VVCR

Trip Kit Index
Printed on 26 Mar 2021 jep=JEPPESEN

Page 1
(c) JEPPESEN SANDERSON, INC., 2021, ALL RIGHTS RESERVED
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Trip Kit Index

Airport Information For VVCR
Terminal Charts For VVCR
Revision Letter For Cycle 03-2021
Change Notices
Notebook
Page 1
General Information
Cam Ranh Tower: 118.200
Cam Ranh Tower: 124.350 Secondary
Cam Ranh Approach: 124.350 Secondary
Location: KHANH HOA VNM
Cam Ranh Approach: 127.900
ICAO/IATA: VVCR / CXR
Ho Chi Minh Control ACC: 120.100 RCO
Lat/Long: N11° 59.7', E109° 13.1'
Elevation: 46 ft
Airport Use: Public

Daylight Savings: Not Observed
UTC Conversion: -7:00 = UTC
Magnetic Variation: 1.0° W
Fuel Types: Jet A-1

Customs: Yes
Airport Type: IFR
Landing Fee: Yes
Control Tower: Yes
Jet Start Unit: No
LLWS Alert: No
Beacon: Yes
Sunrise: 2244 Z
Sunset: 1054 Z
Runway Information
Runway: 02L
Length x Width: 10010 ft x 148 ft
Surface Type: concrete
TDZ-Elev: 20 ft
Lighting: Edge, ALS
Stopway: 197 ft
Runway: 02R
TDZ-Elev: 15 ft
Lighting: Edge, ALS
Stopway: 328 ft
Runway: 20L
TDZ-Elev: 34 ft
Lighting: Edge, ALS
Stopway: 328 ft
Runway: 20R
TDZ-Elev: 46 ft
Lighting: Edge, ALS
Stopway: 197 ft
Communication Information
Page 2
General Information
Cam Ranh Tower: 118.200
Cam Ranh Tower: 124.350 Secondary
Cam Ranh Approach: 124.350 Secondary
Location: KHANH HOA VNM
Cam Ranh Approach: 127.900
ICAO/IATA: VVCR / CXR
Ho Chi Minh Control ACC: 120.100 RCO
Lat/Long: N11° 59.7', E109° 13.1'
Elevation: 46 ft
Airport Use: Public

Daylight Savings: Not Observed
UTC Conversion: -7:00 = UTC
Magnetic Variation: 1.0° W
Fuel Types: Jet A-1

Customs: Yes
Airport Type: IFR
Landing Fee: Yes
Control Tower: Yes
Jet Start Unit: No
LLWS Alert: No
Beacon: Yes
Sunrise: 2244 Z
Sunset: 1054 Z
Runway Information
Runway: 02L
TDZ-Elev: 20 ft
Lighting: Edge, ALS
Stopway: 197 ft
Runway: 02R
TDZ-Elev: 15 ft
Lighting: Edge, ALS
Stopway: 328 ft
Runway: 20L
TDZ-Elev: 34 ft
Lighting: Edge, ALS
Stopway: 328 ft
Runway: 20R
TDZ-Elev: 46 ft
Lighting: Edge, ALS
Stopway: 197 ft
Communication Information
Printed from JeppView for Windows 5.3.0.0 on 26 Mar 2021; Terminal chart data cycle 03-2021 (Expired); Notice: After 18 Feb 2021, 0000Z, this chart may no longer be valid
VVCR/CXR JEPPESEN KHANH HOA, VIETNAM

CAM RANH INTL 21 AUG 20 10-1P .AIRPORT.BRIEFING.
OPERATION OF TWO PARALLEL RUNWAYS
1. Two parallel RWYs, 02L/20R and 02R/20L, at Cam Ranh International Airport, are operated
dependently and considered as one RWY for flight operation.
2. Pilots are requested to strictly and timely comply with ATC's clearances/instructions;
expedite vacate RWY or rolling take off when instructed by ATC. Before crossing
RWY-in-use, pilot must pay attention, focus on, and be responsible for notifying, and only
carrying out when having ATC's clearance.
3. In the recent time, aircraft are not allowed to taxi to one RWY for waiting or taking-off
when the other aircraft is approaching to land on the remaining RWY.
4. Aircraft are not allowed to hold on TWY G1 (between two RWYs) when other arriving
aircraft is on final approach of RWY 02L.
5. These operational procedures are not applied in emergency, urgency, or other necessities
to ensure the safety, regularity of the flight operation.
6. Usage of two RWYs:
6.1 When there is military flight operation:
6.1.1 When using RWY 02L/R: RWY 02L is mainly used for civil
and military aircraft taking-off/ landing;
6.1.2 When using RWY 20R/L: RWY 20R is mainly used for civil
and military aircraft taking-off/ landing;
6.1.3 The usage of RWY differs from regulations defined in items 6.1.1 and 6.1.2
above, is only applied when having agreement between the involved military commander
and ATC at Cam Ranh TWR to ensure safety, efficiency of flight operation.
6.2 When there is no military flight operation:

6.2.1 When using RWY 02L/R:
RWY 02L is used for civil aircraft landing;
RWY 02R is used for civil aircraft taking-off.
Notes:
RWY 02L can be used for civil aircraft taking off, subject to air traffic condition;
RWY 02R can be used for civil aircraft landing, subject to air traffic condition.
6.2.2 When using RWY 20L/R:
RWY 20R is mainly used for civil aircraft taking-off/landing;
Note: RWY 20L can be used for civil aircraft taking-off/landing, subject to
air traffic condition.
6.3 Aircraft are not allowed to cross RWY in-use, when:
- There is another aircraft which has received ATC's clearances to
take-off/land on this RWY, or
- There is an arrival aircraft approaching to land, and the distance from THR RWY is:
For civil aircraft: Less than 6NM under ATS surveillance, or less than 03 minutes
before estimated landing time without ATS surveillance;
For military aircraft: Less than 03 minutes before estimated landing time.
Note: Aircraft only allowed to taxi crossing RWY in-use when having agreement between
the involved military commander and ATC at Cam Ranh TWR.
6.4 The RWY used for VIP flights shall be assigned on the basic of the RWY with
the best equipment system and actual operational conditions.
Radio communications failure procedure
1. In the event of a radio communication failure, the pilots of RNP 1 equipped aircraft are
expected to follow the procedures given below:
* Arriving aircraft continue on the cleared procedures comply with altitude and speed
restrictions, and at the end of the STAR join the holding pattern at IAF. Aircraft
leave holding pattern at expected approach time and make appropriate approach procedures.
* Departing aircraft continue on the cleared procedures comply with altitude and speed
restrictions and further climb to cruising level as mentioned in current flight plan.
CHANGES: Notes revised. | JEPPESEN, 2019, 2020. ALL RIGHTS RESERVED.


CAM RANH INTL 27 DEC 19 10-1R .RADAR.MINIMUM.ALTITUDES.
Apt Elev
Alt Set: hPa Trans level: FL100 Trans alt: 9000'
43'
TUY HOA
TUY HOA
TUH VOR DME TH NDB 8000
13-00 6000
4000
2000
50NM CONTOUR
INTERVALS
40NM
KARAN
4110
12-30 30NM
8700 20NM
2470
9680 6890
NHATA 3290
50
M PHUSA
7498'
1 0N ATVIT
KHANH HOA
RADAR
40
CAM RANH
PANCA CRA VOR DME
4000 Cam Ranh Intl
M
10N
30
8700 SUIDA
SOSPA 20
NM
NM
20
6890
20
IBUNU
M
30
N
30
NM
5580 2470
40
NM
NM
10
40
11-30
50
NM
NM
50
0
10
11-00 109-00 109-30

CHANGES: Transition altitude, sector altitude. | JEPPESEN, 2017, 2019. ALL RIGHTS RESERVED.
10 0 10 20 30 40 50
CHANGES:
CAM RANH INTL

VVCR/CXR
Apt Elev 1. RNP 1 (GNSS) required.
Alt Set: hPa Trans level: FL100
46 2. These procedures are only used when having agreement between ATC unit and related military unit.
13-30
Procedures now for Rwys 02L/R, note 3 removed, altitudes.
ANKIN 1A [ANKI1A], BANKE 1A [BANK1A]

COTUN 2A [COTU2A], HUNTA 2A [HUNT2A]
SOTEN 1A [SOTE1A]
.W.2.
RNP ARRIVALS
(RWYS 02L/R)
KAMGO
2.
.L.64
164
43
^
VEPAM
9^
20
74 NOT TO SCALE
10
PHU YEN
Tuy Hoa
KAM VVTH
13-00
1A
38.6
VEP 87.9
GO 1
AM
A
175^
Vertical restrictions are designed to provide obstacle

clearance and establish separation between departing
aircraft and arriving aircraft. Pilots shall comply with
MHA FL120 all those restrictions unless they are specifically
cancelled by ATC.
355^
8000
SIMME
175^
6000
10 4 4000 10
80
19.7
2000
12-30 CONTOUR
INTERVALS
NITOM
1 C
3^
.Q.15.
OM 24
NIT
.2
54
.W.27 COTUN NOT TO SCALE
. MHA 8000 FL120 AR LIGUN
169^
30
3^
P MHA FL140
12
3^ 3^
1
7.
0 .8 06
18
BIDAM BIDA23^ 7600
SOTEN
COTUN
8000 M
180^
1A 1
28
18.0
^
HUNTA
2A
. 8 2A ^
33
11 A
110-00
SO NT 2 FL120
7498 TE HU
COTUN 2A [COTU2A], HUNTA 2A [HUNT2A]
22 N 1
ANKIN 1A [ANKI1A], BANKE 1A [BANK1A]
.7 A 29 NOV 19
CR~26
^
201
9000
JEPPESEN
12-00 CR~27
8.4
6000
261^
MHA FL110 BANKE 1A 111
^
SOTEN 1A [SOTE1A]
081^
10-2
21.0 7.5
CR~25 5500
RNP ARRIVALS
(RWYS 02L/R)
081^ BANKE 1A
.W.15.
8.3
FL130 KIN 0 (IAF)

.Eff.5.Dec.
AN 0.
FL110 2
CR~21 57
| JEPPESEN, 2018, 2019. ALL RIGHTS RESERVED.
KHANH HOA, VIETNAM
2^ 5000
05 ANKIN 29
7^
FL130 11
89 2^ 9000 7^
05 23
2^
360^
MHA 5000
.
.W.2
MHA 9000
.RNAV.STAR.
11-30 109-00 109-30

10 0 10 20 30 40 50
CHANGES:
Apt Elev 1. RNP 1 (GNSS) required.

46 2. These procedures are only used when having agreement between ATC unit and related military unit.
Procedures now for Rwys 20L/R, note 3 removed, altitudes.
BANKE 1C [BANK1C], COTUN 3B [COTU3B]

HUNTA 2B [HUNT2B], PANLU 1B [PANL1B]
.W.2.
RNP ARRIVALS
(RWYS 20L/R)
KAMGO
164
74
2.
^
.L.64
VEPAM
9^
43
20
NOT TO SCALE
PHU YEN
Tuy Hoa
KAM 8.6
VVTH
13-00
3
GO 1
B
1
VEP 87.9
B
AM
8000
10 4
175^
6000
4000
80
MHA FL120
2000
CONTOUR 355^ Vertical restrictions are designed to provide obstacle

INTERVALS
SIMME aircraft and arriving aircraft. Pilots shall comply with
175^
all those restrictions unless they are specifically

FL120 cancelled by ATC.
19.7
110-00
12-30
7904 MHA FL110 277^ COTUN NITOM

.2 1D
.W.27. PANLU 8000 54 M
CAM RANH INTL

VVCR/CXR
.Q.15. 24
097^ 9000 5400 NIT
O 3^
H
097^ 23.7
7000 LIGUN
191^
180^
CHUTU CHUTU 1B
COTUN
5.7
13 NOT TO SCALE
PA 0^
3B
NL HOLDING
7. U
1 1B
(IAF 2)
18
.8 OVER
(IAF 3) CR2~2 LIGUN
CR2~9 4000 110 8.7 3^
6000 ^
261^ 24
2B HUNTA
(IAF 1) HUNTA
.8
CR2~1 7000 3^
14
290 06
5000 ^ MHA FL100
MHA 5000
CR211
BANKE 1C [BANK1C], COTUN 3B [COTU3B]
HUNTA 2B [HUNT2B], PANLU 1B [PANL1B]
12-00
FL110
JEPPESEN
C
29 NOV 19
. 1
N ^
BA 38
10 KE
261^
4
MHA FL110
0
5500
081^ BANKE
.W.15.
10-2A
FL130 7600
RNP ARRIVALS
FL110
(RWYS 20L/R)
.Eff.5.Dec.
1A
KHANH HOA, VIETNAM

89
6
HA
23.
360^
HAP
P
AR
^
0 22
.RNAV.STAR.
HAPHA 57
.W.2.
11-30
108-30 109-00 109-30


CAM RANH INTL 27 DEC 19 10-2B .STAR.
Apt Elev
46
NHATA 1A (NHATA 1A) [NHAT1A]

PANCA 1A (PANCA 1A) [PANC1A]
PHUSA 1A (PHUSA 1A) [PHUS1A]
SUIDA 1A (SUIDA 1A) [SUID1A]
ARRIVALS
(ALL RWYS)
8000
6000
12-30
80 4000
50
2000
CONTOUR
INTERVALS
10 4 CR
A
W2
180^
VO
40
R
NHATA
176^ 14
NHATA 1A
Q15
30
^
2 42
7498
7600 16 1A PHUSA
SA
R356
PHU
62
R0
12-00
20
R255
16 (IAF)
27
PANCA
W15
075^ NCA 1A
PA
16
1A
R2 D
CRA
CAM RANH
116.5 CRA
7500
7^ ID
A
04 SU
5500
10
SUIDA
W2
360^
89 57
0
109-00 109-30
STAR ROUTING
From NHATA, MAINTAIN CRA R356 and descend to 7500 at CRA VOR (IAF). Use ILS Y
NHATA 1A RWY 02L/R, VOR Y RWY 20R or VOR Y, ILS Z RWY 20L.
From PANCA, MAINTAIN CRA R255 and descend to 7500 at CRA VOR (IAF). Use ILS Y
PANCA 1A
10
RWY 02L/R, VOR Y RWY 20R or VOR Y, ILS Z RWY 20L.
From PHUSA, MAINTAIN CRA R062 and descend to 7500 at CRA VOR (IAF). Use ILS Y
PHUSA 1A RWY 02 L/R, VOR Y RWY 20R or VOR Y, ILS Z RWY 20L.
From SUIDA, MAINTAIN CRA R227 and descend to 7500 at CRA VOR (IAF). Use ILS Y
SUIDA 1A RWY 02L/R, VOR Y RWY 20R or VOR Y, ILS Z RWY 20L.
CHANGES: Altitude restriction at CRA VOR. | JEPPESEN, 2018, 2019. ALL RIGHTS RESERVED.

