Qatar OM PART C

OPERATIONS MANUAL PART C ROUTE AND AERODROME INSTRUCTIONS AND INFORMATION This Operations Manual is produced by Qatar Airways Flight Operations Department based on QCAR-OPS 1 regulations and national variants as they apply. The content of this manual is accepted by the Qatar Civil Aviation Authority, QCAA. In case of conflict with the applicable national regulations, the latter apply. Any questions with respect to information contained in this manual should be directed to the Manager Aeronautical Services.

Qatar Airways Manager Aeronautical Services P.O. Box: 22550 Doha, State of Qatar Phone:

+974 4625104

Fax:

+974 4621152

E-mail:

[email protected]

INTENTIONALLY LEFT BLANK

OM PART C ROUTE AND AERODROME INSTRUCTIONS AND INFORMATION

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Administration and Control

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Meteorology

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Performance

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Area Briefings

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Drift Down Procedures

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Adequate Airports

6

Airfield Briefings

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I N T E N T I O N A L LY

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RECORD OF NORMAL REVISIONS

RECORD OF NORMAL REVISIONS Revision to this Operations Manual shall be made by all authorised users without delay. After inserting the revision enter the appropriate data in the revision sheet below. The compliance has to be signed under “Inserted By”. Revision will be issued at irregular intervals, retain this revision sheet until officially replaced. REV. NO.

REVISION DATE

01

18 SEP 2003

02

02 MAY 2004

03

18 JAN 2005

04

02 MAR 2006

05

08 JAN 2007

06

13 JUNE 2007

07

07 JAN 2008

08

13 NOV 2008

DATE FILED

INSERTED BY

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RECORD OF TEMPORARY REVISIONS

Temporary Revisions to this manual shall be inserted by the authorised user without delay. After inserting the Temporary Revision enter the appropriate data in the revision sheet below. The compliance has to be signed under “Inserted By”. Revision will be issued at irregular intervals. Retain this Revision sheet until officially replaced. TR. NO.

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The highlights for Revision number 08S are as follows : CHP. NO.

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0

8

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2

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5

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Added : Bahrain to Middle East Area Briefing.

21

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Added : ATC - General to Area Briefing.

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3

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100

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103

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33

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36

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73

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109

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ADMINISTRATION AND CONTROL TABLE OF CONTENTS

CHAPTER 0 - ADMINISTRATION AND CONTROL

0.1

0.2

INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 0.1.1

Structure and Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

0.1.2

Warning, Cautions and Notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

0.1.3

Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

0.1.4

Metric Wind / Knots / Feet - Minute. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

0.1.5

Distance / Liquid / Weights / Pressure / Temperature . . . . . . . . . . . . . . . . . . 11

SYSTEM OF AMENDMENTS AND REVISION . . . . . . . . . . . . . . . . . . . . 13 0.2.1

Manual Holder Responsibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

0.2.2

Manual Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

0.2.3

Non-authorised Copies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

0.2.4

Handwritten Amendments. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

0.2.5

Pagination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

0.2.6

Revisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

0.2.7

How to Insert a Revision . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

0.2.8

List of Effective Pages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

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ADMINISTRATION AND CONTROL INTRODUCTION

0.1

INTRODUCTION

The Qatar Airways Operations Manual Part C is referred to hereafter as the "Route and Aerodrome Instructions and Information" Manual. It is designed to increase the awareness of the area into which Flight Crew are flying. Responsibility for the contents of Route and Aerodrome Instructions and Information Manual, and their proper implementation, rests with Manager Aeronautical Services. 0.1.1

Structure and Contents

To cover the administrative needs Operations Manual Part C is structured as follows : –

Route and Aerodrome Instructions and Information.

Jeppesen Airway Manuals contain information concerning aerodrome, procedures and route applicable to the Qatar Airways area of operations and consists of the following parts : •

Aerodrome layout and Instrument Approach Charts

•

High / Low level enroute charts

•

Supplementary Textual Information

0.1.2

Warning, Cautions and Notes

The following definitions apply to ‘Warnings’, ‘Cautions’, and ‘Notes’ found at the beginning of the briefings : Warning:

Operating procedures, practices, conditions ... etc, which may result in injury or accident, if not carefully observed or followed.

Caution:

Operating procedures, practices, conditions ... etc, which, if not strictly observed, may damage equipment.

Note:

An Operating procedures, conditions ... etc, which needs to be emphasize.

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0.1.3 Note:

Abbreviations Abbreviations listed represent a selection of most common abbreviations and might not represent all possible abbreviations.

A320 Family

Airbus A319/A320/A321

A330

Airbus A330-200 / A330-300

A332

Airbus A330-200

A333

Airbus A330-300

A342

Airbus A340-200

A345

Airbus A340-500

A346

Airbus A340-600

B772

Boeing B777-200LR

B773

Boeing B777-300ER

AAL

Above Aerodrome Level

A/C

Aircraft

AGL

Above Ground Level

AH

Alert Height

AIP

Aeronautical Information Publication

ALS

Approach Landing System

ALT

Altitude

ALTN

Alternate

AMSL

Above Mean Sea Level

AOM

Aerodrome Operating Minima / Aeroplane Operating Matters

A/P

Auto-Pilot

APU

Auxiliary Power Unit

ASAP

As Soon As Possible

ASR

Air Safety Report

APCH

Approach

ATA

Actual Time of Arrival

ATC

Air Traffic Control

ATD

Actual Time of Departure

AWO

All Weather Operations

AWY

Airway

BC

Back Course

BCM

Back Course Marker

BCN

Beacon

BDRY

Boundary

BKN

Broken

BLDG

Building

REV 08Q


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CAT CAT 1 CAT 2 CAT 3 CAVOK C/B CL COM CPDLC CRM CRZ D DA D-ATIS DCL DEST Dev DH DIST DME DOW & I D-Volmet E EDP ELEV EMER ETA ETD ETOPS ETP EXP F Fac FIR FIS FL FLT FMS ft

Clear Air Turbulence Landing Category 1 (2 or 3) Category 2 All Weather Operations Category 3 All Weather Operations Ceiling and Visibility OK Circuit Breaker Centerline Lights Communications Equipment Controller Pilot Data-link Communications Crew resource Management Cruise Day Decision altitude Digital - Automatic Terminal Information Service Departure Clearance (using data-link) Destination Deviation Decision Height Distance Distance Measuring Equipment Dry Operating Weight and Index Digital - Meteorological Information for Aircraft In-flight East Electronic Data Processing Elevation Emergency Estimated Time of Arrival Estimated Time of Departure Extended Twin Operations Equi Time Point Exit Point (ETOPS) Fahrenheit Facility Flight Information Region Flight Information Services Flight Level Flight Flight Management System Feet

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6


GA GMT GND Gnd Svcs GPWS G/S GS H H24 HF HI Hg hPa Hrs Hz IAL IAS IATA ICAO IFPS IFR ILS IMC in ISA ISO KCAS kg kHz km kts L LCTR LD LDA LDG LEP LLZ LMC

Go-around Greenwich Mean Time Ground Ground Services / Handling Ground Proximity Warning System Glide Slope Ground Speed Hour 24 Hour Service High Frequency (3 to 30 MHz) High Intensity Light Mercury hecto Pascal Hours Hertz (cycles per second) Instrument Approach and Landing Chart Indicated Air Speed International Air Transport Association International Civil Aviation Organisation Integrated Flight Planning System Instrument Flight Rules Instrument Landing System Instrumental Meteorological Conditions inch(es) International Standard Atmosphere International Standard Organisation Knots Calibrated Airspeed kilogram kilohertz kilometer knots Light Locator (Compass) Landing Distance Landing Distance Available Landing List of Effective Pages Localizer Last Minute Changes

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LMT LPC LOC LVP m MAP MAX mb MDA/H MHz MID MLW mm MNPS MOCA MORA MSA MSL MTOW MZFW N NA NAV NE NM NDB NOTAM NW OAT OCA / H OEW OM OPS Optg Hrs PAN-OPS PAPI PAR PCN PDC PERF

Local Mean Time Less Paper Cockpit Localizer Low Visibility Procedures meter Missed Approach Point Maximum Millibar Minimum Descent Altitude / Height Megahertz Middle Runway Portion Maximum Landing Weight Millimeter Minimum Navigation Performance Specification Minimum Obstruction Clearance Altitude Minimum Off-Route Altitude Minimum Safe (or Sector) Altitude Mean Sea Level Maximum Take Off Weight Maximum Zero Fuel Weight North Not Applicable Navigation Northeast Nautical Miles Non Directional Beacon Notice To Airmen Northwest Outside Air Temperature Obstacle Clearance Altitude / Height Operating Empty Weight Operations Manual / Outer Marker Operations Operating Hours Procedures for Air Navigation Services - Aircraft Operations Precision Approach Path Indicator Precision Approach Radar Pavement Classification Number Pre-departure Clearance (via airline hosted) Performance REV 08R


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8


PFD PPR QAS QDM QDR QFE QFU QNE QNH QR RA REF RFF RH RPL RNP ROR RPL RTO RTOW RVR RVSM RWY S SAR SE SID SIGMET SNOWTAM SPD SRA SRE STAR STD SW TA TAF TAS

Primary Flight Display Prior Permission Required Qatar Aviation Services Magnetic Bearing to facility Magnetic Bearing from facility Actual atmosphere pressure at airport elevation Magnetic Orientation of Runway Sea level standard atmosphere (1013 hPa or 29.92’’ Hg) Actual atmosphere pressure at sea level based on local station pressure Qatar Airways Radio Altitude / Radio Altimeter / Resolution Advisories Reference Rescue Fire Fighting Right Hand Repetitive Flight Plan Required Navigation Performance Record of Revision Repetitive flight plan Rejected Take Off Regulated Take Off Weight Runway Visual Range Reduced Vertical separation Minima Runway South Search and Rescue Southwest Standard Instrument Departure Information concerning en-route weather phenomena, which may affect the safety of aircraft operations Snow Notice to Airmen Speed Surveillance Radar Approach Surveillance Radar Element of Precision Approach Radar System Standard Terminal Arrival Route Standard Southwest Traffic Advisories Terminal Aerodrome Forecast True Air Speed

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TAT TBA TBC TBD TBN TCAS TDZ TEMP TEMPO T/O TOC TOD TODA TOGA TOGW TORA TOW TWIP TWR TWY UHF Unkn U/S UTC VASI VFE VFR VFTO VHF VIS VMC VOR V/S W WPT WX WXR Z ZFCG ZFW

Total Air Temperature To Be Advised To Be Confirmed To Be Determined To Be Notified Traffic Collision Alert System Touch down Zone Temperature Temporary Take-Off Top Of Climb Top Of Descent Take-Off Distance Available Take-Off / Go-Around Take-Off Gross Weight Take-Off Run Available Take-Off Weight Terminal Weather Information for Pilots Tower Taxiway Ultra High Frequency (300-3000 mHz) Unknown Unserviceable Co-ordinated Universal Time Visual Approach Slope Indicator Maximum Speed Flaps / Slats Extended Visual Flight Rules Speed Final T/O Very High Frequency (30-300 MHz) Visibility Visual Meteorological Conditions VHF Omni-directional Range Vertical Speed West Way-point Weather Weather Radar Zulu Time /UTC) Zero Fuel Centre of Gravity Zero Fuel Weight REV 08R


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10


0.1.4

Metric Wind / Knots / Feet - Minute

m/sec

kts

ft/min

m/sec

kts

ft/min

1

2

197

11

22

2165

1.5

3

295

11.5

23

2263

2

4

394

12

24

2362

2.5

5

492

12.5

25

2460

3

6

591

13

26

2559

3.5

7

689

13.5

27

2657

4

8

787

14

28

2756

4.5

9

885

14.5

29

2854

5

10

984

15

30

2953

5.5

11

1082

15.5

31

3051

6

12

1181

16

32

3150

6.5

13

1279

16.5

33

3248

7

14

1378

17

34

3346

7.5

15

1476

17.5

35

3444

8

16

1575

18

36

3543

8.5

17

1673

18.5

37

3641

9

18

1772

19

38

3740

9.5

19

1870

19.5

39

3838

10

20

1969

20

40

3937

10.5

21

2067

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0.1.5

Distance / Liquid / Weights / Pressure / Temperature

TO CONVERT

INTO

MULTIPLY BY DISTANCE

Metres

Feet

3.28

Feet

Metres

0.3048

Inches

Millimetres

25.4

Millimetres

Inches

0.0394

Kilometres

Statute Miles

0.06213

Statute Miles

Nautical Miles

Nautical Miles

0.54

Kilometres

1.6093

Nautical Miles

0.869

Feet

5280

Kilometres

1.852

Statute Miles

1.15

Feet

6076 LIQUID

Litres US Gallons Imperial Gallons

Imperial Gallons

0.22

US Gallons

0.264

Litres

3.785

Imperial Gallons

0.833

US Gallons

1.2

Litres

4.546 WEIGHTS

Kilograms

Pounds

2.2046

Pounds

Kilograms

0.454

PRESSURE Inches HG PSI HPA

PSI

0.491

HPA

33.863

HPA

0.0689

Inches HG

2.036

PSI

14.5038

Inches HG

29.53

TEMPERATURE Celsius

Fahrenheit

x1.8 and +32

Fahrenheit

Celsius

-32 and x0.555 REV 08P


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L E F T

B L A N K

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ADMINISTRATION AND CONTROL SYSTEM OF AMENDMENTS AND REVISION

0.2

SYSTEM OF AMENDMENTS AND REVISION (QCAR-OPS 1.1040)

0.2.1

Manual Holder Responsibility

The amended and/or revised parts of the Operations Manual are issued quarterly to all manual holders. An intermediate update may be released whenever there are significant changes to the Company documentation. The manual holder is personally responsible to collect updates of the Operations Manual from the Flight Operations Library whenever notified. Note:

0.2.2

If discrepancies exist between the aircraft LPC Laptop and issued updates, then the LPC Laptop supersedes. Manual Distribution

The Operations Manual or its applicable parts including the necessary amendments/revisions are distributed to the authorised users by the Flight Operations Library. 0.2.3

Non-authorised Copies

Non-authorised copies shall not be used for the conduct of flight operations. 0.2.4

Handwritten Amendments

Handwritten amendments shall not be used throughout the Operations Manual.

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0.2.5

Pagination

A vertical line indicates revised or newly published text on the pages. It will not be used to indicate format or page number changes. The header and footer of each page contains :

–

(1) - Qatar Airways Logo

–

(2) - OM Part C: Route and Aerodrome Instructions and Information

–

(3) - Chapter and Page Number

–

(4) - At top name of Chapter and bottom name of Sub Chapter.

–

(5) - Revision number.

Every Chapter is preceded by a Table of Content for that Chapter.

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0.2.6

Revisions

0.2.6.1

Normal Revisions

Issued periodically to cover non-urgent corrections, changes and/or to add new data. They are accompanied by Filing instructions and an updated List of Effective Pages (LEP). 0.2.6.2

Intermediate Revisions

They are issued between normal revision to cover the changes. They are numbered in ascending sequence e.g. 1A, 1B, 1C ... for intermediate revisions issued between normal revision 1 and 2. They are accompanied by filing instructions and an updated list of effective pages. 0.2.6.3

Temporary Revisions

Temporary Revisions (TR), printed on yellow paper are issued to cover urgent matters arising between normal revisions. They are accompanied by filing instructions and an updated list of effective TR. 0.2.7

How to Insert a Revision

0.2.7.1

Filing Instructions

Use the filing instructions as follows : REMOVE

: The Page must be removed. It may be replaced by new page if associated with an INSERT instruction. If not, the page is cancelled.

INSERT

: The page must be inserted. If not associated with a REMOVE instruction, the page is new and does not replace an existing one.

0.2.8

List of Effective Pages

The manual after revision must comply with the List of Effective Pages (LEP), which lists all the pages that are in the manual. The new pages are indicated by ‘N’ and the revised pages by ‘R’.

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L E F T

B L A N K

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PAGE

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ADEQUATE AIRPORTS TABLE OF CONTENTS

CHAPTER 1 - METEOROLOGY

1.1

1.2

1.3

1.4

WEST ASIA AND MIDDLE EAST WEATHER . . . . . . . . . . . . . . . . . . . . . . 3 1.1.1

Winter and Spring (November to April) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

1.1.2

Summer and Autumn (May to October) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

EUROPEAN WEATHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 1.2.1

Cyclonic Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

1.2.2

Anticyclonic Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

1.2.3

Winds 8

1.2.4

Cloud and Precipitation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

1.2.5

Visibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

1.2.6

Ice Accretion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

1.2.7

Fog . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

SOUTH ASIA AND THE FAR EAST WEATHER - 1. . . . . . . . . . . . . . . . . 11 1.3.1

Winter and Spring (December to June). . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

1.3.2

Summer and Autumn (July to November). . . . . . . . . . . . . . . . . . . . . . . . . . . 12

1.3.3

Jetstreams and Upperwinds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

1.3.4

Turbulence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

1.3.5

Thunderstorms and Tropical Cyclones . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

SOUTH ASIA AND THE FAR EAST WEATHER - 2. . . . . . . . . . . . . . . . . 17 1.4.1

Winter and Spring (November – May). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

1.4.2

Summer and Autumn (June to October) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

1.4.3

Area’s of Special Significance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

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1.5

1.6

AUSTRALIA PACIFIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 1.5.1

South East Asia and North West Australia. . . . . . . . . . . . . . . . . . . . . . . . . . 25

1.5.2

Australia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

1.5.3

Stream Weather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26

1.5.4

Airmasses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

1.5.5

Tropical Cyclones. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

1.5.6

The Tropopause . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

1.5.7

Upper Winds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

1.5.8

Aerodromes in the Region . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

AFRICA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 1.6.1

Major Influences. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39

1.6.2

Winter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40

1.6.3

Jetstreams and Upper Winds. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40

1.6.4

Tropical Revolving Storms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40

1.6.5

Aerodromes in the Region . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41

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OM PART ‘C’ ROUTE AND AERODROME INSTRUCTIONS AND INFORMATION

CHAPTER

1

PAGE

3

METEOROLOGY WEST ASIA AND MIDDLE EAST WEATHER

1. METEOROLOGY 1.1.

WEST ASIA AND MIDDLE EAST WEATHER

1.1.1.

Winter and Spring (November to April)

Cold fronts from West produce cumulonimbus and squall lines over the eastern Mediterranean sectors occasionally reaching as far as Tehran. The Tehran area is also affected by cold fronts from the North which produce widespread stratus, fog, drizzle and snow. Warm fronts may affect the routes near and to Tehran. They move from Southeast to Northwest and the warm air comes from the Gulf Area. They produce overcast weather with rain, drizzle and occasionally snow. East of Tehran and the Gulf Area frontal passages are rare. If they do occur, they produce layers of stratocumulus and cumulus with scattered thunderstorms. In the Gulf, fog occurs during this period, but formation is rare before 2:00 A.M., the worst month being February. Rainfall is in the form of showers or occasional cumulonimbus, normally of short duration. Problems with dust haze are negligible, except with occasional squally winds associated with cumulonimbus. 1.1.1.1.

Jetstreams and Upper Winds

Jetstreams will be found over the whole area. The main direction is from the west or occasionally southwest. Wind forecasts may be wrong due to the movement of the jet stream areas. Average strength 60-90 knots with the maximum 120-150 knots. 1.1.1.2.

Turbulence

Clear Air Turbulence in connection with the jetstreams. Mountain wave turbulence may occur over Beirut/Ankara, Tehran and Karachi 1.1.1.3.

Thunderstorms

There can be very severe cumulonimbus activity at the change over from winter to summer in March and from summer to winter in the autumn, with violent thunderstorms and associated up and down drafts and down bursts. Isolated thunderstorms may occur, especially in May, they usually have a base of around 6000 feet moving slowly to the Northeast. 1.1.1.4.

Dust and Sand Storms

Found in the desert region of Egypt, Sudan, Iraq, Iran, the Gulf area and Pakistan. Often associated with gusty thunderstorms or frontal windshifts, when the surface winds are greater than 20-25 knots. In these storms the air is ruled with dust/sand particles up to at least 15000 feet. These occur at any time of the year most frequently during spring, summer and autumn.

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1.1.2.

Summer and Autumn (May to October)

Frontal activity over the majority of the routes is generally absent except for weak systems affecting Istanbul/Ankara. Good flying weather with mostly clear sky. In the Gulf,between May-July, dust can effect the airports at any time, and strong surface north-west winds (SHAMAL) of 20-25 knots can seriously reduce visibility in rising sand and dust. Average visibility is 3000-4000 metres in dust, but can fall to about 1000 metres for a few hours after the onset of the SHAMAL, particularly in early June. Easterly winds from the sea bring patchy fog or stratus at 500 to 1000 feet at Bahrain and Doha. Generally if Bahrain gets fog so will Doha; Dubai generally gets more fog than Bahrain, Northwest winds from sea can result in fog at Dubai. Land breeze from the west-south-west and sea breeze from the east-north-east can be pronounced during summer and autumn. NOTE: During summer, rapid cooling at the surface after sunset can produce a marked inversion above 400 feet, and pilots should be alert to the associated problems, as seen in the following example: July: –

2000 feet

40º SAT

–

1000 feet

40º SAT

–

500 feet

40º SAT

–

Below 500 feetdropping rapidly to 31º on the ground.

1.1.2.1.


Jetstreams are absent over the routes. Light westerly winds becoming variable in the Gulf Area and N-East to S-East towards Karachi. 1.1.2.2.

Turbulence and Windshear

Practically no turbulence due to lower wind velocities. However, the approach path to aerodromes in the Middle East and Gulf desert areas are subject to sometimes very strong windshears and/or inversion. 1.1.2.3.

Tropical Cyclones

Moving in from the Arabian Sea they may very occasionally affect the Karachi area. 1.1.2.4.

Dust and Sand Stands

See (Winter/Spring), however more frequent in summer.

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5


1.1.2.5.

ITCZ Inter Tropical Convergence Zone (Monsoon)

They ITCZ may reach as far as Karachi in midsummer but not every year.

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6



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PAGE

7

METEOROLOGY EUROPEAN WEATHER

1.2. 1.2.1.

EUROPEAN WEATHER Cyclonic Systems

The weather is determined primarily by its situation in relation to the Icelandic low, and Azores high and the alternating high and low pressure systems of Asia. The general drift of weather is from west to east and the absence of any pronounced north to south mountain barrier enables cyclonic systems from the Atlantic to penetrate far into the continent. This region is therefore one of transition between oceanic and continental conditions, the latter becomingly more dominant towards the east and south-east. –

To the north of the British Isles into the Barents Sea and thence into north Russia.

–

East-north-east across the British Isles or France to northwest Russia.

–

From Iceland southeastwards to the Baltic Sea and thence to western Russia.

The areas to the south of the tracks are affected principally by the fronts of the depressions and by alternate warm and cold air masses. A common situation occurs with a low over northern Russia and the cold front trailing across Poland to central France. On approaching the Alps, the cold front often slows down and gives rise to a wide belt of cloud and rain. Waves on the front may develop into small but vigorous lows which move rapidly east-north-east. Sometimes the main low to the northeast becomes very deep and a broad current sweeps over Western Europe, carrying the cold front through to the Mediterranean. Occasionally lows develop over the continent itself, more especially in summer and in a moist unstable air mass. These thermal lows give much rain and thunder with extensive masses of cloud, but outside the rain areas the clouds are usually isolated. Another type of low develops chiefly in winter and spring between the Alps and the middle Danube in association with warm moist air spreading northwards from the central and eastern Mediterranean. The warm front is better defined in the upper levels than at the surface but it gives rise to extensive low cloud over Germany and Poland, possibly extending to the Low Countries and even to eastern England Precipitation is also widespread and may reach the ground as snow. 1.2.2.

Anticyclonic Systems

The anticyclones affecting Europe are mainly of three types: a) Extensions of the Azores high -these consist of tropical air and occur mostly in summer. b) Extensions of the Siberian high, consisting of polar continental air and occurring chiefly in winter and early spring. c) Those which approach from northwest following a cold front associated with a depression over northern Scandinavia or Russia. These consist of polar maritime or even Arctic air and occur in all seasons.

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8


Whereas anticyclones of type (c) are usually migratory, those of (a) and (b) often persist for several days or even weeks. 1.2.3.

Winds

Great variability in both speed and direction is found at all levels although the prevailing direction is westerly. Periods of easterly or northeasterly winds are usually associated with a westward extension of the Siberian high. The westerlies generally increase with height; at about 30,000 feet in the jet streams, the axis of which are often situated parallel to the surface fronts but displaced a few hundred miles towards the cold side, speeds of well over 100 knots are common. Winds in summer are generally lighter than in winter. 1.2.4.

Cloud and Precipitation

With the prevalence of Cyclonic activity in winter (especially in the west and north) and of convection in summer, there is much cloud and rain throughout the year. The mean cloud amount varies only from about 6 oktas in winter to 5 oktas in summer and shows little variation geographically, but the annual rainfall decreases steadily from about 1,000 millimetres in the extreme west to less than 500 millimetres in the east, except for the increased falls which are to be expected on high ground. Away from the western coastal strips where most rain falls in winter, the wettest period is usually late summer or -autumn and the driest period late winter or early spring. Precipitation is liable to fall as snow during the winter months, more especially in the east and southeast where the ground may remain snow-covered for long periods. 1.2.5.

Visibility

The greatest difficulty for aviation in Europe is the high frequency of fog and very low cloud. Both of these occur readily in air masses of maritime origin, little cooling being required to produce condensation. The fog may become widespread and dense in anticyclonic conditions and is aggravated by smoke in industrial areas. In summer, fog is infrequent except over the sea and coast where it drifts on-shore. Cloud on the surface of hills is liable to occur at any time of year. 1.2.6.

Ice Accretion

The 0ºC isotherm in winter is often at or near the surface, especially in central and Eastern Europe. Combined with the large cloud amounts, this results in high frequency of conditions favourable for airframe icing. Even in summer the risk remains high. Severe conditions occur when an unstable maritime air mass passes over a coast or over hilly country with the formation of extensive convective clouds. This may occur for example over northwest and central Germany with an air supply from the North Sea. Icing is also likely to be severe in a mass of warm front cloud which develops instability on approaching a mountain range.

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9


1.2.7.

Fog

Fog is the critical weather feature at Frankfurt, London, Milan, Munich, Paris and Manchester. The worst period for fog is from mid September to mid October, but this often extends to mid December.

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1 11

METEOROLOGY SOUTH ASIA AND THE FAR EAST WEATHER - 1

1.3.

SOUTH ASIA AND THE FAR EAST WEATHER - 1 (India, Sri Lanka, Malaysia, Singapore and Indonesia)

1.3.1.

Winter and Spring (December to June)

Fine weather season. Generally cool and dry. Generally less than 2/8 of cloud. Some exceptions are: 1.3.1.1.

Malaysia, Singapore and Indonesia

The southern part of Malaysia and Singapore are still affected by frequent towering cumulus and thunderstorms with heavy showers. 1.3.1.2.

Sumatras

Heavy squalls mostly active late in the night to early morning will be found in the straits of Malacca in spring/summer and autumn. Singapore has an average of 404 thunderstorms per year. 1.3.1.3.

Jetstreams and Upperwinds

December to March are the months of greatest jetstreams activity. Main axis north of Karachi -New Delhi, Kolkata- north of Yangon. Average strength 60 knots weakening towards Rangoon/Bangkok maximum around 100 knots. On the route from Colombo to Singapore the upper wind is normally from east to southeast between 10-20 knots. 1.3.1.4.

Turbulence

Clear Air Turbulence associated with the jet stream, light to moderate. 1.3.1.5.

Thunderstorms and Tropical Cyclones

Occasionally a depression from the Mediterranean area may move across India, south of the Himalayas giving thunderstorms and northwest surface winds up to 50 knots, in the region of Kolkata. They are called the "NORWESTERS” Tropical Cyclones have a secondary peak in May and may be found in the Bay of Bengal.

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1.3.2.

Summer and Autumn (July to November)

This is the monsoon season monsoon means seasonal. A monsoon is a main wind flow that persists for a long period and then undergoes a complete reversal with change of season. Winds result from the effect of uneven seasonal heating between the large landmass of Asia and warm Equatorial Seas. Summer monsoons blow towards low pressure over the heated land. Winter monsoons from high pressure over the cooled land. The Southwest monsoon advances over Southern Indian Peninsula & Sri Lanka between 25th and 31st May every year. The monsoon advances in the form of two branches known as the Arabian Sea Current and the Bay of Bengal Current. The advance of the Inter Tropical Convergence Zone or the Intertropical Front over the latitudes of India is known as the advance of the Southwest monsoon. Normally the advance of the Southwest monsoon is heralded by thunderstorms when the equatorial maritime air replaces the continental air. The ITCZ advances as far as 27N parallel and the entire India is in the grip of Southwest monsoon by the 15th of July when the axis of the Inter Tropical Convergence Zone is located from the Northern parts of Rajasthan across the Gangetic plains into the head bay of Bengal. Along the axis of the trough thundery precipitation is the characteristic feature throughout the season. Whereas the latitudes of Bombay is characterised by steady showery precipitation. The inter tropical front or the Intertropical Convergence Zone is the boundary along which the trade wind currents of both hemispheres converge. Its position varies with the season, being located approximately 10 degrees South in January-February and 5 degrees North in JulyAugust. The monsoon and the mean position of the ITCZ reaches Colombo and Singapore at the beginning of May, Bombay and Bangkok about 3–4 weeks later. The Inter Tropical Convergence Zone retreats again during October (BOM/BKK) and early November (CMB/SIN). The Inter Tropical Convergence Zone consists of squalls with cumulus and CB activity over an area of 100 NM or more in width. Top of CB’s 50-60000 feet. Best flying altitude can sometimes be FL280-300 below the widespread anvil. West Coast of India (Bombay), Trivandrum and Sri Lanka get heavy rainfall under the influence of the Arabian Sea branch of the Southwest monsoon. In fact the period of May / June are the peak period of rainfall activity. Similarly in this period (July / August) Eastern provinces of India namely eastern parts of Bihar, West Bengal (Kolkota) and Bangladesh (Dhaka) come under the influence of the Bay of Bengal Current of the Southwest monsoon. During July and August intense low pressure systems called monsoon depressions originate over the head bay of Bengal and travel in West to North-westerly direction ushering rainfall along their tracks. These depressions cause widespread rainfall over India. When a monsoon depression moves Northwest from the head bay and located near Central India, Bombay experiences very heavy rainfall associated with squally weather. Even though the activity of the Southwest Monsoon season extends from June to September, the whole season is not one of continuous rainfall activity. Barring the monsoon depressions which cause heavy rainfall along the path in which they travel, the rainfall activity in general over the India Sub-Continent also depends very largely upon the position of the monsoon trough.

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When this trough occupies a more northerly position it is known or called a Weak or Break Monsoon condition. The Weak or Break Monsoon occurs when the whole country is under the Westerly wind sweep. This can be seen when the Bay of Bengal branch of monsoon is not affecting the northern parts of India and when there is no easterly wind flow to the north of the axis of the monsoon trough. During such situations, the rainfall pattern over the country undergoes a striking change. The regions of the Himalayas get very heavy rainfall. The northern parts of Assam get very heavy rain and the rivers in the northeast regions become flooded. The rainfall activity generally decreases over the rest of the country. Cloud coverage is lesser during such periods and as a consequence, the temperature rises. Pressures also rises phenomenally over the central parts of the country. However, there is an increase of rainfall more of thundery activity over the interior parts of the South Peninsula. In fact, Madras gets thundershowers during such spells. 1.3.2.1.

Aerodromes in the Region

1.3.2.1.1. Mumbai (Bombay) The monsoon precipitation occurs in the form of pulses or waves over Bombay. Series of cloud patches move inland from the sea causing heavy showers over a short period followed by short breaks. During cloud bursts the visibility reduces below 800 metres. Within a short while the visibility improves well over 3 to 4 kilometres. Occasionally it rains very heavy continuously over three to four hours. Generally the intensity of rainfall is heavy during the night and early morning hours. During the active monsoon period very strong surface winds gusting to 30 knots exceeds crosswind condition limits. Approach to RWY 27 will be very bumpy and runway breaking action poor. 1.3.2.1.2. Kolkata, Dhaka The months of October, November and December are called the North East monsoon season and is confined to the East of India. In this season East Coast of India and Bangladesh are very vulnerable to cyclonic storms. 1.3.2.1.3. Colombo Colombo receives rainfall during the Southwest monsoon and the east coast of Sri Lanka during the Northeast monsoon season but Colombo Airport receives more rainfall during the Southwest Monsoon Season. 1.3.2.1.4. Delhi During July and August Delhi Airport experiences heavy thunderstorm activity and sometimes dust storms.

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1.3.2.1.5. Chennai Generally Chennai is a fair weather airport throughout the year except during the months or October and November, with a cyclonic storm close to the coast. Convective thunderstorms are common during the months of March, April and May due to tropical heat. Because of the geographical features of the West Coast rainfall in the rest of the Southern Peninsula gradually decreases from West Coast to East Coast. Chennai Airport is on the East Coast can therefore be used as a suitable alternate to Colombo, Hyderabad and Bombay during the peak monsoon months. The Southwest monsoon withdraws from North India by the middle of September. When the Inter Tropical Convergence Zone passes through the latitudes of 15 to 10 North, cyclonic storms originate in the Bay of Bengal and move in a north-westerly direction during the months of October and November. These storms are severe in intensity and strike the East Coast of India. Chennai is very much vulnerable for these storms to strike. Sometime the eye of the storm could pass through Chennai City resulting in surface winds of 100 to 120 knots accompanied by very heavy rain bringing hazardous weather to Chennai Airport. It is advisable to skip Chennai Airport when a storm is centred about 50-100nm off the coast of Chennai. The Northeast monsoon affecting the coast of India ceases by the end of December. 1.3.2.1.6. Kuala Lumpur (Equatorial Climate) There are two main wet seasons associated with the passage of the sun north and south across the equator, but there is no really dry season. There is much convective cloud, and rain falls in heavy showers with frequent thunderstorms. Both temperature and humidity are high and almost uniform throughout the year. The most unpleasant months are March and September. 1.3.3.

Jetstreams and Upperwinds

Westerly jet stream activity is absent. An easterly jet stream may occasionally be found over the Rangoon/Bangkok track. Generally light winds with variable direction East to Southeast. Somewhat stronger towards Singapore, up to 30 knots. 1.3.4.

Turbulence

In the monsoon you may encounter anything between lights to extreme turbulence. Do not fly into CB's. Circumnavigation with radar is always possible. Avoid adverse weather generously.

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1.3.5.

Thunderstorms and Tropical Cyclones

The thunderstorms (CB’s) seldom last longer than 30-40 minutes over an aerodrome, giving heavy rainfall with visibility well below landing minima. Delay your landing or take-off. The lowest frequency of occurrence is during the period 0600 Local time to noon, the maximum in the late afternoon and night. Tropical cyclones occur most often in this season and will be found in the Bay of Bengal. They approach the bay in a westerly direction across the Malayan Peninsula; they change to a northerly direction reaching the Bay of Bengal and frequently hit the land South- East of Kolkata (Bangladesh) with devastating effect.

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1.4.

SOUTH ASIA AND THE FAR EAST WEATHER - 2 (Thailand, China, Hong Kong, Philippines, Taiwan and Japan)

1.4.1.

Winter and Spring (November – May)

Cold and dry air moves from the Asiatic High over the warm South China Sea. Small sharply defined cumuli are formed, tops 4000 to 6000 feet. Fair weather prevails in the Philippines and the South China Sea. From December to February early morning fog is prevalent over Indochina, Thailand and Burma. The visibility is restricted to less than two miles. It starts 3 hours before and lasts until 2 hours after sunrise. Towards spring fog also persists at Hong Kong (May/April). In the northern area the weather is characterised by the Polar front penetrating often as far South as 20 degrees North. The direction normally is northeast to southwest, it separates the cold air of Asia from the warm air of the western Pacific. Arctic fronts may form and tropical cyclones develop along these fronts, travelling northeast and may pass over or near South - East Japan interrupting the normally good flying weather. In the North of the Japanese Islands the winter brings a large amount of precipitation with frequent snowfall.

1.4.1.1.


Two jetstreams are found in the area. The Polar jet stream between Korea - Tokyo and the subtropical jet stream between Hong Kong and Okinawa. The two streams may mix together from Kagoshima to Tokyo. Average westward component about 70 knots. Core velocities may reach a maximum of over 200 knots. Between Thailand - Hong Kong and the Philippines light westerly winds prevail. 1.4.1.2.

Turbulence

Clear Air Turbulence in connection with the jetstreams is quite common (moderate- heavy). 1.4.1.3.

Typhoons and Cyclones

Very rare in this season Occasional cyclones in connection with the polar front. 1.4.2.

Summer and Autumn (June to October)

The ITCZ appears again in the southern part of the region (up to approximately 22 degrees North). The Polar front moves well to the North of Japan. Thus the maritime tropical airmasses invade the area and the summer starts. July is very hot and humid. The months of September and October are a transitional Period between the wet summer and dry winter. During October the characteristic winter circulation over East Asia, with the Asiatic High, the two jetstreams and the Polar front is re-established.

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1.4.2.1.


Jet stream activity is absent, but reappears in September/October. Upper winds from east to southeast 20-50 Knots between Bangkok/Hong Kong/Manila becoming westerly 10-30 knots towards Tokyo. 1.4.2.2.

Turbulence

See before (Winter). Can be found within the monsoon and of course in the vicinity of a typhoon. 1.4.2.3.

Typhoons and Cyclones

Typhoon’s are observed during this season, being most prevalent from July to October 1.4.2.4.

The Nature of Tropical Cyclones

A tropical cyclone consists of a rotating mass of warm humid air normally between 200 and 1000 miles in diameter. The atmospheric pressure is lowest near the centre, and will be less than 990 millibars in a tropical cyclone that has developed to typhoon intensity In the northern hemisphere the winds of a Cyclonic circulation spiral inwards towards the centre in an anti clockwise direction. In the southern hemisphere the rotation is clockwise. Well-developed tropical cyclones have widespread areas of thick cloud extending to great heights together with bands of torrential rain and very violent winds. The strongest winds, which may reach 200 knots, blow in a tight band around the eye of a tropical cyclone, a central region of light winds and lightly clouded sky, usually circular or elliptical in shape and ranging from a few miles to over 80 miles in diameter. Winds diminish rapidly with distance from the wall of the eye and it is rare for winds to exceed 60 knots more than 50 miles from the centre. Although the winds in the wall of the eye frequently exceed 100 knots, the whole system moves at a much slower speed. Near Hong Kong a typical movement would be towards West North West at about 8 knots, but other directions and speeds are common. The term tropical cyclone does not imply any particular intensity. The most intense are typhoons, which are equivalent to hurricanes in the Atlantic and cyclones in the Indian Ocean. By international agreement tropical cyclones occurring in the western Pacific and the China Seas are classified according to the maximum sustained wind speeds within their circulations, as shown in the table below.

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TABLE-1 below Winds Associated with Tropical Cyclones Winds Associated With Tropical Cyclones Class

Max Sustained Wind Speed

Tropical Gust Peak Speeds*

Tropical Depression

Up to 33 knots

40 – 50 knots

Tropical Storm

34 – 37 knots

50 – 75 knots

Severe Tropical Storm

48 – 63 knots

75 – 100 knots

64 knots or more

More than 100 knots

Typhoon *

The figures in the last column do not form part of the international definitions and are only typical of tropical cyclones experienced near Hong Kong.

1.4.2.5.

Tropical Cyclones as Heat Engines

The physical processes and energy transformations occurring in tropical cyclones are extremely complex and are not yet fully understood. Essentially, a tropical cyclone is a vast heat engine where the primary source of energy is the latent heat of condensation that is released when rain forms in ascending moist air. The heaviest rain occurs in relatively narrow spiral bands and especially in a tense ring surrounding the eye, where tremendous amounts of heat are released. It has been estimated that the efficiency of a tropical cyclone as a heat engine is only about 3%. Even so, the amount of mechanical energy generated by an average tropical cyclone is of the order of half a billion kilowatt - hours per day. If this mechanical energy could be converted into electricity if could, in only one day, provide about 150 years supply of electricity for all of Hong Kong (at the rate consumed in 1969). The latent heat released is the primary cause of the warm core which forms in a tropical cyclone. Since the warm air in the core is lighter than its surroundings, the surface pressure there is lower. These differences in the surface pressure produce the familiar pattern of circular Isobars. Air starting to move towards the centre of low pressure is deflected by the rotation of the earth and spirals inwards. Note that tropical cyclones do not form on the Equator, where the earth has no vertical component of rotation.

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1.4.2.6.

How Tropical Cyclones Form

The above description, although far from complete, explains the general process which maintains the circulation of a tropical cyclone. The question of how they form and develop is more difficult to answer, but three necessary conditions are explained below. As the main driving force comes from the latent heat released when water vapour condenses, a large source of warm, moist air is required. This is to be found over warm tropical seas, and a sea surface temperature of over 26 degrees Celsius has been found to be one of the necessary pre-conditions for the formation of a tropical cyclone. As the circulation develops, the winds whip up the sea and the spray becomes an efficient means of feeding moisture into the air. Even though the sea may be warm a tropical cyclone will not form unless other conditions are satisfied. In order to produce sufficient latent heat for the circulation to grow, it is necessary for rain to develop over a very large area. For this to happen the air at low levels must converge inwards on a large scale. Although the air near the surface may be converging towards the centre of a circulation, art rising up in the warm moist core, the system will still not develop, and the central pressure will not do very much, unless the rising warm air moves away from the region at the top of the circulation. For this to happen, it is necessary to have a loft, an anticyclone, or divergent flow, superimposed upon the convergent flow at the surface. The existence of this high level divergent flow is a third condition for tropical cyclone development. 1.4.2.7.

How They Dissipate

Warm moist air is the source of energy. If it is cut off, a tropical cyclone will weaken rapidly. This occurs when the circulation begins to move inland or over cool seas, or if cold dry air is drawn into it. The latter situation sometimes arises in the autumn when a surge of cold air moves S across the China coast, and is fed into a tropical cyclone centred over the South China Sea. 1.4.2.8.

Occurrence of Tropical Cyclones

Tropical cyclones can occur over the West Pacific and the South China Sea at any time of the year, although there are over 30 times as many in September as in February. The majority occurs in the summer and Autumn, with a pronounced maximum in August and September. No tropical cyclone has been known to cause gales in Hong Kong during the months December to April. The South coast of China experiences more than 5 times as many tropical cyclones as the most vulnerable part of the coast of Florida. Many tropical cyclones form over the Pacific to the East of the Philippines. They generally start moving towards the WestNorth/West in low latitudes but often recurve and move towards North East somewhere between latitude 15 degrees North and 30 degrees North. The figure shows typical tracks of tropical cyclones. On average 5 or 6 tropical cyclones, threaten Hong Kong each year and necessitate the hoisting of Number I local signal. One of these comes near enough to cause a gale with winds of 34 knots or more. Gales due to tropical cyclones have been known in Hong Kong as early as 19th May and as late as 23rd November. About once in every 10 years the centre of a fully developed typhoon passes sufficiently close to cause winds of hurricane force with speed of 64 knots or more. Although tropical cyclones weaken over land they generally do REV 08P


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not die out completely for several days. They usually cross the Philippine Islands with only a slight loss of intensity and have been known to travel hundreds of miles across the mainland of China. 1.4.2.9.

Information Used to Locate Tropical Cyclones

Tropical cyclones can be located and their intensity determined in a variety of ways. On a weather map the centre of a tropical cyclone can be located from the pattern of winds or from the distribution of barometric pressure. At the Royal Observatory, weather maps are prepared every 3 hours and this normally enables the movement and development of a tropical cyclone to be determined. For this to be done effectively a large amount of information must be collected. In 1969 about 6000 observations were received every day from land stations and over 700 from ships. In addition about 500 upper-air observations were obtained from balloon borne instruments in various countries together with numerous reports from aircraft. Nevertheless there were often large blank areas in some remote parts of the Pacific with no information whatsoever. More direct methods of locating tropical cyclones have been developed in recent years. Weather satellites now orbit continuously around the world taking photographs of the earth’s cloud cover during the day and measuring the radiative temperature of cloud tops at night. Some American satellites transmit these pictures for reception and direct readout at ground stations, and several pictures are received each day by the Royal Observatory. These pictures show the cloud structure of weather systems and can aid in determining the position and intensities of tropical cyclones. Specially equipped U.S. Navy and U.S. Air Force reconnaissance aircraft fly into tropical cyclones and locate their centres with radar and other instruments. Sometimes as many as 4 flights are made each day. The observations are widely disseminated and make an invaluable contribution to the tracking of these weather systems. Surface wind speeds reported by these aircraft are estimated from the appearance of the sea and in the past have tended to be appreciably higher than wind speed reported by ships or island stations. When a mature typhoon comes within 240 nm of Hong Kong its position may be determined with great accuracy by the Observatory's meteorological radar. This shows the pattern of rain which generally occurs in spiral bands, and quite often the eye of a tropical cyclone, which is free of rain, can be located and tracked. Due to curvature of the earth the radar at its extreme range can only detect rain that is more than 12 kilometres above the earth’s surface. Unless the tropical cyclone is well developed there will be no rain at such a high level and the range at which the centre can be located will be reduced. However typhoons and severe tropical storms can normally be seen at maximum range. Throughout the day and night incoming info is checked plotted and analysed at the Central Forecasting Office of the Royal Observatory. Not infrequently the forecast is confronted with conflicting reports or a lack of info from a vital area. In particular ships avoid areas affected by tropical cyclones and as warnings become effective fewer ship’s reports are received from these areas. Having located the centre of a tropical cyclone, and evaluated its intensity the forecaster then determines its probable future movement and development. Several objective statistical and

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dynamic methods are used at the Central Forecasting Office. Additionally forecast charts prepared by electronic computers in meteorological centres at Tokyo and elsewhere are used. The products of these various methods are compared and the results modified subjectively to-produce a final forecast. For many reasons these methods cannot be precise in recent years the average error of the forecast position 24 hour ahead has been about 100 miles. This was reduced to 90 miles in 1968 but an error of this magnitude can still sometimes mean the difference between anticipated widespread destruction and no damage at all 10 a region as small as Hong Kong. 1.4.3.

Area’s of Special Significance

1.4.3.1.

The Philippines

The republic of the Philippines consists of an Archipelago of over 7000 islands in the Western Pacific between 40 and 210 North. The largest islands are from North to South Luzon, Samar, Leyte, Panay, Palawan and Mindanao. All the larger islands are mountainous. Many mountain ranges rise to 10,000 feet. The southern islands have an equatorial climate with significant rain all year round. The central and Northern islands have a tropical monsoon type of climate similar to Indo-China. In most areas the wettest time from July to October when the wind system of the western pacific is influenced by the monsoonal influence of the Asian continent. Winds are south westerly to south-easterly. Rainfall is particularly heavy in the period August to October when much of it comes from tropical cyclones called typhoons in the South China Sea. Most of these typhoons produce very high wind speeds and torrential rain. Most of them develop east of the Philippines and move westwards into the South China Sea. Annual rainfall is over 40 inches (1000 mm) almost everywhere and where warm, damp Pacific air is forced to rise over coastal mountains rainfall often exceeds 160-200 inches (4000 -5000 mm) 1.4.3.2.

Thailand

Thailand, previously known as Siam, in Southeast Asia is about the same size as France. It is bordered by Burma on the north and West by Laos and Cambodia on the east. Situated between 60 and 200 north the country has an equatorial climate in the extreme south (Phuket) while the centre and the north a tropical monsoon climate similar to Burma. The north is hilly and even mountainous with land rising over 7000 feet. Most of Thailand has abundant, but not excessive rainfall and this is largely confined to the months of May to October. During this season the weather is dominated by the southwest monsoon blowing from the Indian Ocean and bringing warm humid air and much cloud.

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METEOROLOGY AUSTRALIA PACIFIC

1.5. 1.5.1.

AUSTRALIA PACIFIC SOUTH EAST ASIA and NORTH WEST AUSTRALIA

This region has an equatorial rainy climate, except near Darwin where there is little rain from May to September. In January, the Northeast monsoon reaches the area after a long sea track. This sea track breeds instability, which after crossing the Equator becomes the North Westerly monsoon of Northern Australia. In July, Australia is in the sub-tropical high-pressure region, which gives southeast trade winds blowing from the continent towards Indonesia. On crossing the equator these become the South West monsoon in Indonesia. The weather consists of frequent large CB and TS giving much heavy rain. Marked differences exist due to the topography of the many islands in Indonesia. Land and sea breezes are a consideration for pilots. In winter the Southeast trades that originate over Australia are dry and dusty. Haze is common with rain below 5°S. The wettest period occurs when the inter-tropical front is in the vicinity. Tropical storms (Cyclones) originate in the Timor Sea and generally move Southwestwards before turning towards Northwest Australia. Heavy rain and strong winds accompany these cyclones. 1.5.2.

Australia

July sees the influence of the sub-tropical high into the region, except for the South East and South West, the weather is mainly dry with clear skies. The traveling lows pass to the south of the region giving troughs and secondary depressions. This disturbs the weather, giving rain and orographic cloud over the hills. As spring approaches the pressure systems move further south and the disturbances generally miss the region, giving clearer weather. As the land heats up CB’s start to form, the summer (North east Monsoon) starts to infiltrate the region brining moisture and instability. The Intertropical front moves south to approximately 15°S in January. During the summer the thunderstorms and heavy rain fall, this is however confined to the Northern part, the rain reduces towards the interior. The central region is arid and cloudless all year. The sub-tropical high consists of a series of eastward moving anti-cyclones separated by cols and troughs. The southerly busters are the dry gusty winds that blow from the interior, giving large temperature rises and near gale-force winds.

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The moist northerly stream may blow down the eastern side of a trough of low pressure which extends southwards over the continent ("tropical dip" situation), usually during the summer months. On other occasions, a moist northerly stream will be associated with a weak ridge along the Queensland coast, or down the West Australian coast on the western side of an anticyclone. 1.5.3.

Stream Weather

1.5.3.1.

Easterly Stream

An easterly stream occurs in the northern sector of an anticyclone situated to the south of the continent, or the southern sector of a depression situated to the north of the continent. Therefore much of northern Australia is under the influence of easterly stream weather (southeast trades) for most of the year. Southern Australia will usually only be affected by an easterly stream during the summer months, except for the 'east coast' 1.5.3.2.

Dry Northern Stream

The dry northerly stream is of continental origin and occurs in association with the leading sector of a depression, centered to the south of the continent, and with the western sector of an anticyclone situated over eastern Australia or in the Tasman Sea. It is usually only relatively short-lived, affecting areas of southern Australia for up to three days at a time. During summer, it will be hot and dry. Instabilility will exist in a very thin layer at the surface due to the intense surface heating. If the winds are strong, and surface conditions dry, then local or even widespread dust storms may result. During winter, the stream will be cold and dry, and thus extremely stable. 1.5.3.3.

Southern Stream

Southerly streams vary greatly in their characteristics, they rely entirely upon their origin to determine their characteristics. The colder the stream and the more violent the weather associated with CU. A typical southerly stream is one which originates from near the continent of Antarctic This stream is associated with deep, complex depressions during late autumn and winter. Even though this stream produces extremes of weather, these conditions rarely last for more than a day at any one particular place. During the summer months, there are occasions on which a mild, southerly stream will affect southern Australia. This stream is associated with the western edge of a depression in the Tasman Sea, and the eastern edge of an anticyclone over the Indian Ocean during summer. This stream will produce almost completely fine weather, and will be more prolonged than the southerly stream which occurs during winter.

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1.5.3.4.

Westerly Stream

A westerly stream is usually located on the southern side of an anticyclone situated over central Australia This situation usually occurs in winter, and the westerly stream may exist between the cold fronts associated with depressions to the south of continent. The pressure gradients are often steep, giving rise to strong to gale force winds. These winds will often last for many days. 1.5.4.

Airmasses

The Australian continent is influenced by three air masses, Tropical Continental, Tropical Maritime and Polar Maritime. 1.5.4.1.

Tropical Continental Air

This air mass originates in the arid region of central and western Australia. In summer, the displacement of the sub-tropical high-pressure belt south causes the driest of this air to be located over the southern section of the continent, west of 135E. To the north, as a result of inflow of moisture from the east, the air mass is moist and accompanied by conductive precipitation. In winter, north of 30° South the air mass is accompanied by clear skies. The Tropical continental airmass is associated with: –

The leading edge of a depression whose centre is located to the south of the continent.

–

The west section of anti-cyclones.

–

The northern sector of anti-cyclones with centres to the south summer.

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1.5.4.2.

Tropical Maritime Air

This air originates in either the Pacific and Indian Oceans, with the former being the most likely source. In winter, the air is stable on the eastern edge of the Indian anticyclone and consequently the air mass that invades Western Australia is relatively cool and convectively stable. In contrast, the air that invades eastern Australia and/or New Zealand is warm, moist and convectively unstable. When this air mass is subject to frontal or orographic lifting, moderate to heavy precipitation results. In summer, the convergent flow towards the low-pressure belt across northern Australia produces an unstable air mass. The continental heating over this area contributes to instability. This air mass is associated with the heavy summer convective precipitation of northern Australia Between 30°S and 40°S the air is more stable, however, heating over the New Zealand land mass will again result in precipitation. A tropical maritime air mass is associated with: –

The eastern sector of a trough of low pressure extending southwards over central Australia during summer.

–

The southern half of an anticyclone situated over the continent during winter.

–

The northern and western sectors of an anti-cyclone centered in Tasmania.

1.5.4.3.

Polar Maritime Air

The extensive oceanic region south 40°S is the source of this air. It is characteristically cool and moist. The stability of the air depends on the direction of the flow and the nature of the circulation. When the air flows northwards in a strong cyclonic flow the mass is accompanied by showers and Cu type clouds. However, when the flow is southwards around a pronounced anticyclone, the mass is associated with stratus cloud and rain during winter, the Polar Maritime invasion accounts for the greater proportion of precipitation in south Australia and New Zealand. Polar maritime air masses are associated with southern and western sectors of depressions central to the south of Australia.

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1.5.5.

Tropical Cyclones

The average season for tropical cyclones in the Australian region starts in November/December and continues to March/April. The months of greatest activity are January, February and March, while for the Northern Region December is also an active month. Most cyclone occurrences are in ocean waters and coastal areas between 15° S and 20° S and activity in this latitude belt seems to transfer from east to west as the season advances. Cyclones in the west tended to track close to land more than they do in the east. An apparent increase in tropical occurrence in the Australian region since the early sixties can be mainly attributed to improvement in detection after weather satellites became operational. The quality and type of tropical cyclone data has improved over the years with the increase in the observational network, the use of radar and aircraft observations and, most importantly, with the understanding of weather satellite imagery. 1.5.6.

The Tropopause

The polar tropopause is present over the southern part of this route, normally near 200mb. In the region of the jet streams the height of the tropopause changes abruptly, occasionally the tropopause overlap 1.5.7.

Upper Winds

The sub-tropical jet stream is normally present over Australia in winter. Its core is normally found in lat. 25-28" at a height near 40,000 ft., where the winds average 80-90 kts in July, but may be much stronger. Westerlies prevail up to and beyond 50,000 ft., but are lighter. In April and October the strongest winds are still in roughly the same position, but they are a little lighter. In January the strongest winds are still near 40,000 ft. but they are lighter still and are found in the extreme south.

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1.5.8.


1.5.8.1.

Adelaide

Adelaide has a temperate climate with cool to mild, wet winters and warm to hot, dry summers. Rainfall in Adelaide is distinctly seasonal, 77 per cent of falling during April to October. The rain is generally brought by unstable westerly airstreams. There is no pronounced diurnal tendency for rainfall; its occurrence is equally likely at all hours of the day. Visibility is seldom bad, although conditions become marginal in both ceiling and visibility due to frontal activity or, in summer, dust storms. Marginal conditions occur mostly in July between 1700 and 2300 UTC Fog occurs chiefly in the morning during late autumn, winter and early spring. Winds from October to March are predominately from the Southwest quarter. In the other months the winds are mostly northerly. 1.5.8.2.

Brisbane

Thunderstorms occur with a frequency of about 35 per year, mainly in the summer months. Occurrences of marginal weather conditions are mostly due to shower activity; this is especially true during the rainy season (summer). Fogs may occur in any month but the frequency is highest in the May-September period. Only in July are ceilings and visibility reduced to below 500ft and l000m to any appreciable extent through all hours of the day, and then the fog usually clears during the period from 23 0500 UTC. Winds are predominantly southwesterly during the period March to September, northeasterly from October to December and southeast and east during January and February. Wind speed usually falls in the range of 5-15kts. Strong, gusty westerlies can occur for periods lasting up to 48 hours during June-August From November to April there is a risk of tropical cyclones affecting Brisbane, however, the frequency is around 5 times in 30 years.

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1.5.8.3.

Melbourne

Reduced visibilities and low cloud occur predominately with a wind in the southwest quadrant. Fog occurs most frequently between 0300 LST and 0900 LST (1700 UTC & 2300 UTC), and June is the most fog prone month of the year. Thunderstorms occur more frequently in the afternoon and evenings, and tend to a maximum in late spring and summer. Severe wind squalls often accompany summer and late spring non-frontal thunderstorms. Winds are predominantly from the south from January through March, from the month between April and September and from all directions from north through west to south between October and December. Maximum wind gusts in excess of 50 knots have been associated with: –

Northerly stream

–

Downdrafts from thunderstorms

–

Southwest to west change.

