navtech legend

Revision: 201120Effective: 16 MAY 11Manual: EAG Customer Office K2Manual Code: K2Created: 18 MAY 11 15:47:57

ContentsPage Contents

16.1 Introduction

16.1 Navtech aerochart introduction 16.2 Common for Navtech charts 16.5 Different chart types

17.1 AERODROME

17.1 Communication area 17.1 Aerodrome data area 17.2 Chart area 17.5 Runway and lighting table 17.7 Take off minima

18.1 GROUND

18.1 Description 18.2 Symbols on GROUND charts

19.1 GENERAL

19.1 Description

20.1 AREA

20.1 Description

21.1 RADAR Minimum Altitudes

21.1 Description

22.1 SID / DEPARTURE / STAR / ARRIVAL

22.1 Description 22.1 Symbols on SID/DEPARTURE/STAR/ARRIVAL charts

23.1 Instrument Approach Chart (IAC)

23.1 Description 23.2 Chart designator 23.3 Communication area 23.3 Approach information area 23.4 Plan view 23.10 Profile view 23.12 DME / Time versus altitude tables 23.13 Minima area

24.1 Additional minima pages

24.1 Additional landing minima 24.2 Radar procedures

25.1 JAR OPS Aerodrome Operating Minima (AOM)

25.1 Landing minima 25.5 Take off minima 25.7-10 Open

25.11 EU OPS Subpart E - Aerodrome Operating Minima

25.11 General 25.13 Landing minima

26.1 Failed or downgraded equipment

26.1 Failed or downgraded equipment acc JAR OPS standard 26.2 Failed or downgraded equipment acc EU OPS standard 26.3 Failed or downgraded equipment acc USA standard

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Page 15.1 Navtech aerochart LEGEND25 NOV 09

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27.1 ICAO recommended airport equipment

27.1 Approach lighting system 27.2 U.S. standard approach lighting system 27.3 VASIS / PAPI / PLASI 27.5 Runway lights and threshold lights 27.6 Taxiway lights 27.7 Runway markings 27.9 Holding positions 27.10 Location, direction and destination signs 27.11 Visual docking guidance systems

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Navtech aerochart LEGENDPage 15.2 25 NOV 09

Change: New print

Navtech aerochart introductionThis LEGEND section is intended for interpretation of chart symbology and understanding of how the Navtech aerochart manual is built-up.

The manual contains general fl ight regulations and the route and aerodrome information needed for IFR operations.

The content is based on offi cial documentation ob-tained from aviation authorities (AIP, supplements, NOTAM etc) as well as rules and regulaions from ICAO and Civil Aviation Authorities.

Editions

Several editions of the manual are available, some covering a specifi c geographic area and some customized for a specifi c operator. Note that some chapters are not included in all manuals.

Revisions

The revision number is the same as the week number in the ISO Calendar. Remember to always enter manual holder´s signature on the record of revision page when inserting a new revision.

Revision Information Bulletin

A Revision Information Bulletin is issued when necessary to highlight enhancements of new sym-bology, or to explain other manual related matters.

Date of pages

To identify the validity of manual pages, all pages have a production date. In addition a “with effect date” is also printed when applicable.

Chart BULLETINS

Each manual contains BULLETINS corresponding to the geographical area of the manual. The manual BULLETINS normally contains permanent changes to the manual. In addition, some temporary informa-tion will be included. The manual BULLETINS shall be carefully studied in order to have an updated manual.

Times given in the manual

Hours of operation, service hours etc. are indicated in UTC. To obtain correct hours of operations during daylight saving time periods, adjust time given in UTC by -1hr.

Occasionally local times are used, and then time values are followed by the abbreviation LT.

Manual contents

The manual is divided into sections, separated by deviders as follows:

BULLETINS•

GENERAL•

ABBREVIATIONS•

LEGENDS•

AERODROME INFORMATION (ADI)•

RULES AND REGULATIONS•

COMMUNICATIONS•

METEOROLOGY•

NAVIGATIONAL PROCEDURES•

OPERATIONAL / COMPANY INFORMATION•

GROSS WEIGHT CHART (GWC)•

ROUTE BRIEFING•

EMERGENCY SECURITY•

AERODROME CHARTS *•

AERODROME »

GROUND »

GENERAL »

AREA / RADAR »

SID / DEPARTURE »

STAR / ARRIVAL »

INSTRUMENT APPROACH CHART (IAC) »

ADDITIONAL LANDING MINIMA »

RADAR PROCEDURES »

JAR OPS MINIMA »

EN ROUTE CHART (ENC)•

*The AERODROME CHARTS section is arranged countrywise in alphabetical order. Within each country the aerodromes are arranged in alphabeti-cal order by the name of the associated city.

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INTRODUCTION

Common for Navtech aerochartsInformation outside chart frame

Following information is given outside the chart frame:

Chart number and production date. Chart number is a combination of a serial number and a page number (see Chart numbering).

Effective date, when applicable.

Chart designator.

Country, city, aerodrome name and ICAO/IATA codes.

Changes made in the chart since last issue.

Reverse side blank (when back page is empty).

Copyright and administrative code.

Procedure design criteria. On IACs only.

Tab with page number (right side on front page and left side on back page).

RNAV (GNSS) RWY 1130 SEP 06

PAN

S O

PS

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50 - 5WEF 10 OCT 06 Sweden - ESSL / LPI

Saab LINKOPING

50 -

5

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Change: Tab with page number.

COMMON FOR ALL CHARTS

1

2

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4

5

6

7

8

9

9

3

2 1 4

8

7

6

5

Chart numbering

Charts are numbered with a combination of a serial number and a page number. The serial number defines different types of charts as follows:

The serial number is followed by an individual page number, where an odd number is front page and an even number is back page.

Occasionally the page number can be extended by one figure, in order to place a new chart in to an existing chart series.

Chart number is also presented in a tab along the right (front page) or left (back page) side of the chart.

Temporary charts

When temporary procedures or other temporary condi-tions require a chart issue, limited in time, the following applies:

The letter “T” is added after the page number.•

The chart designator is extended with the suffix • “TEMPO”.

The right edge of a front page and left edge of a • back page have grey stripes.

When applicable, a text box with data about the • temporary conditions is added, inside the chart frame.

Presentation

All tracks are magnetic tracks unless otherwise specified (e.g. when heading the prefix HDG is used • and when true track the suffix T is used).

Hours of operation and service hours are shown in UTC.•

Distances normally in nautical miles. Shorter distances (e.g. runway dimensions, taxiway width) in • metres and feet. Distances used for minima: see under MINIMA.

Elevations and altitudes in feet/MSL.•

Serial number Chart type

4 VISUAL

5 AERODROME BRIEFING CARD

10 AERODROME, GROUND and GENERAL

20 AREA and RADAR

30 SID and DEPARTURE

40 STAR and ARRIVAL

50 Instrument Approach Charts (IAC)

51 Additional Landing Minima and Radar Procedures

21 SEP 0630 - 121 SEP 0630 - 2

21 SEP 0630 - 2 - 121 SEP 0630 - 2 - 2

TEMPO PROCEDUREValid until 05 FEB 08

50 -

1

30 - 2

ILS Y RWY 36 TEMPO21 SEP 0650 - 1T

Austria - LOWW / VIE

Schwechat WIEN

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Emergency frequency 121.5

Normally not shown. Only shown when it is the only frequency available.

Scale

All charts are drawn to scale as far as possible. When a chart is not drawn to scale this is indicated below the frequency area.

When part of a chart is not drawn to scale this is marked with a dashed line.

When a singel track is not to scale this is indicated with a distortion symbol.

Geographical north

Usually charts are oriented towards geographic north. When this is not possible, or when not suitable for other reasons, the direction of geographical north is shown.

Restricted areas

On IACs all restricted areas are shown (coloured red). On SIDs, STARs and AREA charts areas penetrated by routes will be shown (coloured black). On other charts restricted areas are omitted.

Inside or close by the restricted area following information will be given: Designator - Name of area - Vertical limit - Activity hours - Additional info.

FIR, TMA and political borders

FIR boundary symbol with ICAO 4 letter code.

TMA boundary symbol with TMA name, airspace class and upper/lower limits.

Political border symbol with country name.

Communication functions and frequencies

All charts (except GENERAL) shows relevant functions and frequencies, applicable to the respective type of chart. Placement is always at the top of the chart, inside the frame.

Callsign for the function in front of the function. When next function in sequense (the function to the right) has the same callsign, the callsign is omitted.

A “(D)” after a function indicates that datalink is available for that function.

TL 40 AD Elev 232 Chart not to scale

Scale distorted

N

P805TortillasFL120

Riga FIR EVRR

Tallin FIR EETT

SwedenNorway

D123Danger120008-24

Malmo TMA (C)FL954500

ATIS (D)123.775115.15

Langen RAD133.775128.55

118.3TWRGND

121.9 North

118.3 South

Dusseldorf DLV121.775 118.3

GROUND Overview

17 MAY 0610 - 4 Germany - EDDL / DUS

DUSSELDORF

ATIS (D)122.95112.2

128.2124.55

129.05132.475

119.4123.8

121.2 113.0115.5

119.8Wien APP RAD TWRDIR GND

121.6

10 OCT 0650 - 4 Austria - LOWW / VIE

Schwechat WIENILS RWY 11

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Different chart typesFollowing chart types in this order are used to depict an aerodrome and its procedures:

Not all aerodromes have all chart types but the chart types AERODROME and IAC are always issued for an aerodrome. Other chart types are issued as applicable (e.g. when there are no official departure or outbound procedures, no SID or DEPARTURE will be issued).

Serial number

Chart type Brief description

10

AERODROMEcontains information on the runway system and ground manou-vering areas, lighting facilities and take off minima.

GROUNDcomprises details of parking stands, taxiway system, traffic blocks, intersection take off positions etc. which cannot be shown on the AERODROME chart.

GENERALcontains information on local regulations for the aerodrome, such as noise abatement, preferential runway system, taxi restrictions etc.

20AREA

depicting inbound-, outbound- and/or transit routes not covered in Enroute Charts (ENC).

RADAR shows official radar minimum altitudes within specific areas.

30 SID or DEPARTUREdescribes official SIDs or outbound routes in graphic and textual form.

40 STAR or ARRIVALdescribes official STARs or inbound routes in graphic form, normally without text description.

50Instrument Approach

Charts (IAC)describes official instrument approach procedures in graphic form.

51

Additional Landing Minima

is used when the space on IACs is not sufficient.

Radar Proceduresis used to depict PAR and/or SRA minima without a specific procedure description (no drawn procedure).

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CHART TYPES

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AERODROMEThe chart is divided in to five different areas of information:

Communication area x

Aerodrome data area x

Chart area x

Runway and Lighting table x

Take off minima area x

Communication areaThe communication area shows relevant functions, and their frequencies, most likely to be used when operating on the ground.

Aerodrome data areaThe aerodrome data area shows aerodrome elevation, reference point coordinates, rescue and fire fighting category and aerodrome operating hours.

AD Elev 147 ARP: N51 16.9 E006 45.4 RFF: CAT 9 AD HR: H24

ATIS (D)123.775115.15

Langen RAD133.775128.55

118.3TWRGND

121.9 North

118.3 South

Dusseldorf DLV121.775 118.3

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AERODROME

Geographical coordinates

Scale bar

Magnetic variation

Built up area

Water area

Bridge

Road (with or without prominent lighting)

Obstacles / terrain spot elevation

Helicopter landing site

Noise measuring point

Transmissiometer with or without designator

Anemometer

Aerodrome reference point

Control tower

Buildings

Fire station

Radio aid

Runway designator and runway magnetic direction (QFU)

Chart areaThe chart area shows an overview of the aerodrome as a graphic with relevant text. Symbols used as follows:

VOR/DME GOL

430

3000x45m

9842x147ft

2700x45m

8858x147ft

TWR

B

A

G

F

E

C

23L233˚

23R233˚

05L053˚

05R053˚

ELEV 124

ELEV 138

ELEV 121

ELEV 116

375m/1230ft

Fire station

Fire station

207

194

214

381

THR CoordinatesRWY 05L N51 17.1 E006 45.1RWY 23R N51 17.8 E006 46.6RWY 05R N51 16.9 E006 45.3RWY 23L N51 17.7 E006 47.0

By-pass area avblwith ATC permission.

2E

0 500

0 2000

1000m

4000ft

E006 44 E006 45N51

18

N5117

E006 46 E006 47 E006 48

412

2

1

E3

75m

246ft

Intersection TORA

RWY 05LE3 2000m / 6561ft

HS

EMAS

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AERODROME

1

3

2

4

5

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7

8

9

10

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13

12

14

15

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18

1

3

2

4

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67

8

9

10

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12

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17

18

7

8

Runway symbol with runway physi-cal length and width (also see next page)

Stopway symbol with stopway length

Runway turning pad

Displaced threshold

Threshold elevation

Threshold coordinates

Intersection take off position (when not shown on GROUND chart)

Approach lights (also see next page)

Circling / Lead in lights

Jet-barrier

Runway arresting gear

Taxiway (with designator if not shown on GROUND chart)

Holding positions (see also next page)

Apron area (with designation and/or elevation if not shown on GROUND chart)

Temporary closed manouvering area

Runway/taxiway incursion (Hot Spot)

EMAS (Engineered Materials Arresting System), a bed of lightweight, crushable concrete

VOR/DME GOL

430

3000x45m

9842x147ft

2700x45m

8858x147ft

TWR

B

A

G

F

E

C

23L233˚

23R233˚

05L053˚

05R053˚

ELEV 124

ELEV 138

ELEV 121

ELEV 116

375m/1230ft

Fire station

Fire station

207

194

214

381

THR CoordinatesRWY 05L N51 17.1 E006 45.1RWY 23R N51 17.8 E006 46.6RWY 05R N51 16.9 E006 45.3RWY 23L N51 17.7 E006 47.0

By-pass area avblwith ATC permission.

2E

0 500

0 2000

1000m

4000ft

E006 44 E006 45N51

18

N5117

E006 46 E006 47 E006 48

412

2

1

E3

75m

246ft

Intersection TORA

RWY 05LE3 2000m / 6561ft

HS

EMAS

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AERODROME

20

22

21

23

24

25

26

27

28

29

30

32

31

33

34

35

35

19

20

22

21

23

24

25

26

27

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29

30

32

31

33

3419

31

25

Different runway symbols:

Paved runway intended for take off and landing

Unpaved runway

Emergency runway marked with “Emergency”

Non operational runway (may be used for taxiing)

Closed runway or runway under construction

Grooved runway

Runway with centreline lights

Runway with centreline and touch down zone lights

Different approach light symbols:

Code letter A ICAO standard CAT 2/3 (Calvert CAT 2/3). Length 900m.

Code letter B ICAO standard CAT 2/3 (CAT 2/3 Alpa Ata). Length 900m. Includes EFAS.

Code letter C ICAO standard CAT 1 (Calvert CAT 1). Length 900m.

Code letter D ICAO standard CAT 1 (Barette centre line). Length 900m. Includes EFAS.