CAM RANH INTL 27 DEC 19 10-2C .STAR.
Apt Elev
46
NHATA 1B (NHATA 1B) [NHAT1B]

PANCA 1B (PANCA 1B) [PANC1B]
PHUSA 1B (PHUSA 1B) [PHUS1B]
SUIDA 1B (SUIDA 1B) [SUID1B]
ARRIVALS
(RWY 20R)
8000
6000
12-30 80
50
4000
2000
CONTOUR
INTERVALS
10 4 CR
ND
W2
180^
40
NHATA
177^
Q15
NHATA 1B
30
4^
24
14
7498
7600 16 B
PHUSA
A1
P H US
12-00
20
16 (IAF)
1B
CR
^
PANCA 074 PANCA CAN RANH
414 CR
1B
W15
ID 16
A
6000
SU
6^
04
5500
10
SUIDA
9000
89
W2
360^
57
0
109-00 109-30
STAR ROUTING
From NHATA, on CR 177^ bearing descend to 6000 at CR NDB (IAF). Use NDB RWY 20R
NHATA 1B approach.
From PANCA, on CR 074^ bearing descend to 6000 at CR NDB (IAF). Use NDB RWY 20R
PANCA 1B
10
approach.
From PHUSA, on CR 244^ bearing descend to 6000 at CR NDB (IAF). Use NDB RWY 20R
PHUSA 1B approach.
From SUIDA at or above 9000, on CR 046^ bearing descend to 6000 at CR NDB (IAF).
SUIDA 1B Use NDB RWY 20R approach.
CHANGES: Altitude restrictions at SUIDA and CR NDB. | JEPPESEN, 2018, 2019. ALL RIGHTS RESERVED.

CAM RANH INTL 04 SEP 20 10-2D .STAR.
1. Air operators ensure that pilot shall be trained in simulator (SIM) and report result to
CAAV before operating flight.
Apt Elev 2. CAAV will check SIM training (for the first time) for each aircraft type.
43 3. ATC shall confirm pilot to be qualified with this procedure on radio frequency.
4. In cases of bad weather or other reasons, aircraft deviation more than 5 NM from the
intended arrival routes, must remain at or above MSA, proceed to CRA VOR then descend
in the holding pattern to carry out VOR/DME RWY 02L approach.
NHATA 1C (NHATA 1C) [NHAT1C]

PANCA 1C (PANCA 1C) [PANC1C]
PHUSA 1C (PHUSA 1C) [PHUS1C]
SUIDA 1C (SUIDA 1C) [SUID1C]
ARRIVALS (RWY 02L)
50
6000
4000
CR
A
45
2000 VO
180^
80 R
W2
CONTOUR
INTERVALS
40
10 4 7600 NHATA
176^ 14
35
NHATA 1C
5788
7500 PHUSA Q 15
^
1C 243
30
RA
SA
C
PHU 16
.0
D8
R356
63
25
R0
12-00
R256
1C 28
CRA
A
PANC R2 CAM RANH
PANCA 16
D
116.5 CRA
20
076^
W 15 I
1C
DA 6
SU 1
5300
SUIDA
15
8^ 5500
89 9000 04
57
W2
10
360^
5
109-00 109-30
STAR
0
ROUTING
From NHATA, on CRA R356 descend to 7500 until D8.0 CRA continue descending to 5300
NHATA 1C at CRA VOR to carry out VOR/DME RWY 02L approach.
From PANCA, on CRA R256 descend to 7500 until D8.0 CRA continue descending to 5300
PANCA 1C at CRA VOR to carry out VOR/DME RWY 02L approach.
5
From PHUSA, on CRA R063 descend to 7500 until D8.0 CRA continue descending to 5300
PHUSA 1C at CRA VOR to carry out VOR/DME RWY 02L approach.
From SUIDA, at or above 9000 on CRA R228 descend to 7500 until D8.0 CRA continue
SUIDA 1C descending to 5300 at CRA VOR to carry out VOR/DME RWY 02L approach.
CHANGES: Computer codes, NavData identifiers added, airport elevation. | JEPPESEN, 2018, 2020. ALL RIGHTS RESERVED.
JEPPESEN
VVCR/CXR 27 DEC 19
KHANH HOA, VIETNAM
CAM RANH INTL 10-3 .RNAV.SID.
Apt Elev Trans alt: 9000
46 RNP 1 (GNSS) required.
ANKIN 1B [ANKI1B], BANKE 1B [BANK1B]

KOPOM 1A [KOPO1A], NIHOA 1B [NIHO1B]
SOTEN 1B [SOTE1B]
KARAN RNP DEPARTURES
(RWYS 20 L/R)
10 4 8000
50
6000
4000 80
12-30 2000
W2
17.6
45
CONTOUR
INTERVALS
Vertical restrictions are designed to provide obstacle NITOM

Q1 5
40
cancelled by ATC.
NOT TO SCALE
NIHOA
35
.5
A 55 1B
R OM
1
NIT
OA
NIH 1.0
1B
30
7600 4^
180^
W27 CR4~6 05 10
SOTEN FL120
TEMMA
25
SOT
E N1 CR4~2
15.
9
B CR4~3 .6
MAX 250 KT NIHOA 1B, SOTEN 1B: 19
12
7498
MAX 250 KT
.1
All: 9000
20
CR4~5 3^
^ 06
33
FL120 248 7. 294
^
7^
CR4~4 12. 0 TO
4
1 T CR KOPOM
12-00 FL140 9.8 O C 4~3
^
22
R4~ 9000
15
5
^
B
200 ^
KE 1 1A
201
M
0
BAN13.8
1B
PO 1.5
2
7.5
KO
11.
7.3
.6
KI
10
^
24 N
AN
019
BANKE 7.0
CR4~~ 110
5^
W15 ^ 10
2000 05
5
CR4~1
57
0
89 ANKIN
5500 110-00
360^
These SIDs require the minimum climb gradients:

ANKIN 1B, BANKE 1B: 5.5% to FL140.
W2
5
KOPOM 1A: 5.5% to 9000.
NIHOA 1B, SOTEN 1B: 5.5% to FL120.
Gnd speed-KT 75 100 150 200 250 300
109-00 109-30 5.5% V/V (fpm) 418 557 835 1114 1392 1671
CHANGES: Transition altitude, altitude restricions. | JEPPESEN, 2018, 2019. ALL RIGHTS RESERVED.
JEPPESEN KHANH HOA, VIETNAM
VVCR/CXR 27 DEC 19 10-3A
CAM RANH INTL .RNAV.SID.
Apt Elev Trans alt: 9000
46 RNP 1 (GNSS) required.
74 43 PHU YEN
Tuy Hoa
VVTH FURAL 1A [FURA1A], NIHOA 1A [NIHO1A]
13-00
PANLU 1A [PANL1A], THAKA 1A [THAK1A]
RNP DEPARTURES
(RWYS 02 L/R)
8000
10 4
6000
Vertical restrictions are designed to provide obstacle
4000
2000
cancelled by ATC.
50
CONTOUR
INTERVALS KARAN
NOT TO SCALE .
Q.15
.NITOM
40
A
12-30 M1
17.6
80 NITO 5.2
.W.2.
5
^
RABIN 070 10
7904
CHUTU PANLU
30
.W.27. 9000 NIHOA
CHUTU 1A
23.7 277^ .4
19
CR3~3
9000 2^
06
NIHOA
8.7
4^ P
23
1A
T ANL 298^
9 HA U
.6 12 .7 T KA 1A FURAL
. O CR3~1
13 3T 1A
O CR3
20
THAKA PA ~3 7000 A 8000
NL L1
FL140 U RA . 4
FU 16
7.6
347^
2^
7600 05
CR3~~
^ 180^
^
5.0
10
020
5.2
018
12-00
A
H1
LK 39.4
5500
0
10
110-00
LIEN KHUONG
D
89 57 These SIDs require the minumum climb gradients:
112.3 LKH
LKH NIHOA 1A: 6.0% to 8000.
LAM DONG PANLU 1A: 6.0% to 9000.
10
360^
Lien Khuong THAKA 1A: 7.0% to FL140.

VVDL P
AR Gnd speed-KT 75 100 150 200 250 300
6.0% V/V (fpm) 456 608 911 1215 1519 1823
108-30 109-00 109-30 7.0% V/V (fpm) 532 709 1063 1418 1772 2127
CHANGES: Transition altitude, altitude restrictions. | JEPPESEN, 2018, 2019. ALL RIGHTS RESERVED.
5 0 5 10 15 20 25 30 35
CHANGES: Computer codes, NavData identifiers added, airport elevation.
CAM RANH INTL

VVCR/CXR
Apt Elev
Trans alt: 9000
43
DALAT 1A (DALAT 1A) [DALA1A]

KARAN 1A (KARAN 1A) [KARA1A]
KARAN 1B (KARAN 1B) [KARA1B]
NITOM 1A (NITOM 1A) [NITO1A]
PHANTHIET 1A [PTH1A]
DEPARTURES (RWYS 02 L/R)
W2
6503
SID INITIAL CLIMB
After take-off, MAINTAIN runway heading until passing
DALAT 1A 2000. Turn RIGHT within D10.0 CRA, direct to CRA VOR,
KARAN at or above 5900, intercept CRA R255 to PANCA.
KARAN 1A: FL100
After take-off, MAINTAIN runway heading until D10.0
KARAN 1A CRA at 3000 or above, turn LEFT to intercept CRA R356
to KARAN.
8000
2000. Turn RIGHT within D10.0 CRA, direct to CRA VOR
KARAN 1B at or above 5100, turn RIGHT to intercept CRA R356
6000 to NHATA, then KARAN.
After take-off, MAINTAIN runway heading until D10.0
4000 NITOM 1A CRA at 3000 or above, turn RIGHT to intercept CRA R062
12-30 to NITOM.
2000
CONTOUR PHANTHIET 1A 2000. Turn RIGHT within D10.0 CRA, direct to CRA VOR
INTERVALS at or above 5900, intercept CRA R227 to SUIDA.
KARAN 1B
KARAN
25
10 4
1A
R 80
180^
VO NOT TO SCALE
A
CR NITOM
D10.0 CRA
KARAN 1A: Turn LEFT 3000
NHATA NITOM 1A: Turn RIGHT 3000
1 A
OM
NIT
Q15
78
D
10
.
PHUSA
0
7600
356^
2^
^
0 20
06
DALAT 1A, KARAN 1B

12-00 PHANTHIET 1A: 04 SEP 20
255^ 2000
7^
T 1A 22
DALA 6
KARAN 1A (KARAN 1A) [KARA1A]
KARAN 1B (KARAN 1B) [KARA1B]
DALAT 1A (DALAT 1A) [DALA1A]
NITOM 1A (NITOM 1A) [NITO1A]
JEPPESEN
1
D
CRA
CAM RANH
116.5 CRA
10-3B
PANCA A
1 5500
PHANTHIET 1A [PTH1A]
IET
W15
DALAT 1A
T H PHANTHIET 1A: 5900
AN 16 KARAN 1B: 5100
PH
KHANH HOA, VIETNAM
SUIDA
57
89
W2 109-30
360^
Minimum climb gradients:

DALAT 1A, PHANTHIET 1A: 5.5% to 5900.
KARAN 1A, KARAN 1B: 5.5% to 7500.
NITOM 1A: 5.5% to 3000.
Gnd speed-KT 75 100 150 200 250 300
.SID.
5.5% V/V (fpm) 418 557 835 1114 1392 1671

109-00
5 0 5 10 15 20 25 30 35
CHANGES:
Apt Elev
Trans alt: 9000
43
DALAT 1B (DALAT 1B) [DALA1B]
Computer codes, NavData identifiers added, airport elevation.
KARAN 1C (KARAN 1C) [KARA1C]

NITOM 1B (NITOM 1B) [NITO1B]
PHANTHIET 1B [PTH1B]
W2
INITIAL CLIMB
KARAN After take-off, climb on CRA R200 until passing 2000. Turn LEFT within
D7.0 CRA direct to CRA VOR.
SID ROUTING
At CRA VOR at or above 5900, turn LEFT to intercept
DALAT 1B CRA R255 to PANCA.
8000 At CRA VOR at or above 5100, intercept CRA R356

KARAN 1C to NHATA, then KARAN.
6000 At CRA VOR at or above 5900, turn RIGHT to intercept
NITOM 1B CRA R062 to PHUSA, then NITOM.
4000
At CRA VOR at or above 5900, turn LEFT to intercept
PHANTHIET 1B CRA R227 to SUIDA.
12-30 2000
CONTOUR
INTERVALS
KARAN 1C
25
80
10 4
CR
A
VO
R
180^
7600 NOT TO SCALE

NHATA NITOM
6631 5500
1 B
OM
NIT
Q15
CAM RANH INTL

VVCR/CXR
78
PHUSA
14
356^
16
1B 2^
T 06
12-00 LA
DA
255^ ^
7 D
CRA
CAM RANH
^
22 116.5 CRA
T 1B
200
04 SEP 20
PANCA
IE
DALAT 1B, NITOM 1B 5900

NTH
PHANTHIET 1B:
JEPPESEN
KARAN 1C (KARAN 1C) [KARA1C]
DALAT 1B (DALAT 1B) [DALA1B]
NITOM 1B (NITOM 1B) [NITO1B]
KARAN 1C: 5100

PHA
W15
10-3C
2000
PHANTHIET 1B [PTH1B]
D 7 .0
SUIDA
57
KHANH HOA, VIETNAM
89 W2
360^
109-30
DALAT 1B, NITOM 1B, PHANTHIET 1B: 5.8% to 5900.
KARAN 1C: 5.8% to 7500.
Gnd speed-KT 75 100 150 200 250 300
.SID.
109-00 5.8% V/V (fpm) 441 587 881 1175 1468 1762
5 0 5 10 15 20 25 30 35
CAM RANH INTL

VVCR/CXR
Apt Elev
Trans alt: 9000
43
DALAT 1C (DALAT 1C) [DALA1C]
KARAN 1D (KARAN 1D) [KARA1D]
KARAN 1E (KARAN 1E) [KARA1E]
NITOM 1C (NITOM 1C) [NITO1C]
PHANTHIET 1C [PTH1C]
DEPARTURES
W2
6503 (RWY 02L)
SID INITIAL CLIMB
KARAN After take-off, MAINTAIN runway heading, climb to
FL100 DALAT 1C 2000, turn RIGHT to CR NDB at or above 5900, intercept
CR 254^ bearing to PANCA at or above 7500.
After take-off, MAINTAIN runway heading, climb to

KARAN 1D 3000, turn LEFT to intercept W-2 at or above FL100
8000 before KARAN.
6000
2000. Turn RIGHT to CR NDB at or above 5900, turn
KARAN 1E RIGHT on CR 357^ bearing to NHATA, intercept W-2 at
4000
or above FL100 before KARAN.
2000 After take-off, MAINTAIN runway heading, climb to
12-30 NITOM 1C 3000, turn RIGHT to PHUSA at or above 6900. Intercept
CONTOUR
INTERVALS Q15 and proceed to NITOM.
PHANTHIET 1C 2000, then turn RIGHT to CR NDB at or above 5900.
KARAN 1E
Intercept CR 226^ bearing to SUIDA at or above 7500.