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1.5.8.3.1. Perth Winds are chiefly easterly in the morning and southwesterly during the afternoon. Because of the strength of the easterly winds and afternoon sea breezes in summer and the westerly winds in winter, Perth is the windiest city in Australia. Moderate turbulence can be expected in the terminal area with strong easterly winds. The few occasions of ceiling below 500ft consist of early morning low cloud in summer and autumn, and some irregular occurrences during the rest of the year. Visibility below 1000m is more frequent than low ceiling, occasionally in drizzle or rain but mainly because of fog. As a general observation, fog is most frequent between 2030 - 0630 UTC with durations generally ranging from half an hour to two hours. Again, a general rule, fogs commencing before 1500 UTC are not long period fogs, seldom having durations exceeding about 3 ½ hours. Following is a monthly analysis of commencement and ending times of continuous fog conditions at Perth airport All times mentioned are Western Standard Time (WST) UTC + 8 1. January Commencement times ranged from 0200 to 0730. Cessation times covered the same period (times based on the resolution obtainable with half-hourly reports). Most frequent times of commencement were after 0500 and clearing was never late than 0730. The maximum duration observed was approximately 4½ hours. 2. February Commencement times ranged from 0100 to 0800 with clearance from 0300 to 0830. The most frequent times of commencement were after 0300 hours and the maximum duration was 4½ hours. 3. March Times of commencement ranged from 0100 to 0900. Times of cessation were from 0300 to 1000. The most frequent times were 0400 to 0700 for commencement and 0600 to 0800 cessation. Maximum duration observed was approximately 6 hours. 4. April Periods of fog increased in frequency and times of commencement were widely distributed, ranging from 2130 to 0930 with ending times covering the same period (times given within the resolution of half-hourly reports). Most fogs commencing before midnight were of short duration and the maximum duration was 7 hours. The most frequent times of commencement ranged from 2400 to 0800 and endings from 0300 to 0900.

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5. May The duration of fog in this month very rarely in excess of 6½ hours with most duration under 3½ hours. Times of commencement ranged from 2030 to 1000 and it would be factual to say that on the average during May, the earlier fog forms the earlier it clears. The duration of the fog, tends to be around 3 ½ hours or less, irrespective of the time of commencement. 6. June The remarks concerning the character of the duration of fog during May also apply to June. The maximum duration of the fogs had a duration of less than 3½ hours. There was no apparent bias in starting times. 7. July This month presented similar aspects to May and June. The longest fog duration observed was ten hours, but again well over half the observations were associated with durations less than 3½ hours. 8. August Periods of fog decreased in number and a characteristic duration was not so evident. Well over half the observations had durations less than 4½ hours. The maximum duration was 7½ hours and times of commencement ranged from 2200 to 0930 hours. Times of cessation provided no additional information as these ranged over about the same time in interval. There was no apparent bias in starting times. In the foregoing results, it seems plausible that the early times of commencement of fogs during the months May, June, July and August were due to the effect of rain during the day preceding the early forming fog. On the other hand, it is believed that the fogs which formed in the early morning hours and around dawn are primarily radiation fogs. 9. September The distribution of commencing times during this month was weighted more towards the hours 0300 to 0800. However, actual times ranged from 2030 to 0900 and nearly all of the fogs had durations under 4½ hours, irrespective of commencing time. Maximum duration was 7 hours.

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10. October The most favoured times of commencement ranged between 0300 and 0700 hours, with durations rarely in excess of 4 hours, irrespective of commencing times which actually ranged from 2130 to 0800. The maximum duration was 7 hours. 11. November Again, the most favoured commencing times were from 0300 to 0700, but ranged from 2200 to 0730. Durations were rarely in excess of 3 ½ hours and the maximum was 5 hours. 12. December Times of commencement ranged from 0030 to 0700. No duration exceed 3 ½ hours, the majority were less than 2½ hours. 1.5.8.4.

Sydney

Fogs may occur at any time of the year but the incidence is only one every two to three years in each of the months October to February, increasing to one or two a month for the remainder of the year. May is the foggiest month. The fogs are mainly confined to the overnight period. Particularly the early morning hours and rarely persist past mid morning. Smoke haze will also form on winter evenings in conditions which favour the formation of an inversion. It clears with the onset of the sea breeze the following morning, but may return in the evening. Fronts are most frequent in summer, although they can occur at any time of the year. In moist SE. Winds behind a cold front and within three hours of its passage, broken scud with a low cloud base is common. It is followed later by showers and further scud of up to 8/8 in amount. The 'back north-easter' which develops ahead of a trough also brings low cloud, but conditions are less severe than those with SE winds. Most thunderstorms occur at cold fronts which if active are of the line squall type (southerly buster) and may persist for periods of up to three hours. Dust with light winds may reduce visibility.

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1.5.8.5.

Auckland

Very low cloud and/or poor visibility (more than 4/8 cloud below 300 ft and/or visibility less than 1000m) is very rare in summer and spring, but more frequent in other seasons. In frontal passages, heavy rain may reduce visibility to less than 2000m for 30-60 minutes. The predominant direction for low cloud/poor visibility is from the north to northeast with a small maximum of occurrences from the west to southwest Most reported cases occur with wind speeds less than 20 kts. Radiation fog occurs on 2 to 3 days in each month from March to September. I usually form between 15 - l900 GMT and in most cases clears by 21-2200 UTC. The prevailing wind is south westerly much of the time) and north-northeast (24% of the time). There is little seasonal variation. In general, the highest frequency of poor flying weather occurs in the months May to August, with the period around sunrise the worst. 1.5.8.6.

Christchurch

Fog is reported at the airport on an average of 44 days each year, occurring most often during the period autumn to early spring. Those which occur during winter tend to persist longer than at other times of the year. Fog that forms in the evening often lifts or clears by midnight, but may form again before dawn. Despite the amount of smoke in the air in winter, radiation fogs seldom if ever form when the relative humidity is appreciably below 100 percent. Sea fog or very low stratus from Pegasus Bay and fog that has formed over the Walmacariri River may be advected over the field, but it usually lifts clear of the ground as it does so. Fog advected from the Lake Ellesmore area to the south of the airport, although uncommon, is less likely to lift off the ground. Low cloud in amounts greater than 4 oktas is usually associated with one of the following types of meteorological situation: –

A ridge of high pressure to the east and southeast of Christchurch with a northeast flow over the sea and, usually northeast to east surface winds at the airport.

–

A depression not Far East or northeast of Canterbury.

–

Following the passage of a cold front when the wind is southwest.

The cloud ceiling is generally above 800ft (240m) and only very occasionally below 300ft (90m). An indication of low cloud and/or poor visibility occurring simultaneously for specified wind speed and direction is given in the following points: –

There is almost complete absence low cloud/poor visibility, in all seasons, with winds from the southeasterly quarter and from the northwesterly quarter.

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–

Low cloud and/poor visibility is likely to occur when the wind is between 060º and 090°, and between 200°, and 230° with wind speeds less than 20 knots.

–

With wind speeds over 20 knots almost all the occurrences of low cloud and/or poor visibility are to be found in the south to Southwest wind directions.

–

The prevailing wind directions are northeasterly (19.9 percent of the time), easterly (17.8 percent) and southwesterly (16.8) percent).

Percentage of occasions when crosswind exceeding 18 knots on runway. 02/20: NAME OF MONTH

PERCENTAGE OF EXCEEDING CROSS WIND

January

4%

February

2%

March

5%

April

0%

May

1%

June

0%

July

0%

August

1%

September

3%

October

3%

November

7%

December

4%

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METEOROLOGY AFRICA

1.6. 1.6.1.

AFRICA Major Influences

The strongest factor is the movement of the ITCZ, this may give very severe conditions that are a hazard to aviators. The characteristics of the Inter Tropical Convergence Zone are an upper Easterly Jet, monsoon air at the surface meeting the southern hemisphere trade winds. Often buried within the Inter Tropical Convergence Zone at lower levels is an Easterly Jet. The mixing and thermal rising parcels of air creates almost vertical TCU which spread out at the Tropopause, (65,000’). The air then descends down and mixes with the trade wind air mass. This creates significant vertical shear. The descending air and the Easterly Jet combine to create the WEST AFRICAN TORNADO during Spring and Autumn. This area is a belt of TS 20-30nms wide giving very heavy Rain, the West African Tornados move along the Inter Tropical Convergence Zone, and may be the start of the hurricanes that bring destruction into the Americas and Caribbean. Elsewhere along the Inter Tropical Convergence Zone the definition is lost due to undescernable cloud types mixed in a chaotic sky. Buried within these multi-layer formations large TS and TCU grow, with considerable ice and turbulence. Another major influence is the sea current around Madagascar. The South Equatorial current is a large circulatory current that passes south of Africa, warms as it turns North close to Australia, then further turns West towards Madagascar. As it meets the Northern tip of Madagascar it divides into a Northerly and Southerly flow. The Northerly flow tracks up the coast and then turns through 180 degrees south of Kenya back towards the Seychelles. It is here that the cyclones are born. On the western side of Africa, the West African tornados track out to sea, crossing the coast of Liberia and meeting the Southerly winds passing the western side of the Inter Tropical Convergence Zone. Once over the oceans they pick up moisture which fuels the cyclonic activity and now we have the birth of the Hurricanes that are tracking to the Americas.

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METEOROLOGY AFRICA

1.6.2.

Winter

The surface wind is generally a Northeasterly, Close to the Inter Tropical Convergence Zone there is little cloud, however the convective cloud increases over the mountains of Kenya. During the rainy season the presence of Thunderstorms increases, these storms may reach 65,000’ on occasions. Kenya and South Africa have less rain than other areas. Fine dry weather is normal in the high-pressure region south of Cairo. Reduction in visibility due to rising dust or sandstorms frequent Khartoum with strong NE winds from Kenya going south the weather is influenced by the Inter Tropical Convergence Zone. The Inter Tropical Convergence Zone lies across Liberia, Lagos then turns South running down the center of the country to the approximate mid point before turning East towards Madagascar. The wet season is November to March or April in the south. The “SHORT RAINS” are in November and December, whilst the “LONG RAINS” are in MAR and MAY. 1.6.3.


Upper light Westerlies changing to equatorial trough East of Nairobi and back to light Westerly by Johannesburg. The Jet stream axis is North of Cairo at this time of year. 1.6.4.

Tropical Revolving Storms

Cyclones affect this route. Originating 5 to 15 degrees South in the Indian Ocean, they are rare in the Seychelles but frequent over Madagascar, Mauritius and Mozambique. Cyclones have been known to affect the Comoros, but generally Madagascar shields them from the worse effects. Indications are that only side effects from cyclones may be expected about once in every eight years. Cyclones are most frequent January to April, sometimes also November to May. June to October - The surface winds are generally Southeasterly. Equatorial through almost reaches Johannesburg by July. Local cloud ‘Guti’ in Zimbabwe and occasionally in the Transvaal. Very low stratus and CB with moderate to strong SE winds which bring moisture from Mozambique. These periods are generally about five days, the cloud type are generally of greater proportion than in January and are related to the position of the Inter Tropical Convergence Zone. Precipitation - A rain belt reaches up to Khartoum and almost all the yearly moisture (150 mm) is deposited at this time. A double wet season in Kenya is the result of the Inter Tropical Convergence Zone movement March to May and November to December. This is the season for Haboobs and sandstorms in the Sudan.

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METEOROLOGY AFRICA

1.6.5.


1.6.5.1.

Khartoum

Sand and dust Winter drifting sands with strong northerly winds (visibility below 500m for 24 hours are possible). Summer-Haboobs from east or southeast, gusts over 40 knots, visibility down to 500 metres first two hours, then about 2000 metres up to 3 to 4 hours. Strong southwesterly in summer, occasional reduction in visibility to 500 metres. Low cloud below 2000 feet with rain. 1.6.5.2.

Nairobi

Radiation fog is almost unknown. Low stratus frequent at night and early morning February to May, September to December and infrequently at other times, of the year, with wind north to east or east south-east cloud down to 100-300 feet between 0500 and 0900 LMT. Wet season local thunderstorms effect not serious, except on high ground. 1.6.5.3.

Entebbe

Two wet seasons, mid March - mid May, late October - mid December. Thunderstorms throughout the year mostly 0200-0500 LMT least frequent December to February and JuneAugust. With unstable air from W or SW, wide spread rain and thunderstorms. Visibility rarely falls below one kilometer and cloud base only in brief periods below 1000 feet. With northerly winds haze is common, visibility about 5 km from December-early March. 1.6.5.4.

Harare

May-mid August fine. Smoke haze mid August-mid November. Local thunderstorms, dust devils. In wet season mid November-April heavy showers and thunderstorms, visibility less than 500 m. With a Cyclone near, visibility can be poor for days. 1.6.5.5.

Johannesburg

October to March very low cloud frequent early morning. Base below 500 feet with NNE winds. Thunderstorms usually from SW and SSE with usually NW surface wind. Fog in wet season few days a month. 800m with NNW surface wind, dispersing during the day. In winter with E winds also but not often. Smoke pollution with SSW winds. Visibility 2-6 kilometers.

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METEOROLOGY AFRICA


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PERFORMANCE TABLE OF CONTENTS

CHAPTER 2 - PERFORMANCE

2.1

PANTRY CODE DEFINITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 2.1.1

A319 / A320 / A321. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

2.1.2

A332 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

2.1.3

A333, A346 and B777 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

2.1.4

A300 Freighter Aircraft Dry Operating Weight and Index . . . . . . . . . . . . . . . . 6

2.1.5

A319 Dry Operating Weight and Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

2.1.6

A320 Dry Operating Weight and Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

2.1.7

A321 Dry Operating Weight and Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

2.1.8


2.1.9


2.1.10 A346 Dry Operating Weight and Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 2.1.11 B772 LR Dry Operating Weight and Index . . . . . . . . . . . . . . . . . . . . . . . . . . 23 2.1.12 B773 ER Dry Operating Weight and Index . . . . . . . . . . . . . . . . . . . . . . . . . . 24 2.1.13 CL300 Dry Operating Weight and Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26

2.2

STANDARD PASSENGER WEIGHT FOR LOADSHEET PURPOSES . . 27

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L E F T

B L A N K

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PERFORMANCE PANTRY CODE DEFINITION

2.1 2.1.1

PANTRY CODE DEFINITION A319 / A320 / A321

Pantry Code

A

ALG, ARN, ALY, AMD, AMM, BKK, CAI, CAN, CCJ, CDG, CEB, CMN, COK, CPT, DAC, DAM, DAR, FCO, FRA, GVA, IKA, ISB, JED, JNB, KRT, KUL, LGW, LHE, LHR, LOS, LXR, MAA, MAD, MAN, MHD, MNL, MUC, MXP, NAG, PEK, PEW, PVG, SAH, SGN, SIN, TIP, TUN, TXL, VIE and ZRH

B

ALG (via TUN), ATH, AUH, BAH, BEY, BOM, CGK, CMB, DEL, DMM, DME, DPS (via KUL), DXB, HYD, ICN, IST, KHI, KTM, KUL (via KTM), KWI, MAD (via FCO), MCT, MLE, NBO, RUH, SEZ and TRV

Z

Test/Training or Ferry Flight (Standard Crews 2/0)

Note:

2.1.2

Airport (From / To) (Note)

Inclusion of an airport into a pantry code does not indicate aircraft suitability, refer to Chapter 7 for airport suitability. A332

Pantry Code


A

ALG, ARN, BKK, CAN, CDG, CEB, CGK, CMN, DAR, FCO, FRA, GVA, HKG, JNB, KUL, LGW, LHR, LOS, MAD, MAN, MNL, MUC, MXP, PEK, PVG, SGN, SIN, TIP, TUN, TXL, VIE and ZRH

B

ALY, AMD, AMM, CAI, CCJ, COK, CPT, DAC, DAM, IKA, ISB, JED, KRT, LHE, LXR, MAA, MHD, NAG, PEW and SAH

C

ATH, BEY, DME and IST

D

ALG (via TUN), AUH, BAH, BOM, CEB (via SIN), CGK (via KUL/SIN), CMB, DEL, DMM, DPS (via KUL), DXB, HYD, ICN (via PVG/KIX), KHI, KTM, KUL (via KTM), KWI, MAD (via FCO), MCT, MLE, NBO, RUH, SEZ, SIN (via KUL) and TRV

E

EWR, EWR (via GVA), IAD, IAD (via GVA), JFK, JFK (via GVA), IAH, IAH (via GVA) and KIX

Z

Test/Training or Ferry Flight (Standard Crews 2/0)

Note:

Inclusion of an airport into a pantry code does not indicate aircraft suitability, refer to Chapter 7 for airport suitability.

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2.1.3

A333, A346 and B777

Pantry Code


A

ALG, ARN, BKK, CAN, CDG, CEB, CGK, CMN, DAR, DPS, EWR (via GVA), FCO, FRA, GVA, HKG, JNB, KUL, LGW, LHR, LOS, MAD, MAN, MNL, MUC, MXP, PEK, PVG, SGN, SIN, TIP, TUN, TXL, VIE, ZRH

B

ALY, AMD, AMM, CAI, CCJ, COK, CPT, DAC, DAM, IKA, ISB, JED, KRT, LHE, LXR, MAA, MHD, NAG, PEW and SAH

C

ATH, BEY, BOM, CEB (via SIN), CGK (via KUL, SIN), CMB, DEL, DME, DPS (via KUL), ICN (via PVG/KIX), IST, KHI, KTM, KUL (via KTM), MLE, NBO, SEZ, SIN (via KUL) and TRV

D

ALG (via TUN), AUH, BAH, DMM, DXB, HYD, KWI, MCT and RUH

E

IAD, IAH, JFK and KIX

Z

Test/Training or Ferry Flight (Standard Crews 2/0).

Note:

Inclusion of an airport into a pantry code does not indicate aircraft suitability, refer to Chapter 7 for airport suitability.

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I N T E N T I O N A L LY

L E F T

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2.1.4

A300 Freighter Aircraft Dry Operating Weight and Index

A/ REGN

ABX

ABY

AFB

SELCAL

EFCR

EJFR

AERS

MSN

0554

0560

0614

Standard Crew Configuration

2/0

2/0

2/0

Maximum Crew Configuration

4/5

4/5

4/5

Dry Operating Weight (DOW)1

83 895

84 262

83 535

Dry Operating Index (DOI)1

485.8

484.5

487.6

Reserved

1) Standard Crews 2/0 Variation of Crew from Standard Configuration

DOW

DOI

Per Cockpit Crew

+ 85

−0.9

Per Courier

+ 85

−0.8

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2.1.5

A319 Dry Operating Weight and Index

A/C REGN

CJA

CJB

RSDM

CSDK

1656

2341


2/6

2/6


4/6

4/6

8/102

8/102

44 558

44 291

503.2

500.2

44 277

44 010

500.8

497.7

43 165

42 898

498.5

495.4

SELCAL MSN

Pax Configuration Dry Operating Weight (DOW)

Reserved Reserved

A Dry Operating Index (DOI) Dry Operating Weight (DOW) B Dry Operating Index (DOI) Dry Operating Weight (DOW) Z Dry Operating Index (DOI) Note:

Refer to 2.1.1 for pantry code breakdown.

Variation of Crew from Standard Configuration

DOW

DOI

Per Cockpit Crew

+ 85

−1.0

Per Cabin Crew

± 75

No Effect

For Test, Training or Ferry Flight: •

−0.9 I.U. for each crew sitting in the forward cabin crew seats

•

+ 0.9 I.U. for each crew sitting in the Aft cabin crew seats

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2.1.6


A/C REGN

ADA

ADB

ADC

ADD

SELCAL

EFGR

ELAS

MQDP

PQEL

MSN

1566

1648

1773

1895


2/6

2/6

2/6

2/6


4/6

4/6

4/6

4/6

12/132

12/132

12/132

12/132

45 272

45 322

45 194

45 187

499.2

499.9

500.8

501.0

44 973

45 023

44 895

44 888

496.7

497.4

498.3

498.5

43 798

43 848

43 720

43 713

494.5

495.2

496.2

496.3


DOW

DOI

Per Cockpit Crew

+ 85

−1.2

Per Cabin Crew

± 75

No Effect

Pax Configuration Dry Operating Weight (DOW) A Dry Operating Index (DOI) Dry Operating Weight (DOW) B Dry Operating Index (DOI) Dry Operating Weight (DOW) Z Dry Operating Index (DOI) Note:




•


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A/C REGN

ADE

ADF

ADG

ADH

SELCAL

FSEQ

KSCM

LQHM

RSCP

MSN

1957

2097

2121

2138


2/6

2/6

2/6

2/6


4/6

4/6

4/6

4/6

12/132

12/132

12/132

12/132

45 151

45 309

45 125

45 086

500.1

499.1

498.8

499.2

44 852

45 010

44 826

44 787

497.6

496.6

496.3

496.7

43 677

43 835

43 651

43 612

495.5

494.4

494.1

494.6


DOW

DOI

Per Cockpit Crew

+ 85

−1.2

Per Cabin Crew

± 75

No Effect





•


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A/C REGN

ADI

ADJ

ADU

SELCAL

HQLS

CSEJ

AGJK

MSN

2161

2288

3071


2/6

2/6

2/6


4/6

4/6

4/6

12/132

12/132

12/132

45 160

44 891

44 975

500.2

498.9

501.6

44 861

44 592

44 676

497.7

496.4

499.1

43 686

43 417

43 501

495.6

494.2

497.0

Pax Configuration Dry Operating Weight (DOW)

Reserved

A Dry Operating Index (DOI) Dry Operating Weight (DOW) B Dry Operating Index (DOI) Dry Operating Weight (DOW) Z Dry Operating Index (DOI) Note:



DOW

DOI

Per Cockpit Crew

+ 85

−1.2

Per Cabin Crew

± 75

No Effect



•


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2.1.7


A/C REGN

ADK

ADS

ADT

ADV

SELCAL

GLBD

JPES

JSPR

GKJM

MSN

1487

1928

2107

3274


2/7

2/7

2/7

2/7


4/8

4/7

4/7

4/7

Pax Configuration

196

12/165

12/165

12/165

50 483

51 633

51 550

51 142

488.8

488.7

488.9

490.7

50 132

51 245

51 162

50 754

490.0

486.4

486.6

488.4

48 506

49 621

49 538

49 130

486.0

480.2

480.4

482.3


DOW

DOI

Per Cockpit Crew

+ 85

−1.5

Per Cabin Crew

± 75

No Effect

Dry Operating Weight (DOW) A Dry Operating Index (DOI) Dry Operating Weight (DOW) B Dry Operating Index (DOI) Dry Operating Weight (DOW) Z Dry Operating Index (DOI) Note:




•


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A/C REGN

ADW

ADX

ADY

ADZ

SELCAL

HLCD

LMHK

BLDF

BQGL

MSN

3369

3397

3636

3669


2/7

2/7

2/7

2/7


4/7

4/7

4/7

4/7

12/165

12/165

12/165

12/165

50 848

50 976

51 001

51 115

490.7

490.7

490.7

490.5

50 460

50 588

50 613

50 727

488.5

488.4

488.4

488.2

48 836

48 964

48 989

49 103

482.3

482.3

482.3

482.1


DOW

DOI

Per Cockpit Crew

+ 85

−1.5

Per Cabin Crew

± 75

No Effect





•


REV 08P


CHAPTER

2

PAGE

13


2.1.8


A/C REGN

ACA

ACB

ACC

ACD

HKAQ

HSJL

QSBF

QSDL

MSN

473

489

511

521


2/11

2/11

2/11

2/11


4/13

4/13

4/13

4/12

8/24/200

8/24/200

8/24/200

24/248

124 540

124 376

124 334

124 125

500.1

499.0

501.9

503.7

124 010

123 846

123 804

123 700

502.3

501.2

504.2

506.6

123 485

123 321

123 279

123 084

503.6

502.4

505.4

506.1

123 130

122 966

122 924

122 536

503.2

502.1

505.1

504.2

125 352

125 188

125 146

124 427

500.5

499.3

502.3

504.6

120 994

120 830

120 788

120 396

501.7

500.6

503.6

503.1


DOW

DOI

Per Cockpit Crew

+ 85

−0.8

Per Cabin Crew

± 75

No effect

SELCAL

Pax Configuration Dry Operating Weight (DOW) A Dry Operating Index (DOI) Dry Operating Weight (DOW) B Dry Operating Index (DOI) Dry Operating Weight (DOW) C Dry Operating Index (DOI) Dry Operating Weight (DOW) D Dry Operating Index (DOI) Dry Operating Weight (DOW) E Dry Operating Index (DOI) Dry Operating Weight (DOW) Z Dry Operating Index (DOI) Note:


REV 08P


CHAPTER

2

PAGE

14


A/C REGN

ACE

ACF

ACG

ACH

SELCAL

JPBE

EFBQ

ALJR

DLCG

MSN

571

638

743

441


2/11

2/11

2/11

2/11


4/13

4/13

4/14

4/12

8/24/200

12/24/192

24/236

24/248

124 137

124 600

124 141

124 392

497.0

498.0

499.3

501.9

123 607

124 187

123 718

123 967

499.2

501.9

502.3

504.8

123 082

123 543

123 111

123 351

500.5

498.7

501.9

504.4

122 727

123 414

122 563

122 803

500.1

499.5

499.7

502.4

124 949

125 348

124 466

124 694

497.4

497.6

500.3

502.9

120 591

120 990

120 435

120 663

498.6

498.9

498.7

501.3


DOW

DOI

Per Cockpit Crew

+ 85

−0.8

Per Cabin Crew

± 75

No effect



REV 08P


CHAPTER

2

PAGE

15


A/C REGN

ACI

ACJ

ACK

ACL

KSHM

DSBK

HPAB

CLGM

MSN

746

760

792

820


2/11

2/11

2/11

2/11


4/14

4/14

4/14

4/14

24/236

24/236

24/236

24/236

123 251

123 251

124 025

124 033

501.1

500.4

500.3

500.6

122 828

122 828

123 602

123 610

504.0

503.3

503.2

503.5

122 221

122 221

122 995

123 003

503.5

502.9

502.7

503.0

121 673

121 673

122 447

122 455

501.4

500.8

500.6

500.9

123 576

123 576

124 350

124 358

502.1

501.3

501.3

501.6

119 545

119 545

120 319

120 327

500.3

499.8

499.5

499.8


DOW

DOI

Per Cockpit Crew

+ 90

−0.8

Per Cabin Crew

± 80

No effect

SELCAL



REV 08P


CHAPTER

2

PAGE

16


A/C REGN

ACM

AFL

AFM

AFP

SELCAL

ACFL

GKBJ

GLAF

CDRS

MSN

849

612

616

684


2/11

2/11

2/11

2/11


4/14

4/12

4/12

4/12

24/236

24/236

24/236

24/236

124 060

123 851

123 946

123 599

500.9

499.4

493.0

502.3

123 637

123 428

123 523

123 176

503.8

502.6

496.2

505.5

123 030

122 821

122 916

122 569

503.3

502.4

496.0

505.3

122 482

122 273

122 368

122 021

501.2

500.5

494.1

503.4

124 385

124 176

124 271

123 924

501.9

501.0

494.6

503.9

120 354

120 145

120 240

119 893

500.1

499.8

493.4

502.7


DOW

DOI

Per Cockpit Crew

+ 85

− 0.8

Per Cabin Crew

± 75

No effect



REV 08R


CHAPTER

2

PAGE

17


A/C REGN

Reserved Reserved Reserved Reserved

SELCAL MSN Standard Crew Configuration Maximum Crew Configuration Pax Configuration Dry Operating Weight (DOW) A Dry Operating Index (DOI) Dry Operating Weight (DOW) B Dry Operating Index (DOI) Dry Operating Weight (DOW) C Dry Operating Index (DOI) Dry Operating Weight (DOW) D Dry Operating Index (DOI) Dry Operating Weight (DOW) E Dry Operating Index (DOI) Dry Operating Weight (DOW) Z Dry Operating Index (DOI) Note:



DOW

DOI

Per Cockpit Crew

+ 85

− 0.8

Per Cabin Crew

± 75

No effect

REV 08R


CHAPTER

2

PAGE

18


2.1.9


A/C REGN

AEA

AEB

AEC

AED

HMAF

JSDL

AQJR

BJMS

MSN

623

637

659

680


2/11

2/11

2/11

2/11


4/13

4/13

4/13

4/12

12/24/223

12/24/223

12/24/223

30/275

128 404

128 201

128 386

128 238

487.8

487.7

488.4

491.8

127 365

127 162

127 347

128 001

486.8

486.7

487.4

491.6

126 902

126 699

126 884

127 398

484.9

484.8

485.5

490.4

126 654

126 451

126 636

126 443

484.9

484.8

485.5

487.2

129 011

128 808

128 993

128 820

488.0

487.9

488.6

492.3

124 292

124 089

124 274

124 122

484.9

484.7

485.5

488.6


DOW

DOI

Per Cockpit Crew

+ 85

- 1.0

Per Cabin Crew

± 75

No effect

SELCAL



REV 08S


CHAPTER

2

PAGE

19


A/C REGN

AEE

AEF

AEG

AEH

ASFM

BCAP

APFJ

AKCS

MSN

711

721

734

789


2/11

2/11

2/11

2/11


4/14

4/14

4/14

4/14

30/275

30/275

30/275

30/275

127 591

128 351

127 738

128 347

486.7

490.8

490.3

489.9

127 354

128 114

127 501

128 110

486.5

490.7

490.2

489.8

126 751

127 511

126 898

127 507

485.2

489.4

488.9

488.5

125 796

126 556

125 943

126 552

482.1

486.2

485.7

485.4

128 173

128 933

128 320

128 929

487.2

491.3

490.8

490.4

123 475

124 235

123 622

124 231

483.4

487.6

487.1

486.7


DOW

DOI

Per Cockpit Crew

+ 85

−1.0

Per Cabin Crew

± 75

No effect

SELCAL



REV 08P


CHAPTER

2

PAGE

20


A/C REGN

AEI

AEJ

AEM

AEN

FGBQ

CLEK

DEAJ

EGCD

MSN

813

826

893

907


2/11

2/11

2/11

2/11


4/14

4/14

4/14

4/14

30/275

30/275

30/275

30/275

128 443

128 700

128 714

128 518

489.8

490.9

490.2

489.3

128 206

128 463

128 477

128 281

489.7

490.8

490.1

489.2

127 603

127 860

127 874

127 678

488.4

489.5

488.8

487.9

126 648

126 905

126 919

126 723

485.2

486.3

485.7

484.8

129 025

129 282

129 296

129 100

490.3

491.4

490.8

489.8

124 327

124 584

124 598

124 402

486.6

487.7

487.0

486.1


DOW

DOI

Per Cockpit Crew

+ 85

−1.0

Per Cabin Crew

± 75

No effect

SELCAL



REV 08P


CHAPTER

2

PAGE

21


A/C REGN

AEO

SELCAL

EHDL

Reserved

Reserved


DOW

DOI

Per Cockpit Crew

+ 85

−1.0

Per Cabin Crew

± 75

No effect

MSN

918


2/11


4/14

Pax Configuration

Reserved

30J/275Y

Dry Operating Weight (DOW)

128 333 A

Dry Operating Index (DOI)

490.1


128 096 B


490.0


127 493 C


488.7


126 538 D


485.5


128 915 E


490.6


124 217 Z

Dry Operating Index (DOI) Note:

486.9


REV 08P


CHAPTER

2

PAGE

22


2.1.10 A346 Dry Operating Weight and Index A/C REGN

AGA

AGB

AGC

AGD

FMAD

FMAC

FMAE

CLFK

MSN

740

715

766

798


2/14

2/14

2/14

2/14


4/16

4/16

4/16

4/16

8/42/216

8/42/216

8/42/216

8/42/216

186 503

186 094

186 323

186 578

500.1

500.5

501.9

502.2

185 369

185 960

185 189

185 444

503.1

503.5

504.9

505.1

184 935

184 526

184 755

185 010

504.6

505.0

506.4

506.7

184 413

184 004

184 233

184 488

501.6

502.0

503.4

503.6

186 984

186 575

186 804

187 059

500.7

501.1

502.5

502.8

181 202

180 793

181 022

181 277

501.8

502.2

503.6

503.9


DOW

DOI

Per Cockpit Crew

+ 85

−0.6

Per Cabin Crew

± 75

No effect

SELCAL



REV 08P


CHAPTER

2

PAGE

23


2.1.11 B772 LR Dry Operating Weight and Index A/C REGN

BBA

BBB

Reserved

Reserved

SELCAL

JMFQ

JRAC

MSN

36012

36013


2/15

2/15


4/15

4/15

42/217

42/217

160 043

159 999

489.1

489.0

159 649

159 605

491.0

490.9

158 888

158 844

490.1

490.0

158 172

158 128

489.7

489.6

160 529

160 485

489.9

489.8

155 003

154 959

489.6

489.5


DOW

DOI

Per Cockpit Crew

+ 85

−0.4

Per Cabin Crew

± 75

No effect



REV 08P


CHAPTER

2

PAGE

24


2.1.12 B773 ER Dry Operating Weight and Index A/C REGN

BAA

BAB

BAC

BAI

SELCAL

BEJQ

BPAE

GMHQ

JKEP

MSN

36009

36103

36010

36095


2/16

2/16

2/16

2/16


4/17

4/17

4/17

4/17

42/293

42/293

42/293

42/293

174 257

174 073

174 249

174 081

489.9

490.4

491.2

490.5

173 544

173 360

173 536

173 368

492.4

492.9

493.7

493.0

172 495

172 311

172 487

172 319

490.8

491.4

492.1

491.4

171 578

171 394

171 570

171 402

490.5

491.0

491.7

491.0

174 933

174 749

174 925

174 757

490.2

490.7

491.5

490.8

168 055

167 871

168 047

167 879

489.8

490.4

491.1

490.4


DOW

DOI

Per Cockpit Crew

+ 85

−0.4

Per Cabin Crew

± 75

No effect



REV 08P


CHAPTER

2

PAGE

25


A/C REGN

BAO

BAE

Reserved

Reserved

SELCAL

GQCM

EMFH

MSN

36011

36104


2/16

2/16


4/17

4/17

42/293

42/293

173 954

174 128

490.9

490.7

173 241

173 415

493.4

493.2

172 192

172 366

491.8

491.6

171 275

171 449

491.4

491.2

174 630

174 804

491.2

491.0

167 752

167 926

490.8

490.6


DOW

DOI

Per Cockpit Crew

+ 85

−0.4

Per Cabin Crew

± 75

No effect



REV 08P


CHAPTER

2

PAGE

26


2.1.13 CL300 Dry Operating Weight and Index A/ REGN

AAN

SELCAL

ALBF

MSN

20042

Reserved

Reserved

DOW

DOI

Per Cockpit Crew

N/A

N/A

Without Cabin Crew

-75

-0.7


2/1


2/1

Dry Operating Weight (DOW)1

11 018

Dry Operating Index (DOI)1

Reserved

64.0


REV 08P


CHAPTER

2

PAGE

27

PERFORMANCE STANDARD PASSENGER WEIGHT FOR LOADSHEET PURPOSES

2.2

STANDARD PASSENGER WEIGHT FOR LOADSHEET PURPOSES


Code

Weight (Kg)

PT 1

Adult 84 Children 35 Infant 10

ALG, CAN, KRT, PEK, PVG and SAH

PT 2

Male 88 Female 70 Children 35 Infant 10

ALY, AMM, ARN, ATH, AUH, BAH, BEY, BKK, CAI, CDG, CGK, CMN, CPT, DAM, DAR, DME, DMM, DPS, DXB, EWR, FCO, FRA, GVA, HKG, IAD, IAH, ICN, IKA, IST, JED, JFK, JNB, KIX, KUL, KWI, LGW, LHR, LOS, LXR, MAD, MAN, MCT, MHD, MLE, MNL, MUC, MXP, NBO, RUH, SGN, SEZ, SIN, TIP, TUN, TXL, VIE and ZRH

PT3

Adult 77 Children 35 Infant 10

AMD, BOM, CCJ, CEB, CMB, COK, DAC, DEL, HYD, ISB, KHI, KTM, LHE, MAA, NAG, PEW and TRV

Note:

Where a destination is not included in this list, PT 1 will be used. In case of diversion the original PT code will be retained.

REV 08P


CHAPTER PAGE

2 28

PERFORMANCE STANDARD PASSENGER WEIGHT FOR LOADSHEET PURPOSES


L E F T

B L A N K

REV 08P


CHAPTER

3

PAGE

1

AREA BRIEFINGS TABLE OF CONTENTS

CHAPTER 3 - AREA BRIEFINGS

3.1

HIGH DENSITY ALTITUDES (HDA) OR HOT AND HIGH OPERATION . . 3 3.1.1

3.2

FAR EAST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 3.2.1

3.3

3.5

China. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

EUROPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 3.3.1

3.4

Awareness of the Density Altitude and high TAS . . . . . . . . . . . . . . . . . . . . . . 3

Nicosia Area Brief . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

MIDDLE EAST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 3.4.1

Bahrain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

3.4.2

Iraq . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

3.4.3

United Arab Emirates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36

NORTH ATLANTIC / OCEANIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 3.5.1

Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38

3.5.2

Meterology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39

3.5.3

MNPS Airspace. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40

3.5.4

North Atlantic Organised Track System (NAT OTS) . . . . . . . . . . . . . . . . . . . 41

3.5.5

North America Route (NARS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44

3.5.6

Separation - Lateral & Longitidual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45

3.5.7

Flight Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46

3.5.8

Oceanic Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47

3.5.9

Communication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54

3.5.10 Position Reporting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57 3.5.11 MET Reporting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59 3.5.12 NAT MNPS - Flight Operations & Navigation Procedures . . . . . . . . . . . . . . 60 3.5.13 In-flight Contingencies - North Atlantic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71 3.5.14 Navigation System Degradation or Failure . . . . . . . . . . . . . . . . . . . . . . . . . . 76 3.5.15 Rapid Depressurisation / Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78 3.5.16 Engine Failure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78 REV 08S


CHAPTER

3

PAGE

2

AREA BRIEFINGS TABLE OF CONTENTS

3.5.17 Operational Flight Plan. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79 3.5.18 Enroute Aerodromes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 3.5.19 Greenland . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88 3.5.20 Cold Temperature Altimeter Errors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89

3.6

3.7

OCEANIC CHECKLIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91 3.6.1

Pre-flight. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92

3.6.2

Oceanic - Prior to Entry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93

3.6.3

Oceanic - After Entry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94

3.6.4

Oceanic - Exit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96

3.6.5

Inflight Contingences . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97

UNITED STATES OF AMERICA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99 3.7.1

FAA - Aeronautical Information Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99

3.7.2

Non-discrimination on the Basis of Disability in Air Travel . . . . . . . . . . . . . . 99

3.7.3

Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103

3.7.4

Geographical Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104

3.7.5

Aerodrome Location. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106

3.7.6

Meteorology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107

3.7.7

AIRMET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113

3.7.8

Weather Brief - USA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116

3.7.9

Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118

3.7.10 Airways & Route System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119 3.7.11 Communication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120 3.7.12 Air Traffic Control -Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122 3.7.13 ATC Clearance - Enroute . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125 3.7.14 Holding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128 3.7.15 Airport Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129 3.7.16 Assigned Parking Stand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135 3.7.17 Rescue & Fire Fighting (RFF) Categories . . . . . . . . . . . . . . . . . . . . . . . . . 135

3.8

ATC - GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136 3.8.1

SID and STAR Climb / Decent Procedures and Phraseology . . . . . . . . . . 136

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AREA BRIEFINGS HIGH DENSITY ALTITUDES (HDA) OR HOT AND HIGH OPERATION

3.1

HIGH DENSITY ALTITUDES (HDA) OR HOT AND HIGH OPERATION

At high density altitude airfields (e.g. Sana’a) aircraft energy levels during an approach are very similar to the energy of an aircraft under conditions of a “rushed approach” to an airfield, in ISA conditions. There is the additional “trap” of a higher TAS in hot and high conditions that potentially makes the problems ahead even more. To calculate Density Altitude a rule of thumb is: Density altitude = Airfield altitude+1000ft per 8degrees above ISA. EXAMPLE SANNA, elevation is 7216ft AMSL. With an OAT of 320C (ISA+31) and standard pressure the density altitude is 11100ft. Also as a rule of thumb: TAS INCREASES 2% over IAS for each 1000ft above sea level. 3.1.1

Awareness of the Density Altitude and high TAS

Hot and high conditions can be anticipated and therefore covered in the approach briefing. Most of the problems arise because the TAS increases with increasing density altitude. Therefore a comparison of IAS and TAS will give a good indication of the problems ahead. a) HORIZONTAL PROFILE The turning radius will increase as TAS increases, therefore it is a must to reduce your speed by the increment in TAS (due to high density altitude) so as to achieve small radius. b) VERTICAL PROFILE When flying a 3 degree profile the rule of thumb is : rate of descent = 5 x ground speed. Therefore if the TAS is higher it follows that the V/S will be higher by an equivalent amount. c) ENERGY MANAGEMENT Approaches are normally based on distances that are fixed from touchdown. With a higher TAS this distance will be covered a lot more quickly than normal and it will leave less time to slow down. So the best thing to do is to allow an earlier deceleration and configuration (low and slow). Other factors have to be considered are tail wind, high approach speeds and high weights.

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AREA BRIEFINGS HIGH DENSITY ALTITUDES (HDA) OR HOT AND HIGH OPERATION

d) BRAKING The kinetic energy will be higher on touchdown and this has to be dissipated by the brakes . The use of reverse thrust and appropriate auto brake mode should be considered at all times. e) SUMMARY 1) Hot and high conditions should be anticipated and briefed. Comparing IAS to TAS will give a good indication of likely problems. 2) Turning radius will increase. A speed reduction is a must so as to achieve the horizontal profile. 3) The ability of the aircraft to follow a descent profile is not necessarily an indication of how well it will slow down. 4) It could take more distance to decelerate (high density altitude and high TAS) so the measures taken should be moved back to a more appropriate position to allow more time and distance to slow down. 5) Touchdown speeds will be higher so choose appropriate braking.

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AREA BRIEFINGS FAR EAST

3.2 3.2.1

FAR EAST China

3.2.1.1

China RVSM Policy & Procedures

3.2.1.2

RVSM Implementation

Effective 21st November 2007 at 1600 UTC, RVSM implementation between 8900m (FL291) and 12500m (FL411) inclusive will take place within the FIRs shown in the enclosed map.

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3.2.1.3

Implementation Phase on the Day

Aircraft within China Airspace at and beyond 1600z on November 21st, shall comply with RVSM requirement. •

15:30 UTC

ATC will broadcast “Attention All Aircraft, RVSM operations will begin in 30 minutes”

•

1550 UTC

ATC will broadcast “Attention all aircraft, RVSM operations will begin at 1600 UTC”

•

1600-1630 UTC and onwards

ATC will clear RVSM compliant aircraft to climb or descend to nearest appropriate RVSM FL in accordance with China RVSM Flight Level Allocation Scheme (FLAS).

3.2.1.4 •

ATC will issue Flight Level clearance in Meters

•

Pilots shall use the China RVSM conversion table to determine the corresponding Flight Levels in feet

•

The aircraft shall be flown using Flight Level in FEET

3.2.1.5

•

Altitude / Flight Level Clearance

Strategic Lateral Offset procedure (SLOP)

Radar Controlled Airspace

Strategic Lateral Offset (SLOP) requires ATC approval 1nm offsets are preferred within radar controlled airspace

•

Non-Radar Airspace

Applying “SLOP” in non-radar environment is responsibility of flight crew SLOP: Established at a distance of 1nm to 2nm to “RIGHT” of airway centre-line Pilots not required to advise ATC Applying SLOP in non-radar airspace, approval required from ATC to continue with the offset upon entering radar airspace.

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3.2.1.6

RVSM CONVERSION TABLE (METRIC TO FEET)

All China RVSM flight level in “FEET” are “100 feet” above ICAO published RVSM flight level.

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3.2.1.7

Transition Procedures between FIRs

China Metric RVSM FLAS vs ICAO RVSM FLAS * FLAS = Flight Level Allocated Scheme •

ICAO RVSM flight levels are implemented in Fukuoka, Hanoi, Hong Kong, Incheon, Lahore and Yangon FIRs

•

China RVSM flight levels in “FEET” are “100ft” above ICAO RVSM Flight levels.

Transition Area •

Identify the “transition area” and “procedures” for route entering/exiting Chinese airspace.

•

Special attention MUST be given to the moment when “China meter to feet converse table” is used for aircraft entering Chinese RVSM airspace.

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3.2.1.8

China to/from Pakistan

Transition Procedure between Urumqi ACC & Lahore ACC (Purpa). •

Note:

•

All China RVSM flight level in “FEET” is “100ft” above ICAO published RVSM flight level.

Aircraft maintaining flight level 9800, 10400, 11000, 11600, 12200 meters from China to Pakistan after passing PURPA shall automatically descend to and maintain FL320, FL340, FL360 FL380, and FL400 before GILGIT irrespective of establishing radio contact with Lahore ACC.

Indicates the position where the pilot is expected to receive the FL instruction from ATC for FLAS transition and then begin to use China RVSM conversion table to fly in FEET. Flight level transition shall be conducted in accordance with ATC instruction. In case ATC did not issue the instruction as expected, pilots are to clarify with ATC.

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3.2.1.9

China to/from Myanmar

Transition procedure between KUNMING ACC & YANGON ACC (Linso)

•


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3.2.1.10 China to/from Vietnam via “Sanya FIR” Transition procedure between Sanya ACC and Hanoi ACC (Assad)

•

•

Route Structure as Follows a) Within Sanya FIR

ATS route “A202 ASSAD SAMAS”

b) Within Hanoi FIR

ATS route “A202 Vilao - Assad” ATS route “A206 Nalao - Assad”

Flight level allocation a) Hanoi FIR to Sanya FIR

FL290, FL330, FL370, FL390, FL410

b) Sanya FIR to Hanoi FIR

FL280, FL300, FL340, FL380, FL400

3.2.1.11 China to/from Japan Transition procedure between Shanghai ACC & Fukuoka ACC (Sadli)

•

•

Assigned Flight levels on ATS route A593 Shanghai ACC to Fukuoka ACC

FL250, FL290, FL310, FL390 (Applicable Flight levels without co-ordination and approval of the affected ACCs)

Fukuoka ACC to Shanghai ACC

FL240, FL280, FL300, FL400

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3.2.1.12 China to/from Republic of Korea Transition Procedure between Qingdao ACC & Incheon ACC Westbound (Agavo)

•


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Transition Procedure between Qingdao ACC & Incheon ACC – Eastbound

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3.2.1.13 Weather Encounters & Aircraft System failures Initial pilot actions when unable to maintain FL or unsure of aircraft altitude-keeping capability •

Notify ATC and request assistance

•

Maintain cleared FL, to the extent possible, while evaluating situation

•

Maintain watch for conflicting traffic using all available means

•

Switch on exterior lights (subject a/c limitations)

•

If unable to contact ATC, broadcast 1) Position, 2) FL and 3) Intentions on 121.5MHz

3.2.1.14 Severe Turbulence or Mountain Wave Activity •

When experiencing severe or altitude deviations on the order of 60m (200ft), the enclosed table shows the Pilot / Controller actions PILOT ACTIONS

CONTROLLER ACTIONS

•

State “Unable RVSM due (state reason)

•

Assess traffic and provide assistance

•

Request ATC assistance

•

Advise pilot of conflicting traffic

•

If desired, request FL change·

•

Issue FL change, traffic permitting·

•

Report location & magnitude of tur- • bulence

Issue PIREP

3.2.1.15 Wake Turbulence Encounters •

·Contact ATC, request vector, FL change, or if capable, a strategic lateral offset (SLOP) to “RIGHT” 1 or 2 nm.

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3.2.1.16 Aircraft Requiring Raid Descent

PILOT ACTIONS •

NOTIFY ATC OF AIRCRAFT LOCATION & REQUESTED FL AS REQUIRED

•

PILOT MAY EXERCISE HIS RIGHT AND CHANGE HIS ASSIGNED FL, ADVISE ATC IMMEDIATELY

•

IF UNABLE TO CONTACT ATC AND RAPID DESCENT REQUIRED:

A) DEVIATION PROCEDURE FOR LEVEL CHANGE: •

TURN 30° RIGHT AND TRACK 20 KILOMETERS (IE DEVIATE RIGHT OF AIRWAY CENTERLINE BY 10KM OR 5NM)·

•

TURN “LEFT” TO TRACK PARALLEL TO THE ORIGINATE ROUTE·

•

CLIMB OR DESCEND TO NEW LEVEL AND RETURN TO ORIGINAL ONE (WHEN APPROPRIATE)

NOTE:

IF RETURNING TO ORIGINAL ROUTE, BE AWARE OF CONFLICTING TRAFFIC.

•

ESTABLISH COMMUNICATIONS WITH AND ALERT NEARBY AIRCRAFT BY BROADCASTING, AT SUITABLE INTERVALS 1) FLIGHT IDENTIFICATION, 2) FLIGHT LEVEL, 3) AIRCRAFT POSITION AND INTENTION ON FREQUENCY IN USE AS WELL AS ON 121.5MHZ AND 123.45MHZ AS A BACK-UP.

•

ESTABLISH VISUAL CONTACT WITH CONFLICTING TRAFFIC

•

TURN ON AIRCRAFT EXTERIOR LIGHTS

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AREA BRIEFINGS EUROPE

3.3 3.3.1 3.3.1.1

EUROPE Nicosia Area Brief General

ATC co-ordination can be poor in this part of the Mediterranean with several frequencies to monitor at one time. ERCAN control, pronounced “ERJAN”, a station located in Northern Cyprus, requires position reports at “VESAR” and “NIKAS” even though these waypoints are in NICOSIA FIR/UIR. However, NICOSIA ACC is the controlling authority within NICOSIA FIR/UIR, and any ATC clearances must ONLY be accepted from NICOSIA ACC, including allocation of SSR codes. When operating Southbound, contact Nicosia ACC 10 minutes prior FIR boundary. Change to Nicosia ACC at waypoint “VESAR”. Although no formal transfer of control procedures is affected between Ankara and Nicosia ACC, and no changeover instructions are issued on crossing the FIR boundary, flights should ONLY accept control instructions issued by Nicosia ACC until handover to the next ATC unit or FIR/UIR. Only after insistence to change to another station (i.e. ERCAN control), should a check be made with Nicosia ACC. Contact Damascus 10 minutes prior to NIKAS.

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AREA BRIEFINGS EUROPE

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AREA BRIEFINGS MIDDLE EAST

3.4

MIDDLE EAST

3.4.1 3.4.1.1

Bahrain Bahrain FIR

ATS Route – BUNDU V977 BA R659 PURDA ATS route segment “BUNDU V997 BAT R659 PURDA” within Bahrain FIR will shortly open and is available for flight planning to Qatar Airways destinations in Yemen and East/South Africa. The opening of these airways will be announced via NOTAM. 1) Airway(s) - V997 and R659 –

RNP 5

–

Bi-directional

–

Available H24

2) Flight Level Restrictions –

Outbound FL260 “BUNDU V997 BAT R659 PURDA”

–

Inbound FL310 “PURDA R659 BAT V997 BUNDU” (Note - Above Flight Levels are subject to change, refer to OFP and NOTAMS)

3) HF Communications –

Within Bahrain/Jeddah FIR, segments of route require HF communications. Refer to Jeppesen enroute Hi/Low level charts for details.

4) Enroute Deviation “BUNDU V997 BAT R659 PURDA” –

Enroute diversion due weather or emergency : Prior co-ordination with ATC is mandatory.

5) FMS Navigation Database and Jeppesen Charts –

All navigation data is available and depicted on appropriate enroute hi/low level charts.

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ATS Routes – BUNDU V997 BAT R659 PURDA

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3.4.2

IRAQ

This brief to be read in conjuction with valid notams. 3.4.2.1

Overview

With the ongoing stability being experienced in Iraq and the operational benefits to airlines, Iraq has seen an 80% increase in overflying traffic since June 2008. Iraq CAA continues to improve services and recently has taken control of FL290 and above. Investment in navigation aids, radar and communication equipment is ongoing and introduction of new ATS route. ATC communication is good, although Western Iraq is still an ongoing issue with poor two-way communication. 3.4.2.2

Iraq AIP

Iraq AIP can be found at following \website •

Website

http://ramcc.dtic.mil/

3.4.2.3

Transponder Codes

3.4.2.4

General

(click on “reference information” tab)

•

When entering the Baghdad FIR, remain on the ATC assigned mode 3/A transponder codes.

•

Do not change the mode 3/A transponder code unless directed by Baghdad ATC.

•

If entering from KABAN at or above FL290, Baghdad Area Control will issue a new mode 3/A transponder code once radio contact is established.

3.4.2.5 •

Transponder Unserviceable Aircraft dispatched into Baghdad FIR with a known unserviceable Transponder is NOT PERMITTED.

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3.4.2.6

Search and Rescue / Interception

3.4.2.7

General

The coalition forces (as of April 09) provide search and rescue services. 3.4.2.8 •

Interception of Civil Aircraft As per ICAO Procedure.

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3.4.2.9

Airspace and ATS Routes

3.4.2.10 Airspace Classification • Class A - Baghdad FIR

FL240 - FL460

• Class D

Established at airports that have “operating towers”

• Class E

Established along air route strcture, FL150 to below FL240

• Class G

Established for all areas not classified as A, D and E.

Airspace Structure within Baghdad FIR General, outside the Air Routes and Terminal area, Airspace should be considered as restricted areas.

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3.4.2.11 RVSM & RNP •

Baghdad FIR – Not approved for RVSM (As of April 09).

•

All ATS routes are designated RNP5

3.4.2.12 ATS Routes •

•

Entering from Turkey or Kuwait – “At or Above FL240” •

Contact Baghdad centre , see Jeppesen enroute charts for freq

•

If no response from ATC, proceed on last assigned routing and altitudes while attempting contact every 10nm.

Turkey & Kuwait FIR boundary procedures •

All aircraft shall maintain level flight prior to entry

•

A minimum of 10 minute spacing is required for aircraft operating as same altitude

•

ATC request - “ETA” for entry

Note 1 :

If unable to establish contact, crews who elect to continue shall ensure they are displaying the assigned transponder code, or aircraft maybe subject to delay prior establishing contact with ATC, resulting in aircraft being turned away or held.

Note 2 :

Transit flight levels for Entering & Exiting Baghdad FIR can be found in Jeppesen text manual, Section “Air Traffic Control”.

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3.4.2.13 ATS Routes within Iraq The following depicts planned routes through Baghdad FIR. New airways are being introduced regularly, refer to notams for details.

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3.4.2.14 Air Traffic Services 3.4.2.15 Overview •

ATS services provided in all controlled airspace, based on non radar separation standards supplemented by en-route radar.

•

A combined civil and military ATS workforce provides ATS services in Iraq, although primary coalition controls, therefore certain phraseology or procedures may vary at different locations.

•

Gaps in radar coverage, particularly near the boundaries of the Baghdad FIR

•

Aircraft may be instructed by ATC to deviate from filed route due to temporary military operations. En-route holding has occurred in the past within Baghdad FIR.

3.4.2.16 VHF 121.5 and Transponder •

Continuously monitor VHF frequency 121.5MHz and operate transponder at all times during the flight, ensuring transponder is set to the “squawk code” as advised by RAMCC.

•

Failure to operate transponder correctly may result in interception by coalition fighter aircraft.

3.4.2.17 Radar Failure •

In the event of radar failure, non-radar separation standard will be applied as soon as possible.

3.4.2.18 Two way communication failure •

If two-way communication is lost with aircraft, the radar controller shall attempt to determine whether or not aircraft receiver is functioning by : •

Instruct aircraft to “Squawk Indent” or change transponder mode/code, or

•

Instruct aircraft to acknowledge by executing a turn or series of turns

3.4.2.19 Enroute Holding •

There are no enroute holding patterns published (as of April 09) in Baghdad FIR. However, to provide en-route longitudinal separation, if enroute holding is require at one of the designated enroute reporting points. Standard holding procedure to be flown.

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3.4.2.20 Responsibility between ATS units & Class E TMA

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3.4.2.21 Baghdad FIR – Radar Coverage

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3.4.2.22 Emergencies •

"Landing at any aerodrome within Baghdad FIR is not recommended, unless in the judgment of the commander it is the best safety action and no alternative option is available. Conditions on the ground change rapidly throughout Iraq and actual conditions encountered in an unplanned landing maybe better or worse than advised."

•

Decompression descent – NOT BELOW 13,000FT, refer to published QTR procedure.

•

In all circumstances where “Land at nearest suitable” is defined, airport located in Iraq must not be considered as adequate.

•

Do not divert enroute from Baghdad FIR to Tehran FIR

•

Enroute diversion airports considered at planning stage •

•

Refer to “Decompression charts” and OM PART C, Chapter 6 for authorized airports.

In the event of emergency requiring descent in areas of poor radio coverage , pilot should attempt to contact any ATS agency via emergency freq.

3.4.2.23 Jeppesen Navigation Charts & FMS NAV Database 3.4.2.24 Overview •

Jeppesen Airway Manuals & FMS Navigation database contain following airports •

Baghdad International Airport

(ORBI)

•

Basrah International Airport

(ORMM)

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3.4.2.25 Iraq - Emergency Airport 3.4.2.26 General Statement •

All airfield data contained in this Iraq brief is subject to change on a daily bases. Consult Notams for latest information.

•

Landing at any Iraq airport is strictly forbidden except in case of catastrophic emergency situation where aircraft loss is at risk.