Code letter E Single row with or without cross bars. Length 900m.

Code letter F Parallel row with or without crossbars. Length 900m.

Code letter G ALSF-2. Length 730m. Includes EFAS.

Code letter H ALSF-1 and SALS / SALSF (inner part of ALSF-1). Length 730/475m. Includes EFAS.

Code letter I SSALR and MALSR (same as SSALR with medium intensity). Length 730m. Includes RAIL.

Code letter K MALS / MALSF / SSALS / SSALF. Length 430m. Includes RAIL.

Code letter L ODALS. Length 460m. Includes EFAS.

Different holding position symbols:

Symbol for ICAO type A holding position (normally CAT 1 holding position)

Symbol for ICAO type B holding position (normally CAT 2/3 holding position)

Symbol for intermediate taxi holding position / reporting point

Emergency

10/28

G

NEVIS

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AERODROME

19

26

31

Runway and lighting tableThe runway and lighting table contains following information:

Runway designators in pairs, starting with the lowest runway number.

Average runway slope in % with one decimal. A plus indicates uphill and a minus indicates downhill.

Take off run available, in metres and feet.

Landing distance available, in metres and feet.

Approach lights. indicated with highest avail-able light intensity (H, M or L) followed by a code letter. In this example runway 09 is equipped with high intensity approach lights with code letter B, which is ICAO standard CAT 2/3 (Alpa Ata). Runway 27 is equipped with high intensity approach lights with code letter E, which is single row approach lights. The approach light length is reduced to 600 metres, indi-cated by the note figure. Additionally EFAS is installed, and is denoted here because it is not an integrated part of the approach light.

Code letters are described on previous page.

Runway edge light availability indicated with its light intensity (H, M or L). When intensity not known the wording “avbl” is used.

Runway centreline light spacing in metres. When spacing is unknown the wording “avbl” is used. When there are no centreline lights on any runway the column is omitted.

Note area.

The column Additional contains information on availability of visual aids such as PAPI, VASIS, PLASI etc. In this example runway 09 is equipped with PAPI on the left side of the threshold, with a glide slope angle of 3.1° and a Minimum Eye Height over Threshold (MEHT) of 54 feet (54). If PAPI is installed on right side or both sides of threshold the indication would be “P 3.1°R” or “P 3.1°L/R” respectively.

Runway 27 is equipped with PAPI on the left side of the threshold, with a glide slope angle of 3° and a Minimum Eye Height over Thres-hold of 50 feet (50).

The following abbreviations are used for additional visual aids:

V = VASIS

AV = AVASIS

3BV = 3-BAR VASIS

3BAV = 3-BAR AVASIS

T = T-VASIS

AT = AT-VASIS

French V = French VASIS

P = PAPI

AP = APAPI

PLI = PLASI

LTS = LITAS

CHI = CHAPI

600m. EFAS.

RWY Slope TORA m/ft LDA m/ft ALS REDL RCLL Additional09 +0.2 2800 /9186 2540 /8333 H-B H 15m P 3.1° (54)27 - 0.2 2800 /9186 2800 /9186 H-E H 15m P 3° (50)1

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AERODROME

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51 2 3 4 6 7 9

8

ARCAL (Aircraft Radio Control of Aerodrome Lighting system)With the ARCAL system the pilot can switch on approach-, runway- and other aerodrome lighting. ARCAL is shown in the note area below the Runway and Lighting table.

1 ARCAL type J Within Canada only.

To operate all aerodrome lighting for a duration of approximately 15 minutes, key microphone 5 times within 5 seconds. The timing cycle may be restarted at anytime by repeating the keying sequence.

Note: Some systems will indicate when the duration period is over by flashing once, then remaining on for further 2 minutes before extinguishing completely. Other systems offer no indication that the period is ending. The control system may operate H24 or between SS and SR.

2 ARCAL type K Within Canada and USA.

To operate all aerodrome lighting for a duration of approximately 15 minutes, key microphone 7 times initially. This will ensure all lights are on maximum intensity. The intensity may be adjusted up or down to one of three settings by keying the microphone: 7 times within 5 seconds for high intensity 5 times within 5 seconds for medium intensity 3 times within 5 seconds for low intensity The timing cycle may be restarted at any time by repeating the initial keying sequence.

3 ARCAL type L

To operate all aerodrome lighting for a duration of 15 minutes, key microphone as indicated in ARCAL text. The timing cycle may be restarted by repeating the initial keying sequence.

4 ARCAL type N Within Norway.

To activate the system

- select the appropriate VHF-frequency for the AFIS-unit - press the transmitter button for minimum 5 seconds.

The lights will then be switched on and remain lit for 26 minutes.

5 ARCAL type PAL Within Australia only.

Activation on DEP: Before taxi Activation on ARR: Within 15nm of aerodrome

1. Transmitted pulse must be between 1 and 5 seconds. 2. 3 pulses must be transmitted within 25 seconds. Ensure that the 3rd pulse is transmitted before the 25th second. 3. Break between transmissions can be more or less than 1 second (no limit).

Lights will remain illuminated for 30-60 minutes. The wind indicator light will flash continuosly during the last 10 minutes to warn users that lights are about to extinguish. To maintain continuity of lighting, repeat activation sequence.

RWY Slope TORA m/ft LDA m/ft ALS RED09 +0.2 2800 /9186 2540 /8333 H-B H27 - 0.2 2800 /9186 2800 /9186 H-E H

No EFAS.1

1

ARCAL: 122.8 type J (RWY 09/27 5 clicks within 5 sec).

ARCAL: 122.8 type K (RWY 18/36 7 clicks within 5 sec).

ARCAL: 122.8 type L (RWY 18/36 4 clicks within 4 sec).

ARCAL: 122.8 type N (RWY 01/19 Transmit for minimum 5 sec).

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Heading with indication of minima criteria (EU OPS, TERPS or STATE).

Runway column. “All” means all runways.

Facility column. States what type of facilities must be available to use the particular minima.

Abbreviations used:

HUD = Head up display RCL = Runway centre line NIL = No facility required RCLL = Runway centre line lights HRCLL = High intensity runway centre line lights REDL = Runway edge lights HREDL = High intensity runway edge lights RVR = Runway visual range The abbreviation indicates that Low Visibility Procedures for take off must be in force in order to use the minima. The abbreviation indicates that the particular minima is applicable for approved operators only.

Aircraft categories. RVR above the minima indicates that minima is corresponding to RVR values.

Below is an example of take off minima based on TERPS regulations:

Additional information concerning the take off is stated below the table with a note figure.

In this example the minima is a combination of RVR and Visibility values.

Take off minimaThe take off minma area is situated below the runway and lighting table. Take off minima is presented in a tabular form with three main columns: Runways, Facilities and take off minima for the respective aircraft categories. The take off minima are based on EU OPS regulations and this is indicated in the heading above the table. For FAA approved carriers TERPS regulations applies. When EU OPS (or TERPS) regulations are not applicable the wording STATE is indicated in the heading above the table.

Abbreviations used in take off minima column are: m for metres, km for kilometes, ft for feet and sm for statute miles

Below is an example of take off minima based on EU OPS regulations:

Ap.O

TAKE-OFF MINIMA

All

01R/19L

RCL (day only) or RCL + REDLRCLL + REDL

RCLL + REDL + Multiple RVR

HRCLL + HREDL + Multiple RVRHRCLL + HREDL + Multiple RVR + HUD

250m200m

RVR

150m

125m75m

300m250m

NIL (day only)RCL (day only) or RCL + REDL

500m400m

500m400m

200m

150m75m

RWY Facilities A B C D

EU OPS

Ap.OAp.O

LVTOLVTOLVTOLVTOLVTO

LVTO

TAKE OFF MINIMA

All

StandardHREDL or RCLL or RCL

RCLL or HREDL + RCL + 2RVRHREDL or RCLL or RCL + 2RVR

HREDL + RCLL + 2RVR

RVR/VIS

1000ftTDZ 1200ft Rollout 1000ft

RWY Facilities 1 - 2 ENG 3 - 4 ENG

TERPS

500ft

1600ft / ¼sm5000ft / 1sm 2400ft / ½sm

32L left turn: MNM climb 3.9% (240ft/min) to 1800. If unable CEIL/VIS 10000ft / 3sm applies.a

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TAKE OFF MINIMA

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1

324

Below is an example of take off minima based on STATE information (when EU OPS/TERPS is not applicable). The example also shows how alternate minima is depicted (when take off alternate is required by the authority concerned):

Take off minima with both Ceiling and Visibility requirement.

Planning minima as alternate is shown below the take off minima table.

For smaller airports the back page of an AERODROME chart may contain GENERAL information (when no GENERAL chart is issued) under the heading GENERAL INFORMATION. Also GROUND information may be depicted on the back page, using the same symbols as described in chapter GROUND.

PLANNING MINIMA - ALTERNATE

Precision: 600ft / 2sm Non precision: 1000ft / 3sm

TAKE-OFF MINIMA

05L/R23L/R

05L/R HREDL

NIL

CEIL/VISRWY Facilities 2 ENG 3 - 4 ENG

STATE

0ft / ¼sm

500ft / 1sm 0ft / ½sm700ft / 1sm 500ft / 1sm

Scheduled Air Carriers: TKOF ALTN required. Pilot to report VIS of at least 7 HREDLs in theTKOF direction.

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TAKE OFF MINIMA

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8

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GROUNDThis chart type comprises important details of parking stands, taxiway system, traffic blocks etc. which cannot be shown on aerodrome chart. Coverage as suitable, and to scale as far as possible. More than one GROUND chart may be issued for an airport (normally larger airports). In these cases the page designator, GROUND, is extended with additional, descriptive text (e.g. Overview, Parking, Domestic terminal, Cargo apron etc.).

Below is an example of a GROUND chart and on following page a description of symbols used on the chart.

8202ft6496ft

3032

1012

19

2015

16

17

18

24

25

2728

41

4958

50

14

1 3

57

6 4 2

9

8

21

61

11

31

Change:

GROUND

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RIGAINTLLatvia - EVRA / RIX21 JUN 09

Riga GND TWR

ELEV

ELEV

ELEV

1, 3 N56 55.3 E023 58.72, 4 N56 55.4 E023 58.75, 7, 9 N56 55.3 E023 58.66, 8 N56 55.4 E023 58.610-12 N56 55.2 E023 58.614-17 N56 55.1 E023 58.618 N56 55.0 E023 58.619-21 N56 55.1 E023 58.724, 25 N56 55.0 E023 58.626-29 N56 54.9 E023 58.630, 31 N56 55.5 E023 58.732, 33 N56 55.5 E023 58.640-45 N56 55.6 E023 58.746-49 N56 55.7 E023 58.750 N56 55.5 E023 58.751-55 N56 55.6 E023 58.756-58 N56 55.7 E023 58.761 N56 55.7 E023 58.9

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ELEV

26

26A

29

Fire station

RWY 36

B 2500m / C 1980m /

C

B

ATIS (D)

TWY holding

Fire station

Apron 3

Apron 4

Apron 1

Terminal

10 - 3

118.8 118.1 121.2

RW

Y 1

8/36

N

F

D

J

F

KC C

F

B

L

33

33

33

Parking position coordinates

E

Apron 233M

F

M

Intersection TORA

Z1

Z3

Z2

10 -

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Change: Example

GROUND

Symbols on GROUND chartsThe communication area shows relevant functions, and their frequencies, used when operating on the •ground.

The symbol for a bridge. Selected only. •

Helipad symbol. Shown only when required for operational •reasons.

Buildings. With designation if applicable. Buildings under construc-•tion are depicted with a dashed line.

Control tower symbol indicated together with the abbreviation •TWR.

Fire station. When necessary to clarify, a pointing arrow is used. •

Runway symbol with runway physical length and width •in metres and feet. Runway runup, holding, bypass or turning areas as officially published. At each runway end a runway designator box is shown, with runway designator and magnetic direction. When the runway is not depicted in its full length the designator boxes are omitted and the runway dimensions are replaced with runway designators. A runway under construction or a closed runway. The symbol for a stopway (no dimensions).

Authorised intersection take off positions. •Corresponding to available take off run for each position is given in a floating box on the chart.

Taxiways with designators, placed inside or close •to the taxiway.

TWR TWR

Cargo

Fire station

09091°

27271°3600x45m / 11811x148ft

RWY 09/27

09091°

27271°

3600x45m / 11811x148ft

RWY 10/28

27271°

W2W3

J4/W4

ATIS DEP (D)121.725

TWR119.4123.8

121.2Wien DLV122.125

GND121.6

Intersection TORA

RWY 27

W2 2120m / 6955ftW3 1860m / 6102ftJ4/W4 1780m / 5840ft

M7

JJ

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Change: Examples

GROUND

Taxiway guidelines. Also used to show manoeuvres into relevant •stand area. Closed taxiway or taxiway under construction depicted with a dashed line, with designator if applicable.

Taxi directions: Arrival • Departure

Runway and taxiway block boundary, and •designator inside or close to the the corresponding block (scale dependent).

Holding positions. Following symbols are used: ICAO type A, •ICAO type B and intermediate taxi holding position.

Apron with designators and apron elevations. •

Parking stand position, with or without parking direction. •

Parking position coordinates in a floating box inside the chart. •For airports with numerous parking stands, a separate GROUND chart is produced, with parking position coordinates only, desig-nated GROUND Coordinates.

Temporary closed manouvering areas is covered with this symbol. •

Runway / taxiway incursion (Hot Spot) symbol. With official •designator. When no official designator available HS is used as designator.

Communication boundary when applicable.•

HS1

15 15

Parking position coordinates

1-4 N56 17.9 E012 50.75-8 N56 17.9 E012 50.69-12 N56 17.3 E012 50.013-16 N56 17.3 E012 50.2

A1D4

TSS

T

D1

D2

1 2 3 4

A1 A2 A3

C1B1 D1

Apron II

Cargo

D

E ELEV 121

ELEV 125

131.4

128.65

GOLF

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Change: Taxi direction

GROUND

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GENERALThis chart type comprises procedures and information, in textual form, concerning general restrictions such as curfew hours, noise abatement restrictions and other operational limitations for the aerodrome. It also contains information specific to arrival and departure phases, as well as ground movements and parking instructions.

GENERAL can extend over more than one page. It can also be combined with a GROUND chart on the same page (for smaller airports and when space permits).

When a subject consists of extensive information a separate GENERAL page may be issued. In these cases the page designator, GENERAL, is extended with additional, descriptive text (e.g. Waypoint coordinates, Low visibility procedures, ILS PRM user instruction etc.).

Information is compiled under four main headlines: GENERAL, ARRIVAL, DEPARTURE and COMPANY INFORMATION, where COMPANY INFORMATION is a possibility for each individual customer to add company related information.

Below is an example of a GENERAL page.

GENERAL

DEPARTURE

COMPANY INFORMATION

ARRIVAL

1. NIGHT FLIGHT RESTRICTION1.1 Non-noise certificated ACFT: TKOF and

LDG not applicable.