25
10 4
80
180^
B
D NOT TO SCALE
N
CR
NITOM
356^
KARA
NHATA
N 1D
1 C
OM
KARAN 1D: Turn LEFT 3000
NITOM 1C: Turn RIGHT 3000
NIT
Q15
78
357^
PHUSA
6900
7600
177^
^
0 20
DALAT 1C, KARAN 1E

12-00 PHANTHIET 1C:
2000
04 SEP 20
^
T 1C 254
6^
DALA 6
22
KARAN 1D (KARAN 1D) [KARA1D]
1
KARAN 1E (KARAN 1E) [KARA1E]
DALAT 1C (DALAT 1C) [DALA1C]
CR
NITOM 1C (NITOM 1C) [NITO1C]
JEPPESEN
CAM RANH
1C
414 CR
10-3D
ET
PANCA 5500
I
PHANTHIET 1C [PTH1C]
TH
5900
W15 7500
16
AN
PH
DEPARTURES
(RWY 02L)
KHANH HOA, VIETNAM
SUIDA
57
89 7500
W2 109-30
360^

DALAT 1C, KARAN 1D, KARAN 1E,
PHANTHIET 1C: 5.5% to 7500.
NITOM 1C: 5.5% to 6900.
Gnd speed-KT 75 100 150 200 250 300
.SID.
5.5% V/V (fpm) 418 557 835 1114 1392 1671

109-00
5 0 5 10 15 20 25 30 35
Apt Elev
Trans alt: 9000
43
DALAT 1D (DALAT 1D) [DALA1D]
KARAN 1F (KARAN 1F) [KARA1F]
NITOM 1D (NITOM 1D) [NITO1D]
PHANTHIET 1D [PTH1D]
DEPARTURES (RWY 20R)
INITIAL CLIMB
W2
After take-off, MAINTAIN runway heading, climb to 2300, turn LEFT to
6503 CR NDB at or above 5900.
SID ROUTING
KARAN At CR NDB, turn LEFT to intercept CR 254^ bearing to
FL100 DALAT 1D
PANCA at or above 7500 to W-15.
At CR NDB, intercept CR 357^ bearing to NHATA to W-2,
KARAN 1F reaching at or above FL100 before KARAN.
8000
At CR NDB, turn RIGHT on CR 064^ bearing to PHUSA
NITOM 1D at or above 6900 to Q-15.
6000
At CR NDB, turn LEFT to intercept CR 226^ bearing to
4000 PHANTHIET 1D SUIDA at or above 7500 to W-15.
2000
CONTOUR
12-30 INTERVALS
KARAN 1F
80
25
10 4
DB
180^
N NOT TO SCALE
CR NITOM
NHATA
D
CAM RANH INTL

VVCR/CXR
1
OM
NIT
Q15
78
PHUSA
14
6900
7600
357^
4^
4^ 06
24
12-00
CR
04 SEP 20
^ CAM RANH
074
414 CR
6^
JEPPESEN
DALAT 1D (DALAT 1D) [DALA1D]
KARAN 1F (KARAN 1F) [KARA1F]
NITOM 1D (NITOM 1D) [NITO1D]
T 1D ^
254
04
DALA
^
5900
200
DEPARTURES (RWY 20R)
10-3E
PHANTHIET 1D [PTH1D]
6^
PANCA
22
5500
W15
1D
7500
ET
2300
I
TH
AN
PH
KHANH HOA, VIETNAM
SUIDA
57
89 7500
W2
360^
109-30
DALAT 1D, KARAN 1F, PHANTHIET 1D: 5.8% to 7500.
NITOM 1D: 5.8% to 6900.
Gnd speed-KT 75 100 150 200 250 300

.SID.
5.8% V/V (fpm) 441 587 881 1175 1468 1762

109-00
JEPPESEN
VVCR/CXR 22 JAN 21 10-8
KHANH HOA, VIETNAM
CAM RANH INTL
MAINTAINING THE HOT SPOTS, PUTTING TAXIWAYS G7, Y7 INTO
OPERATION, RESUME NORMAL OPERATION OF TAXIWAY W7 AND TAXIING
OPERATIONAL PROCEDURES AT CAM RANH INTERNATIONAL AIRPORT
1 INTRODUCTION
These charts aim to notify at notifying the following contents at Cam Ranh International Airport:
-Resume normal operation of runway 02L/20R: A portion from threshold of runway 20R to
a position which is 638m (2093') from threshold runway 20R to the South;
-Maintaining the Hot spots (HS 1, HS 2, HS 3);
-Putting taxiways G7, Y7 into operation, resume normal operation of taxiway W7;
-Taxiing operational procedures.
2 DETAILS
2.1 Maintaining the Hot spots (HS 1, HS 2, HS 3), the details are as follows:
HOT SPOT No. Description
Position: Intersection between Twy Y6 and Twy W
Aircraft Code D, E taxiing to the intersection between Twy Y6 and Twy W,
when turning right to Twy W should pay attention:
HS1 - Aircraft may taxi out of Twy and collide with Twy edge lights.
- Taxiing speed of aircraft does not exceed 25 km/h when crossing
the intersections and when taxiing in the apron.
Position: Intersection between Twy W and Twy W5
Aircraft Code D, E taxiing to the intersection between Twy W and Twy W5,
HS2 when turning left to Twy W5 should pay attention:
- Aircraft may taxi out of Twy and collide with Twy edge lights.
Position: Intersection between Twy W3 and Twy W
Aircraft Code D, E taxiing to the intersection between Twy W3 and Twy W,
when turning right to Twy W should pay attention:
HS3 - Aircraft may taxi out of Twy and collide with Twy edge lights.
2.2 Putting taxiways G7, Y7 into operation
2.3 Resume normal operation of TWY W7
2.4 Taxiing operational procedures
2.4.1 Taxiing operational procedures for aircraft code C and equivalent
(wingspan up to but not including 36m (118'))
a. For arrival aircraft
Rwy 02L: After landing, aircraft taxi via Twy W5/W6/W7 parallel Twy W
Twy Y5/Y6/Y7 taxilane Y/Z stand.
Rwy 02R: After landing, aircraft taxi via Twy G5/G7 cross Rwy 02L/20R
Twy W5/W6/W7 parallel Twy W Twy Y5/Y6/Y7 taxilane Y/Z stand.
Rwy 20R: After landing, aircraft taxi via Twy W1/W3 parallel TWY W
Twy Y5/Y6/Y7 taxilane Y/Z stand.
Rwy 20L: After landing, aircraft taxi via Twy G1/G3 cross Rwy 02L/20R
Twy W1/W3/W5/W6/W7 parallel Twy W Twy Y5/Y6/Y7 taxilane Y/Z stand.
b. For departure aircraft
Rwy 02L: Stand taxilane Y/Z Twy Y5/Y6/Y7 parallel Twy W Twy W1
Rwy 02L for departure.
Rwy 02R: Stand taxilane Y/Z Twy Y5/Y6/Y7 parallel Twy W Twy W1/W5/W6/W7
Rwy 02L/20R Twy G1 Rwy 02R for departure.
Rwy 20R: Stand taxilane Y/Z Twy Y5/Y6/Y7 parallel Twy W Twy W7
Rwy 20R for departure.
Rwy 20L: Stand taxilane Y/Z Twy Y5/Y6/Y7 parallel Twy W Twy W5/W7
Rwy 02L/20R Twy G7 Rwy 20L for departure.
2.4.2 Taxiing operational procedures for aircraft code D, E and equivalent
(wingspan from 36m (118') up to but not including 65m (213'))
a. For arrival aircraft
Rwy 02R: After landing, aircraft taxi via Twy G5/G7 Rwy 02L/20R
Twy W6/W7 parallel Twy W Twy Y6/Y7 taxilane Y stand.
RWY 20L: After landing, aircraft taxi via TWY G1/G3 Rwy 02L/20R
Twy W1/W6/W7 parallel Twy W Twy Y6/Y7 taxilane Y stand.
b. For departure aircraft
Rwy 02R: Stand taxilane Y Twy Y6/Y7 parallel Twy W Twy W1/W6/W7
RWY 02L/20R Twy G1 Rwy 02R for departure.
Rwy 20L: Stand taxilane Y Twy Y6/Y7 parallel Twy W Twy W7 Rwy 20R/02L
Twy G7 Rwy 20L for departure.
Note: Rwy 02L/20R is only used for aircraft code D, E (wingspan from 36m (118') up to but
not including 65m (387')) to taxi, not allowed to use for take-off/landing.
3 CANCELLATION
Any change relating to these charts shall be notified by NOTAM.
CHANGES: Introduction, details. | JEPPESEN, 2020, 2021. ALL RIGHTS RESERVED.
AERODROME GROUND MOVEMENT CHART
LEGEND WITH OPERATION OF TAXIWAYS Y7, W7 AND G7
HS1 Hot Spot from 1700 UTC 31 JAN 2021 T2 PASSENGER
TERMINAL
Number of Stand Position CONTROL T1 PAX
1 TOWER TERMINAL
CHANGES: Notes.
Taxi Lane
VVCR/CXR
Unserviceable (U/S) MILITARY AREA Z

71 70 69 68 67 66 65 64 37 36 35 34 33 32 31
ARP 55 54 53 52 51
Z Y
63 62 61 60 59 58 57 56
42 41 40 39 38
Y Y
Y7
Y3 Y4 Y5 HS1 Y6
W W W W W
W3 HS3 HS2 W7
W1 W4 W5 W6
22 JAN 21
Rwy 02L/20R
TURN G1 TURN
PAD G3 U/S G5 PAD
G7
10-8A
JEPPESEN
Rwy 02R/20L
E3 U/S E5
E1 E E E E E7
D1 D2 D3 D4 D5
MILITARY AREA
NOTES:
-Maintaining the hotspots: HS1, HS2, HS3 (refer to textual section for details).
MILITARY AREA
-Taxiway bearing strength Y7, W7 and G7: PCN 66/R/B/W/T cement concrete.
-Taxiing operation procedures (refer to textual section for details).
-Runway 02L/20R is only used for aircraft Code D, E (wingspan from 36m (115') up to but not including 65m (213')) to taxi,
not allowed to use for take-off/ landing.

CAM RANH INTL
KHANH HOA, VIETNAM

Apt Elev 46' 21 AUG 20 10-9 CAM RANH INTL
N11 59.7 E109 13.1
CAM RANH Tower 118.2
109-12 109-13 109-14
Feet 0 1000 2000 3000 4000 5000
Meters 0 500 1000 1500
20R
01^W
197'60m
12-01 Stopway
12-01
19
9^
T2 Passenger
Terminal Elev 46'
20L
Y7 199^
Taxiways using for both civil
328'100m
and military flight operations:
W, Y5, Y6, Y7, W1, W3, W5, Civil W W7 G7
Stopway
Apron
W6, W7, G1, G3, G5, G7. Y6 E7
Taxiways using for military T1 Passenger
Elev 35'
1m
Terminal W6
flight operations: W4, E, E1,
8m
305
E3, E5, E7, Y3, Y4, D1, D2, D3,
304
D4, D5.
FOR PARKING
10,00 '
Control POSITIONS
0
W
0'
Tower
10,01
SEE 10-9A
Y5 W5
12-00 NDB 12-00
W G5
E5
ARP
Y4 E
Military W4
Apron
Y3 VOR
W D5
G3
E3 D4
W3
W E
Elev 20' D3
E Military
W1 G1 Apron
D2
11-59 11-59
197'60m E1 D1
Stopway All aircraft are required
00 2L to follow ATC instructions
strictly.
19^
Elev 15'
LEGEND
002R
19^ 328'100m
Unserviceable Stopway
Area
Closed For AIRPORT BRIEFING refer to 10-1P page
109-12 109-13 109-14
ADDITIONAL RUNWAY INFORMATION

USABLE LENGTHS
LANDING BEYOND
RWY Threshold Glide Slope TAKE-OFF WIDTH
02L 9183' 2799m 148'
RL SALS PAPI-L RVR
20R 45m
02R 9161' 2792m 148'

RL SALS PAPI-L RVR
20L 8931' 2722m 45m
TAKE-OFF
All Rwys
1 Take-Off Alternate Apt. Filed Take-Off Alternate Apt. not Filed
A
Available
B
800m Landing
C
Minimums
D
1 Take-off alternate aerodromes: Tan Son Nhat, Da Nang, Noi Bai and other appropriate aerodromes.
CHANGES: Notes, cultural features. | JEPPESEN, 2013, 2020. ALL RIGHTS RESERVED.

21 AUG 20 10-9A CAM RANH INTL
109-13.0 109-13.1 109-13.2 109-13.3 109-13.4 109-13.5
31
32
38 Y7
12-00.6 12-00.6
33
39 W7
T2 Passenger
Terminal 34
Y4
0
35 41
W
12-00.5 42 12-00.5
36
37 G7
T1 Passenger Y6
12-00.4 Terminal 51 12-00.4
52 W6 E7
53 Y
12-00.3 12-00.3
54
55
20L
R
64
2R/
20
65 56
2L/
W Y0
12-00.2 66 57 12-00.2
Y0
RW
Z 67 58
Control
RW
Tower 68 59 E
69 60 Y LEGEND
70 61 TAXI LANE
1 AIRCRAFT STANDS
12-00.1 71 62 12-00.1
UNSERVICEABLE
63
Z CLOSED
Y5 HOLDING
POSITION
109-13.0 109-13.1 W5 109-13.2 109-13.3
PARKING STAND COORDINATES

STAND No. COORDINATES
31 N12 00.8 E109 13.1
32 thru 34 N12 00.7 E109 13.1
35, 36 N12 00.6 E109 13.0
37 N12 00.5 E109 13.0
38 N12 00.7 E109 13.2
39 thru 41 N12 00.6 E109 13.2
42 N12 00.6 E109 13.1
51, 52 N12 00.5 E109 13.0
53, 54 N12 00.4 E109 13.0
55 thru 57 N12 00.3 E109 13.0
58 thru 61 N12 00.2 E109 13.0
62 N12 00.1 E109 13.0
63 N12 00.1 E109 12.9
64, 65 N12 00.3 E109 13.0
66 thru 68 N12 00.2 E109 13.0
69 N12 00.2 E109 12.9
70, 71 N12 00.1 E109 12.9
CHANGES: Taxiline Y adjusted. | JEPPESEN, 2019, 2020. ALL RIGHTS RESERVED.

12 JUN 20 10-9B CAM RANH INTL
SAFEDOCK VISUAL DOCKING GUIDANCE SYSTEM (VDGS)

AT CAM RANH INTL AIRPORT
1. INTRODUCTION
Operational procedure of the Visual Docking Guidance System (VDGS)
at Cam Ranh Intl Airport.
2. DESCRIPTION OF SYSTEM
VDGS provides both pilots with guidance for maneuvering the aircraft into
the gate to the correct centerline and stop-position under all operational
conditions.
A single cabinet houses a number of units: display (including LEDs),
a laser scanner, control and power units and it is installed at the
fixed gates in Terminals of Cam Ranh International Airport.
VDGS at Cam Ranh International Airport is Safedock type T3-9 (T-types),
available at stand 7 and 8.
Note: In order to avoid aircraft overshooting the stop-position, pilots are
requested to comply with limitations of speed during entry into stand using
VDGS as follows:
For T1 Terminal
Distance from stop-position of stand: 1 3-10m 10-20m 20m or greater
Taxi speed of aircraft: 2m/s 3m/s 4m/s
The maximum distance between the center of the nose wheel of aircraft and
the center of the stop-position of stand: +1m or -1m.
1 Within remaining distance, reduce speed and stop at stop-position of stand.
For T2 Terminal
Distance from stop-position of stand: 2 3-10m 10-20m 20m or greater
Taxi speed of aircraft: 1m/s 3m/s 4m/s
The maximum distance between the center of the nose wheel of aircraft and
the center of the stop-position of stand: +0.5m or -0.5m.
2 Within remaining distance, reduce speed and stop at stop-position of stand.
The unit is mounted 4-8m above ground and provides multiple functionality.
For example, clear pilot instructions, accurate aircraft identification and
tracking, as well as quick and easy access to this low maintenance unit.
3. SAFETY PROCEDURES
The Safedock has a built-in error detection program to inform the
aircraft pilot of impending dangers during the docking procedure.
WARNING: If the pilot is unsure of the information being shown on the
Safedock Display Unit, he must immediately stop the aircraft and obtain
further information for clearance.
WARNING: The pilot shall not enter the stand area, unless the docking
system first is showing the vertical running arrows. The pilot must not
proceed beyond the bridge, unless these arrows have been superseded
by the closing rate bar.
WARNING: The pilot shall not enter the stand area, unless the aircraft
type displayed is equal to the approaching aircraft. The correctness of
other information, such as "DOOR 2" shall also be checked.
The message "STOP SBU" means that docking has been interrupted and
has to be resumed only by manual guidance.
CHANGES: Notes. | JEPPESEN, 2015, 2020. ALL RIGHTS RESERVED.