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3.4.2.27 Baghdad International Airport (ORBI) Warning : Caution, high risk to aircraft in the vicinity of Baghdad international airport due small arms fire and man made portable surface to air missiles. Aircraft that require extended distance stabilized final approach are prohibited due to their profile increasing vulnerability. 3.4.2.28 Services Services

Remarks

Air Traffic Services

H24 1) Sunrise - Sunset (Iraq Controllers) 2) Other Times USAF Controllers

Fuelling

Sunrise - Sunset (PPR on Request) 1) Type : JET A1 2) Fuelling Facilities - Limited

Handling

Sunrise - Sunset (H24 on Request) 1) Handling Facilities - Limited 2) No catering, potable water or toilet serice available 3) Tow-bars for specific aircraft may not be available

Customs

Sunrise - Sunset (PPR on Request)

Security

H24

Rescue & Fire Fightin

RFF Cat 8

Medical Facilities

Limited

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3.4.2.29 Runways, Taxiways and Apron Refer to NOTAMS for changes in Status. •

•

•

Runway

RWY

LDA

Width (M)

Approach Lights

Arresting Gear

15L

4000

60

Refer to Notams

Nil

33R

4000

60

Refer to Notams

Nil

15R

3300

45

Refer to Notams

Nil

33L

3300

45

Refer to Notams

Nil

Taxiways •

TWY width – 23m or greater

•

Treat all TWYs with caution.

•

Request “follow me” vehicle for guidance

Apron •

Caution :

Civil Apron available, Marshaller services provided Use extreme cautions due deteriorating airfield surfaces Numerous unmarked and unlighted obstacles within apron lateral clearances zones In general standard marking and lights are under re-construction RWY15R/33L – non standard lighting in use (as of April 2009).

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3.4.2.30 Air Traffic Services •

Threat Status - Contact Baghdad ATC for update as soon as possible before approaching

•

Communications - Due radio coverage limitations, no low level coverage with Baghdad approach below 3000ft MSL in vicinity of Baghdad airport.

•

Civil Night Operations - RWY 15L/33R (ARR / DEP)

3.4.2.31 Flight Procedures •

•

General Arrivals •

All routing inbound/outbound maybe varied at the direction of ATS. Civil aircraft are requested to notify ATC if unable to operate VFR below 12,000ft, using the phase “UNABLE VFR”.

•

Refer to notams for updates on revised arrival procedures

Civil Aircraft not authorized to arrive or depart •

Cloud Base is less than 200 feet and/or visibility is less than 800m

3.4.2.32 Local Regulations •

•

RWY15 Departures •

No right turns prior to departure end of runway.

•

Aircraft may initiate a right turn after reaching 800ft AGL, unless cleared sooner by Baghdad tower

•

1.25nm south of departure end of RWY due helicopter activity up to 300ft AGL.

RWY33 Departures •

Via left downwind departure will initiate crosswind turn no earlier than departure end of runway and at or above 450ft AGL, unless cleared sooner by Baghdad tower.

•

All aircraft shall climb to be above 800ft AGL by mid-field or 450ft AGL by 1.25nm north of departure end of RWY due helicopter activity.

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3.4.2.33 Basrah International Airport (ORMM) 3.4.2.34 Airport Layout Chart - Overview

Not for Operational Use 3.4.2.35 Services Services

Remarks

Air Traffic Services

H24

Fuelling

Sunrise - Sunset (must be pre-organized) 1) Type : JET A1 (Limited Availability) 2) Fuelling Facilities - Limited

Handling

Sunrise - Sunset (must be pre-organized) 1) Handling Facilities - Limited 2) No Tow-bars Available

Customs

Sunrise to Sunset

Security

H24

Rescue & Fire Fighting

RFF Cat 8

Medical Facilities

Limited

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3.4.2.36 Runways, Taxiways and Apron Refer to NOTAMS for changes in Status. •

•

•

Runway LDA (M)

Width (M)

Approach Lights

Arresting Gear

14

4000

45

Low Intensity

Nil

32

4000

45

Low Intensity

Nil

Taxiways •

TWY width – 23m

•

Blue edge-lights at fast turn-offs available “TWY B & C”

•

Treat all TWYs with caution

•

Request “follow me” vehicle for guidance

Apron •

•

RWY

Request Marshaller Services

Lighting - General •

No obstruction or holding point lighting available

3.4.2.37 Air Traffic Services •

Threat Status - Contact Basrah ATC for update as soon as possible before approaching.

•

ATS is provided by UK military controllers.

•

ATS may require approach to RWY14 for landing RWY 32.

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3.4.3

UNITED ARAB EMIRATES

This brief to be read in conjuction with valid NOTAMs. 3.4.3.1

Emirates FIR

Segment ATUDO - KITAP in Airway A419 1) Qatar Airways is approved by UAE General Civil Aviation Authority to use “ATUDO – KITAP” segment of AWY A419, see attached map. 2) A419 lies within restricted (Military” airspace “OM-R54” ) and designated as a RNAV 1 route (Refer to Airbus “FCOM2 Special operations” and Boeing “FCTM RNAV OPERATIONS” for RNAV requirement details). 3) RNAV 1 Navigation infrastructure – GNSS, DME/DME. 4) Deviation from Airway due weather or emergency requires prior co-ordination with ATC due close proximity of military airspace. 5) Bi-directional Airway/Available H24. 6) Radar coverage available on entire airway. 7) Failure of onboard navigation system, advise Emirates ACC immediately and expect radar vectors. 8) FL Restrictions in place within Bahrain/ Emirates FIR. 9) Waypoint(s) “AE401” and “AE402” available in FMS NAVDB, but not shown on Jeppesen enroute charts. See NOTAM A0024/09 for details.

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Emirates FIR - ATUDO-ITAP Segment of Airway A419

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AREA BRIEFINGS NORTH ATLANTIC / OCEANIC

3.5

NORTH ATLANTIC / OCEANIC

3.5.1 3.5.1.1

Overview Routing

There is a large variety of routing available for departing airports from Middle East and Europe to North America and is highly influenced by the location of the Jet Stream. Flights to/ from North America are planned on organised “North Atlantic Tracks (NAT)” system, whole or part. Random routing will be used were cost effective. Routing possibilities: •

Northern Route - Via Russia, Scandinavia, Iceland, Greenland, Canada and North East US (Westerly route).

•

Central Route - Via Shanwick and Gander Oceanic areas using organised North Atlantic tracks. (Westerly route).

•

Southern Route - This would generally be a “Eastbound” routing, via New York Oceanic, Portugal / Spain and Western Europe or North Africa.

3.5.1.2

Airspace

RVSM and MNPS certification required for operation within North Atlantic region. Aircraft with reduced capability, can be dispatched using special routes over Iceland and North East Canada, “Blue Spruce Route”. 3.5.1.3

Traffic Flows

Due to passenger demands and time zone difference, most of North Atlantic traffic follows two flows. •

Westbound - Crossing 30W between 1130 – 1900 UTC

•

Eastbound - Crossing 30W between 0100 – 0800 UTC

Planned track and/or FLs maybe unavailable due high volume of traffic, and therefore, the operational flight plan (OFP) will contain a “summary flight plan” for next two (2) best tracks.

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3.5.2 3.5.2.1

METEROLOGY Overview

Air masses move mostly from West to East. Broken stratocumulus and cumulus cover the North Atlantic. Cumulonimbus clouds are normally found along North American and European coasts, but rarely found in mid ocean. Jetstream is mostly from a westerly direction with associated clear air turbulence (CAT) 3.5.2.2

Tropopause, Jetstream & CAT

The tropopause height over the Atlantic will usually be between 25,000ft to 40,000ft.The minimum tropopause height is above the core of the Icelandic low where it may drop too less than 25,000ft. The maximum tropopause height is above the Azores high, where it’s usually above 40,000ft. The tropopause marks the maximum cloud tops above which clear and smooth air is nearly always available. Between FL300 and FL390, the subtropic and polar Jetstreams lie just below the tropopause. Prevailing Westerly winds extend from 30°N to 60°N and are more intense during winter season and weak and variable during the summer season. The average wind direction in summer is Westerly, although Southerly winds are common. Naturally, the Jetstream is a major factor in flight planning, and during winter months, minimum cost/time routes are further from the great circle routes than in summer. The subtropical jet stream is often present over North America during winter at about 30°N, at a height of 40,000ft. Further North, Jetstreams, often associated with travelling depression, occur frequently in winter but less so in summer. Clear Air Turbulence (CAT) is common over the North Atlantic and maybe experienced for long periods. Eastbound tracks are generally in close proximity to “Jetstreams”, which increases the likelihood of Clear Air turbulence (CAT). 3.5.2.3

Canada & US East Coast

Outbreaks of polar air masses over Labrador or Southern Greenland can create heavy weather development with snowstorms and blizzards in wintertime. The warm Gulfstream causes instability of heated up cold air masses with heavy rainfall and thunderstorms. When moist air drifts with Southeast winds towards the cooler east coast, sea fog forms and can affect many airports in the region at same time. 3.5.2.4

Enroute - Airports

Airports located within the North Atlantic region can experience severe weather during the winter, thus making suitable airports widely spaced. Airports located along the western seaboard experience fog during winter period.

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3.5.3 Note:

3.5.3.1

MNPS AIRSPACE Minimum Navigation Performance Specification (MNPS) is an old standard term of navigation for oceanic airspace, but in particular still applicable in the North Atlantic. RNP did not exist when MNPS was conceived, but RNP 10 fulfils the MNPS requirements. This document will refer to both RNP and MNPS acronyms. Airspace

MNPS is that volume of airspace between FL285 and FL420 within the Oceanic Control Area (OCA). Longitudinal separation between in-trail aircraft using the Mach number technique is 10 minutes and aircraft that satisfy MNPS are separated laterally by a minimum of 60nm. To ensure safe application, aircraft operating within MNPS airspace are required to have a minimum navigation performance capability. See FCOM 2 “Special Operations” for details on Navigation equipment requirements. Aircraft with reduced navigational capability may use the “Blue Spruce route” which routes Europe to North East Canada via Iceland and Greenland. 3.5.3.2

Area of Coverage

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3.5.4 3.5.4.1

NORTH ATLANTIC ORGANISED TRACK SYSTEM (NAT OTS) Overview

Flight to/from North America are planned on either using North Atlantic track system in whole or in part. The NAT tracks are constructed twice daily, Westbound (Day) and Eastbound (Night). Each Track is separated by “1° of latitude” (60nm). A daily track message is published providing detailed information on each track. 3.5.4.2

Westbound

•

Published by Shanwick;

•

Tracks will be alphabetically identified, A, B, C, etc from North to South;

•

Valid from 1130 – 1800 UTC at 030° W.

3.5.4.3

Eastbound

•

Published by Gander;

•

Tracks will be alphabetically identified, Z, Y, X, etc from South to North;

•

Valid from 0100 – 0800 UTC at 030° W.

3.5.4.4

Track Message

The “Track Message” is published each day and contains the following information:

1) Track Designation; 2) Entry point to track; 3) Track waypoint (Co-ordinates); 4) Exit point from track; 5) Available flight level (WB – Westbound); 6) Route from Europe - waypoint on ATS route structure; 7) North America Routes (NARs) designators.

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A three (3) digit “Track Message Identification (TMI)” number identifies each daily track message. The TMI is the day of the year, example “088”, 88th day of the year. Amendments to a track message can be identified by a sequential addition of an “Alpha” character after the TMI, example “088A”. Note:

The “TMI” must be included in the “Oceanic Clearance” read back.

3.5.4.5

Example of Westbound & Eastbound Tracks

3.5.4.6

Westbound Tracks

3.5.4.7

Eastbound Tracks

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3.5.4.8

Track Message - Presentation in QTR Briefing Package

The following is a sample of the “Track Message” as shown in the Qatar Airways briefing package.

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3.5.5

NORTH AMERICA ROUTE (NARS)

The abbreviation “NARs” will be used throughout this document instead of “North America Route”. 3.5.5.1

What are the North America Route (NARs)

The NARs provide interface between North Atlantic oceanic and domestic airspace (applicable to both Eastbound & Westbound traffic) within North America. It is for traffic entering/exiting the NAT and consists of pre-planned routes; overlaying existing airway/route system, from/to costal fixes and identified system airports. •

•

3.5.5.2

Common Portion •

Specifies “costal fix” routing to a specific inland navigation facility;

•

Named by number, pre-fixed by letter “N”, example N242B. “B” suffix indicates revision to route, ie N242B, next revision would be N242C etc;

•

NARs identifier can be found on NAT message.

Non-Common Portion •

Specifies that portion of route between specified “inland fix” and system airport;

•

The non-common portion routing is listed on Operational Flight Plan, but also listed in Jeppesen Navigation Manual, section “Enroute. Presentation on Operational Flight Plan (OFP)

The following extract from “ROUTE” portion of the Operational Flight Plan (OFP) showing the “NAR” identifier and “non common” portion.

3.5.5.3 • 3.5.5.4

FMS Navigation Database FMS NAVDB, select the NAR identifier, example N242B. Where can NARs be found in Jeppesen Manuals

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3.5.6

SEPARATION – LATERAL & LONGITIDUAL

3.5.6.1

Definition

•

Lateral separation is the specified spacing between aircraft expressed in terms of DISTANCE or angular displacement between tracks;

•

Longitudinal separation is the specific interval between aircraft expressed in units of TIME or DISTANCE along track.

3.5.6.2

Separation Minima

The following tables depicts standards in spacing in the North Atlantic region. Separation Direction

Airspace

Distance 15 min (Mach Number Technique - NOT applied)

MNPS (RNP 10) 10 min (Mach Number Technique - Applied) Longitudinal Non - MNPS Airspace MNPS

20 min (Mach Number Technique - NOT applied) 15 min (Mach Number Technique - Applied) 60nm 120nm except New York OCA (WATRS area)-60nm between MNPS and domestic airspace.

Lateral

90nm separation used Non-MNPS Airspace

Between US or Canada and Bermuda WEST of 55º west Between Iberia peninsula and Azores Is. Between Iceland and point in Scandinavia and UK.

RVSM

1000 feet

Non – RVSM

2000 feet

Vertical

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3.5.7 3.5.7.1

FLIGHT PLANNING Routing

Routing across the North Atlantic will be planned as follows •

Planned on NAT Tracks;

•

Random routing, which leaves or joins an outer NAT track;

•

Random routing that remain clear of NAT tracks;

•

An aircraft, which does not meet “MNPS” requirements or has a “HF inoperative”, is planned in accordance with published restrictions.

Note:

3.5.7.2

Without HF communication, aircraft NOT permitted to operate within the Shanwick Oceanic Control Area. Organized Track System (NAT OTS)

During the period of OTS operation, flights operating Europe to North America and vice versa will be planned to follow a NAT track. 3.5.7.3

Random Routing

Flights operating Middle East to North America and vice versa will normally be planned on a random routing. If using random routing, 2 hours prior to each OTS period the following restriction apply Aircraft and should remain clear of the OTS structure •

Eastbound flights - must cross 30°W less than one hour prior to the incoming/pending Westbound traffic (after 1029UTC).

•

Westbound flight that Cross 30°W less than one hour prior to incoming/pending eastbound OTS (after 2350UTC).

3.5.7.4

Flight Planning - Without HF Communication/MNPS Capability

Flights operating without HF communication will be planned on routes that remain within VHF coverage, via Iceland and Greenland. If onboard HF communication fails before entry to Oceanic airspace, a new OFP should be requested from Qatar Airways dispatch. Refer to Jeppesen chart(s) for applicable routing.

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3.5.8

OCEANIC CLEARANCE

3.5.8.1

Overview

•

Two flight crewmembers are required to monitor and record the issuance of the Oceanic Clearance and any amendment there after. If any doubt exists, request clarification from ATC when obtaining clearance, headsets must be worn.

•

When Oceanic clearance differs from the Operational Flight Plan (OFP) in Flight level, route and Mach number, crew should follow the “OCEANIC CLEARANCE” and not what’s stated in the Operational Flight Plan.

•

Navigational errors in the past have involved pilots following “Operational Flight Plan” and not the actual “Oceanic Clearance” issued.

3.5.8.2

Methods of Obtaining Clearance

•

VHF clearance delivery frequencies;

•

HF communication to “OAC” through the appropriate aeroradio station;

•

Domestic or other ATC agencies;

•

ACARS. •

Shanwick “ORCA – Oceanic Route Clearance Authorisation”

•

Gander “OCD - Oceanic Clearance Delivery”.

Communication provided via VHF and satellite to ACARS equipped aircraft via network suppliers ARINC and SITA. 3.5.8.3

Track & Altitude Assignments

Due to high volume of traffic in North Atlantic airspace, it is possible that the route and/or altitude assigned in the Oceanic clearance may differ from what was filed. The Operational flight plan will contain a “summary flight plan” for the next two (2) best tracks. 3.5.8.4

Oceanic Entry - ETA

After obtaining and reading back the Oceanic Clearance for entry point, if ETA changes, pass revised estimate to ATC. Remember, Longitudinal spacing on the NAT Tracks is based solely on estimated times over boundary entry fixes. Failure to provide controllers with accurate ETA may result in re-clearance to undesirable track and/or flight levels for entire crossing.

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3.5.8.5

Shanwick Overview

All flights are required to obtain a separate Oceanic Clearance from Shanwick prior to entering Shanwick Oceanic Control Area (OCA). Therefore the crew will be in receipt of two (2) ATC clearances at the same time: •

First clearance – Domestic ACC unit currently providing ATC;

•

Second clearance - from Shanwick OCA, which only takes affect from the specific entry point at Shanwick OCA boundary. This clearance covers entire portion of flight in Oceanic Airspace.

Pilots should request oceanic clearance from ATC unit responsible for the first Oceanic Control Area (OCA) at least 40-60 minutes (but no more than 90 minutes) prior to Oceanic entry based on ETA. If requesting a “NAT track”, include the next preferred track.

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3.5.8.6

Oceanic Clearance Request – Voice Clearance Procedure

Note:

Two flight crewmembers are required to monitor and record the issuance of the Oceanic Clearance and any amendment there after. If any doubt exists, request clarification from ATC.

Note:

If any doubt of cleared track exists – Read back each track co-ordinate for ATC confirmation.

Note:

Pilot should monitor the ETA for Oceanic entry point, if this changes by 3 minutes or more, pass a revised ETA to ATC.

Note:

The entry point of the Oceanic clearance on which the flight is cleared may differ from that originally requested and/or the Oceanic flight level differs from the current flight level, the pilot is responsible for requesting and obtaining the necessary domestic clearance to ensure that the flight complies with its Oceanic Clearance when entering Oceanic airspace.

Note:

The flight must cross the Oceanic Control Area (OCA) boundary at the flight level specified in “Oceanic Clearance”.

Note:

Advice ATC (Upon initial contact requesting Oceanic Clearance) of equipment failure that affects RVSM/MNPS capability.

Note:

At the time of receiving Oceanic Clearance, ATC may request en-route “Met” information, the phrase “SEND MET REPORTS” is used at end of the clearance.

Note:

NO Oceanic Clearance received prior to reaching OCA boundary, contact Domestic ATC and request instructions to enable stay clear of Oceanic airspace whilst awaiting such clearance.

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B) Pilot Request for Oceanic Clearance via “NAT Track” “Qatari 1234, Request Oceanic Clearance, Estimating 56N 10 West at One Two four five, Request Mach Decimal Eight Zero, Flight Level three Five zero, Second choice track Charlie, Able Flight level three six zero”.

•

Call-Sign

Qatari 1234, “Request Oceanic Clearance”

•

OCA entry point and ETA

Estimating 56N 10 West at One Two four five (1245)

•

Request Mach Number and Flight Level Request Mach Decimal 80 (M.80), Flight Level three Five zero (FL350)

•

Any change to flight plan affecting OCA Second choice track Charlie

•

Highest FL

Able Flight level three six zero (FL360)

If the request includes a change to the original ATC flight plan affecting OCA, use following format: “Qatari 1234, Request Oceanic Clearance, Estimating 56N 10 West at One Two four five, Request Mach Decimal Eight Zero, Flight Level three Five zero, Now requesting Track Echo, able Flight Level Three Six Zero, Second choice Track Delta. C) Pilot - Read back of Clearance via “NAT Track ” Read back-abbreviated clearance format as shown below “Qatari 1234 is cleared to Washington via Track Bravo 283A, from MIMKU (56N 010W) maintain flight level three five zero, Mach decimal Eight Zero”.

•

Call-Sign

Qatari 1234

•

Clearance limit (normally Destination airport)

Washington

•

Track Designator / TMI

Bravo 283A

•

OCA entry point

From MIMKU (56N 010W)

•

Flight Level

Maintain flight level three five zero

•

Mach Number

Mach decimal Eight Zero

Note:

Pilot must include the NAT track message identification (TMI) in read back of Oceanic Clearance.

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D) Pilot - Read back of Clearance via “Random Route” If on a random route, North or South of the tracks, read back the entire route from Oceanic entry point to the Oceanic exit point, inclusive. Since random routes are not defined in the track message, the “Track Message Identifier (TMI) number must not be included. •

Call-Sign

•

Clearance limit (normally Destination airport)

•

Entry waypoint, latitude/longitude of enroute waypoint, exit waypoint

•

Flight Level

•

Assigned Mach Number

“Qatari 1234 is cleared to Washington via RATSU, 65N20W, 68N30W, 69N40W, 70N50W, 70N60W, NCAA, FL350, Mach decimal Eight Zero”. 3.5.8.7

Oceanic Clearance routing via 6100N (Scottish Domestic – Reykjavik Oceanic)

3.5.8.8

Overview

Aircraft entering the Reykjavik Oceanic Airspace via 6100N at or East of 01000W from Scottish domestic airspace are required to obtain clearance from Reykjavik Oceanic Area Control Centre (OACC). Flight routing via RATSU (6100N/01000W) do not require Oceanic Clearance from Shanwick OAC and therefore should not contact Shanwick clearance delivery. Reykjavik OACC may establish NAT tracks, which will be published by Shanwick OCA.

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3.5.8.9

Gander Oceanic Clearance Delivery

Gander Oceanic Clearance Delivery procedures are in effect: •

Between 2330 and 0730 (DST 2230z-0630z) for Eastbound flights;

The clearance delivery frequencies are published daily in the eastbound track message, appropriate for the “coast fix”, see enclosed sample. Contact Gander Clearance delivery between 40 – 90 minutes from ETA of Oceanic entry. •

Contact clearance delivery within 200nm of the specific clearance frequency location;

•

Maintain listening watch on sector control frequency while obtaining Oceanic clearance.

Gander OCA communication procedures can be found in “Jeppesen text manual”, enroute, chart CA-9 and CA (HI) 3/4 Note:

Domestic control will not provide instruction to contact Gander Oceanic Clearance Delivery.

3.5.8.10 Sample of a track message published by Gander OCA

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3.5.8.11 New York OCA New York domestic control will provide NAT Oceanic clearance.

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3.5.9 3.5.9.1

COMMUNICATION VHF

VHF communication is used in the following areas •

Brest Oceanic Transition Area (BOTA);

•

Shannon Oceanic Transition Area (SOTA);

•

Northern Oceanic Transition Area (NOTA);

•

Designated route via Iceland and Greenland.

3.5.9.2

VHF – Area of Coverage at FL300

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3.5.9.3

HF Frequencies & NAT Family Coverage

HF capability is mandatory in the North Atlantic region. HF frequencies are organized into “six families”(A,B,C,D,E,F). Refer to Jeppesen Text manual; section “Enroute”, for details of frequencies and coverage. Normally a primary and secondary HF frequency will be allocated either by domestic ATC (before Oceanic boundary) or when obtaining “Oceanic Clearance”.

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3.5.9.4

SELCAL

SELCAL check MUST be performed before initial entry into Oceanic Airspace and commencing SELCAL watch. 3.5.9.5

Emergency Frequency - VHF

Continuous watch on 121.500MHz should be maintained. 3.5.9.6

Emergency Frequency - HF

•

8364

•

2182

3.5.9.7

Inter Pilot Air to AIR VHF Frequency

123.45MHz is assigned for pilot-to-pilot exchange of operationally information. It should not be used as a “chat” frequency. This frequency may also be used to relay position reports if air-ground communication failure.

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3.5.10 POSITION REPORTING 3.5.10.1 Routine Position Report Example: Position Report Qatari 1234, MIMKU (56N 010W), 1235, FL330, Est 56N 020W, 1310, Next 56N 030W”.

•

Position / Flight Identification

Position Qatari 1234

•

Present position / Time over present position

56N 010W / 1235

•

Present Flight Level

FL330

•

Next Position on assigned route

Estimate 56N 020W

•

Estimate time for position

1310

•

Next subsequent position

Next 56N 030W

•

Any further information, eg Met data or Company Message

3.5.10.2 Request Clearance To request a change of Mach number, Flight or Route. Example: Request Clearance Qatari 1234, 56N 010W, 1235, FL330, Est 56N 020W, 1310, Next 56N 030W”, Request FL350.

•

Request Clearance / Flight Identification

Position Qatari 1234

•

Present position / Time over present position

56N 010W / 1235

•

Present Flight Level

FL330

•

Next Position on assigned route

Estimate 56N 020W

•

Estimate time for position

1310

•

Next subsequent position

Next 56N 030W

•

Request Mach Number, Flight level or route change

Request FL350

•

Further information or clarifying remarks

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3.5.10.3 Change of Mach, FL or route when position report no appropriate Example: Request Clearance Qatari 1234, Request FL370 •

Request Clearance / Flight Identification

Request Clearance Qatari 1234

•

Requested Mach Number, Flight level or route

Request FL370

•


3.5.10.4 Revised Estimate Example: Revised Estimate Qatari 1234, 57N 040W, 0325. •

Revised Estimate / Flight Identification

Revised Estimate Qatari 1234

•

Next position on route

57N 040W

•

Revised estimate for next position

0325

•


3.5.10.5 When able higher (WAH) Reports A “When able higher” (WAH)” report is required for all flights entering the MNPS Airspace for the following “OCA”: •

New York Oceanic Control Area (OCA)

•

Santa Maria Oceanic Control Area (OCA)

“WAH” report should be provided with initial position report. The “WAH” report is not intended as an advanced request for a step climb, but allows ATC is planning airspace utilisation. Note:

ATC acknowledgement of a WAH report (and any included requests) is NOT a clearance to change altitude.

Example of “WAH” Report. “Qatari 459, 40N 040West at 1010, Flight level 350, estimating 40N 050West at 1110, 40N 060W Next, able FL370 at 1145. 3.5.10.6 ETA Deviation If estimated time for next position, last reported to ATC, is found to be in error by +/-3 minutes, pass a revised ETA to ATC unit concerned. 3.5.10.7 Step Climbs Always report to ATC immediately upon reaching new cruising level.

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3.5.11 MET REPORTING 3.5.11.1 General •

Make routine meteorological observations at each designated reporting point and intermediate mid-point;

•

If operating on random tracks, MET reports must be sent;

•

Where abnormal weather conditions encountered - advise ATC;

•

At the time of receiving Oceanic Clearance, ATC may request en-route “Met” information, the phrase “SEND MET REPORTS” is used at end of the clearance;

•

MET report – add temperature and spot winds at end of position report.

Note:

Westbound Flights Designated as “Met report flights”, are to treat 008W as a mid point and 015W as a designated point and report to Shanwick on HF;

Note:

Eastbound Flights Not required to make routine reports when flying in the SOTA area.

3.5.11.2 Met Report – Mid Point Met Observations Within Shanwick, Gander, New York and Santa Maria OCAs, between Europe and North America and vice versa, are to record the met observations at the mid point between reporting point. The Mid point observation is retained for transmission at the next reporting point. – Qatari 459; – Position 56N 020W, 1305 (Time), FL330 (Flight Level); – Estimate 56N 030W, 1340 (Time), Next 55N 040W; – Temperature Minus 56, 220/55 (Wind direction/Speed); – Temperature Minus 60, Wind 230/75 (Wind direction/Speed) at 56N 015W”. Note:

State the word “DIAGONAL” between Wind direction and speed.

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3.5.12 NAT MNPS – FLIGHT OPERATIONS & NAVIGATION PROCEDURES 3.5.12.1 General Procedures for Flight in NAT MNPSA Flight Planning •

Check the NAT Track Message (NTM) for validity;

•

Check Operational Flight Plan (OFP) waypoints agree with NTM;

•

Fuel reserve as per OM PART A;

•

Check provision of next best NAT Track, OFP summary;

•

Confirm the NOTAMs indicate nominated en-route alternates are adequate;

•

For a twin-engine aircraft, refer to FCOM Special Operations (ETOPS) to confirm the nominated en-route ‘adequate’ airports are ‘suitable’. Wind direction on the TAF is degrees true. Runway directions are degrees magnetic;

•

Item 15 of the flight plan should reflect the proposed NAT route data in the following sequence: •

Oceanic entry point, cruising Mach Number and flight level;

•

Oceanic landfall and cruising TAS.

•

Plotting chart for NAT region;

•

Plot the waypoints (extracted from OFP), critical point (as applicable) and join with a solid line.

3.5.12.2 Pre-flight Procedures MEL Restrictions Ensure no MEL items precluding to ETOPS, RVSM or MNPS flight. Refer to FCOM 2, “Special Operations”. Minimum Equipment Required. •

IRS - Two (2) operational required;

•

FMGEC & MCDU - One (1) of each required;

•

An ELT is required for MNPSA operations;

•

The carriage of HF communications is mandatory for flight in the Shanwick OCA.

3.5.12.3 Flight Planning - Without HF Communications Flights operating without HF communication will be planned on routes that remain within VHF coverage, via Iceland and Greenland. If onboard HF communication fails before entry to Oceanic airspace, a new OFP should be requested from Qatar Airways dispatch. Refer to Jeppesen chart for applicable routing.

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3.5.12.4 Time Accuracy Confirm that the aircraft clock is synchronized to GPS time signal (presence of a time display, with the clock’s UTC selector set to “GPS”). 3.5.12.5 Oceanic Clearances Where departure airport is situated close to oceanic boundaries the Oceanic Clearance must be obtained before departure. Oceanic Clearances may be available using ACARS. When ATC clearances or re-clearances are being obtained by R/T, headsets must be worn. Two crewmembers are to monitor such clearances. 3.5.12.6 Relief Crew Members If relief crew on board, continuity of the operation must not be interrupted. Crew change procedures between the active and relief crew defined in OM PART A. 3.5.12.7 Initial Insertion of Latitude and Longitude Prior to flight in MNPS airspace, a full IRS alignment is required. Refer to fleet SOP. Checks of the inserted position and of the residual ground speed outputs must be carried out independently by the PNF during the early stage of the pre-flight checks as per SOP. Discrepancies must be resolved. 3.5.12.8 Loading of Oceanic Waypoints The PF enters the waypoints in the F-PLAN, subsequently, the PNF recalls and confirms them against source information. A circle is then drawn around the waypoint on the OFP if correct. It is not sufficient for one crewmember to just observe another crewmember entering the data. Do not assume the infallibility of navigation databases. Note:

FMGEC Latitude and Longitude waypoint abbreviation in ARINC 424 quadrantal format is not compatible with ADS reporting equipment.

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3.5.12.9 Flight Plan - Track & Distance Check Preferably, the Flight Plan Track & Distance Check is to be performed pre-flight if time permits. Otherwise, the check must be completed in initial cruise. Performing this check airborne will not be an option if the point of departure is close to MNPS airspace. 3.5.12.10 Oceanic Clearances Where departure airport is situated close to Oceanic boundaries the Oceanic Clearance must be obtained before departure. Oceanic Clearances may be available using ACARS. When ATC clearances or re-clearances are being obtained by R/T, headsets must be worn. Two crewmembers are to monitor such clearances. The procedure is as follows: •

Select North Ref to ‘TRU’;

•

Select PLAN mode on the ND;

•

Select any of the following pushbuttons on the EFIS Control Panel; WPT

•

VOR.D NDB or ARPT (any pushbutton except CSTR);

•

The PF will cycle the MCDU F-PLAN so that the last navaid prior to entering MNPS airspace is the “from” waypoint and do the following:

•

•

PF will read the ND or MCDU displayed “true track” and distance to the next waypoint;

•

The PNF will check against that track and distance in OFP; (this check will show up any errors made in lat/long insertions and designators (i.e. N/S or E/W).

As each leg of the flight within MNPSA has been checked against the OFP in this manner, it should be annotated on the OFP by the PNF with ticks;

Note:

•

When comparing ND or MCDU displayed and CFP printed distance and tracks between waypoints, an acceptable tolerance for differences are; 3 miles and 5 degrees. Variations beyond these tolerances must be resolved prior to proceeding.

Select North Ref to ‘MAG’.

3.5.12.11 In-flight Procedures - Enroute Duties PNF is responsible for:

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•

ATC communications;

•

Maintenance of the Master CFP;

•

Completing the Plotting Chart and monitoring enroute and terminal weathe.

PF is responsible for: •

Navigation of aircraft;

•

Monitoring and activating ATC clearances.

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3.5.12.12 Re-cleared on different track from planned Procedures employed are similar to those employed at the beginning of a flight: •

Copying the ATC re-clearance by PNF, monitoring of copy and read back by PF;

•

Request a new OFP segment from QR dispatch, When requesting a revised OFP from Qatar Airways Dispatch, include the following information; •

Weight, time and fuel at deviation waypoint;

•

Cleared FL;

•

Track or routing.

•

Load new waypoints or uplink into SEC F-PLAN (PF) (as applicable);

•

Compare MCDU displayed waypoints, tracks (TRU) and distances with the newly received ACARS OFP Flight Plan. (PF-reads to PNF who annotates the new Flight Plan in the same manner as before);

•

The PNF will prepare a new plotting chart and check ETOPS (if applicable) no-go areas. Transpose the Critical point if applicable;

•

Enter or uplink, winds and temperatures;

•

When crosschecking has been completed, activate the “SEC F-PLAN”;

•

Check new route for fuel required;

•

If a new OFP cannot be obtained from dispatch via ACARS, the MCDU print function may be used to obtain a new OFP Flight Plan;

•

•

The Airbus MCDU prints initial true track outbound from the waypoint. In very high latitudes the average track may not agree with the MCDU displayed outbound great circle track within the recommended 5°;

•

Extreme care must be used cross-checking the way point insertions especially when the clearance is received by radio as the flight plan cross-check process has been lost.

If the printer is inoperative, use the plotting chart by annotating with the normal OFP details.

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Note:

If clearance given requires an immediate change to active waypoint, then that waypoint must be loaded into the FMS and crosschecked by both PF and PNF before completing the “DIR TO” function.

Note:

Crews must plan to complete the track & distance check procedure for the initial portion of the revised route, (in an unhurried manner), prior to entry into oceanic airspace.

Note:

Following any revision to the original OFP, the new Flight Plan is to be annotated in the same manner as described previously. If the subsequent domestic portion of the flight corresponds to that contained in the original flight plan, it should be possible to revert to the original OFP at the appropriate point.

Note:

Any new clearance has a clearance limit on the new exit point. A revised domestic clearance from the new exit must be requested. Refer to “‘Exiting MNPSA” airspace’ in this chapter.

3.5.12.13 Approaching NAT MNPS Prior to entering MNPS Airspace, the accuracy of each IRS and FM should be thoroughly checked, by comparing with GPS position, or by using independent navigation aids. If not GPS primary, a comparison of indicated bearing/distance on the “MCDU PROG” page, to that of an actual VOR/DME ground station should be performed. Additionally: •

Review the CPDLC/ADS procedures in the Jeppesen Text Air Traffic Control for the associated FIR to be entered;

•

Conduct RVSM checks as per FCOM 2.04.45;

•

Select North Ref to ‘TRU’;

•

Supernumerary operational crewmembers on the flight deck should be used to check the clearance waypoints, which have been inserted into the navigation system, using source information such as the track message, or data link clearance if applicable.

Pilot Flying (PF), ensure that Oceanic Control Area is entered at : •

Correct waypoint

•

Flight level

•

Mach

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3.5.12.14 Mach Number Technique 3.5.12.15 Overview Because of the high volume traffic on the organized tracks, the MACH number technique for longitudinal separation is applied without exception. ATC apply Mach number technique to maintain adequate longitudinal separation between aircraft operating on the same route at, or climbing or descending to the same level. 3.5.12.16 Procedure in NAT Oceanic Airspace •

ATC clearance includes the assigned Mach Number to be maintained;

•

Before accepting assigned Mach Number, pilot is to ensure that it is acceptable, considering aircraft gross weight, altitude and temperature;

•

It’s important that pilots adhere strictly to assigned Mach number unless ATC approval of a change is received;

•

If an immediate change in Mach Number is required for safety (i.e. Turbulence) and prior clearance cannot be obtained, notify ATC as soon as possible after the Mach number change;

•

Ensure calculated estimate times are accurate;

•

Position Reports – Include the Mach Number;

•

Step climb – maintain last assigned Mach Number, advise ATC if unable to do so.

After leaving oceanic airspace pilots must maintain assigned Mach Number in domestic controlled airspace unless otherwise advised. Note:

Pre-Flight procedure MUST include a UTC time check of aircraft clocks.

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3.5.12.17 Communication 3.5.12.18 HF HF frequencies are organized into “six families”(A,B,C,D,E,F). Refer to Jeppesen Text manual; section “Enroute”, for details of frequencies. Normally a primary and secondary HF frequency will be allocated either by domestic ATC (before Oceanic boundary) or when obtaining “Oceanic Clearance”. See “in-flight- Contingences” for HF communication failure. 3.5.12.19 SELCAL SELCAL check MUST be performed before initial entry into Oceanic Airspace and commencing SELCAL watch. 3.5.12.20 Operation of Transponders Unless otherwise directed by ATC, operate transponders continuously in Mode A/C Code 2000. Continue to squawk last assigned transponder for a period of 30 minutes after entry into NAT airspace. The above procedure does not affect the use of the special purpose codes (7500, 7600 and 7700) in cases of: unlawful interference, radio failure and emergency. Reykjavik ACC provides a radar control service in the southeastern part of its area and consequently transponder codes issued by Reykjavik ACC must be retained throughout the Reykjavik OCA until advised by ATC. If radar vectors are provided by Reykjavik, ‘MAG’ heading must be selected. 3.5.12.21 Entering NAT MNPS Airspace and reaching an NAT MNPS Waypoint When approaching waypoints, the following check should be carried out: •

In the same manner as in pre-flight, crosscheck next two waypoints and coordinates against OFP Flight Plan;

•

Check track and distance to next waypoint.

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At the waypoint:

Note:

•

Confirm that the aircraft turns in the correct direction and takes up the new track appropriate to the leg to the next waypoint. The PNF marks the OFP waypoint - (/)

•

Select PROG - POSITION REPORT. Transmit the position report to ATC. The PNF will then mark the CFP waypoint - ( \ ) to form an X over the waypoint. When an ADS connection is established the pilot should assume that the appropriate digital position has been transmitted;

•

A position check should be made at each waypoint and the present position plotted 10 minutes, 2 degrees of longitude or 2 degrees of latitude after passing each waypoint. Even if Automatic Dependant Surveillance (ADS) via data link is being used to provide position reports to ATC the above checks should still be performed.

3.5.12.22 Monitoring during distractions from routine Ensure that minor emergencies or interruptions to normal routine are not allowed to distract the crew to the extent that the navigation system is mishandled. If during flight, autopilot modes are changed, or auto-thrust is disconnected (e.g. because of turbulence), care must be taken when the autopilot is re-engaged to ensure that the correct modes are engaged. 3.5.12.23 Deviation from track Whenever possible, prior ATC approval should be obtained. In such situations a transmission on the appropriate common frequency should also be considered. Use the OFFSET function to ensure waypoint sequencing. It is essential that pilots ensure the correct desired track is recaptured in NAV mode as soon as possible after the deviation is complete.

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3.5.12.24 Strategic Lateral Offset Procedure (SLOP) 3.5.12.25 Proceure The following procedure is permitted for wake turbulence avoidance or to mitigate the risk of conflict when non-normal events such as aircraft navigation error, altitude deviation errors and turbulence induced altitude errors. •

Fly an offset course to the “RIGHT” 1 or 2nm from centerline”. •

Must not exceed 2nm deviation;

•

Determine best flight path to fly, i.e. use but not limited to TCAS, Communication, Visual acquisition;

•

Pilot may contact other aircraft on air-air channel 123.45 as necessary to coordinate best wake turbulence offset option;

•

Pilot may apply an offset at oceanic entry point, but MUST return to centerline at oceanic exit point;

•

ATC clearance is not required for this procedure;

•

Position reports – Based on current ATC clearance and not exact co-ordinates of offset position;

•

If overtaking another aircraft, consider offset to avoid exposing aircraft to unnecessary wake turbulence;

•

If entering radar-controlled airspace, ie Bermuda, remain on established offset position.

3.5.12.26 RVSM procedures in MNPS Airspace Refer to FCOM 2, “Special Operations”. 3.5.12.27 Step Climbs Oceanic crossing are planned at a single flight level for the entire crossing. The possibility to of climb in Oceanic airspace does exist on a tactical base. To make the most of this service, crew should review FMC performance predictions to determine optimum cruise levels.

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3.5.12.28 Exiting NAT MNPS airspace. Revised Flight Plan •

With increased traffic levels and more aircraft transiting the North Atlantic, a number of flights have been cleared onto an Oceanic Track other than the track originally filed. A number of problems have resulted;

•

When revised clearance does not establish aircraft back on original domestic routing, flight crew shall confirm routing with next ATC sector controller. This is especially important when changing FIRs. Flight Crews should ensure that clearance is requested/received on a timely basis, prior to the exit point;

Cleared as filed Caution:

A revised flight plan is for information purposes only. A revised domestic or oceanic flight plan does not generate a revised flight planned route with ATC. Any reference by ATC to “Flight Planned Route” or “Cleared as Filed” refers to the last route filed while the aircraft was still on the ground.

Mach Number •

After leaving Oceanic airspace, maintain assigned Mach Number in domestic airspace unless advised otherwise by ATC.

Note:

The examples described above are also applicable to eastbound flight.

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3.5.13 IN-FLIGHT CONTINGENCIES – NORTH ATLANTIC 3.5.13.1 Introduction The following procedures are intended for guidance only. Although all possible contingencies cannot be covered, they provide for such cases as: •

Inability to maintain assigned level due to weather (for example severe turbulence);

•

Aircraft performance problems; or

•

Pressurization failure.

They are applicable primarily when rapid descent, turn-back, or diversion to an alternate aerodrome is required. The pilot’s judgment will determine the specific sequence of actions taken, having regard to the prevailing circumstances. 3.5.13.2 General Procedures •

If an aircraft is unable to continue its flight in accordance with its ATC clearance, a revised clearance should be obtained whenever possible, prior to initiating any action, using the radio telephony distress (MAYDAY) signal or urgency (PAN, PAN) signal as appropriate;

•

If a twin-engine aircraft as a result of an engine shutdown or a failure of an ETOPS critical system employs these contingency procedures, the pilot should advise ATC as soon as practicable of the situation, reminding ATC of the type of aircraft involved and requesting expeditious handling;

•

Where SATCOM equipment is fitted, in the event that all other means of communication have failed, emergency satellite voice transmissions may be made to the controlling ATC unit. In addition, allocated airborne numbers to be used only in emergency situations (excluding communications failure) is listed in the dialing directory;

•

If prior clearance cannot be obtained, an ATC clearance should be obtained at the earliest possible time. In the meantime, aircraft should broadcast its position (including the ATS Route designator or Track Code as appropriate) and its intentions, at frequent intervals on 121.5 MHz (with 123.45 MHz as a back-up frequency);

•

If unable to obtain prior ATC clearance, execute the established contingency maneuver to leave the assigned route or track.

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3.5.13.3 Special NAT Procedure 1.1.3.Special NAT procedure If unable to continue the flight in accordance with ATC clearance and/or aircraft is unable to maintain the navigation performance accuracy, and prior clearance cannot be obtained, the pilot shall: •

Offset from the assigned route by turning 90 degrees “Left” or “Right” off track and achieve 15 nm from assigned route;

•

The “Left” or “Right” turn should be determined by the position of aircraft relative to any organized route or track system. Other factors to consider. •

Direction to alternate airport;

•

Any lateral offset being flown;

•

FLs allocated to adjacent routes.

•

If unable to maintain assigned flight level minimize rate of descent;

•

Once established on offset track; 1000 ft

if above

FL 410

500 ft

when below

FL 410

Climb

1000 ft

if at

FL 410

Descend

500 ft

if at

FL 410

Climb or Descend

•

If prior clearance cannot be obtained, an ATC clearance should be obtained at the earliest possible time. In the meantime, broadcast position (including the ATS Route designator or the Track Code as appropriate) and intentions, at frequent intervals on 121.5 MHz (with 123.45 MHz as a back-up frequency);

•

All exterior lights should be turned ON;

•

Utilize ACAS.

Before commencing any diversion across the flow of adjacent traffic, aircraft should, whilst maintaining the 15 nm offset track, expedite climb above or descent below the vast majority of NAT traffic.

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3.5.13.4 Weather Deviation Procedure 3.5.13.5 ATC Clearance – Communication Established •

Initiate communication with ATC, state •

“Weather Deviation Required”

•

Pilot may also use the urgency call “PAN PAN PAN”, if necessary

•

Advise extent of deviation expected

•

If for separation purpose ATC cannot grant deviation due conflict traffic, ATC will advise of conflict traffic. Pilot may elect to execute procedures detailed in 2.1.4.2 “ATC Clearance cannot be obtained”

•

Advise ATC when weather deviation is no longer required or weather deviation has been completed and aircraft returned to it’s cleared route

3.5.13.6 ATC Clearance – Communication not established •

Deviate away from track/route system

•

Broadcast position (including the ATS Route designator or the Track Code as appropriate) and intentions, at frequent intervals on 121.5 MHz (with 123.45 MHz as a back-up frequency)

•

All exterior lights should be turned ON, Utilize ACAS

•

Deviation less than 10nm – remain at flight level assigned by ATC

•

Deviation greater than 10nm Route Center Line Track

Deviations Greater than 10nm

Level Change

EAST

Left

Descend (300ft)

000-179 Magnetic

Right

Climb (300ft)

WEST

Left

Climb (300ft)

180-359 Magnetic

Right

Descend (300ft)

•

When returning to track, be at assigned flight level when within 10nm of centreline;

•

Attempt to contact ATC if not already established.

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3.5.13.8 Communication FAILURE - HF 3.5.13.9 General The communication failure procedure is located on reverse side of the North Atlantic plotting charts. If two-way communication is lost, the following procedure is intended as guidelines. •

Identify Mode A code Squawk 7600 and mode C

•

Utilize satellite voice communication (if available)

•

Use VHF to contact ATC or another aircraft. Use air-to-air frequency 123.45MHz and broadcast regular position reports until communication is re-established

•

121.5MHz, can also be used to establish initial contact with another aircraft and transfer to air-air frequency 123.45MHz

3.5.13.10 Loss of HF communication PRIOR to entry into NAT If operating with a received and acknowledge Oceanic clearance: •

Enter at Cleared Oceanic entry point, flight level and Mach No, proceed in accordance with acknowledge Oceanic clearance;

If operating without a received Oceanic clearance: •

Enter Oceanic airspace at entry point, flight level and Mach as contained in filed flight plan and proceed via filed flight plan to landfall. The first Oceanic flight level and speed must be maintained to landfall.

3.5.13.11 Loss of HF Communication AFTER entering the NAT Cleared on flight plan route •

Proceed in accordance with last received and acknowledge Oceanic Clearance, including level, speed, to the last specified Oceanic route point (normally landfall). After passing the last specified Oceanic route point, refer to lost communication in Jeppesen text pages for relevant state.

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Cleared on other than flight plan route •

Proceed in accordance with last received and acknowledge Oceanic Clearance, to the last specified Oceanic route point (normally landfall). After this point, rejoin the filed flight plan route, by proceeding directly to the next significant point ahead of aircraft as contained in filed flight plan. Use ATS route structure where possible, and continue on flight plan route. Maintain last assigned Oceanic level and speed to specific oceanic route point. After passing this point, refer to lost communication procedure in Jeppesen text pages for relevant state

3.5.13.12 Communication – Gander & Shanwick ACC Evacuation In case that either Gander or Shanwick ACC is evacuated for any reason, refer to the Jeppesen text manual, section “Emergency” for details.

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3.5.14 NAVIGATION SYSTEM DEGRADATION OR FAILURE 3.5.14.1 General An aircraft that has suffered equipment failures that results in only a single LRNS (one Airbus Back-up Nav) remaining serviceable, may still be flight planned and flown through the MNPS Airspace but only on specified routes established for this purpose, listed in Enroute publications. 3.5.14.2 Detection of Navigation Failures Use MCDU POS MONITOR page to compare IRS, FM and GPS positions. Additional information may be evident from compass headings, ND wind display and Flight Director bar deviation. Use all of above information to make regular comparison checks. This monitoring and comparison will allow early identification and easy isolation of a faulty system as per FCOM procedures. Under no circumstances should a flight continue into Oceanic Airspace (MNPS) with unresolved navigation system errors, or with errors, which have been established to have been caused by IRS misalignment or initial data input error. 3.5.14.3 One Navigation System remains before OCA boundary is reached The pilot must consider landing at: •

A suitable aerodrome before the boundary or returning to the aerodrome of departure;

3.5.14.4 One Navigation System remains after OCA boundary is crossed The pilot should normally continue to operate the aircraft in accordance with the Oceanic Clearance already received, appreciating that the reliability of the total navigation system has been significantly reduced. In addition: •

Assess prevailing circumstances (e.g. performance of the remaining system, remaining portion of the flight in MNPS Airspace, etc.)

•

Advise and consult with ATC as to the most suitable action; (e.g. request clearance above or below MNPS Airspace, turn-back, obtain clearance to fly along one of the special routes, etc.)

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When the flight continues in accordance with its original clearance (especially if the distance ahead within MNPS Airspace is significant), begin a careful monitoring program •

Take special care in the operation of the remaining system bearing in mind that routine methods of error checking are no longer available check the main and standby compass systems frequently against the information which is still available

•

Attempt visual sighting of other aircraft or their contrails, which may provide a track indication keep a special lookout for possible conflicting aircraft, and make maximum use of exterior lights

•

Use the basic IRS/GPS (if available) outputs to adjust heading to maintain mean track and to calculate ETAs

•

At intervals of not more than 10 minutes plot position (LAT/LONG) on the chart and adjust heading to regain track.

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3.5.15 RAPID DEPRESSURISATION / DESCENT Other than the 90 degree turn (Special NAT procedure) the basic drills and procedures for any decompression are unaffected by the extended range environment. Safety height considerations are unlikely to be a factor at FL100 on most routes. However, all flight crew must be aware of the MORA over Greenland, which is significantly above FL100. 3.5.16 ENGINE FAILURE Following engine failure in any extended range operation, the procedures outlined in FCOM, should be carried out in a methodical manner. The aircraft should leave its assigned route or track by initially turning 90° to the right or left as soon as possible to prevent descent into tracks below. The direction of the turn should, where possible, be determined by the position of the aircraft relative to any organized route or track system (e.g. whether the aircraft is outside, at the edge of, or within the system). Other factors are: •

Direction to alternate airport, terrain clearance and levels allocated on adjacent routes or tracks;

•

Driftdown will likely have to be modified by additional considerations such as other traffic;

•

Driftdown strategy may be reviewed once clear of the OTS track in accordance with the Special NAT procedure.

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3.5.17 OPERATIONAL FLIGHT PLAN 3.5.17.1 NAT FLIGHT PLAN ANNOTATION

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3.5.18 ENROUTE AERODROMES 3.5.18.1 Aerodromes location – North Atlantic The following map gives an overall view of aerodromes located in the North Atlantic region. See Chapter 6 for authorized aerodromes.

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3.5.18.2 Gander (CYQX/YQX) – Newfoundland / Canada

RWY

LDA

IAP

03/21

3109

ILS/VOR

13/31

2713

ILS/NON

RFF

HRS

Medical Facilities

7*

H24

Community Hospital (Transfer time is about 4 mins)

* RFF 8 available at 1 hours notice Overview Gander is located in north central Newfoundland. No significant terrain in vicinity of airport. The airport is well equipped for passenger handling. Weather Fog and low clouds is a problem during spring and early summer. Early morning radiation fog is slow to clear in winter. Summer - thunderstorms possible. Surface winds, winter generally Westerly (average 15kts, Summer, Southerly (average less than 12kts). Wind speeds, between 30-50kts are fairly frequent, particularly is association with low pressure centers or fronts. ATC ATC is of a good standard, but no radar available. General During winter, snow banks are extensive, outer engine maybe very close and ingest snow. Runway •

Runway 03/21 and 13/31– 61m wide;

•

Runway 03 and 31, turning pads available;

•

Runway 13, Taxiway exit available.

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3.5.18.3 Goose Bay (CYYR/YYR) – Newfoundland / Canada

RWY

LDA

IAP

08/26

3368

ILS/DNB

16/34

2920

NON/NON

RFF

HRS

Medical Facilities

8

H24

Small Community Hospital. (10 KM away)

Overview Goose bay is located 100nm inland from the Atlantic. No significant terrain. Weather Poor visibility occurs during winter due ice fog and snow. Low ceiling frequent during spring and autumn. Snow from October to May. Summers are generally good. Westerly winds prevail, but April, May and June, northeast winds exceed westerly winds. Runway •

Runway 08/26 & 16/34 – 61m;

•

Runway 08/26 and 16/34 – Taxiway exits available.

3.5.18.4 Halifax (CYHZ/YHZ) – Nova Scotia / Canada

RWY

LDA

IAP

05/23

2682

NDB/ILS

14/23

2347

ILS/LOC B/C

RFF

HRS

Medical Facilities

8

H24

Facilities of a major city

Overview Halifax is a major city in Nova Scotia. The airport has all the services one expects from a international airport. Weather Light fog is common all year around, but dense fog occurs between April and August. Occasional thunderstorms occur between May and October. Snow occurs December through April, freezing rain is observed during winter. Surface wind, October to April, Northwesterly, while May through September is Southerly.

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3.5.18.5 Kangerlussuaq (BGSF/SFJ) / Greenland – EMERGENCY AIRPORT

RWY

LDA

IAP

RFF

HRS

Medical Facilities

10/28

2810m

LOC DME/NON

5

1100-2200z*

Very limited

•

SHOULD ONLY BE USED IN EXTREME EMERGENCY CASES;

•

SHOULD NEVER BE CONSIDERED FOR MEDICAL EMERGENCIES.

Overview Located at the head of along, narrow, relatively straight fjord and approx 65nm inland from West coast of Greenland, and 15nm West of the Ice Cap. Approach & Terrain The LOC approach is along the north side of the steep walled fjord. RWY 10, first 915m has a 1.5% upslope, giving the illusion of a short runway. Winds in excess of 20knots will cause moderate turbulence on final due to terrain in all quadrants. VMC landing RWY 10, high terrain in front of aircraft can cause a false horizon. Maintain instrument check. A safe landing on RWY 28 is only possible during day VMC due close terrain. Runway 10, missed approach climb gradient 5%. Weather Weather is generally good. Main problem is turbulence caused by high wind. High pressure usually exists over the ice cap, producing a prevailing North East wind down RWY 10. IFR conditions, mostly during spring and fall with low ceiling and fog. October - November, snowfall expected. Altimeter may over read during cold temperatures. Metar and TAFs report TRUE winds, so carefully when calculating crosswind. ATC ATC, tower and approach control (radar available) operates as per published hours. Both the tower and approach can be operational within one (1) hour of notification of an emergency. If diverting to Kangerlussuaq, notify Sondrestrom information as soon as conditions permit on VHF or HF. Provide ETA, and advise that all airport services and facilities be activated. Runway •

Runway 10/28 – 60m wide;

•

Runway 10, No turning pad or TWY exit available;

•

Runway 28, TWY exit available.

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3.5.18.6 Keflavik (BIKF/KEF) / Iceland

RWY

02/20

LDA

3048m

IAP

RFF

ILS / ILS 9

11/29

3048m

HRS

H24

Medical Facilities Keflavic - Small hospital. Reykjavic 30 minutes away - two major hospitals

ILS / ILS

Overview Keflavik is located on the Southwest coast of Iceland. High terrain located east through southeast. Weather Prevailing winds are strong Northeasterly during wintertime, and strong southerly during the summer. Southeasterly winds give the airport its greatest percentage of below minimum weather. Low clouds are present much of the time, with fog occurrence during the summer. Expect blowing snow January and February. Average temperature for January is -3°C, so icy runways during the winter maybe a problem. ATC Radar service is available. Runway •

Runways 02/20 & 11/29 – 60m wide;

•

Taxiways exits available for all runways.

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3.5.18.7 Lajes AB (LPLA/TER) / Azores

RWY

LDA

IAP

RFF

HRS

Medical Facilities

15/33

3314m

ILS / ILS

9

H24

Hospital available

Overview A well equipped military airport, with both engineering and passenger handling capability. Terrain Terrain located in the Southwest, reaching 3,700ft at 10nm. Winter Low ceiling and poor visibility associated with passing fronts. Strong North-westerly winds frequent after passage of cold front. Summer – Settled weather. Terrain located in the Southwest, reaching 3,700ft at 10nm. ATC Good ATC facilities with radar coverage. Contact Santa Maria while on the ground at Lajes to obtain Oceanic clearance, this will take about 10 minutes. Initial FLs given for Oceanic crossing are generally lower than requested. Runway •

Runway 15/33 - TWY exits available at both end.