1.2 Noise certificated ACFT (ICAO Annex 16,Vol. 1, Chapter 2): No TKOF and LDGbetween 2130-0500.

2. TWY RESTRICTION2.1 GAC APN MAX wingspan 24m/79ft.

2.2 TWY I west of EX14 and EX15, MAX wing-span 52m/171ft.

2.3 MAX wingspan 60m/197ft for taxiing ontaxilane 50 and 60.

3. TAXIFollow-me is available on TWY withoutRCLL when RVR is 400m or less, and onpilot request.

4. TRANSPONDER4.1 ARR ACFT are required to squawk mode S

and A until reaching final parking position.ACFT not equipped with mode S shallsquawk mode A/C.

4.2 DEP ACFT are required to squawk mode Sand A from the beginning of pushback orstarting taxiing. ACFT not equipped withmode S shall squawk mode A/C.

1. CAT II / III APCHIn weather above 300/1200 “PractiseCAT II / III approaches” must be requestedon first contact with APP. LLZ sensitive areawill be protected only if traffic permits. ILSsignals may be disturbed by other ACFT.No standby power for visual aids.

2. LANDINGLow Drag - Low Power APCH:- Compulsory if weather is above 500ft/2km.- Maintain 250kt (or cruising speed, if lower) below FL100.- Fly in clean configuration as long as possible. Latest 10nm from THR reduce speed to reach 160kt shortly before OM (4nm from THR on RWY 29).

3. PARKINGWait for marshaller before entering taxilanefor all positions on the main apron exceptpier parking positions.

1. ATC CLEARANCE1.1 Request ATC clearance on TWR 123.8 or

data link.

1.2 At initial contact with TWR state ACFT type.Request ATC clearance before commencingtaxiing, between 30 and 10min prior enginestart.

1 CUTMonitor CUT 131.7 when on ground.

2 AUTOLANDRestrictions may apply due to low TCH.

Change: DEP 1.

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GENERAL21 SEP 0610 - 3 Austria - LOWW / WIE

Schwechat WIEN

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GENERAL

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AREAAn AREA chart is produced to depict inbound-, outbound- and/or transit routes not covered in ENC charts. It will also be produced for clarity, in congested areas, where complete information cannot be shown on ENC chart.

Symbols used in AREA charts are, in applicable parts, the same as for SIDs and STARs, and are therefore not described here.

Below is an example of an AREA chart.

SUXAS

ADMAX

ARLIT

UMKAT

ORTET

RUSEG

EVOVU

GUMLI

DU

TA

RV

AT

IM

TUTMA POGON

ARKEK

mSTD FL

QFE QNHm ft

MNM

N39 25.5E063 14.1MNM

N39 21.8E063 09.5

MNM

N39 01.6E063 02.3

MNM

N38 59.0E063 02.9

MNM

N38 45.3E063 12.8 MNM

N38 43.7E063 15.4

MNM

N38 38.0E063 38.4

R173/D27.4 LBA

R252/D27.1 LBA

R219/D27.3 LBA

R213/D27.3 LBA

R315/D26.7 LBA

R304/D26.7 LBA

D109.2 LBATurkmenabat

N39 05.4E063 36.7

R258/D27.1 LBA

33134˚

315˚

109122˚

304˚

85 077˚258˚

80 071˚252˚

37173˚

354˚

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TURKMENABATTurkmenistan - UTAV / CRZ02 JAN 09

New

140

290ARP

AREA

TL AD Elev

Change:

0 5 10 15 20 25nm

South, West

2100

1200

500

TA93

038˚

219˚

8503

3˚

213˚

UTAM

Samarkand FIR UTSD

Turkmenabat FIR UTAV

FL69

GND

Turkmenabat TMA

Turkmenabat RAD TWR GND

FL69

FL69

FL69

FL69

FL69

FL69

FL69

20

23

40 630

20 - 1

69

40

2280

2280

124.2 120.6 131.7

20 -

1

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Change: Example

AREA

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RADAR Minimum AltitudesA RADAR chart shows official radar vectoring areas including minimum altitude areas. Symbols used in the chart are similar to those used in SIDs and STARs, with following exemptions:

Sector boundaries (defined by radials, bearings, distance and/or coordinates as applicable).

Additional distance circles (when advisable for navigational purposes).

Sector minimum altitudes.

Note: Applicable nav aids and fixes are for reference only.

Below is an example of a RADAR Minimum Altitude chart.

D10

BU

B

KERKY

RODRI

NIVOR

BEKEM

WOODY

AKOVI

ELSIK

E003 59.6

E003 51.8

E004 17.5

E004 34.8

E004 22.0

E003 43.1

E004 59.9

Change:

RADAR Minimum Altitudes

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26 SEP 09

New spec.

Brussels APP Final ARR RWY 25L

RWY 25R

TWR

TL AD Elev

N51 24.3

N51 25.9

N51 11.7

N50 55.6

N50 41.6

N50 52.6

N50 44.8

GoslyD115.7 GSY

N50 27.2E004 26.5

HuldenbergD117.55 HUL

N50 45.0E004 38.5

Chievres113.2 CIV

N50 34.4E003 50.0

AffligemD114.9 AFI

N50 54.5E004 08.3

N50 54.1

BrusselsD114.6 BUB

E004 32.3

N51 11.4

AntwerpenD113.5 ANT

E004 28.4

BrunoD110.6 BUN

N51 07.1E004 50.5

D117.4 NIKNicky

N51 09.9E004 11.0

N50 52.6

FloraD112.05 FLO

E005 08.1

0 5 10 15 20nm

GND DLV (D)

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D30 BUB

ATIS(D) ARR

Netherlands

BelgiumFrance

Belgium

BRUSSELSNationalBelgium - EBBR / BRU20 - 1

127.575129.725

118.25120.1

118.6 120.775

ATC 184

127.15118.05 121.7121.875

121.95 110.6114.9

114.6112.05117.55 132.475

D20

BU

B

45002200

1800

FL60

FL60

4000

4000

3000

3000

3000

3000

2000

200020

- 1

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Change: Example

RADAR

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1

3

2

1

2

3

Designators can include procedure runway, name of procedure or direction as appropriate.•

SID / DEPARTURE / STAR / ARRIVALThe SID chart shows officially published departure routes with designators, intended for aircraft own naviga-tion. The ATC clearance does not include route description, only SID designator.

The STAR chart shows officially published arrival routes with designators, intended for aircraft own naviga-tion, normally to a specific termination point. The ATC clearance does not include route description, only STAR designator. STARs are normally depicted without text description.

The charts DEPARTURE and ARRIVAL shows officially published departure/arrival routes without designators. The ATC clearance will include route description.

When numerous pages are required to describe all SID and/or STAR procedures, an index page is issued, placed as first page in the series.

When a procedure is designed to meet RNAV criteria, this is indicated with an RNAV symbol. •If an RNAV procedure can be flown by conventional means, the wording “Overlay” is used.

Authority restrictions for the procedure indicated in a floating box, normally in the upper left part of the •chart.

Symbols in SID / DEPARTURE / STAR / ARRIVAL chartsThe communication area shows relevant functions and their frequencies, most likely to be used when •departing from an aerodrome (SID / DEPARTURE) or when approaching an aerodrome (STAR / ARRIVAL).

SID

SID RWY 11

SID North, East

STAR RWY 18L/R BABBA 4, GORDON 4

STAR ENYA 3

ARRIVAL Routes

STAR RNAV GOLD 5STAR RNAV GPS or DME/DME BAMBI 2

SID RNAV OverlaySID RNAV GPS/FMS East

Procedure approved for RNP5operations, without specific

terminal certification.

SID RWY 11 RNAV

ATIS (D)122.95113.0

112.2115.5

TWR119.4123.8

121.2Wien APP RAD

128.2129.05

124.55132.475

DIR119.8

GND121.6

ATIS DEP (D)121.725

TWR119.4123.8

121.2APP RAD

128.2129.05

124.55132.475

Wien DLV122.125

GND121.6

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SID / STAR

If space problems occour a note (black ball) figure will be used refering to further information inside the •chart frame.

Scale bar

A scale bar is shown for all charts drawn to scale. •

Radio aids and reporting points

Radio aid outside of procedure line.•

Compulsory reporting point with or without a radio aid.•

Non compulsory reporting point with or without a radio aid.•

RNAV fly-by waypoint.•

RNAV fly-over waypoint.•

Mileage break.•

Noise measuring point. •

Aerodrome symbols

Procedure aerodrome. •

Aerodrome other than procedure aerodrome. •

Procedure lines

Procedure line with terminating arrow. •

Procedure line together with procedure designator. •

Transition line or ATC route. •

Radar vectoring. •

Radar route. •

Engine fail procedure (only on Climb Out Procedures [CLP] when • required).

BeauvechainEBBE

BPK 6G

090°12

50 10nm

SID RWY 11L/R, 12 RNAV Southwest

1

1

GPS or DME/DME

RWY

06/24, 07L/R, 25L/R

1

1

STAR BURKA

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Change: Examples

SID / STAR

Tracks and distances

Magnetic track together with a distance box. •

Distance between two reporting points. •

Distance between reporting point and mileage • break.

Distance between a VOR/DME and a reporting •point, and additional distance information to a point on track where a specific rule applies.

Distance including a turn is shown when officially •given or the nature of the procedure permits a graphic measuring of the distance.

Distance after take off, when not given by the •authorities, are calculated by following criteria. The distance is approximate and calculated from start of take off roll and with a climb gradient based on following assumptions: MAX take off weight Standard temp. 0 - wind Straight ahead climb to 500-600ft QFE obtained 2 nm after start of take off roll. A radius of 2 nm is applied in turn.

Holds

Holds will be presented with: • - Inbound and outbound direction - MNM holding altitude - Time and/or speed if different from applicable standard (PANS OPS / TERPS) - Limits like radial or distance and MAX altitude as applicable

VOR

VOR

360°

270°

30R

180

090°4000

270°

090°4000

MAX FL170270°

090°12

090°12

090°4 090°4.5

D9 CAGVOR/DMECAG

MAX 4000

090°12

225˚

12

090˚4000

GOGELD15 NGIN41 12.3E026 00.3

270˚ 26

090˚4000

MAX 150kt270˚

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Change: Examples

SID / STAR

Position lines

Radial without DME distance. •

Radial with DME distance. •

Alternate presentation when a radial symbol would obscure the •chart.

Radial line with bearing and DME distance, and with navaid ident •(when deemed necessary to clarify source). Navaid frequency and ident is shown when aid is outside chart frame (not present in the chart).

Magnetic bearing to an NDB (QDM). •

The arrowhead is omitted from the radial line •when, in addition to specifying a point, radial also serves as track information.

Altitudes

Minimum altitude on a route leg, presented below the leg. •

Crossing altitude or FL presented in connection to a fix, reporting •point, point on track or turning point.

R090

VOR/DMEABC

R090/D11

VOR/DMEABC

R090/D11ABC

D112.7ABC

R090/D11

270°NDB

D11ABC

090° R270VORABC

19

090°4000

270°

VORR270

090°13.45000

090°13.4

MNM 5000

ABCR090/D11

090°21.2

MAX FL80 At 5000

R01

0

R043

VOR

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SID / STAR

Crossing altitudes: Minimum or not below. • Maximum or not above. Mandatory or compulsory. Cross between. Different altitudes at a specific point Minimum reception altitude. When altitude issued “By ATC”. Bust altitude.

Note: Bust altitude is the first “at” or “maximum” altitude, or initial cleared altitude, where the aircraft may be required to perform level flight. Altitude planning.

MSA •Minimum Sector Altitude (MSA) symbol. Sector altitudes within 25nm, provides an obstacle clearance of 1000ft above highest obstacle/terrain. If ARP is indicated as sector altitude centre aid, MSA is based on aerodrome reference point. Each sector is limited by bearings.

Conversion table •In countries applying metres, a conversion table will be included. All altitudes presented in the chart are represented in the table.

MNM 5000 MNM FL90

MAX 5000 MAX FL90

At 5000 At FL90

1200-1500 FL45-50

MRA 5000 MRA FL90

At 5000 MAX FL90

PSO40

50 20

30

090

180

360

270ARP

40

50 20

30

09018

036

0270

FLm

STD2400

700300

79

33001930

ftQNH

mQFE

1500 501800 602100 69

FLm

STD

900

100

4700600 3700

2010

ftQNH

mQFE

2400 792700 893300 109

At 12000Expect to cross

D27 MEA

GIDEL

N41 12.3W026 00.3

MCA See text MCL See text

By ATC

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Change: By ATC

SID / STAR

Radio navigation boxes

VOR •

DME (or TACAN approved for official use) •

VOR/DME •

NDB (or locator) •

Waypoints

Speed restriction

Speed restriction symbol, with speed restriction text •in a floating box inside the chart.

Point on track

Point on track, where a specific regulation applies •(turn, speed restriction, altitude restriction etc.).

IAF

Initial approach fix (with specific runway/procedure •as applicable).

Nomako113.0 NOM

N69 42.2E018 59.8

Tamtam114.5 TMM

DME

N11 22.5E012 45.8

BolognaD112.2 BOA

N56 53.8E011 40.2

Stermer293 STEN24 22.5E042 25.4

FAMOKD16 LBEN56 53.8E011 40.2

MNM 4000PLUTO

R311/D45 MUSD37 PIGN58 02.2W089 25.7GM122

D9 MHA

MAX 230kt below FL100.MAX 210kt after passingSLP.

SPEED

FAMOKD16 LBE

D9 BOGMNM 4000

D24DEF

N43 11.3E036 10.4

BASUMIAF

D16 LBE

SollenauD115.5 SNU

N47 52.5E016 17.3

IAF

N43 11.3E036 10.4

BASUMIAF 27

D16 LBE

N04 29.7W006 31.5

IAF ILS

SylviaD114.7 SYL

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Change: Examples

SID / STAR

Connection to/from ENC charts

On SID/DEPARTURE: Name, frequency and ident of •first aid (when fix, only name) outside chart frame.

On STAR/INBOUND: Name of last aid/fix outside •chart frame.

Text

Text presentation on SIDs normally starts with information common for all procedures in the chart, com-•piled under appopriate headings (e.g. COM, NAP, SPEED, MNM CLIMB GRADIENT etc.). Text description for each SID in a table, under the common information. Headings for the columns in the table may vary depending on the procedure design. In the example below the column “MNM Climb” shows minimum climb gradients steeper than standard 3.3% (standard climb gradient 3.3% is normally not shown).

WILOX

Mur

min

D11

5.7

MIN

WILOX

STAR 2STAR 1

133°

17

110°14M

urm

in

IVLUT MNM 3000

Change:

MAX 250kt below FL100.

CTC Schiphol DEP 119.05 when passing 2000ft.

4% to 1000.

For CONTINUOUS ROUTINGS see page 30-24.

ARNEM At

LEKKO At

LOPIK At

Climb to

Climb on 042˚ - at

500 turn right (MAX 220kt) - R106 SPL -IVLUT - ARNEM.RNAV: Att 500 turn right - EH060 (MAX 220kt) - IVLUT - ARNEM.