12 JUN 20 10-9C CAM RANH INTL
4. DOCKING PROCEDURES
Pilot Information Operator's Information

Terminal
STOP DGS
DOCKING. OK
Closing Rate Info Too Far

6-50m
STOP
3m
STOP
12m
Latest accepted
B777 identification
Identification Failed
ID. OK ! ID. FAILED

Azimuth Guidance
Identification
Closing rate information,

100m azimuth guidance and
identification.
50-80m
B777
TRACKING
B777
CAUGHT
4.1 START OF DOCKING WAIT

The system is started by pressing one of the aircraft type
buttons on the operator panel. When the button has been
pressed, "WAIT" will be displayed.
4.2 CAPTURE
The floating arrows indicate that the system is activated B777
and in capture mode, searching for an approaching aircraft.
It shall be checked that the correct aircraft type is displayed.
The lead-in line shall be followed.
Note: The Pilot must not proceed beyond the bridge,
unless the arrows have been superseded by the closing
rate bar.
4.3 TRACKING
When the aircraft has been caught by the laser, the floating B777
arrow is replaced by the yellow centerline indicator.
A flashing red arrow indicates the direction to turn.
The vertical yellow arrow shows position in relation to the
centerline. This indicator gives correct position and azimuth
guidance.
CHANGES: Notes and figures. | JEPPESEN, 2015, 2020. ALL RIGHTS RESERVED.

12 JUN 20 10-9D CAM RANH INTL
B777
4.4 CLOSING RATE
When the aircraft is less than 12m from the stop position, the
closing rate is indicated by turning off one row of the
centerline symbol per half a meter of the distance, covered by the
aircraft toward the stop position of the stand.
10.0m
The picture illustrates the aircraft 10m from stop position,
slightly left of the center line. The red arrow indicates the
direction to steer.
4.5 ALIGNED TO CENTER B777

The aircraft is 8m from the stop position.
The absence of any direction arrow indicates an aircraft on
the centerline.
8.0m
4.6 SLOW DOWN (DECREASE SPEED) SLOW

If the aircraft is approaching faster than the accepted speed,
the system will show "SLOW DOWN" as a warning to the pilot.
DOWN
4.7 AZIMUTH GUIDANCE

B777 4.0m
The aircraft is 4m from the stop position.
The yellow arrow indicates an aircraft to the right
of the centerline, and the red flashing arrow
indicates the direction to turn.
4.8 STOP POSITION REACHED STOP

When the correct stop-position is reached, the display will
show "STOP" with red lights.
4.9 DOCKING COMPLETE

OK
When the aircraft has parked, "OK" will be displayed.
4.10 OVERSHOOT TOO

If the aircraft has overshot the stop-position, "TOO FAR"
will be displayed.
FAR

12 JUN 20 10-9E CAM RANH INTL
4.11 STOP SHORT STOP OK

If the aircraft is found standing still but has not
reached the intended stop-position, the message
"STOP OK" will be shown after a pre-configured time.
4.12 WAIT
If there is an object blocking the view toward the approaching
aircraft or the detected aircraft is lost during docking, close WAIT
to STOP, before 12 meters to STOP, the display will show
"WAIT". The docking will continue as soon as the blocking
object has disappeared or the system detects the aircraft again.
Note: The Pilot must not proceed beyond the bridge, unless the
arrows have been superseded by the closing rate bar.
4.13 BAD WEATHER CONDTION

B777
During heavy fog or rain, the visibility for the docking system can
be reduced. When the system is activated and in capture mode,
the display will disable the floating arrows and display "SLOW"
and the aircraft type.
As soon as the system detects the approaching aircraft, the
vertical closing-rate bar will appear.
Note: The Pilot must not proceed beyond the bridge, unless the SLOW
closing rate bar is shown.
4.14 AIRCRAFT VERIFICATION FAILURE
During entry into the stand, the aircraft
geometry is being checked. If, for any
reason, aircraft verification is not made 12
meters before the stop-position, the display STOP ID FAIL
will first show WAIT and make a second
verification check. If this fails "STOP" and
"ID FAIL" will be displayed. The text will
be alternating on the upper two rows of the
display.
Note: The Pilot must not proceed beyond the
bridge without manual guidance, unless the
"WAIT" message has been superseded by the
closing rate bar.
4.15 GATE BLOCKED
If an object is found blocking the approach
to gate/apron view from the Safedock to
the planned stop position for the aircraft, WAIT GATE BLOC
the docking procedure will be halted with a
"WAIT" and "GATE BLOCK" message. The
docking procedure will resume as soon as
the blocking object has been removed.
closing rate bar.
4.16 VIEW BLOCKED
If the view towards the approaching
aircraft is hindered, for instance by dirt on the
window, the Safedock will report a View
blocked condition.
WAIT VIEW BLOC
Once the system is able to see the aircraft,
the message will be replaced with a closing
rate display.
closing rate bar.

12 JUN 20 10-9F CAM RANH INTL
4.17 SBU-STOP
Any unrecoverable error during the docking procedure STOP SBU
will generate an SBU (safety back-up) condition.
The display will show the text "STOP SBU".
A manual backup procedure must be used for docking
guidance.
4.18 TOO FAST

If the aircraft approaches with a speed STOP TOO FAST
higher than the docking system can handle,
the message "STOP TOO FAST"
will be displayed.
The docking system must be re-started or
the docking procedure completed by
manual guidance.
4.19 EMERGENCY STOP STOP

When the emergency stop button is pressed, "STOP" is
displayed.
CHOC
4.20 CHOCKS ON
"CHOCKS ON" will be displayed when the ground staff has
put the chocks in front of the nose wheel and pressed the
"CHOCKS ON" button on the operator panel.
ON
ERR
4.21 ERROR
If a system error occurs, the message "ERROR" is displayed
with an error code. The code is used for maintenance
purposes and explained elsewhere.
4.22 SYSTEM BREAKDOWN

In case of a severe system failure, the display will go black,
except for a red stop indicator. A manual backup procedure
must be used for docking guidance.
4.23 POWER FAILURE

In case of a power failure, the display will be completely
black. A manual backup procedure must be used for docking
guidance.

CAM RANH INTL 27 DEC 19 11-1 ILS Z Rwy 02L
CAM RANH Approach 127.9 CAM RANH Tower 118.2
ILS Final ILS
ICR Apch Crs
D5.9 ICR DA(H) Apt Elev 46'
TM
Refer to
180^
2215'(2195')
BRIEFING STRIP
110.7 020^ Minimums Rwy 20'
MISSED APCH: Proceed to CR218, CR219, CR22~ at 4000' to join 7600 5500
holding pattern at CR22~ or follow ATC instructions.
360^
Alt Set: hPa Rwy Elev: 1 hPa Trans level: FL 100 Trans alt: 9000'
1. RNP1 (GNSS) required: For initial and missed approach segment.
2. Pilots should pay attention to avoid wrong runway by mistake. MSA ARP
1000 1000
1000
551'
CR219
MAXIMUM
3845' 11.8 4000
CR218
083^
15
00
30
574'
0
20 0 1598'
12-00
15
1000
154
.2
2507'
2388' D2.3
10
^
ICR 479'
ICR
1000 2000 ILS DME
[MI~2L]
2513' 020^ 110.7 ICR
20
00 D5.9 1000
020^
ICR 1509'
[FI~2L]
1^
656' (IF)
23
5
2064'
CR~22 CR22~ 00
00
D9.1 ICR 686' MANDATORY 40 11-50

20
807'
29 4000
1^
1000
1306'
1188' 7^ (IAF)
05
FT/METER CONVERSION
QNH 2323'
CR~21 MAX 230 KT
0
9000' - 2750m
5000' - 1500m
297
4000' - 1200m
50
0 0
^
2600' - 795m 117
2570' - 785m
2220' - 675m
3291' ^
MAX 230 KT
1000
3412'
0
100
00
3000 109-10 109-20 109-30

20
5
CR~21
5000' 297 ^
CR~22 D5.9 ICR
D9.1 ICR GS 2215'
[FI~2L]
2600' 020 D2.3 ICR
2570'
^ 2220' [MI~2L]
020^
TCH 54'
8.0 3.2 3.6 2.2 Rwy 20'

17.0 0
Gnd speed-Kts 70 90 100 120 140 160 SALS
GS 3.50^ 434 557 619 743 867 991
CR218 CR22~
MAP at D2.3 ICR or
PAPI
CR219
FAF to MAP 3.6 3:05 2:24 2:10 1:48 1:33 1:21
4000'
STRAIGHT-IN LANDING RWY 02L .CEILING.REQUIRED. CIRCLE-TO-LAND
DA(H)
A: 315'(295')ILS C: 335'(315') LOC (GS out) Not Authorized West of Rwy
B: 325'(305') D: 345'(325') MDA(H) 860'(840') Max
FULL ALS out ALS out Kts MDA(H) CEIL-VIS
CEIL-VIS CEIL-VIS
A 100
B
330'-1400m 860'- 3800m
135
1320'(1274')1320'-4000m
PANS OPS
C 350'-1600m 860'- 4000m 180 1810'(1764')1320'-5000m

D 370'-1600m 860'- 4400m 205 1810'(1764')1810'-5000m
CHANGES: Altitudes, QNH table, minimums. | JEPPESEN, 2017, 2019. ALL RIGHTS RESERVED.

CAM RANH INTL 27 DEC 19 11-2 ILS Y Rwy 02L
ILS Final ILS
ICR Apch Crs
TM
2215'(2195') Refer to
180^
110.7 020^ Rwy 20'
BRIEFING STRIP
Minimums
MISSED APCH: Intercept R-020 CRA VOR, climb to 4000', turn
7600 5500
RIGHT to CRA at 7500', join holding pattern or follow ATC
instructions.
360^
1. VOR/DME, FMS are required. 2. Air operators ensure that pilot shall be trained in
simulator (SIM) and report result to CAAV before operating flight. 3. CAAV will check
SIM training (for the first time) for each aircraft type. 4. ATC shall confirm pilot to be MSA CRA VOR
qualified with this procedure on radio frequency. 5. Do not descend below the altitudes
that are indicated at the SDF (Step Down Fixes). 6. Do not descend below 6500' when
passing R-221 CRA VOR. 7. Pilots should pay attention to avoid wrong runway by mistake.
3000
2000
184^
3000
4652' 020^
004^
20
4000 574'
12-00
1598'
3000
5000 00
3000
5355' 400
3000 2000
10 20
00
D2.2 MHA
0 1000 2388' ICR 7500
(IAF3) [ML~2L]
479'(IAF1)
D23.0 CRA
[D255W]
CRA
CAM RANH
15
2513' D5.9 D
116.5 CRA
ICR
(R-255 CRA) ILS DME ICR
7500
255^ 020^ 110.7 ICR [FI~2L] 1000
1509'
2000
. D7.4 ICR
.W15
2000
656' [CI~2L] MISSED APCH FIX

00
2 1.
10
10
D11.3
^
020
11-50 3000 ICR
0 D
0 1306' [D2~~K]
400 MHA
184^
D13.4
M
7500
ICR
E
4760'
CRA
CAM RANH
004^
7^ [D2~~M]
Ar
00 2963' 116.5 CRA

10
22
184^
D15.5 3156'
c
194^
(IAF2) MANDATORY
200
ICR
C
5
D23.0 [D2~~P] 7500

RA
3310'
CRA (IF)
3000
[D227W] D19.0 ICR 3412' 1102'

CAT C & D
(R-227 CRA)
A &ABT
D19.5 CRA2703' FT/METER CONVERSION

^
7500 QNH
C
[D2~~T]
1^
020
9000' - 2750m
5900
22
[D221U]1 7500' - 2300m

D19.5 D19.5 6500' - 2000m
0
1 At or above 6500' 1719' 5900' - 1790m

^
CRA
11-40
.
206
CRA
W2
4800' - 1450m
10 594' 4100' - 1250m
2000 00
. 591'
1909'
4000' - 1200m
3400' - 1050m
2220' - 675m
975'
1168' 1000
108-50 109-00 1000 109-10 109-20
5
D19.5 D19.5 2 2220'

CAT A & B
194^ VOR7500'
CRA CRA
CAT C & D 184^
5900'
5900' D7.4 D5.9
D19.0 020^ ICR ICR D2.2
ICR
ICR D15.5 D13.4 [CI~2L] [FI~2L]
[ML~2L]
[D2~~T] ICR
D11.3 2220' GS 2215'
[D2~~P] ICR
4800' [D2~~M] ICR
[D2~~K] 2 020^ TCH 54'
4100'
3.5 2.1 2.13400' 3.9 1.5 3.7 Rwy 20'
2.1
Gnd speed-Kts 70 90 100 120 140 160 SALS CRA
GS 3.50^ 434 557 619 743 867 991
4000' 7500' CRA
PAPI 116.5
MAP at D2.2 ICR or
R-020 RT 116.5
FAF to MAP 3.7 3:10 2:28 2:13 1:51 1:35 1:23
ILS LOC (GS out)
DA(H)
A: 315'(295') C: 335'(315') Not Authorized West of Rwy
B: 325'(305') D: 345'(325') MDA(H) 830'(810') Max
CEIL-VIS CEIL-VIS
A 100
PANS OPS
B
330'-1400m
860'- 3800m 135
1320'(1274')1320'-4000m
C 350'-1600m 180
D 370'-1600m
1810'(1764')1810'-5000m
860'- 4000m 205
CHANGES: Altitudes, QNH box, minimums. | JEPPESEN, 2017, 2019. ALL RIGHTS RESERVED.