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3.5.18.8 St. Johns (CYYT/YYT) – Newfoundland / Canada

RWY

LDA

IAP

11/29

2581

ILS / ILS

16/34

2135

ILS / NDB

RFF

HRS

Medical Facilities

7*

H24

Hospital(s) (Transfer time 10 minute(s)

Overview St.John’s is located on Newfoundland’s East coast. Terrain High terrain located Northwest of airport. RWY 29, high coastal cliff located on approach. Weather St. John has frequent strong winds, moderate to severe turbulence. Slippery runway combined with strong winds during winter. During strong winds, anticipate moderate to severe turbulence on approach with downdraft approaching the cliffs. ATC No radar available. Runway •

Runway 11/29 & 16/34 – 61m wide;

•

Runway 11,16 - Turning pad available;

•

Runway 34 - TWY exit available.

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3.5.18.9 Shannon (EINN/SNN) / Ireland

RWY

06/24

LDA

3059m

IAP

ILS / ILS

RFF

9

HRS

Medical Facilities

H24

Shannon - Small Hospital Limerick & Ennis (30 mins away) - Two major hospitals

Overview Shannon is an international airport, located on West coast of Ireland. Terrain located to the east of the airport. Weather Fog is most prevalent in spring and fall, with March and October being the most critical months. Ceiling less than 400 feet is rare in all seasons. However, ceiling of below 1000ft are of significant frequency, especially early morning during the summer months. ATC Radar vectoring is provided. Runway •

Runway 06 - Taxiway exit available;

•

Runway 24 - Turning pad available.

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3.5.19 GREENLAND 3.5.19.1 Cold Temperature & Low Barometric Pressure There maybe areas of Greenland with very low atmospheric pressure and very cold temperatures. There are only a few stations in Greenland reporting altimeter settings and these stations are primarily in coastal areas. Reported QNH vales may be misleading unless close to a station reporting a current QNH. With QNH set in extreme cold temperatures, the airplane is lower than indicated. This must be considered when operating below normal cruising levels over Greenland, where terrain separation is a matter of concern. 3.5.19.2 Terrain The only critical terrain in the North Atlantic region is located in Greenland, with terrain up to 15,600ft MSL. 3.5.19.3 Operations over Green land below FL195 In the event of a depressurisation of emergency descent over Greenland or diversion to an airport in Greenland, when operating below FL195, contact one of the flight information and altering services in Greenland. See North Atlantic chart AT (H/L) 1, for frequencies. If operating in Reykjavik OCA portion of Sondrestrom FIR, communication may be established with Sondrestrom information. However maintain communication with Reykjavik until leaving the Reykjavik OCA (descending below FL195). 3.5.19.4 Driftdown Procedures All routes over Greenland are designated critical terrain routes. Refer to OM PART C, section 5 for details of Driftdown and escape routing.

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3.5.20 COLD TEMPERATURE ALTIMETER ERRORS 3.5.20.1 Overview When temperatures are lower than International Standard Atmosphere (ISA), true altitude is lower than indicated altitude. This temperature effect on indicated altitude becomes extremely important with very cold temperatures and minimum terrain separation. Except in Canada, IFR assigned minimum altitudes are not compensated for these cold temperature errors. Pilots need to beware of reduced terrain/obstacle clearance and may need to co-ordinate higher altitude with ATC. The values from the “Altitude Correction” table should be added to the published procedure altitudes, including minimum altitude and DME arcs to ensure adequate obstacle clearance. Unless otherwise specified, the destination aerodrome elevation is used as the elevation of the altimeter source. Additionally, when obstacles or terrain are a factor, the corrections should be applied to the following only after obtaining ATC approval: •

Approach procedure altitudes;

•

Missed approach procedure altitudes;

•

IFR-assigned minimum altitudes.

With respect to altitude corrections: the following procedures apply: •

Pilots may refuse IFR-assigned minimum altitudes in lieu of a higher request;

•

If assigned IFR altitudes accepted, do not adjust for cold temperature correction;

•

Radar vectoring altitudes, require no corrective action by pilot;

•

Adjustments to MDA or DA do not require ATC coordination;

•

Once established on an ILS glide-slope, only the DA needs to be corrected.

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3.5.20.2 Altitude Correction table Height above the elevation of the Altimeter source (feet)

*A/P Temp

200

300

400

500

600

700

800

900

1000

1500

2000

3000

4000

5000

ºC 0

20

20

30

30

40

40

50

50

60

90

120

170

230

290

-10

20

30

40

50

60

70

80

90

100

150

200

290

390

490

-20

30

50

60

70

90

100

120

130

140

210

280

430

570

710

-30

40

60

80

100

120

130

150

170

190

280

380

570

760

950

-40

50

80

100

120

150

170

190

220

240

360

480

720

970

1210

-50

60

90

120

150

180

210

240

270

300

450

590

890

1190

1500

*Aerodrome Temperature

Example Aerodrome Elevation: 2262ft: Aerodrome temperature: Minus 50ºC

Altitude

HAA

Correction

Indicated Altitude

Procedure Turn

4000ft

1738ft

+520ft

4520ft

FAF

3300ft

1038ft

+300ft

3600ft

MDA (straight-in)

2849ft

578ft

+180ft

3020ft

Circling MDA

2849ft

578ft

+180ft

3020ft

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3.5.21 OCEANIC CHECKLIST 3.5.21.1 Flight Planning •

NAT Track Message

Check for Validity

•

Planned Route

Check the Operational flight Plan (OFP) waypoints agree with the NAT track message

•

Plotting Chart

Qatar Airways customized “Plotting Charts” are stored in “Destination Trip Kit” manual (2 plotting charts per Trip Kit).

•

Plot Route

1) Plot waypoints from Oceanic “entry” to Oceanic “exit” as extracted from OFP. 2) Join waypoints with solid line.

•

Weather

a) Destination / Destination Alternate b) ETOPs for en-route airports

•

ETOPS Airports

Be familiar with facilities at en-route airports

•

Data-Link Procedures

Be familiar with 1) Logon Procedures 2) Message Exchanges

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3.5.22 Pre-flight •

MEL

Check MEL for items that may affect a) Communication (i.e. HF) b) RNP 10 Capability c) RVSM Capability

•

Master Clocks

Synchronized to a GPS Signal.

•

Altimeter

Within Tolerance for RVSM Operation

•

IRS

Complete Full Alignment.

•

Present Position

Confirm present position co-ordinates

•

FMS Loading of Oceanic Way- PF - Enters waypoints/co-ordinates points PNF - Cross checks. Read frm FMS screen back to the Master OFP.

•

Distance & Track Check

Verify waypoint co-ordinates. (Performed during pre-flight, if not, the during initial cruise).

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3.5.23 Oceanic - Prior to Entry •

Gross Error Check

Check accuracy against ground based NAVAID

•

HF & SELCAL CHECK

a) HF - Primary & Secondary checked. b) SELCAL - Checked

•

CPDLC

Log on 15 to 45 minutes (if aircraft equipped)

•

Oceanic Clearance

a) Obtain Oceanic Clearance 40-60 minutes (Headset MUST be worn) b) TWO crewmembers are required to monitor and record Oceanic Clearance and any amendments thereafter. c) Confirm 1) Flight Level 2) Mach No. 3) Routing for Oceanic Crossing d) Flight level – Enter Oceanic boundary at FL as per Oceanic Clearance e) Advise ATC “When able higher”.

•

Oceanic Re-clearance

a) TWO crewmembers are required to monitor and record Oceanic Re-clearance b) update OFP, FMS and plotting chart c) Both crew members must do independent checks after OFP, FMS and plotting charts are updated d) Check “Initial True Track” and “distance” between new waypoints inserted NOTE: Reclearance is the number one scenario which leads to GROSS NAVIGATION ERRORS.

•

Altimeter & Compass

Altimeter and Compass – Record and time of reading

note

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3.5.24 Oceanic - After Entry •

Squawk

a) Within Shanwick & Gander Oceanic Airspace. 1) 30 minutes after Oceanic entry Squawk 2000. b) Reykjavik Oceanic Airspace. 1) Maintain las assigned Squawk.

•

Communications

121.5 (Emergency) - Set 123.45 (Air-Air) - Set

•

Mach Number

Maintain Assigned Mach Number

•

Altimeter

Hourly Checks

•

Strategic Lateral Offset Proce- Review Procedure dure 1) Fly Centerline 2) Fly 1nm or 2nm “RIGHT” of center-line only.

•

Waypoint - Approaching

a) Cross check co-ordinates with OFP for: 1) Waypoint just crossed 2) Next waypoint.

•

Waypoint - Overhead

a) Confirm aircraft. 1) Turns in correct direction 2) Takes up new direction b) Provide Position Report to ATC. See reverse side of Jeppesen Plotting Chart or OM Part C, Chapter 4 for Position Report format.

•

Waypoint - 10 Mins Plot

a) At 10 mins, and 2° latitude / 2° Longitude after passing a Oceanic waypoint crew MUST plot: 1) Latitude/Longitude and Time.

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Oceanic - After Entry (Cont’d) •

Waypoint - Midpoint

a) Cross check upper winds with 1) OFP 2) FMS 3) Upper wind chart b) Confirm ETA to next waypoint

•

30º W

a) Westbound 1) Gander - HF/CPDLC logon. Add “HEAVY” to call-sign when using Hf. 2) Add “HEAVY” to call-sign when using HF. b) Eastbound 1) “Shanwick” - HF/CPDLC logon.

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3.5.25 Oceanic - Exit •

Ground Based Nav AID

Compare ground based NAV AID to FMGS. Note any discrepancy.

•

Strategic Lateral Offset

If using “Strategic Lateral Offset” procedure during “Oceanic Crossing”, return to centerline before exiting Oceanic Airspace.

•

Routing after Oceanic Exit

a) When cleared on an Oceanic Track other than the TRACK originally filed. 1) Crew MUST confirm routing with next ATC sector controller, as revised clearance may not be the same as original domestic routing.

•

Mach Number

Maintain Assigned Mach Number. A change of Mach Number may be requested if required for operational reasons.

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3.5.26 Inflight Contingences •

Loss of Communication

a) Prior - Oceanic Entry b) After - Oceanic Entry c) Shanwick and Gander ACC - Evacuation (See Jeppesen text manual, section “Emergency”).

•

Navigation Degradation Partial Failure

or

a) See reverse side of Plotting Chart b) OM Part C, Chapter 4.

•

Unable to continue Flight in accordance with ATC Clearance

a) Refer to “Special NAT procedure”, which is basically: 1) “15nm OFFSET, 90 degree turn to “LEFT” or “RIGHT” Procedure”. (See reverse side of plotting chart for details).

•

Weather Deviation

a) ATC Clearance, communication established. b) ATC clearance, communication not established. c) Wake turbulence – Apply the “Strategic Lateral Offset Procedure (SLOP)”. (See reverse side of plotting chart for details).

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L E F T

B L A N K

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AREA BRIEFINGS UNITED STATES OF AMERICA

3.6

UNITED STATES OF AMERICA

3.6.1

FAA - AERONAUTICAL INFORMATION MANUAL

The FAA, Aeronautical Information Manual can be found at the following website: http://www.faa.gov/airports_airtraffic/air_traffic/publications/ATpubs/AIM/ Jeppesen text Manual, section “Air Traffic Control”, pages titled “US X-X-X” is a reproduction of the “FAA, Aeronautical Information Manual” (AIM). 3.6.2

Non-discrimination on the Basis of Disability in Air Travel

The Air Carrier Access Act, Part 382, prohibits both U.S. domestic carriers and foreign carriers from discriminating against passengers with disabilities. This rule came into effect on 13 May 2009. For Qatar Airways, Part 382 applies to flights that begin or end at any U.S. airport and to the aircraft used for those flights. It also applies to the operating carrier in codeshare flights. The role of Complaint Resolution Officials (CRO) is an expert in all matters of Qatar Airways compliance with the requirement of U.S. DOT Air Carrier ACT (ACAA) Part 382. The CRO will be empowered to make decisions to resolve compliance issues in a timely way, this may on occasion require the overruling of a decision of other QR personal. However, CRO is not authorised to challenge a safety related decision of the Pilot-in-command. Note :

In the event of any doubt to the suitability of a passenger to travel, the Pilot in command (PIC) is advised to consult with the station CRO or Doha prior to making decision.

The following MUST be avoided while handling a disabled customer : •

Discrimination during the provision of air transportation.

•

Invoking/requiring/compelling special services, (including, but not limited to, preboarding), that the individual does not request. However, pre-boarding may be required for receiving certain seating or in-cabin stowage accommodations.Invoking/ requiring/compelling special services, (including, but not limited to, pre-boarding), that the individual does not request. However, pre-boarding may be required for receiving certain seating or in-cabin stowage accommodations.

•

Denying the disabled person the benefit of air transportation or related services that are available to other persons, except where specifically permitted by Part 382.

Carriers must not limit the number of passengers with a disability who travel on a flight. Unless specifically permitted by a provision of the rule, carriers shall not refuse transportation of a disabled passenger.

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However, a passenger may be refused due to : •

Safety considerations.

•

Carriage of a passenger who violates Federal Aviation Regulations.

In general, carriers may not ask a passenger with a disability to produce a medical certificate. However, a medical certificate along with a medical review by QR Doctors may be required for a passenger with a disability under the following conditions : •

Travelling on a stretcher or in an incubator.

•

Requiring medical oxygen in flight.

•

Requiring extraordinary medical assistance during the flight.

•

Having a communicable disease or condition that could pose a direct threat to the health or safety of others on the flight.

To be valid, a medical certificate must be dated within 10 (Ten) days of the scheduled date of the passenger’s initial departing flight. In case the above mentioned medical conditions continue / persist during the return journey, then a new medical certificate will be required for the return sector as well. Similarly, if there is a gap of several weeks between the initial departing flight and onward travel then, even in that case, another medical certificate will be required. In general, advance notice is not required for a passenger with a disability. However, advance notice is required if a passenger with a disability wishes to receive special services, equipment or has a medical condition that necessitates a medical certificate and an additional medical review by QR Doctors. The following advance notices may be required : •

Up to 72 hours advance notice (if a passenger wishes to receive carrier supplied inflight medical oxygen)

•

Up to 48 hours advance notice (if a passenger wishes to use a personal ventilator / respirator), and

•

Check-in one hour before the minimum check-in time. (e.g. if the recommended check-in time is 3 hours then the passenger requiring special services should check-in 4 hours prior to departure)

In general, carriers cannot make it mandatory for a passenger with a disability to travel with an escort.

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However, the following table explains other scenarios, with applicable actions, which should apply : Category

Carrier’s View

Likely Action(s)

Stretcher or incubator case

Medical escort MUST always accompany passenger unless QR Doctor authorises a non-medical escort

Carrier will charge for the transportation of medical or non-medical escort even if passenger disagrees with the carrier. Passenger agrees and voluntarily chooses to travel with a personal attendant/escort carrier will charge for the transportation of the escort.

Mentally disabled passenger

Escort is required

Passenger with a severe mobility impairment

Escort is required

-do-

Both severe hearing and severe vision impairments

Escort is required

-do-

Passenger disagrees with the carrier and feels that he/she can travel independently carrier will not charge for the transportation of the escort.

Carriers must not require a passenger with a disability to sign any type of release or waiver of liability.

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In general, passengers with a disability must not be subjected to restrictions that do not apply to other passengers; e.g. the restrictions that must NOT be imposed areas follows : •

Restricting passengers movements within the terminal.

•

Requiring passengers to remain in a holding area or other location in order to receive transportation, services or accommodation.

•

Making passengers sit on blankets on the aircraft.

•

Making passengers wear badges or other special identification.

The carrier’s cabin crew / ground staff are required to provide assistance : •

Moving the passenger to and from seats, as part of the boarding and disembarking processes.

•

Preparing for eating, such as opening packages and identifying food.

•

Using the on-board wheelchair to enable the passenger to move to and from a lavatory.

•

To a semi-ambulatory person, moving to and from the lavatory without lifting or carrying the person.

•

Stowing and retrieving carry-on items, including mobility aids and other assistive devices stowed in the cabin.

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3.6.3

Definitions

1) A “flight” means a continuous journey in the same aircraft, or with one flight number, that begins or ends at a U.S. airport 2) A “passenger with a disability” means any individual who has a physical or mental impairment that, on a permanent or temporary basis, substantially limits one or major life activities, has a record of such an impairment, or is regarded as having such an impairment. 3) “Temporary disabilities” include : •

Recent surgery or medical treatment including broken limbs.

•

Recent (or still existing) physical illness.

4) “Physical and mental impairments” include but are not limited to; diseases and conditions such as orthopaedic, visual, speech, hearing impairments, cancer, heart disease, diabetes, mental retardation, emotional illness, drug addiction, alcoholism, cerebral palsy, epilepsy, muscular dystrophy and multiple sclerosis. 5) “Major Life Activities” means functions such as caring for one’s self, performing manual tasks, walking, seeing, hearing, speaking, breathing, learning and working. 6) “Complaint Resolution Officials” (CRO’s) are specially trained staff members who will have the authority to overrule the decision of any other airline personnel in order to ensure compliance with the regulation. However CRO’s will not be authorised to countermand a decision of the pilot-in-command, (PIC), when the basis for such a decision is safety.

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3.6.4 3.6.4.1

GEOGRAPHICAL OVERVIEW Location of “States” within USA

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3.6.4.2

Two letter identifier for each State in Eastern US

Two Letter identifier for each State in Eastern US CT

Connecticut

NJ

New Jersey

NY

New York

DC

Washington

DE

Delaware

OH

Ohio

GA

Georgia

PA

Pennsylvania

IL

Illinois

RI

Rhode Island

IA

Indiana

KY

Kentucky

SC

South Carolina

MA

Massachuesetts

TN

Tennessee

MD

Maryland

ME

Maine

VA

Virginia

MI

Michigan

VT

Vermont

NC

North Carolina

WV

West Virginia

NH

New Hampshire

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3.6.5 3.6.5.1

AERODROME LOCATION Aerodrome location in North East USA & Canada

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3.6.6

METEOROLOGY

Refer to Jeppesen textbook, Section “Meteorology”, which provides full details on US meteorology. The following website provides detailed aviation weather information for Unites States of America: http://adds.aviationweather.noaa.gov/ 3.6.6.1

Unit of measurement

Meteorological reports in the USA use the following units for expressing visibility, RVR and altimeter setting:

•

Visibility

Statue Miles (SM)

•

RVR

Feet

•

Altimeter Setting

Inches

Tower – wind direction is issued as “Magnetic” and wind velocity in “knots”

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3.6.6.2

RVR Conversion Feet to Meters

As per “US OPS SPEC C051”, the following table is approved for RVR conversion feet to meters. RVR Conversion FEET

METERS

300 ft

75m

400 ft

125m

500 ft

150m

600 ft

175m

700 ft

200m

1000 ft

300m

1200 ft

350m

1600 ft

500m

1800 ft

550m

2000 ft

600m

2100 ft

650m

2400 ft

750m

3000 ft

1000m

4000 ft

1200m

4500 ft

1400m

5000 ft

1500m

6000 ft

1800m

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3.6.6.3

Meteorological Visibility Conversion table

As per, “US OPS SPEC C051”, the following table is approved for “Meteorological Visibility Conversion”. Meteorological Visibility Conversion Statue Miles (SM)

Meters (M)

Nautical Miles (NM)

1/4sm

400m

1/4nm

3/8sm

600m

3/8nm

1/2sm

800m

1/2nm

5/8sm

1000m

5/8nm

3/4sm

1200m

7/10nm

7/8sm

1400m

7/8nm

1sm

1600m

9/10nm

11/8sm

1800m

11/8nm

1 ¼sm

2000m

1 1/10nm

1 ½sm

2400m

1 3/10nm

1 ¾sm

2800m

1 ½nm

2sm

3200m

1 ¾nm

2 ¾sm

3600m

2nm

2 ½sm

4000m

2 2/10nm

2 ¾sm

4400m

2 4/10nm

3sm

4800m

206/10nm

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3.6.6.4

En-route Advisory Service (EFAS)

EFAS is an enroute advisory service, divided into low and high altitude service, which provides weather information to aircraft. •

Working hours: Normally 0600am to 1000pm;

•

Between 5000ft to 17,000ft, Frequency 122.0Mhz (Same frequency for entire US);

•

Above 18,000ft, EFAS frequency for Eastern USA. •

Boston 133.925

•

Atlanta 135.475

•

Cleveland 135.425

•

Indianapolis 134.825

•

Washington 134.525

To contact Flight Watch use the name of the ARTCC facility in your area and the name of the nearest VOR to your position. Example: “Flight Watch Boston, Qatari 123, Bangor VOR”. 3.6.6.5

Hazardous in-flight weather advisory Service (HIWAS)

Continuous broadcast of hazardous weather forecast through selected VORs.

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3.6.6.6

In-flight Weather Advisories

There are three (3) types of in-flight weather advisories: •

SIGMENTS

•

Convective SIGMETS

•

AIRMET

All these advisories use the same location identifiers, VORs, airports or well know geographical area to describe hazardous weather areas. •

Refer to Jeppesen Textbook; section “Radio Aids” for VOR identifications or section “En-route”, mini chart, number US-5;

•

See “geographical section” of this brief for “two” letter state identifiers.

3.6.6.7

SIGMENT

See Jeppesen textbook, Section Meteorology, page US 7-1-11/12 for full details. SIGMET advise of potential hazardous weather to all aircraft, ie severe icing, turbulence and storms (dust/sand) that may lower visibilities below 3 miles. SIGMET are valid for 4 hours and updated as required. The SIGMETS are broken down into six regions as shown on the enclosed map.

•

Firstly, by US State;

•

Secondly, by reference to bearings and distances to VORs in that state. Thirdly, the state is shown in two-letter format e.g. “NJ” for New Jersey or “VA” for Virginia.

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3.6.6.8

Convective SIGMETs

See Jeppesen textbook, Section Meteorology, page US 7-1-12 for full details Overview Convective SIGMETs are issued for any of the following and implies severe turbulence icing and low level windshear: •

Surface wind greater than or equal 50kts;

•

Hail at surface greater than ¾ inch in diameter;

•

Embedded or line of Thunderstorms, or thunderstorms producing heavy precipitation.

Convective SIGMET are issued Hourly at H+55 3.6.6.9

Regions

•

WSTE

Eastern Region

East of 87 West Longitude

•

WSTC

Central Region

Between 107 and 87 West

•

WSTW

Western Region

West of 107 West Long

3.6.6.10 Example of a Convective SIGMET Decode

•

WSUS32 KKCI 220755

Transmission details

•

SIGC

SIGMENT

•

CONVECTIVE SIGMET 24C

Convective Sigment number

•

VALID UNTIL 0955Z

Validity period

•

MN LS

Affected states “MN” Minnesota & “LS” Louisiana

•

FROM 20ESE INL-50WSW YQT- 20miles East/Southeast, INL (VOR named Interna50ENE DLH-20ESE INL tional fall “Minnesota”) to 50miles West/Southwest YQT (named Thunder Bay “Ontario”) to 50miles East/Northeast DLH (VOR named Duluth, Minnesota) to 20miles East/Southeast INL (VOR named International fall “Minnesota”)

•

AREA TS MOV FROM 23045KT. Area of thunderstorms moving from 230 degrees at TOPS TO FL310. 45kts, tops at 31,000ft

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Example of Convective Segment WSUS32 KKCI 220755 SIGC CONVECTIVE SIGMET 24CCONVECTIVE SIGMET 24C VALID UNTIL 0955Z MN LS FROM 20ESE INL-50WSW YQT-50ENE DLH-20ESE INL AREA TS MOV FROM 23045KT. TOPS TO FL310. OUTLOOK VALID 220955-221355 AREA 1...FROM 50NNW ONL-70S FSD-30SSW OVR-30W OSW-50WSW TUL-60NE CDS-60WSW ICT-60E GCK-60W LBL-30SSW PUB-50NW LBF-50NNW ONL WST ISSUANCES EXPD. REFER TO MOST RECENT ACUS01 KWNS FROM STORM PREDICTION CENTER FOR SYNOPSIS AND METEOROLOGICAL DETAILS. 3.6.7

AIRMET

See Jeppesen textbook, Section Meteorology, page US 7-1-13 for full details •

Describe weather that is of lower intensity than those issued in SIGMETs;

•

Issued every 6 hours;

•

Three AIRMETs available, Sierra, Tango and Zulu which describe: •

Sierra : IFR conditions and/or extensive mountainous obstructions;

•

Tango : Moderate turbulence, surface winds 30kts or greater, non-convective low level windshear;

•

Zulu : Moderate icing and freezing level heights.

Example of AIRMET Note the T in “CHIT” (CHI = Chicago), which indicates “Tango” AIRMET “CHIT WA 220845 AIRMET TANGO UPDT 1 FOR TURB AND LLWS VALID UNTIL 221500 AIRMET TURB...SD NE KS MN IA MO WI LM LS MI IL OK TX AR LA FROM YQT TO SSM TO BAE TO COU TO ELD TO ACT TO TXO TO 50W LBL TO GLD TO OBH TO MSP TO YQT MOD TURB BLW 120. CONDS CONTG BYD 15Z ENDG 18-21Z S OF 50W LBLELD LN. ELSW...CONDS CONTG BYD 15Z THRU 21Z. OTLK VALID 1500-2100Z...TURB MO WI LM MI LH IL IN KY AR TN BOUNDED BY SSM-80ESE SSM-YVV-ECK-BVT-DYR-ELD-COU-BAE-SSM MOD TURB BLW 120. CONDS DVLPG 15-18Z. CONDS CONTG THRU 21Z.” REV 08S


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3.6.7.1

1METARs & TAFS

Most of the terminology in TAFs and METARs conforms to ICAO standard. Some difference does exist. 3.6.7.2

METARs

See Jeppesen textbook, Section Meteorology, page US 7-1-51 to US 7-1-60 for full details. METAR KPIT 091955 COR 22015G25KT 3/4SM R28L/2600FT TSRA OVC010CB 18/16 A2992 RMK SLP045 T0820159. •

If the METAR is issued without input from a human observer it will be indicated by AUTOmated following the date and time of issue;

•

If Metar is CORrected then COR appears in this position as in above example;

•

“¾” - Visibility in statue miles;

•

R indicates Runway Range

•

2600FT is the 4-digit visibility, in feet. A single letter to indicate trend, Down, Up or No may follow the visibility value;

•

Cloud amount, height and type: if CLR (Clear) is stated in an automated METAR, then no clouds below 12,000ft reported;

•

Temperatures may be preceded by a Minus for below zero, e.g., M06;

•

Altimeter setting. Indicator and 4 digits A indicates inches and hundredths; e.g A29.92 Q indicates hectoPascals; e.g. Q1013,

•

RMK - Remark. •

If “AO2” or “AO1” is present in the RMK it means the following– automated weather station with precipitation discriminator (can tell difference between liquid and frozen/freezing precipitation). AO1 – does not have a precipitation discriminator;

•

SLP 045 - Sea Level Pressure in hectoPascals & tenth, ie 1004.5hPa

•

T0820159 – Temperature and dew point in tenths:

•

Temperature: Example “0820” = 18.2°c;

•

Dew point: Example “159” = 15.9°c.

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3.6.7.3

TAFs

See Jeppesen textbook, Section Meteorology, page US 7-1-51 to US 7-1-60 for full details. Difference to ICAO •

Visibilities greater than “6sm” shown as P6SM (Plus Six statue miles);

•

Windshear information included in TAF. •

Presentation - WS010/31022KT (Windshear “WS” is the forecast of nonconvective low level winds, up to 2000ft);

•

Example: “010” – Low level windshear at 1,000ft;

•

Example: “31022kt” – Wind direction / Speed.

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3.6.8

WEATHER BRIEF - USA

3.6.8.1

Overview of Weather in USA

Winter: Frequent travelling frontal depressions associated with Polar fronts, which, at this time of year, lies from Florida towards Southern England. Summer: Polar fronts moved northwards, lies from Newfoundland towards Scotland, associated travelling frontal depression activity is about half the winter rate. It’s not unusual for marked temperature inversion to exist during anti-cyclonic conditions over North America in winter. Hurricane season is June to October. Hurricanes form in the Caribbean move northeasterly over land or water. Jetstream, associated with Polar fronts is often present over North America during winter at about 30°N at a height of 40,000ft. Further North, jet stream often associated with traveling depressions, occur frequently in winter, but less so in summer. 3.6.8.2

US East Coast - Weather

Overview Outbreaks of polar air masses over Labrador or Southern Greenland can create heavy weather development with snowstorms and blizzards in wintertime. The warm Gulfstream causes instability of heated up cold air masses with heavy rainfall and thunderstorms. When moist air drifts with Southeast winds towards the cooler east coast, sea fog (advection fog) forms and can affect many airports in the region at same time, especially Bangor, Boston, New York and Philadelphia. Radiation fog may affect Newark (KEWR) and Bradley Windsor Lock (KBDL). Warm fronts may become stationary in mid winter, resulting in low ceiling and visibility due fog, drizzle, rain and snow, 3.6.8.3

Northeasters

Northeasters are the result of deepening system moving offshore up the east from the central Atlantic of Gulf States. These storms in the autumn, winter and spring produce moderate to heavy snow, rain for periods usually lasting up to 24hrs, although may persist for days deepening upon the existence of a blocking high. Northeasters will affect all East coast airports, from Washington to Canada Border.

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3.6.8.4

Hurricanes

Hurricane season is June to October. Hurricanes forming in the Caribbean may move northeasterly over land or water with destructive power. 3.6.8.5

Thunderstorms

Thunderstorms can be intense and occur during summer months (June-August). 3.6.8.6

Great Lakes Region and Montreal - Weather

3.6.8.7

Overview

The weather development in this area can be severe. Summer, CB may build ups maybe extensive, comparable to monsoon type build-ups in the Far East. Re-routing of entire traffic flows may be necessary. Winter period, heavy snowfalls and strong winds may occur, resulting in blizzards that may affect or close airports such as Chicago, Montreal and Toronto. Warm fronts, main features are light rain, drizzle and snow occur November through to March, generally affecting Chicago, Detroit, Buffalo, Montreal, Cleveland and Syracuse. Fog occurs December to January, especially when southwesterly flow of moist air from Gulf of Mexico. Airports generally affected, Chicago, Detroit, Buffalo, Montreal, Cleveland and Syracuse. Thunderstorms occur mostly in the summer month, with maximum occurrence June-August. 3.6.8.8

Lake Effect Snow

This occurs in late autumn and winter, and is most severe when a mass of cold air passes over the lake water, which is warmer than the air following the cold front. 3.6.8.9

Squall lines

Pre-frontal squall lines may occur in April and May. They develop with a cold front approaching from the West or Northwest; usually form in the afternoon near surface front. CB activity reaches maximum 100 to 300 miles head of the front, with showers temporarily lowering ceiling and visibilities.

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3.6.9 3.6.9.1

AIRSPACE Airspace Overview

The following is a pictorial view of US airspace classification. Further details can be found in Jeppesen text Manual, section “Air Traffic Control”.

3.6.9.2

Transition Altitude

Transition altitudes are not used. Flight levels begin at FL180, where altimeter setting of 29.92 inches of mercury is used. 3.6.9.3

Class E airspace

Class E airspace may serve as an extension to Class B, C and D airspace. Such airspace provides controlled airspace to contain standard instrument procedures, without imposing a communication requirement on pilots under VFR, therefore pilots should be aware that while conducting terminal procedures (SIDs/STARs) or operating outside Class B, C airspace, VFR traffic may exists without an operational transponder.

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3.6.9.4

VFR traffic

Uncontrolled VFR traffic operating below 18,000ft is a problem for IFR flights. These aircraft are not necessarily transponder equipped and traffic information from ATC maybe very late 3.6.9.5

RVSM

US airspace is designated as RVSM between FL290 to FL410. 3.6.10 AIRWAYS & ROUTE SYSTEM 3.6.10.1 Overview of Victor & Jet Airways Airways within the US, are divided into two types as follows: Type of AWY

Designator

Example

Published Altitude

a)

Victor

V

V12

Up to but not including 18,000ft MSL

b)

Jet

J

J215

From 18,000ftMSL to FL450 inclusive

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3.6.11 COMMUNICATION 3.6.11.1 General If difficulty in understanding American slang, ask for clarification, as ICAO standard phraseology is not always used. Speaking slowly may trigger the response to be slower. 3.6.11.2 Emergency Frequency 121.5 & US Coast Guard Frequency •

121.5 should always be monitored in US Airspace;

•

US Coast Guard – HF frequency 2182 KHz is monitored H24 by US Coast Guard.

3.6.11.3 First Contact – Enroute When calling Air Route Traffic Control center” (ARTCC), use the word “center” instead of “control”, ie “Washington center”. On first contact with US ATC center, provide: •

Radar Environment; •

Aircraft present position;

•

Altitude;

•

Estimate time for next reporting point.

3.6.11.4 Aircraft Call Sign The word “HEAVY” is required in the ATC transmission within US Airspace for aircraft with a weight greater than 136,000kgs. The following are examples of “using group form numbers”, the word “HEAVY” must be included. •

Qatari 083 - “Newark, Qatari eighty three heavy”

•

Qatari 05 – “Newark, Qatari five heavy”

•

Qatari 1423 – “Newark, Qatari fourteen twenty three”

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3.6.11.5 Radio Frequency When a radio frequency contains a “decimal” point, the decimal point is spoken as “POINT”. •

122.1 - One two two point one

Note:

ICAO procedures, require the decimal point be spoken as “decimal”, although FAA will honor ICAO procedures.

3.6.11.6 Airway or Jet Numbers •

V12, spoken as Victor Twelve;

•

J533, spoken as Juliet Five thirty three.

3.6.11.7 Figures Figures indicating hundreds and thousand in round numbers, as for ceiling height and upper wind levels, up to 9,900 shall be spoken as shown in the following examples: •

500

Five hundred

•

4,500

Four thousand five hundred

Numbers above 9,900, shall be spoken by separating the digits preceding the word “thousand”, see following examples: •

10,000

One zero thousand

•

13,500

One three thousand five hundred

3.6.11.8 Radar When advised “radar contact”, position reports are to be omitted. 3.6.11.9 ATC Identification

ATC ident

ATC ident

Example

Approach Control Service

Approach Control

Departure Control

Washington Approach Control

Control Towers (Ground Control Services)

Ground Control

Clearance Delivery

Washington Clearance Delievery

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3.6.12 AIR TRAFFIC CONTROL – PROCEDURES 3.6.12.1 VFR traffic in TMAs VFR traffic operating in TMAs, separation as follows: •

500ft Vertical

•

1 ½ mile lateral

3.6.12.2 Traffic Advisories Below 18,000ft and outside TMAs, ATC will give information on VFR traffic, but will not provide radar vectors around the traffic unless requested by pilot. During arrival procedures radar vectors may take the aircraft outside Class B airspace, which ATC may or may not advise. 3.6.12.3 Altimeter Setting Procedures Altimeter setting are furnished by ATIS, tower, Approach and Centre Control, and also available from Flight Service Station (FSS) weather broadcast or by request to FSS. The pilot receiving the altimeter setting should repeat it for verification. Use the setting given by “Centre” frequency. The controller issues altimeter setting for flight operating below FL180 as they are observed passing compulsory reporting points. Difference in to altimeter setting •

Inches on Mercury are used instead of hPa within the US;

•

18,000ft is used to determine whether the standard altimeter setting of 29.92” or the local altimeter setting is used;

• 18,000 ft Cruise below

Altimeter to be set according to the reported altimeter setting of a station (within 100nm) along the route (QNH). Note:

• 18,000 ft Cruise at or above

Set destination QNH once in contact with Approach control as no instruction may be provided.

Altimeter to be set to 29.92ins (1013.2mbs)

See Jeppesen text book, FAR 91-121, “Altimeter Setting” for details on usable flight level when no station.

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3.6.12.4 Speed Control •

FAR 91-117(a) states, “Unless authorized by the administrator, no person may operate an aircraft below 10,000ft MSL at an indicated airspeed of more than 250kts.

•

If you are flying above 10,000 ft and given a speed adjustment greater 250kts and you are subsequently cleared below 10,000 ft, you are expected to reduce automatically to 250 kts.

•

An approach clearance supersedes any prior speed assignment and pilots are expected to make their own speed adjustments to complete the approach.

•

However it may be necessary for ATC to issue further speed adjustments after the approach clearance to maintain separation.

•

At or below 2500ft and within 4nm of primary airport within class C or D airspace, maximum indicated speed is 200kts.

•

FAR 91-117(d), states, “If the minimum safe airspeed for any particular operation is greater than the maximum speed prescribed in this section, the aircraft may operate at that minimum speed”. If a speed greater than 250kts is required due to maneuverability or safety, prior coordination with ATC is required.

3.6.12.5 A340-622 - Speed limitation below 10,000ft Under certain take-off weight conditions, the A340-622 requires a speed greater than 250kts when operating below 10,000ft. If a speed greater than 250kts is required during departure, CREW MUST CO-ORDINATE WITH ATC. 3.6.12.6 Runway Heading When cleared to “FLY RUNWAY HEADING”, pilots are expected to fly runway heading with “NO DRIFT CORRECTION”.

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3.6.12.7 Minimum Fuel Advisory Advise ATC of “minimum fuel” status when fuel supply has reached a state where, upon reaching destination, any undue delay cannot be accepted. This call does not declare an emergency nor gives the flight priority in the traffic flow. On initial contact the term “MINIMUM FUEL” should be used after stating the call sign Example – Newark Approach, Qatari 84 heavy, “MINIMUM FUEL” If traffic priority is required, an “EMERGENCY” must be declared, reporting remaining fuel in minutes. 3.6.12.8 Transponder code 7777 •

Transponder code 7777 is reserved for military use and must NOT be used by civilian operators.

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3.6.13 ATC CLEARANCE – ENROUTE 3.6.13.1 “Maintain” Clearance The altitude or flight level instructions in an ATC clearance normally require that a pilot "MAINTAIN" the altitude or flight level at which the flight will operate when in controlled airspace. Altitude or flight level changes while en route should be requested prior to the time the change is desired. The term "CRUISE" may be used instead of "MAINTAIN" to assign a block of airspace to a pilot from the minimum IFR altitude up to and including the altitude specified in the cruise clearance. The pilot may level off at any intermediate altitude within this block of airspace. Climb/descent within the block is to be made at the discretion of the pilot. However, once the pilot starts descent and verbally reports leaving an altitude in the block, the pilot may not return to that altitude without additional ATC clearance. 3.6.13.2 Climb & Descent Clearance When given climb or descend clearance, ATC expect to comply immediately unless the words “AT PILOT DISCRETION” is included in the clearance. 3.6.13.3 Adherence to Clearance The term "AT PILOT'S DISCRETION" included in the altitude information of an ATC clearance means that ATC has offered the pilot the option to start climb or descent when the pilot wishes, is authorized to conduct the climb or descent at any rate, and to temporarily level off at any intermediate altitude as desired. However, once the aircraft has vacated an altitude, it may not return to that altitude. When ATC has not used the term "AT PILOT'S DISCRETION" nor imposed any climb or descent restrictions, pilots should initiate climb or descent promptly on acknowledgement of the clearance. Descend or climb at an optimum rate consistent with the operating characteristics of the aircraft to 1,000 feet above or below the assigned altitude, and then attempt to descend or climb at a rate of between 500 and 1,500 fpm until the assigned altitude is reached. If at anytime the pilot is unable to climb or descend at a rate of at least 500 feet a minute, advise ATC. If it is necessary to level off at an intermediate altitude during climb or descent, advise ATC, except when leveling off at 10,000 feet MSL on descent, or 2,500 feet above airport elevation (prior to entering a Class C or Class D surface area), when required for speed reduction.

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3.6.13.4 Vacating Altitude/Flight level Vacating previously assigned altitude/flight level for a newly assigned altitude/flight level MUST be reported to ATC. Reaching an assigned altitude/flight level is not subject to a report. 3.6.13.5 “Descend via” Clearance to “descend via” authorizes the pilot to “vertically and laterally” navigate on the depicted procedure (i.e. STAR), meeting all published restrictions (altitudes crossing, speed, unless otherwise advised). ATC – Qatari 83 heavy descend via the Albany 1 arrival. Pilots cleared for vertical navigation using the phraseology “descend via”, shall inform ATC upon initial contact with a new frequency. Pilot – Qatari 83 leaving FL240, descending via Albany 1 arrival. 3.6.13.6 Holding Instructions Whenever an aircraft has been cleared to a fix other than the destination airport and delay is expected, ATC will issue •

Holding instructions, unless the pattern is charted;

•

Expect Further Clearance (EFC) time, and

•

Best estimate of any additional en-route/terminal delay.

If a holding pattern is charted and the controller doesn't issue complete holding instructions, the pilot is expected to hold as depicted on the appropriate chart. When the pattern is charted, the controller may omit all holding instructions except the charted holding direction and the statement AS PUBLISHED, e.g., "HOLD EAST AS PUBLISHED." Controllers shall always issue complete holding instructions when pilots request them. If no holding pattern is charted and holding instructions have not been issued, the pilot should ask ATC for holding instructions prior to reaching the fix. If unable to obtain holding instructions prior to reaching the fix (due to frequency congestion, stuck microphone, etc.), hold in a standard pattern on the course on which you approached the fix and request further clearance as soon as possible. In this event, the altitude/flight level of the aircraft at the clearance limit will be protected so that separation will be provided as required. Entering the hold, when an aircraft is 3 minutes or less from a clearance limit and a clearance beyond the fix has not been received, the pilot is expected to start a speed reduction so that the aircraft will cross the fix, initially, at or below the maximum holding airspeed.

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3.6.13.7 Landing Clearance Expect to receive landing clearance with one or more aircraft ahead of you on the approach. This means that you are cleared to land in sequence, if it’s safe to do so. At night-time, extra vigilance is required. Typical clearance - “Qatari eighty three heavy, Newark tower, number three, runway 22 right, cleared to land.

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3.6.14 HOLDING Note:

Refer to Jeppesen text manual, Air Traffic Control – US, section 5.3.7

3.6.14.1 Standard Pattern •

Right turns.

3.6.14.2 Holding Table

Altitude

Airspeed (KIAS)

•

Up to 6000ft

200

•

6001ft-14,000ft

230

•

14,001 and above

265

Notes

May be restricted to 210 KIAS where published

3.6.14.3 Timing

Altitude

Inbound Leg

•

At or below 14,000ft MSL

1 Minute

•

Above 14,000ft MSL

11/2 Minute

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3.6.15 AIRPORT OPERATIONS 3.6.15.1 ILS Critical Area Protection No critical area protection is provided when the ceiling is at or above 800ft and/or visibility 2statue miles (SM). Crews should therefore be cautious of localizer and glide-path signals under these weather conditions. If planning a coupled approach or an autoland under these conditions, advise the tower. Note:

When the ceiling is less than 200 feet and/or the visibility is RVR 2,000 or less, vehicle and aircraft operations in or over the area are not authorized when an arriving aircraft is inside the ILS MM.

3.6.15.2 Parallel ILS Approaches Parallel approaches are an ATC procedure permitting parallel ILS approaches to airports having parallel runways separated by at least 2,500 feet between centerlines. Aircraft will be given staggered separation from other aircraft on the adjacent localizer. Parallel approaches demand heightened pilot situational awareness. A thorough review of the Jeppesen approach chart should be conducted. ATC will advise when simultaneous ILS approaches are taking place. Strict adherence to ATC clearance, speeds, altitudes and heading must be complied with in a timely manner.

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3.6.15.3 Simultaneous Parallel ILS Approaches Airport having parallel runways may operate a system of simultaneous approaches to both runways. Airport Requirement •

Separated by at least 4300ft or greater;

•

Final monitor controlled.

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3.6.15.4 Simultaneous Converging Instrument Approaches •

Essentially the same as ILS servicing each Runway, except for 1) Missed Approach procedure and 2) Missed Approach point. ATC may conduct instrument approaches simultaneously to converging Runways; i.e. Runways having an included angle from 15 to 100 degrees.

•

Missed Approach Points must be at least 3 miles apart and missed approach procedures ensure that “missed approach protected airspace” does not overlap.

•

Intersecting Runways - Require minimums of at least 700-foot ceilings and 2 miles visibility. Straight in approaches and landings must be made.

•

Crew is informed by controller or via ATIS.

•

FMS Navigation Database (FMS NAVDB) - “Missed Approach Procedures” is NOT available in “FMS NAVDB” for Runways designated for “Simultaneous Converging Instrument Approaches”.

3.6.15.5 Side – Step Procedures ATC may authorize an approach to one runway, followed by a side-step maneuver to land on an adjacent parallel runway. The runway should be separated by 1200ft or less (Newark). Example of an ATC clearance to conduct aside-step procedure • Note:

Cleared ILS 24L approach, side step to Runway 24R Side step minima are flown to a “MDA” regardless of the approach authorized.

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3.6.15.6 Landing and Hold Short Operations (LAHSO) Qatar Airways is NOT AUTHORIZED to conduct LAHSO operations at any US airport as per US OPS SPEC, section A004, A027. If ATIS advise that LAHSO operations are in use, advise ATC “UNABLE TO PARTICIPATE” upon first contact. If offered LAHSO by ATC, do not accept under any circumstances. 3.6.15.7 Background Information on LAHSO Land and Hold Short Operations are operations that include landing and holding short of an intersecting runway, intersecting taxiway or some other designated point on the runway.

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3.6.15.8 Hold Short of Runway Read back any “hold short” of runway instructions issued by ATC. 3.6.15.9 Ground Control Frequency As the majority of ground control frequencies are in, 121.6-121.9 MHZ bandwidth controllers may omit the number preceding decimal point, ie 121.7, “Contact ground on point seven” 3.6.15.10 Taxiing after Landing After landing, do not change from tower to ground control until directed by the controller. •

Once clear of the runway, remain on the taxiway (clear “hold position marking) used to clear the runway until clearance is received to continue;

•

Immediately change to ground control frequency when instructed by ATC.

Note:

A clearance from ATC to taxi to the “RAMP” authorizes the aircraft to cross all runways and taxiway intersections. If unfamiliar with taxi route, request specific taxi instructions.

Note:

No ATC instructions received, clear the “hold position marking” associated with landing runway, even if this requires aircraft to protrude into or cross another taxiway, runway or ramp. Stop aircraft and wait for further instruction from ATC.

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3.6.15.11 Taxi Clearance - Departure When ATC clears an aircraft to “taxi to” an assigned take-off runway, the absences of holding instruction, authorizes the aircraft to cross all runways that intersect the taxi route, except the assigned take-off runway. FAA warning about taxi clearance: •

All taxi clearance at US airports must be strictly adhered to;

•

All runway hold short instructions must be read back to ATC when requested;

•

Violating taxi clearance especially “Runway Incursions” – Pilots will be fined;

•

During times of reduced visibility, extra care is required;

•

If in doubt about taxi clearance, STOP and request clarification.

ATC may use the term “Taxi into position and hold”, which means taxi onto departure runway in take-off position and hold. Pilots should anticipate an imminent take-off clearance. If any delay in take-off clearance being given, question ATC. 3.6.15.12 Departure Restrictions When departures restrictions are required, ATC may issue instructions in the clearance: •

“HOLD & RELEASE” – Aircraft cannot depart using the release clearance until a release time or additional instructions issued by ATC have been received;

•

“RELEASE TIME” – Earliest time an aircraft may depart.

3.6.15.13 Changing to Tower Frequency before Take-off Unless otherwise advised by tower (ground control), remain on frequency during taxi, then change to tower frequency (without being instructed) when ready to request take-off clearance. Airfield signs may indicate change to tower frequency at a particular location. 3.6.15.14 Omission of Departure Control Frequency Controllers may omit the departure control frequency if an assigned departure procedure has a published frequency. 3.6.15.15 Wake Turbulence Separation - Departures This is either timed or radar separation applied between departing aircraft. Pilots may request additional separation i.e., 2 minutes instead of 4 or 5 miles for wake turbulence avoidance. This request should be made as soon as practical on ground control and at least before taxiing onto the runway. REV 08S


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3.6.16 ASSIGNED PARKING STAND Gate numbers are not issued by ground control. Contact the “ground handler” for gate number. If unable to contact ground handler, contact “RAMP CONTROL”. 3.6.17 RESCUE & FIRE FIGHTING (RFF) CATEGORIES The FAA Rescue and Fire Fighting category uses letters instead of numbers (ICAO). The airport directory contained in Jeppesen will use “letter” for US airports. ICAO

FAA

1 2 3

A

4 5 6

B

7

C

8

D

9 E 10

Airport Category for Rescue & Fire Fighting (RFF)

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AREA BRIEFINGS ATC - GENERAL

3.7

ATC - GENERAL

3.7.1

SID and STAR Climb / Decent Procedures and Phraseology

3.7.1.1

Introduction

A recent change to International Civil Aviation Organization (ICAO) Doc 4444 (PANS-ATM) introduced revised procedures and phraseology associated with climb and descent instructions issued to aircraft following a SID or a STAR. 3.7.1.2

Revised ICAO Procedures and RTF Phraseology

The revised procedures introduced in ICAO Doc 4444 in November 2007 are as follows : •

Aircraft on a SID •

For a SID ICAO Doc 4444 states (paragraph 6.3.2.4) :

‘When a departing aircraft on a SID is cleared to climb to a level higher than the initially cleared level or the level(s) specified in a SID, the aircraft shall follow the published vertical profile of a SID, unless such restrictions are explicitly cancelled by ATC.’ •

When the level restrictions are explicitly cancelled, the ICAO phraseology for a SID (paragraph 12.3.1.2(z) of ICAO Doc 4444) is : “CLIMB TO (level) LEVEL RESTRICTION (S) (SID designator) CANCELLED”

or “CLIMB TO (level) LEVEL RESTRICTION (S) (SID designator) AT (point) CANCELLED” e.g. “Jet 123 Climb to FL 100 level restrictions DEVAL 1G cancelled” means that the aircraft should climb directly to FL 100, ignoring the vertical profile of SID DEVAL 1G. •

When the level restrictions are not explicitly cancelled, the ICAO phraseology for a SID (paragraph 12.3.1.2(a) of ICAO Doc 4444) is : “CLIMB TO (level)”

e.g. “Jet 123 Climb to FL 100” means that the aircraft should follow the vertical profile of SID DEVAL 1G to its completion and then climb to FL 100. •

Aircraft on a STAR •

For a STAR ICAO Doc 4444 (paragraph 6.5.2.4) states :

‘When an arriving aircraft on a STAR is cleared to descend to a level lower than the level or the level(s) specified in a STAR, the aircraft shall follow the published vertical profile of a STAR, unless such restrictions are explicitly cancelled by ATC. Published minimum levels based on terrain clearance shall always be applied.’

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When the level restrictions are explicitly cancelled, the ICAO phraseology for a STAR (paragraph 12.3.1.2(aa) of ICAO Doc 4444)

•

“DESCEND TO (level) LEVEL RESTRICTION (S) (STAR designator) CANCELLED” or “DESCEND TO (level) LEVEL RESTRICTION (S) (STAR designator) AT (point) CANCELLED”. e.g. “Jet 123 Descend to 3000 feet level restrictions GOKUL 2J cancelled” means that the aircraft should descend directly to 3000 feet, ignoring the vertical profile of STAR GOKUL 2J. •

When the level restrictions are not explicitly cancelled, the ICAO phraseology for a STAR (paragraph 12.3.1.2(a) of ICAO Doc 4444) is : “DESCEND TO (level)”

e.g. “Jet 123 Descend to 3000 feet” means that the aircraft should follow the vertical profile of STAR GOKUL 2J to its completion and then descend to 3000 feet. •

Aircraft in Other Phases of Flight •

3.7.1.3 •

In all other phases of flight a climb or descent instruction from ATC automatically cancels any previous ATC instruction. Procedures and Phraseology within UK Airspace In the UK, for all stages of flight, instructions to climb or descend cancel any previous restrictions, unless they are reiterated as part of that instruction. Additionally, for aircraft on a SID, the word ‘now’ will be added to climb clearances above the SID profile.

e.g. “Jet 123 climb now FL 120” means that the aircraft should climb directly to FL 120, ignoring the vertical profile of SID. •

3.7.1.4 •

In the UK, levels to be flown on STARs are as directed by Air Traffic Control (ATC), although the relevant charts contain level information for planning purposes. Crews Responsibilities The revised ICAO procedures represent a significant change to the way crews are expected to respond to climb/descend instructions whilst following a SID or a STAR. There is a potential for confusion, which will have flight safety implications if these new procedures are not followed correctly in each individual State.

It is recommend that, in the case of any doubt about the intention of a clearance; crews should request clarification from ATC. If doubt arises when airborne, the safest course of action will always be to follow the SID/STAR profile while seeking clarification.

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L E F T

B L A N K

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DRIFT DOWN PROCEDURES TABLE OF CONTENTS

CHAPTER 4 - DRIFT DOWN PROCEDURES 4.1

DRIFT DOWN PROCEDURES IN CASE OF DECOMPRESSION . . . . . . . 3 4.1.1

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

4.1.2

Decompression 13 Minutes Oxygen Passenger Supply (applicable for All fleet) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

4.1.3

Decompression 22 Minutes Oxygen Passenger Supply (applicable for A330 (except AFN and AFO) A340 and B777aircraft) . . . . . . . . . . . . . . . . . . . . . . 5

4.1.4

Decompression Gaseous System Passenger Oxygen Supply (A343 only) . . 6

4.1.5

Example of Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

4.1.6

Decompression Doha - Pakistan / North India (Route 1) . . . . . . . . . . . . . . . 11

4.1.7

Decompression Doha - Pakistan/North India (Route 2) . . . . . . . . . . . . . . . . 12

4.1.8

Decompression North India/Pakistan - Doha (Route1) . . . . . . . . . . . . . . . . 13

4.1.9

Decompression North India / Pakistan - Doha (Route 2) . . . . . . . . . . . . . . . 14

4.1.10 Decompression Doha – Northern Europe (Route 1 ) . . . . . . . . . . . . . . . . . . 15 4.1.11 Decompression Doha – Northern Europe (Route 2). . . . . . . . . . . . . . . . . . . 17 4.1.12 Decompression Northern Europe - Doha (Route 1) . . . . . . . . . . . . . . . . . . . 18 4.1.13 Decompression Northern Europe - Doha (Route 2) . . . . . . . . . . . . . . . . . . . 21 4.1.14 Decompression Doha – Europe (Route 1) via Iran . . . . . . . . . . . . . . . . . . . . 22 4.1.15 Decompression Doha – Europe (Route 2) via Iran . . . . . . . . . . . . . . . . . . . . 24 4.1.16 Decompression Doha – Europe (Route 3) via Iran . . . . . . . . . . . . . . . . . . . . 26 4.1.17 Decompression Doha – Europe (Route 4) via Iran . . . . . . . . . . . . . . . . . . . . 28 4.1.18 Decompression Doha - Europe (Route 5). . . . . . . . . . . . . . . . . . . . . . . . . . . 30 4.1.19 Decompression Doha - Europe (Route 6). . . . . . . . . . . . . . . . . . . . . . . . . . . 32 4.1.20 Decompression Europe – Doha (Route1) via Iran . . . . . . . . . . . . . . . . . . . . 34 4.1.21 Decompression Europe - Doha (Route2) via Turkey . . . . . . . . . . . . . . . . . . 36 4.1.22 Decompression Europe - Doha (Route3) via Turkey . . . . . . . . . . . . . . . . . . 37 4.1.23 Decompression Europe – Doha (Route4) via Iran . . . . . . . . . . . . . . . . . . . . 39 4.1.24 Decompression Europe – Doha (Route5) . . . . . . . . . . . . . . . . . . . . . . . . . . 41 4.1.25 Decompression Doha - Tehran (Route 1) . . . . . . . . . . . . . . . . . . . . . . . . . . 43 4.1.26 Decompression Doha – Tehran (Route 2) . . . . . . . . . . . . . . . . . . . . . . . . . . 44 4.1.27 Decompression Doha – Tehran (Route 3) . . . . . . . . . . . . . . . . . . . . . . . . . . 45

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DRIFT DOWN PROCEDURES TABLE OF CONTENTS

4.1.28 Decompression Tehran - Doha (Route 1) . . . . . . . . . . . . . . . . . . . . . . . . . . 46 4.1.29 Decompression Tehran – Doha (Route 2) . . . . . . . . . . . . . . . . . . . . . . . . . . 47 4.1.30 Decompression Doha - Mashhad . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48 4.1.31 Decompression Mashhad - Doha . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49 4.1.32 Decompression Doha - North China via B215 (A330 and A340) . . . . . . . . . 50 4.1.33 Decompression Doha - North China via W112 (A330). . . . . . . . . . . . . . . . . 53 4.1.34 Decompression Doha - North China via B215 (B777) . . . . . . . . . . . . . . . . . 56 4.1.35 Decompression North China - Doha via B215 (A330 and A340) . . . . . . . . . 58 4.1.36 Decompression North China - Doha via W112 (A330). . . . . . . . . . . . . . . . . 60 4.1.37 Decompression North China - Doha via B215 (B777) . . . . . . . . . . . . . . . . . 63 4.1.38 Decompression Greenland . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65

4.2

DRIFT DOWN PROCEDURE IN CASE OF ENGINE FAILURE . . . . . . . . 67 4.2.1

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67

4.2.2

Engine Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69

4.2.3

A330 : Engine out Drift Down Procedure Doha - North China via B215 . . . 71

4.2.4

A330 : Engine Out Drift Down Procedure Doha - North China via W112. . . 73

4.2.5

A330 : Engine out Drift Down Procedure North China - Doha via B215 . . . 75

4.2.6

A330 : Engine Out Drift Down Procedure North China - Doha via W112. . . 77

4.2.7

A340-600 : Engine out Drift Down Procedure Doha - North China via B215 79

4.2.8

A340-600 : Engine out Drift Down Procedure North China - Doha via B215 81

4.2.9

B777 : Engine Out Drift Down Procedure Doha - North China via B215 . . . 84

4.2.10 B777 : Engine Out Procedure North China - Doha via B215 . . . . . . . . . . . . 85

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DRIFT DOWN PROCEDURES DRIFT DOWN PROCEDURES IN CASE OF DECOMPRESSION

4.1

DRIFT DOWN PROCEDURES IN CASE OF DECOMPRESSION

4.1.1

Introduction

The drift down procedures are applicable to aircraft equipped with minimum oxygen supply of : –

13 minutes : Applicable to ALL fleet, and

–

22 minutes : Applicable for A330 (except AFN and AFO), A340 and B777 aircraft.