Climb on 042˚ - at

500 turn right (MAX 220kt) - 212˚ - R182 SPY -at D29 SPY turn right - R207 PAM - LEKKO.RNAV: Att 500 turn right - EH036 (MAX 220kt) - EH072 - LEKKO.

Climb on 042˚ - at

500 turn right - 187˚ - at R136 SPL turn left(MAX 220kt) - R142 SPL - at D16 SPL turn right - R165 SPY -LOPIK.RNAV: Att 500 turn right - EH061 (MAX 220kt) - OGINA - LOPIK.

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COM:SPEED:ALT RESTRICTION:

SID Routeing Altitudes

ARNEM 1F

MNM CLIMB GRADIENT:

LEKKO 1F

LOPIK 1F

FL60

FL60

FL60

FL60

NOTE:

SID MNM Climb Routeing Altitudes

JULIE 2ADAKKE 2C

JULIE MNM 8500GOV MNM 90005.4%

5.2%

Climb on 007˚ - at D3 AKL turn left to DAKKE

Climb on 007˚ to SNU - BENDA - JULIENOGGE 2A Climb on 007˚ - at D3.5 AKL turn right -

HDG 218˚ - 257˚/R077 GOV - GOV

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Change: Examples

SID / STAR

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Instrument Approach Chart (IAC)Instrument approach charts are divided into different areas as shown below.

Chart sequence

Charts are issued in sequence of procedures in the following order:

ILS - LOC - Backbeam LOC - VOR - NDB - RNAV - VISUAL

The procedures are then published in sequence of runway number, starting with the lowest.

Communication area

Approach information area

Plan view

Profile view

Minima area

Run

way

and

appr

oach

ligh

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IAC

Chart designatorChart designator normally consists of main ap-•proach aid and runway number.

When two charts shows similar approaches for •the same runway, the designator is extended with a subheading to separates the two proce-dures.

When additional aid is required (such as a DME •or a second NDB) this is stated in the minima section.

Two procedures shown on the same chart.•

RNAV procedures.•

RNAV procedures with Special Aircraft and •Aircrew Authorization Required.

VOR RWY 16

ILS RWY 19R

VOR RWY 23

VOR RWY 23 VOR/DME

NDB RWY 27NDB RWY 13

ILS OR NDB RWY 11

GS 100ROD 3˚ 540

NoFAF - MAPt

(456)1200m700

(456)1600m700

C

D

A

B

ACFT NDB+DME

EU

OP

S

GS 100ROD 3˚ 540

NoFAF - MAPt

(350)1000m

1020

(350)1400m

1020

C

D

A

B

ACFT NDB+DME

EU

OP

S

RNAV (GNSS) RWY 16

RNAV (RNP) Z RWY 16

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Change: RNAV procedures

IAC

Communication areaThe communication area shows relevant functions and their frequencies, most likely to be used in the ap-proach phase.

The approach information area states:

Main approach aid

Final approach track (FAT)

Threshold elevation (or touch down zone elevation, if higher)

Aerodrome elevation

Transition level

Transition altitude

Note 1: For displaced threshold the abbreviation DTHR is used. Note 2: In countries using metric altitude values, a hPa value is added after the threshold and aerodrome altitude figures (giving an approximate hPa difference between MSL and THR/AD elevation).

128.2124.55

129.05132.475

119.4123.8

121.2ATIS ARR (D)122.95112.2

113.0115.5

119.8Wien APP RAD TWRDIR GND

121.6

ILS/DME 108.5 IOEZ FAT 162° THR Elev 597 20hPa AD Elev 597 20hPa TA 2400TL 40

VOR/DME 113.0 NOM FAT 204° DTHR Elev 26 AD Elev 22 TA 3000TL ATC

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Change: Examples

IAC

1

3

2

4

6

5

1 2 3 4 5 6

Terrain contour layers shown for aerodromes where terrain rises 1000 ft or more above aero-drome elevation. Figures always refer to mean sea level.

Spot height with elevation.

Pointing arrow showing the highest obstacle/ter-rain point.

Unlit obstruction.

Lit obstruction. If light colour other than red, colour is indicated. If flashing light, FLG and colour is indicated.

Conversion table for countries using metric in height/altitude indication. Shows all altitudes in the procedure in metric QFE (or QNH) and feet QNH.

Minimum sector altitude within 25 nm, giving a terrain clearance of 1000 ft above terrain and/or obstacles.

20

22

21

23

17

19

18

1000

2000

3000

3W

Nearfield

D123Danger1200

W000 50 W000 40 W000 20W000 30

EGYY

N5130

N5120

08-24

P160UNL

ARP52

23

21090

360180

759

579809

236

FLG W470

2611

875

4156

3696

616

PAN

S O

PS

10nm20nm

FarfieldEGXX

WarningTerrain rising steeply8nm West AD.

SwedenDenmark

FLm

STD1800

900850230100

60

4630447024302010

ftQNH

mQFE

80 1940

17

18

19

20

21

22

23

Geographical coordinates.

10 nm circle (centered on aerodrome reference point).

20 nm circle (when scale is small).

Magnetic variaton.

Approach procedure aerodrome.

Aerodrome within 10 nm from ap-proach procedure aerodrome.

Aerodrome outside 10 nm from ap-proach procedure aerodrome.

Helicopter landing site (selected only).

Built up area.

Water area.

Bridge (selected only).

Notes with reference to procedure, restrictions etc.

Political borders.

Lead in or circling lights.

Prohibited area with designator and restrictions.

Restricted and danger areas with desigators and restrictions.

Plan view

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IAC

1

3

2

4

5

6

7

8

9

10

11

13

12

14

15

16

2 3

4

5

6

7

1

9

10

11

12

13

14

16

15

8

Navigation aids in plan view

VOR.•

VORandDMEcollocated.•

DME(orTACANapprovedforofficialuse).•

LOCDMEnotcalibratedtothresholdortouch•downzone.

ILS/LOC.•

NDBorLocator.•

Indicationofinitialapproachfix(IAF).•

Thesymbolforanavaid.•

Markersandlocalizer•Fanmarkerwithnameandmorsecode.Outermarker. Middlemarker. Russianmiddlemarker. Innermarker.

Markerandlocatorcollocated.•

Localizersymbols: Frontbeam• Backbeam

Nomako113.0 NOM

NomakoD113.0 NOM

Nomako113.0 NOM

DME

108.5 OEZ

DME

Nomako334 NOM

ILS/DME

108.5 OEZ

ILS

109.9 IPD

IAF

Lichtenau341 LAU

IAF ILS

KarniceD117.8 KRN

STELLA

LOC

110.9IER

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Change:LLZrenamedLOC

IAC

Intersections in plan view

Intersection symbol (mileage break). •

Intersection with name. •

Intersection defined with DME distance.•

RNAV waypoints

Fly-by waypoint. •

Fly-over waypoint.•

Point on track

Where a restriction or event occurs (altitude re-•striction, turning point etc.) without intersection symbol (mileage break).

Position lines

With radial and DME distance. •

With radial and DME distance from aid outside •chart frame.

Bearing to an NDB (or locator).•

Procedure lines

Main procedure line. •

Arrival, inbound or transition route. •

Radar route. •

Missed approach procedure line.•

Distances

Distance on a procedure line mesaured be-•tween waypoints, intersections and/or mileage breaks. Distance with one decimal if officially given and distance is less than 30 nm.

MARON

D6.4NOK

DB147

DB143

D6.4 NOKD11 BLR

D11 SNU5000

R315VOR

MARONVOR/DMER090/D15

JANTOR268/D35

D112.7ACB

MARON270°

NDB

35

12.5

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Change: Examples

IAC

Directions

Magnetic track combined with distance box.•

Magnetic track, no distance box. •

True track is used in “erratic areas” of compass •reliability (areas of large magnetic variation).

Final approach track. •

Holds

1 minute. •

2 minutes. •

Missed approach hold. •

When missed approach hold falls outside chart •frame, it will be shown in a floating box.

When non standard conditions apply (time, •speed or rate of turn) this is indicated.

Minimum holding altitude without prefix, maxi-•mum holding altitude with prefix MAX.

090°

090°

090°

270°

090°

270°

090°

3500

4000

3500

270°

090°

030°

210°

030°30

00Station321 ST

090°

270°

MAX 190kt

1min 30sec4000

270°

090°

3500MAX FL90

079°T040°

090˚14

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Change: Example

IAC

Minimum altitude in plan view

Altitude restriction preferably in the profile view, •but when forced to depict minimum altitudes in plan view following symbols are used. Minimum altitude at an intersection.

Minimum altitude as a point on track, defined by •a DME distance.

Minimum altitude as a point on track, defined •by a radial.

Minimum altitude along a transition route, •inbound route or STAR.

Turning point in a missed approach based on •minimum altitude.

Turning point in a missed approach based on •minimum altitude. The altitude in negative print is a bust altitude, indicating that the aircraft should level off and maintain this altitude.

Terminal arrival altitude (TAA)

When officially stated on RNAV approach •procedures. TAA consist of three areas defined by the extension of the initial legs and the intermediate segment course. These areas are called the straight-in, left-base and right base.

D11 SNU

DEGOL5000

D8 ADA4000

1500

R315

VOR

5000

270° 11VOR

3500

2600

IFBOREN

199°

25nm

to B

OREN

019°

2900

IF

MANTO

25nm to M

ANTO

289°

019°

2000IF

KVARN

199°

289°

25nm to K

VA

RN

2500

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Change: Exaamples

IAC

Procedures

Racetrack: 1 minute •Note: When a racetrack and a holding pattern coincide in direction and size, minimum altitude for the holding pattern is indicated. 2 minutes

Base turn. •

Procedure turn: 045° • 080° / 260°

090°

270°

090°

270°

3500

090°

270°

060°

270°

270°075°

090°

045°

225°

090°

010°

270°

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.9 Navtech aerochart LEGEND25 NOV 09

Change: New print

IAC

Profile view

Procedure line.

ILS glide path symbol and angle.

Average approach angle.

Outer marker combined with a navigation aid.

Navigation aid.

Middle marker combined with an intersection (defined by a DME distance).

Intersection defined by a DME distance.

Final approach fix - FAF (in the lower example, part of a localizer approach).

Missed approach point - MAPt (in the lower example, part of a localizer approach).

Distance bar refering to landing threshold.

Displaced threshold marked with a white space in the runway symbol.

Threshold crossing height (TCH).

Missed approach procedure symbol and missed approach procedure text. Altitudes are mandatory if not otherwise indicated. An altitude in negative print (bust altitude) is the first altitude where the aircraft may be required to perform level flight.

Minimum altitude in turn before starting final ap-proach.

Minimum altitude over or abeam a facility or fix. Crossing altitude placed before the facility/fix. When space problems occur a pointing arrow will clarify where the minimum altitude is valid.

Direct approach from a specific aid.

Glide slope intercept.

Outbound track. Note: For procedure turn the outbound track from facility or fix to the position where the offset turn commences.

MAX flying time: - For procedure turn, from the facility or fix on outbound track to 045° or 080° offset turn begins. - For base turn, from facility or fix on outbound track to the turn onto inbound track. - For racetrack, the outbound time from abeam fix to initiate inbound turn.

When Minimum Safe Altitudes are officially shown for non precision approaches, these are shown with shaded blocks in the profile.

2.7˚

3000

1800910

Climb on 039˚to 3000 .Inform ATC.

1 0 TCH 512345678910121314nm 11151718 16

D2KES

D5KES

D9KES

D14KES KES

039˚

MAPt D1 after KES

203˚TOMBA 3000

2800

MDA

TCH 52

OEX reads D0 at THR

MAPt MM / D0.8 OEX

11109875 643210 12 13 14nm

BRKD0.8 OEX

3˚D6.4 OEX

1min

2680

30003000

860

114˚294˚

294˚

Climb on 294˚. AtD2 OEX turn leftto SNU climbingto 4000 .

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Change: Examples

IAC

20

21

3

2

4

5

6

7

10

11

13

12

14

16

17

19

18

1

15

8

9

1

1

2

3

4

5

6

7

8

8

9

9

10

1011

12

12

13

13

14

15

15

16

17

18

19

19

20

21

Additional symbols in profile view

ILS and localizer approaches are normally not •separated. When a localizer approach is shown as a stand alone procedure, the symbol “NO GP” is added in the profile view.

When two altitudes are shown in a turn onto •final approach, the upper altitude indicates minimum altitude before starting the turn.

When two procedures are combined into one •chart and different minimum altitudes over a facility or fix apply, a note figure is used.

Visual descent point - VDP ( ). •

Facility abeam approach procedure. •

Runway and approach light box

Available runway landing length and width in metre and feet.

Additional visual aid (PAPI, VASIS etc.) including glideslope. Also Minimum eye height over threshold (MEHT) within brack-ets, if officially stated.

Runway symbol. Same symbols as in AERODROME charts.

Approach light symbol. Same symbols as in AERODROME charts.

Approach light classification according EASA regulations or FAA regulations.

When approach lights are shorter than 720 m this is indicated.

NO GP

20003000

NB

LDA 2400x457874x148ftP 3° (50)

ALS

F-I

IALS

LDA 2400x457874x148ftV 3˚ (54)

610

11

3000

2000

720 LOC: 1100

012345678

3˚

30002000

1500

1.5nm

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IAC

3

2

4

5

6

1 1

2

3

45

5

6

DME / Time versus altitude tablesDME versus altitude table

A table that supports CDFA (Continuous Descent, Final Approach) for non precision approaches. Normally shown in minima area but, when space problems occurs, may be moved to plan view within a floating box.

The first column shows the DME ident and distances in nautical miles. The second column shows calculated approach angle and the advisory minimum altitudes. No altitude is lower than official minimum altitudes.

The last altitude is MDA. If two different approach-es with different MDA, both values are shown.

If MAPt occurs before reaching MDA MApt is shown in the table.

The DME distance for start of descent (the first distance in the table) might differ from the official distance (as depicted in the profile). Consequently the approach angle might also differ.

Time versus altitude table

A table that supports CDFA (Continuous Descent, Final Approach) for non precision approaches without DME.

Shows advisory altitudes for four different ground speeds (GS) in 20 second intervals (where start of timing is FAF or equal). Also shows time to MDA. If two different approach-es with different MDA both time values are shown.

If applicable, time to missed approach point (MAPt) is shown in the last row.

ISE ALT

9.3864432

300026001970166013501040

7201.1 390

DME 2.9°

ML ALT

10.787643

2.1

35002630230019701310

980730

1.2 410

DME 3.1°

+40sFAF +20s

+60s 1:03 0:53 0:44 0:39

1790 1750 1710 16801600 1530 1460 13801420 - - -

FAF -1370

GS 100 120 140 160ROD 3° 550

1:05 0:54 0:46 0:401:25 1:13 1:04 0:56

660 770 880

FAF -1350FAF - MAPt

01234567891011

3°

3000

1500

D8.1HBD

D3.4HBD HBD

HBD ALT

7.865432

0.9

300023802040171013701030

700

DME 3°

ISE ALT

11.297543

MAPt

400033002660202017001380

1.3 8601060

DME 3.1°

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Change: New print

MINIMA

Minima areaBelow is an overview of the minima area and on following pages further explanation of minima.