CAM RANH INTL 29 NOV 19 11-3 .Eff.5.Dec. ILS X Rwy 02L
ILS Final ILS
ICR Apch Crs
TM
180^
Refer to
2215'(2195')
BRIEFING STRIP
360^
RNP1 (GNSS) required for initial and missed approach segment.
1. This chart is used for aircraft approach again from CR22~. 2. Pilots should pay attention
to avoid wrong runway by mistake. MSA ARP
1000
551'
1000
CR219
MAXIMUM
11.8 4000
3845' CR218
083^
2000
15
3000
574'
12-00
1598'
15
1000
154
.2
2388'
10
D2.3
^
479'
ICR
2000 [MI~2L] ILS DME
1000
2513' 020^ 110.7 ICR
00 D5.9 1509'
20
020^
20 [CR~23]
00
1000 1^
23
656' (IAF)
5
2064'
(IF) CR22~
CR~22 MANDATORY 00
11-50 D9.1
686'
4000 40
1306' 1188'
297 15.8 1^
00 8. 0 ^ CR~21 05
30 0
0
10
2323' 259^ MAX 230 KT
FT/METER CONVERSION
0
00
QNH
20
00 9000' - 2750m
20 4000' - 1200m
3291' 2610' - 795m
2220' - 675m
3412' 1000
3000 109-10 109-20 109-30

5
CR~22 D5.9
D9.1 [CR~23]
GS 2215'
2610' 020^ D2.3
2220' [MI~2L]
020^
TCH 54'
3.2 3.6 2.2 Rwy 20'

9.0 0
GS 3.50^ 434 557 619 743 867 991
CR218
PAPI
MAP at D2.3 or
FAF to MAP 3.6 3:05 2:24 2:10 1:48 1:33 1:21
DA(H)
A: 316'(296')ILS C: 335'(315') LOC (GS out) Not Authorized West of Rwy
B: 326'(306') D: 345'(325') MDA(H) 860'(840') Max
CEIL-VIS CEIL-VIS
A 100
B
330'-1400m 860'- 3800m
135
1320'(1274')1320'-4000m
PANS OPS
C 350'-1600m 860'- 4000m 180 1810'(1764')1320'-5000m

D 370'-1600m 860'- 4400m 205 1810'(1764')1810'-5000m
CHANGES: Altitudes, heights, visibilities. | JEPPESEN, 2019. ALL RIGHTS RESERVED.

CAM RANH INTL 29 NOV 19 11-4 .Eff.5.Dec. ILS Z Rwy 02R
CAM RANH Approach CAM RANH Tower
127.9 118.2
ILS
TM
ILS Final
180^
D5.9 DA(H) Apt Elev 46'
BRIEFING STRIP
ICX Apch Crs

Refer to
111.9 020^ 2215'(2200') Minimums Rwy 15'
7600 5500
MISSED APCH: Direct to CR818, CR219, CR22~ at 4000' to join
360^
RNP1 (GNSS) required for initial and missed approach segments.
Pilots should pay attention to avoid wrong runway by mistake. MSA ARP
1000
551'
CR219
CR818 11.1 MAXIMUM
3845' 4000
089^
15
00
00
10
30
000 574'
12-00 2
1598'
15
1000
154
.2
2507'
2388' D1.6
10
^
[MA~2R] 479'
ICX
2000 ILS DME
2000 1000
2513' 020^ 111.9 ICX
00 D5.9
20
020^
1509'
[FF~2R]
1000 1^
656'
23
5
2064'
1000
(IF) CR22~ 00
11-50 CR822 686' MANDATORY 40
4000
2000 1188'
(SM
7. 8
297 1^
3000
1306'
A
25 ^
(IAF)
CR~21 MAX 230 KT
05
2323' 40
' ) 5000
0
FT/METER CONVERSION
QNH
297
9000' - 2750m 3114'
50
0 0
^
5000' - 1500m 3310' 117
4000' - 1200m ^
0
2610' - 795m
00
200
0
30
2540' - 775m MAX 230 KT

100
2220' - 675m
1900' - 580m 109-10 109-20 109-30
5
D5.9 CR822
GS 2215'
[FF~2R]
D1.6 2610'
[MA~2R] 2220' 020^
020^ 1900'
TCH 54'
Rwy 15' 1.5 4.3 3.1
0 8.9
GS 3.50^ 434 557 619 743 867 991
CR818
PAPI
MAP at D1.6 or
FAF to MAP 4.3 3:41 2:52 2:35 2:09 1:51 1:37
STRAIGHT-IN LANDING RWY 02R .CEILING.REQUIRED. CIRCLE-TO-LAND
ILS LOC (GS out)
DA(H)
A: 330'(315') C: 350'(335') Not Authorized West of Rwy
B: 340'(325') D: 360'(345') MDA(H) 530'(515') Max
CEIL-VIS CEIL-VIS
A 330'-1300m 100
B
330'-1200m
135
1320'(1274')1280'-4000m
330'-1400m
510'- 2800m
PANS OPS
C 350'-1400m 180
350'-1200m 1810'(1764')1780'-5000m
D 350'-1500m 205
CHANGES: New procedure. | JEPPESEN, 2019. ALL RIGHTS RESERVED.


CAM RANH INTL 27 DEC 19 11-5 ILS Y Rwy 02R
ILS Final ILS
D9.0 ICX DA(H) Apt Elev 46'
ICX Apch Crs
TM
3445'(3430') Refer to
BRIEFING STRIP
180^
MISSED APCH: Intercept R-020 CRA VOR, climb to 4000', turn RIGHT
to CRA VOR at 7500', join holding pattern or follow ATC
instructions. 7600 5500
360^
1. VOR/DME, FMS are required. 2. Air operator shall ensure that pilot shall be trained in
simulator (SIM) and report result to CAAV before operating flight. (Pilots who have
completed SIM training for the special flight procedure of Rwy 02L are only required to
be updated and understand well this procedure) 3. CAAV will check SIM training (for the
MSA CRA VOR
first time) for each aircraft type. 4. ATC shall confirm pilot to be qualified with this
procedure on radio frequency. 5. Do not descend below the altitude that are indicated at
the SDF (Step Down Fixes). 6. Pilots should pay attention to avoid wrong runway by
mistake.
184^
4652' MHA 7500
0
00 020^
300
30
004^
4000 1000 574'
12-00 (IAF 1)
1598'
3000
5000
(IAF 3)
5355'
40
3000
00
2000
2388'
200
0
D2.2 ICX
[ML~RY]
D
479'
CRA
CAM RANH
116.5 CRA
15
D23.0 00
10 00 2513' 1000
CRA 20
D5.3
ICX
[D255W] ICX
255^
ILS DME 1000
7500 [53LOC]
020^ 111.9 ICX
20
1509'
00
. 656' MISSED APCH FIX
.W15
10
D9.0
^
1000 ICX
020
2000
21
[FI~RY] 686'
11-50 3000
0 MHA
1306'
DM
400
184^
7500
D12.3 ICX 1522' 1188'
CRA
CAM RANH
E
184^
004^
116.5 CRA
194^
4760' [CI~2R]
A
00
rc
MANDATORY
20
5
7^
(IAF 2) RA D13.9 ICX 7500

C
22
D23.0 [IC14A]
A &ATB
CAT C & D
CRA
C
[D227W]
00
(IF) 3412' 1102'

30
020^
7500 D18.8 ICX FT/METER CONVERSION

3291'
1^
QNH
D19.5 CRA
22
9000' - 2750m
[D221U]1 [D2~~T] 7500' - 2300m
0
D19.5 D19.5 6500' - 2000m

^
1 At or above 6500'
210
CRA 5900' - 1800m
2.
11-40 CRA 4400' - 1350m
594' 591'
.W
4000' - 1200m
2000 3450' - 1050m
1719'
2000' - 600m
0 1909'
100 975'
108-50 109-00 1168' 1000 109-10 109-20
5
D18.8 ICX D19.5 CAT A & B

194^ VOR7500'
D19.5CRA CRA
CAT C & D 184^
[D2~~T] 5900'
5900' D9.0 ICX D2.2
4400' 020^ [FI~RY]
D5.3 ICX ICX
GS 3445' [ML~RY]
4000' [53LOC]
D13.9 D12.3 02 0^
ICX 3450' TCH 54'
[IC14A] ICX
[CI~2R] 2000'
4.9 1.6 3.3 3.7 3.1 Rwy 15'
2.1
Gnd speed-Kts 70 90 100 120 140 160 SALS CRA
3.50^ 434 557 619 743 867 991 PAPI
4000' CRA
GS
on 116.5
LOC Descent Angle 3.59^ 445 572 635 762 889 1017
R-020 RT 116.5
MAP at D2.2 ICX or FAF to MAP 6.8 5:50 4:32 4:05 3:24 2:55 2:33
STRAIGHT-IN LANDING
ILS
RWY 02R .CEILING.REQUIRED. CIRCLE-TO-LAND
A: 344'(329') C: 363'(348') LOC (GS out) Not Authorized West of Rwy
DA(H)
B: 353'(338') D: 373'(358') MDA(H) 830'(815') Max
CEIL-VIS CEIL-VIS
PANS OPS
A 100
B
350'-1600m 830'- 3700m 135
1320'(1274')1320'-4000m
C 830'- 4000m 180 1810'(1764')1320'-5000m
D 380'-1800m 205 1810'(1764')1810'-5000m
830'- 4400m
CHANGES: Altitudes, QNH box. | JEPPESEN, 2019. ALL RIGHTS RESERVED.

CAM RANH INTL 27 DEC 19 11-6 ILS X Rwy 02R
ILS Final ILS
ICX Apch Crs
TM
180^
Refer to
2215'(2200')
BRIEFING STRIP
MISSED APCH: Direct to CR818, CR219, CR22~ at 4000' to join 7600 5500
360^
1. This procedure is used for aircraft conducting missed approach from CR22~.
1000
551'
1000
CR219
CR818 MAXIMUM
20
11.1
00
4000
3845'
089^
15
3000
574'
12-00
1598'
10
15
0
20 0
154
00
.2
D1.6
10
^
2388' [MA~2R] 479'
ICX
ILS DME
2513' 020^ 111.9 ICX
D5.9
020^
2000 1509'
200 [FF~2R]
0
1000 1^
656' (IAF)
23
5
2064' CR22~
00
(IF)
MANDATORY
11-50 CR822 686'
4000 40
1306' 1188'
297 15.8 1^
7. 8 ^ 05
3000
2323' 259^ MAX 230 KT
00
00
0
10
20
00 CR~21 FT/METER CONVERSION

20 QNH
3291' 9000' - 2750m
3412' 4000' - 1200m
2600' - 795m
2220' - 675m
3000 109-10 109-20 109-30 1900' - 580m
5
CR822 D5.9
[FF~2R]
GS 2215'
2600' 020 D1.6
^ 2220' [MA~2R]
020^
1900'
TCH 54'
3.1 4.3 1.5 Rwy 15'

8.9 0
GS 3.50^ 434 557 619 743 867 991
CR818
PAPI
MAP at D1.6 or
FAF to MAP 4.3 3:41 2:52 2:35 2:09 1:51 1:37
STRAIGHT-IN LANDING RWY 02R
ILS
.CEILING.REQUIRED. CIRCLE-TO-LAND

DA(H)
B: 340'(325') D: 360'(345') MDA(H) 530'(515') Max
CEIL-VIS CEIL-VIS
A 330'-1300m 100
B
330'- 1200m
135
1320'(1274')1280'-4000m
330'-1400m
PANS OPS
510'- 2800m
C 350'-1400m 180
350'- 1200m 1810'(1764')1780'-5000m
D 350'-1500m 205
CHANGES: Altitudes, QNH box, minimums. | JEPPESEN, 2019. ALL RIGHTS RESERVED.

CAM RANH INTL 27 DEC 19 11-7 ILS Z Rwy 20L
127.9 118.2
ILS
TM
LOC Final
ICA Apch Crs D6.6 ICA DA(H) Apt Elev 46'
BRIEFING STRIP
180^
110.3 200^ 2133'(2098') Refer to
Minimums Rwy 35'
MISSED APCH: Maintain present heading until passing 1500', MAX 7600 5500
210 KT, turn LEFT to intercept CRA VOR R-120 to D21.6/R-120
CRA VOR at 3000'. Join holding pattern at CR223 or follow
360^
ATC instructions.
Alt Set: hPa Rwy Elev: 1 hPa Trans level: FL 100 Trans alt: 9000' MSA CRA VOR
Pilots should pay attention to avoid wrong runway by mistake.
2238' KARAN 1096' FT/METER CONVERSION
1690' D39.3 CRA
QNH
00 2000 22.8 9000' - 2750m
10 FL100 176^
00 7500' - 2300m
10 715' 6000' - 1850m
20
(IAF 2)
14 .5
012^
3300' - 990m
D16.5 DME 3000' - 900m
715' CRA
6000 Arc CRA 2140' - 650m
1581' 1760' - 540m
356^
1000 [D356Q] 1500' - 450m

(IF)
2000
3000
D12.5
CRA 1358'
Mountain 3209', on 353^
[CF2~L]
15
distance 9.1NM. 100

0
^
3209' 548'
D12.5
200
12-10
3
20 000
CRA
00
2000
D12.5
CRA
D6.6
B
1000 ICA
0
A&
[FF2~L]
0
10
40
551'
ICA
CAT
ILS DME
200^ 110.3 ICA
D
^
&
Missed Approach Transition is used

3 ^ 0 27
4653' D2.0
C
for holding aircraft at CR223 D21.6/R-120

T
CA
(IAF 1) ICA
CRA CAM RANH [MA2~L] CRA VOR. Proceed to CRA VOR at 7500'
D and commence ILS Z Rwy 20L procedure.
116.5 CRA
5
4000
04
12-00 574'
^
1598' 0 0
1 Missed
207
10 120
27 ^
Approach
1
00
2388' ^ 21 Transition
75
.6
200^ 0
300
3
479' 7 00
MAX 210 KT 50 ^ MISSED NOT
0
0
0 APCH FIX TO SCALE
3353'
MANDATORY
2513'
1000 3000 12
0^
2000 2000 1509'
2589' 656'
CR223
D21.6 CRA
MANDATORY 30
109-00 109-10 109-20 3000 0^ 109-30
5
VOR 027^ CAT A & B

7500' D12.5 CRA
043^ CAT C & D
D6.6 ICA 3300'
GS 2133'
D2.0 ICA
[MA2~L] 2140' 200^
D12.5 CRA
TCH 50'
200^[FF2~L]
1760' [CF2~L]
MDA
Rwy 35' 1.8 4.6 5.2

GS 3.00^ 372 478 531 637 743 849 maintain
present
1500'
PAPI
MAP at D2.0 ICA or heading
FAF to MAP 4.6 3:57 3:04 2:46 2:18 1:58 1:43
STRAIGHT-IN LANDING RWY 20L
ILS .CEILING.REQUIRED. CIRCLE-TO-LAND
DA(H)
B: 377'(342') D: 396'(361') MDA(H) 660'(625') Max
CEIL-VIS CEIL-VIS
A 380'- 1600m 100
PANS OPS
B
380'- 1600m
380'- 1700m 135
920'(874') 920'-4500m
660'- 3200m
C 400'- 1800m 180 1250'(1204')1250'-5000m
D 420'- 1800m 205 2630'(2584')2630'-6000m

CAM RANH INTL 27 DEC 19 11-8 ILS Y Rwy 20L
127.9 118.2
TM
ILS Final ILS

BRIEFING STRIP
ICA Apch Crs

180^
Refer to
110.3 200^ 2133'(2098') Minimums Rwy 35'
MISSED APCH: Direct to CR295, CR222, CR223 at 4000' to join

