada
YLL Lloydminster, Canada YQQ Comox, Canada
YLQ La Tuque, Canada YQR Regina (Regina Intl), Canada
YLR Leaf Rapids, Canada YQS St Thomas (St Thomas Mun), Canada
YLS Lebel-Sur-Quevillon, Canada YQT Thunder Bay, Canada
YLT Alert, Canada YQU Grande Prairie, Canada
YLW Kelowna, Canada YQV Yorkton, Canada
YLY Langley (Langley Regl), Canada YQW North Battleford (North Battleford (Cameron
YMA Mayo, Canada McIntosh)), Canada
YMB Merritt, Canada YQX Gander (Gander Intl), Canada
YME Matane, Canada YQY Sydney (Sydney/McCurdy), Canada
YMG Manitouwadge, Canada YQZ Quesnel, Canada
YMH Marys Harbour, Canada YRA Gameti (Rae Lakes), Canada
YMJ Moose Jaw (Moose Jaw/Air Vice Marshall C.M. YRB Resolute Bay, Canada
McEwen), Canada YRF Cartwright, Canada
YMK Mys Kamenyy, Russia YRG Rigolet, Canada
YML Charlevoix, Canada YRI Riviere-Du-Loup, Canada
YMM Ft McMurray, Canada YRJ Roberval, Canada
YMN Makkovik, Canada YRL Red Lake, Canada
YMO Moosonee, Canada YRM Rocky Mountain House, Canada
YMP Port Mc Neill, Canada YRO Ottawa (Rockcliffe), Canada
YMS Yurimaguas (Moises Benzaquen Rengifo), Peru YRQ Trois-Rivieres, Canada
YMT Chibougamau (Chibougamau/Chapais), Canada YRS Red Sucker Lake, Canada
YMW Maniwaki, Canada YRT Rankin Inlet, Canada
YMX Montreal (Montreal Intl (Mirabel)), Canada YRV Revelstoke, Canada
YNA Natashquan, Canada YSB Sudbury, Canada
YNB Yenbo (Prince Abdul Mohsin bin Abdul Aziz), Saudi YSC Sherbrooke, Canada
Arabia YSD Suffield, Canada
YNC Wemindji, Canada YSE Squamish, Canada
YND Gatineau (Ottawa/Gatineau), Canada YSF Stony Rapids, Canada
YNE Norway House, Canada YSG Lutselk’e, Canada
YNG Youngstown-Warren (Youngstown-Warren Rgnl), USA YSH Smiths Falls (Montague), Canada
YNH Hudson’s Hope, Canada YSJ Saint John, Canada
YNJ Yanji, China, PR of YSK Sanikiluaq, Canada
YNL Points North Landing, Canada YSL St-Leonard, Canada
YNM Matagami, Canada YSM Ft Smith, Canada
YNO North Spirit Lake, Canada YSN Salmon Arm, Canada
YNP Natuashish, Canada YSO Postville, Canada
YNS Nemiscau, Canada YSP Marathon, Canada
YNT Yantai (Laishan), China, PR of YSR Nanisivik, Canada
YNY Yangyang (Yangyang Intl), Korea YST St Theresa Point, Canada
YNZ Yancheng (Nanyang), China, PR of YSU Summerside, Canada
YOC Old Crow, Canada YSY Sachs Harbour, Canada
YOD Cold Lake (Group Captain R.W. McNair), Canada YTA Pembroke, Canada
YTD Thicket Portage, Canada
YOG Ogoki Post, Canada
YTE Cape Dorset, Canada
YOH Oxford House, Canada
YOJ High Level, Canada YTF Alma, Canada
YTH Thompson, Canada
YOL Yola, Nigeria
YTL Big Trout Lake, Canada
YOO Oshawa (Toronto/Oshawa Mun), Canada
YTM La Macaza (La Macaza/Mont-Tremblant Intl Inc.),
YOP Rainbow Lake, Canada
YOS Owen Sound (Billy Bishop Reg’l), Canada Canada
YOW Ottawa (Ottawa/Macdonald-Cartier Intl), Canada YTQ Tasiujaq, Canada
YPA Prince Albert (Prince Albert (Glass Field)), Canada YTR Trenton, Canada
YPB Port Alberni (Alberni Valley Regional), Canada YTS Timmins (Timmins (Power)), Canada
YTT Tisdale, Canada
YPC Paulatuk, Canada
YTX Telegraph Creek, Canada
YPD Parry Sound (Parry Sound Area Muni), Canada
q$z
YTZ Toronto (Toronto/Billy Bishop Toronto City), Canada

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.