Aircraft categories, normally categories A B, C and D.

Minima rules. EU OPS (new), TERPS or STATE. STATE indicates that higher minima applies than given by EU OPS (new) / TERPS regulations. JAR OPS indicates that EU OPS (old) minima applies.

Procedure types. Each aid in this column must be operational to permit use of the minima.

Landing minima for precision approach indicated with DA (and DH within brackets).

Landing minima for non-precision approach indicated with MDA (and MDH within brack-ets). The MDA should be treated as DA, if operating according to the CDFA technique.

Landing minima for ILS CAT II approach indicated in feet Radio Height.

Runway visual range (RVR) in metres.

For circling procedures visibility is given in kilometres.

Note 1: In countries where RVR / visibility is reported in feet / statute miles, the values will be given in feet (ft) and statute miles (sm) and shown in italic.

Note 2: ILS CAT III minima is published individually for each customer.

Advisory DME table to support CDFA (Continu-ous Descent, Final Approach) for non-precision approaches. The table creates a constant rate of descent on a non-precision approach, and AA might be different from the approach profile view. No altitude in the DME table is ever lower than the official minimum altitude.

Includes:

- DME station ident and distances (in nm)

- Approach angle and altitudes (in ft QNH)

Time versus altitude table. To support CDFA (Con-tinuous Descent, Final Approach) for non-precision approaches without DME. Advisory altitudes are given for five different ground speeds (GS), approach angle and rate of descent (in ft/min).

Timing from FAF (or equivalent) in 20 seconds intervals up to one minute. Corresponding advisory altitudes in feet QNH.

Time from FAF (or equivalent) to MDA. Also time to missed approach point (MAPt) if of-ficially published.

+40sFAF +20s

+60s 3:18 2:13 1:54 1:40

2550 2470 2430 24002400 2250 2180 21102260 2040 1930 1820

FAF -1350

GS 80 120 140 160ROD 3.5˚ 450

5:17 2:40

250023302150

100540

4:19 3:36 3:05 2:42

640 750 850

FAF - MAPt

Circling

(211)800m

240

(221)800m

250

(296)1300m360

(296)1400m360

(296)1600m360

(606)1.6km

640

(606)1.5km

640

(646)2.4km680

(1006)3.6km

1040

C

D

B

A

ACFT ILS LOCE

U O

PS

C

D

B

A

ACFT

EU

OP

S

GS 100 120 140 160ROD 3˚ 540

4:19

804505:17 3:36 3:05 2:42

640 750 850FAF - MAPt

IAA ALT

7.5765432

250023702050173014101090

7701.1 470

DME 3˚

300mRA 100

550m280

CAT II ILS+DME LOC+DME Circling

(200)(391)

1000m470

(391)1400m470

(667)1.6km

750

(667)1.5km

750

(767)2.4km

850

(767)3.6km

850

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Change: LLZ renambed LOC

MINIMA

1

3

2

4

5

6

7

8

9

10

11

13

12

14

1

2

3

4

56

7

8

9

10 11

12

13

14

12

Aircraft categories

Minima are given for aircraft categories A, B, C and D. Helicopter minima will be given on request only.

Minima for aircraft category DL is given if the minima differs from aircraft category D minima.

Procedure types

Aid or combination of aids for which the minima listed underneath are valid. All aids included in each separate headline must be operational to permit use of the minima.

If climb gradients other than the standard 2.5% is calculated for the missed approach procedure, this will be indicated (example here in the ILS column).

Landing minima

DA and MDA is given in feet QNH.

DH and MDH is given in feet QFE and presented within brackets.

Minimum RVR is given in metres and valid for op-erative approach lights (where approach lights are provided). To correct for downgraded or inopera-tive equipment see this chapter under subchapter FAILED OR DOWNGRADED EQUIPMENT.

For countries where RVR is reported in feet the RVR value is presented in feet and/or statute miles and shown in italic.

Ceiling required

When ceiling or vertical visibility is required (according to authority regulations) to commence the approach, a “ceiling required” symbol is shown next to the MDH value. Below the minima the symbol is repeated together with the official ceiling value.

C

C

D

B

A

ACFT

EU

OP

S

A

ACFT ILS+DME

PS

NDB+DME

A

ACFT ILS 3.5% ILS 2.5%

PS

(200)550m

530(471)

1200m800

(250)550m

580

(471)1600m800

C

D

DL

B

A

ACFT ILS LOC+DME

EU

OP

S

Circling

(200)550m

530(471)

1200m800

NA

(471)1600m800

C

D

B

A

ACFT ILS LOC+DME

EU

OP

S

Circling

(200)2600ft

or½sm

300 (380)5000ft or 1sm

510

(380)6000ft or 1¼sm

510

ACFT ILS LOC+DME

STA

TE

1sm

1sm

1½sm

2¼sm

(606)640

(606)640

(646)680

(1006)1040

C

D

B

A

GS 100 120 140 160ROD 3˚ 600 720 840 950

1:04

804801:21 0:53 0:45 0:40OM - MAPt

Circling

(436)550m

440

(656)1400m660

(656)1800m660

NA

ACFT ILS LOC+DME

JAR

OP

SJA

R O

PS

C

D

B

A

EU

OP

S

1000ftC

C

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MINIMA

CAT II

Lowest height relative to threshold elevation is 100 ft. The official DH is corrected for elevation or depression in the terrain and presented in the IAC as Radio Height in feet.

CAT III

Application of CAT III minima requires special approval for each operator by their state before the operations are performed. CAT III minima is presented separately for each customer, and the layout may vary depending on customer require-ment.

Circling

Circling minima is presented as MDA in feet (MDH in feet within brackets) and visibility in kilometres to one decimal place. In countries reporting visibility in statute miles, values are shown in statute miles.

LowestNo DHALL

ACFT CAT IIIB

EU

OP

SJA

R O

PS

Circling

(606)1.6km

640

(606)1.5km

640

(646)2.4km680

(1006)3.6km

1040

C

D

B

A

ACFT

EU

OP

S

West of ADa

a

a

(1002)3sm

1020

JAR

OP

S

Circling

C

D

B

A

ACFT

TE

RP

S

300mRA 105

ACFT CAT II

EU

OP

S

C

D

B

A

300mRA 120

300mRA 105

ACFT CAT II

EU

OP

S

C

D

B

A

LowestNo DH 200m

RA 50

200mRA 65

A32

757767

M80

ACFT CAT IIIB CAT IIIA

EU

OP

S

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Change: RA in example

MINIMA

Rev

erse

sid

e bl

ank

Additional minima pagesAdditional Landing Minima

When a space problem occur in an IAC chart, a reference to the Additional Landing Minima page is shown and the minima is moved to this page.

The IAC designator identifies the original source of the minima. The page has serial number 51 and will therefore be placed after all IAC charts.

Note: Circling see 51-1

Circling(447)

1.5km1000

(547)1.6km

1100

(774)2.4km

1300

(774)3.6km

1300

C

D

A

B

ACFT

EU

OP

S

ILS RWY 08 / ILS RWY 26

Additional Landing Minima15 JUN 0951 - 1 United Kingdom - EGGW / LTN

Luton LONDON

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Change: Example

ADDITIONAL MINIMA

Radar Procedures

A page showing PAR and/or SRA minima without specific procedure description.

The page has serial number 51 and will therefore be placed after all IAC charts.

Climb on 066˚ to MNM 1030,at D3.9 D114.6 MR turn leftand climb on 045˚ to MNM 1700,at R057/D6.9 MR turn leftto 009˚ to 642 KN climbingto 3600.- When crossing 1300 contact RAD 118.1.

Climb on 066˚ to MNM 1030,at D3.9 D114.6 MR turn leftand climb on 045˚ to MNM 1700,at R057/D6.9 MR turn leftto 009˚ to 642 KN climbingto 3600 .- When crossing 1300 contact RAD 118.1.

PAR RWY 07L

PAR RWY 07R

119.3 APP 1

123.7 APP 2

128.0 APP 3

123.4 APP 4

131.5 07L/25R

120.7 07R/25L

119.0 Terminal 1

121.8 Terminal 2

ATIS125.125118.1

Moscow APP TWRSheremetyevo RAD GND

Radar Procedures15 JUN 0551 - 1 Russia - UUEE / SVO

Sheremetyevo MOSCOW

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1000

500300235

4000

226017001400

ftQNH

mQFE

900 3600

200

65

1300

840120 1030

JAR

OP

S

(217)600m840

(227)600m850

(237)600m860

(247)600m870

C

D

B

A

EU

OP

S

ACFT PAR

GP 3.0˚ FAT 066˚ THR Elev 620 23hPa AD Elev 630 TL ATC TA 4000MNM ALT D3.7 MR 2260, D0.9 MR 1400, D0.8 after MR 840

1000

500300215

4000

226017001330

ftQNH

mQFE

900 3600

200

65

1300

840120 1030

JAR

OP

SJA

R O

PS

(224)600m850

(233)600m850

(243)600m860

(253)650m870

C

D

B

A

EU

OP

S

ACFT PAR

GP 3.0˚ FAT 066˚ THR Elev 617 22hPa AD Elev 630 TL ATC TA 4000MNM ALT D3.7 MR 2260, D0.8 MR 1330, D0.8 after MR 840

51 -

1

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Change: Example

RADAR PROCEDURES

JAR OPS Aerodrome Operating Minima (AOM)Then minima in JAR OPS 1 Subpart E has been included in EU OPS Subpart E and renamed Appendix 1 (old) to OPS 1.430. After the three year transition period (16 JUL 2011) Appendix 1 (old) will be removed. Aerodrome operating minima according Appendix 1 (old) to OPS 1.430 will be presented on some charts until the three year transition period ends 16 JUL 2011.

General

An operator shall specify aerodrome operating minima for each departure, destination or alternate aero-drome authorised for the type(s) of aircraft and operations concerned. These minima must take into account any increment to the specified values imposed by the State.

The minima for a specific type of aircraft and landing procedure are considered applicable if:

The ground equipment shown on the respective chart required for the intended procedure is operative;•

The aircraft systems required for the type of approach are operative; •

The required aircraft performance criteria are met; and •

The crew is qualified accordingly.•

Landing minimaNon-Precision approach

An operator must ensure that system minima for Non-Precision approach procedures which are based upon the use of LLZ, VOR, NDB, SRE and VDF are not lower than the MDH values given below.

System minima for Non-Precision approach aids

Facility Lowest MDH

LLZ (ILS without glidepath) 250 ft

SRA (Terminating at ½ nm) 250 ft

SRA (Terminating at 1 nm) 300 ft

SRA (Terminating at 2 nm) 350 ft

VOR 300 ft

VOR + DME 250 ft

NDB 300 ft

VDF 300 ft

Minimum descent height - MDH

An operator must ensure that the MDH for a Non-Precision approach is not lower than either:

The OCH/OCL for the category of aircraft;•

The system minima; or•

State minima if higher.•

Visual reference

A pilot may not continue an approach below MDA/MDH unless at least one of the following visual references for the intended RWY is distinctly visible and identifiable to the pilot:

Elements of the approach light system;•

The threshold;•

The threshold markings;•

The threshold lights;•

The threshold identification lights;•

The visual glide slope indicator;•

The touchdown zone or touchdown zone • markings;

The touchdown zone lights;•

Runway edge lights; or •

Other visual references accepted by the • authority.

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Change: Editorial

JAA AOM

Table 2a - RVR for Non-Precision approach

Full facilities (note 1)

MDH-ft

RVR metres / Aircraft category

A B C D

250-299 800 800 800 1200

300-459 900 1000 1000 1400

450-649 1000 1200 1200 1600

650 and above 1200 1400 1400 1800

Table 2b - RVR for Non-Precision approach

Intermediate facilities (note 2)

MDH-ft


A B C D

250-299 1000 1100 1200 1400

300-459 1200 1300 1400 1600

450-649 1400 1500 1600 1800

650 and above 1500 1500 1800 2000

Table 2c - RVR for Non-Precision approach

Basic facilities (note 3)

MDH-ft


A B C D

250-299 1200 1300 1400 1600

300-459 1300 1400 1600 1800

450-649 1500 1500 1800 2000

650 and above 1500 1500 2000 2000

Table 2d - RVR for Non-Precision approach

Nil approach light facilities (note 4)

MDH-ft


A B C D

250-299 1500 1500 1600 1800

300-459 1500 1500 1800 2000

450-649 1500 1500 2000 2000

650 and above 1500 1500 2000 2000

Required RVR

The lowest minima to be used by an operator for Non-Precision approaches are:

Notes: (1) Full facilities comprise: runway markings, 720 m or more of high/medium intensity approach lights, runway edge lights, threshold lights and runway end lights. Lights must be on.

(2) Intermediate facilities comprise: runway markings, 420-719 m of high/medium intensity approach lights, runway edge lights, threshold lights and runway end lights. Lights must be on.

(3) Basic facilities comprise: runway markings, <420 m of high/medium intensity approach lights, any length of low intensity approach lights, runway edge lights, threshold lights and runway end lights. Lights must be on.

(4) Nil approach light facilities comprise: runway markings, runway edge lights, threshold lights and runway end lights or no lights at all. For night operations at least runway edge lights, threshold lights and runway end lights must be on.

The previous tables are only applicable to conventional approaches with a nominal descent slope of not greater than 4º. Greater descent slopes will usually require that visual glide slope guidance (e.g. PAPI) is also visible at MDH.

The MDH mentioned in tables 2a, 2b, 2c and 2d above refers to the initial calculation of MDH. When selecting the associated RVR, there is no need to take into account of a rounding up to the nearest ten feet, which may be done for operational purposes, e.g. conversion to MDA.

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JAA AOM

Precision approach - CAT I operations

A Category I operation is a precision instrument approach and landing using ILS, MLS or PAR with a deci-sion height not lower than 200 ft and with an RVR not less than 550 m.

Decision height - DH

An operator must ensure that the DH to be used for a CAT I precision approach is not lower than:

The minimum DH specified in the AFM, if stated;

The minimum height to which the precision approach aid can be used without the required visual references;

The OCH/OCL for the category of aircraft;

200 FT; or

State minima if higher.

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A pilot may not continue an approach below the CAT I DH unless at least one of the following visual references for the intended runway are distinctly visible and identifiable to the pilot.

Elements of the approach light system;

The threshold;

The threshold markings;

The threshold lights;

The threshold identification lights;

The visual glide slope indicator;

The touchdown zone or touchdown zone markings;

The touchdown zone lights; or

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The lowest minima to be used by an operator for CAT I operations are:

Table 3 - RVR for CAT I approach vs facilities and DH

DH-ft

Facilities

Full (note 1) Interm. (note 2) Basic (note 3) Nil (note 4)

200 550 700 800 1000

201-250 600 700 800 1000

251-300 650 800 900 1200

301 and above 800 900 1000 1200

Notes: (1) Full facilities comprise: runway markings, 720 m or more of high/medium intensity approach lights, runway edge lights, threshold lights and runway end lights. Lights must be on.