7600 5500
holding pattern or follow ATC instructions.
Minimum climb gradient of 4.5% until reaching 4000'.
360^
Pilots should pay attention to avoid wrong runway by mistake. MSA ARP
1690' 2238' 1096'
199^
MAX 230 KT
00 2000
10 00 1000
10
0
715'
289^
40 0
(IAF 2)
60 0 CR2~2
715' 0
019^
MAX 230 KT
109^ 4000
9.7
19.73^
15
(IAF 3)
4 1358'
CR2~9 109^ 1581'
(IF)
6000
CR293 110^
3209' 290^
200^
12-10 6.9 MAX 230 KT

548'
3000 500
3000 0
10
00 (IAF 1)
2000
20 290^
1000 CR2~1
D6.6 5000
551' [FF2~L]
ICA
ILS DME
1000
4653'
200^ 110.3 ICA
5
D2.0 109-30
[MA2~L]
3000
4000 574' MISSED APCH FIX
00
12-00 20
109-00
1598' CR223
00 MANDATORY
10 200 4000
FT/METER CONVERSION 0 157
0
QNH
9.9
^
9000' - 2750m 2388' 479'
6000' - 1850m
068^
337
5000' - 1500m CR295

2000
4000' - 1200m
2000 CR222
^
3100' - 950m 1000

2140' - 650m MHA 4000
00
2030' - 620m 1509'

10
109-10 109-20 MAX 230 KT

2000' - 600m
5
D6.6 CR293
[FF2~L]
GS 2133'
3100'
D2.0
[MA2~L] 2140' 200^
200^ 2030'
TCH 50'
Rwy 35' 1.8 4.6 4.5
0 10.9
GS 3.00^ 372 478 531 637 743 849
CR295
PAPI
MAP at D2.0 or
FAF to MAP 4.6 3:57 3:04 2:46 2:18 1:58 1:43
DA(H)
A: 367'(332')ILS C: 387'(352') LOC (GS out)
B: 377'(342') D: 396'(361') MDA(H) 660'(625')
FULL ALS out ALS out
CEIL-VIS CEIL-VIS
A 350'-1600m
350'-1600m
B 350'-1700m
PANS OPS
630'- 3200m NOT AUTHORIZED

C
370'-1800m
D


CAM RANH INTL
29 NOV 19 11-9 .Eff.5.Dec. ILS X Rwy 20L
127.9 118.2
ILS Final ILS
TM

BRIEFING STRIP
ICA Apch Crs

2133'(2098') Refer to
110.3 200^ Rwy 35'
180^
Minimums
holding pattern or follow ATC instructions. 7600 5500
Minimum climb gradient of 4.5% until reaching 4000'.
360^
1. This procedure is used for aircraft conducting missed approach from CR223.
FT/METER CONVERSION
(IF) 1358' QNH
2136' CR293 9000' - 2750m
3209' 4000' - 1200m
12-10
548'
290^ 6.9 3120' - 950m
3000 2140' - 650m
200^ CR2~1
15
0 2030' - 620m
00 2000' - 600m
2 2000
1000 D6.6
[FF2~L]
551'
10
3845'
3000
0
D2.0
[MA2~L]
ICAILS DME
200^ 110.3 ICA
12-00 20000 1598' 574'
10
00 337^
5
10 2 0 00
2507'
2388' 479'
MISSED APCH FIX
CR295
2000
CR223 1000
MANDATORY
21.
157
4000 1509'
0
1
^
9.9
068^
337
11-50
CR222 686' (IAF)
^
0 1188'
MHA 4000 10
0 CR223
MAX 230 KT 109-10 109-20 109-30 4000
5
D6.6 CR293
[FF2~L]
GS 2133'
3120'
D2.0
[MA2~L] 2140' 200^
200^ 2030'
TCH 50'
Rwy 35' 1.8 4.6 4.5

GS 3.00^ 372 478 531 637 743 849
CR295
PAPI
MAP at D2.0 or
FAF to MAP 4.6 3:57 3:04 2:46 2:18 1:58 1:43
ILS
A: 367'(332') C: 387'(352') LOC (GS out)

DA(H)
B: 377'(342') D: 396'(361') MDA(H) 660'(625')
FULL CEIL-VIS
ALS out CEIL-VIS
ALS out
A 350'-1600m
350'-1600m
B 350'-1700m
PANS OPS
630'- 3200m NOT AUTHORIZED

C
370'-1800m
D


CAM RANH INTL 27 DEC 19 12-1 RNP Z Rwy 02L
127.9 118.2
TM
Final CR~23 LNAV

BRIEFING STRIP
Apt Elev 46'

Apch Crs MDA(H)
180^
RNAV
020^ 2140' (2120') 600' (580') Rwy 20'
360^
RNP Apch Pilots should pay attention to avoid wrong runway by mistake. MSA ARP
RECOMMENDED
ALTITUDES
551' DIST
20 CR219 to THR ALTITUDE
00 1000
30 MAXIMUM
00 FAF 2140'
11.8 4000
CR218 4.3 1650'
083^ 3.2 1250'
15
2.2 860'
MAP 600'
574'
12-00
1598'
15
154
2507'
.2
2388'
10
^
2000 MR~2L 479'
1000
2513'
00
20
020^
1000
1509'
CR~23 1^
656'
23
5
548'
(IF) 600' 686' CR22~ 00
11-50 CR~22 40
4000
1306' 807' 297
8. 0 (IAF)
1^
1188'(S
M A ^ CR~21 05
200 000
2323' 25 MAX 230 KT

7 0) 5000
3
0
297 FT/METER CONVERSION

00
50 ^
10
QNH
0 0
117 9000' - 2750m
3291' ^ 5000' - 1500m
4000' - 1200m
3412' MAX 230 KT 2600' - 795m
1000
2570' - 785m
00
3000 109-10 109-20 109-30 2140' - 655m

20
1890' - 580m
5
CR~22
2600' 020 CR~23
^ 2140' 3.4 MR~2L
3^
1890'
MDA TCH 54'
3.3 4.3 1.4 Rwy 20'

9.0 5.7 1.4 0
Descent Angle 3.43^ 425 546 607 728 850 971
CR218
PAPI
MAP at MR~2L or
CR~23 to MR~2L 4.3 3:41 2:52 2:35 2:09 1:51 1:37
STRAIGHT-IN LANDING RWY 02L.CEILING.REQUIRED. CIRCLE-TO-LAND
LNAV
MDA(H) 600'(580')
ALS out
CEIL-VIS
A
600'- 2600m
B
PANS OPS
NOT AUTHORIZED
C 600'- 3400m
D 600'- 4000m
CHANGES: Altitudes, QNH box, transition, visibility. | JEPPESEN, 2017, 2019. ALL RIGHTS RESERVED.

CAM RANH INTL 27 DEC 19 12-2 RNP Y Rwy 02L
127.9 118.2
TM
Final CR~23 LNAV

BRIEFING STRIP
Apt Elev 46'

Apch Crs MDA(H)
180^
RNAV
020^ 2140' (2120') 600' (580') Rwy 20'
360^
1. Pilots should pay attention to avoid wrong runway by mistake.
RNP Apch MSA ARP
2. This procedure is used for aircraft approaching from CR22~.
RECOMMENDED
ALTITUDES
551' DIST
20 CR219 to THR ALTITUDE
00 1000
30 MAXIMUM
00 FAF 2140'
11.8 4000
CR218 4.3 1650'
083^ 3.2 1250'
15
2.2 860'
MAP 600'
574'
12-00
1598'
15
1000
154
.2
2507'
2388'
10
^
2000 MR~2L 479'
1000
2513'
00
020^
20
1509'
CR~23 1^
1000
656' (IAF)
23
5
548' CR22~
100
0 (IF) 600' 686' 4000 00
11-50 CR~22 297 40
1306' 807' ^ 15.8 1^
1188' 8. 0
05
259^
20 000
2323' MAX 230 KT

3
00
0
00
CR~21 FT/METER CONVERSION

10
QNH
3291'
9000' - 2750m
3412' 4000' - 1200m
20 1000
2600' - 795m
00
2140' - 655m
3000 109-10 109-20 109-30 1890' - 580m
5
CR~22
2600' 02 CR~23
0^
2140' 3.4
3^ MR~2L
1890'
MDA TCH 54'
3.3 4.3 1.4 Rwy 20'

9.0 5.7 1.4 0
Descent Angle 3.43^ 425 546 607 728 850 971
CR218
PAPI
MAP at MR~2L or
CR~23 to MR~2L 4.3 3:41 2:52 2:35 2:09 1:51 1:37
STRAIGHT-IN LANDING RWY 02L.CEILING.REQUIRED. CIRCLE-TO-LAND
LNAV
MDA(H) 600'(580')
ALS out
CEIL-VIS
A
600'- 2600m
B
PANS OPS
NOT AUTHORIZED
C 600'- 3400m
D 600'- 4000m

CAM RANH INTL 29 NOV 19 12-3 .Eff.5.Dec. RNP Z Rwy 02R
127.9 118.2
TM
Final LNAV
BRIEFING STRIP
CR823 Apt Elev 46'
180^
RNAV Apch Crs MDA(H)
020^ 2140' (2125') 530'(515') Rwy 15'
360^
RNP Apch
MSA ARP
20
FT/METER CONVERSION
551' QNH
9000' - 2750m
CR818 11.1 CR219 5000' - 1500m
MAXIMUM 4000' - 1200m
089^ 4000 2610' - 795m
2540' - 773m
2000
2140' - 650m
00
15
1900' - 578m
10
574'
12-00
1598'
RW~2R
15
2388'
154
.2
479'
10
100
^
0
0
CR823
200
1509'
020^
656' 1^
548' 23
5
(IF) 600' 686' CR22~ 00

11-50 CR822 40
297 MANDATORY 1^
1306'
807' 1188' (SM
^
7. 8
(IAF)
4000 05
A CR~21
2323' 25 5000 MAX 230 KT
40
0
)
0
10 0
297
00 00
30 2
^
0
50
0 0
3291'
117
^ MAX 230 KT
3412'
109-10 109-20 109-30 109-40

5
DIST to THR CR823 4.3 3.2 2.2 1.2

ALTITUDE 2140' 1670' 1270' 870' 530'
CR822
2610' 020^ CR823
2140'
3.4
RW~2R
1900' 9^
MDA TCH 54'
3.3 5.6 Rwy 15'

8.9 5.6 0
Descent Angle 3.49^ 432 556 618 741 865 988
CR818
PAPI
MAP at RW~2R or
CR823 to RW~2R 5.6 4:48 3:44 3:22 2:48 2:24 2:06
LNAV
MDA(H) 530'(515')
ALS out
CEIL-VIS
A
510'- 2100m
B
PANS OPS
NOT AUTHORIZED
C 510'- 2300m 510'- 2400m
D 510'- 2500m 510'- 2800m


CAM RANH INTL 29 NOV 19 12-4 .Eff.5.Dec. RNP Y Rwy 02R
127.9 118.2
TM
Final LNAV
CR823 Apt Elev 46'
BRIEFING STRIP
Apch Crs MDA(H)
180^
RNAV
020^ 2140' (2125') 530'(515') Rwy 15'
360^
RNP Apch
1. This procedure is used for aircraft conducting missed approach from CR22~ MSA ARP
20
FT/METER CONVERSION
QNH
1000 551' 9000' - 2750m
4000' - 1200m
1000
20 CR818 11.1 CR219 2610' - 795m
2140' - 650m
00
MAXIMUM 1900' - 578m
089^ 4000
15
2995'
574'
12-00
1598'
RW~2R
15
2388'
10
154
.2
00 479'
20 (IAF)
^
1000
2513' CR22~
CR823 MANDATORY
00
4000
20
0 0 1509'
10
020^
656' 1^
23
5
548'
(IF) 600' 686' 00
11-50 CR822 40
15.8
1306' 297 1^
807' 1188'
^ 7. 8 259^ 05
2323' MAX 230 KT
00
0
10
00 0
30 200
CR~21
3291'
3412'
109-10 109-20 109-30 109-40
5
DIST to THR CR823 4.3 3.2 2.2 1.2

ALTITUDE 2140' 1670' 1270' 870' 530'
CR822
2610' 020^ CR823
2140'
3.4
RW~2R
1900' 9^
MDA TCH 54'
3.3 5.6 Rwy 15'

8.9 5.6 0
Descent Angle 3.49^ 432 556 618 741 865 988
CR818
PAPI
MAP at RW~2R or
CR823 to RW~2R 5.6 4:48 3:44 3:22 2:48 2:24 2:06
LNAV
MDA(H) 530'(515')
ALS out
CEIL-VIS
A
510'- 2100m
B
PANS OPS
NOT AUTHORIZED
C 510'- 2300m 510'- 2400m
D 510'- 2500m 510'- 2800m

MISSED APCH CLIMB

VVCR/CXR GRADIENT MIM 4.5% JEPPESEN KHANH HOA, VIETNAM
CAM RANH INTL 29 NOV 19 12-5 .Eff.5.Dec. RNP Z Rwy 20L
180^
Final LNAV
CR294 Apt Elev 46'
Apch Crs MDA(H)
TM
RNAV
200^ 2140' (2105') 530' (495')
BRIEFING STRIP
Rwy 35'
7600 5500
360^
RNP Apch MSA ARP
1690' 2238' 1096' FT/METER CONVERSION
199^
MAX 230 KT QNH
00
10 9000' - 2750m
0
MAX 230 KT 715' 6000' - 1850m
289^
400
(IAF2)
5000' - 1500m
20
CR2~2
019^
600 4000' - 1200m
715' 0 4000 3120' - 950m
109^ 2140' - 650m
9.7 2030' - 617m
197^
4 .3
2000' - 600m
(IAF3) 1581'
CR2~9
109^ 10
1358'
00
3645' 6000
(IF)
110^
15
3209' CR293
12-10 290^ 6.9
200^
00
548' 500
0
30
20
00
1000 (IAF1) MAX 230 KT
2000
1000
CR294 CR2~1 290^
5000
551'
10
4653'
00
RW2~L
40 574'
5
12-00
3000 1598'
2388'
10 0
479'
MISSED APCH FIX
NOT TO SCALE
CR223
15
0 MANDATORY
2513' CR295 4000
7^
0
3353'
400
2000
00
0
9.9
33
20 1509'
2000
068^
7^
1000
656' MAX 230 KT
109-00 109-10 600' CR222 109-30

686'
5
CR293
CR294 200^ 3120'
2140'
RW2~L ^
3.00 2030'
TCH 50' MDA
Rwy 35' 6.5 4.4

0 6.5 10.9
Descent Angle 3.00^ 372 478 531 637 743 849 PAPI
CR295
MAP at RW2~L or
CR294 to RW2~L 6.5 5:34 4:20 3:54 3:15 2:47 2:26
Missed apch climb gradient mim 4.5%
LNAV
MDA(H) 530'(495')
CEIL-VIS
ALS out
A
500'- 2400m
B
PANS OPS
NOT AUTHORIZED
C 500'- 2800m
D 500'- 3000m
MISSED APCH CLIMB

CAM RANH INTL 29 NOV 19 12-6 .Eff.05.Dec. RNP Y Rwy 20L
Final LNAV
CR294 Apt Elev 46'
Apch Crs MDA(H)
TM
RNAV
180^
200^ 2140' (2105') 530' (495')
BRIEFING STRIP
Rwy 35'
MISSED APCH: Direct to CR295, CR222, CR223 at 4000' to join 7600 5500
360^
RNP Apch
1. This procedure is used for aircraft conducting missed approach from CR223. MSA ARP
(IF) QNH
2136' 9000' - 2750m
12-10 3209' CR293 290^ 6.9 4000' - 1200m
200^
3000 548' CR2~1 3120' - 950m
2140' - 650m
20
00 1000 2030' - 617m