 WW-338 AIRPORT DIRECTORY 23 NOV 12
IATA LOCATION IDENTIFIERS DECODE - WORLDWIDE q$i

YUB Tuktoyaktuk (Tuktoyaktuk / James Gruben), Canada ZAG Zagreb (Pleso), Croatia
YUD Umiujaq, Canada ZAH Zahedan (Zahedan Intl), Iran
YUE Yuendumu, Australia ZAL Valdivia (Pichoy), Chile
YUL Montreal (Montreal/Pierre-Elliott-Trudeau Intl), Canada ZAM Zamboanga (Zamboanga Intl), Philippines
YUT Repulse Bay, Canada ZAO Cahors (Lalbenque), France
YUX Hall Beach, Canada ZAR Zaria, Nigeria
YUY Rouyn (Rouyn-Noranda), Canada ZAZ Zaragoza, Spain
YVA Moroni (Iconi), Comoros ZBE Zabreh, Czech
YVB Bonaventure, Canada ZBF Bathurst, Canada
YVC La Ronge, Canada ZBM Bromont (Bromont (Roland Desourdy)), Canada
YVE Vernon, Canada ZBO Bowen, Australia
YVG Vermilion, Canada ZBR Chah Bahar (Konarak), Iran
YVM Qikiqtarjuaq, Canada ZBY Sayabouly, Laos
YVO Val-D’Or, Canada ZCL Zacatecas (Gen Leobardo C Ruiz Intl), Mexico
YVP Kuujjuaq, Canada ZCO Temuco (Maquehue), Chile
YVQ Norman Wells, Canada ZEC Secunda, S Afr Rep
YVR Vancouver (Vancouver Intl), Canada ZEL Bella Bella (Denny Island), Canada
YVT Buffalo Narrows, Canada ZEM Eastmain River, Canada
YVV Wiarton, Canada ZFA Faro, Canada
YVZ Deer Lake, Canada ZFD Fond-Du-Lac, Canada
YWA Petawawa, Canada ZFM Ft Mc Pherson, Canada
YWB Kangiqsujuaq (Kangiqsujuaq Wakeham Bay), Canada ZFN Tulita, Canada
YWG Winnipeg (Richardson Intl), Canada ZFW Fairview, Canada
YWH Victoria (Victoria Harbour), Canada ZGC Lanzhou (Zhongchuan), China, PR of
YWJ Deline, Canada ZGF Grand Forks, Canada
YWK Wabush, Canada ZGI Gods River, Canada
YWL Williams Lake, Canada ZGL South Galway, Australia
YWM Williams Harbour, Canada ZGM Ngoma, Zambia
YWP Webequie, Canada ZGR Little Grand Rapids, Canada
YWY Wrigley, Canada ZHM Shamshernagar, Bangladesh
YXC Cranbrook (Cranbrook/Canadian Rockies Intl), ZHP High Prairie, Canada
Canada ZIC Victoria, Chile
YXD Edmonton (Edmonton City Center), Canada ZIG Ziguinchor, Senegal
YXE Saskatoon (Saskatoon/Diefenbaker Intl), Canada ZIH Ixtapa-Zihuatanejo (Ixtapa-Zihuatanejo Intl), Mexico
YXH Medicine Hat, Canada ZJG Jenpeg, Canada
YXJ Ft St John, Canada ZJN Swan River, Canada
YXK Rimouski, Canada ZKB Kasaba Bay, Zambia
YXL Sioux Lookout, Canada ZKE Kashechewan, Canada
YXN Whale Cove, Canada ZKG Kegaska, Canada
YXP Pangnirtung, Canada ZKM Sette-Cama, Gabon