(2) Intermediate facilities comprise: runway markings, 420-719 m of high/medium intensity approach lights, runway edge lights, threshold lights and runway end lights. Lights must be on.

(3) Basic facilities comprise: runway markings, <420 m of high/medium intensity approach lights, any length of low intensity approach lights, runway edge lights, threshold lights and runway end lights. Lights must be on.

(4) Nil approach light facilities comprise: runway markings, runway edge lights, threshold lights and runway end lights or no lights at all. For night operations at least runway edge lights, threshold lights and runway end lights must be on.

The DH mentioned in table 3 above refers to the initial calculation of DH. When selecting the associated RVR, there is no need to take into account of a rounding up to the nearest ten feet, which may be done for operational purposes, e.g. conversion to DA.

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JAA AOM

Conversion of MET VIS to RVR

The figures in tables 2 and 3 are reported RVR. If RVR not reported, convert MET VIS in accordance with table 4 below.

REMARK: An operator must ensure that a MET VIS to RVR conversion is not used for calculating take-off minima, CAT II or CAT III minima or when reported RVR is available.

When converting MET VIS to RVR in all other circumstances than in remark above, an operator must ensure that the following table is used:

Table 4 - Conversion of VIS to RVR

Lighting in operationRVR = Reported MET VIS x Day Night

High int. approach lights and runway edge lights

1.5 2.0

Any other lighting 1.0 1.5

No lighting 1.0 -

Precision approach - CAT II operations

A CAT II operation is a precision instrument approach and landing using ILS or MLS with a DH below 200 ft but not lower than 100 ft and with an RVR of not less than 300 m.

Decision height - DH

An operator must ensure that the decision height for a CAT II operation is not lower than:

The minimum DH specified in the AFM, if stated;

The minimum height to which the precision approach aid can be used without the required visual references;

The OCH/OCL for the category of aircraft;

The DH to which the flight crew is authorized to operate; or

100 ft.

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A pilot may not continue an approach below the CAT II DH unless visual references containing a segment of at least 3 consecutive lights being the centre line of the approach lights, or touch down zone lights, or runway centre-line lights, or runway edge lights, or a combination of these is attained and can be maintained. This visual reference must include a lateral element of the ground pattern, i.e. an approach light crossbar or the landing threshold or a barrette of the touch down zone lighting.

Circling

The lowest minima to be used by an operator for circling are:

Table 5 - VIS and MDH for circling vs aircraft Category

Aircraft category

A B C D

MDH-ft 400 500 600 700

Minimum MET VIS-metres 1500 1600 2400 3600

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Table 6 - RVR for CAT II approach vs DH

DH-ft

CAT II minima / RVR - metres

Auto-coupled to below DH (note 1)

CAT A, B, C CAT D Conducting autoland

CAT D

100 - 120 300 300 350

121 - 140 400 400 400

141 and above 450 450 450

Required RVR

The lowest minima to be used by an operator for CAT II operations are:

Note (1) The reference to “Auto-coupled to below DH” in this table means continued use of the automatic flight control system down to a height which is not greater than 80% of the applicable DH. Thus airworthiness requirements may, through minimum engagement height for the automatic flight control system, affect the DH to be applied.

Minimum length of approach lights to conduct CAT II operations is 420 m.

If touch down zone lights or runway centre-line lights are unserviceable minimum RVR: Night 550 m.

Precision approach - CAT III operations

Minimum values for CAT III operations will not be given in this chapter, See operators Air Flight Manual for specific details.

Take off minimaGeneral

Take off minima established by the operator must be expressed as VIS or RVR limits, taking into account all relevant factors for each aerodrome planned to be used and the aircraft characteristics. Where there is a specific need to see and avoid obstacles on departure and/or for a forced landing, additional conditions (e.g. ceiling) must be speci-fied.

A take off shall not be commenced unless the weather conditions at the aerodrome of departure are equal to or better than applicable minima for landing at the aerodrome unless a suitable take-off alternate aerodrome is available.

When the reported MET VIS is below that required for take off and RVR is not reported, or when no reported MET VIS or RVR is available, a take off may only be commenced if the commander can de-termine that the RVR/VIS along the take off runway is equal to or better than the required minima.

Visual reference

The take off minima must be selected to ensure sufficient guidance to control the aircraft in the

event of both a discontinued take off in adversed circumstances and a continued take off after failure of the critical power unit.

Required RVR/VIS

For multi engine aircraft, whose performance is such that, in the event of a critical power unit failure at any point during take off, the aircraft can either stop or continue the take off to a height of 1500 ft above the aerodrome while clearing obstacles by the required margins, the take off minima established by an operator must be expressed as RVR/VIS values not lower than those given in table 7 below.

Low Visibility Take off (LVTO)

A take off where the RVR is less than 400 m.

An operator must establish procedures and instruc-tions to be used for LVTO.

Before commencing a LVTO the commander shall satisfy himself that:

The status of the visual and non-visual facilities is sufficient;

Appropriate Low Visibility Procedures (LVPs) are in force according to information received from Air Traffic Services.

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Table 7 - RVR / VIS for Take Off

Faclities

RVR / VIS -metres (1)

Aircraft categories A, B, C

Aircraft category D

Runway edge lights and runway centre-line lights and multiple RVR information (2) (4)

150 200

Runway edge lights and runway centre-line lights (4) 200 250

Runway edge lights and/or runway centre-line markings (3) (4)

250 300

Nil (Day only) 500 500

Specially approved (5) 125 150

Notes: (1) The reported RVR/VIS value representative of the initial part of the take off run can be replaced by pilot assessment.

(2) The required RVR value must be achieved for all of the relevant RVR reporting points, except as in note (1) above.

(3) For night operations at least runway edge and runway end lights are required.

(4) Low VIS Proc must be in force, otherwise minimum 400 m RVR/VIS applies.

(5) Low VIS procedures are in force;

High intensity runway centre-line lights spaced 15 m or less and hight intensity runway edge lights spaced 60 m or less are in operation;

Flight crew members have satisfactory completed training in simulator approved for this procedure;

A 90 m visual segment is available from the cockpit at the start of the take off run; and

The required RVR value has been achieved for all of the RVR reporting points.

Take off minima using lateral guidance

Subject to the approval of the Authority, an operator using an approved lateral guidance system for take off may reduce the take off minima to an RVR less than 125 m (ACFT CAT A, B, C,) or 150 m (ACFT CAT D) but not less than 75 m provided runway protection and facilities equivalent to CAT III landing operations are available.

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EU OPS Subpart E – All Weather OperationsAppendix 1 (New) to OPS 1.430

Aerodrome Operating Minima

WEF 16JUL08 the Appendix 1 (New) to OPS 1.430 will be introduced. The current JAR OPS Subpart E will be renamed Appendix 1 (Old) to OPS 1.430. After the three year transition period (16JUL11) Appendix 1 (Old) will be removed.

There were many factors influencing a desire to change the AWO rules. Among them where:

Harmonisation work with the FAA;

Promotion of a safer technique for flying non-precision approaches. In particular the formal introduc-tion of the Stabilised Approach (SAp) and Continuous Descent Final Approach (CDFA) techniques;

Clarification of requirements for CAT III;

Introduction of “Lower than Standard CAT I” and “Other than Standard CAT II” approaches;

Introduction of requirements for, and minima associated with, Head Up Display Landing Systems (HUDLS) and Enhanced Vision Systems (EVS);

Enhanced requirements for training related to the above.

GENERAL

An operator shall establish, for each aerodrome planned to be used, aerodrome operating minima that are not lower than the values given in Appendix 1 (Old) or Appendix 1 (New) as applicable. The method of determination of such minima must be acceptable to the Authority. Such minima shall not be lower than any that may be established for such aerodromes by the State in which the aerodrome is located, except when specifically approved by that State. The use of HUD, HUDLS or EVS may allow operations with lower vis-ibilities than normally associated with the aerodrome operating minima. States which promulgate aerodrome operating minima may also promulgate regulations for reduced visibility minima associated with the use of HUD or EVS.

In establishing the aerodrome operating minima which will apply to any particular operation, an operator must take full account of:

The type, performance and handling characteristics of the aeroplane;

The composition of the flight crew, their competence and experience;

The dimensions and characteristics of the runways which may be selected for use;

The adequacy and performance of the available visual and non-visual ground aids;

The equipment available on the aeroplane for the purpose of navigation and/or control of the flight path, as appropriate, 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 the climb-out areas required for the execution of contingency procedures and necessary clearance;

The obstacle clearance altitude/height for the instrument approach procedures;

The means to determine and report meteorological conditions; and

The flight technique to be used during the final approach.

All approaches shall be flown as stabilised approaches (SAp) unless otherwise approved by the authority for a particular approach to a particular runway.

All non-precision approaches shall be flown using the continuous descent final approach (CDFA) technique unless otherwise approved by the Authority for a particular approach to particular runway. When calculating the minima in accordance with Appendix 1 (New), the operator shall ensure that the applicable minimum RVR is increased by 200m for CAT A/B aeroplanes and by 400m for CAT C/D aeroplanes for approaches not flown using the CDFA technique, providing that the resulting RVR/CMV value does not exceed 5000m.

An Authority may exempt an operator from the requirement to increase the RVR when not applying the CDFA technique.

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EU OPS Subpart E

NAVTECH Minima policy

Aerodrome operating minima according Appendix 1 (New) is presented on Navtech Aerochart IAC from 16JUL08 on an aerodrome per aerodrome rate during the three year transition period.

Minima according Appendix 1 (New) will be indicated by EU OPS box (see example below).

Minima will be the highest of Appendix 1 (• New) vs State published minima.

Operator not applying CDFA technique will have to add, for CAT A/B ACFT 200m and for CAT C/D •ACFT 400m to published RVR.

Exception: Procedures marked with • Non CDFA box (see example below) will have the 200m/400m add-on published on IAC.

Attention: ILS CAT I procedures with a published RVR lower than 750m to runways without RCLL •and RTZL requires an approved HUDLS or AP or FD. If not able to comply with HUDLS or AP or FD requirement lowest permissible RVR is 750m.

Take-off minima is not changed in Appendix 1 (• New) compared to JAA Aerodrome Operating Minima (AOM). For take-off minima see para. 25.5.

Examples

Illustrated below is the symbols for EU OPS ( ), Non CDFA ( ), Other Than Standard CAT II Operations ( ) and Lower than Standard CAT I Operations ( ).

MAPt RBA

RBA

Non CDFA

TCH 51012345678910111213141516nm

2100

1360

LDA 2130x406988x131ftP 3.25˚ (55)

Circling

(399)1300m560

(399)1500m560

(402)1.5km

590

(502)1.6km

690

(722)2.4km910

(792)3.6km

980C

D

A

B

ACFT NDB

EU

OP

S

042˚2min

194˚

FALS

Circling

450mRA 115 (200)

450m230 (200)

550m230 (359)

900m380

(567)1.5km

650

(667)1.6km

750

(767)2.4km850

(767)3.6km

850

C

D

A

B

ACFT CAT II OTS ILS LTS ILS LOC+DME

EU

OP

S

LDA 2400x457874x148ftP 3˚ (50)

FALS

ABC ALT

11.2975432

35002790215015101190

870550

1.5 380

DME 3˚

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EU OPS Subpart E

1 23 4

1

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2

3 4

LANDING MINIMA

PRECISION APPROACH – CAT I OPERATIONS

A CAT I approach is a precision instrument approach and landing using ILS, MLS, GLS (GNSS/GBAS) or PAR with a decision height not lower than 200ft and with an RVR not less than 550m, unless accepted by the Authority.

Decision Height (DH): An operator must ensure that the decision height to be used for an approach is not lower than:

The minimum height to which the approach aid can be used without the required visual reference; or

The OCH for the category of aeroplane; or

The published approach procedure decision height where applicable; or

200ft for CAT I approach operations; or

The system minima; or

The lowest decision height specified in the Aeroplane Flight Manual (AFM) or equivalent document, if stated; whichever is higher.

Visual reference: A pilot may not continue an approach below DA/DH unless at least one of the following visual references for the intended runway is distinctly visible and identifiable to the pilot:


The threshold;






The touchdown zone lights;

Runway edge lights; or

Other visual references accepted by the Authority.

Criteria for establishing RVR/CMV [(c)(1)(i)].

In order to qualify for the lowest allowable values of RVR/CMV detailed in Table 5 the instrument approach shall meet at least the following conditions:

Designated profile up to and including 4.5° for ACFT CAT A/B, or 3.77° for ACFT CAT C/D. Unless other approach angles are approved by the Authority.

Final approach track is offset not more than 15° for ACFT CAT A/B, or 5° for ACFT CAT C/D.

An RVR of less than 750m as indicated in Table 5 may be used:

for operations to runways with FALS, Runway Touchdown Zone Lights (RTZL) and Runway Cen-treline Lights (RCLL) provided that the DH is not more than 200ft; or

for operations to runways without RTZL and RCLL when using an approved HUDLS, or equivalent approved system, or when conducting a coupled approach or flight-director-flown approach to a DH equal or greater than 200ft. The ILS must not be promulgated as a restricted facility.

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EU OPS Subpart E

Determination of RVR/CMV/VIS.

If fulfilling criteria [(c)(1)(i)] apply the following Lower and Upper cut-off limits when deriving RVR/CMV from Table 5:

APV OPERATIONS

An APV operation is an instrument approach which utilises lateral and vertical guidance, but does not meet the requirements established for precision approach and landing operations, with a DH not lower than 250ft and a RVR of not less than 600m, unless approved by the Authority.


The minimum height to which the approach aid can be used without the required visual reference; or


The published approach procedure decision height where applicable; or

The system minima; or

The lowest decision height specified in the Aeroplane Flight Manual (AFM) or equivalent document, if stated; whichever is higher.

Visual reference: A pilot may not continue an approach below DA/DH unless at least one of the following visual references for the intended runway is distinctly visible and identifiable to the pilot:


The threshold;






The touchdown zone lights;

Runway edge lights; or


Criteria for establishing RVR/CMV [(c)(1)(i)].


Designated profile up to and including 4.5° for ACFT CAT A/B, or 3.77° for ACFT CAT C/D. Unless other approach angles are approved by the Authority.

Final approach track is offset not more than 15° for ACFT CAT A/B, or 5° for ACFT CAT C/D.

An RVR of less than 750m as indicated in Table 5 may be used:

For operations to runways with FALS, RZTL and RCLL when using an approved HUD.

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Facility/ConditionsRVR/CMV

(m)

Aircraft CAT

A B C D

ILS, MLS, GLS and PAR

Min According Table 5

Max 1500 1500 2400 2400

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EU OPS Subpart E


If fulfilling criteria [(c)(1)(i)] apply the following Lower and Upper cut-off limits when deriving RVR/CMV from Table 5:

Facility/ConditionsRVR/CMV (m)

Aircraft CAT

A B C D

APVMin According Table 5

Max 1500 1500 2400 2400

NON-PRECISION APPROACH OPERATIONS

A Non-Precision Approach (NPA) operation is an instrument approach using any of the facilities described in System Minima Table (Table 3), with a MDH or DH not lower than 250ft and an RVR/CMV of not less than 750m, unless accepted by the Authority.