20 2000 2000' - 600m
2000
1000
551'
CR294
337^
300
0
3845'
15
RW2~L
574'
12-00
1598'
21.
10
1
2388'
479'
10 0
0
2513' CR295
2000
00
20 1509'
5
656'
(IAF)
1188' 686' CR223

11-50 MANDATORY 157^
1306' 4000
40
0
2323'
00
0
9.9
100
337^
068^
00
00
20
00
30
20 3000
0
100
3291'
CR222 MAX 230 KT
3412'109-10 109-20 109-30
5
CR293
CR294 200^ 3120'
2140'
RW2~L ^
3.00 2030'
TCH 50' MDA
Rwy 35' 6.5 4.4

0 6.5 10.9
Descent Angle 3.00^ 372 478 531 637 743 849
CR295
PAPI
MAP at RW2~L or
CR294 to RW2~L 6.5 5:34 4:20 3:54 3:15 2:47 2:26
LNAV
MDA(H) 530'(495')
CEIL-VIS
ALS out
A
PANS OPS
500'- 2400m
B
NOT AUTHORIZED
C 500'- 2800m
D 500'- 3000m
MISSED APCH CLIMB

CAM RANH INTL 27 DEC 19 12-7 RNP Z Rwy 20R
180^
Final LNAV
CR2~4 Apt Elev 46'
Apch Crs MDA(H)
TM
RNAV
BRIEFING STRIP
200^ 2140' (2094) 610' (564') Rwy 46'

5500
7600
MISSED APCH: Proceed to CR2~5, CR222, CR223 at 4000' to join
360^
RNP Apch Pilots should pay attention to avoid wrong runway by mistake. MSA ARP
1000
199^
2000 RECOMMENDED
1000
109-10 MAX 230 KT 109-30
00 ALTITUDES
MAX 230 KT 10
715'
0
DIST
289^
400
(IAF2) ALTITUDE
to THR
600 CR2~2
0
019^
715' FAF 2140'
109^ 4000 5.4 1820'
4.3
4.3 1470'
199^
10 (IAF3) 9.6
00
1581' 3.2 1130'
CR2~9 1358' 2.2 790'
20
6000 109^
00
1.6 600'
1000
2136'
3209'
(IF)
110^
CR2~3 290^ 7.0
12-10
15
200^
3000 548' 500
20
00 (IAF1)
0
1000 MAX 230 KT
CR2~1 290^
5000
551'
CR2~4
10
3845'
30
00 RW2~R
0 574'
2 0
0 12-00
0 1598'
10 0
5
2388'
479'
1000 100
0
2513' CR2~5
MISSED APCH FIX
15
2000 NOT TO SCALE CR223

7^
0
400
FT/METER CONVERSION 1509' 4000

2000 QNH
0
1000
33
656'
9000' - 2750m
7^
6000' - 1850m
2064'
5000' - 1500m 9.9
068^
4000' - 1200m
686' MAX 230 KT
3100' - 950m 1188'
2140' - 1000
650m
11-50
2000' - 600m1306' 1000 CR222
5
CR2~3
CR2~4 2140' 200^ 3100'
RW2~R ^
3.00 2140'
TCH 50' MDA
Rwy 46' 6.4 4.3

0 6.4 10.7
Descent Angle 3.00^ 372 478 531 637 743 849 CR2~5
PAPI
MAP at RW2~R or
CR2~4 to RW2~R 6.4 5:29 4:16 3:50 3:12 2:45 2:24
LNAV
MDA(H) 610'(564')
CEIL-VIS
ALS out
A
610'- 2400m
B
PANS OPS
NOT AUTHORIZED
C 610'- 3400m
D 610'- 4000m
CHANGES: Altitudes, QNH box. | JEPPESEN, 2017, 2019. ALL RIGHTS RESERVED.
MISSED APCH CLIMB

CAM RANH INTL 27 DEC 19 12-8 RNP Y Rwy 20R
180^
Final LNAV
Apch Crs
CR2~4 MDA(H)
Apt Elev 46'
TM
RNAV
200^ 2140' (2094') 610' (564')
BRIEFING STRIP
Rwy 46'
7600 5500
MISSED APCH: Proceed to CR2~5, CR222, CR223 at 4000' to join
360^
RNP Apch
2. This procedure is used for aircraft approaching from CR223.
100
1533' 1358' RECOMMENDED

ALTITUDES
0
(IF) DIST
2136' ALTITUDE
12-10 3209' CR2~3 290^ to THR
7.0
CR2~1 FAF 2140'
200^
3000 548'
5.4 1820'
20
00 4.3 1470'
20 2000
2000 3.2 1130'
1000
2.2 790'
551'
CR2~4 1.6 600'
337^
300
0
3845'
15
RW2~R
574'
12-00
1598'
21.
10
1
2388'
479'
100
0
2513' CR2~5
2000
00
20 1509'
5
20 0
656'
100
0
(IAF)
686'
11-50 1188' CR223 157^
1306' 1000 4000
3000
40
0
2000 2323'
00
9.9
337^
FT/METER CONVERSION
QNH
3000
068^
9000' - 2750m
4000' - 1200m 3291'
3100' - 950m
CR222 MAX 230 KT
2140' - 650m 3412'
2000' - 600m
109-10 109-20 109-30
5
CR2~3
CR2~4 2140' 200^ 3100'
RW2~R ^
3.00 2140'
TCH 50' MDA
Rwy 46' 6.4 4.3

0 6.4 10.7
Descent Angle 3.00^ 372 478 531 637 743 849
CR2~5
PAPI
MAP at RW2~R or
CR2~4 to RW2~R 6.4 5:29 4:16 3:50 3:12 2:45 2:24
LNAV
MDA(H) 610'(564')
CEIL-VIS
ALS out
A
PANS OPS
610'- 2400m
B
NOT AUTHORIZED
C 610'- 3400m
D 610'- 4000m

CAM RANH INTL 27 DEC 19 13-1 CAT A & B VOR Rwy 02L
127.9 118.2
TM
VOR Final D8.0 MDA(H) Apt Elev 46'

BRIEFING STRIP
CRA Apch Crs
180^
116.5 023^ 3000'(2980') 830'(810') Rwy 20'
MISSED APCH: Climb and maintain present heading to CRA VOR then
7600 5500
intercept R-023 CRA VOR outbound. At 2600', turn RIGHT to CRA VOR
climbing to 5300' and hold or follow ATC instructions.
360^
1. Air operators ensure that pilot shall be trained in simulator and report result to
CAAV before operating flight. 2. CAAV will check simulator training (for the first
time) for each aircraft type. 3. ATC shall confirm pilot to be qualified with this MSA CRA VOR
procedure on radio frequency. 4. Final approach track is 3^ offset from the West of
Rwy 20L centerline. 5. Pilots should pay attention to avoid wrong runway by mistake.
20 1000 FT/METER CONVERSION
00
023^
30 QNH
0
10
0
9000' - 2750m
3845' 5300' - 1610m
3000' - 900m
2600' - 800m
(IAF) 187^
D
CRA
CAM RANH
116.5 CRA 5300
3000
574'
007^ 12-00
1598'
5
Mountain 2822', on 203^ distance 14.2 NM.

2000 1000
2507' Mountain 3114', on 196^ distance 14.8 NM.
2388' D2.5
2000 479'
1000
187^
2000
2513'
^
023
0
2000 1509'
1000
20
656' D8.0
00
2064' D8.0 1 Bank angle 25^

1
2 2 In any case, the turn track is not
10 1188' 686' to exceed 10 NM from CRA VOR.
NM 11-50
CRA
1109' 109-10 VO R 109-20
5
CRA DME 7.0 6.0 5.0 4.0 3.0

ALTITUDE 2580' 2190' 1800' 1400' 1010'
VOR
D8.0 5300'
187^
2 Within
10 NM 3000' D2.5
of 023^ 3.72^
CRA VOR TCH 54'
5.5 1.9 Rwy 20'
Gnd speed-Kts 70 90 100 120 140 160

Descent Angle 3.72^ 461 593 658 790 922 1053
SALS 2600' Present CRA
PAPI on
MAP at D2.5 or Hdg 116.5
FAF to MAP 5.5 4:43 3:40 3:18 2:45 2:21 2:04
Not Authorized West of Rwy

MDA(H) 830' (810') Max
CEIL-VIS
ALS out Kts MDA(H) CEIL-VIS
A 100
990'- 3200m 920'(874') 1320'- 4000m
B 135
PANS OPS
C C
NA NA
D D
CHANGES: Altitudes, QNH box, visibility. | JEPPESEN, 2017, 2019. ALL RIGHTS RESERVED.

CAM RANH INTL 27 DEC 19 13-2 CAT C VOR Rwy 02L
127.9 118.2
TM
VOR Final
D8.0 MDA(H) Apt Elev 46'
BRIEFING STRIP
CRA Apch Crs
180^
116.5 023^ 2800'(2780') 830'(810') Rwy 20'
MISSED APCH: Climb and maintain present heading to CRA VOR then
7600 5500
intercept R-023 CRA VOR outbound. At 2600', turn RIGHT to CRA VOR
climbing to 5300' and hold or follow ATC instructions.
360^
1. Air operators ensure that pilot shall be trained in simulator and report result to
CAAV before operating flight. 2. CAAV will check simulator training (for the first MSA CRA VOR
time) for each aircraft type. 3. ATC shall confirm pilot to be qualified with this
procedure on radio frequency. 4. Final approach track is 3^ offset from the West of
Rwy 20L centerline. 5. MAX 165 KT for base turn.
023^
30 QNH
00
10
20 9000' - 2750m
0 0 5300' - 1610m
3845'
2800' - 850m
2600' - 800m
(IAF) 187^
D
CRA
CAM RANH
116.5 CRA 5300
3000
574'
007^ 12-00
1598'
5
2000 1000
187^
2507'
2388' D2.7
[MA~2L]
2000 479'
1000 Mountain 2822', on 203^ distance 14.2 NM.

20

00
2513'
^
Pilots should pay attention to avoid wrong

023
0
runway by mistake.
2000
1509'
D8.0 1000
20
656'
00
[FF~2L]
2064' D8.0
1 1 Bank angle 25^
2 2 In any case, the turn track is not
10 1188' 686' to exceed 10 NM from CRA VOR.
NM 11-50
CRA
109-10 VO R 109-20
1109'
5
CRA DME 7.0 6.0 5.0 4.0 3.0

ALTITUDE 2580' 2190' 1800' 1400' 1010'
3 Rate of descent 1200'/min VOR

D8.0 3 187^ 5300'
Within
4.8 NM
2 10 NM 2800' to MA~2L D2.7
of 3.4 [MA~2L]
CRA VOR 023^ 9^
D8.0 TCH 54'
[FF~2L]
5.3 2.1 Rwy 20'
Gnd speed-Kts 70 90 100 120 140 160

Descent Angle 3.49^ 432 556 618 741 865 988
SALS 2600' Present CRA
PAPI on
MAP at D2.7 or Hdg 116.5
FAF to MAP 5.3 4:33 3:32 3:11 2:39 2:16 1:59
Not Authorized West of Rwy
MDA(H) 830' (810') Max
CEIL-VIS
A A
NA NA
B B
PANS OPS
C 1320'- 4500m 180 1250'(1204') 1320'- 5000m
D NA D NA
CHANGES: Trans altitude, QNH box. | JEPPESEN, 2017, 2019. ALL RIGHTS RESERVED.

CAM RANH INTL 27 DEC 19 13-3 VOR Y Rwy 20L
127.9 118.2
TM
VOR Final
D7.3 MDA(H) Apt Elev 46'
CRA Apch Crs
BRIEFING STRIP
180^
116.5 200^ 2140'(2105') 660'(625') Rwy 35'
MISSED APCH: Maintain present heading until passing 2000', turn 7600 5500
LEFT to intercept CRA VOR R-120 to D.21.6/R-120 at 3000'. Join
360^
holding pattern at CR223 or follow ATC instructions.
1. DME required. 2. Final track is parallel from the right of center line. 3. Pilots should MSA CRA VOR
pay attention to avoid wrong runway by mistake.
1690' 2238' KARAN 1096' FT/METER CONVERSION
D39.3 22.8 QNH
00 FL100 9000' - 2750m
10 176^ 7500' - 2300m
012^
(IAF 2) 715'
20
6000' - 1850m
D16.5 3300' - 990m
715' 6000 1581'
3000' - 900m
[D356Q] 2140' - 650m
00
356^
1000 14.5 D ME 1358'

10 2000' - 600m
200
0 Arc 1760' - 535m
300
0 (IF)
D12.5
15
D12.5
200^
[CF2~L]
12-10 3209'
548'
3000
40 D12.5
B
00
2000
A&
2000
D7.3
CAT
10
[FS2~L]
551' Mountain 3209', on 353^
D
distance 9.1 NM.