–

Gaseous System : Applicable to A343 (AAH) only

4.1.2

Decompression 13 Minutes Oxygen Passenger Supply (applicable for All fleet)

The following routes are applicable in case of decompression with 13 minutes oxygen passenger supply. •

Doha to Delhi : from MOBAD via A453 ZDN G452 to ROVER.

•

Delhi to Doha : from ROVER via G452 ZDN A453 to MOBAD.

•

Doha to Peshawar : from KAREM via G325 to PS.

•

Peshawar to Doha : from PS via G325 to KAREM.

•

Doha to Northern Europe (Route 1) from KATAG via R659, UP574, R654, UL124, UR654, UG482, R807 to ULANA.

•

Doha to Northern Europe (Route 2) : from KATAG via R659, SYZ, T207 to ULDUS.

•

Northern Europe to Doha (Route 1) from SOROL via R11, UR654, UL124, R654, UP574, R659 to KATAG.

•

Northern Europe to Doha (Route 2 ) : from ULDUS via T207, SYZ, R659 to KATAG.

•

Doha to Europe (Route 1) via Iran : from KATAG via R659, W3, UL223, UL124, UG81, UL851, UW704 to SONAD.

•

Doha to Europe (Route 2) via Iran : from KATAG via R659, W3, UL223, UL124, UG81, UL852 to SEHER.

•

Doha to Europe (Route 3) via Iran : from LAGSA via R659, SYZ, T207, SAV, R654, ZAJ, UL125, TBZ, R660, ERZ, UL851 to TBN.

•

Doha to Europe (Route 4) via Iran : from MIDSI T202 DASDO UL223 UMH UL124 VAN UL852 to CRM

•

Europe to Doha (Route1) via Iran : from CRM via UT34, UT36, G208, UL223, W3, R659 to KATAG.

•

Europe to Doha (Route2) via Turkey : from ORMAN via UP975, EZS, UT36 to ULKEM.

•

Europe to Doha (Route 3) via Turkey : from TBN via UP146 GAGDI UR654 ZAJ R654 SAV T207 SYZ R659 to LAGSA. REV 08P


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•

Europe to Doha (Route 4) via Iran : from CRM UT34 RENGI UT36 DERIL G208 UMH UL223 DASDO T202 to MIDSI .

•

Doha to Tehran (Route 1): from KATAG via R659, UP574 to LARAB.

•

Doha to Tehran (Route 2): From KATAG via R659 SYZ UP574 ISN T206 to TRN.

•

Doha to Tehran (Route 3) : From KATAG via R659 SYZ T207 to SAV.

•

Tehran to Doha (Route 1) : From LARAB via UP574, R659 to KATAG.

•

Tehran to Doha (Route 2): From SAV via T207 SYZ to KATAG.

•

Doha to Mashhad : from KATAG via R659, G663 to RAMIL.

•

Mashhad to Doha : from RAMIL via G663, R659 to KATAG.

4.1.2.1

Assumptions

The following assumptions apply : –

All obstacles located 10 NM of either side of the route centerline have been considered, based on a survey by Jeppesen using 20 NM corridor.

–

All obstacles are cleared by 2000 ft.

–

Flight after depressurization is performed at MMO/VMO.

–

Temperature is ISA, no wind.

–

In case of in-flight turn back, 2.5 minutes are lost for the turn.

–

Maximum descend time is 5 minutes from Ceiling Flight Level to FL 180 at MMO/VMO.

–

Maximum descend time is 0.5 minutes from FL 180 to FL 140 at VMO.

–


Caution:

High navigation accuracy is imperative to stay within the specified route corridor in case of decompression.

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4.1.3

Decompression 22 Minutes Oxygen Passenger Supply (applicable for A330 (except AFN and AFO) A340 and B777aircraft)

The following routes are applicable in case of decompression with 22 minutes oxygen passenger supply. •

Doha to North China via Pakistan : from KAREM via G325, B215 to HMI (A330, A340 and B777).

•

North China to Doha via Pakistan : from HMI via B215, G325 to KAREM (A330, A340 and B777).

4.1.3.1

Assumptions


All obstacles located within 5 NM of either side of the route centerline have been considered, based on a survey by Jeppesen by using 10 NM corridor.

–

All obstacles are cleared by 2000 ft.

–

Flight after depressurization is performed at MMO/VMO.

–


–


–

Maximum descend time is 2.5 minutes from ceiling flight level to FL 290 at MMO/VMO

–

Maximum descend time is 1 minute from FL 290 to FL 250 at VMO.

–


–

Maximum descend time is 1 minute from FL140 to FL100 at VMO.

Caution:


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4.1.4

Decompression Gaseous System Passenger Oxygen Supply (A343 only)

The following table provides the minimum oxygen supply as a function of Oxygen Pressure and the number of PAX Masks in use. –

All published decompression procedures for 13 minutes and 22 minutes oxygen supply are applicable to this aircraft inclusive of Points of No Return PNRs. However, the additional oxygen available in the gaseous system may be used to select a higher cruising altitude for a longer period of time as per the table below.

–

For safety reasons, the total number of masks in use is equal to (Total PAX on board + 10% ) + Cabin Attendants.

A340-300 Gaseous System Passenger Oxygen Supply ECAM PAX O2 Pressure [PSI]

1850

1600

Total Masks in use -Corrected-

Flight time [min] Cruise at FL270

Flight time [min] Cruise at FL250

100 and below

70

Beyond 70

100 - 150

47

55

150 - 200

36

40

200 - 250

28

32

250 - 310

24

26

100 and below

60

70

100 - 150

40

44

150 - 200

30

33

200 - 250

24

26

250 - 310

22

24

Descent Rate from FL400 to Cruise Altitude at 5500ft/min Descent Rate from Cruise Altitude to FL100 at 5500ft/min

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4.1.4.1

Assumptions


All obstacles located within 5 NM of either side of the route centerline have been considered, based on a 10 NM corridor survey.

–

All obstacles are cleared by min 2000 ft.

–

Flight after depressurization is performed at MMO/VMO (0.86/330kt).

–


–


–

Maximum descend time is 2.5 minutes from ceiling flight level to FL 270 at 5500ft/min

–

Maximum descend time is 0.5 minute from FL 270 to FL 250 at VMO.

–


–

Maximum descend time is 1 minute from FL140 to FL100 at VMO.

Caution:


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4.1.5

Example of Procedure

Old Format :

(1)

: In this example the scenario applies to occurrence of decompression after passing OPNR 2 on the outbound leg from Doha.

(2)

: The procedure to be followed has more than one choice of diversion airport. Flight crew must assess the situation and select the most suitable option after executing emergency descent to the initial cruise level. The option states the ICAO/IATA code of the suggested diversion airport in BOLD letters in parentheses, followed by the sequence of WPT-AWY-WPT as given in an ATC flight plan. In this example, option 1 guides the a/c to the nearest en-route airport UDYZ, option 2 to the nearest airport URMM in the direction of the route to the destination, and option 3 to the destination airport, these options help pilots to select most appropriate on the day.

(3)

: Self explanatory.

(4)

: Self explanatory.

(5)

:

As the PNRs are based on the most critical scenario in terms of obstacle clearance, the time is a maximum for Passenger O2 requirements and a minimum for terrain clearance requirements. Therefore, if the depressurization occurs far after/ before the PNR then these times may not be strictly applicable for terrain clearance.

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New Format :

(1)

: The procedure Version

(2)

: The QTR Customized Jeppesen Chart ID and Date. If the chart doesn’t exist; this row will be left blank.

(3)

: The critical sector for which this procedure is created.Self explanatory.

(4)

: The Name and position of points of non return.

(5)

: Any relevant information.

(6)

: In this example the scenario applies to occurrence of decompression between PNR 1 and PNR 2. Continued on next page

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(7)

: The procedure to be followed has more than one choice of diversion airport. Flight crew must assess the situation and select the most suitable option after executing an emergency descent to the initial cruise level. The option states the IATA/ICAO code of the suggested diversion airport in BOLD letters in parentheses, followed by the sequence of WPT-AWY-WPT as given in an ATC flight plan. In this example, two options are given to guide the a/c to the nearest suitable en-route airports, UDYZ and UGTB, these options help pilots to select the most appropriate airport on the day.

(8)

: Self Explanatory

(9)

: Self Explanatory

(10)

: As the PNRs are based on the most critical scenario in terms of obstacle clearance, the time is a maximum for Passenger O2 requirements and a minimum for terrain clearance requirements. Therefore, if the depressurization occurs far after/before the PNR then these times may not be strictly applicable for terrain clearance.

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4.1.6

Decompression Doha - Pakistan / North India (Route 1)

Procedure version

2

Jeppesen Chart / Date:

QTR9 / 11-Aug-2006.

Critical Sector:

MOBAD via A453 ZDN G452 to ROVER

Points of Non Return

ZDN = Zahedan VOR DDPNR = 52 NM before SOKIR

DECOMPRESSION BEFORE ZDN PROCEDURE Return to (DOH/OTBD) via A453 BND A419 SHJ A415 DOH. FLIGHT PHASE

DES TO FL 180

CRZ FL 180

DES TO FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

DECOMPRESSION BETWEEN ZDN and DDPNR PROCEDURE Option 1 : Return to (ZAH/OIZH) via G452 ZDN. Option 2 : Return to (KHI/OPKC) via G452 ZDN G208 PG G210 KC. FLIGHT PHASE

DES TO FL 180

SPEED

MMO/VMO

TIME

CRZ FL 180

DES TO FL 140

VMO

VMO

7 Minutes

CRZ FL 140

CRZ FL 100

VMO

VMO

30 Minutes

DECOMPRESSION PASSING DDPNR PROCEDURE Option 1 : Return to (DEL/VIDP) via G452 DPN. Option 2 : Proceed to (KHI/OPKC) via G452 ROVER J115 KC. Option 3 : Proceed to (KHI/OPKC) via G452 GASIR B466 KC. FLIGHT PHASE

DES TO FL 180

CRZ FL 180

DES TO FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

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4.1.7

Decompression Doha - Pakistan/North India (Route 2)

Procedure version

1


QTR9 / 11-Aug-2006

Critical Sector:

KAREM via G325 to PS


HPNR 1 = 16 NM before KAREM

DECOMPRESSION BEFORE HPNR 1 PROCEDURE Proceed / Return to (KHI/OPKC) via G325 PG G210 DOSTI M638 KC. FLIGHT PHASE

DES TO FL 180

CRZ FL 180

DES TO FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

DECOMPRESSION PASSING HPNR 1 PROCEDURE Option1 : Proceed to (ISB/OPRN) via G325 HANGU J139 RN. Option 2 : Proceed to (PEW/OPS) via G325 PS. FLIGHT PHASE

DES TO FL 180

CRZ FL 180

DES TO FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

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4.1.8

Decompression North India/Pakistan - Doha (Route1)

Procedure version

2


QTR10 / 11-Aug-2006.

Critical Sector:

ROVER via G425 ZDN A453 to MOBAD


DDPNR = 52 NM passing SOKIR ZDN = Zahedan VOR

DECOMPRESSION BEFORE DDPNR PROCEDURE Option 1 : Return to (DEL/VIDP) via G452 DPN. Option 2 : Return to (KHI/OPKC) via G452 ROVER J115 KC. Option 3 : Return to (KHI/OPKC) via G452 GASIR B466 KC. FLIGHT PHASE

DES TO FL 180

CRZ FL 180

DES TO FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

DECOMPRESSION BETWEEN DDPNR and ZDN PROCEDURE Option 1 : Proceed to (ZAH/OIZH) via G452 ZDN. Option 2 : Proceed to (KHI/OPKC) via G452 ZDN G208 PG G210 KC. FLIGHT PHASE

DES TO FL 180

SPEED

MMO/VMO

TIME

CRZ FL 180

DES TO FL 140

VMO

VMO

7 Minutes

CRZ FL 140

CRZ FL 100

VMO

VMO

30 Minutes

DECOMPRESSION PASSING ZDN PROCEDURE Proceed to (DOH/OTBD) via A453 BND A419 SHJ A415 DOH. FLIGHT PHASE

DES TO FL 180

CRZ FL 180

DES TO FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

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4.1.9

Decompression North India / Pakistan - Doha (Route 2)

Procedure version

1


QTR10 / 11-Aug-2006

Critical Sector:

PS via G325 to KAREM


PNRI = 92 NM Passing ZB

DECOMPRESSION BEFORE PNRI PROCEDURE Option 1 : Return to (PEW/OPPS) via G325 PS. Option 2 : Return to (ISB/OPRN) via G325 HANGU J139 RN. FLIGHT PHASE

DES TO FL 180

CRZ FL 180

DES TO FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

DECOMPRESSION PASSING PNRI PROCEDURE Proceed to (KHI/OPKC) via G325 PG P318S DOSTI M638 KC. FLIGHT PHASE

DES TO FL 180

CRZ FL 180

DES TO FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

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4.1.10 Decompression Doha – Northern Europe (Route 1 ) Procedure version

3


QTR1/24-Oct-2008

Critical Sector:

KATAG R659 SYZ T207 SAV R654 ZAJ UR654 MAGRI UN77 ADANO UN82 LAPTO R807/A234 MARAT


TPNR 5 = 61 NM passing OBTUX OPNR 2 = 11 NM before MAGRI OPNR 3 = 3 NM passing ASELI

Remarks

TBS/UGTB airport is not recommended for B777 aircraft

DECOMPRESSION BEFORE TPNR 5 PROCEDURE Option 1: Return to (DOH/OTBD) via T207 SYZ R659 DOH. Option 2: Proceed / Return to (SYZ/OISS) via T207 SYZ. FLIGHT PHASE

DES TO FL180

CRZ - FL180

DES TO FL140

SPEED

MMO/VMO

VMO

VMO

TIME

7 Minutes

CRZ - FL140 CRZ - FL100 VMO

VMO

30 Minutes

DECOMPRESSION BETWEEN TPNR 5 and OPNR 2 PROCEDURE Proceed / Return to (IKA/OIIE) via UR654 ZAJ R654 SAV DCT IKA. FLIGHT PHASE

DES TO FL180

SPEED

MMO/VMO

TIME

CRZ - FL180

DES TO FL140

VMO

VMO

7 Minutes


VMO

30 Minutes

DECOMPRESSION BETWEEN OPNR 2 and OPNR 3 PROCEDURE Option 1: Proceed / Return to (EVN/UDYZ) via UN82 (Note) ADILA R654 SVN DCT ZVR. Option 2: Proceed / Return to (TBS/UGTB) via UN82 (Note) BEDNI DCT TBS. Option 3: Proceed / Return to (GYD/UBBB) via UN82 (Note) GIDLA B140 DEDIN UM747 LUSAL B111 SAGIL “STAR”. FLIGHT PHASE

DES TO FL180

SPEED

MMO/VMO

TIME Note:

CRZ - FL180

DES TO FL140

VMO

VMO

7 Minutes


VMO

30 Minutes

UN82 is uni - directional from BEDNI to VETLA

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DECOMPRESSION PASSING OPNR 3 PROCEDURE Option 1: Proceed to (MRV/URMM) via UN82 LAPTO R807/A234 MARAT R806 MW, or Option 2: Proceed to (KRR/URKK) via UN82 LAPTO R807/A234 MARAT R806 PELIR B947 TESMI B948 NZ B145 XT “STAR”, or Option 3: Proceed to (SIP/UKFF) via UN82 LAPTO R807/A234 MARAT R806 PELIR B947 TESMI B948 NZ B948 KUTON B549 LIMAS A277 BETEG B491 GORNU W551 TOLBA SMF, or Option 4: Proceed to (DME/UUDD) via R807 BADKO B494 ALEGI R11 US R118 FE DCT QO “STAR”, or Via A234 KOLBA R11 US R118 FE DCT QO “STAR” FLIGHT PHASE

DES TO FL180

CRZ FL180

DES TO FL140

CRZ FL140

CRZ FL100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

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4.1.11 Decompression Doha – Northern Europe (Route 2)

Procedure version

1


QTR 1 / 30-Nov-2007

Critical Sector:

KATAG R659 SYZ T207 ULDUS


TPNR 5 = 61 NM after OBTUX GOPDA = RNAV Waypoint

DECOMPRESSION BEFORE TPNR 5 PROCEDURE Option 1: Return to (DOH/OTBD) via T207 SYZ R659 DOH. Option 2: Proceed / Return to (SYZ/OISS) via T207 SYZ. FLIGHT PHASE

DES TO FL 180

CRZ FL 180

DES TO FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

DECOMPRESSION BETWEEN TPNR 5 and GOPDA PROCEDURE Proceed/Return to (IKA/OIIE) via T207 SAV “STAR”. FLIGHT PHASE

DES TO FL 180

CRZ FL 180

DES TO FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

DECOMPRESSION AFTER GOPDA PROCEDURE Option 1: Proceed to (MRV/URMM) via UN39 MEKAN R120 OLMAT B450 KZ B494 POGUL R804 TP “STAR”. Option 2: Proceed to (GYD/UBBB) via T207 ULDUS UN39 GYD FLIGHT PHASE

DES TO FL 180

CRZ FL 180

DES TO FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

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4.1.12 Decompression Northern Europe - Doha (Route 1)

Procedure version

3


QTR2 / 24-Oct-2008

Critical Sector:

SOROL R11/A233 GUSLI UM54 ADILA UN82 ADANO UN77 MAGRI UR654 ZAJ R654 SAV T207 SYZ R659 KATAG


IPNR 1 = 6 NM passing GUSLI. IPNR 2 = 25 NM passing MAGRI. TPNR 5 = 61 NM before OBTUX

Remarks

TBS/UGTB airport is not recommended for B777 aircraft

DECOMPRESSION BEFORE IPNR 1 PROCEDURE

Option 1: Return to (MRV/URMM) DCT MW, or Option 2: Return to (KRR/URKK) via R11/A233(Note) MINPU R806 PELIR B947 TESMI B948 NZ “STAR”, or Option 3: Return to (SIP/UKFF) via R11/A233(Note) MINPU R806 PELIR B947 TESMI B948 SM B491 GORNU W551 SMF, Option 4: Return to (DME/UUDD) via R11/A233(Note) SOROL R11 US R118 FE DCT QO “STAR”.

PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

CRZ - FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME Note:

7 Minutes

30 Minutes

R11 is uni-directional from MINPU to GUSLI

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DECOMPRESSION BETWEEN IPNR 1 and IPNR 2 PROCEDURE Option 1: Proceed / Return (EVN/UDYZ) via UM54 (Note) SVN DCT ZVR, or Option 2: Proceed / Return to (TBS/UGTB) via UM54 (Note) LAGAS UN61 TBS. Option 3: Proceed / Return to (GYD/UBBB) via UM54 (Note) LAGAS UM747 LUSAL B111 SAGIL “START”. FLIGHT PHASE

DES TO FL180

CRZ FL 180

DES TO FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME Note:

7 Minutes

30 Minutes

UM54 is unidirectional from GUSLI to SVN

DECOMPRESSION BETWEEN IPNR 2 and TPNR 5 PROCEDURE Proceed / Return to (IKA/OIIE) via R654 SAV DCT IKA. FLIGHT PHASE

DES TO FL180

SPEED

MMO/VMO

TIME

CRZ FL 180

DES TO FL 140

VMO

VMO

7 Minutes

CRZ FL 140

CRZ FL 100

VMO

VMO

30 Minutes

DECOMPRESSION PASSING TPNR 5 PROCEDURE Option 1: Proceed to (DOH/OTBD) via T207 SYZ R659 DOH, or Option 2: Proceed / Return to (SYZ/OISS) via T207 SYZ. FLIGHT PHASE

DES TO FL 180

CRZ FL 180

DES TO FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

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4.1.12.1 Decompression Northern Europe - Doha (Route 1) (Temporary avoidance route during anti-hail guns activity).

Procedure version

1


-

Critical Sector:

KW 4A42E[4340.0N 04230.0E] 4A43E[4259.7N 04314.9E] GUSLI UM54 ADILA UN82 ADANO UN77 MAGRI UR654 ZAJ R654 SAV T207 SYZ R659 KATAG.


IPNR 1 replaced by PNR 1T = 23 NM passing 4A42E [4340.0N 4230.0E]. IPNR 2 = 25 NM passing MAGRI. TPNR 5= 61 NM before OBTUX.

Remark

PNR 1T is not defined in the FMS database

DECOMPRESSION BEFORE PNR 1T PROCEDURE

Option 1: Return to (MRV/URMM) via 4A42E[4340.0N 04230.0E] KW “STAR”, Option 2: Return to (KRR/URKK) via 4A42E[4340.0N 04230.0E] KW MINPU R806 PELIR B947 TESMI B948 NZ “STAR”, or Option 3: Return to (SIP/UKFF) via 4A42E[4340.0N 04230.0E] KW MINPU R806 PELIR B947 TESMI B948 SM B491 GORNU W551 SMF, Option 4: Return to (DME/UUDD) via 4A42E[4340.0N 04230.0E] KW MINPU R11 US R118 FE DCT QO “STAR”.

PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

CRZ - FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

Note:

7 Minutes

30 Minutes

The rest of the procedure remains unchanged.

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4.1.13 Decompression Northern Europe - Doha (Route 2)

Procedure version

1


QTR 2 / 30-Nov-2007

Critical Sector:

ULDUS T207 SYZ R659 KATAG


TUKLO = RNAV Waypoint TPNR 5 = 61 NM before OBTUX

DECOMPRESSION BEFORE TUKLO PROCEDURE Option 1: Return to (MRV/URMM) via B450 KZ B494 POGUL R804 TP “STAR”. Option 2: Return to (GYD/UBBB) via T207 ULDUS UN39 GYD FLIGHT PHASE

DES TO FL 180

CRZ FL 180

DES TO FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

DECOMPRESSION BETWEEN TUKLO and TPNR 5 PROCEDURE Proceed/Return to (IKA/OIIE) via T207 SAV “STAR”. FLIGHT PHASE

DES TO FL 180

SPEED

MMO/VMO

TIME

CRZ FL 180

DES TO FL 140

VMO

VMO

7 Minutes

CRZ FL 140

CRZ FL 100

VMO

VMO

30 Minutes

DECOMPRESSION AFTER TPNR 5 PROCEDURE Option 1: Proceed to (DOH/OTBD) via T207 SYZ R659 DOH. Option 2: Proceed to (SYZ/OISS) via T207 SYZ. FLIGHT PHASE

DES TO FL 180

CRZ FL 180

DES TO FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

REV 08P


CHAPTER

4

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22


4.1.14 Decompression Doha – Europe (Route 1) via Iran

Procedure version

1


QTR 3 / 05-Oct-2007

Critical Sector:

KATAG R659 SYZ W3 MESVI UL223 UMH UL124 VAN UL851 ERZ UW704 SONAD.


EPNR 1 = 32 NM Passing MESVI EPNR 2 = 86 NM Passing KRD EPNR 3 = 37 NM Passing BONAM

DECOMPRESSION BEFORE EPNR 1 PROCEDURE Return to (DOH/OTBD) via UL223 MESVI W3 SYZ R659 DOH. FLIGHT PHASE

DES TO FL 180

CRZ FL 180

DES TO FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

DECOMPRESSION BETWEEN EPNR 1 and EPNR 2 PROCEDURE Proceed/Return to (IKA/OIIE) via UL223 KRD G202 NOTSA W7 SAV DCT IKA. FLIGHT PHASE

DES TO FL 180

SPEED

MMO/VMO

TIME

CRZ FL 180

DES TO FL 140

VMO

VMO

7 Minutes

CRZ FL 140

CRZ FL 100

VMO

VMO

30 Minutes

DECOMPRESSION BETWEEN EPNR 2 and EPNR 3 PROCEDURE Proceed / Return to (TBZ/OITT) via UL223 / UL124 UMH A422 TBZ. FLIGHT PHASE

DES TO FL 180

CRZ FL 180

DES TO FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

REV 08P


CHAPTER

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PAGE

23


DECOMPRESSION PASSING EPNR 3 PROCEDURE Proceed to (ESB/LTAC) via UG81 VAN UL851 ERZ UW704 CRM UW71 BUK. FLIGHT PHASE

DES TO FL 180

CRZ FL 180

DES TO FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

REV 08P


CHAPTER

4

PAGE

24



Procedure version

1


QTR 3 / 05-Oct-2007

Critical Sector:

KATAG R659 W3 UL223 UL124 UG81 UL852 SEHER


EPNR 1 = 32 NM passing MESVI. EPNR 2 = 86 NM passing KRD EPNR 4 = 39 NM passing VAN

DECOMPRESSION BEFORE EPNR 1 PROCEDURE Return to (DOH/OTBD) via UL223 MESVI W3 SYZ R659 DOH. FLIGHT PHASE

DES TO FL 180

CRZ FL 180

DES TO FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes


DES TO FL 180

CRZ FL 180

DES TO FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

DECOMPRESSION BETWEEN EPNR 2 and EPNR 4 PROCEDURE Proceed / Return to (TBZ/OITT) via UL223/UL852(*) VAN UG81(*) BONAM UL124 UMH A422 TBZ. FLIGHT PHASE

DES TO FL 180

CRZ FL 180

DES TO FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

(*) UL852 and UG81 are unidirectional airways.

REV 08P


CHAPTER

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PAGE

25


DECOMPRESSION PASSING EPNR 4 PROCEDURE Proceed to (ESB/LTAC) via UL852 CRM UW71 BUK. FLIGHT PHASE

DES TO FL 180

CRZ FL 180

DES TO FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

REV 08P


CHAPTER

4

PAGE

26



Procedure version

1


QTR 3 / 05-Oct-2007

Critical Sector:

LAGSA R659 SYZ T207 SAV R654 ZAJ UL125 TBZ R660 ERZ UL851 TBN


TPNR 1 = 48 NM passing OBTUX. PNR 2 = 20 NM passing ZAJ PNR 3 = 50 NM passing DASIS

Remark

–

Via the temporary route T207.

–

Wind effect (head/tail) has been included in this procedure.

DECOMPRESSION BEFORE TPNR 1 PROCEDURE Option 1 : Proceed / Return to (SYZ/OISS) via R659 / T207 SYZ. Option 2 : Return to (DOH/OTBD) via R659 DOH. FLIGHT PHASE

DES TO FL 180

CRZ FL 180

DES TO FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

DECOMPRESSION BETWEEN TPNR 1 and PNR 2 PROCEDURE Option 1 : Proceed / Return to (IFN/OIFM) via T207 DISEL T208 ISN. Option 2 : Proceed / Return to (IKA/OIIE) via T207 / R654 SAV. FLIGHT PHASE

DES TO FL 180

CRZ FL 180

DES TO FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

REV 08P


CHAPTER

4

PAGE

27


DECOMPRESSION BETWEEN PNR 2 and PNR 3 PROCEDURE Option 1 : Proceed / Return to (TBZ/OITT) via R661 / R660 TBZ. Option 2 : Proceed / Return to (OITR) via R661 / R660 TBZ A422 UMH. FLIGHT PHASE

DES TO FL 180

CRZ FL 180

DES TO FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

DECOMPRESSION PASSING PNR 3 PROCEDURE Option 1 : Proceed to to (SZF/LTFH) via R660 ERZ L851 TBN W71 CRM. Option 2 : Proceed / Return to (KSY/LTCF) via R660 / L851 ERZ W27 KAR. FLIGHT PHASE

DES TO FL 180

CRZ FL 180

DES TO FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

REV 08P


CHAPTER

4

PAGE

28



Procedure version

1


-

Critical Sector:

MIDSI T202 DASDO UL223 UMH UL124 VAN UL852 CRM.


EPNR 1 = 32 NM passing MESVI. EPNR 2 = 86 NM passing KRD EPNR 4 = 39 NM passing VAN

Remark

–


DECOMPRESSION BEFORE EPNR 1 PROCEDURE Return to (DOH/OTBD) via UL223 MESVI UL223 DASDO T202 MIDSI R659 DOH. FLIGHT PHASE

DES TO FL 180

CRZ FL 180

DES TO FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes


DES TO FL 180

CRZ FL 180

DES TO FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

DECOMPRESSION BETWEEN EPNR 2 and EPNR 4 PROCEDURE Proceed / Return to (TBZ/OITT) via UL223/UL852(*) VAN UG81(*) BONAM UL124 UMH A422 TBZ. FLIGHT PHASE

DES TO FL 180

CRZ FL 180

DES TO FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

(*) UL852 and UG81 are unidirectional airways. REV 08P


CHAPTER

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29


DECOMPRESSION PASSING EPNR 4 PROCEDURE Proceed to (ESB/LTAC) via UL852 CRM UW71 BUK. FLIGHT PHASE

DES TO FL 180

CRZ FL 180

DES TO FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

REV 08P


CHAPTER

4

PAGE

30


4.1.18 Decompression Doha - Europe (Route 5) Jeppesen Chart / Date: -

Min Required Oxygen : 13 min

ATH, TXL, TLS, CMN, FRA, GVA, IST, LGW, LHR, MAD, MAN, Applicable to Sector(s) MXP, DME, MUC, JFK, CDG, FCO, ARN, VIE, IAD, IAH, ZRH Critical Sector:

MIDSI T202 DASDO UL223 UMH UL124 VAN UG81 EZS UG8 GEM


EPNR1 = 32 NM passing MESVI EPNR2 = 86 NM passing KRD VAN = Waypoint (VOR)

Remark

Wind effect (head / tail) has been included in this procedure.

DECOMPRESSION BEFORE EPNR1 PROCEDURE Return to (DOH/OTBD) via UL223 DASDO T202 MIDSI R659 DOH. FLIGHT PHASE

DES TO FL 180

SPEED

MMO/VMO

TIME

CRZ FL 180

DES TO FL 140

VMO

VMO

7 Minutes

CRZ FL 140

DES FL 100

VMO

VMO

30 Minutes

DECOMPRESSION BETWEEN EPNR1 AND EPNR2 Option 1: Proceed / Return to (IKA/OIIE) via UL223 KRD G202 NOTSA W7 SAV “STAR”. PROCEDURE Option 2: Proceed / Return to (KWI/OKBK) via UL223 ALTAX G667 MIS W31 MAH B417 KUA. FLIGHT PHASE

DES TO FL 180

SPEED

MMO/VMO

TIME

CRZ FL 180

DES TO FL 140

VMO

VMO

7 Minutes

CRZ FL 140

DES FL 100

VMO

VMO

30 Minutes

REV 08P


CHAPTER

4

PAGE

31


DECOMPRESSION BETWEEN EPNR2 AND VAN PROCEDURE Option 1: Proceed / Return to (TBZ/OITT) via UL223 / UL124 (*) UMH A422 TBZ. Option 2: Proceed / Return to (OITR) (**) via UL223 / UL124 (*) UMH. FLIGHT PHASE

DES TO FL 180

CRZ FL 180

DES TO FL 140

CRZ FL 140

DES FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

(*) UL124 is unidirectional between BONAM and VAN. (**) Check OM Part C and NOTAMs for operating hours.

DECOMPRESSION PASSING VAN PROCEDURE Option 1: Proceed to (IST/LTBA) via UG81 EZS UG8 BAG UL614 YAA “STAR”. Option 2: Proceed to (ESB/LTAC) via UG81 EZS UG8 KUBER “STAR”. FLIGHT PHASE

DES TO FL 180

CRZ FL 180

DES TO FL 140

CRZ FL 140

DES FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

REV 08P


CHAPTER

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32


4.1.19 Decompression Doha - Europe (Route 6) Jeppesen Chart / Date: -



KATAG R659 SYZ W3 MESVI UL223 UMH UL124 VAN UL851 ERZ UL851 TBN


EPNR1 = 32 NM passing MESVI EPNR2 = 86 NM passing KRD VAN = Waypoint (VOR)

Remark


DECOMPRESSION BEFORE EPNR1 PROCEDURE Return to (DOH/OTBD) via UL223 MESVI W3 SYZ R659 DOH. FLIGHT PHASE

DES TO FL 180

SPEED

MMO/VMO

TIME

CRZ FL 180

DES TO FL 140

VMO

VMO

7 Minutes

CRZ FL 140

DES FL 100

VMO

VMO

30 Minutes

DECOMPRESSION BETWEEN EPNR1 AND EPNR2 Option 1: Proceed/Return to (IKA/OIIE) via UL223 KRD G202 NOTSA W7 SAV “STAR”. PROCEDURE Option 2: Proceed/Return to (KWI/OKBK) via UL223 ALTAX G667 MIS W31 MAH B417 KUA. FLIGHT PHASE

DES TO FL 180

SPEED

MMO/VMO

TIME

CRZ FL 180

DES TO FL 140

VMO

VMO

7 Minutes

CRZ FL 140

DES FL 100

VMO

VMO

30 Minutes

REV 08P


CHAPTER

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PAGE

33


DECOMPRESSION BETWEEN EPNR2 AND VAN PROCEDURE Option 1: Proceed / Return to (TBZ/OITT) via UL223 / UL124 (*) UMH A422 TBZ. Option 2: Proceed / Return to (OITR) (**) via UL223 / UL124 (*) UMH. FLIGHT PHASE

DES TO FL 180

CRZ FL 180

DES TO FL 140

CRZ FL 140

DES FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

(*) UL124 is unidirectional between BONAM and VAN. (**) Check OM Part C and NOTAMs for operating hours.

DECOMPRESSION PASSING VAN PROCEDURE Option 1: Proceed to (TZX/LTCG) via UL851 TBN. Option 2: Proceed to (SZF/LTFH) via UL851 TBN W71 CRM. FLIGHT PHASE

DES TO FL 180

CRZ FL 180

DES TO FL 140

CRZ FL 140

DES FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

REV 08P


CHAPTER

4

PAGE

34


4.1.20 Decompression Europe – Doha (Route1) via Iran Procedure version

1


QTR 4 / 05-Oct-2007

Critical Sector:

CRM UT34 RENGI UT36 DERIL G208 UMH UL223 MESVI W3 SYZ R659 KATAG


DPNR 1 = 32 NM passing RENGI EPNR 2 = 86 NM before KRD DPNR 3 = 10 NM passing MESVI

DECOMPRESSION BEFORE DPNR 1 PROCEDURE Option 1: Proceed/Return to (ADA/LTAF) via RENGI DCT TAMER UW73 DYB UW716 GAZ UW74 ADA.(Note1) Option 2: Return to (ESB/LTAC) via UT34 (Note2) CRM UW71 BUK. FLIGHT PHASE

DES TO FL 180

SPEED

MMO/VMO

TIME

CRZ FL 180

DES TO FL 140

VMO

VMO

7 Minutes

CRZ FL 140

CRZ FL 100

VMO

VMO

30 Minutes

Note 1: Check the suitability of (LTCS) and (LTAJ) during the route. Note 2: UT34 is a unidirectional airway.

DECOMPRESSION BETWEEN DPNR 1 and EPNR 2 PROCEDURE Proceed / Return to (TBZ/OITT) via UT36 ALRAM G208 / UL223 UMH A422 TBZ. FLIGHT PHASE

DES TO FL 180

CRZ FL 180

DES TO FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

REV 08P


CHAPTER

4

PAGE

35


DECOMPRESSION BETWEEN EPNR 2 and DPNR 3 PROCEDURE Proceed/Return to (IKA/OIIE) via UL223 KRD G202 NOTSA W7 SAV DCT IKA. FLIGHT PHASE

DES TO FL 180

SPEED

MMO/VMO

TIME

CRZ FL 180

DES TO FL 140

VMO

VMO

7 Minutes

CRZ FL 140

CRZ FL 100

VMO

VMO

30 Minutes

DECOMPRESSION PASSING DPNR 3 PROCEDURE Proceed to (DOH/OTBD) via W3 SYZ R659 DOH. FLIGHT PHASE

DES TO FL 180

SPEED

MMO/VMO

TIME

CRZ FL 180

DES TO FL 140

VMO

VMO

7 Minutes

CRZ FL 140

CRZ FL 100

VMO

VMO

30 Minutes

REV 08P


CHAPTER

4

PAGE

36


4.1.21 Decompression Europe - Doha (Route2) via Turkey

Procedure version

1


QTR 4 / 05-Oct-2007

Critical Sector:

HAKAN UP975 EZS UT36 ULKEM


SIV = VOR Navaid

DECOMPRESSION BEFORE SIV PROCEDURE Option 1 : Proceed to (LTFH/SZF) via UP975 SIV UW72 CRM. Option 2 : Proceed/Return to (LTFH/SZF) via UP975(*) ERGUN UW71 CRM Option 3 : Proceed/Return to (ESB/LTAC) via UP975(*) ERGUN UW71 BUK FLIGHT PHASE

DES TO FL 180

CRZ FL 180

DES TO FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

(*) UP975 is unidirectional airway.

DECOMPRESSION PASSING SIV PROCEDURE Proceed / Return to (ADA/LTAF) via RENGI DCT TAMER UN73 DYB UW716 GAZ UW74 ADA. FLIGHT PHASE

DES TO FL 180

CRZ FL 180

DES TO FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

REV 08P


CHAPTER

4

PAGE

37


4.1.22 Decompression Europe - Doha (Route3) via Turkey

Procedure version

1


QTR 4 / 05-Oct-2007

Critical Sector:

TBN UP146 GAGDI UR654 SAV T207 SYZ R659 LAGSA


DPNR 5 = 50NM passing TBN ZAJ = ZANJAN VOR TPNR1 = 48NM before OBTUX.

Remark

–


–

Wind effect (head/tail) has been included in this procedure.

DECOMPRESSION BEFORE DPNR 5 PROCEDURE Return to (TZX/LTCG) via UP146 (*) TBN. FLIGHT PHASE

DES TO FL 180

CRZ FL 180

DES TO FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME Note:

7 Minutes

30 Minutes

UP 146 is unidirectional from TBN to ARI.

DECOMPRESSION BETWEEN DPNR 5 and ZAJ PROCEDURE Option 1: Proceed/Return to (NAJ/UBBN) via UP146 / UR654 GAGDI UP146 SIBVU R661 DULAV “STAR”. Option 2: Proceed to (TBZ/OITT) via UP146 ARI UT30 DASIS R660 TBZ. Option 3: Return to (TBZ/OITT) via UR654 BUDED DCT RAKED “STAR”. FLIGHT PHASE

DES TO FL 180

SPEED

MMO/VMO

TIME

CRZ FL 180

DES TO FL 140

VMO

VMO

7 Minutes

CRZ FL 140

CRZ FL 100

VMO

VMO

30 Minutes

REV 08P


CHAPTER

4

PAGE

38


DECOMPRESSION BETWEEN ZAJ and TPNR1 PROCEDURE Option1: Proceed / Return to (IKA/OIIE) via R654 / T207 SAV “STAR”. Option2: Return to (IFN/OIFM) via T207 DISEL T208 ISN. FLIGHT PHASE

DES TO FL 180

CRZ FL 180

DES TO FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

DECOMPRESSION PASSING TPNR 1 PROCEDURE Option1: Proceed to (SYZ/OISS) via R654 / T207 SYZ. Option 2: Proceed to (DOH/OTBD) via R659 DOH. FLIGHT PHASE

DES TO FL 180

CRZ FL 180

DES TO FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

REV 08P


CHAPTER

4

PAGE

39


4.1.23 Decompression Europe – Doha (Route4) via Iran Procedure version

1


-

Critical Sector:

CRM UT34 RENGI UT36 DERIL G208 UMH UL223 DASDO T202 MIDSI


DPNR 1 = 32 NM passing RENGI EPNR 2 = 86 NM before KRD DPNR 3 = 10 NM passing MESVI

Remark

–


DECOMPRESSION BEFORE DPNR 1 PROCEDURE Option 1: Proceed/Return to (ADA/LTAF) via RENGI DCT TAMER UW73 DYB UW716 GAZ UW74 ADA.(Note1) Option 2: Return to (ESB/LTAC) via UT34 (Note2) CRM UW71 BUK. FLIGHT PHASE

DES TO FL 180

SPEED

MMO/VMO

TIME

CRZ FL 180

DES TO FL 140

VMO

VMO

7 Minutes

CRZ FL 140

CRZ FL 100

VMO

VMO

30 Minutes

Note 1: Check the suitability of (LTCS) and (LTAJ) during the route. Note 2: UT34 is a unidirectional airway. DECOMPRESSION BETWEEN DPNR 1 and EPNR 2 PROCEDURE Proceed / Return to (TBZ/OITT) via UT36 ALRAM G208 / UL223 UMH A422 TBZ. FLIGHT PHASE

DES TO FL 180

CRZ FL 180

DES TO FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

DECOMPRESSION BETWEEN EPNR 2 and DPNR 3 PROCEDURE Proceed/Return to (IKA/OIIE) via UL223 KRD G202 NOTSA W7 SAV DCT IKA. FLIGHT PHASE

DES TO FL 180

SPEED

MMO/VMO

TIME

CRZ FL 180

DES TO FL 140

VMO

VMO

7 Minutes

CRZ FL 140

CRZ FL 100

VMO

VMO

30 Minutes

REV 08P


CHAPTER

4

PAGE

40


DECOMPRESSION PASSING DPNR 3 PROCEDURE Proceed to (DOH/OTBD) via UL 223 DASDO T202 MIDSI R659 DOH. FLIGHT PHASE

DES TO FL 180

CRZ FL 180

DES TO FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

REV 08P


CHAPTER

4

PAGE

41


4.1.24 Decompression Europe – Doha (Route5) Jeppesen Chart / Date: -



CRM UT34 SRT


EBEDI = Enroute Waypoint PARUN = Enroute Waypoint

Remark


DECOMPRESSION BEFORE EBEDI PROCEDURE Option 1: Return to (SZF/LTFH) via UT34(*) CRM. Option 2: Return to (ESB/LTAC) via UT34(*) CRM UW71 BUK. FLIGHT PHASE

DES TO FL 180

SPEED

MMO/VMO

TIME (*)

CRZ FL 180

DES TO FL 140

VMO

VMO

7 Minutes

CRZ FL 140

CRZ FL 100

VMO

VMO

30 Minutes

UT34 is unidirectional airway.

DECOMPRESSION BETWEEN EBEDI and PARUN PROCEDURE Option 1 : (Proceed) / (Return) to (DAM/OSDI) via (UT34) / (R784 KABAN UT37) SRT T333 LESRI UL573 KML W7 TAN G202 DAM. Option 2 : (Proceed) / (Return) to (AMM/OJAI) via (UT34) / (R784 KABAN UT37) SRT T333 LESRI UL573 KML W7 TAN A412 QAA. Option 3 : (Proceed) / (Return) to (ADA / LTAF) via (UT34) / (R784 KABAN UT37) SRT UG8 TAMER UW73 DYB UW716 GAZ UW74 ADA. FLIGHT PHASE

DES TO FL 180

CRZ FL 180

DES TO FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME (*)

7 Minutes

30 Minutes

Check the suitability of (LTCS) and (LTAJ) during the route.

REV 08P


CHAPTER

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42


DECOMPRESSION PASSING PARUN PROCEDURE Option 1 : Proceed to (DOH/OTBD) via R784 NOLDO UP975 MEMBO UN318 PATAN R659 DOH. Option 2 : Proceed to (KWI//OKBK) via R784 NOLDO UP975 SIDAD “STAR”. FLIGHT PHASE

DES TO FL 180

SPEED

MMO/VMO

TIME

CRZ FL 180

DES TO FL 140

VMO

VMO

7 Minutes

CRZ FL 140

CRZ FL 100

VMO

VMO

30 Minutes

REV 08P


CHAPTER

4

PAGE

43


4.1.25 Decompression Doha - Tehran (Route 1)

Procedure version

1


QTR7 / 02-Nov-2007

Critical Sector:

KATAG R659 UP574 LARAB


TPNR = 11 NM Before ISN

DECOMPRESSION BEFORE TPNR PROCEDURE Return to (DOH/OTBD) via UP574 SYZ R659 DOH. FLIGHT PHASE

DES TO FL 180

CRZ FL 180

DES TO FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

DECOMPRESSION PASSING TPNR PROCEDURE Proceed to (IKA/OIIE) via UP574 RABAM “STAR”. FLIGHT PHASE

DES TO FL 180

SPEED

MMO/VMO

TIME

CRZ FL 180

DES TO FL 140

VMO

VMO

7 Minutes

CRZ FL 140

CRZ FL 100

VMO

VMO

30 Minutes

REV 08P


CHAPTER

4

PAGE

44


4.1.26 Decompression Doha – Tehran (Route 2)

Procedure version

1


QTR7 / 02-Nov-2007

Critical Sector:

KATAG R659 SYZ T207 SAV


TPNR 5 = 61 NM Passing OBTUX

Remark

Via the temporary route T207

DECOMPRESSION BEFORE TPNR5 PROCEDURE Option 1: Return to (DOH/OTBD) via T207 SYZ R659 DOH. Option 2: Proceed / Return to (SYZ/OISS) via T207 SYZ. FLIGHT PHASE

DES TO FL 180

CRZ FL 180

DES TO FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

DECOMPRESSION PASSING TPNR 5 PROCEDURE Option 1: Proceed To (IKA/OIIE) via T207 SAV “STAR”. Option 2: Proceed / Return to (ISN/OIFM) via T207 DISEL T208 ISN or via T207 DCT ISN. FLIGHT PHASE

DES TO FL 180

SPEED

MMO/VMO

TIME

CRZ FL 180

DES TO FL 140

VMO

VMO

7 Minutes

CRZ FL 140

CRZ FL 100

VMO

VMO

30 Minutes

REV 08P


CHAPTER

4

PAGE

45


4.1.27 Decompression Doha – Tehran (Route 3)

Procedure version

1


QTR7 / 02-Nov-2007

Critical Sector:

KATAG R659 SYZ UP574 ISN T206 TRN


TPNR = 11 NM before ISN TPNR 2 = 51 NM Passing DAPOG

Remark


DECOMPRESSION BEFORE TPNR PROCEDURE Option 1: Return to (DOH/OTBD) via UP574 SYZ R659 DOH. Option 2: Proceed / Return to (SYZ/OISS) via R659 SYZ. FLIGHT PHASE

DES TO FL 180

CRZ FL 180

DES TO FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

DECOMPRESSION Between TPNR and TPNR 2 PROCEDURE Proceed to (ISN/OIFM) via UP574 ISN. FLIGHT PHASE

DES TO FL 180

CRZ FL 180

DES TO FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

DECOMPRESSION PASSING TPNR 2 PROCEDURE Proceed to (IKA/OIIE) via T206 BOXAM “STAR”. FLIGHT PHASE

DES TO FL 180

CRZ FL 180

DES TO FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

REV 08P


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46


4.1.28 Decompression Tehran - Doha (Route 1)

Procedure version

1


QTR8 / 02-Nov-2007

Critical Sector:

LARAB UP574 R659 KATAG


TPNR = 11 NM Passing ISN

DECOMPRESSION BEFORE TPNR PROCEDURE Return to (IKA/OIIE) via UP574 RABAM ”STAR”. FLIGHT PHASE

DES TO FL 180

CRZ FL 180

DES TO FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

DECOMPRESSION PASSING TPNR PROCEDURE Proceed to (DOH/OTBD) via UP574 SYZ R659 DOH. FLIGHT PHASE

DES TO FL 180

SPEED

MMO/VMO

TIME

CRZ FL 180

DES TO FL 140

VMO

VMO

7 Minutes

CRZ FL 140

CRZ FL 100

VMO

VMO

30 Minutes

REV 08P


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47


4.1.29 Decompression Tehran – Doha (Route 2)

Procedure version

1


QTR8 / 02-Nov-2007

Critical Sector:

SAV T207 SYZ KATAG


TPNR 5 = 61NM before OBTUX

Remark


DECOMPRESSION BEFORE TPNR 5 PROCEDURE Option 1: Return to (IKA/OIIE) via T207 SAV “STAR”. Option 2: Return to (ISN/OIFM) via T207 TPNR5 EGLUL DCT ISN FLIGHT PHASE

DES TO FL 180

CRZ FL 180

DES TO FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

DECOMPRESSION PASSING TPNR 5 PROCEDURE Option 1: Proceed to (DOH/OTBD) via T207 SYZ R659 DOH. Option 2: Return to (ISN/OIFM) via T207 TPNR5 DCT ISN. FLIGHT PHASE

DES TO FL 180

CRZ FL 180

DES TO FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

REV 08P


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48


4.1.30 Decompression Doha - Mashhad

Procedure version

1


QTR 7 / 02-Nov-2007

Critical Sector:

KATAG R659 SYZ G663 RAMIL


MPNR = 5 NM before NODLA

DECOMPRESSION BEFORE MPNR PROCEDURE Option 1: Proceed to (IFN/OIFM) via G663 NODLA G202 ISN. Option 2: Proceed / Return to (SYZ/OISS) via G663 SYZ. Option 3: Return to (DOH/OTBD) via G663 SYZ R659 DOH. FLIGHT PHASE

DES TO FL 180

CRZ FL 180

DES TO FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

DECOMPRESSION PASSING MPNR PROCEDURE Proceed to (MHD/OIMM) via G663 MSD. FLIGHT PHASE

DES TO FL 180

SPEED

MMO/VMO

TIME

CRZ FL 180

DES TO FL 140

VMO

VMO

7 Minutes

CRZ FL 140

CRZ FL 100

VMO

VMO

30 Minutes

REV 08P


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49


4.1.31 Decompression Mashhad - Doha

Procedure version

1


QTR 8 / 02-Nov-2007

Critical Sector:

RAMIL G663 SYZ R659 KATAG


MPNR = 5 NM Passing NODLA

DECOMPRESSION BEFORE MPNR PROCEDURE Return to (MHD/OIMM) via G663 MSD. FLIGHT PHASE

DES TO FL 180

CRZ FL 180

DES TO FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

DECOMPRESSION PASSING MPNR PROCEDURE Option 1: Proceed / Return to (IFN/OIFM) via G663 YZD R654 ISN. Option 2: Proceed / Return to (SYZ/OISS) via G663 SYZ. Option 3: Proceed to (DOH/OTBD) via G663 SYZ R659 DOH. FLIGHT PHASE

DES TO FL 180

SPEED

MMO/VMO

TIME

CRZ FL 180

DES TO FL 140

VMO

VMO

7 Minutes

CRZ FL 140

CRZ FL 100

VMO

VMO

30 Minutes

REV 08P


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50


4.1.32 Decompression Doha - North China via B215 (A330 and A340)

Procedure version

1


A330 : QTR 6 / 16 Feb 2007 A340 : QTR 14 / 16 Feb 2007

Critical Sector:

KAREM via G325, B215 to HMI


HPNR 1 =16 NM Before KAREM HPNR 2 = 28 NM Passing GT HPNR 3 = 98 NM Before URC HPNR 4 = 60 NM Passing NUKTI


DES TO FL250

CRZ FL 250

DES TO FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

16 Minutes

30 Minutes

DECOMPRESSION BETWEEN HPNR 1 and HPNR 2 PROCEDURE

Proceed / Return to (ISB/OPRN) via G325 HANGU J165 RN.

FLIGHT PHASE

DES TO FL 290

CRZ FL 290

DES TO FL 250

CRZ FL 250

DES TO FL 140

CRZ FL140

CRZ FL100

SPEED

MMO/VMO

VMO

MMO/ VMO

VMO

MMO/ VMO

VMO

VMO

TIME

4 Minutes

12 Minutes

30 Minutes

REV 08P


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51



Option 1: Proceed / Return to (KHG/ZWSH) via B215 SCH A364 KHG.. Option 2: Proceed /Return to (URC/ZWWW) via B215 using the following escape route: From KCA DCT MC (N41 38.9 E086 04.5) DCT FADJI (N42 00.0 E088 40.0) DCT TKSUN (N42 48.0 E088 40.0) DCT URC.

FLIGHT PHASE

DES TO FL 290

CRZ FL 290

DES TO FL 250

CRZ FL 250

DES TO FL 140

CRZ FL140

CRZ FL100

SPEED

MMO/VMO

VMO

MMO/ VMO

VMO

MMO/ VMO

VMO

VMO

TIME

5 Minutes

11 Minutes

30 Minutes

DECOMPRESSION BETWEEN HPNR 3 and HPNR 4 PROCEDURE Option 1: Proceed to (URC/ZWWW) via B215 URC. or Return to (URC/ZWWW) via B215 HMI DCT TKSUN (N42 48.0 E088 40.0) or Return to (URC/ZWWW) via GREN2 DCT LIGHT DCT FKG B215 URC. Option 2: Return to (KHG/ZWSH) via B215 URC DCT TKSUN (N42 48.0 E088 40.0) DCT FADJI (N42 00.0 E088 40.0) DCT MC (N41 38.9 E086 04.5) DCT KCA B215 SCH A364 KHG. or Return to (KHG/ZWSH) via GREN2 DCT LIGHT DCT FKG B215 URC DCT TKSUN (N42 48.0 E088 40.0) DCT FADJI (N42 00.0 E088 40.0) DCT MC (N41 38.9 E086 04.5) DCT KCA B215 SCH A364 KHG. FLIGHT PHASE

DES TO FL 250

CRZ FL 250

DES TO FL140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

16 Minutes

30 Minutes

REV 08P


CHAPTER

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52


DECOMPRESSION PASSING HPNR 4 PROCEDURE Option 1: Proceed to (PEK/ZBAA) via B215 YBL A596 KM DCT PEK. Option 2: Proceed to (HET/ZBHH) via B215 YBL A596 SZ W32 KJ. Option 3: Proceed to (ZGC/ZLLL) via B215 YBL B330 JTA DCT ZGC. Option 4: Proceed to (XIY/ZLXY) via B215 YBL B330 JTA G470 HO DCT OD. FLIGHT PHASE

DES TO FL 250

CRZ FL 250

DES TO FL140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

16 Minutes

30 Minutes

REV 08P


CHAPTER

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PAGE

53


4.1.33 Decompression Doha - North China via W112 (A330) Jeppesen Chart / Date: A330: QTR 15/16 April 2009


Applicable to Sector(s) PEK, KIX Critical Sector:

KALAT via G325 PURPA W112 to CHW


HPNR1 = 16 NM Before KAREM HPNR2 = 28 NM Passing GT HPNR5 = 55 NM Before HTN HPNR6 = 10 NM Before NOLEP HPNR7 = 100 NM Passing NOLEP HPNR8 = 43 NM Before AKTOB

DECOMPRESSION Before HPNR1 PROCEDURE Proceed / Return to (KHI/OPKC) via G325 PG G210 DOSTI M638 KC. FLIGHT PHASE

DES TO FL 250

SPEED

MMO

TIME

CRZ FL 250

DES TO FL 140

VMO

VMO

16 Minutes

CRZ FL 140

CRZ FL 100

VMO

VMO

30 Minutes

DECOMPRESSION BETWEEN HPNR 1 and HAPNR2 PROCEDURE Proceed / Return to (ISB/OPRN) via G325 HANGU J139 RN. FLIGHT PHASE

DES TO FL 290

SPEED

MMO

TIME

CRZ FL 290

DES TO FL 250

MMO

MMO

4 Min

CRZ FL 250 VMO 12 Min

DES to CRZ - CRZ FL 140 FL 140 FL 100 VMO

VMO

VMO

30 Min

REV 08Q


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DECOMPRESSION BETWEEN HPNR2 and HPNR5 Option 1 : Proceed to (KHG/ZWSH) via : – G325 PURPA B215 SCH A364 KHG, or – via W112 DCT QIPAN (3700.0N/07700.0E) DCT SCH A364 KHG, or PROCEDURE

– via W112 DCT TKLAM (3700.0N/07800.0E) DCT SCH A364 KHG, or – via W112 DCT HPNR5 DCT SCH A364 KHG. Option 2 (in case KHG not available) : Proceed to (URC/ZWWW) via above escape routes to SCH B215 KCA DCT MC DCT FADJI DCT TKSUN DCT URC.