Minimum Descent Height (MDH): An operator must ensure that the minimum descent height for an ap-proach is not lower than:

The OCH for the category of ACFT; or•

The system minima; or•

The minimum descent height specified in the Aeroplane Flight Manual (AFM) if stated; whichever is •higher.

Visual reference: A pilot may not continue an approach below MDA/MDH unless at least one of the follow-ing visual references for the intended runway is distinctly visible and identifiable to the pilot:

Elements of the approach light system;•

The threshold;•

The threshold markings;•

The threshold lights;•

The threshold identification lights;•

The visual glide slope indicator;•

The touchdown zone or touchdown zone markings;•

The touchdown zone lights;•

Runway edge lights; or•


Criteria for establishing RVR/CMV [(c)(1)(ii)].


Instrument approaches flown using the CDFA technique with a nominal vertical profile up to and •including 4.5° for ACFT CAT A/B, or 3.77° for ACFT CAT C/D.

Unless other approach angles are approved by the Authority where the facilities are NDB, NDB/•DME, VOR, VOR/DME, LOC, LOC/DME, VDF, SRA or RNAV/LNAV, with a final-approach segment of at least 3NM; and

final approach track is offset not more than 15° for ACFT CAT A/B, or 5° for ACFT CAT C/D; and•

If the MAPt determined by timing, the distance from FAF to THR is • < 8NM.

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EU OPS Subpart E


If fulfilling criteria [(c)(1)(ii)] apply the following Lower and Upper cut-off limits when deriving RVR/CMV from Table 5:

If not fulfilling criteria [(c)(1)(ii)] or with a DH or MDH > 1200ft apply the following Lower and Upper cut-off limits when deriving RVR/CMV from Table 5:

SYSTEM MINIMA


Aircraft CAT

A B C D

NDB, NDB/DME, VOR, VOR/DME, LOC, LOC/DME, VDF, SRA and RNAV/LNAV

Min 750 750 750 750

Max

According Table 5 if flown using the CDFA technique, otherwise an add-on of 200/400m applies to the value in Table 5 but not to result in a value exceeding 5000m

Table 3

SYSTEM MINIMA

Facility Lowest DH / MDH

LOC with or without DME 250ft

SRA (terminating at ½ nm) 250ft

SRA (terminating at 1 nm) 300ft

SRA (terminating at 2 nm or more) 350ft

RNAV / LNAV 300ft

VOR 300ft

VOR / DME 250ft

NDB 350ft

NDB / DME 300ft

VDF 350ft


Aircraft CAT

A B C D

NDB, NDB/DME, VOR, VOR/DME, LOC, LOC/DME, VDF, SRA and RNAV/LNAV

Min 750 750 750 750

Max 1500 1500 2400 2400

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EU OPS Subpart E

Table 4

OPS Class of Facility Configuration, intensity and length of approach lights

FALS (Full Approach Light System)

ICAO: Presicion Approach CAT I Lighting system, Distance Coded Centreline, Barrette Centreline

HIALS> 720m

IALS (Intermediate Approach Light System)

ICAO: Simple Approach Lighting System, Single Source, Barrette

HIALS

420 - 719m

BALS (Basic Approach Light System)

Any other Approach Lighting System

HIALS, MIALS or ALS

210 - 419m

NALS

Any other Approach Lighting System

< 210m

Or no Approach Lights

APPROACH LIGHT SYSTEMS

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Table 5

DH or MDH

Class of Lighting Facility

FALS IALS BALS NALS

See paragraph about RVR < 750m

Feet Metres

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

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

RVR / CMV (see Table 9) vs DH /MDH

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EU OPS Subpart E

CONVERSION OF REPORTED METEOROLOGICAL VISIBILITY TO RVR/CMV

An operator must ensure that a meteorological visibility to RVR/CMV conversion is not used for takeoff, for calculating any other required RVR minimum less than 800m, or when reported RVR is available.

NOTE: If the RVR is reported as being above the maximum value assessed by the aerodrome operator, e.g. “RVR 1500 metres”, it is not considered to be a reported value for the purpose of this paragraph.

When converting meteorological visibility to RVR in all other circumstances than those mentioned above, an operator must ensure that the following table is used:

SINGLE PILOT OPERATIONS

Single pilot Operations. For single pilot operations, an operator must calculate the minimum RVR/Visibility for all approaches in accordance with OPS 1.430 and Appendix 1 (New).

An RVR of less than 800 metres as indicated in Table 5 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; or

An approved HUDLS (including, where appropriate, EVS), or equivalent approved system.

Where RTZL and/or RCLL are not available, the minimum RVR/CMV shall not be less than 600m.

An RVR of less than 800 metres as indicated in Table 5 may be used for APV operations to runways with FALS, RTZL and RCLL when using an approved HUDLS, or equivalent approved system, or when conduct-ing a coupled approach to a DH equal to or greater than 250ft.

LOWER THAN STANDARD CAT I OPERATIONS


The minimum decision height specified in the AFM, if stated; or

The minimum height to which the precision approach aid can be used without the required visual reference; or


The decision height to which the flight crew is authorised to operate; or

200ft

Visual reference: A pilot may not continue an approach below decision height unless visual reference con-taining a segment of at least 3 consecutive lights being the centre line of the approach lights, or touchdown zone lights, or runway centreline lights, or runway edge lights, or a combination of these is attained and can be maintained. This visual reference must include a lateral element of the ground pattern, i.e. an approach lighting crossbar or the landing threshold or a barrette of the touchdown zone lighting unless the operation is conducted utilising an approved HUDLS usable to at least 150ft.

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Table 9

Lighting elements in operationRVR / CMV = Reported Met Visibility x

Day Night

HI approach and runway lighting 1.5 2.0

Any type of lighting installation other than above

1.0 1.5

No lighting 1.0 N/A

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EU OPS Subpart E

Type of facility: An ILS/MLS which supports a Lower than Standard Category I operation must be an unre-stricted facility with a straight in course (< 3° offset) and the ILS must be certificated to:

Class I/T/1 for operations to a minimum of 450m RVR; or

Class II/D/2 for operations to less than 450m RVR.

Single ILS facilities are only acceptable if Level 2 performance is provided.

Required RVR / CMV:

NOTE: The visual aids comprise standard runway day markings, approach lighting, runway edge lights, threshold lights, runway end lights and, for operations below 450m, shall include touch-down zone and/or runway centre line lights.

PRECISION APPROACH - CAT II OPERATIONS

A CAT II operation is a precision instrument approach and landing using ILS or MLS with:

A decision height below 200ft but not lower than 100ft; and

A RVR of not less than 300m.

Decision Height (DH): An operator must ensure that the decision height is not lower than:





100ft.

Visual reference: A pilot may not continue an approach below decision height unless visual reference con-taining a segment of at least 3 consecutive lights being the centre line of the approach lights, or touchdown zone lights, or runway centreline lights, or runway edge lights, or a combination of these is attained and can be maintained. This visual reference must include a lateral element of the ground pattern, i.e. an approach lighting crossbar or the landing threshold or a barrette of the touchdown zone lighting unless the operation is conducted utilising an approved HUDLS usable to touchdown.

•

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•

•

•

•

Table 6b

Lower than Standard CAT I Minima

DH (feet) Class of Lighting Facility

FALS IALS BALS NALS

RVR / CMV (Metres)

200 - 210 400 500 600 750

211 - 220 450 550 650 800

221 - 230 500 600 700 900

231 - 240 500 650 750 1000

241 - 249 550 700 800 1100

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Required RVR:

OTHER THAN STANDARD CAT II OPERATIONS

An other than Standard CAT II operation is a precision instrument approach and landing using ILS or MLS which meets the facility requirements as established below with:

A decision height below 200ft but not lower than 100ft; and

A RVR of not less than 350/400m.

Decision Height (DH): An operator must ensure that the decision height is not lower than:





100ft.

Visual reference: A pilot may not continue an approach below decision height unless visual reference con-taining a segment of at least 3 consecutive lights being the centre line of the approach lights, or touchdown zone lights, or runway centreline lights, or runway edge lights, or a combination of these is attained and can be maintained. This visual reference must include a lateral element of the ground pattern, i.e. an approach lighting crossbar or the landing threshold or a barrette of the touchdown zone lighting unless the operation is conducted utilising an approved HUDLS usable to touchdown.

Type of facility: An ILS/MLS which supports a other than Standard Category II operation shall be an unre-stricted facility with a straight in course (< 3° offset) and the ILS must be certificated to:

Class I/T/1 for operations to a minimum of 450m RVR and a to a DH of 200ft or more; or

Class II/D/2 for operations in RVRs of less than 450m RVR or to DH of less than 200ft.

Single ILS facilities are only acceptable if Level 2 performance is provided.

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Table 7a

CAT II Minima

DH (feet)Auto-coupled / Approved HUDLS to below DH (Note 1)

RVR Aircraft CAT A, B, & C RVR Aircraft CAT D

100 - 120 300 300/350 (Note 2)

121 - 140 400 400

141 and above 450 450

Note 1: The reference to “auto-coupled to below DH/Approved HUDLS” in this table means continued use of the automatic flight control system or the HUDLS down to a height of 80% of the DH. Thus airworthiness requirements may, through minimum engagement height for the automatic flight control system, affect the DH to be applied.

Note 2: 300m may be used for a CAT D aeroplane conducting an auto-land.

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Required RVR:

PRECISION APPROACH - CAT III OPERATIONS

Minimum values for CAT III operations will not be catered for in this chapter, see Operation Manuals for Company/ACFT specific information.

ENHANCED VISION SYSTEM

A pilot using an enhanced vision system certificated for the purpose of this paragraph and used in accord-ance with the procedure and limitations of the approved flight manual, may:

Continue an approach below DH or MDH to 100ft above the threshold elevation of the runway provided that at least one of the following visual references is displayed and identifiable on the enhanced vision system:

Elements of the approach lighting; or

The runway threshold, identified by at least one of the following: the beginning of the runway land-ing surface, the threshold lights, the threshold identification lights, and the touchdown zone, identi-fied by at least one of the following: the runway touchdown zone landing surface, the touchdown zone lights, the touchdown zone markings or the runway lights.

Paragraph above may only be used for ILS, MLS, PAR, GLS and APV operations with a DH no lower than 200 feet or an approach flown using approved vertical flight path guidance to a MDH or DH no lower than 250 feet.

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Table 7b

Other than Standard CAT II Minima

DH (feet)

Auto-land or Approved HUDLS utilised to touchdown

Class of Lighting Facility

FALS IALS BALS NALS

See para about RVR < 750m

CAT A - C CAT D CAT A - D CAT A - D CAT A - D

RVR (Metres)

100 - 120 350 400 450 600 700

121 - 140 400 450 500 600 700

141 - 160 450 500 500 600 750

161 - 199 450 500 550 650 750

Note: The visual aids required to conduct Other than Standard CAT II opera-tions comprise standard runway day markings and approach and runway lighting (runway edge lights, threshold lights, runway end lights). For opera-tions in RVR of 400m or less, RCLL must be available.

To conduct Other than Standard CAT II operations the operator must ensure that appropriate Low Visibility procedures are established and in operation at the intended aerodrome of landing.

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Table 9 Approach utilising EVS - RVR/CMV reduction vs normal RVR/CMV

RVR / CMV normally required RVR / CMV for approach utilising EVS550 350600 400650 450700 450750 500800 550900 6001000 6501100 7501200 8001300 9001400 9001500 10001600 11001700 11001800 12001900 13002000 13002100 14002200 15002300 15002400 16002500 17002600 17002700 18002800 19002900 19003000 20003100 20003200 21003300 22003400 22003500 23003600 24003700 24003800 25003900 26004000 26004100 27004200 28004300 28004400 29004500 30004600 30004700 31004800 32004900 32005000 3300

Reduce the calculated RVR/CMV for approach from the value in column 1 of Table below to the value in column 2:

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A pilot may not continue an approach below 100 feet above runway threshold elevation for the intended runway, unless at least one of the visual references specified below is distinctly visible and identifiable to the pilot without reliance on the enhanced vision system:

The lights or markings of the threshold; or•

The lights or markings of the touchdown zone.•

CIRCLING

Minimum Descent Height (MDH): The MDH for circling shall be the higher of:

The published circling OCH for the aeroplane category; or•

The minimum circling height derived from the Table below; or•

The DH/MDH of the preceding instrument approach procedure.•

Minimum Descent Altitude (MDA): The MDA for circling shall be calculated by adding the published aero-drome elevation to the MDH, as determined by the above para.

Visibility: The minimum visibility for circling shall be the higher of:

The circling visibility for the aeroplane category, if published; or•

The minimum visibility derived from table below; or•

The RVR/CMV derived from Table x for the preceding instrument approach procedure.•

VISUAL APPROACH

Visual Approach: An operator shall not use an RVR of less than 800m for a visual approach.

FAILED OR DOWNGRADED EQUIPMENT

See failed or downgraded equipment list according EU OPS standard.

Table 10 Minimum Visibility and MDH for circling vs aeroplane category.

Aircraft CAT

A B C D

MDH (feet) 400 500 600 700

Minimum meteorlogical visibility (metres)

1500 1600 2400 3600

Circling with prescribed tracks is an accepted procedure within the meaning of this paragraph.

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Failed or downgraded equipment

Failed or downgraded equipment acc JAR OPS

Effect on landing minima

CAT III B CAT III A CAT II CAT I Non-precision

ILS standby transmitter

Not allowed No effect

Outer marker No effect if replaced by published equivalent position Not applicable

Middle marker No effectNo effect unless used as MAPt

Touch down zone RVR assesment system

May be temporarily replaced with midpoint RVR if approved by the State of the airport. RVR may be reported by human observation

No effect

Midpoint or Stopend RVR

No effect

Anemometer for runway in use

No effect if other ground source available

Ceilometer No effect

Approach lightsNot allowed for

operations with DH > 50ftNot allowed Minima as for nil facilities

Approach lights except the last 210m

No effect Not allowed Minima as for basic facilities


No effectMinima as for

intermediate facilities

Standby power for approach lights

No effect RVR as for CAT I basic facilities No effect

Whole runway light system

Not allowedDay - Minima as for nil facilities Night - Not allowed

Edge lights Day only

Centreline lights RVR 300m, day onlyRVR 300m day RVR 550m night

No effect

Centreline lights spacing increased to 30m

RVR 150m No effect

Touch down zone lights

RVR 200m day RVR 300m night


No effect

Standby power for runway lights


Taxiway light system

No effect - except possible delays due to reduced movement rate

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FAILED EQUIPMENT

Failed or downgraded equipment acc EU OPS

Failed or downgraded equipment (Note 1)

Effect on landing minima

CAT III B (Note 2)

CAT III A CAT II CAT I Non- precision

ILS standby transmitter Not allowed No effect

Outer marker No effect if replaced by published equivalent position Not applicable

Middle marker No effectNo effect unless used as MAPt

Touch down zone RVR assesment system

May be temporarily replaced with midpoint RVR if approved by the State of the aerodrome. RVR may be reported by human observation

No effect

Midpoint or Stopend RVR

No effect

Anemometer for runway in use

No effect if other ground source available

Ceilometer No effect

Approach lightsNot allowed for

operations with DH > 50ftNot allowed Minima as for nil facilities


No effect Not allowed Minima as for nil facilities


No effectMinima as for

intermediate facilities

Standby power for approach lights

No effect

Whole runway light system Not allowed

Day - Minima as for nil facilities Night - Not allowed

Edge lights Day only

Centreline lights RVR 300m, day onlyRVR 300m day RVR 550m night

No effect

Centreline lights spac-ing increased to 30m

RVR 150m No effect

Touch down zone lights RVR 200m day RVR 300m night


No effect

Standby power for runway lights


Taxiway light system No effect - except delays due to reduced movement rate

Note 1: (a) multiple failures of runway lights other than indicated in the table above are not acceptable. (b) deficiencies of approach and runway lights are treated separately. (c) Category II or III operations. A combination of deficiencies in runway lights and RVR assesment equipment is not allowed. (d) failures other than ILS affect RVR only and not DH.