YXQ Beaver Creek, Canada ZKP Kasompe, Zambia
YXR Earlton (Earlton (Timiskaming Reg’l)), Canada ZLO Manzanillo (Playa De Oro Intl), Mexico
YXS Prince George, Canada ZMH South Cariboo Region (South Cariboo Region/108
YXT Terrace, Canada Mile), Canada
YXU London, Canada ZMM Zamora, Mexico
YXX Abbotsford, Canada ZMT Masset, Canada
YXY Whitehorse (Whitehorse Erik Nielson Intl), Canada ZND Zinder, Niger
YXZ Wawa, Canada ZNE Newman, Australia
YYB North Bay, Canada ZNZ Zanzibar (Abeid Amani Karume Intl), Tanzania
YYC Calgary (Calgary Intl), Canada ZOS Osorno (Canal Bajo/Carlos H Siebert), Chile
YYD Smithers, Canada ZPB Sachigo Lake, Canada
YYE Ft Nelson, Canada ZPC Pucon, Chile
YYF Penticton, Canada ZPH Zephyrhills (Zephyrhills Mun), USA
YYG Charlottetown, Canada ZPO Pinehouse Lake, Canada
YYH Taloyoak, Canada ZQN Queenstown, New Zealand
YYJ Victoria (Victoria Intl), Canada ZQW Zweibrucken, Germany
YYL Lynn Lake, Canada ZRH Zurich, Switzerland
YYM Cowley, Canada ZRJ Round Lake (Round Lake (Weagamow Lake)),
YYN Swift Current, Canada Canada
YYQ Churchill, Canada ZSA San Salvador (San Salvador Intl), Bahamas
YYR Goose Bay, Canada ZSE St Pierre (Pierrefonds), Reunion
YYT St John’s (St John’s Intl), Canada ZSJ Sandy Lake, Canada
YYU Kapuskasing, Canada ZSS Sassandra, Cote d’Ivoire
YYW Armstrong, Canada ZST Stewart, Canada
YYY Mont-Joli, Canada ZTA Tureia, French Pacific O.T.
YYZ Toronto (Toronto/Pearson Intl), Canada ZTH Zakinthos (Dionisios Solomos), Greece
YZE Gore Bay (Gore Bay-Manitoulin), Canada ZTM Shamattawa, Canada
YZF Yellowknife, Canada ZUC Ignace (Ignace Mun), Canada
YZG Salluit, Canada ZUD Ancud (Pupelde), Chile
YZH Slave Lake, Canada ZUH Zhuhai (Sanzao), China, PR of
YZP Sandspit, Canada ZUL Zulfi, Saudi Arabia
YZR Sarnia (Sarnia (Hadfield)), Canada ZUM Churchill Falls, Canada
YZS Coral Harbour, Canada ZVA Miandrivazo, Madagascar
YZT Port Hardy, Canada ZVK Savannakhet (Savannakhet Intl), Laos
YZU Whitecourt, Canada ZWA Andapa, Madagascar
YZV Sept-Iles, Canada ZWL Wollaston Lake, Canada
YZW Teslin, Canada ZYL Sylhet (Osmani Intl), Bangladesh
YZX Greenwood, Canada ZZU Mzuzu, Malawi
YZZ Trail, Canada ZZV Zanesville (Zanesville Mun), USA
Z
ZAC York Landing, Canada
ZAD Zadar (Zemunik), Croatia
q$z

© JEPPESEN, 2005, 2012. ALL RIGHTS RESERVED.