&
3^ 7^
TC
4653'
04 02
CA
(IAF 1) D2.8 1 Missed Approach Transition is used for

holding aircraft at CR223. Proceed to
CRA
CAM RANH [MS2~L]
D CRA VOR at 7500' for VOR Y Rwy 20L.
116.5 CRA
5
4000 574'
12-00
1598'
^
1000 120
20 7
7^
1
00
2388' ^
200^ 02
2
301.6
75
30 479' 75 0^ MISSED NOT

0
00 1000
3353' 2513' 00 APCH FIX TO SCALE
MANDATORY
00 MAX 210KT 3000 1
20
20
1509' ^
2000
2589' 656'
CR223
D21.6
MANDATORY 30
109-00 109-10 109-20 3000 0^ 109-30
5
VOR 027^
CAT A & B
7500' 043^ CAT C & D
D12.5
D7.3 3300'
[FS2~L]
D2.8
[MS2~L] 3.00^ 2140' 200^
D12.5
1760' [CF2~L]
TCH 50'
MDA
Rwy 35' 1.9 4.5 5.2

Descent Angle 3.00^ 372 478 531 637 743 849
PAPI
2000' on Present 3000'
hdg
MAP at D2.8 or
LT
FAF to MAP 4.5 3:51 3:00 2:42 2:15 1:56 1:41
MDA(H) 660' (625') Not Authorized West of Airport
Max
CEILING-VISIBILITY
A 100
920'(874')
PANS-OPS
B 135 920'- 4500m
C 660'- 3200m 180 1250'(1204') 1250'- 5000m

D 205 2630'(2584') 2630'- 6000m

CAM RANH INTL 27 DEC 19 13-4 VOR Z Rwy 20R
VOR Final D7.8 MDA(H)
CRA Apch Crs Apt Elev 46'
TM
2240'(2194') 660'(614')
BRIEFING STRIP
116.5 196^
180^
Rwy 46'
MISSED APCH: Maintain present heading until passing 2000', turn

LEFT to intercept CRA VOR R-120 to D21.6/R-120 CRA VOR at 7600 5500
4000', join holding pattern at CR223 or follow ATC instructions.
360^
RNP 1 (GNSS) for initial approach
1. DME required. 2. The final apch track offset 4^ to the right of extended Rwy 20R MSA CRA VOR
centerline. 3. Pilots should pay attention to avoid wrong runway by mistake.
1644' 2238' FT/METER CONVERSION
199^
1000 00 10 QNH
10 00 9000' - 2750m
(IAF 2) 715'
MHA 289^ 6000' - 1850m
6000 CR2~2 MHA 5000' - 1500m
20
019^
4000 4000
4000' - 1200m
715' 109^ 3000' - 920m
210 4.3
1000 2240' - 685m
016^
^
8.8 2000' - 600m
2000 (IAF 3)
3000 CR2~9
109^ 1358' 1760' - 535m
6000 (IF) 1581'

1000
KETNO 110^
15
3209'
12-10 290^ 7.8
1 96^
D11.8 548'
3000 MHA
5000
400
2000 (IAF 1)
2000
D7.8 290^
0
1000 CR2~1
[FF2~R] 5000
551'
10
Mountain 3209', on 353^

distance 9.1 NM.
4653'
D2.8
4000
[MA2~R] D
CRA
CAM RANH
116.5 CRA
5
12-00 574'
1598'
1000
2388'
479' MISSED
CR APCH FIX
30 0
120 A
196^
0 1000
3353' 2513' 11
6.5 ^
0
00
20 1509'
15
2000
CR223
7^
656'
40
D21.6
00
MANDATORY
33
NOT 4000
109-00 109-10 600' 686' 109-20
7^
TO SCALE
5
VOR KETNO
D11.8
D7.8 3000'
196^
[FF2~R]
D2.8 2240'
[MA2~R] 3.00^
TCH 50' 1760'

MDA
Rwy 46' 1.8 5.0 4.0
0 10.8
Descent Angle 3.00^ 372 478 531 637 743 849 2000' on Present 3000'
PAPI hdg
MAP at D2.8 or
LT
FAF to MAP 5.0 4:17 3:20 3:00 2:30 2:09 1:53
Max
CEILING-VISIBILITY
A 100
B
660'- 3200m 920'(874') 920'- 4500m
PANS-OPS
135
C 660'- 3400m 180 1250'(1204') 1250'- 5000m
D 660'- 4000m 205 2630'(2584') 2630'- 6000m


CAM RANH INTL 27 DEC 19 13-5 VOR Y Rwy 20R
127.9 118.2
TM
VOR Final D7.8 MDA(H) Apt Elev 46'

CRA Apch Crs
BRIEFING STRIP
180^
116.5 197^ 2250'(2204') 660'(614') Rwy 46'
MISSED APCH: Maintain present heading until passing 2000', turn 7600 5500
LEFT to intercept CRA VOR R-120 to D21.6/R-120 CRA VOR at
360^
1. DME required. 2. The final apch track offset 3^ to the right of extended Rwy 20R MSA CRA VOR
1690' 2238' KARAN 1096' FT/METER CONVERSION
D39.3 QNH
22.8
1000
1000
FL100 9000' - 2750m
(IAF 2) 176^ 715' 7500' - 2300m
20
6000' - 1850m
D16.5 14.5 3300' - 990m
715' 6000 DM E 3000' - 900m
[D356Q] Arc 1286'1581' 2250' - 685m
356^
1000
2000' - 600m
2000 Mountain 3209', on 353^ 009^ 1760' - 535m
30 distance 9.1 NM. (IF)
00
D12.5 1358'
15
[CS2~R]
D12.5
197^
1000
12-10 3209'
548'
3000 D12.5
B
40
A&
2000
00
D7.8
CAT
1000
[FS2~R]
10
551'
D
&
^
TC
040 024
4653' Missed approach transition is used

CA
(IAF 1) D2.8 for holding aircratf at CR223, proceed
CRA
CAM RANH [MS2~R] to CRA VOR at 7500' for VOR Y Rwy 20R.
^
D
116.5 CRA
5
4000 574'
12-00
1598' 1 Missed
Approach
204^
1000 120 Transition

4^
00
2388' ^ 1
197^ 02
2
3010.6
75
479'
300
^ MISSED NOT
0
0 1000
2513' APCH FIX TO SCALE
3353' MANDATORY
3000 12
MAX 210KT 0^
2000 2000 1509'
2589' 656'
CR223
D21.6
MANDATORY 30
109-00 109-10 109-20 3000 0^ 109-30
5
VOR 024^
CAT A & B
7500' 040^ CAT C & D
D12.5
D7.8 3300'
[FS2~R]
D2.8
[MS2~R] 3.00^ 2250' 197^
D12.5
1760' [CS2~R]
TCH 50'
MDA
Rwy 46' 1.8 5.0 4.7

Descent Angle 3.00^ 372 478 531 637 743 849 2000' Present 3000'
PAPI on hdg
MAP at D2.8 or
LT
FAF to MAP 5.0 4:17 3:20 3:00 2:30 2:09 1:53
Max
CEILING-VISIBILITY
A 100
660'- 3200m 920'(874')
PANS-OPS
B 135 920'- 4500m
C 660'- 3400m 180 1250'(1204') 1250'- 5000m

D 660'- 4000m 205 2630'(2584') 2630'- 6000m

CAM RANH INTL 27 DEC 19 13-6 VOR X Rwy 20R
VOR Final D7.8 MDA(H)
CRA Apch Crs Apt Elev 46'
TM
2240'(2194') 660'(614')
BRIEFING STRIP
116.5 196^
180^
Rwy 46'
MISSED APCH: Maintain present heading until passing 2000', turn

LEFT to intercept CRA VOR R-120 to D21.6/R-120 CRA VOR at 7600 5500
360^
RNP 1 (GNSS) for initial approach segment.
MSA CRA VOR
1. DME required. 2. The final apch track offset 4^ to the right of extended Rwy 20R
4. This procedure is used for aircraft approaching from CR223.
0
10 0 00 FT/METER CONVERSION
10 QNH
715'
9000' - 2750m
20
4000' - 1200m
715' 3000' - 920m
2240' - 685m
1000 2000' - 600m
1000
0 1760' - 535m
200 1581' 1358'
3000
(IF) 1000
1000 Mountain 3209', on 353^
KETNO
15
3209' distance 9.1 NM.

12-10 290^ 7.8
1 96^
D11.8 548'
3000
40
00
2000 CR2~1
1000 D7.8
[FF2~R]
551'
10
4653'
21.
D2.8
1
4000
[MA2~R] D
CRA
CAM RANH
116.5 CRA 337^
5
12-00 574'
1598'
1000
2388'
0 479' MISSED
20 0 CR APCH FIX
30 0
120 A
196^
0 1000 NOT TO SCALE

3353' 2513' 11
6.5 ^
0
MAX 230 KT
2000 1509' (IAF)
15
2000
CR223
7^
656'
40
D21.6
4000
00
33
(MANDATORY 4000
109-00 109-10 600' 686' 109-20
7^
for Missed Apch)

5
KETNO
VOR D11.8
D7.8 3000'
196^
[FF2~R]
D2.8 2240'
[MA2~R] 3.00^
TCH 50' 1760'

MDA
Rwy 46' 1.8 5.0 4.0
0 10.8
Descent Angle 3.00^ 372 478 531 637 743 849 2000' Present 4000'
PAPI on hdg
MAP at D2.8 or
LT
FAF to MAP 5.0 4:17 3:20 3:00 2:30 2:09 1:53
Max
CEILING-VISIBILITY
A 100
B
660'- 3200m 920'(874') 920'- 4500m
PANS-OPS
135
C 660'- 3400m 180 1250'(1204') 1250'- 5000m
D 660'- 4000m 205 2630'(2584') 2630'- 6000m


CAM RANH INTL 27 DEC 19 16-1 CAT A & B NDB Rwy 20R
127.9 118.2
TM
NDB
BRIEFING STRIP
Final
MDA(H) Apt Elev 46'
180^
CR Apch Crs No FAF
414 206^ 1970'(1924') Rwy 46'
MISSED APCH: Climb to 3300' or above at CR NDB, then turn LEFT 7600 5500
proceed to the east, continue climbing to 5000', turn LEFT
to CR NDB at 6000' to join holding pattern or follow
360^
ATC instructions.
MSA CR NDB
1. Final track is 6^ offset from the east of centerline of Rwy 20R.
FT/METER CONVERSION
1000 1000
100 QNH
0
9000' - 2750m
10
548' 6000' - 1850m

3209' 5000' - 1500m
12-10 1INT 3300' - 1000m
3000 N12 08.8 2630' - 800m
E109 17.2
200
0 2000
^
10
00 100
206
0
551'
1 Aircraft equipped FMS can
check as reference only.
5
1000
20
0 0 (IAF) Mountain 2822', on 203^ distance 14.0NM.
CR
CAM RANH Mountain 2963', on 199^ distance 14.0NM.
Mountain 3114', on 196^ distance 15.0NM.
414 CR Pilots should pay attention to avoid
2995' landing on wrong Rwy by mistake.
1^
04
CRA
574'
0
D
CAM RANH
12-00 116.5 CRA
1598'
1^
22
1^
1000
04
00
2388'
60
2000 479'
1000
2000
1000 109-10 109-20
5
NDB
6000' 041^ 3300' Start turn at
3 Min
INT
206^ 2630'
Rwy 46'
SALS 3300' CR
or above
PAPI 414
MAP at MDA
MDA(H) 1970'(1924') Not Authorized West of Airport

Max
CEILING-VISIBILITY
A 100
B
1970'-6000m
135
2300' (2254') 2300'-6000m
C C
NA NA
D D
CHANGES: Altitudes, QNH box, MSA. | JEPPESEN, 2011, 2019. ALL RIGHTS RESERVED.

CAM RANH INTL 27 DEC 19 16-2 CAT C & D NDB Rwy 20R
127.9 118.2
TM
NDB
BRIEFING STRIP
Final
MDA(H) Apt Elev 46'
180^
CR Apch Crs No FAF
414 206^ 1970'(1924') Rwy 46'
MISSED APCH: Climb to 3300' or above at CR NDB, turn LEFT 7600 5500
proceed to the east, continue climbing to 5000', turn LEFT
to CR NDB at 6000' to join holding pattern or follow
360^
ATC instructions.
MSA CR NDB
1. Final track is 6^ offset from the east of centerline of Rwy 20R.
1000 1000
100
0
1 Aircraft equipped FMS can
10
548'
12-10 3209' 1INT check as reference only.
3000
N12 08.8
E109 17.2
2000
[FN2~R]
10
200
0
^
00 1000
206
MAX 220 KT for base turn.
[MN2~R]
551'
5
1000
20
00 (IAF) Mountain 2822', on 203^ distance 14.0NM.
2995'
CR
CAM RANH
414 CR
Pilots should pay attention to avoid
landing on wrong Rwy by mistake.
7^
04
CRA
0
D
CAM RANH
12-00 116.5 CRA 574'
1598'
7^
1000 10
00
04
7^
00
FT/METER CONVERSION
22
60
2388' QNH
9000' - 2750m
2000 479' 6000' - 1850m
5000' - 1500m
1000 3300' - 1000m
2000 109-10 109-20 2630' - 800m
5
NDB
6000' Start turn at
047^ 3300' 2 1/2 Min
INT MAX 220 KT

[FN2~R] for base turn.
[MN2~R]
3.00^ 206^ 2630'
TCH 50'
Rwy 46' 0.8 5.9 3.0
Gnd speed-Kts 70 90 100 120 140 160 SALS 3300' CR

Descent Angle 3.00^ 372 478 531 637 743 849 or above
PAPI
414
MAP at [MN2~R]
MDA(H) 1970'(1924') Not Authorized West of Airport

Max
CEILING-VISIBILITY
A A
NA NA
B B
C 180
1970'-6000m 2960' (2914') 2960'-6000m
D 205
CHANGES: Altitudes, QNH table, MSA. | JEPPESEN, 2011, 2019. ALL RIGHTS RESERVED.
Revision Letter For Cycle 03-2021
Page 1
Chart changes since cycle 02-2021

ADD = added chart, REV = revised chart, DEL = deleted chart.
ACT PROCEDURE IDENT INDEX REV DATE EFF DATE
KHANH HOA, (CAM RANH INTL - VVCR)

Terminal Chart Change Notices
Page 1 - Printed on 26 Mar 2021 jep=JEPPESEN
Notice: After 18 Feb 2021, 0000Z, this data may no longer be valid

TERMINAL CHART CHANGE NOTICES

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Trip Kit Index

Printed on 26 Mar 2021 jep=JEPPESEN

List of pages in this Trip Kit

Trip Kit Index

Airport Use: Public

Fuel Types: Jet A-1

Airport Use: Public

Fuel Types: Jet A-1

VVCR/CXR JEPPESEN KHANH HOA, VIETNAM

6.2 When there is no military flight operation:

CHANGES: Notes revised. | JEPPESEN, 2019, 2020. ALL RIGHTS RESERVED.

VVCR/CXR JEPPESEN KHANH HOA, VIETNAM

11-00 109-00 109-30

CAM RANH INTL

ANKIN 1A [ANKI1A], BANKE 1A [BANK1A]

Vertical restrictions are designed to provide obstacle

FL130 KIN 0 (IAF)

KHANH HOA, VIETNAM

11-30 109-00 109-30

Apt Elev 1. RNP 1 (GNSS) required.

BANKE 1C [BANK1C], COTUN 3B [COTU3B]

CONTOUR 355^ Vertical restrictions are designed to provide obstacle

all those restrictions unless they are specifically

7904 MHA FL110 277^ COTUN NITOM

CAM RANH INTL

KHANH HOA, VIETNAM

108-30 109-00 109-30

VVCR/CXR JEPPESEN KHANH HOA, VIETNAM

NHATA 1A (NHATA 1A) [NHAT1A]

RWY 02L/R, VOR Y RWY 20R or VOR Y, ILS Z RWY 20L.

VVCR/CXR JEPPESEN KHANH HOA, VIETNAM

NHATA 1B (NHATA 1B) [NHAT1B]

VVCR/CXR JEPPESEN KHANH HOA, VIETNAM

NHATA 1C (NHATA 1C) [NHAT1C]

ANKIN 1B [ANKI1B], BANKE 1B [BANK1B]

Vertical restrictions are designed to provide obstacle NITOM

These SIDs require the minimum climb gradients:

Gnd speed-KT 75 100 150 200 250 300

Lien Khuong THAKA 1A: 7.0% to FL140.

6.0% V/V (fpm) 456 608 911 1215 1519 1823

CAM RANH INTL

DALAT 1A (DALAT 1A) [DALA1A]

DALAT 1A, KARAN 1B

KHANH HOA, VIETNAM

Minimum climb gradients:

5.5% V/V (fpm) 418 557 835 1114 1392 1671

KARAN 1C (KARAN 1C) [KARA1C]

8000 At CRA VOR at or above 5100, intercept CRA R356

7600 NOT TO SCALE

CAM RANH INTL

DALAT 1B, NITOM 1B 5900

KARAN 1C: 5100

KHANH HOA, VIETNAM

CAM RANH INTL

After take-off, MAINTAIN runway heading, climb to

Intercept CR 226^ bearing to SUIDA at or above 7500.

DALAT 1C, KARAN 1E

KARAN 1D (KARAN 1D) [KARA1D]

KHANH HOA, VIETNAM