FLIGHT PHASE

DES TO FL 290

CRZ FL 290

DES TO FL 250

SPEED

MMO

MMO

MMO

TIME

CRZ FL 250 VMO

4 Min


12 Min

VMO

VMO

30 Min

DECOMPRESSION BETWEEN HPNR5 and HPNR6 Option 1: Proceed / Return to (HTN/ZWTN) via W112 HTN. PROCEDURE Option 2: Proceed / Return to (KHG/ZWSH) via W112 HTN DCT SCH A364 KHG. FLIGHT PHASE

DES TO FL 250

SPEED

MMO

TIME

CRZ FL 250

DES TO FL 140

VMO

VMO

16 Minutes

CRZ FL 140

CRZ FL 100

VMO

VMO

30 Minutes

REV 08P


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55


DECOMPRESSION BETWEEN HPNR6 and HPNR7 Option 1: Proceed / Return to (URC/ZWWW) using the following escape route : W112 NOLEP DCT FADJI DCT TKSUN DCT URC. PROCEDURE Option 2 : Proceed / Return to (KHG/ZWSH) using the following escape route : W112 NOLEP L888 SADAN DCT SCH A364 KHG. FLIGHT PHASE

DES TO FL 250

SPEED

MMO

TIME

CRZ FL 250

DES TO FL 140

VMO

VMO

16 Minutes

CRZ FL 140

CRZ FL 100

VMO

VMO

30 Minutes

DECOMPRESSION BETWEEN HPNR7 and HPNR8 Option 1: Proceed / Return to (URC/ZWWW) using the following escape route : via W112 TUSLI DCT HMI DCT GREEN2 DCT LIGHT DCT FKG PROCEDURE B215 URC. Option 2 : Proceed / Return to (PEK/ZBAA) via W112 TUSLI DCT HMI B215 NUKTI W66 DKO A596 KM “STAR”. FLIGHT PHASE

DES TO FL 250

SPEED

MMO

TIME

CRZ FL 250

DES TO FL 140

VMO

VMO

16 Minutes

CRZ FL 140

CRZ FL 100

VMO

VMO

30 Minutes

DECOMPRESSION Passing HPNR8 Option 1 : Proceed to (PEK/ZBAA) via W112 CHW B215 YBL A596 KM DCT PEK. PROCEDURE

Option 2 : Proceed to (ZGC/ZLLL) via W112 CHW B215 YBL B330 JTA DCT ZGC. Option 3 : Proceed to (XIY/ZLXY) via W112 CHW B215 YBL B330 JTA G470 HO DCT OD.

FLIGHT PHASE

DES TO FL 250

SPEED

MMO

TIME

CRZ FL 250

DES TO FL 140

VMO

VMO

16 Minutes

CRZ FL 140

CRZ FL 100

VMO

VMO

30 Minutes

REV 08P


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56


4.1.34 Decompression Doha - North China via B215 (B777) Procedure version

2


-

Critical Sector:

KAREM G325 PURPA B215 HMI


HPNR1 = 16 NM before KAREM. BPNR1 = 22 NM Passing GT HPNR3 = 98 NM before URC HPNR4 = 60 NM passing NUKTI

DECOMPRESSION BEFORE HPNR1 PROCEDURE Proceed / Return to (KHI/OPKC) via G325 PG G210 DOSTI M638 KC. FLIGHT PHASE

DES TO FL 250

SPEED

MMO/VMO

TIME

CRZ FL 250

DES TO FL 140

VMO

VMO

16 Minutes

CRZ FL 140

CRZ FL 100

VMO

VMO

30 Minutes

DECOMPRESSION BETWEEN HPNR 1 and BPNR 1 PROCEDURE

Option1: Proceed / Return to (ISB/OPRN) via G325 HANGU J165 RN. Option2: Proceed / Return to (PEW/OPPS) via G325 PS.

FLIGHT PHASE

DES TO FL 290

CRZ FL 290

DES TO FL 250

CRZ FL 250

DES TO FL 140

CRZ FL140

CRZ FL100

SPEED

MMO/VMO

VMO

MMO/ VMO

VMO

MMO VMO

VMO

VMO

TIME

4 Minutes

12 Minutes

30 Minutes

DECOMPRESSION BETWEEN BPNR 1 and HPNR 3 PROCEDURE

Option 1: Proceed / Return to (KHG/ZWSH) via B215 SCH A364 KHG Option 2: Proceed / return to (URC/ZWWW) via B215 using the following escape route: From KCA DCT MC (N41 38.9 E086 04.5) DCT FADJI (N42 00.0 E088 40.0) DCT TKSUN (N42 48.0 E088 40.0) DCT URC.

FLIGHT PHASE

DES TO FL 290

CRZ FL 290

DES TO FL 250

CRZ FL 250

DES TO FL 140

CRZ FL140

CRZ FL100

SPEED

MMO/VMO

VMO

MMO/ VMO

VMO

MMO/ VMO

VMO

VMO

TIME

4 Minutes

12 Minutes

30 Minutes

REV 08P


CHAPTER

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57


DECOMPRESSION BETWEEN HPNR 3 and HPNR 4 PROCEDURE Option 1: Proceed to (URC/ZWWW) via B215 URC. or Return to (URC/ZWWW) via GREN2 DCT LIGHT DCT FKG B215 URC. Option 2: Return to (KHG/ZWSH) via B215 URC DCT TKSUN (N42 48.0 E088 40.0) DCT FADJI (N42 00.0 E088 40.0) DCT MC (N41 38.9 E086 04.5) DCT KCA B215 SCH A364 KHG. or Return to (KHG/ZWSH) via GREN2 DCT LIGHT DCT FKG B215 URC DCT TKSUN (N42 48.0 E088 40.0) DCT FADJI (N42 00.0 E088 40.0) DCT MC (N41 38.9 E086 04.5) DCT KCA B215 SCH A364 KHG. FLIGHT PHASE

DES TO FL 250

CRZ FL 250

DES TO FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

16 Minutes

30 Minutes

DECOMPRESSION PASSING HPNR 4 PROCEDURE Option 1: Proceed to (PEK/ZBAA) via B215 YBL A596 KM “STAR” Option 2: Proceed to (HET/ZBHH) via B215 YBL A596 SZ W32 KJ. Option 3: Proceed to (ZGC/ZLLL) vIa B215 YBL B330 JTA ”STAR”. Option 4: Proceed to (XIY/ZLXY) via B215 YBL B330 JTA G470 HO “STAR”. FLIGHT PHASE

DES TO FL 250

CRZ FL 250

DES TO FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

16 Minutes

30 Minutes

REV 08P


CHAPTER

4

PAGE

58


4.1.35 Decompression North China - Doha via B215 (A330 and A340) Procedure version

1


A330 : QTR 5 / 16 Feb 2007 A340 : QTR 13 / 16 Feb 2007

Critical Sector:

HMI via B215, G325 to KAREM


HPNR 4 = 60NM Before NUKTI HPNR 3 = 98 NM Passing URC HPNR 2 = 28 NM Before GT HPNR 1 = 16 NM Passing KAREM

DECOMPRESSION BEFORE HPNR 4 PROCEDURE Option 1: Return to (ZGC/ZLLL) via B215 YBL B330 JTA DCT ZGC. Option 2: Return to (PEK/ZBAA) via B215 YBL A596 KM DCT PEK. FLIGHT PHASE

DES TO FL 250

SPEED

MMO/VMO

TIME

CRZ FL 250

DES TO FL 140

VMO

VMO

16 Minutes

CRZ FL 140

CRZ FL 100

VMO

VMO

30 Minutes

DECOMPRESSION BETWEEN HPNR 4 and HPNR 3 PROCEDURE Option 1: Proceed to (URC/ZWWW) via B215 HMI DCT TKSUN (N42 48.0 E088 40.0) DCT URC. or Proceed to (URC/ZWWW) via GREN2 DCT LIGHT DCT FKG B215 URC. or Return to (URC/ZWWW) via B215 URC. Option 2: Proceed to (KHG/ZWSH) via B215 URC DCT TKSUN (N42 48.0 E088 40.0) DCT FADJI (N42 00.0 E088 40.0) DCT MC (N41 38.9 E086 04.5) DCT KCA B215 SCH A364 KHG. or Proceed to (KHG/ZWSH) via GREN2 DCT LIGHT DCT FKG B215 URC DCT TKSUN (N42 48.0 E088 40.0) DCT FADJI )N42 00.0 E088 40.0) DCT MC (N41 38.9 E086 04.5) DCT KCA B215 SCH A364 KHG. FLIGHT PHASE

DES TO FL 250

SPEED

MMO/VMO

TIME

CRZ FL 250

DES TO FL 140

VMO

VMO

16 Minutes

CRZ FL 140

CRZ FL 100

VMO

VMO

30 Minutes REV 08P


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59



Option 1: Proceed / Return to (KHG/ZWSH) via B215 SCH A364 KHG. Option 2: Proceed /Return to (URC/ZWWW) via B215 using the following escape route: From KCA DCT MC (N41 38.9 E086 04.5) DCT FADJI (N42 00.0 E088 40.0) DCT TKSUN (N42 48.0 E088 40.0) DCT URC.

FLIGHT PHASE

DES TO FL 290

CRZ FL 290

DES TO FL 250

CRZ FL 250

DES TO FL 140

CRZ FL140

CRZ FL100

SPEED

MMO/VMO

VMO

MMO/ VMO

VMO

MMO / VMO

VMO

VMO

TIME

5 Minutes

11 Minutes

30 Minutes


Proceed / Return to (ISB/OPRN) via G325 HANGU J165 RN.

FLIGHT PHASE

DES TO FL 290

CRZ FL 290

DES TO FL 250

CRZ FL 250

DES TO FL 140

CRZ FL140

CRZ FL100

SPEED

MMO/VMO

VMO

MMO/ VMO

VMO

MMO/ VMO

VMO

VMO

TIME

4 Minutes

12 Minutes

30 Minutes

DECOMPRESSION PASSING HPNR 1 PROCEDURE Proceed / Return to (KHI/OPKC) via G325 PG G210 DOSTI M638 KC. FLIGHT PHASE

DES TO FL 250

SPEED

MMO/VMO

TIME

CRZ FL 250

DES TO FL 140

VMO

VMO

16 Minutes

CRZ FL 140

CRZ FL 100

VMO

VMO

30 Minutes

REV 08P


CHAPTER

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60


4.1.36 Decompression North China - Doha via W112 (A330) Jeppesen Chart / Date: A330: QTR 15/16 April 2009


Applicable to Sector(s) PEK, KIX Critical Sector:

CHW via W112 PURPA G325 to KALAT


HPNR8 = 43 NM Passing AKTOB HPNR7 = 100 NM Before NOLEP HPNR6 = 10 NM Passing NOLEP HPNR5 = 55 NM Passing HTN HPNR2 = 28 NM Before GT HPNR1 = 16 NM Passing KAREM

DECOMPRESSION BEFORE HPNR8 Option 1 : Return to (PEK/ZBAA) via W112 CHW B215 YBL A596 KM DCT PEK. PROCEDURE

Option 2 : (Proceed) / (Return) to (ZGC/ZLLL) via (A596 YBL) / (W112 CHW B215 YBL) B330 JTA “STAR”. Option 3 : (Proceed) / (Return) to (XIY/ZLXY) via (A596 YBL) / (W112 CHW B215 YBL) B330 JTA G470 HO “STAR”.

FLIGHT PHASE

DES TO FL 250

SPEED

MMO

TIME

CRZ FL 250

DES TO FL 140

VMO

VMO

16 Minutes

CRZ FL 140

CRZ FL 100

VMO

VMO

30 Minutes

DECOMPRESSION BETWEEN HPNR8 and HPNR7 Option 1 : Proceed / Return to (URC/ZWWW) using the following escape route: W112 TUSLI DCT HMI DCT GREEN2 DCT LIGHT DCT FKG PROCEDURE B215 URC. Option 2 : Proceed / Return to (PEK/ZBAA) via W112 TUSLI DCT HMI B215 NUKTI W66 DKO A596 KM “STAR”. FLIGHT PHASE

DES TO FL 250

SPEED

MMO

TIME

CRZ FL 250

DES TO FL 140

VMO

VMO

16 Minutes

CRZ FL 140

CRZ FL 100

VMO

VMO

30 Minutes

REV 08Q


CHAPTER

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61


DECOMPRESSION BETWEEN HPNR7 and HPNR6 Option 1 : Proceed / Return to (URC/ZWWW) using the following escape route: W112 NOLEP DCT FADJI DCT TKSUN DCT URC. PROCEDURE Option 2: Proceed / Return to (KHG/ZWSH) using the following escape route : W112 NOLEP L888 SADAN DCT SCH A364 KHG. FLIGHT PHASE

DES TO FL 250

SPEED

MMO

TIME

CRZ FL 250

DES TO FL 140

VMO

VMO

16 Minutes

CRZ FL 140

CRZ FL 100

VMO

VMO

30 Minutes

DECOMPRESSION BETWEEN HPNR6 and HPNR5 Option 1 : Proceed / Return to (HTN/ZWTN) via W112 HTN. PROCEDURE Option 2 : Proceed / Return to (KHG/ZWSH) via W112 HTN DCT SCH A364 KHG. FLIGHT PHASE

DES TO FL 250

SPEED

MMO

TIME

CRZ FL 250

DES TO FL 140

VMO

VMO

16 Minutes

CRZ FL 140

CRZ FL 100

VMO

VMO

30 Minutes

DECOMPRESSION BETWEEN HPNR5 and HPNR2 Option 1 : Proceed to (KHG/ZWSH) via : – W112 DCT TKLAM(3700.0N/07800.0E) DCT SCH A364 KHG, or – W112 DCT QIPAN (3700.0N/07700.0E) DCT SCH A364 KHG, or – W112 DCT XINJN (3700.0N/07600.0E) DCT SCH A364 KHG, or PROCEDURE

– (Proceed) / (Return) via (W112)/(G325) PURPA B215 SCH A364 KHG. Option 2 (in case KHG not available) : Proceed to (URC/ZWWW) via above escape routes to SCH B215 KCA DCT MC DCT FADJI DCT TKSUN DCT URC.

FLIGHT PHASE

DES TO FL 290

SPEED

MMO

TIME

CRZ FL 290

DES TO FL 250

MMO

MMO

4 Min

CRZ FL 250 VMO 12 Min


VMO

VMO

30 Min

REV 08P


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62


DECOMPRESSION BETWEEN HPNR2 and HPNR1 Option 1 : Proceed / Return to (ISB/OPRN) via G325 HANGU J165 RN. PROCEDURE Option 2 : Proceed / Return to (PEW/OPPS) via G325 PS. FLIGHT PHASE

DES TO FL 290

CRZ FL 290

DES TO FL 250

SPEED

MMO

MMO

MMO

TIME

4 Min

CRZ FL 250 VMO


12 Min

VMO

VMO

30 Min

DECOMPRESSION PASSING HPNR1 Option 1 : Proceed to (DOH/OTBD) as per flight plan. PROCEDURE Option 2 : Proceed / Return to (KHI/OPKC) via G325 PG G210 DOSTI M638 KC. FLIGHT PHASE

DES TO FL 250

SPEED

MMO

TIME

CRZ FL 250

DES TO FL 140

VMO

VMO

16 Minutes

CRZ FL 140

CRZ FL 100

VMO

VMO

30 Minutes

REV 08P


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63


4.1.37 Decompression North China - Doha via B215 (B777) Procedure version

2


-

Critical Sector:

HMI B215 PURPA G325 KAREM


HPNR4 = 60 NM before NUKTI. HPNR3 = 98 NM Passing URC BPNR1 = 22 NM before GT HPNR1 = 16 NM passing KAREM

DECOMPRESSION BEFORE HPNR 4 PROCEDURE Option 1: Return to (PEK/ZBAA) via B215 YBL A596 KM “STAR”. Option 2: Return to (ZGC/ZLLL) via B215 YBL B330 JTA “STAR”. FLIGHT PHASE

DES TO FL 250

SPEED

MMO/VMO

TIME

CRZ FL 250

DES TO FL 140

VMO

VMO

16 Minutes

CRZ FL 140

CRZ FL 100

VMO

VMO

30 Minutes

DECOMPRESSION BETWEEN HPNR 4 and HPNR 3 PROCEDURE Option 1: Proceed to (URC/ZWWW) via B215 HMI DCT TKSUN (42 48.0 E088 40.0) DCT URC. or Proceed to (URC/ZWWW) via GREN2 DCT LIGHT DCT FKG B215 URC. or Return to (URC/ZWWW) via B215 URC. Option 2: Return to (KHG/ZWSH) via B215 URC DCT TKSUN (N42 48.0 E088 40.0) DCT FADJI (N42 00.0 E088 40.0) DCT MC (N41 38.9 E086 04.5) DCT KCA B215 SCH A364 KHG. or Return to (KHG/ZWSH) via GREN2 DCT LIGHT DCT FKG B215 URC DCT TKSUN (N42 48.0 E088 40.0) DCT FADJI )N42 00.0 E088 40.0) DCT MC (N41 38.9 E086 04.5) DCT KCA B215 SCH A364 KHG. FLIGHT PHASE

DES TO FL 250

CRZ FL 250

DES TO FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

16 Minutes

30 Minutes

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DECOMPRESSION BETWEEN HPNR 3 and BPNR 1 PROCEDURE

Option 1: Proceed / Return to (KHG/ZWSH) via B215 SCH A364 KHG Option 2: Proceed / return to (URC/ZWWW) via B215 using the following escape route: From KCA DCT MC (N41 38.9 E086 04.5) DCT FADJI (N42 00.0 E088 40.0) DCT TKSUN (N42 48.0 E088 40.0) DCT URC.

FLIGHT PHASE

DES TO FL 290

CRZ FL 290

DES TO FL 250

CRZ FL 250

DES TO FL 140

CRZ FL140

CRZ FL100

SPEED

MMO/VMO

VMO

MMO/ VMO

VMO

MMO/ VMO

VMO

VMO

TIME

4 Minutes

12 Minutes

30 Minutes

DECOMPRESSION BETWEEN BPNR 1 and HPNR 1 PROCEDURE

Option 1: Proceed / Return to (ISB/OPRN) via G325 HANGU J165 RN Option 2: Proceed / Return to (PEW/OPPS) via G325 PS.

FLIGHT PHASE

DES TO FL 290

CRZ FL 290

DES TO FL 250

CRZ FL 250

DES TO FL 140

CRZ FL140

CRZ FL100

SPEED

MMO/VMO

VMO

MMO/ VMO

VMO

MMO/ VMO

VMO

VMO

TIME

4 Minutes

12 Minutes

30 Minutes


DES TO FL 250

SPEED

MMO/VMO

TIME

CRZ FL 250

DES TO FL 140

VMO

VMO

16 Minutes

CRZ FL 140

CRZ FL 100

VMO

VMO

30 Minutes

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4.1.38 Decompression Greenland Procedure Version

1


Jeppesen Chart / Date: 22 May 2009 Critical Sector:

Greenland Crossing

Remarks:

Descent and Cruise at MMO/VMO Apply Cold Weather FL Correction: 4% ALT per -10º ISA Deviation For terrain critical area, refer to Jeppesen Greenland Crossing Chart.

DECOMPRESSION : SOUTH OF 70º NORTH • • PROCEDURE • •

Proceed / Return to the East or to the West descending to FL 140 When passing the terrain critical area of 12,500ft or when passing the coast line of Greenland descend to FL 100 Fly no closer than 60NM to the mountain at N68 52.0 / W029 54.0 Proceed to the nearest suitable airport.

DECOMPRESSION : NORTH OF 70º NORTH EAST OF 40º WEST • PROCEDURE • •

Proceed / Return to the East toward the east coast of Greenland descending to FL140 When passing the terrain critical area of 12,500ft or when passing the east coast of Greenland descend to FL 100 Proceed to the nearest suitable airport.

DECOMPRESSION : NORTH OF 70º NORTH WEST OF 40º WEST • PROCEDURE • •

Proceed / Return to the West toward the west coast of Greenland descending to FL140 When passing the terrain critical area of 12,500ft or when passing the west coast of Greenland descend to FL 100 Proceed to the nearest suitable airport.

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DRIFT DOWN PROCEDURES DRIFT DOWN PROCEDURE IN CASE OF ENGINE FAILURE

4.2

DRIFT DOWN PROCEDURE IN CASE OF ENGINE FAILURE

4.2.1 •

Introduction

Two Engine Aircraft : In case of Engine failure en-route, the drift down procedure listed below should be adhered to. The procedure is based on single engine operation; satisfying JAR-OPS 1.500 to ensure that: – A positive flight path gradient with at least 1,000 ft above all terrain and obstructions along the route within 5 NM on either side of the intended track. – The aircraft must be able to continue the flight from the cruising altitude to an airport, with a net flight path clearing vertically, by at least 2,000 ft, all terrain and obstructions along the route within 5 NM on either side of the intended track.

•

Four Engine Aircraft : In case of Engine failure en-route, the drift down procedure listed below should be adhered to. The procedure is based on one and two engine failure; satisfying JAR-OPS 1.505 to ensure that: – A positive flight path gradient with at least 1,500 ft above all terrain and obstructions along the route within 5 NM on either side of the intended track. – The aircraft must be able to continue the flight from the cruising altitude to an airport, with a net flight path clearing vertically, by at least 2,000 ft, all terrain and obstructions along the route within 5 NM on either side of the intended track. Note:

In the event of a two engine failure, to clear all the obstacles and to maintain a positive flight path gradient, it might become necessary to reduce the gross weight by utilizing the fuel jettison system to dump fuel. In this case the procedure is provided with sufficient guideline.

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4.2.1.1

Example of Procedure

Two Engine Aircarft :

•

A330 : ENGINE FAILURE PASSING HPNR 4 PROCEDURE

Proceed to (KHI/OPKC) via G325 PG P318S DOSTI M368 KC descending to reach Level off Drift Down Ceiling.

FLIGHT PHASE

IN-FLIGHT TURN BACK DESCEND TO DRIFT DOWN CEILING

SPEED

Green Dot

THRUST

CRZ LRC GROSS CEILING

DESCEND TO LAND IN DESTINATION

LRC 0.82M / 300 kts / 250 kts (3.06.30 pages 4-11)

MCT

MCT

IDLE

If the engine fails passing the above point, descend and level off at drift down ceiling at Green Dot speed with thrust at MCT, then descend to landing destination at speed of 0.82M / 300 kts / 250 kts with IDLE thrust. Four Engine Aircraft :

•


Descend to Level off Drift Down Ceiling, and : Option 1: Proceed to (URC/ZWWW) via B215. Option 2: Proceed / Return to (KHG/ZWSH) via B215 SCH A364 KHG

FUEL JETTISON

One Engine Failure Jettison fuel to reach gross weight 328 500 kg. Two Engine Failure Jettison fuel to reach gross weight 295 000 kg.

SPEED

FLIGHT PHASE

ONE ENG OUT TWO ENG OUT

THRUST


Green Dot

MCT



LRC 0.82M / 300 kts / 250 kts (3.06.30 pages 4-11) LRC (3.07.40 pages 1-4)

300 kts / 250 kts

MCT

IDLE

If one or two engines fail(s) passing the above point, descend and level off at drift down ceiling at Green Dot speed with thrust at MCT, then descend to landing destination at speed of 0.82M / 300 kts / 250 kts with IDLE thrust. If the second engine fails and the gross weight is above 295 000 kg it is mandatory to jettison fuel.

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4.2.2 4.2.2.1

Engine Failure Applicable Aircraft

The drift down procedures in case of engine failure is only applicable for A330, A340 and B777 aircraft. 4.2.2.2

Applicable Routes

The following routes are applicable in case of engine failure. •

Doha to North China via Pakistan : from GT G325 PURPA B215 to HMI.

•

North China to Doha via Pakistan : from HMI B215 PURPA G325 to GT.

•

Doha to North China via Russia : from KAMUD A468 B215 to HMI.

•

North China to Doha via Russia : from HMI B215 A468 to KAMUD.

4.2.2.3

Assumptions for Engine Out Drift Down Procedures

The following assumptions apply: –

All obstacles located within 5 NM of either side of the route centerline have been considered, based on a survey by Jeppesen using 10 NM corridor;

–

Flight after engine failure must be performed at Green Dot Speed for Airbus aircraft and Optimum Drift Down Speed for Boeing aircraft.

–

Temperature is ISA and no wind;

–

In case of in-flight turn back, 2.5 minutes are lost for the turn;

–

Air Conditioning ON;

–

Anti-ice OFF.

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4.2.3

A330 : Engine out Drift Down Procedure Doha - North China via B215

Procedure version

1


QTR 6 / 16 Feb 2007

Critical Sector:

GT G325 PURPA B215 HMI to CHW


HPNR 2 = 28 NM Passing GT HPNR 4 = 60 NM Passing NUKTI

A330 : ENGINE FAILURE BEFORE HPNR 2 PROCEDURE

Descend to Level off Drift Down Ceiling, and Option 1 : Proceed / Return to (PEW/OPPS) via G325 PS. Option 2 : Proceed / Return to (ISB/OPRN) via G325 HANGU J165 RN. Option 3 : Proceed / Return to (ISB/OPRN) via G325 ZB J160 TASUL KALGA RN. Option 4 : Proceed / Return to (KHI/OPKC) via G325 PG G210 DOSTI M638 KC.

FLIGHT PHASE

SPEED THRUST




Green Dot

LRC (3.06.30 pages 4-11)

0.82M / 300 kts / 250 kts

MCT

MCT

IDLE

A330 : ENGINE FAILURE BETWEEN HPNR 2 and HPNR 4 PROCEDURE

Descend to Level off Drift Down ceiling, and Option 1: Proceed / Return to (URC/ZWWW) via B215 URC. Option 2: Proceed / Return to (KHG/ZWSH) via B215 SCH A364 KHG.

FLIGHT PHASE

SPEED THRUST




Green Dot

LRC (3.06.30 pages 4-11)

0.82M / 300 kts / 250 kts

MCT

MCT

IDLE REV 08R


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Descend to Level off Drift Down Ceiling, and: Option1: Proceed to (ZGC/ZLLL) via B215 YBL B330 JTA DCT ZGC. Option2: Proceed to (PEK/ZBAA) via A596 KM DCT PEK.

FLIGHT PHASE

SPEED THRUST




Green Dot

LRC (3.06.30 pages 4-11)

0.82M / 300 kts / 250 kts

MCT

MCT

IDLE

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4.2.4

A330 : Engine Out Drift Down Procedure Doha - North China via W112

Procedure version

0


-

Critical Sector:

KALAT via G325 PURPA W112 to CHW


HPNR2 = 28 NM Passing GT HPNR9 = 16 NM Before AKTOB

A330 : ENGINE FAILURE BEFORE HPNR2 Descend to Level off Drift Down ceiling, and Option 1 : Proceed / Return to (PEW/OPPS) via G325 PS. PROCEDURE Option 2 : Proceed / Return to (ISB/OPRN) via G325 HANGU J139 RN. Option 3 : Proceed / Return to (KHI/OPKC) via G325 PG G210 DOSTI M638 KC. FLIGHT PHASE




SPEED

Green Dot

LRC (3.06.30 pages 4-11)

0.82M/300kts/250kts

Thrust

MCT

MCT

IDLE

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A330 : ENGINE FAILURE BETWEEN HPNR2 and HPNR9 Descend to Level off Drift Down ceiling, and Option 1: Proceed to (KHG/ZWSH) via G325 PURPA B215 SCH A364 KHG. PROCEDURE

Option 2 : Proceed / Return to (KHG/ZWSH) via W112 HTN DCT SCH A364 KHG. Option 3 : Proceed / Return to (URC/ZWWW) via W112 NOLEP DCT FADJI DCT TKSUN DCT URC. Option 4 : Proceed / Return to (PEK/ZWAA) via W112 TUSLI DCT HMI B215 NUKTI W66 DKO A596 KM “STAR”.

FLIGHT PHASE


SPEED

Green Dot

LRC (3.06.30 pages 4-11)

0.82M/300kts/250kts

Thrust

MCT

MCT

IDLE

CRZ DESCEND TO LAND LRC GROSS CEILING IN DESTINATION

A330 : ENGINE FAILURE PASSING HPNR9 Descend to Level off Drift Down ceiling, and Option 1 : Proceed to (ZGC/ZLLL) via W112 CHW B215 YBL B330 JTA “STAR”. PROCEDURE Option 2 : Proceed to (XIY/ZLXY) via W112 CHW B215 YBL B330 JTA G470 HO “STAR. Option 3 : Proceed to (PEK/ZBAA) via W112 CHW B215 YBL A596 KM “STAR”. FLIGHT PHASE




SPEED

Green Dot

LRC (3.06.30 pages 4-11)

0.82M/300kts/250kts

Thrust

MCT

MCT

IDLE

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4.2.5

A330 : Engine out Drift Down Procedure North China - Doha via B215

Procedure version

1


QTR 5 / 16 Feb 2007

Critical Sector:

HMI B215 PURPA G325 to GT.


HPNR 4 = 60 NM Before NUKTI HPNR 2 = 28 NM Before GT

A330 : ENGINE FAILURE BEFORE HPNR 4 PROCEDURE

Descend to Level off Drift Down Ceiling, and: Option1: Proceed / Return to (ZGC/ZLLL) via B215 YBL B330 JTA DCT ZGC. Option2: Return to (PEK/ZBAA) via A596 KM DCT PEK.

FLIGHT PHASE

SPEED THRUST




Green Dot

LRC (3.06.30 pages 4-11)

0.82M / 300 kts / 250 kts

MCT

MCT

IDLE

A330 : ENGINE FAILURE BETWEEN HPNR 4 and HPNR 2 PROCEDURE

Descend to Level off Drift Down ceiling, and Option 1: Proceed / Return to (URC/ZWWW) via B215 URC. Option 2: Proceed / Return to (KHG/ZWSH) via B215 SCH A364 KHG.

FLIGHT PHASE

SPEED THRUST




Green Dot

LRC (3.06.30 pages 4-11)

0.82M / 300 kts / 250 kts

MCT

MCT

IDLE

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Descend to Level off Drift Down Ceiling, and Option 1 : Proceed / Return to (PEW/OPPS) via G325 PS. Option 2 : Proceed / Return to (ISB/OPRN) via G325 HANGU J165 RN. Option 3 : Proceed / Return to (ISB/OPRN) via G325 ZB J160 TASUL KALGA RN. Option 4 : Proceed / Return to (KHI/OPKC) via G325 PG G210 DOSTI M638 KC.

FLIGHT PHASE

SPEED THRUST




Green Dot

LRC (3.06.30 pages 4-11)

0.82M / 300 kts / 250 kts

MCT

MCT

IDLE

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4.2.6

A330 : Engine Out Drift Down Procedure North China - Doha via W112

Procedure version

0


-

Critical Sector:

CHW via W112 PURPA G325 KALAT


HPNR9 = 16 NM Passing AKTOB HPNR2 = 28 NM Before GT

A330 : ENGINE FAILURE BEFORE HPNR9 Descend to Level off Drift Down ceiling, and

PROCEDURE

Option 1 : Proceed / Return to (ZGC/ZLLL) via B215 YBL B330 JTA “STAR”. Option 2 : Proceed / Return to (URC/ZWWW) via CHW B215 HMI DCT GREEN2 DCT LIGHT DCT FKG B215 URC. Option 3 : Return to (PEK/ZBAA) via A596 KM “STAR”.

FLIGHT PHASE




SPEED

Green Dot

0000 LRC (3.06.30 pages 4-11)

0.82M/300kts/250kts

Thrust

MCT

MCT

IDLE

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A330 : ENGINE FAILURE BETWEEN HPNR9 and HPNR2 Descend to Level off Drift Down ceiling, and Option 1 : Return to (KHG/ZWSH) via G325 PURPA B215 SCH A364 KHG. PROCEDURE

Option 2 : Proceed / Return to (KHG/ZWSH) via W112 HTN DCT SCH A364 KHG. Option 3 : Proceed / Return to (URC/ZWWW) via W112 NOLEP DCT FADJI DCT TKSUN DCT URC. Option 4 : Proceed / Return to (PEK/ZWAA) via W112 TUSLI DCT HMI B215 NUKTI W66 DKO A596 KM “STAR”.

FLIGHT PHASE




SPEED

Green Dot

LRC (3.06.30 pages 4-11)

0.82M/300kts/250kts

Thrust

MCT

MCT

IDLE

A330 : ENGINE FAILURE Passing HPNR2 Descend to Level off Drift Down ceiling, and PROCEDURE

Option 1 : Proceed / Return to (PEW/OPPS) via G325 PS. Option 2 : Proceed / Return to (ISB/OPRN) via G325 HANGU J165 RN. Option 3 : Return to (KHI/OPKC) via G325 PG G210 DOSTI M638 KC.

FLIGHT PHASE




SPEED

Green Dot

LRC (3.06.30 pages 4-11)

0.82M/300kts/250kts

Thrust

MCT

MCT

IDLE

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4.2.7

A340-600 : Engine out Drift Down Procedure Doha - North China via B215

Procedure version

1


QTR 14 / 16 Feb 2007

Critical Sector:

KAREM G325 GT PURPA B215 B215 to HMI


HPNR 2 = 28 NM Passing GT HPNR 4 = 60 NM Passing NUKTI

A340-600 : ENGINE FAILURE BEFORE HPNR 2 PROCEDURE

Descend to Level off Drift Down Ceiling, and: Option 1: Proceed / Return to (KHI/OPKC) via G325 PG P318S DOSTI M638 KC. Option 2: Proceed / Return to (ISB/OPRN) via G325 ZB J160 TASUL KALGA RN. Option 3: Proceed / Return to (ISB/OPRN) via G325 HANGU J165 RN.

FUEL JETTISON

One Engine failure Jettison fuel to reach gross weight 316 500 kg. Two Engine failure Jettison fuel to reach gross weight 316 500 kg.

SPEED

FLIGHT PHASE





ONE ENG OUT Green Dot TWO ENG OUT

THRUST

MCT

LRC (3.07.40 pages 1-4)

300 kts / 250 kts

MCT

IDLE

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A340-600 : ENGINE FAILURE BETWEEN HPNR 2 and HPNR 4 PROCEDURE

Descend to Level off Drift Down Ceiling, and: Option 1: Proceed to (URC/ZWWW) via B215 URC. Option 2 : Proceed / Return to (KHG/ZWSH) via B215 SCH A364 KHG.

FUEL JETTISON

One Engine failure Jettison fuel to reach gross weight 316500 kg. Two Engine failure Jettison fuel to reach gross weight 297 000 kg.

SPEED

FLIGHT PHASE


THRUST


Green Dot




300 kts / 250 kts

MCT

IDLE

MCT

A340-600 : ENGINE FAILURE PASSING HPNR 4 PROCEDURE

Descend to Level off Drift Down Ceiling, and: Option 1: Proceed to (ZGC/ZLLL) via B215 YBL B330 JTA DCT ZGC. Option 2: Proceed to (PEK/ZBAA) via A596 KM DCT PEK. Option 3: Proceed to to (TYN/ZBYN) via B215 YBL YNC DARAN APOGI TYN. Option 4: Proceed to (XIY/ZLXY) via B215 YBL B330 JTA G470 HO DCT SIA. One / Two Engine failure no fuel Jettison required.

FLIGHT PHASE


SPEED

FUEL JETTISON


THRUST

Green Dot

MCT




300 kts / 250 kts

MCT

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4.2.8

A340-600 : Engine out Drift Down Procedure North China - Doha via B215

Procedure version

1


QTR 13 / 16 Feb 2007

Critical Sector:

HMI B215 PURPA G325 to KAREM


HPNR 4 = 60 NM Before NUKTI HPNR 2 = 28 NM Before GT HPNR 1 = 16 NM Passing KAREM

A340-600 : ENGINE FAILURE BEFORE HPNR 4 PROCEDURE

Descend to Level off Drift Down Ceiling, and: Option 1: Proceed / Return to (ZGC/ZLLL) via B215 YBL B330 JTA DCT ZGC. Option 2: Return to (PEK/ZBAA) via A596 KM DCT PEK. Option 3: Proceed / Return to (TYN/ZBYN) via B215 YBL YNC DARAN APOGO TYN. Option 4: Proceed to (XIY/ZLXY) via B215 YBL B330 JTA G470 HO DCT SIA.

FUEL JETTISON

One Engine failure Jettison not required. Two Engine failure Jettison fuel to reach gross weight 328000 kg.

SPEED

FLIGHT PHASE






THRUST

MCT

LRC (3.07.40 pages 1-4)

300 kts / 250 kts

MCT

IDLE

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Descend to Level off Drift Down Ceiling, and: Option 1: Proceed to (URC/ZWWW) via B215. Option 2: Proceed / Return to (KHG/ZWSH) via B215 SCH A364 KHG.

FUEL JETTISON


SPEED

FLIGHT PHASE






THRUST

MCT

LRC (3.07.40 pages 1-4)

300 kts / 250 kts

MCT

IDLE


Descend to Level off Drift Down Ceiling, and: Option 1: Proceed / Return to (ISB/OPRN) via G325 ZB J160 TASUL KALGA RN. Option 2: Proceed / Return to (ISB/OPRN) via G325 HANGU J165 RN.

FUEL JETTISON


SPEED

FLIGHT PHASE






THRUST

MCT

LRC (3.07.40 pages 1-4)

300 kts / 250 kts

MCT

IDLE

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A340-600 : ENGINE FAILURE PASSING HPNR 1 PROCEDURE

Descend to Level off Drift Down Ceiling, and Proceed to (KHI/OPKC) via G325 PG G210 DOSTI M638 KC. One / Two Engine failure no fuel Jettison required.

FLIGHT PHASE


SPEED

FUEL JETTISON





THRUST

MCT

LRC (3.07.40 pages 1-4)

300 kts / 250 kts

MCT

IDLE

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4.2.9

B777 : Engine Out Drift Down Procedure Doha - North China via B215

Procedure version

2


-

Critical Sector:

PS G325 PURPA B215 SCH


BPNR1 = 22 NM Passing GT

Important Remark:

1) Due to high terrain elevation between PS and SCH and the drift down capability of B773 aircraft, the maximum take off weight (MTOW) permitted has been limited to 310 tonnes. 2) The fuel Jettisoning is not required for B777-200.

B777: ENGINE FAILURE BEFORE BPNR 1 PROCEDURE Descend to level off Drift Down ceiling, and Option 1: Proceed / Return to (PEW/OPPS) via G325 PS Option 2: Proceed / Return to (ISB/OPRN) via G325 HANGU J165 RN Option 3: Proceed / Return to (KHI/OPKC) via G325 PG G210 DOSTI M638 KC. FUEL JETTISON

Jettison fuel during drift down to reach gross weight of 270 tonnes.

FLIGHT PHASE




SPEED

Optimum Drift Down QRH PI.12.5

LRC

0.84M/310kts/250kts

MCT

MCT

IDLE

TIME

B777: ENGINE FAILURE PASSING BPNR 1 PROCEDURE Descend to level off Drift Down ceiling, and Option 1: Proceed to (URC/ZWWW) via B215 URC Option 2: Proceed / Return to (KHG/ZWSH) via B215 SCH A364 KHG FUEL JETTISON


FLIGHT PHASE




SPEED


LRC

0.84M/310kts/250kts

MCT

MCT

IDLE

TIME

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4.2.10 B777 : Engine Out Procedure North China - Doha via B215 Procedure version

2

Jeppesen Chart / Date

-

Critical Sector

SCH B215 PURPA G325 PS


BPNR2 = 42NM before GT

Remark

The fuel Jettisoning is not required for B777-200

B777 : ENGINE FAILURE BEFORE BPNR 2 PROCEDURE Descend to level off Drift Down ceiling, and Option 1: Return to (URC/ZWWW) via B215 URC Option 2: Proceed / Return to (KHG/ZWSH) via B215 SCH A364 KHG FUEL JETTISON


FLIGHT PHASE




SPEED


LRC

0.84M/310kts/250kts

MCT

MCT

IDLE

TIME

B777: ENGINE FAILURE PASSING BPNR 2 PROCEDURE Descend to level off Drift Down ceiling, and Option 1: Proceed / Return to (PEW/OPPS) via G325 PS Option 2: Proceed / Return to (ISB/OPRN) via G325 HANGU J165 RN Option 3: Proceed / Return to (KHI/OPKC) via G325 PG G210 DOSTI M638 KC FUEL JETTISON


FLIGHT PHASE




SPEED


LRC

0.84M/310kts/250kts

MCT

MCT

IDLE

TIME

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CHAPTER 5 - ADEQUATE AIRPORTS

5.1

5.2

ADEQUATE AIRPORTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 5.1.1

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

5.1.2

Example . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

5.1.3

List of Countries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

5.1.4

List of FIR’s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

5.1.5

List of Adequate Airports. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

ETOPS APPROVED ENROUTE AIRPORTS . . . . . . . . . . . . . . . . . . . . . 124 5.2.1

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124

5.2.2

Example . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125

5.2.3

Area of Operations : Arabian Sea / Indian Ocean. . . . . . . . . . . . . . . . . . . . 126

5.2.4

Area of Operations : Bay of Bengal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129

5.2.5

Area of Operations : Central Asia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132

5.2.6

Area of Operations : East Africa . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134

5.2.7

Area of Operations : Japan / North China. . . . . . . . . . . . . . . . . . . . . . . . . . 135

5.2.8

Area of Operations : North Atlantic / North America . . . . . . . . . . . . . . . . . . 137

5.2.9

Area of Operations : West Africa . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143

REV 08R


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2



L E F T

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CHAPTER

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PAGE

3

AIRPORTS ADEQUATE AIRPORTS

5.1

ADEQUATE AIRPORTS

5.1.1

Introduction

This section is intended to assist pilots in the selection of an airport for a safe landing when circumstances necessitate a change from the planned route, destination, destination alternate or en-route alternate. The adequate airports listed in paragraph are not to be confused with ETOPS adequate airports, which require more conditions to be met, listed separately in 5.2 All listed airports have been chosen using the assumption in paragraph 5.1.1.1 For wide-body and long range aircrafts the Jeppesen plates for the listed airports shall be placed on board. However for the single aisle aircraft only relevant Jeppesen plates pertaining to the routes operated by that fleet shall be placed on-board. Note :

For the Bombardier-Challenger fleet, all adequate airports listed in this chapter are considered adequate without limitation.

There is nothing to prevent pilots from considering airports that are not listed for diversion. However, it is the responsibility of the Commander to ensure that the aircraft performance requirements are met and the deviation from the prescribed criteria is justified under the circumstances. 5.1.1.1

Assumptions

The assumptions used in the construction of the list of adequate airports are as follows : –

Jet fuel availability.

–

Runway width of 45m or better.

–

LDA of 2100m or better.

–

Airport operations available H24 (unless otherwise noted). Approved permission for operations outside published airport operating hours, where granted, is stated for individual airports.

–

Fire category of 4 or better.

–

No category C airport (other than a destination i.e. Kathmandu)

–

A turning loop or exit at the end of the runway is available unless the runway width is 60m or better.

–

All circling approaches are under PANS OPS criteria.

–

Max Pavement Weight for aircraft type is displayed for information and is not limiting in case of an emergency. Should the displayed Pavement Limiting Weight result in takeoff/ landing at a weight higher than declared in the Airport Directory, then Qatar Airways has been granted approval to operate at higher weights by the concerned authority.

–

In an airport with more than one (1) runway, the runway that does not meet the above criteria will then be omitted.

–

Airports denoted with ** are for emergency use only. REV 08Q


CHAPTER

5

PAGE

4


5.1.2

Example

(1)

: The tables are organized by country in alphabetical order, with its associated the FIR’s.

(2)

: List of airports with the following details : –

ICAO Code : 4 letter ICAO code of airport.

–

RFF : Available fire category at the airport for the aircraft.

–

Location (Airport Name) : Location, however, if more than one airport exist in a location then the name of the airport is mentioned next to it.

(3)

: Type of airport (ENRT = Enroute alternate, DEST = Destination, DALT = Destination alternate).

(4)

: Best Instrument Approach Procedures (IAP) serving that runway, NON means no IAP available.

(5)

: Displays only those runways that meet the criteria for at least one aeroplane type.

(6)

: Lowest Landing Distance Available (LDA) of both runway ends (direction).

(7)

: Represents the weight of the airplane in tons for the runway. MAX means maximum structural take-off weight, NOT / N means not allowed due “PCN” and/or insufficient movement areas. XXX means structural take-off weight not yet defined.

Note:

The table in paragraph 5.1.3 is organised in the alphabetical order of Countries and in 5.1.4 is organised in the alphabetical order of FIR codes.

REV 08P


CHAPTER

5

PAGE

5


5.1.3

List of Countries

COUNTRY

LIST OF FIR’S

PAGE NO.

ALGERIA

DA

17

ARMENIA

UD

18

AUSTRIA

LO

19

AZERBAIJAN

UB

19

AZORES

LP

20

BAHRAIN

OB

20

BANGLADESH

VG

21

BELARUS

UM

21

BELGIUM

EB

22

BENIN

DB

22

BRUNEI

WB

22

BULGARIA

LB

23

BURKINA FASO

DF

23

CAMEROON

FK

24

CANADA

CZ

25

CHAD

FT

29

CHINA

ZB - ZG -ZH - ZL - ZP - ZS - ZU - ZW - ZY

29

COMOROS

FM

33

CROATIA

LD

34

CYPRUS

LC

34

CZECH

LK

34

DENMARK

EK

35

DJIBOUTI

HD

35

EGYPT

HE

35

REV 08P


CHAPTER

5

PAGE

6


COUNTRY

LIST OF FIR’S

PAGE NO.

EQUATORIAL GUINEA

FG

38

ESTONIA

EE

38

ETHOPIA

HA

39

FINLAND

EF

39

FRANCE

LF

40

GEORGIA

UG

43

GERMANY

ED

43

GHANA

DG

46

GREECE

LG

46

GREENLAND

BG

48

HONG KONG

VH

48

HUNGARY

LH

49

ICELAND

BI

49

VA - VE - VI - VO

50

WA - WI - WR

53

IRAN

OI

55

IRELAND

EI

57

ITALY

LI

58

IVORY COAST

DI

60

JAPAN

RJ

60

JORDAN

OJ

62

KAZAKHSTAN

UA

63

KENYA

HK

63

KUWAIT

OK

64

KYRGYSTAN

UA

64

INDIA INDONESIA

REV 08P


CHAPTER

5

PAGE

7


COUNTRY

LIST OF FIR’S

PAGE NO.

LAOS

VL

64

LATVIA

EV

64

LEBANON

OL

65

LIBYA

HL

65

LITHUANIA

EY

66

LUXEMBOURG

EL

66

MACAO

VM

66

MACEDONIA

LW

66

MADAGASCAR

FM

67

MALAWI

FW

67

MALAYSIA

WB - WM

67

MALDIVES

VR

69

MALI

GA

69

MALTA

LM

69

MAURITIUS

FI

70

MOROCCO

GM

70

MOZAMBIQUE

FQ

71

MYANMAR

VY

72

NAMIBIA

FY

72

NEPAL

VN

72

NETHERLANDS

EH

73

NIGER

DR

73

NIGERIA

DN

73

NORWAY

EN

75

OMAN

OO

76

REV 08P


CHAPTER

5

PAGE

8


COUNTRY

LIST OF FIR’S

PAGE NO.

PAKISTAN

OP

76

PHILIPPINES

RP

78

POLAND

EP

80

PORTUGAL

LP

80

QATAR

OT

81

REUNION

FM

81

ROMANIA

LR

82

UL - UR - UU - UW

82

SAUDIA ARABIA

OE

84

SERBIA - MONTENEGRO

LY

86

SEYCHELLES

FS

87

SINGAPORE

WS

87

SLOVAKIA

LZ

88

SLOVENIA

LJ

88

SOUTH AFRICA

FA

88

SOUTH KOREA

RK

89

SPAIN

LE

90

SRI LANKA

VC

94

SUDAN

HS

94

SWEDEN

ES

95

SWITZERLAND

LS

96

SYRIA

OS

97

TAIWAN

RC

97

TANZANIA

HT

98

THAILAND

VT

98

RUSSIA

REV 08P


CHAPTER

5

PAGE

9


COUNTRY

LIST OF FIR’S

PAGE NO.

TOGO

DX

100

TUNISIA

DT

100

TURKEY

LT

101

TURKMENISTAN

UT

103

UGANDA

HU

104

UKRAINE

UK

104


OM

104

UNITED KINGDOM

EG

105

UNITED STATES

KZ

108

UZBEKISTAN

UT

121

VIETNAM

VV

122

YEMEN

OY

122

ZAMBIA

FL

123

ZIMBABWE

FV

123

REV 08P


CHAPTER PAGE

5 10



L E F T

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REV 08P


CHAPTER

5

PAGE

11


5.1.4

List of FIR’s

LIST OF FIR’S

COUNTRY

PAGE NO.

BG

GREENLAND

48

BI

ICELAND

49

CZ

CANADA

25

DA

ALGERIA

17

DB

BENIN

22

DG

GHANA

46

DI

IVORY COAST

60

DF

BURKINA FASO

23

DN

NIGERIA

73

DR

NIGER

73

DT

TUNISIA

100

DX

TOGO

100

EB

BELGIUM

22

ED

GERMANY

43

EE

ESTONIA

38

EF

FINLAND

39

EG

UNITED KINGDOM

105

EH

NETHERLANDS

73

EI

IRELAND

57

EK

DENMARK

35

EL

LUXEMBOURGH

66

EN

NORWAY

75

EP

POLAND

79

ES

SWEDEN

95

REV 08P


CHAPTER

5

PAGE

12


LIST OF FIR’S

COUNTRY

PAGE NO.

EV

LATVIA

64

EY

LITHUANIA

66

FA

SOUTH AFRICA

88

FG

EQUATORIAL GUINEA

38

FK

CAMEROON

24

FI

MAURITIUS

70

FL

ZAMBIA

123

FM

COMOROS

33

FM

MADAGASCAR

67

FM

REUNION

81

FQ

MOZAMBIQUE

71

FS

SEYCHELLES

87

FT

CHAD

29

FV

ZIMBABWE

123

FW

MALAWI

67

FY

NAMIBIA

72

GA

MALI

69

GM

MOROCCO

70

HA

ETHOPIA

39

HD

DJIBOUTI

35

HE

EGYPT

35

HK

KENYA

63

HL

LIBYA

65

HS

SUDAN

94

HT

TANZANIA

98

REV 08P


CHAPTER

5

PAGE

13


LIST OF FIR’S

COUNTRY

PAGE NO.

HU

UGANDA

104

KZ

UNITED STATES

108

LB

BULGARIA

23

LC

CYPRUS

34

LD

CROATIA

34

LE

SPAIN

90

LF

FRANCE

40

LG

GREECE

46

LH

HUNGARY

49

LI

ITALY

58

LJ

SLOVENIA

88

LK

CZECH

34

LM

MALTA

69

LO

AUSTRIA

19

LP

AZORES

20

LP

PORTUGAL

80

LR

ROMANIA

82

LS

SWITZERLAND

96

LT

TURKEY

101

LW

MACEDONIA

66

LY

SERBIA - MONTENEGRO

86

LZ

SLOVAKIA

88

OB

BAHRAIN

20

OE

SAUDIA ARABIA

84

OI

IRAN

55

REV 08P


CHAPTER

5

PAGE

14


LIST OF FIR’S

COUNTRY

PAGE NO.

OJ

JORDAN

62

OK

KUWAIT

64

OL

LEBANON

65

OM


104

OO

OMAN

76

OP

PAKISTAN

76

OS

SYRIA

97

OT

QATAR

81

OY

YEMEN

122

RC

TAIWAN

97

RJ

JAPAN

60

RK

SOUTH KOREA

89

RP

PHILIPPINES

78

UA

KAZAKHSTAN

63

UB

AZERBAIJAN

19

UD

ARMENIA

18

UG

GEORGIA

43

UK

UKRAINE

104

UL - UR - UU - UW

RUSSIA

82

UM

BELARUS

21

UT

TURKMENISTAN

103

UT

UZBEKISTAN

121

VA - VE - VI - VO

INDIA

50

VC

SRI LANKA

94

VG

BANGLADESH

21

REV 08P


CHAPTER

5

PAGE

15


LIST OF FIR’S

COUNTRY

PAGE NO.

VH

HONG KONG

48

VL

LAOS

64

VM

MACAO

66

VN

NEPAL

72

VR

MALDIVES

69

VT

THAILAND

98

VV

VIETNAM

122

VY

MYANMAR

72

WA - WI - WR

INDONESIA

53

WB

BRUNEI

22

WB - WM

MALAYSIA

67

WS

SINGAPORE

87

ZB - ZG -ZH - ZL - ZP - ZS - ZU - ZW - ZY

CHINA

29

REV 08P


CHAPTER PAGE

5 16



L E F T

B L A N K

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CHAPTER

5

PAGE

17


5.1.5

List of Adequate Airports

COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)

MAX Pavement Weight in Tons for Aircraft 772 / 3

346

343

332 / 3

300 / 10

320 / 1

ALGERIA (DA) DAAG

9 DEST

Algiers CIR / ILS

05/23

3500

272/270

319

247

207/206

169/MAX

MAX

ILS / VOR

09/27

3500

279/277

327

255

213/212

MAX

MAX

DAAT

7 ENRT

Tamanraset VOR / CIR

02/20

3600

324/320

350

MAX

230/229

MAX

MAX

ILS / CIR

08/26

3100

314/312

329

260

217/215

MAX

MAX

DABB

8 ENRT

Annaba CIR / ILS

01/19

2900

247/245

287

221

188/186

151/153

MAX

CIR / VOR

05/23

2290

NOT

NOT

160

149/148

117/119

MAX

DABC

8 DALT

Constantine CIR / VOR

16/34

3000

317/314

364

MAX

MAX

MAX

MAX

NON / ILS

14/32

2400

227/276

312

241

202/201

158/160

MAX

REV 08P


CHAPTER

5

PAGE

18


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

DAOO

LDA (m)


346

343

MAX

MAX

MAX

332 / 3

300 / 10

320 / 1

MAX

MAX

MAX

8 DALT

Oran CIR / ILS

07/25

DAUG

7

3000

ENRT Ghardaia NON / ILS

12/30

3100

300/298

323

253

211/210

MAX

MAX

NON / NDB

18/36

2400

224/220

204

174

152/151

128/130

71/69

DAUH

7

MAX

MAX

MAX

MAX

MAX

MAX

325/322

368

ENRT Hassi Messaoud ILS / VOR

01/19

3000

ARMENIA (UD) UDYZ

7 ENRT

Yerevan-Zvartnots ILS / CIR

09/27

3850

MAX

MAX

MAX

MAX

REV 08P


CHAPTER

5

PAGE

19


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

VOR / ILS 17C/35C 2740 264/261

301

MAX

332 / 3

300 / 10

320 / 1

MAX

MAX

MAX

AUSTRIA (LO) LOWG

9 DALT

Graz

LOWW

9 DEST

Vienna ILS / ILS

11/29

3500 319/316

306

258

214/212

MAX

MAX

ILS / ILS

16/34

3600

MAX

MAX

MAX

MAX

MAX

MAX

AZERBAIJAN (UB) UBBB

7 ENRT

Baku ILS / ILS

16/34

2700

264/261

307

245

205/203

157/160

MAX/80

ILS / ILS

18/36

3065

MAX

MAX

MAX

MAX

MAX

MAX

UBBN

7

MAX

MAX

MAX

MAX

MAX

MAX

ENRT Nakchivan ILS / ILS

14R/32L

3186

REV 08P


CHAPTER

5

PAGE

20


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

MAX

340

MAX

MAX

MAX

MAX

337/335

361

MAX

MAX

XXX

MAX

348/344

375

MAX

MAX

MAX

MAX

AZORES (LP) LPAZ

5

Santa Maria Optg hrs ENRT 0600-2359LT ILS / VOR

18/36

LPLA

9

3048

ENRT Lajes ILS / ILS

15/33

LPPD

7*

Ponta Delgada** Optg hrs 06152400LT CIR / ILS Note :

12/30

3312

ENRT

2279

*RFF upgrade to CAT 7 and CAT 8 available upon request.

BAHRAIN (OB) OBBI

10 DEST

Bahrain ILS / ILS

12L/30R

3657

MAX

MAX

MAX

MAX

MAX

MAX

VOR/VOR 12R/30L

2222

MAX

MAX

MAX

MAX

MAX

MAX

REV 08P


CHAPTER

5

PAGE

21


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

313/310

355

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

BANGLADESH (VG) VGEG

7 DALT

Chittagong VOR / ILS

05/23

VGZR

9

2940

DEST Dhaka ILS / VOR

14/32

3200

BELARUS (UM) UMMS

8 DALT

Minsk ILS / ILS

13/31

3640 268/264

312

249

208/206

159/163

MAX/82

REV 08P


CHAPTER

5

PAGE

22


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

2767

MAX

MAX

MAX

VOR / ILS 07L/20R

3338

MAX

MAX

VOR / ILS 07R/25L

3089

MAX

332 / 3

300 / 10

320 / 1

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

NOT

NOT

NOT

MAX

MAX

MAX

314/311

314

250

216/214

MAX

MAX

3658 325/322

343

MAX

MAX

MAX

MAX

BELGIUM (EB) EBBR

9 DALT

Brussels ILS / ILS

02/20

EBOS

9 ENRT

Ostend - Brugge NDB / ILS

08/26

2785

BENIN (DB) DBBB

8 DALT

Contonou VOR / ILS

06/24

2363

BRUNEI (WB) WBSB

9 ENRT

Bandar Seri Begawan ILS / ILS

03/21

REV 08P


CHAPTER

5

PAGE

23


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

LDA (m)

RWY


346

343

332 / 3

300 / 10

320 / 1

297/294

349

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

297/294

349

MAX

MAX

MAX

MAX

336/332

338

275

BULGARIA (LB) LBBG

7 ENRT

Burggas VOR / ILS

04/22

LBSF

7

3200

ENRT Sofia VOR / ILS

09/27

LBWN

7

3300

ENRT Varna ILS / VOR

09/27

2500

BURKINA FASO (DF) DFFD

8 ENRT

Ouagadougou ILS / VOR 04L/22R

3000

MAX

MAX

MAX

REV 08P


CHAPTER

5

PAGE

24


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

292/289

308

243

213/210

165/160

MAX

NOT

NOT

XXX

MAX

MAX

MAX

CAMEROON (FK) FKKD

8 ENRT

Douala VOR / ILS

12/30

FKKR

7

2850

ENRT Garoua ILS / VOR 09/27

3285

REV 08P


CHAPTER

5

PAGE

25


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

CANADA (CZ) CYEG

8 ENRT

Edmonton Int’l ILS / ILS

12/30

3109

334/332

MAX

MAX

MAX

MAX

MAX

ILS / ILS

02/20

3353

334/332

MAX

MAX

MAX

MAX

MAX

CYFB

5

MAX

NOT

NOT

MAX

MAX

MAX

ENRT Iqaluit NON / ILS

17/35

CYHZ

8

2621

ENRT Halifax LOC / ILS

05/23

2682

MAX

MAX

MAX

MAX

MAX

MAX

ILS / NON

14/32

2347

MAX

MAX

MAX

MAX

MAX

MAX

CYQB

7*

281/278

340

MAX

MAX

MAX

MAX

XXX

XXX

XXX

ENRT Quebec VOR/VOR Note :

06/24

2743

*RFF upgrade to CAT 8 available 1hr PPR.