Note 2: For CAT IIIB operations with no DH, an operator shall ensure that, for aeroplanes authorised to conduct no DH operations with thw lowest RVR limitations, the following applies in addition to the content of the table above: (a) RVR. At least one RVR value must be available at the aerodrome; (b) runway lights (i) no runway edge lights, or no centre lights - Day - RVR 200m; night - not allowed: (ii) no TDZ lights - no restrictions; (iii) no standby power to runway lights - Day - RVR 200m; night - not allowed.

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FAILED EQUIPMENT

Failed or downgraded equipment acc USA standardInoperative components or visual aids table

Landing minimums published on instrument approach procedure charts are based upon full operation of all components and visual aids associated with the particular instrument approach chart being used. Higher minimums are required with inoperative components or visual aids as indicated below. If more than one component is inoperative, each minimum is raised to the highest minimum required by any single compo-nent that is inoperative. ILS glide slope inoperative minimums are published on the instrument approach charts as localizer minimums. This table may be amended by notes on the approach chart. Such notes ap-ply only to the particular approach category(ies) as stated. See description of components under LEGEND/AERODROME.

Inoperative Componen or Aid Approach Category Increase Visibility

ALSF 1 & 2, MALSR & SSALR A B C D By 1/4 sm

(1) ILS, MLS and PAR


ALSF 1 & 2, MALSR & SSALR A B C D To 4000 ft RVR

TDZL, RCLS A B C D To 2400 ft RVR

RVR A B C D To 1/2 sm

(2) ILS with visibility minimum of 1800ft RVR


ALSF 1 & 2, MALSR & SSALR A B C D By 1/2 sm

SSALS, MALS & ODALS A B C By 1/4 sm

(3) VOR, VOR/DME, VORTAC, VOR (TAC), VOR/DME (TAC), LOC, LOC/DME, LDA, LDA/DME, SDF, SDF/DME, RNAV and SRA


ALSF 1 & 2, MALSR & SSALR C By 1/2 sm

ALSF 1 & 2, MALSR & SSALR A B D By 1/4 sm

SSALS, MALS, ODALS A B C By 1/4 sm

(4) NDB

RVR / Meteorological Visibility Comparable Values

The following table shall be used for converting RVR to meteorological visibility when RVR is not reported for the runway of intended operation.

RVR in feet (ft) Visibility in statute miles (sm)

1600

2000

2400

3200

4000

4500

5000

6000

1/43/81/25/83/47/8

1

1 1/4

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ICAO recommended airport equipmentApproach lighting system

Precision approach CAT II / III lighting system

Precision approach CAT II / III lighting system

Aerochart Aerochart code letter Description Symbol

A

B

Precision approach CAT I lighting system (Calvert)

C

Precision approach CAT I lighting system (Barette centre line)

D

E

F

Simple approach lighting system. Single row with roll guidance bars.

Simple approach lighting system. Single row without roll guidance bars.

Simple approach lighting system. Parallel row.

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AIRPORT EQUIPMENT

U.S. standard approach lighting system

Used within USA, U.S AFB and countries applying U.S. standard. Standard length is 730m except for sys-tems with code letters K and L.

ALSF-2 Approach Lighting System with Flashing light CAT 2

Aerochart Aerochart code letter Description Symbol

G

ALSF-1 Approach Lighting System with Flashing light CAT 1

H

SALS Short Approach Light System

SSALS Short Simplified Approach Lighting System with Runway alignment indicator

I

MSALR Medium intensity SALR

SSALF

SSALS

MALSR

MALF

K

ODALS OmniDirectional ALS

G

Runway approach End Identification Lights (REIL)

REIL consists of a pair of synchronized flashing lights, one on each side of the runway threshold, directed towards the approach area.

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AIRPORT EQUIPMENT

2-bar VASIS / AVASIS

The full system comprises twelve units arranged to form two lighted wingbars on each side of the runway and which project white light above the glideslope and red below.

2-bar AVASIS is a system where a reduced number of light units are used for each wingbar either on one or both sides of the runway.

3-bar VASIS / AVASIS

3-bar VASIS consist of a third additional upper wingbar to a standard VASIS. The light units shall be ar-ranged in such manner that the pilot of an aeroplane may select an approach slope formed by either the lower and middle wingbars, or the middle and upper wingbars. The lower/middle wingbar combination is intended for normal eye-to-wheel height aircrafts (MD80, B737, AB320 etc.) and the middle/upper wingbar combination is intended for high eye-to-wheel height aircrafts (B747, AB340, MD11 etc.).

3-bar AVASIS is a system where a reduced number of light units are used for each wingbar on one or both sides of the runway.

Normal eye-to-wheel aircraft

High eye-to-wheel aircraft

HIGH

ON GLIDE SLOPE

LOW

LOW

HIGH

ON GLIDE SLOPE

LOW

LOW

T-VASIS and AT-VASIS

T-VASIS shall consist of twenty light units symmetrically disposed about the runway centreline in the form of two wing bars of four lights each, with bisecting longitudal lines of six lights.

AT-VASIS is a T-VASIS installed on one side of the runway only.

Slightly low Low Very low

Very high High Slightly high

On glide path

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AIRPORT EQUIPMENT

PAPI / APAPI

The PAPI system shall consist of a wing bar of four light units. The system is located on the left side of the runway unless impracticable to do so.

The APAPI system shall consist of a wing bar of two light units. The system is located on the left side of the runway unless impracticable to do so.

Slightly highHigh

On glide path

Slightly low Low

PLASII

A system that emits pulsing white and red lights to indicate when the aircraft is too high or too low. A steady white light indicates when on glide path.

Above glide path On glide path Slightly below glide path

Below glide path

Pulsating white Steady whiteSteady red

Pulsating red

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AIRPORT EQUIPMENT

Runway lights and threshold lights

ICAO annex 14.

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AIRPORT EQUIPMENT

Taxiway lights

ICAO annex 14.

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AIRPORT EQUIPMENT

Runway touchdown zone markings and aiming point markings

ICAO annex 14.

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Runway designator, threshold and closure markings

ICAO annex 14.

Runway designator marking.

Runway designator marking for parallel runways.

Runway threshold marking. The number of stripes in threshold marking shall be in accordance with the runway width as follows: Runway width Number of stripes

18m 4 23m 6 30m 8 45m 12 60m 16

Permanent or temporarily displaced threshold.

Temporarily displaced threshold.

Closed markings displayed on a runway or taxiway or portion thereof, which is permanently closed to the use of all aircraft. A closed marking shall be placed at each end of a runway, taxiway or portion thereof.

Pre-treshold area. When the surface before a threshold is paved and exceeds 60m in length and is not usable for normal use of aircraft, the entire length before the threshold should be marked with a chevron marking (preferably yellow) pointing in the direction of the runway threshold.

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AIRPORT EQUIPMENT

Holding positions

ICAO annex 14.

Runway taxi-holding position marking type “A” identifying the last holding position prior to entering the runway.

Runway taxi-holding position marking type “B” identifying CAT I / II / III holding position where a closer to runway non presicion or CAT I taxi-holding position is provided.

Type A Type B

The diagrams below illustrate typical runway taxi-holding position signs and associated taxiway markings.

Intermediate taxi-holding position marking is located so as to provide clearance from aircraft passing in front of the holding aircraft.

Signs indicating that entrance to an area is prohibited. Located at both sides of the taxiway leading to the prohibited area, as viewed by the pilot.

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AIRPORT EQUIPMENT

Location, direction and destination signs

ICAO annex 14.

Location signs are used to identify taxiways and, when nessesary, runways.

A location sign consists of the character identify-ing a runway or taxiway i yellow lettering on black background surrounded by a yellow border.

Taxiway location Runway location

Specific location Taxiway ending

Direction and destination signs consist of a route or destination label accompanied by an arrow pointing in the appropriate direction.

Direction and destination signs are formed by black characters on a yellow background.

Direction sign Runway destination

Inbound destination

The diagrams below exemplifies the use of information signs.

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AIRPORT EQUIPMENT

Visual docking guidance systems

Azimuth guidance fo nose-in stand (AGNIS)

AGNIS provides stand centreline alignment guidance and is normally used in conjunction with either SMB (Side Marker Board), SML (Side Marker Lines) or PAPA (Parallax Aircraft Parking Aid), which provide stop-ping guidance separately.

The system is designed for use from the left pilot position and the unit displays two closely spaced vertical light bars mounted in a box at about flight deck height ahead of the pilot.

The light bars display one of the following signals:

Left of centreline turn towards green.

Right of centreline turn towards green.

On centreline.

Side Marker Board (SMB)

The aid is positioned to the left of the stand and provides stopping guidance by employing a series of vertically mounted boards bearing aeroplane type indentification lables. The boards are viewed against a contrasting background and as the aeroplane enters the stand, the pilot sees the board faces as green colour -meaning continue ahead- and the rear faces as red -indicating too far- ap-propriate to the aeroplane type. The stop point is abeam the appropriate board viewed end - on with neither the green face nor the red face visible to handling pilot.

Correct stop position for TU154.

Side Marker Line (SML)

Where the required stop-point is abeam the jetty itself, (it may not be possible to employ SMB), type labelled SML are painted inside the jetty end. The stop point is where the appropriate SML appears to the pilot to be entirely vertical as illustrated.

Correct stop position for B727.

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AIRPORT EQUIPMENT

Parallax Aircraft Parking Aid (PAPA)

PAPA is positioned to the left side of the centreline and provides stopping guidance by employing a black board marked with white vertical lines bear-ing aeroplane type identification lable in which a horizontal slot has been cut out. A short distance behind the slot is a vertically mounted white fluorescent light tube which, when aligned with the required aeroplane type line, indicates the stop point.

Correct stop position for B707.

Aircraft Parking and Information System (APIS)

APIS is designed for use from the left pilot position and combines both alignment and stopping signals in one visual display, mounted at flight deck height ahead of the pilots.

Alphanumeric dot matrix:

Aircraft type/series

OK STOP - aircraft correctly parked

TFAR - aircraft has overrun the stopping position

STSH -aircraft have stopped short of stopping position

ESTP - emergency stop Abort docking if display shows STOP or wrong aircraft type/series.

•

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A dot progress matrix that will decrease in length by one row at a time. When aircraft is in the correct stop possition the progress strip will be extinguished. One row is approx. 0.6m.

Azimuth guidance element.

Turn leftOn centrelineTurn right

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AIRPORT EQUIPMENT

Safe Gate

Safegate is designed for use from the left pilot posi-tion and combines both alignment and stopping guidance in one display.

Alphanumeric dot matrix light element indicating:

Aircraft type

STOP SHORT

TOO FAR

OK

Door number System is ready for use when: - the correct aircraft type is displayed in flashing white. - the bottom pair of green lights is flashing (indicating ready for docking). These two green lights will turn to steady when aircraft enters stand.

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•

Two pairs of red lights, indicating STOP signal.

One pair of green refer-ence lights indicating the notional stop position.

Three pairs of yellow progress lights indicating three metres before STOP.

Nine pairs of green progress lights provid-ing guidance on the closing rate with no-tional stop position.

Alignment bar and aircraft symbol, providing centreline guidance.

Safedock type 1

Alphanumeric matrix display, indicating as apropriate:

Aircraft type

STOP

OK

TOO FAR

ERROR or ID FAIL

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Turning arrows

Dot progress matrix

Safedock type 2

The alphanumeric display will show as in Safedock type 1.

A lead in line will be shown when system is ready to use.

Azimuth guidance information is given by turning arrows.

When aircraft is 12m from stop position, closing rate is given. One row is cor-responding to appox. 1.5m.

Safedock type 2S and 3

The alphanumeric display will show as in Safedock type 1.

Flashing red arrow shows direction to steer.

Solid yellow arrow will indicate aircraft position from centreline and stop position

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AIRPORT EQUIPMENT

Video DOCKing System (VDOCKS)

A video docking system with an aircraft guidance display located at the head of the parking stand. Indication of aircraft type, distance to stop and centreline deviation is given. Pilots should not exceed a speed of 6 kt.

1) System ready. Text display (aircraft type) is flashing.

2) Aircraft recognition. Text panel is steady and distance needle is full length.

3) Aircraft verification and guidance. Display of actual centreline devia-tion.

4) Reduction of distancem needle starts at approx. 30m from STOP. From approx. 10m distance to STOP a numeric countdown value will appear.

5) At correct stop position, STOP will appear. If overshooting the stop position, TOO FAR will appear.

RLG visual docking guidance system

Docking procedure, A pilot, while taxiing his/her aircraft into a fixed gate shall stop the aircraft immediately, if he/she sees that the docking system is not swiched on or is unservicable or when it shows a different aircraft type.

Aircraft type indication. - Confirm aircraft type displayed prior to turning into stand. - Discontinue docking when wrong aircraft type is illuminated (aircraft marshaller shall re-check system or marshall aircraft int stand).

Centre line guidance. - Look at bottom half of housing and interpret vertical neon lights as shown: - Discontinue docking when lights go off (marshaller shall marshall aircraft into stand).

Stopping guidance. Look at round incandescent lamps on top half of housing and interpret as shown: - Discontinue docking immediately should lights go off (marshaller shall marshall aircraft into stand).

To avoid overshooting. - When using the RLG system, pilots are to taxi into stand at minimum speed. - On sseing the round incandescent amber lights, slowdown and prepare to stop. - The round incandescent amber and red lights are activated manually by the RLG system operator as the aircraft approaches the stop bar. Pilots should stop aircraft immediately when the red lights come on suddenly or when given the stop sign by the aircraft marshaller.

1.

2.

3.

4.

5.

A320 A320 A320

10m STOP

Left of centreline - steer towards green

Right of centreline - steer towards green

Aircraft on centreline

Type 1

- STOP

- Slow down 4.5m to stop

- Ramp clear

Type 2

- STOP

- Slow down

- Ramp clear

- Slow down

- Slow down

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