CYXE

6 ENRT

Saskatoon ILS/NDB

09/27

2554

325/322

XXX

XXX

REV 08P


CHAPTER

5

PAGE

26


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

CANADA (CZ) Cont’d CYJT

6* ENRT

Stephenville NON / ILS Note :

09/27

3048

MAX

NOT

MAX

MAX

XXX

XXX

*RFF upgrade to CAT 7 available 30 min PPR.

CYOW

7

Ottawa/Macdonald Cartier Int’l

ENRT

ILS / LOC

07/25

2438

MAX

NOT

NOT

MAX

MAX

MAX

VOR / ILS

14/32

3048

MAX

NOT

NOT

MAX

MAX

MAX

CYQM

7*

332

353

MAX

229/227

MAX

MAX

ENRT Moncton NDB / ILS

11/29

Note :

2438


CYQX

7* ENRT

Gander ILS / VOR

03/21

3108

MAX

MAX

MAX

MAX

MAX

MAX

ILS / NON

13/31

2712

MAX

MAX

MAX

MAX

MAX

MAX

Note :


REV 08P


CHAPTER

5

PAGE

27


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

2134

MAX

MAX

MAX

ILS / ILS

06L/24R 3353

MAX

MAX

ILS / ILS

06R/24L 2926

305

332 / 3

300 / 10

320 / 1

MAX

MAX

MAX

MAX

MAX

MAX

MAX

376.5

MAX

MAX

MAX

MAX

CANADA (CZ) Cont’d CYUL

9 ENRT

Montreal ILS / LOC

10/28

CYVR

9 ENRT

Vancouver ILS / ILS

08L/26R 3030 334/332

MAX

MAX

MAX

MAX

MAX

ILS / ILS

08R/26L 3352 334/332

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

ILS / NON

12/30

CYWG

7

2225 334/332

Winnipeg James Arm- ENRT stron Int’l ILS / ILS

13/31

2652

MAX

NOT

NOT

MAX

MAX

MAX

ILS / ILS

18/36

3352

MAX

NOT

NOT

MAX

MAX

MAX

CYYC

9 ENRT

Calgary Int’l ILS / ILS

10/28

2438 302/229

349

MAX

229/227

MAX

MAX

ILS / ILS

16/34

3863

MAX

MAX

215/214

MAX

MAX

MAX

REV 08P


CHAPTER

5

PAGE

28


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

CANADA (CZ) Cont’d CYYR

8 ENRT

Goose Bay ILS / NDB

08/26

3366

MAX

MAX

MAX

MAX

MAX

MAX

NON / NON

16/34

2919

279

353

MAX

MAX

MAX

MAX

CYYT

7* ENRT

St. Johns ILS / ILS

11/29

2591

MAX

NOT

NOT

MAX

MAX

MAX

ILS / NDB

16/34

2135

MAX

NOT

NOT

MAX

MAX

MAX

Note : CYYZ

*RFF upgrade to CAT 8 available 1hr PPR. 9 ENRT

Toronto / Pearson Int’l ILS / ILS

05/23

3242

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

06L/24R 2896

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

06R/24L 2743

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

15L/33R 3368

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

15R/33L 2591

MAX

MAX

MAX

MAX

MAX

MAX

REV 08P


CHAPTER

5

PAGE

29


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

306/303

345

343

332 / 3

300 / 10

320 / 1

MAX

MAX

CHAD (FT) FTTJ

8 ENRT

N’djamena ILS / VOR

05/23

2800

273

226/225

CHINA (ZB - ZG - ZH - ZL - ZP - ZS - ZU - ZW - ZY) ZBAA

9 DEST

Beijing ILS / ILS

01/19

3800

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

18L/36R

3800

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

18R/36L

3200

MAX

MAX

MAX

MAX

MAX

MAX

ZBHH

7

265/268

NOT

NOT

195/233

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

336/332

NOT

NOT

MAX

MAX

MAX

ENRT Hohhot ILS / ILS

08/26

ZBTJ

9

3600

DALT Tianjin ILS / ILS

16/34

ZBYN

7

3200

DALT Taiyuan ILS / ILS

13/31

3200

REV 08P


CHAPTER

5

PAGE

30


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

CHINA (ZB - ZG - ZH - ZL - ZP - ZS - ZU - ZW - ZY) (Cont’d) ZGGG

9 ENRT

Guangzhou ILS / ILS 02L/20R

3600

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS 02R/20L

3600

MAX

MAX

MAX

MAX

MAX

MAX

333/329

MAX

MAX

MAX

MAX

MAX

342/335

NOT

NOT

MAX

MAX

MAX

342/338

NOT

NOT

MAX

MAX

MAX

ZGSZ

9 DALT

Shenzhen ILS / ILS

15/33

ZHHH

7

3400

ENRT Wuhan ILS / ILS

04/22

ZLLL

7

3400

ENRT Lanzhou ILS / ILS Note :

18/36

3600

Optg Hrs : H24 ATC / RFF / FUEL; Gnd Svcs : TBA; Fuel : Jet A3; Level of spoken English : Poor; Medical Fac : In the city.

REV 08P


CHAPTER

5

PAGE

31


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

MAX

MAX

CHINA (ZB - ZG - ZH - ZL - ZP - ZS - ZU - ZW - ZY) (Cont’d) ZLXY

9 ENRT

Xi’an ILS / ILS Note :

05/23

3000

297/294

343

MAX

MAX

Optg Hrs : H24 ATC / RFF / FUEL; Gnd Svcs : Limited for wide-body a/c; Fuel : Jet A3; Level of spoken English : Poor; Medical Fac : In the city.

ZPPP

8 ENRT

Kunming ILS / ILS

03/21

ZSAM

9

3400

283/279

329

267

221/219

168/MAX

MAX/88

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

DALT Xiamen ILS / ILS

05/23

ZSFZ

9

3050

DALT Fuzhou ILS / ILS

03/21

ZSHC

9

3600

DALT Hangzhou ILS / ILS

07/25

ZSJN

9

3600

DALT Jianan ILS / VOR

01/19

3600

REV 08P


CHAPTER

5

PAGE

32


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

CHINA (ZB - ZG - ZH - ZL - ZP - ZS - ZU - ZW - ZY) (Cont’d) ZSNJ

8 DALT

Nanjing ILS / ILS

06/24

ZSPD

9

3600

MAX

MAX

MAX

MAX

MAX

MAX

3800

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS 17L/35R

4000

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS 17R/35L

3400

MAX

MAX

MAX

MAX

MAX

MAX

339/335

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

NOT

NOT

MAX

MAX

MAX

DEST Shanghai - Pudong ILS / ILS

16/34

ZSSS

9

Shanghai - Hongqgiao

DALT

ILS / ILS

18/36

3200

ZUUU

8 ENRT

Chengdu ILS / ILS

02/20

ZWSH

7

3600

ENRT Kashi ILS / ILS Note :

08/26

3200

Optg Hrs : H24 ATC / RFF (Unkn) / FUEL; Gnd Svcs : Limited for wide-body a/c; Fuel : Jet A3; Level of spoken English : Poor; Medical Fac : In the city.

REV 08P


CHAPTER

5

PAGE

33


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

CHINA (ZB - ZG - ZH - ZL - ZP - ZS - ZU - ZW - ZY) (Cont’d) ZWTN

6 ENRT

Hotan VOR / ILS Note :

11/29

3200

272 / 268

316

254

212 / 209 162 / MAX MAX / 83

Optg Hrs : H24 ATC / RFF (Unkn) / FUEL; Gnd Svcs : Limited for wide-body a/c; Fuel : Jet A3; Level of spoken English : Poor; Medical Fac : In the city. Rmk : Exercise caution on twys.

ZWWW

9 ENRT

Urumqi ILS / ILS

07/25

ZYTL

8

3600

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

303/300

357

MAX

MAX

MAX

MAX

NOT

NOT

NOT

MAX

MAX

MAX

DALT Dalian ILS / ILS

10/28

ZYTX

8

3100

ENRT Shenyang ILS / ILS

06/24

3200

COMOROS (FM) FMCH

7 ENRT

Moroni ILS / CIR

02/20

2900

REV 08P


CHAPTER

5

PAGE

34


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

CROATIA (LD) LDZA

6* ENRT

Zagreb ILS / ILS Note:

05/23

3252

MAX

NOT

NOT

MAX

MAX

MAX

*RFF upgrade to CAT 9 upon request.

CYPRUS (LC) LCLK

8 DALT

Larnaca VOR / ILS

04/22

LCPH

7

2810

284/282

332

260

216/215

MAX

MAX

MAX

NOT

NOT

MAX

MAX

MAX

ENRT Pafos VOR / ILS

11/29

2700

CZECH REPUBLIC (LK) LKPR

9 ENRT

Prague ILS / ILS

06/24

3715

303/300

357

MAX

MAX

MAX

MAX

VOR / ILS

13/31

3250

193/191

201

176

153/152

119/121

MAX

REV 08P


CHAPTER

5

PAGE

35


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

DENMARK (EK) EKCH

9 ENRT

Copenhagen Kastrup ILS / ILS

04L/22R 3000

350

MAX

MAX

MAX

MAX

XXX

ILS / ILS

04R/22L 3300

350

MAX

MAX

MAX

MAX

XXX

350

MAX

MAX

MAX

MAX

XXX

368

MAX

MAX

MAX

MAX

NOT

XXX

222/220

MAX

MAX

ILS / ILS

12/30

2395

DJIBOUTI (HD) HDAM

7 DALT

Djibouti VOR / ILS

09/27

2928 325/322

EGYPT (HE) HEAR

7 ENRT

Elarish NON/VOR

16/34

3019

NOT

REV 08P


CHAPTER

5

PAGE

36


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

LDA (m)

RWY


346

343

332 / 3

300 / 10

320 / 1

NOT

NOT

XXX

175/172

137/XXX

MAX/82

NOT

NOT

NOT

NOT

NOT

MAX/80

319/316

322

258

222/220

MAX

MAX

EGYPT (HE) (Cont’d) HEAT

7 ENRT

Asyut NON / VOR

13/31

HEAX

7

3019

DEST Alexandria VOR / VOR

04/22

HEBA

8

Alexandria Borg El Arab NON / ILS

14/32

HECA

9

2201

DALT

3400

DEST Cairo ILS / ILS

05L/23R

3301

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS 05C/23C

3999

MAX

MAX

MAX

MAX

MAX

MAX

3178

331/328

359

MAX

MAX

MAX

MAX

NONE

16/34

REV 08P


CHAPTER

5

PAGE

37


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

325/322

343

MAX

MAX

MAX

MAX

289/286

353

MAX

MAX

MAX

MAX

NOT

NOT

XXX

MAX/230

MAX

MAX

NOT

NOT

XXX

MAX

MAX

MAX

EGYPT (HE) Cont’d HEGN

9 DALT

Hurghada CIR / ILS

16/34

HELX

9

3700

DEST Luxor VOR / ILS

02/20

HEMA

7

3000

ENRT Marsa Alam VOR / VOR 15/33 HEOW

3000

5 ENRT

Shark El Oweinat NDB / NON 01/19 HESH

3500

9 DALT

Sharm El Sheikh ILS / CIR 04L/22R

3081

MAX

361

MAX

MAX

MAX

MAX

VOR / NON 04R/22L

3081

MAX

361

MAX

MAX

MAX

MAX

REV 08P


CHAPTER

5

PAGE

38


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

LDA (m)

RWY


346

343

332 / 3

300 / 10

320 / 1

340/336

342

MAX

MAX

MAX

MAX

NOT

NOT

XXX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

NOT

NOT

XXX

MAX

MAX

MAX

EGYPT (HE) (Cont’d) HESN

9 DALT

Aswan VOR / ILS

17/35

HETB

7

3402

ENRT Taba VOR / NON 04/22

4000

EQUATORIAL GUINEA(FG) FGSL

8 ENRT

Malabo VOR / ILS

05/23

2940

ESTONIA (EE) EETN

7 DALT

Tallinn ILS / ILS

08/26

2820

REV 08P


CHAPTER

5

PAGE

39


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

ETHOPIA (HA) HAAB

9 ENRT

Addis Abeba CIR / ILS 07R/25L

3440

334

355

MAX

MAX

MAX

MAX

CIR / ILS 07L/25R

3325

247/245

304

207

185/180

148/143

MAX

NOT

NOT

NOT

NOT

NOT

NOT

HADR*

7 ENRT

Dire Dawa VOR / CIR

15/33

2700

FINLAND (EF) EFHK

9 DALT

Helsinki - Vantaa ILS / ILS 04R/22L 3200

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS 04L/22R 3000

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

ILS / VOR

15/33

2901

* This is an emergency airport only (HADR). Note:

Airport has a very low PCN (HADR).

REV 08P


CHAPTER

5

PAGE

40


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

NOT

NOT

NOT

MAX

MAX

MAX

332 / 3

300 / 10

320 / 1

NOT

MAX

XXX

MAX

MAX

MAX

FINLAND (EF) (Cont’d) EFKE

7 ENRT

Kemi - Torino ILS / NDB

18/36

EFTU

5

2509

ENRT Turku VOR / ILS

08/26

2500

FRANCE (LF) LFBD

7 ENRT

Bordeaux VOR / ILS

05/23

3100

MAX

MAX

MAX

MAX

MAX

MAX

VOR / ILS

11/29

2415

274/272

308

237

199/198

156/158

MAX/90

LFBO

8

ILS / ILS 14R/32L 3500

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS 14L/32R 3000

324/321

339

270

224/222

MAX

MAX

ENRT Toulouse

REV 08P


CHAPTER

5

PAGE

41


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

LDA (m)

RWY


346

343

332 / 3

300 / 10

320 / 1

NOT

NOT

XXX

143

143/XXX

MAX

ILS / ILS 18L/36R 2670

MAX

MAX

MAX

MAX

MAX

MAX

VOR / ILS 18R/36L 4000

319/317

334

265

220/218

MAX

MAX

ILS / LOC 04L/22R 2570

MAX

MAX

MAX

MAX

MAX

MAX

ILS / LOC 04R/22L 2960

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS 08L/26R 3615

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS 08R/26L 2700

273/270

341

MAX

MAX

MAX

MAX

ILS / ILS 09L/27R 2700

344/341

MAX

MAX

MAX

MAX

MAX

ILS / ILS 09R/27L 3600

MAX

MAX

MAX

MAX

MAX

MAX

FRANCE (LF) Cont’d LFKB

7 ENRT

Bastia CIR / ILS

16/34

LFLL

8

2520

ENRT Lyon

LFMN

8 ENRT

Nice Cote D’azur

LFPG

9

Paris - Charles DeGaulle

DEST

REV 08P


CHAPTER

5

PAGE

42


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

LDA (m)

RWY


346

343

332 / 3

300 / 10

320 / 1

FRANCE (LF) Cont’d LFPO

9 DALT

Paris - Orly ILS / ILS

06/24

3350

MAX

MAX

MAX

MAX

MAX

MAX

VOR / ILS

08/26

2885

315/312

MAX

MAX

MAX

MAX

MAX

ILS / CIR

02/20

2400

278/276

MAX

348

MAX/231

MAX

MAX

Note :

Arrivals 06:20 to 23:29hrs LT; Departures 06:00 to 23:19hrs LT. Outside these hours, airport is not available.

LFQQ

7 ENRT

Lille VOR / ILS

08/26

LFRS

7*

Nates - Nates/Atlantique ILS / VOR

03/21

LFSB

7*

2545

272/268

304

255

212/209

161/164

MAX/83

259/257

288

222

188/187

148/150

MAX/85

310/305

365

MAX

MAX

MAX

MAX

ENRT

3690

DALT Basle - Mulhouse ILS / CIR

Note:

15/33

3900

*RFF upgrade to CAT 8 available on request

REV 08P


CHAPTER

5

PAGE

43


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

GEORGIA (UG) UGTB

7 ENRT

Tibilisi ILS / ILS 13R/31L

3000

254/251

274

218

185/186

150/154

70/68

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

GERMANY (ED) EDDB

9 DALT

Berlin - Scohefeld ILS / ILS

07/25

EDDC

8

3000

DALT Dresden ILS / ILS

04/22

EDDF

10

2508

DEST Frankfurt - Main ILS / ILS 07L/25R

4000

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS 07R/25L

4000

MAX

MAX

MAX

MAX

MAX

MAX

EDDH

9 ENRT

Hamburg ILS / ILS

05/23

2952

MAX

MAX

MAX

MAX

MAX

MAX

ILS / LLZ

15/33

3220

MAX

MAX

MAX

MAX

MAX

MAX

REV 08P


CHAPTER

5

PAGE

44


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

260/257

303

242

202/200

160/158

MAX/79

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS 05R/23L 2700

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS 05L/23R 2400

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS 08L/26R 4000

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS 08R/26L 4000

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

GERMANY (ED) (Cont’d) EDDK

10 DALT

Cologne - Bonn NON / ILS

06/24

2459

ILS / ILS 14L/32R 3815 EDDL

9 DALT

Dusseldorf

EDDM

9 DEST

Munich

EDDN

8 DALT

Nurnberg ILS / ILS

10/28

2700

REV 08P


CHAPTER

5

PAGE

45


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

GERMANY (ED) (Cont’d) EDDP

8 DALT

Leipzig ILS / ILS

08L/26R

3600

ILS / ILS

08R/26L

3600

EDDS

10

MAX

MAX

MAX

MAX

MAX

MAX

302/300 MAX/373

MAX

MAX

MAX

MAX

302/300

379

MAX

MAX

MAX

MAX

DALT Stuttgart ILS / ILS

07/25

EDDT

8

3045

DEST Berlin - Tegel ILS / ILS

08L/26R

3023

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

08R/26L

2324

MAX

MAX

MAX

MAX

MAX

MAX

EDDV

8

3200

320/317

380

MAX

MAX

MAX

MAX

2304

320/317

380

MAX

MAX

MAX

MAX

331/329

375

MAX

MAX

MAX

MAX

DALT Hannover DME / ILS 09L/27R ILS / ILS

09R/27L

EDFH

9 DALT

Frankfurt - Hahn ILS / ILS

03/21

2745

REV 08P


CHAPTER

5

PAGE

46


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

MAX

MAX

MAX

MAX

MAX

MAX

NOT

NOT

XXX

188

MAX

MAX/90

ILS / ILS 03L/21R 3500

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS 03R/21L 3700

MAX

MAX

MAX

MAX

MAX

MAX

238/235

228

188

162/160

135/130

MAX/75

262/261

294

226

191/190

150/152

MAX/86

GHANA (DG) DGAA

9 DALT

Accra VOR / ILS

03/21

3403

GREECE (LG) LGAL

7 ENRT

Alexandroupolis VOR / CIR

07/25

LGAV

9

2600

DEST Athens

LGIR

8 DALT

Iraklion CIR / VOR

09/27

LGKF

6

2237

ENRT Kefallinia CIR / VOR

14/32

2160

REV 08P


CHAPTER

5

PAGE

47


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

GREECE (LG) (Cont’d) LGKO

8 ENRT

Kos VOR / VOR 14/32 LGKV

2400

314/311

336

266

221/219

159/162

MAX / 81

314/311

336

266

221/219

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

7 ENRT

Kavala VOR / VOR 05R/23L LGRP

3000

8 DALT

Rodos VOR / ILS

07/25

LGTS

8

3305

DALT Thessaloniki ILS / NON

10/28

2440

256/255

260

207

177/176

147/149

MAX/78

ILS / VOR

16/34

2410

256/255

260

207

177/176

147/149

MAX/81

REV 08P


CHAPTER

5

PAGE

48


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

MAX

MAX

MAX

MAX

MAX

MAX

GREENLAND (BG) BGSF

5

**Kangerlussuaq Optg Hrs Mon-Sat ENRT Summer 1100-2000z Winter 1000-1900z NDB / NON 10/28

2810

** Should be used for Emergency only

HONG KONG (VH) VHHH

10 DEST

Hong Kong ILS / ILS 07R/25L

3640

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS 07L/25R

3627

MAX

MAX

MAX

MAX

MAX

MAX

REV 08R


CHAPTER

5

PAGE

49


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

LDA (m)

RWY


346

343

332 / 3

300 / 10

320 / 1

HUNGARY (LH) LHBP

9 DALT

Budapest ILS / ILS 13L/31R

3707

342/338

MAX

MAX

MAX

MAX

MAX

ILS / ILS 13R/31L

3010

342/338

MAX

MAX

MAX

MAX

MAX

XXX

248

181

157/155

XXX

XXX

ICELAND (BI) BIEG

5* ENRT

**Egilsstadir NDB/NDB

04/22

1874

** Should be used for Emergency only BIKF

9 ENRT

Keflavik ILS / ILS

02/20

3048

MAX

355

MAX

MAX

MAX

MAX

ILS / ILS

11/29

3052

MAX

357

MAX

MAX

MAX

MAX

REV 08P


CHAPTER

5

PAGE

50


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

333/331

349

MAX

231/229

MAX

MAX

INDIA (VA - VE - VI - VO) VAAH

9 DEST

Ahmedabad VOR / ILS

05/23

VABB

9

3505

DEST Mumbai ILS / ILS

09/27

2963

MAX

MAX

MAX

MAX

MAX

MAX

ILS / VOR

14/32

2517

MAX

MAX

MAX

MAX

MAX

MAX

VANP

8

324/321

316

249

214/209

MAX

MAX

ENRT *Nagpur

VOR / ILS *

Note:

14/32

3200

Airport has no ground facilities to handle wide bodied aircraft.

VECC

8 DALT

Kolkata VOR/VOR 01L/19R 2749

243/244

262

207

178/176

140/142

MAX/80

ILS / ILS 01R/19L 3200

MAX

MAX

MAX

MAX

MAX

MAX

NOT

NOT

XXX

163

129/XXX

MAX/78

VERC

6 ENRT

Ranchi VOR / ILS

13/31

2424

REV 08Q


CHAPTER

5

PAGE

51


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

INDIA (VA - VE - VI - VO) (Cont’d) VIDP

9 DEST

Delhi VOR / ILS

09/27

2661

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

10/28

3810

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

11/29

2820

MAX

MAX

MAX

MAX

MAX

MAX

VIJP

7

NOT

NOT

NOT MAX / NOT

MAX

MAX

NOT

NOT

NOT

NOT

NOT

MAX

MAX

MAX

MAX

MAX

MAX

MAX

DALT Jaipur VOR / ILS

09/27

VILK

6

2797

DALT Lucknow VOR / ILS

09/27

VOBL

9

2585

DEST Bangalore ILS / ILS

09/27

4000

REV 08P


CHAPTER

5

PAGE

52


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

INDIA (VA - VE - VI - VO) (Cont’d) VOCB

6 ENRT

Coimbatore CIR / ILS

05/23

VOCI

8*

2290

265/264

203

256

173/172

143/145

MAX/81

340/336

367

MAX

MAX

MAX

MAX

MAX

MAX

MAX

DEST Cochin VOR / ILS

09/27

3400

Note : RFF upgradeable to RFF CAT 9 upon request. VOCL

8* DEST

Calicut VOR / ILS Note :

10/28

2860

347/342

363

MAX

RFF upgradeable to RFF 9 upon request

VOHS

10 DEST

Hyderabad ILS / ILS

09/27

VOMM

9

4260

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

310/307

333

263

226/223

MAX

MAX

DEST Chennai ILS / ILS

07/25

VOTV

8

3658

DEST Thiruvanthapuram VOR / ILS

14/32

2992

REV 08P


CHAPTER

5

PAGE

53


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

NOT

NOT

256

223/220

MAX

MAX

MAX

380

MAX

MAX

MAX

MAX

319/316

337

273

224/222

MAX

MAX

292/289

316

251

218/215

MAX

MAX

MAX/347

369

MAX

MAX

MAX

MAX

INDONESIA (WA - WI - WR) WAAA

8

Ujung Padang Hasa- DALT nuddin (0000-1500) ILS / NON

13/31

WADD

9

2500

DEST Bali VOR / ILS

09/27

WARQ

8

3000

DALT Solo CIR / ILS

08/26

WARR

8

2500

DALT Surabaya ILS / VOR

10/28

WIDD

9

3000

DALT Batam ILS / VOR

04/22

4025

REV 08P


CHAPTER

5

PAGE

54


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

MAX

MAX

MAX

MAX

MAX

INDONESIA (WA - WI - WR) (Cont’d) WIHH

9 DALT

Jakarta - Halim VOR / ILS

06/24

WIII

9

2800

MAX

DEST Jakarta - Soekarno ILS / ILS 07L/25R

3600

MAX/347 MAX

MAX

MAX

MAX

MAX

ILS / ILS 07R/25L

3660

MAX/347 MAX

MAX

MAX

MAX

MAX

328/326

346

MAX

MAX

MAX

MAX

NOT

NOT

XXX

223/221

MAX

MAX

WIMM

8 ENRT

Medan ILS / CIR

05/23

WITT

7

2625

ENRT Banda Aceh VOR / NON 17/35

2500

REV 08P


CHAPTER

5

PAGE

55


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

IRAN (OI) OIBB

6 ENRT

Bushehr VOR / VOR 13L/31R

4471

NOT

NOT

XXX

188

MAX

MAX/90

VOR / VOR 13R/31L

4470

NOT

NOT

XXX

MAX

MAX

MAX

OIFM

8 DALT

Esfahan VOR / ILS 08L/26R

4397

262/261

295

226

192/190

150/153

MAX/87

VOR / VOR 08R/26L

4397

346/337

324

MAX

MAX/232

MAX

MAX

MAX

371

MAX

MAX

MAX

MAX

OIIE

9

Tehran - Imam Khomaini VOR / ILS

11/29

OIII

9

DEST

4200

DALT Tehran - Mehrabad VOR / VOR 11L/29R

3992

347/342

338

MAX

MAX

MAX

MAX

VOR / ILS 11R/29L

4038

324/321

315

254

220/218

MAX

MAX

REV 08P


CHAPTER

5

PAGE

56


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

IRAN (OI) (Cont’d) OIKB

7 ENRT

Bandar Abbass VOR / ILS 03R/21L OIKK

3667

NOT

NOT

XXX

MAX

MAX

MAX

300/298

323

253

211/209

MAX

MAX

8 DALT

Kerman VOR / VOR 16/34 OIMM

3785

8 DEST

Mashhad VOR / ILS 13L/31R

3776

340/336

367

MAX

MAX

MAX

MAX

VOR / VOR 13R/31L

3886

340/336

367

MAX

MAX

MAX

MAX

OISS

8 DALT

Shiraz CIR / ILS 11R/29L

4259

MAX

371

MAX

MAX

MAX

MAX

CIR / VOR 11L/29R

4342

MAX

MAX

MAX

MAX

MAX

MAX

260/257

278

XXX

195/193

157/XXX

MAX

OITT

8 ENRT

Tabriz CIR / ILS 12L/30R

3604

REV 08P


CHAPTER

5

PAGE

57


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

NOT

NOT

NOT

220/217

MAX

MAX

289/286

310

240

201/199

156/158

MAX

IRAN (OI) (Cont’d) OIZH

7 ENRT

Zahedan CIR / VOR

17/35

OITR

7

3979

ENRT * Uromiyeh ILS / VOR * Note:

03/21

3250

Operating hours : 0300 - 1830 (Summer) / 0230-1730 (Winter)

IRELAND (EI) EICK

7 ENRT

Cork ILS / ILS

17/35

EIDW

9

2133

XXX/257

NOT

NOT

216/213

MAX

XXX

327/323

375

MAX

MAX

MAX

MAX

291/288

352

MAX

MAX

MAX

MAX

ENRT Dublin ILS / ILS

10/28

EINN

9

2637

ENRT Shannon ILS / ILS

06/24

3059

REV 08S


CHAPTER

5

PAGE

58


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

ITALY (LI) LIBD

8 ENRT Bari

ILS / VOR

07/25

LIBR

8

2440

MAX

MAX

MAX

MAX

MAX

MAX

312

336

MAX

MAX

MAX

MAX

ILS / ILS 17L/35R 2977

MAX

MAX

MAX

MAX

MAX

MAX

CIR / ILS 17R/35L 3515

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

XXX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

ENRT Brindisi VOR / ILS

14/32

LIMC

9

2532

DEST Milan - Malpensa

LIME

8 ENRT

Bergamo CIR / ILS

10/28

LIMF

9

2807

DALT Torino CIR / ILS

18/36

2575

REV 08P


CHAPTER

5

PAGE

59


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

ITALY (LI) (Cont’d) LIMJ

8 DALT

Genoa CIR / ILS

11/29

LIML

8

2765

MAX

MAX

MAX

MAX

MAX

MAX

317/311

372

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

DALT Milan Linate VOR / ILS 18L/36R 2440 LIPQ

8 DALT

Trieste CIR / ILS

09/27

LIRA

8

2800

DALT Rome - Ciampino ILS / CIR

15/33

LIRF

9

2197

DEST Rome - Fiumicino ILS / ILS

16L/34R 3900

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

16R/34L 3579

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

16C/34C 3000

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

VOR / ILS

07/25

2893

REV 08P


CHAPTER

5

PAGE

60


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

312

336

MAX

MAX

MAX

NOT

NOT

NOT

225/223

MAX

MAX

NOT

NOT

XXX

MAX

MAX

MAX

ITALY (Cont’d) LIRP

8 ENRT

Pisa ILS / CIR 04R/22L

2736

222

IVORY COAST (DI) DIAP

8 ENRT

Abidjan VOR / ILS

03/21

DIBK

6

3000

ENRT Bouake VOR / ILS

03/21

3300

JAPAN (RJ) RJAA

9 DALT

Tokyo - Narita ILS / ILS 16R/34L

3250

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS 16L/34R

2180

MAX

MAX

MAX

MAX

MAX

MAX

REV 08P


CHAPTER

5

PAGE

61


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

LDA (m)

RWY


346

343

332 / 3

300 / 10

320 / 1

JAPAN (RJ) (Cont’d) RJBB

9

Osaka - Kansai

DEST

ILS / ILS

06L/24R

4000

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

06R/24L

3500

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

XXX

MAX

MAX

MAX

327/324

348

MAX

MAX

MAX

MAX

MAX

351

XXX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

303/300

351

MAX

MAX

MAX

MAX

*

8

RJCH

DALT

Hakodate ILS / VOR

12/30

RJFF

9

Fukuoka ILS / ILS *

16/34 9

RJFK

3000 ENRT 2800 DALT

Kagoshima VOR / ILS

16/34

RJGG

9

Nagoya ILS / ILS

18/36

RJOO

9

Osaka Int’l CIR / ILS 14R/32L

3000 DALT 3500 ENRT 3000

Airport operating hours * RJCH / Hakodate - 2230-1130 UTC * RJFK / Kagoshima - 2230-1230 UTC REV 08P


CHAPTER

5

PAGE

62


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

LDA (m)

RWY


346

343

332 / 3

300 / 10

320 / 1

VOR / ILS 16R/34L 3000

MAX

353

MAX

MAX

MAX

MAX

VOR / ILS 16L/34R 3000

MAX

MAX

MAX

MAX

MAX

MAX

VOR / ILS

MAX

353

MAX

MAX

MAX

MAX

JAPAN (RJ) (Cont’d) RJTT

9 DALT

Tokyo - Haneda

04/22

2500

JORDAN (OJ) OJAI

9

Amman - Queen Alia

DEST

ILS / ILS 08L/26R

3660

325/322

369

MAX

MAX

MAX

MAX

NDB / ILS 08R/26L

3660

MAX/347

MAX

MAX

MAX

MAX

MAX

278/276

293

230

200/198

157/153

MAX

NOT

NOT

NOT

MAX

MAX

MAX

OJAM

8 DALT

Amman - Marka CIR / ILS

06/24

OJAQ

7

3275

DALT Aqaba ILS / NON 01/19

3000

REV 08P


CHAPTER

5

PAGE

63


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

LDA (m)

RWY


346

343

332 / 3

300 / 10

320 / 1

KAZAKHSTAN (UA) UAAA

9 ENRT

Almaty ILS / ILS 05L/23R

4500

345/341

MAX

MAX

MAX

MAX

MAX

ILS / ILS 05R/23L

4398

264/260

308

245

206/203

157/161

MAX/81

NOT

NOT

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

KENYA (HK) HKEL

6 DEST

Eldoret ILS / CIR

08/26

HKJK

9

Nairobi - Jomo Kenyatta ILS / VOR

06/24

HKMO

9

3500

DEST

4117

DALT Mombasa VOR / ILS

03/21

3350

REV 08P


CHAPTER

5

PAGE

64


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

ILS / ILS 15L/33R 3500

MAX

375

MAX

MAX

MAX

MAX

ILS / ILS 15R/33L 3400

300/297

353

MAX

MAX

MAX

MAX

319/314

351

MAX

MAX

MAX

MAX

KUWAIT (OK) OKBK

9 DEST

Kuwait

KYRGYSTAN (UA) UAFM

7 ENRT

Bishkek ILS / ILS

08/26

4200

LAOS (VL) VLVT

8 ENRT

Vientiane ILS / CIR

13/31

3000

NOT

NOT

XXX

NOT

NOT

MAX

MAX

MAX

MAX

MAX

MAX

MAX

LATVIA (EV) EVRA

8 DALT

Riga ILS / ILS

18/36

2550

REV 08P


CHAPTER

5

PAGE

65


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

LEBANON (OL) OLBA

9 DEST

Beirut ILS / CIR

03/21

2805

297/294

349

MAX

MAX

MAX

MAX

ILS / CIR

17/35

2400

297/294

349

MAX

MAX

MAX

MAX

ILS / NON*

16/34

3215

297/294

349

MAX

MAX

MAX

MAX

Note : (*) Runway 34 Not Authorized for landing.

LIBYA (HL) HLLB

8 DALT

Benghazi ILS / VOR 15L/33R

3600

MAX

MAX

MAX

MAX

MAX

MAX

NDB/NDB 15R/33L

3600

296/294

295

MAX

210/205

MAX

MAX/86

HLLT

8 DEST

Tripoli NDB / ILS

09/27

3600

MAX

368

MAX

MAX

MAX

MAX

NONE

18/36

2235

270/264

252

235

192/185

MAX

MAX

Note : (*) Runway 34 Not Authorized for landing.

REV 08P


CHAPTER

5

PAGE

66


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

LDA (m)

RWY


346

343

332 / 3

300 / 10

320 / 1

NOT

NOT

NOT

217/215

MAX

MAX

MAX

362

MAX

MAX

MAX

MAX

LITHUANIA (EY) EYVI

7 DALT

Vilnius ILS / ILS

02/20

2500

LUXEMBOURG (EL) ELLX

9 DEST

Luxembourg ILS / ILS

06/24

4000

MACAO (VM) VMMC

9 DALT

Macao ILS

34

2865

317/311

372

MAX

MAX

MAX

MAX

MACEDONIA (LW) LWSK

8 ENRT

Skopje CIR / ILS

16/34

2450

274/272

298

XXX

192

159/XXX

MAX

REV 08P


CHAPTER

5

PAGE

67


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

LDA (m)

RWY


346

343

332 / 3

300 / 10

320 / 1

NOT

NOT

XXX

MAX

MAX

MAX

NOT

NOT

XXX

160

160/XXX

MAX

MAX

MAX

XXX

MAX

MAX

MAX

XXX

225

MAX

MAX

MADAGASCAR (FM) FMMI

8 ENRT

Antananarivo ILS / VOR

11/29

FMNM

7

3100

ENRT Mahajanga VOR/VOR

14/32

2200

MALAWI (FW) FWKI

8 ENRT

Lilongwe ILS / VOR

14/32

3540

Note:

Operating hours 0400-1700 UTC.

MALAYSIA (WB - WM) WBGG

8 ENRT

Kuching ILS / VOR

07/25

2363

336/332

338

REV 08Q


CHAPTER

5

PAGE

68


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

336/332

338

MAX

MAX

MAX

MAX

336/332

338

275

226/224

MAX

MAX

MALAYSIA (WB - WM) (Cont’d) WBKK

8 ENRT

Kota Kinabalu ILS / VOR

02/20

WMKJ

8

2500

DEST Johor Bahru ILS / VOR

16/34

WMKK

9

3354

DEST Kuala Lumpur ILS / ILS

14L/32R

4019 MAX/345 MAX

MAX

MAX

MAX

MAX

ILS / ILS

14R/32L

4000

WMKL

7

327/325

MAX

MAX

MAX

MAX

MAX

344/341

363

XXX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

ENRT Langkawi ILS / NON

03/21

WMKP

9

3200

DALT Penang ILS / VOR

04/22

3354

REV 08P


CHAPTER

5

PAGE

69


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

MAX

MAX

MALDIVES (VR) VRMM

9 DEST

Male VOR / ILS

18/36

2910

MAX/NOT

NOT

MAX

MAX

MALI (GA) GABS

8 ENRT

Bamako ILS / VOR

06/24

2700

336/332

338

XXX

MAX

MAX

MAX

2377

NOT

NOT

NOT

NOT

MAX

MAX

3544

MAX

MAX

MAX

MAX

MAX

MAX

MALTA (LM) LMML

9 DALT

Malta - Luqa NON/NDB 05/23 ILS / ILS

13/31

REV 08R


CHAPTER

5

PAGE

70


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

MAX

378

MAX

MAX

MAX

MAX

MAURITIUS (FI) FIMP

9 DALT

Mauritius ILS / VOR

14/32

3040

MOROCCO (GM) GMAD

8 DALT

Agadir VOR / ILS

10/28

GMFF

8

3200

305/302

319

250

209/207

MAX

MAX

338/336

354

MAX

MAX

MAX

MAX

NOT

NOT

NOT

MAX

MAX

MAX

DALT Fes VOR / ILS

09/27

GMME

7

2950

DALT Rabat NON / ILS

03/21

3500

REV 08P


CHAPTER

5

PAGE

71


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

MOROCCO (GM) (Cont’d) GMMN

9 DEST

Casablanca VOR/VOR 17R/35L

3720

MAX

MAX

MAX

MAX

MAX

MAX

NDB / ILS 17L/35R

3750

309/307

352

MAX

231/229

MAX

MAX

NOT

NOT

XXX

MAX

MAX

MAX

NOT

NOT

NOT

MAX

MAX

MAX

NOT

NOT

XXX

186

153/XXX

MAX/90

GMMW

7 ENRT

Nador ILS / NON

08/26

GMMX

7

3000

DALT Marrakech ILS / NON

10/28

GMTT

7

2820

ENRT Tanger VOR / ILS

10/28

3000

MOZAMBIQUE (FQ) FQMA

7 ENRT

Maputo NON / ILS

05/23

3660

276/275

280

218

194/188

157/XXX

MAX

REV 08P


CHAPTER

5

PAGE

72


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

283/279

323

XXX

MAX

MAX

MAX

243/240

XXX

236

MAX/202

MAX/154

MAX

MYANMAR (VY) VYMD

7 ENRT

Mandalay VOR/VOR

17/35

VYYY

9

4267

ENRT Yangon NDB/ILS

03/21

2470

NAMIBIA (FY) FYWH

9 DALT

Windhoek NON / ILS

08/26

4575

NOT

NOT

NOT

MAX

MAX

MAX

NOT

NOT

NOT

MAX

MAX

MAX

NEPAL (VN) VNKT

8 DEST

Kathmandu VOR/NON 02/20

2930

REV 08S


CHAPTER

5

PAGE

73


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

LDA (m)

RWY


346

343

332 / 3

300 / 10

320 / 1

NETHERLANDS (EH) EHAM

10 DEST

Amsterdam CIR / ILS 18L/36R

2825

307/305

MAX

MAX

MAX

MAX

MAX

ILS / CIR 18R/36L

3530

307/305

MAX

MAX

MAX

MAX

MAX

ILS / ILS 18C/36C

2850

307/305

MAX

MAX

MAX

MAX

MAX

VOR / ILS

09/27

3363

307/305

MAX

MAX

MAX

MAX

MAX

ILS / VOR

06/24

3250

MAX

MAX

MAX

MAX

MAX

MAX

336/332

338

XXX

MAX

MAX

MAX

MAX

MAX

XXX

MAX

MAX

MAX

NIGER (DR) DRRN

8 ENRT

Niamey ILS / VOR

09/27

3000

NIGERIA (DN) DNAA

9 DALT

Abuja ILS / ILS

04/22

3610

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CHAPTER

5

PAGE

74


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

NOT

NOT

XXX

332 / 3

300 / 10

320 / 1

MAX

MAX

MAX

NIGERIA (DN) (Cont’d) DNKA

7 ENRT

Kaduna ILS / VOR

05/23

DNKN

9

3000

ENRT Kano ILS / VOR

05/23

2450

243/238

204

XXX

175

120/XXX

66

ILS / VOR

06/24

3300

MAX

348

XXX

MAX

MAX

MAX

DNMA

8

MAX

348

XXX

MAX

MAX

MAX

ENRT Maiduguri ILS / VOR

05/23

DNMM

9

3000

DEST Lagos ILS / NON 18L/36R

3900

MAX

MAX

MAX

MAX

MAX

MAX

ILS / VOR 18R/36L

2745

MAX

MAX

MAX

MAX

MAX

MAX

REV 08P


CHAPTER

5

PAGE

75


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

2794 291/289

314

244

205/203

167/MAX

MAX

NORWAY (EN) ENBO

6 ENRT

Bodo ILS / ILS

07/25

Note : Optg Hrs: Mon-Fri 0200-2230z, Sat-Sun 0600z – 1600z; ATC / RFF: H24; FUEL; During apt optg hrs only. Gnd Svcs: TBA; Fuel: Jet A1; Medical Fac: In the city ENBR

7 ENRT

Bergen - Flesland ILS / ILS

17/35

ENGM

9

2525

MAX

MAX

MAX

MAX

MAX

XXX

ENRT Oslo Gardermoen ILS / ILS

01L/19R 3600

MAX

MAX

MAX

MAX

MAX

XXX

ILS / ILS

01R/19L 2950

MAX

MAX

MAX

MAX

MAX

XXX

Note : Optg Hrs : H24 ATS / RFF / Fuel, Gnd Svcs: TBA, Fuel: JET A1, De-Icing: 0530-2200, Medical Facilities: In City. Terrain located in all quadrants 7 ENVA

4(23000500)

ENRT

Trondheim Varernes AB** ILS / ILS

09/27

2424 324/321

316

249

211/209

MAX

XXX

Note : Optg Hrs: H24 ATS, RFF4 2300-0500, other hrs RFF7, Fuel: M-F 0430-2100, Sat 0430-1800, outside hrs O/R. De-icing: restricted hrs. Fuel Type: Jet A1+. Medical facilities: In the city. Terrain in all quadrants

REV 08P


CHAPTER

5

PAGE

76


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

NORWAY (EN) (Cont’d) ENZV

8

Stavanger - Sola

ENRT

ILS / VOR

11/29

2199

340/336

348

MAX

MAX / 232

MAX

MAX

ILS / ILS

18/36

2495

340/336

348

MAX

MAX / 232

MAX

MAX

Note : Optg Hrs : H24 ATS/RFF, Fuel M-F 0500-2100, Sat 0500-1930, Sun 0500-2100, Gnd Svcs: TBA, Fuel: JET, De-Icing: Restricted hrs, Medical Facilities: In City. TWY D, A2, C1, C2, C3, E, F1, F2 Not authorized for B777/A346. Terrain located in all quadrants

OMAN (OO) OOMS

9

Muscat ILS / ILS

08/26

OOSA

9

Salalah VOR / ILS

07/25

DEST 3165

MAX

366

MAX

MAX

MAX

MAX

MAX

366

MAX

MAX

MAX

MAX

NOT

NOT

XXX

NOT

NOT

MAX/75

ENRT 3340

PAKISTAN (OP) OPFA

8

Faisalabad ILS / NDB

03/21

ENRT 2826

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CHAPTER

5

PAGE

77


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

PAKISTAN (OP) (Cont’d) OPKC

9

Karachi

DEST

NON / ILS 07L/25R

3200

273/270

341

MAX

228/226

MAX

MAX

NON / ILS 07R/25L

3400

MAX

MAX

MAX

MAX

MAX

MAX

OPLA

9

Lahore

DEST

VOR/VOR 18R/36L

2743

278/276

316

245

205/204

160/163

MAX

VOR / ILS 18L/36R

3360

MAX

MAX

MAX

MAX

MAX

MAX

269/264

328

XXX

MAX

MAX

MAX

OPNH

8

Nawabshah VOR/VOR

02/20

DALT 2743

Note : B777 / A346 - Only Taxiway C is authorized for taxi in/out from Apron. OPPS

9

Peshawar VOR/VOR

17/35

DEST 2743

223

223

223

223

MAX

MAX

Taxiway B & C authorized. Taxiways D, E & G not authorized A300, A340 & B777. Taxiways A, A1 & F not authorized. OPRK

7

Rahim Yar Khan VOR/VOR

01/19

OPRN

9

Islamabad CIR / ILS

12/30

ENRT 3048

NOT

NOT

XXX

188

MAX

MAX/90

263/259

328

265

219/216

167/MAX

MAX

DEST 2743

Note : B777 / A346 - Taxiway B not authorized.

REV 08Q


CHAPTER

5

PAGE

78


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

MAX

MAX

MAX

MAX

MAX

MAX

317/311

366

MAX

MAX

MAX

MAX

PAKISTAN (OP) (Cont’d) OPST

9 DEST

Sialkot Int’l ILS / NIL

04/22

3600

PHILIPPINES (RP) RPLB

10 ENRT

Subic Bay VOR/NON

07/25

RPLC

9

2744

DALT Angeles City NONE

02L/20R 3200

297/295

342

MAX

MAX

MAX

MAX

ILS / ILS

02R/20L 3200

315/312

MAX

MAX

MAX

MAX

MAX

NOT

NOT

XXX

200

MAX

MAX

MAX

MAX

RPLI

7 ENRT

Laoag VOR/VOR

01/19

RPLL

9

2420

161/XXX MAX/75

DEST Manila ILS / ILS

06/24

3410

MAX

MAX

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CHAPTER

5

PAGE

79


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

333/330

MAX

MAX

MAX

MAX

MAX

327/323

MAX

XXX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

310

XXX

211

161/XXX

MAX/84

NOT

XXX

MAX

MAX

MAX/85

PHILIPPINES (RP) (Cont’d) RPMD

9 DALT

Davao ILS / ILS

05/23

RPMR

9

3000

ENRT Tambleer ILS / VOR

17/35

RPVM

9

3227

DEST Lapu - Lapu ILS / ILS

04/22

3330

POLAND (EP) EPKK

8 ENRT

Krakow NON / ILS

07/25

EPKT

7

2311 272/268

ENRT Katowoice NON / ILS

09/27

2800

NOT

REV 08P


CHAPTER

5

PAGE

80


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

NOT

NOT

XXX

214

MAX

MAX

POLAND (EP) (Cont’d) EPPO

7 ENRT

Poznan NON / ILS

11/29

EPWA

8

2504

ENRT Warsaw ILS / VOR

11/29

2740

290/286

331

XXX

MAX

MAX

MAX

VOR/VOR

15/33

3690

290/286

331

XXX

MAX

MAX

MAX

EPWR

7

NOT

NOT

XXX

MAX

MAX

MAX

ENRT Wroclaw NON / ILS

12/30

2500

PORTUGAL (LP) LPFR

8 DALT

Faro VOR / ILS

10/28

LPPR

7

2445

MAX

MAX

MAX

MAX

MAX

MAX

MAX

371

MAX

215/213

MAX

MAX

ENRT Porto ILS / VOR

17/35

3180

REV 08P


CHAPTER

5

PAGE

81


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

PORTUGAL (LP) (Cont’d) LPPT

9 ENRT

Lisbon ILS / ILS

03/21

3205

MAX

MAX

MAX

MAX

MAX

MAX

CIR / ILS

17/35

2250

309/307

309

246

205/203

157/MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

QATAR (OT) OTBD

9 DEST

Doha ILS / ILS

16/34

3822

REUNION (FM) FMEE

9 ENRT

St.Denis ILS / CIR

14/32

2315

314/311

313

XXX

217/215

MAX

MAX

CIR / VOR 12/30

3080

314/311

313

XXX

217/215

MAX

MAX

REV 08P


CHAPTER

5

PAGE

82


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

MAX Pavement Weight in Tons for Aircraft

LDA (m)

773 / 2

346

343

332 / 3

300 / 10

320 / 1

NOT

NOT

XXX

194/192

155/XXX

MAX

ROMANIA (LR) LRCK

8 ENRT

Constanta ILS / ILS

18/36

LROP

9

3500

ENRT Bucharest ILS / ILS 08L/26R

3500

269/267

280

XXX

MAX

MAX

MAX

ILS / ILS 08R/26L

3500

267/265

277

XXX

MAX

MAX

MAX

NOT

NOT

XXX

157

123/XXX

75 / 73

LRTR

7 ENRT

Timisoara NDB / ILS

11/29

3500

RUSSIA (UL - UR - UU - UW) ULLI

8 DALT

St. Petersburg ILS / ILS 10L/28R

3397

310/307

MAX

XXX

MAX

MAX

MAX

ILS / ILS 10R/28L

3780

310/307

292

XXX

205/203

156/XXX

MAX/87

REV 08P


CHAPTER

5

PAGE

83


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

RUSSIA (UL - UR - UU - UW) (Cont’d) URKK

7 ENRT

Krasnodar NDB/NDB 05L/23R ILS/ILS

05R/23L

URMM

8

2200

NOT

NOT

NOT

136/135

109/112

56/54

3000

216/214

187

215

162/160

127/130

67/64

218/215

247

XXX

184/180

133/XXX

76 / 74

ENRT Mineralnyye Vody ILS / ILS

12/30

URSS**

7*

3900 ENRT

Sochi ILS / NON

06/24

2810

265/262

286

233

196/193

157/161

74/72

ILS / NON

02/20

2200

NOT

NOT

NOT

NOT

120/124

55/53

Note : UUDD

**Emergency only, *RFF 7 (Winter) RFF 8 (Summer). 9

Moscow - Domodedovo

DEST

NON/NON 14C/32C

2600

338/332 MAX/375

MAX

MAX

MAX

MAX

ILS / ILS

14L/32R

3794

297/295

378

MAX

MAX

MAX

MAX

ILS / ILS

14R/32L

3500

338/332

375

MAX

MAX

MAX

MAX

UUEE

8

Moscow - Sheremetyevo

DALT

ILS / ILS

07L/25R

3550

327/323

MAX

MAX

MAX

MAX

MAX

ILS / ILS

07R/25L

3702

294/291

367

MAX

MAX

MAX

MAX REV 08P


CHAPTER

5

PAGE

84


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

LDA (m)

RWY


346

343

332 / 3

300 / 10

320 / 1

RUSSIA (UL - UR - UU - UW) (Cont’d) UUWW

8 DALT

Moscow - Vnukovo ILS / ILS

02/20

3000

235/233

265

208

178/177

142/144

MAX/93

ILS / ILS

06/24

3000

NOT

NOT

NOT

NOT

NOT

63/61

UWLW

8

MAX

MAX

XXX

MAX

MAX

MAX

ENRT Ulyanovsk ILS / ILS

02/20

UWUU

7

5000

ENRT Ufa ILS / ILS

14L/32R

2513

NOT

NOT

260

215/212

MAX

XXX

ILS / ILS

14R/32L

3761

NOT

NOT

MAX

MAX

MAX

XXX

MAX

343

MAX

MAX

MAX

MAX

SAUDI ARABIA (OE) OEAB

8 DALT

Abha ILS / VOR

13/31

OEDF

9

3350

DEST Dammam ILS / ILS

16L/34R 4000

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

16R/34L 4000

MAX

MAX

MAX

MAX

MAX

MAX REV 08P


CHAPTER

5

PAGE

85


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

MAX

356

XXX

MAX

MAX

MAX

SAUDIA ARABIA (OE) (Cont’d) OEGS

8 ENRT

Gassim ILS / VOR

15/33

OEJN

9

3000

DEST Jeddah ILS / ILS

16C/34C

3303

313/308

369

MAX

MAX

MAX

MAX

ILS / ILS

16L/34R

3690

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

16R/34L

3803

313/308

369

MAX

MAX

MAX

MAX

OEMA

9 DALT

Madinah ILS / ILS

17/35

3300

MAX

356

MAX

MAX

MAX

MAX

VOR / ILS

18/36

3050

MAX

356

MAX

MAX

MAX

MAX

OERK

9 DEST

Riyadh - King Khalid ILS / ILS

15L/33R

4205

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

15R/33L

4205

MAX

MAX

MAX

MAX

MAX

MAX

REV 08P


CHAPTER

5

PAGE

86


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

SAUDIA ARABIA (OE) (Cont’d) OETF

9 ENRT

Taif VOR/VOR

07/25

3735

190/188

210

NOT

231/229

MAX

MAX

VOR / ILS

17/35

3350

231/228

260

201

231/229

MAX

MAX

NOT

NOT

XXX

214

167/XXX

MAX

NOT

NOT

XXX

188

MAX

MAX/90

SERBIA - MONTENEGRO(LY) LYBE

7 ENRT

Belgrade ILS / ILS

12/30

LYPG

6

3000

ENRT Podgorica CIR / ILS

18/36

2500

REV 08P


CHAPTER

5

PAGE

87


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

333/329

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

SEYCHELLES (FS) FSIA

9 DEST

Seychelles VOR / ILS

13/31

2682

SINGAPORE (WS) WSAP

9

Singapore - Paya Lebar

ENRT

ILS / ILS

02/20

3780

WSSS

10 DEST

Singapore - Changi ILS / ILS 02L/20R

3260

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS 02C/20C

4000

MAX

MAX

MAX

MAX

MAX

MAX

REV 08P


CHAPTER

5

PAGE

88


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

LDA (m)

RWY


346

343

332 / 3

300 / 10

320 / 1

SLOVAKIA (LZ) LZIB

7 DALT

Bratislava CIR / ILS

13/31

2950

NOT

NOT

XXX

215/211

165/XXX

MAX/83

CIR / ILS

04/22

2900

NOT

NOT

XXX

227/223

MAX

MAX/88

NOT

NOT

XXX

MAX

MAX

MAX

SLOVENIA (LJ) LJLJ

6 ENRT

Ljubljana CIR / ILS

13/31

3300

SOUTH AFRICA (FA) FABL

7 DALT

Bloemfontein VOR/VOR 02/20 NONE

12/30

FACT

9

2559

252/248

XXX

XXX

197/194

167/XXX

MAX/90

2195

NOT

NOT

181

167/164

140/137

MAX/74

319/314

351

MAX

MAX

MAX

MAX

DEST Cape Town ILS / ILS

01/19

3201

REV 08P


CHAPTER

5

PAGE

89


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

LDA (m)

RWY


346

343

332 / 3

300 / 10

320 / 1

319/317

311

249

217/215

MAX

MAX

SOUTH AFRICA (FA) (Cont’d) FADN

7 DALT

Durban ILS / ILS

06/24

FAJS

9

2440

DEST Johannesburg ILS / VOR 03L/21R

4418

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS 03R/21L

3400

324/321

316

249

220/217

MAX

MAX

SOUTH KOREA (RK) RKPC

9 DALT

Jeju ILS / ILS

06/24

3000

MAX

MAX

254

MAX

MAX

MAX

REV 08P


CHAPTER

5

PAGE

90


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

SOUTH KOREA (RK) (Cont’d) RKPK

9 DALT

Busan NON / ILS 18L/36R

2743

227/224

269

218

191/188

148/MAX

MAX

NON / ILS 18R/36L

3200

283/279

328

268

MAX

MAX

MAX

RKSI

10 DEST

Seoul - Incheon ILS / ILS

15L/33R

3750

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

15R/33L

3750

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

16/34

4000

MAX

MAX

MAX

MAX

MAX

MAX

RKSS

9 DALT

Seoul - Gimpo ILS / ILS

14L/32R

3600

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

14R/32L

3200

MAX

MAX

MAX

MAX

MAX

MAX

SPAIN (LE) LEAL

8 DALT

Alicante ILS / VOR

10/28

3000

337/335

MAX

MAX

MAX

MAX

MAX

REV 08P


CHAPTER

5

PAGE

91


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

MAX

MAX

XXX

MAX

MAX

MAX

SPAIN (LE) (Cont’d) LEAM

8 ENRT

Almeria NDB / ILS

08/26

LEBL

8

3200

ENRT Barcelona VOR/VOR

02/20

2540

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

07L/25R

2922

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

07R/25L

2660

MAX

MAX

MAX

MAX

MAX

MAX

LEGR

7

NOT

NOT

XXX

MAX

MAX

MAX

310/307

333

263

226/223

MAX

MAX

ENRT Granada ILS / ILS

09/27

LEIB

8

2900

DALT Ibiza VOR / ILS

06/24

2800

REV 08P


CHAPTER

5

PAGE

92


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

SPAIN (LE) (Cont’d) LEMD

9 DEST

Madrid - Barajas NON / ILS 15L/33R

3500

MAX

MAX

MAX

MAX

MAX

MAX

VOR / ILS 15R/33L

4100

MAX

MAX

MAX

MAX

MAX

MAX

ILS / NON 18L/36R

3500

MAX

MAX

MAX

MAX

MAX

MAX

ILS / NON 18R/36L

4350

MAX

MAX

MAX

MAX

MAX

MAX

MAX

360

XXX

227

MAX

MAX

327/325

349

XXX

MAX

MAX

MAX

LEMG

8 ENRT

Malaga ILS / ILS

14/32

LEMH

7

3200

ENRT Menorca ILS / VOR 01L/19R LEPA

2350

9 DALT

Palma De Mallorca ILS / ILS

06L/24R

3200

303/300

322

MAX

MAX

MAX

MAX

VOR/VOR 06R/24L

2950

303/300

322

MAX

MAX

MAX

MAX

REV 08P


CHAPTER

5

PAGE

93


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

NOT

NOT

MAX

MAX

MAX

XXX

NOT

NOT

XXX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

SPAIN (LE) (Cont’d) LEST

7 ENRT

Santiago ILS / ILS

17/35

LEVC

7

3080

DALT Valencia VOR / ILS

12/30

LEVT

7

2915

DALT Vitoria ILS / NDB

04/22

LEZG

7*

3500

DEST Zaragoza ILS / ILS

12L/30R

3000

278/276

316

245

205/203

160/162

MAX

ILS / ILS

12R/30L

3718

MAX

MAX

MAX

MAX

MAX

MAX

Note :

*RFF upgraded to CAT 8 for freighter operations.

REV 08P


CHAPTER

5

PAGE

94


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

LDA (m)

RWY


346

343

332 / 3

300 / 10

320 / 1

NOT

NOT

NOT

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

NOT

NOT

NOT

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

SPAIN (LE) (Cont’d) LEZL

7 DALT

Seveille VOR / ILS

09/27

3360

SRI LANKA (VC) VCBI

9 DEST

Katunayake ILS / ILS

04/22

3350

SUDAN (HS) HSPN

7 DALT

Port Sudan VOR / ILS

17/35

HSSS

9

2500

DEST Khartoum ILS / ILS

18/36

2980

REV 08P


CHAPTER

5

PAGE

95


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

SWEDEN (ES) ESGG

8

Gotenborg - Landvetter

ENRT

ILS / ILS

03/21

3299

ESMS

7

MAX

MAX

MAX

MAX

MAX

MAX

MAX

NOT

NOT

MAX

MAX

MAX

340/336

325

MAX

229/227

MAX

MAX

ENRT Malmo-Sturup ILS / ILS

17/35

ESKN

7

2800

DALT Stockholm Skavsta NDB / ILS

08/26

2878

REV 08P


CHAPTER

5

PAGE

96


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

LDA (m)

RWY


346

XXX

XXX

2500

345

ILS / ILS 01L/19R

3300

ILS / ILS 01R/19L

2500

343

332 / 3

300 / 10

320 / 1

XXX

XXX

XXX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

2500

297/294

349

MAX

MAX

MAX

MAX

SWEDEN (ES) (Cont’d) ESOE

6 DALT

Orebro ILS / ILS

01/19

ESSA

9

2602

DEST Stockholm Arlanda VOR / VOR 08/26

SWITZERLAND (LS) LSGG

9 DEST

Geneva ILS / ILS

05/23

LSZH

9

3570

DEST Zurich CIR / VOR 10/28 ILS / CIR

14/32

3150

297/294

349

MAX

MAX

MAX

MAX

ILS / VOR

16/34

3230

297/294

349

MAX

MAX

MAX

MAX

REV 08P


CHAPTER

5

PAGE

97


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

224/222

223

MAX

160/159

126/128

MAX/87

VOR / ILS 05L/23R 3000

362/360

MAX

MAX

MAX

MAX

MAX

ILS / VOR 05R/23L 3600

300/297

MAX

MAX

MAX

MAX

MAX

SYRIA (OS) OSAP

9 ENRT

Aleppo NON / ILS

09/27

OSDI

9

2910

DEST Damascus

TAIWAN (RC) RCKH

9 DALT

Kaohsiung ILS / LOC

09/27

RCTP

9

2700

275/272

344

MAX

MAX

MAX

MAX

Taipei - Chiang Kai Shek

DALT

ILS / ILS

05/23

3660

297/294

349

MAX

MAX

MAX

MAX

ILS / ILS

06/24

3350

297/294

349

MAX

MAX

MAX

MAX

REV 08P


CHAPTER

5

PAGE

98


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

MAX/347

368

MAX

MAX

MAX

MAX

MAX

370

MAX

MAX

MAX

MAX

NOT

NOT

NOT

215/212

168/XXX

MAX

286/287

297

229

194/193

165/MAX

MAX/85

TANZANIA (HT) HTDA

9 DEST

Dar-es-Salaam ILS / VOR

05/23

HTKJ

9

3000

DALT Kilimanjaro ILS / NON

09/27

HTMW

7

3607

ENRT Mwanza VOR / CIR

12/30

HTZA

7

3017

ENRT Zanzibar NON/DME

18/36

2462

THAILAND (VT) VTBD

9

Bangkok - Don Mueang Int’l

DALT

ILS / ILS 03L/21R

3700

312/309

MAX

MAX

MAX

MAX

MAX

VOR / ILS 03R/21L

3150

312/309

MAX

MAX

MAX

MAX

MAX

REV 08S


CHAPTER

5

PAGE

99


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

THAILAND (VT) (Cont’d) VTBS

10

Bangkok - Suvarnab- DEST humi ILS / ILS

01L/19R

3700

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

01R/19L

4000

MAX

MAX

MAX

MAX

MAX

MAX

VTBU

8

336/332

363

MAX

MAX

MAX

MAX

339/336

355

MAX

204/202

165/MAX

MAX

NOT

NOT

XXX

215

168/XXX

MAX

MAX

362

MAX

MAX

MAX

MAX

DALT Rayong ILS / VOR

18/36

VTCC

9

3505

DALT Chiang Mai VOR / ILS

18/36

VTSB

7

3100

ENRT Surat Thani VOR / ILS

04/22

VTSP

9

3000

DALT Phuket VOR / ILS

09/27

3000

REV 08P


CHAPTER

5

PAGE

100


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

336/332

363

MAX

MAX

MAX

MAX

TOGO (DX) DXXX

8 DALT

Lome VOR / ILS Note :

04/22

3000

B777 / A346 - For emergency only, Runway 22: Landing - must exit via Taxiway A (LDA2380m). Runway 04 : Take-off from Taxiway A. Runway 04 - turn pad not suitable for B777 / A346.

TUNISIA (DT) DTMB

9 DALT

Monastir ILS / VOR

07/25

DTTA

9

2950

300/298

306

237

208/205

MAX/164

MAX

DEST Tunis ILS / VOR

01/19

3200

340/336

367

MAX

MAX

MAX

MAX

VOR / ILS

11/29

2840

225/220

205

174

152/151

128/130

68/67

DTTJ

9

309/307

314

246

215/212

MAX

MAX

NOT

NOT

XXX

MAX/230

MAX

MAX

DALT Djerba ILS / VOR

09/27

DTTX

8

3100

ENRT Sfax VOR/VOR 15/33

3000

REV 08S


CHAPTER

5

PAGE

101


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

TURKEY (LT) LTAC

9 DALT

Ankara ILS / ILS

03L/21R

3400

336/333

370

MAX

MAX

MAX

MAX

ILS / ILS

03R/21L

3750

MAX

375

MAX

MAX

MAX

MAX

Note :Apron 4 & 5 authorized. Appropriate parking stands: 101, 102, 107, 116 & 118 – 120. LTAF

9 ENRT

Adana ILS / CIR

05/23

2750

MAX

MAX

MAX

MAX

MAX

MAX

Note : Taxiways H1 and K not authorized. Appropriate parking stands: Apron 1 – stands 1,16 &17. Apron 2 & 3 – stands 57 – 59; 62 – 65; 68 – 72. LTAI

9 DALT

Antalya ILS / ILS

18C/36C

3400

MAX

MAX

MAX

MAX

MAX

MAX

VOR / ILS 18L/36R

3400

MAX

MAX

MAX

MAX

MAX

MAX

NON / VOR 18R/36L

2990

224/220

198

162

143/142

120/122

68/66

Note : Appropriate parking stands : Apron 1 – stands 1 to 6; Apron 2 – stands 24 to 26. LTAJ

8 ENRT

Gaziantep VOR/VOR 10L/28R

2870

MAX

MAX

MAX

MAX

MAX

MAX

REV 08P


CHAPTER

5

PAGE

102


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LTBA

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

10 DEST

Istanbul - Ataturk ILS/ILS

06/24

2300

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

18L/36R

3000

MAX

MAX

MAX

MAX

MAX

MAX

NON/ILS

18R/36L

3000

MAX

MAX

MAX

MAX

MAX

MAX

LTBJ

9 DALT

Izmir ILS / ILS

16L/34R

3240

MAX

MAX

MAX

MAX

MAX

MAX

VOR / VOR 16R/34L

3240

MAX

MAX

MAX

MAX

MAX

MAX

Note : Appropriate parking stands : Apron 1 – stands 1 to 6; Apron 2 – stands 24 to 26. LTBS

9 ENRT

Mugla ILS / CIR 01L/19R

3000

MAX

MAX

MAX

MAX

MAX

MAX

ILS / CIR 01R/19L

3000

329/326

MAX

MAX

MAX

MAX

MAX

NOT

NOT

XXX

MAX

MAX

MAX

LTCC

9 ENRT

Diyarbakir VOR/VOR

16/34

3549

Operating hours: 0500-1930UTC. Check notams for latest operating hours LTCE

8 ENRT

Erzurum VOR / ILS 08L/26R

3810

223/221

284

XXX

MAX

MAX

MAX

Operating hours: 0430-2000UTC. Check notams for latest operating hours.

REV 08R


CHAPTER

5

PAGE

103


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

MAX

MAX

MAX

MAX

MAX

MAX

TURKEY (LT) (Cont’d) LTCF

7

Kars ILS / CIR

06/24

ENRT 3500

Operating hours: 0500-1300UTC Tue, Wed, Fri, Sat, Sun / 0400-1300 Mon & Thu. Check notams for latest operating hours LTCG

8

Trabzon ILS / CIR

11/29

LTCS

9

Sanliurfa/Gap VOR/VOR

04/22

ENRT 2640

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

ENRT 4000

Note : Check NOTAM for airport optg hrs. Parking limitation for aircraft larger than Code C. LTFH

8

Samsun ILS / CIR

13/31

LTFJ

9

Istanbul - Sabiha ILS / VOR

06/24

ENRT 3000

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

317/311

372

MAX

MAX

MAX

MAX

ENRT 3000

TURKMENISTAN (UT) UTAA

7

Ashgabat ILS / ILS

12L/30R

DALT 3800

REV 08S


CHAPTER

5

PAGE

104


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

MAX

MAX

332 / 3

300 / 10

320 / 1

UGANDA (HU) HUEN

9 DALT

Entebbe ILS / VOR

17/35

3658

MAX

MAX

MAX

MAX

UKRAINE (UK) UKBB

8 ENRT

Kyiv ILS / ILS 18L/36R

4000

302/300

380

XXX

MAX

MAX

MAX

ILS / ILS 18R/36L

3500

NOT

NOT

XXX

151/149

163/XXX

MAX

275/272

308

NOT

215/212

164/MAX

MAX/84

182/181

NOT

NOT

NOT

NOT

NOT

UKFF

7 ENRT

Simferopol ILS / ILS

01/19

UKLL

7

3706

ENRT L’viv** ILS / ILS

13/31

2510

UNITED ARAB EMIRATES (OM) OMAA

9 DEST

Abu Dhabi ILS / ILS 13R/31L

4100

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS 13L/31R

4100

MAX

MAX

MAX

MAX

MAX

MAX REV 08P


CHAPTER

5

PAGE

105


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

UNITED ARAB EMIRATES (OM) (Cont’d) OMAL

9 DALT

Al Ain ILS / VOR

01/19

OMDB

10

4000

MAX

366

MAX

MAX

MAX

MAX

DEST Dubai ILS / ILS 12L/30R

3600

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS 12R/30L

3880

MAX

367

MAX

MAX

MAX

MAX

MAX/347

349

MAX

231/229

MAX

MAX

330/326

MAX

MAX

MAX

MAX

MAX

MAX

361

XXX

MAX

MAX

MAX

OMSJ

9 DALT

Sharjah VOR / ILS

12/30

3706

UNITED KINGDOM (EG) EGAA

8 ENRT

Belfast VOR/ILS

07/25

EGBB

9

2780

DALT Birmingham ILS / ILS

15/33

2279

REV 08P


CHAPTER

5

PAGE

106


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

UNITED KINGDOM (EG) (Cont’d) EGCC

9 DEST

Manchester ILS / ILS

05L/23R

2588

339/337

MAX

MAX

MAX

MAX

MAX

ILS / VOR 05R/23L

2864

300/297

MAX

MAX

MAX

MAX

MAX

324/321

315

XXX

208

MAX

MAX

345/341

EGFF

7 ENRT

Cardiff ILS / ILS

12/30

EGKK

9

2134

DEST London - Gatwick NONE

08L/26R

2148

MAX

MAX

MAX

MAX

MAX

ILS / ILS

08R/26L

2766 MAX/345 MAX

MAX

MAX

MAX

MAX

EGLL

10 DEST

London - Heathrow ILS / ILS

09L/27R

3595

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

09R/27L

3353

MAX

MAX

MAX

MAX

MAX

MAX

EGNX

8*

347/344

366

XXX

MAX

MAX

MAX

ENRT East Midlands ILS / ILS

09/27

2713

Note : RFF 9 available on request.

REV 08Q


CHAPTER

5

PAGE

107


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

313/308

362

XXX

MAX

MAX

MAX

NOT

365

NOT

MAX

XXX

XXX

MAX

MAX

MAX

MAX

MAX

MAX

317/315

MAX

XXX

MAX

MAX

MAX

UNITED KINGDOM (EG) (Cont’d) EGPF

8 DALT

Glasgow ILS / ILS

05/23

EGPH

7

2353

ENRT Edinburgh ILS / ILS

06/24

EGPK

7

2347

ENRT Prestwick ILS / ILS

13/31

EGSS

8

2743

DALT London - Stansted ILS / ILS

05/23

3048

REV 08P


CHAPTER

5

PAGE

108


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

UNITED STATES (KZ) KATL

9(E) DALT

Atlanta ILS / ILS

10/28

2743

MAX

MAX

MAX

MAX

XXX

XXX

ILS / ILS

08L/26R

2743

MAX

MAX

MAX

MAX

XXX

XXX

ILS / ILS

08R/26L

3048

MAX

MAX

MAX

MAX

XXX

XXX

ILS / ILS

09L/27R

3624

MAX

MAX

MAX

MAX

XXX

XXX

ILS / ILS

09R/27L

2743

MAX

MAX

MAX

MAX

XXX

XXX

KAUS

8(D) DALT

Austin-Bergstrom Intl ILS / ILS

17L/35R

2743

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

17R/35L

3733

MAX

MAX

MAX

MAX

MAX

MAX

KBDL

8(D)

MAX

MAX

MAX

MAX

XXX

XXX

MAX

MAX

MAX

XXX

XXX

XXX

DALT Windsor Locks ILS / ILS

06/24

KBFI

5

Boeing Field / King Co Int’l ILS / ILS

13R/31L

2898

ENRT

2780

REV 08P


CHAPTER

5

PAGE

109


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

MAX

MAX

MAX

MAX

XXX

XXX

2134

MAX

MAX

MAX

MAX

XXX

XXX

NON/NON 04L/22R

2148

MAX

MAX

MAX

MAX

XXX

XXX

ILS / ILS 04R/22L

2684

MAX

MAX

MAX

MAX

XXX

XXX

ILS / ILS 15R/33L

2805

MAX

MAX

MAX

MAX

XXX

XXX

2892

242/240

236

193

167/165

139/141

75/73

ILS / NON 02C/20C

2439

290/287

341

MAX

230/228

MAX

MAX/91

ILS / ILS 02L/20R

2348

313/308

369

MAX

230/228

MAX

MAX

UNITED STATES (KZ) (Cont’d) KBGR

9(E) ENRT

Bangor ILS / ILS

15/33

KBOS

9(E)

3487

DALT Boston NON / ILS

KBNA

09/27

7(C) ENRT

Nashville, TN VOR / ILS

Note :

13/31

Optg Hrs : H24 ATC / RFF / FUEL; Gnd Svcs : TBA; Fuel : Jet A3; Rmk : Exercise caution on twys. 180deg turns not allowed.

REV 08P


CHAPTER

5

PAGE

110


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

* KBTV

LDA (m)


346

343

NOT

NOT

332 / 3

300 / 10

320 / 1

MAX

XXX

XXX

6(B)

Burlington (05002000)

ENRT

IILS / ILS

2384

15/33

MAX

* KBTV - The following applies to this airport : 1) Airport authorized for emergency use by B777,A346, A333 2) TWYs D & F - Not Authorized 3) Parking stands - Co-ordinate with local authorties 4) Due RFF category - Not authorized for use as Dest, Dest Altn or "Enroute Fuel alternate" KBUF

8(D) ENRT

Buffalo ILS / ILS

05/23

2469

MAX

MAX

MAX

MAX

XXX

XXX

REV 08P


CHAPTER

5

PAGE

111


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

UNITED STATES (KZ) (Cont’d) KBWI

8(D) DALT

Baltimore ILS / ILS

10/28

3033

MAX

MAX

MAX

MAX

XXX

XXX

ILS / ILS

15R/33L

2896

MAX

MAX

MAX

MAX

XXX

XXX

KCLE

7(C) DALT

Cleveland ILS / ILS

06L/24R

2743

MAX

NOT

MAX

MAX

XXX

XXX

ILS / ILS

06R/24L

2743

MAX

NOT

MAX

MAX

XXX

XXX

KCLT

8(D) ENRT

Charlotte ILS / ILS

05/23

2287

MAX

MAX

MAX

MAX

XXX

XXX

ILS / ILS

18L/36R

2644

MAX

MAX

MAX

MAX

XXX

XXX

ILS / ILS

18R/36L

3048

MAX

MAX

MAX

MAX

XXX

XXX

REV 08P


CHAPTER

5

PAGE

112


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

UNITED STATES (KZ) (Cont’d) KCVG

8(D) DALT

Cincinnati ILS / ILS

09/27

3621

MAX

MAX

MAX

MAX

XXX

XXX

ILS / ILS

18C/36C

3353

MAX

MAX

MAX

MAX

XXX

XXX

ILS / ILS

18L/36R

3048

MAX

MAX

MAX

MAX

XXX

XXX

ILS / ILS

18R/36L

2438

MAX

MAX

MAX

MAX

XXX

XXX

KDFW

9(E)

Dallas Fort Worth Texas

DALT

NON / ILS 13L/31R

2553

MAX

MAX

MAX

MAX

MAX

MAX

ILS / VOR 13R/31L

2835

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

17R/35L

4085

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

17L/35R

2591

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

17C/35C

4085

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

18L/36R

4084

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

18R/36L

4084

MAX

MAX

MAX

MAX

MAX

XXX

REV 08P


CHAPTER

5

PAGE

113


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

UNITED STATES (KZ) (Cont’d) KDTW

9(E) ENRT

Detroit NDB / NON 03L/21R

2591

MAX

MAX

MAX

MAX

XXX

XXX

ILS / ILS

03R/21L

3048

MAX

MAX

MAX

MAX

XXX

XXX

ILS / ILS

04L/22R

3048

MAX

MAX

MAX

MAX

XXX

XXX

ILS / VOR 04R/22L

3658

MAX

MAX

MAX

MAX

XXX

XXX

NON / ILS 09L/27R

2654

MAX

MAX

MAX

MAX

XXX

XXX

NON / NON 09R/27L

2591

MAX

MAX

MAX

MAX

XXX

XXX

KEWR

9(E) DEST

Newark ILS / ILS

04L/22R

2579

MAX

MAX

MAX

MAX

MAX

XXX

ILS / ILS

04R/22L

2501

MAX

MAX

MAX

MAX

MAX

XXX

KGEG

7 ENRT

Spokane Int’l ILS / ILS

03/21

2744

MAX

MAX

MAX

MAX

XXX

XXX

NONE

07/25

2499

MAX

MAX

MAX

MAX

XXX

XXX

REV 08P


CHAPTER

5

PAGE

114


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

MAX

NOT

MAX

MAX

XXX

XXX

UNITED STATES (KZ) (Cont’d) KGSO

7(C) ENRT

Greensboro ILS / ILS

05/23

KIAD

9(E)

3048

DEST Washington ILS / ILS

01C/19C

3505

305/302

MAX

MAX

MAX

MAX

XXX

ILS / ILS

01L/19R

2865

MAX

MAX

MAX

MAX

MAX

XXX

ILS / ILS

01R/19L

3505

MAX

MAX

MAX

MAX

MAX

XXX

ILS / NON

12/30

3200

MAX

MAX

MAX

MAX

MAX

XXX

KIAH

9(E)

George Bush Intercontinental - Houston

DEST

ILS / ILS

09/27

3048

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

08L/26R

2743

278/276

MAX

362

MAX

MAX

MAX

ILS / ILS

08R/26L

2865

MAX

MAX

MAX

MAX

MAX

MAX

NONE / ILS 15L/33R

3657

MAX

MAX

376

MAX

MAX

MAX

ILS / NONE 15R/33L

3047

251/249

327

261

217/215

170/MAX

MAX

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115


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

UNITED STATES (KZ) (Cont’d) KIND

8(D)

Indianapolis, Indiana

ENRT

ILS / ILS

14/32

2219

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

05L/23R

3414

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

05R/23L

3048

MAX

MAX

MAX

MAX

MAX

MAX

KJAN

7(C)

Jackson

ENRT

ILS / NON 16L/34R

2590

309/307

332

262

218/216

XXX

XXX

NON / ILS 16R/34L

2590

264/261

308

245

206/203

XXX

XXX

KJFK

9

DEST

New York ILS / ILS

04L/22R

2638

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

04R/22L

2560

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

13L/31R

2735

MAX

MAX

MAX

MAX

MAX

MAX

VOR / ILS 13R/31L

3428

MAX

MAX

MAX

MAX

MAX

MAX

KLIT

7(C)

ENRT

Little Rock ILS / ILS ILS / ILS Note :

04L/22R

2431

279/275

325

364

218/215

166/MAX

MAX

04R/22L

2195

279/275

325

364

218/215

166/MAX

MAX

Optg Hrs : H24 ATC / RFF / FUEL; Gnd Svcs : TBA; Fuel : Jet A3; Rmk : Twys ‘A’ & ‘P’ nor allowed for A330, A346 & B777.

1) LDG RWY22R - Exit via ‘G’ or RWY end via ‘F’ - ‘H’ or ‘J’ to apron. 2) LDG RWY04L - Exit via ‘J’ or ‘M’ towards apron. REV 08P


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PAGE

116


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

UNITED STATES (KZ) (Cont’d) KMCI

7(C) ENRT

Kansas City ILS / ILS

01L/19R

3292

348/344

376

MAX

MAX

XXX

XXX

ILS / ILS

01R/19L

2896

348/344

376

MAX

MAX

XXX

XXX

KMEM

7(C) ENRT

Memphis ILS / ILS

09/27

2727

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

18L/36R

2743

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

18C/36C

3389

MAX

MAX

MAX

MAX

MAX

MAX

VOR / ILS 18R/36L

2782

MAX

MAX

MAX

MAX

MAX

MAX

MAX

NOT

NOT

MAX/NOT

XXX

XXX

MAX

NOT

NOT

MAX/NOT

MAX

MAX

KMDT

7(C) ENRT

Harrisburg ILS / ILS

13/31

KMHT

7(C)

3048

ENRT Manchester ILS / ILS

17/35

KMKE

7(C)

2332

ENRT Milwaukee ILS / ILS

01L/19R

2714

279/275

324

262

218/215

166/MAX

MAX/86

ILS / LOC 07R/25L

2233

279/275

324

262

218/215

166/MAX

MAX/86

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117


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

UNITED STATES (KZ) (Cont’d) KMSP

9(E)

St. Paul Int’l Minneapolis

ENRT

LOC / LOC

04/22

2882

320/317

380

MAX

MAX

MAX

MAX

ILS / ILS

12L/30R

2323

320/317

380

MAX

MAX

MAX

MAX

ILS / ILS

12R/30L

3048

320/317

380

MAX

MAX

MAX

MAX

LOC / ILS

17/35

2438

320/317

380

MAX

MAX

MAX

MAX

KMSY

8(D)

Armstrong New Orleans Int’l

DALT

ILS / LOC

01/19

2134

303/300

356

MAX

MAX

MAX

MAX

ILS / ILS

10/28

2987

303/300

357

MAX

MAX

MAX

MAX

KOKC

7(C)

2377

319/316

345

275

227/225

MAX

MAX

ENRT Oklahaoma City NON / NON 13/31 ILS / ILS

17L/35R

2988

320/317

380

MAX

MAX

MAX

MAX

ILS / ILS

17R/35L

2987

320/317

380

MAX

MAX

MAX

MAX

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PAGE

118


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

MAX

MAX

MAX

MAX

MAX

MAX

UNITED STATES (KZ) (Cont’d) KORD

9(E) DALT

Chicago LOC / LOC 04L/22R 2286 ILS / ILS

04R/22L 2461

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

09R/27L 2428

MAX

MAX

MAX

MAX

MAX

MAX

3732

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

14L/32R 2441

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

14R/32L 3962

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

XXX

XXX

ILS / ILS

KPAE

10/28

5

Snohomish Co / Everett ILS / ILS KPHL

DALT

16R/34L 2746 9(E) DALT

Philadelphia ILS / ILS

09L/27R 2896

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

09R/27L 3202

MAX

MAX

XXX

MAX

XXX

XXX

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PAGE

119


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

UNITED STATES (KZ) (Cont’d) KPIT

8(D)

Pittsburgh VOR / ILS

2469

MAX

MAX

MAX

MAX

XXX

XXX

NON / NON 10C/28C 2959

MAX

365

MAX

MAX

XXX

XXX

ILS / ILS

14/32

DALT

10L/28R 3201

MAX

MAX

MAX

MAX

XXX

XXX

ILS / VOR 10R/28L 3505

MAX

MAX

MAX

MAX

XXX

XXX

KRDU

7(C)

Raleigh Durham

ENRT

ILS / ILS

05L/23R 3048

MAX

MAX

MAX

MAX

XXX

XXX

ILS / ILS

05R/23L 2286

MAX

MAX

MAX

MAX

XXX

XXX

KRFD

7(C)

Chicago / Rockford

ENRT

ILS / LOC

01/19

2499 310/307

332

262

218/216

XXX

XXX

ILS / NIL

07/25

3049 313/308

368

MAX

MAX

XXX

XXX

Note : A346 / B777 – TWY A, D, J, K, L – not authorized. *RFF 9 (D) available 1 hour PPR. KROC

7(C)*

Rochester ILS / ILS

04/22

KSAT

7(C)

ENRT 2439

MAX

NOT

NOT

MAX/NOT

XXX

XXX

2288 263/261

307

245

205/203

157/161

MAX/80

12R/30L 2591 263/261

307

245

205/203

157/161

MAX/80

ENRT

San Antonio Int’l ILS / ILS ILS / ILS

03/21

REV 08P


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120


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

UNITED STATES (KZ) (Cont’d) KSEA

9 DALT

Seattle ILS / ILS

16L/34R

3627

MAX

MAX

MAX

MAX

XXX

XXX

ILS / ILS

16C/34C

2873

MAX

MAX

MAX

MAX

XXX

XXX

KSTL

8(D) DALT

St. Louis ILS / ILS

06/24

2241

253/250

290

232

196/193

150/154

MAX/76

ILS / ILS

11/29

2744

279/275

324

262

218/215

166/MAX

MAX/86

ILS / ILS

12L/30R

2744

300/297

353

MAX

MAX

MAX

MAX

ILS / ILS

12R/30L

3216

300/297

353

MAX

MAX

MAX

MAX

KSWF

7(C)

MAX

NOT

NOT

MAX/NOT

XXX

XXX

DALT Newburg - Stewart ILS / ILS

09/27

2688

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121


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

UNITED STATES (KZ) (Cont’d) KSYR

7(C) ENRT

Syracuse ILS / ILS

10/28

2744

MAX

NOT

NOT

MAX/NOT

XXX

XXX

VOR / VOR

15/33

2286

MAX

NOT

NOT

MAX/NOT

XXX

XXX

KTUL

8(D) ENRT

Tulsa Int’l ILS / ILS

08/26

2248

287/285

337

275

227/224

MAX

MAX/90

ILS / ILS

18L/36R

3048

320/317

380

MAX

MAX

MAX

MAX

UZBEKISTAN (UT) UTTT

9 ENRT

Tashkent ILS / ILS

08L/26R

3750

MAX

MAX

XXX

MAX

MAX

MAX

ILS / NDB 08R/26L

3550

340/336

360

XXX

MAX

MAX

MAX

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122


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

VIETNAM (VV) VVDN

8 ENRT

Danang CIR / ILS 17L/35R

3048

305/302

297

XXX

207/203

MAX

MAX

CIR / VOR 17R/35L

3059

211/206

NOT

XXX

139/137

117/XXX

66 / 64

VVNB

8 ENRT

Hanoi ILS / VOR 11L/29R

3200

279/275

329

264

227/223

MAX

MAX/89

ILS / VOR 11R/29L

3800

297/294

354

MAX

MAX

MAX

MAX

VVTS

9 DEST

Hochiminih VOR / ILS 07L/25R

3048

287/283

337

273

MAX/230

170/MAX

MAX/89

VOR / ILS 07R/25L

3059

307/302

365

355

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

YEMEN (OY) OYAA

9 DALT

Aden ILS / NDB

08/26

3100

REV 08P


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123


COUNTRY (FIR) ICAO

RFF Type

Airport Name IAP

RWY

LDA (m)


346

343

332 / 3

300 / 10

320 / 1

340/336

367

MAX

MAX

MAX

MAX

NOT

NOT

NOT

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

YEMEN (OY) (Cont’d) OYRN

7 DALT

Mukalla CIR / VOR

06/24

OYSN

9

3000

DEST Sana’a ILS / VOR

18/36

2977

ZAMBIA (FL) FLLS

9 ENRT

Lusaka ILS / NDB

10/28

3962

ZIMBABWE (FV) FVBU

6 ENRT

Bulawayo ILS / NON

13/31

FVHA

9

2588

NOT

NOT

NOT

185/182

157/XXX

MAX/85

299

254

211/209

MAX

MAX

DALT Harare ILS / VOR

05/23

4725 324/321

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124

AIRPORTS ETOPS APPROVED ENROUTE AIRPORTS

5.2

ETOPS APPROVED ENROUTE AIRPORTS

5.2.1

Introduction

This section serves two distinct purposes, primarily to define the area in which ETOPS operation is permitted, and lists the ETOPS adequate airports chosen using the assumption in paragraph below and approved by Qatar Civil Aviation Authority (QCAA) for 120 minutes ETOPS operations. Note 1 :

All company twin engined aircraft are approved by the QCAA for ETOPS.

Note 2 :

Bomabardier-Challenger fleet may operate up to 120 minutes from an adequate Aerodrome without ETOPS approval in accordance with QCAR 1.245.

5.2.1.1

Assumptions

The assumptions used in the construction of the list of adequate airports are as follows : –

Jet fuel availability.

–

Runway width of 45 m or better.

–

LDA of 2100 m or better.

–

Airport operations of H24 or if prior permission is required, Qatar Airways has permission to operate outside the normal hours of operations.

–

Fire category of 4 or better.

–

No category C airport.

–

ATC, Meteorological and air information services offices and lighting are available.

–

A turning loop or exit at the end of the runway is available unless the runway width is 60m or better.

–

All circling approaches are under PANS OPS criteria.

–

Runway PCN is displayed for information and is not limiting in case of an emergency.

–

In an airport with more than one (1) runway, the runway that does not meet the above criteria will then be omitted.

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5 125


5.2.2

(1)

Example

: Area of operations with the following details : –

ICAO Code : 4 letter ICAO code of airport.

–

Location (Airport Name) : Location of the airport, however, if more than one airport exist in a location then the name of the airport is mentioned next to it.

(2)

: Best Instrument Approach Procedures (IAP) serving that runway, NON means no IAP available.

(3)

: Displays only those runways that meet the criteria for at least one aeroplane type.

(4)

: Lowest Landing Distance Available (LDA) of both runway ends (direction).

(5)

: Represents the weight of the airplane in tons for the runway. –

MAX means maximum structural take-off weight.

–

NOT means not allowed.

–

XXX means structural take-off weight not yet defined

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5 126


5.2.3

Area of Operations : Arabian Sea / Indian Ocean

ETOPS operations over Arabian Sea / Indian Ocean is applicable for all twin engined aircraft. The following en-route alternates are declared. ICAO

IAP

RWY

LDA (m)

Airport Name


332 / 3

300 / 10

320 / 1

FIMP ILS/VOR

14/32

3040

MAX

MAX

MAX

MAX

ILS/CIR

02/20

2900

XXX

MAX

MAX

MAX

FMEE

ILS/CIR

14/32

2315 314/311

217/215

MAX

MAX

St. Denis

CIR/VOR

12/30

3080 314/311

217/215

MAX

MAX

ILS/VOR

11/29

3100

MAX

MAX

MAX

VOR/ILS

13/31

2682 333/329

MAX

MAX

MAX

Mauritius FMCH Moroni

FMMI NOT

Antananarivo FSIA Seychelles OBBI Bahrain

ILS / ILS

12L/30R 3657

MAX

MAX

MAX

MAX

VOR/VOR 12R/30L 2222

MAX

MAX

MAX

MAX

OEDF

ILS / ILS

16L/34R 4000

MAX

MAX

MAX

MAX

Dammam

ILS / ILS

16R/34L 4000

MAX

MAX

MAX

MAX

OKBK

ILS / ILS

15L/33R 3500

MAX

MAX

MAX

MAX

Kuwait

ILS / ILS

15R/33L 3400 300/297

MAX

MAX

MAX

OMAA

ILS / ILS

13R/31L 4100

MAX

MAX

MAX

MAX

Abu Dhabi

ILS / ILS

13L/31R 4100

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

OMAL ILS / VOR

01/19

4000

Al Ain

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ICAO

IAP

RWY

LDA (m)

Airport Name


332 / 3 300 / 10 320 / 1

OMDB

ILS / ILS

12L/30R 3600

MAX

MAX

MAX

MAX

Dubai

ILS / ILS

12R/30L 3880

MAX

MAX

MAX

MAX

MAX/347 231/229 MAX

MAX

OMSJ VOR / ILS

12/30

3760

ILS / ILS

08/26

3165

MAX

MAX

MAX

MAX

VOR / ILS

07/25

3340

MAX

MAX

MAX

MAX

228/226 MAX

MAX

Sharjah OOMS Muscat OOSA Salalah OPKC

NON / ILS 07L/25R 3200

273/270

Karachi

NON / ILS 07R/25L 3400

MAX

MAX

MAX

MAX

OPNH VOR / VOR

02/20

2743

269/264

MAX

MAX

MAX

VOR / ILS

16/34

3822

MAX

MAX

MAX

MAX

ILS / NDB

08/26

3100

MAX

MAX

MAX

MAX

CIR / VOR

06/24

3000

340/336

MAX

MAX

MAX

VOR / ILS

05/23

3505

333/331

231/229

MAX

MAX

VABB

ILS / ILS

09/27

2963

MAX

MAX

MAX

MAX

Mumbai

ILS / VOR

14/32

2517

MAX

MAX

MAX

MAX

Nawabshah OTBD Doha OYAA Aden OYRN Mukalla VAAH Ahmedabad

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5 128


ICAO

IAP

RWY

LDA (m)

Airport Name


332 / 3

300 / 10

320 / 1

VOBL ILS / ILS

09/27

4000

MAX

MAX

MAX

MAX

VOR / ILS

09/27

3400

340/336

MAX

MAX

MAX

VOR / ILS 14 / 32 2992

310/307

226 / 223

MAX

MAX

MAX

MAX

MAX

Banagalore VOCI Cochin VOTV Thiruvananthapuram VRMM VOR / ILS

18/36

2910 MAX/NOT

Male

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5.2.4

Area of Operations : Bay of Bengal

ETOPS operations over Bay of Bengal is applicable for all twin engined aircraft. The following en-route alternates are declared. ICAO

IAP

RWY

LDA (m)

Airport Name

OPLA Lahore


332 / 3

300 / 10

320 / 1

VOR / VOR 18R/36L 2743 278/276

205/204

160/163

MAX

MAX

MAX

MAX

MAX

223

223

MAX

MAX

VOR / ILS 18L/36R 3360

OPPS VOR / VOR

17/35

2743

CIR / ILS

12/30

2743 263/259

219/216

167/MAX

MAX

VOR / NON

07/25

2744 317/311

MAX

MAX

MAX

297/295

MAX

MAX

MAX

02R/20L 3200 315/312

MAX

MAX

MAX

Peshawar OPRN Islamabad RPLB Subic Bay RPLC

NONE

Angeles City

ILS / ILS

02L/20R 342

RPLL ILS / ILS

06/24

3410

MAX

MAX

MAX

MAX

ILS / ILS

04/22

3330

MAX

MAX

MAX

MAX

VOR / ILS

14/32

3200

NOT

NOT

NOT

MAX

ILS / ILS

04/22

3350

MAX

MAX

MAX

MAX

Manila RPVM Lapu-Lapu VANP Nagpur VCBI Katunayake VECC Kolkata

VOR / VOR 01L/19R 2749 243/244 ILS / ILS

01R/19L 3200

MAX

178 /176 140 / 142 MAX / 80 MAX

MAX

MAX

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5 130


ICAO

IAP

RWY

LDA (m)

Airport Name


332 / 3

300 / 10

320 / 1

VGEG VOR / ILS

05/23

2940 313/310

MAX

MAX

MAX

ILS / VOR

14/32

3200

MAX

MAX

MAX

MAX

VOR / ILS

09/27

2661

MAX

MAX

MAX

MAX

ILS / ILS

10/28

3810

MAX

MAX

MAX

MAX

ILS / ILS

11/29

2820

MAX

MAX

MAX

MAX

ILS / ILS

09/27

4260

MAX

MAX

MAX

MAX

ILS / ILS

07/25

3658

MAX

MAX

MAX

MAX

03L/21R 3700 312/309

MAX

MAX

MAX

VOR / ILS 03R/21L 3150 312/309

MAX

MAX

MAX

Chittagong VGZR Dhaka VIDP Delhi VOHS Hyderabad VOMM Chennai VTBD Bangkok Don Mueang Int’l

ILS / ILS

VTBS

ILS / ILS

01L/19R 3700

MAX

MAX

MAX

MAX

Bangkok Suvarnabhumi

ILS / ILS

01R/19L 4000

MAX

MAX

MAX

MAX

VTCC VOR / ILS

18/36

3100 339/336 204 / 202 165/MAX

MAX

VOR / ILS

09/27

3000

MAX

MAX

Chiang Mai VTSP MAX

MAX

Phuket VVNB

ILS / VOR 11L/29R 3200 279/275 227 / 223

MAX

MAX / 89

Hanoi

ILS / VOR 11R/29L 3800 297/294

MAX

MAX

MAX

VYYY NDB / ILS

03/21

2470 243/240 MAX/ 202 MAX/164

MAX

Yangon

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ICAO

IAP

RWY

LDA (m)

Airport Name


332 / 3

300 / 10

320 / 1

WBKK ILS / VOR

02/20

2500

336/332

MAX

MAX

MAX

ILS / ILS

03/21

3658

325/322

MAX

MAX

MAX

ILS / CIR

05/23

2625

328/326

MAX

MAX

MAX

ILS / VOR

16/34

3354

336/332

MAX

MAX

MAX

Kota Kinabalu WBSB Bandar Seri Begawan WIMM Medan WMKJ Johor Bahru WMKK

ILS / ILS

14R/32L 4000

327/325

MAX

MAX

MAX

Kuala Lumpur

ILS / ILS

14L/32R 4019 MAX/345

MAX

MAX

MAX

WMKP ILS / VOR

04/22

3354

MAX

MAX

MAX

MAX

02L/20R 3260

MAX

MAX

MAX

MAX

Singapore - Changi ILS / ILS 02C/20C 4000

MAX

MAX

MAX

MAX

Penang WSSS

ILS / ILS

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5.2.5

Area of Operations : Central Asia

ETOPS operations over Central Asia is applicable for all twin-engined aircraft. The following en-route alternates are declared. ICAO

IAP

RWY

LDA (m)

Airport Name


332 / 3

300 / 10

320 / 1

LTAC

ILS / ILS

03L/21R 3400 336/333

MAX

MAX

MAX

Ankara

ILS / ILS

03R/21L 3750

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

OIIE Tehran Imam Khomaini OIII

VOR / ILS

11/29

4200

VOR / VOR 11L/29R 3992 347/342

Tehran - Mehrabad VOR / ILS 11R/29L 4038 324/321 220 / 218 OIMM

VOR / ILS 13L/31R 3776 340/336

MAX

MAX

MAX

Mashhad

VOR / VOR 13R/31L 3886 340/336

MAX

MAX

MAX

OISS

NON / ILS 11R/29L 4259

MAX

MAX

MAX

MAX

Shiraz

NON / VOR 11L/29R 4342

MAX

MAX

MAX

MAX

OSAP NON / ILS

09/27

2910 224/222 160/159

126/128 MAX / 87

Aleppo UAAA

ILS / ILS

05L/23R 4500 345/341

XXX

Almaty

ILS / ILS

05R/23L 4398 264/260 206/203

MAX

MAX

157/161

MAX/81

UAFM ILS / ILS

08/26

4200 319/314

MAX

MAX

MAX

ILS / CIR

09/27

3850 325/322

MAX

MAX

MAX

UBBB

ILS / ILS

16/34

2700 264/261 245/307

Baku

ILS / ILS

18/36

3065

Bishkek UDYZ Yerevan

MAX

MAX

157/160 MAX / 80 MAX

MAX

REV 08P


CHAPTER PAGE

5 133


ICAO IAP

RWY

LDA (m)

Airport Name

UBBN Nackchivan

ILS/NON 14L/32R ILS/ILS

14R/32L


332 / 3

300 / 10

320 / 1

NOT

NOT

NOT

NOT

MAX

MAX

MAX

MAX

MAX

MAX

MAX

UKBB

ILS / ILS 18L/36R 4000

302/300

Kyiv

ILS / ILS 18R/36L 3500

NOT

151 / 149 163/XXX

MAX

UKFF ILS / ILS

01/19

3706

275/272

215/212 164/MAX MAX / 84

ULLI

ILS / ILS 10L/28R 3397

310/307

St. Petersburg

ILS / ILS 10R/28L 3780

310/307

205 / 203 156/XXX MAX / 87

ILS / ILS

13/31

3640

268/264

208/206

159/163

MAX/82

ILS / ILS

12/30

3900

218/215

184 / 180 133/XXX

76 / 74

ILS / ILS 12L/30R 3800

317/311

MAX

MAX

MAX

UTTT

ILS / ILS 08L/26R 3750

MAX

MAX

MAX

MAX

Tashkent

ILS / NDB 08R/26L 3550

340/336

MAX

MAX

MAX

14C/32C 2600

338/332

MAX

MAX

MAX

Moscow Domodedovo

ILS / ILS 14L/32R 3794

297/295

MAX

MAX

MAX

ILS / ILS 14R/32L 3500

338/332

MAX

MAX

MAX

UUEE

ILS / ILS 07L/25R 3550

327/323

MAX

MAX

MAX

Moscow Shermetyevo

ILS / ILS 07R/25L 3702

294/291

MAX

MAX

MAX

ILS / ILS

02/20

3000

235/233

178/177

Moscow - Vnukovo ILS / ILS

06/24

3000

NOT

NOT

Simferopol MAX

MAX

MAX

UMMS Minsk URMM Mineralnyye Vody UTAA Ashgabat

UUDD

UUWW

NONE

140/142 MAX / 93 NOT

63/61

REV 08P


CHAPTER PAGE

5 134


5.2.6

Area of Operations : East Africa

ETOPS operations over East Africa is applicable for all twin-engined aircraft. The following en-route alternates are declared. ICAO

IAP

RWY

LDA (m)

Airport Name


332 / 3

300 / 10

320 / 1

MAX

MAX

MAX

MAX

MAX

MAX

220/217

MAX

MAX

FACT ILS / ILS

01/19

3201 319/314

Cape Town FAJS Johannesburg

ILS / VOR 03L/21R 4418 ILS / ILS

MAX

03R/21L 3400 324/321

FQMA NON / ILS

05/23

3660 276/275

ILS / VOR

05/23

4725 324/321

ILS / VOR

14/32

3540

185 / 182 157/XXX MAX/85

Maputo FVHA 211/209

MAX

MAX

MAX

MAX

MAX

MAX

334

185 / 182

MAX

MAX

171

140/143

MAX

Harare FWKI Lilongwe HAAB

CIR / ILS

07R/25L 3440

Addis Abeba

CIR / ILS

07L/25R 3325 247/245

HDAM VOR/ILS

09/27

2928 325/322

368

MAX

MAX

VOR/ILS

03/21

3350

MAX

MAX

MAX

ILS/VOR

05/23

3000 MAX/347

MAX

MAX

MAX

ILS / VOR

06/24

4117

MAX

MAX

MAX

MAX

ILS/ILS

18/36

2980

MAX

MAX

MAX

MAX

Djibouti HKMO MAX

Mombasa HTDA Dar-es-salam HKJK Nairobi Jomo Kenyatta HSSS Khartoum REV 08P


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5 135


5.2.7

Area of Operations : Japan / North China

ETOPS operations over Japan / North China is applicable for A330 and B777 aircraft only. The following en-route alternates are declared. ICAO

IAP

RWY

LDA (m)

Airport Name

RJBB

ILS / ILS

06L/24R 4000

Osaka - Kansai

ILS / ILS

06R/24L 3500


332 / 3

300 / 10

320 / 1

MAX

MAX

MAX

MAX

MAX

MAX

MAX

RJFF ILS / ILS

16/34

2800 327/324

Fukuoka RKSI

ILS / ILS

15L/33R 3750

MAX

MAX

MAX

MAX

ILS / ILS

15R/33L 3750

MAX

MAX

MAX

MAX

Seoul - Incheon ILS / ILS

16/34

4000

MAX

MAX

MAX

MAX

ILS / ILS

01/19

3800

MAX

MAX

MAX

MAX

ILS / ILS

18L/36R 3800

MAX

MAX

MAX

MAX

ILS / ILS

18R/36L 3200

MAX

MAX

MAX

MAX

195/233

MAX

MAX

MAX

MAX

MAX

ZBAA Beijing ZBHH ILS / ILS

08/26

3600 265/268

ILS / ILS

16/34

3200

ILS / ILS

13/31

3200 336/332

MAX

MAX

MAX

ILS / ILS

04/22

3400 342/335

MAX

MAX

MAX

ILS / ILS

18/36

3600 342/338

MAX

MAX

MAX

ILS / ILS

05/23

3000 297/294

MAX

MAX

MAX

Hohhot ZBTJ MAX

Tianjin ZBYN Taiyuan ZHHH Wuhan ZLLL Lanzhou ZLXY Xi’an

REV 08P


CHAPTER PAGE

5 136


ICAO

IAP

RWY

LDA (m)

Airport Name


332 / 3

300 / 10

320 / 1

ZSFZ ILS / ILS

03/21

3600

MAX

MAX

MAX

MAX

ILS / ILS

07/25

3600

MAX

MAX

MAX

MAX

ILS / VOR

01/19

3600

MAX

MAX

MAX

MAX

ILS / ILS

06/24

3600

MAX

MAX

MAX

MAX

ZSPD

ILS / ILS

17/35

4000

MAX

MAX

MAX

MAX

Shanghai Pudong

ILS / ILS

16/34

3800

MAX

MAX

MAX

MAX

17R/35L

3400

MAX

MAX

MAX

MAX

ILS / ILS

18/36

3200

339/335

MAX

MAX

MAX

ILS / ILS

02/20

3600

MAX

MAX

MAX

MAX

ILS / ILS

08/26

3200

MAX

MAX

MAX

MAX

VOR / ILS

11/29

3200

272/268

212/209

162/MAX

MAX/83

ILS / ILS

07/25

3600

MAX

MAX

MAX

MAX

ILS / ILS

10/28

3100

MAX

MAX

MAX

MAX

ILS / ILS

06/24

3200

303/300

MAX

MAX

MAX

Fuzhou ZSHC Hanghzhou ZSJN Jianan ZSNJ Nanjing

ILS / ILS

ZSSS Shanghai Hongqiao ZUUU Chengdu ZWSH Kashi ZWTN Hotan ZWWW Urumqi ZYTL Dalian ZYTX Shenyang

REV 08P


CHAPTER PAGE

5 137


5.2.8

Area of Operations : North Atlantic / North America

ETOPS operations over the North Atlantic is applicable for B777 and A330 aircraft only. The following en-route alternates are declared. ICAO

IAP

RWY

LDA (m)

Airport Name


332 / 3 300 / 10 320 / 1

BIKF

ILS / ILS

02/20

3048

MAX

MAX

MAX

MAX

Keflavik

ILS / ILS

11/29

3052

MAX

MAX

MAX

MAX

LOC / ILS

17/35

2621

MAX

MAX

MAX

MAX

CYEG

ILS / ILS

12/30

3109

334/332

MAX

MAX

MAX

Edmonton Int’l

ILS / ILS

02/20

3353

MAX

MAX

MAX

MAX

CYHZ

LOC / ILS

05/23

2682

MAX

MAX

MAX

MAX

Halifax

ILS / NON

14/32

2347

MAX

MAX

MAX

MAX

NON / ILS

09/27

3048

MAX

MAX

MAX

MAX

CYQX

ILS / VOR

03/21

3109

MAX

MAX

MAX

MAX

Gander

ILS / NON

13/31

2713

MAX

MAX

MAX

MAX

CYYR

ILS / NDB

08/26

3367

MAX

MAX

MAX

MAX

Goose Bay

NONE

16/34

2920

MAX

MAX

MAX

MAX

CYYT

ILS / ILS

11/29

2591

MAX

MAX

MAX

MAX

St. John’s

ILS / NDB

16/34

2134

MAX

MAX

MAX

MAX

CYOW

ILS / LOC

07/25

2438

MAX

MAX

MAX

MAX

Ottawa

VOR/ILS

14/32

3048

MAX

MAX

MAX

MAX

VOR/VOR

06/24

2743

281/278

MAX

MAX

MAX

CYFB Iqaluit

CYJT Stephenville

CYQB Quebec

REV 08P


CHAPTER PAGE

5 138


ICAO

IAP

RWY

LDA (m)

Airport Name


332 / 3 300 / 10 320 / 1

CYQM NDB/ILS

11/29

2438

332

229/227

MAX

MAX

ILS / NDB

09/27

2554

325/322

XXX

XXX

XXX

ILS / ILS

08L/26R 3030

334/332

MAX

MAX

MAX

ILS / ILS

08R/26L 3352

334/332

MAX

MAX

MAX

Moncton CYXE Saskatoon CYVR Vancover CYUL

ILS / NON

12/30

2225

334/332

MAX

MAX

MAX

ILS / LOC

10/28

2134

MAX

MAX

MAX

MAX

ILS / ILS

06L/24R 3353

MAX

MAX

MAX

MAX

ILS / ILS

06R/24L 2926 XXX/305

MAX

MAX

MAX

Montreal CYWG

ILS / ILS

13/31

2652

MAX

MAX

MAX

MAX

Winnipeg James Armstron Int’l

ILS / ILS

18/36

3352

MAX

MAX

MAX

MAX

CYYC

ILS / ILS

10/28

2438

302/229

229/227

MAX

MAX

Calgary Int’l

ILS / ILS

16/34

3863

MAX

215/214

MAX

MAX

CYYZ

ILS / ILS

05/23

3242

MAX

MAX

MAX

MAX

ILS / ILS

06L/24R 2896

MAX

MAX

MAX

MAX

ILS / ILS

06R/24L 2743

MAX

MAX

MAX

MAX

ILS / ILS

15L/33R 3368

MAX

MAX

MAX

MAX

ILS / ILS

15R/33L 2591

MAX

MAX

MAX

MAX

Toronto

EGAA VOR / ILS

07/25

2780

330/326

MAX

MAX

MAX

ILS / ILS

05/23

2658

313/308

MAX

MAX

MAX

Belfast EGPF Glasgow

REV 08P


CHAPTER PAGE

5 139


ICAO

IAP

RWY

LDA (m)

Airport Name


332 / 3 300 / 10 320 / 1

EGPK ILS / ILS

13/31

2987

MAX

MAX

MAX

MAX

ILS / ILS

10/28

2637

327/323

MAX

MAX

MAX

ILS / ILS

06/24

3059

291/288

MAX

MAX

MAX

ILS / ILS

07/25

2794

291/289

ILS / ILS

17/35

2525

MAX

MAX

MAX

MAX

Prestwick EIDW Dublin EINN Shannon ENBO 205/203 167/MAX

MAX

Bodo ENBR Bergen ENGM

ILS / ILS

01L/19R 3600

MAX

MAX

MAX

MAX

Oslo - Gardermoen

ILS / ILS

01R/19L 2950

MAX

MAX

MAX

MAX

ENZV

ILS / VOR

17/35

2199

340/336 MAX/232

MAX

MAX

Stavanger

ILS / ILS

18/36

2495

340/336 MAX/232

MAX

MAX

KATL

ILS / ILS

10/28

2743

MAX

MAX

XXX

XXX

ILS / ILS

08L/26R 2743

MAX

MAX

XXX

XXX

ILS / ILS

08R/26L 3048

MAX

MAX

XXX

XXX

ILS / ILS

09L/27R 3624

MAX

MAX

XXX

XXX

ILS / ILS

09R/27L 2743

MAX

MAX

XXX

XXX

2134

MAX

MAX

XXX

XXX

NON/NON 04L/22R 2148

MAX

MAX

XXX

XXX

Atlanta

KBOS

Boston

NON/ILS

09/27

ILS / ILS

04R/22L 2684

MAX

MAX

XXX

XXX

ILS / ILS

15R/33L 2805

MAX

MAX

XXX

XXX

REV 08P


CHAPTER PAGE

5 140


ICAO

IAP

RWY

LDA (m)

Airport Name

KDFW

Dallas Fort Worth

KIAD

Washington

KIAH

George Bush Intercontinental Houston

KJFK

New York


332 / 3 300 / 10 320 / 1

NON / ILS

13L/31R

2553

MAX

MAX

MAX

MAX

ILS / VOR

13R/31L

2835

MAX

MAX

MAX

MAX

ILS / ILS

17R/35

4085

MAX

MAX

MAX

MAX

ILS / ILS

17L/35R

2591

MAX

MAX

MAX

MAX

ILS / ILS

17C/35C

4085

MAX

MAX

MAX

MAX

ILS / ILS

18L/36R

4084

MAX

MAX

MAX

MAX

ILS / ILS

01C/19C

3505

305/302

MAX

MAX

MAX

ILS / ILS

01L/19R

2865

MAX

MAX

MAX

MAX

ILS / ILS

01R/19L

3505

MAX

MAX

MAX

MAX

ILS / ILS

12/30

3200

MAX

MAX

MAX

MAX

ILS / ILS

09/27

3048

MAX

MAX

MAX

MAX

ILS / ILS

08L/26R

2743

MAX

MAX

MAX

MAX

ILS / ILS

08R/26L

2865

MAX

MAX

MAX

MAX

ILS / ILS

015L/36R 3657

MAX

MAX

MAX

MAX

ILS / ILS

15R/33L

3047

251/249

217/215

MAX

MAX

ILS / ILS

04L/22R

2638

MAX

MAX

MAX

MAX

ILS / ILS

04R/22L

2560

MAX

MAX

MAX

MAX

ILS / ILS

13L/31R

2735

MAX

MAX

MAX

MAX

ILS / ILS

13R/31L

3428

MAX

MAX

MAX

MAX

REV 08P


CHAPTER PAGE

5 141


ICAO

IAP

RWY

LDA (m)

Airport Name

KMEM


332 / 3 300 / 10 320 / 1

ILS / ILS

09/27

2727

MAX

MAX

MAX

MAX

ILS / ILS

18L/36R

2743

MAX

MAX

MAX

MAX

ILS / ILS

18C/36C

3389

MAX

MAX

MAX

MAX

ILS / ILS

18R/36L

2782

MAX

MAX

MAX

MAX

LOC / LOC

04/22

2882

320/317

MAX

MAX

MAX

ILS / ILS

12L/30R

2323

320/317

MAX

MAX

MAX

ILS / ILS

12R/30L

3048

320/317

MAX

MAX

MAX

LOC / ILS

17/35

2438

320/317

MAX

MAX

MAX

KPHL

ILS / ILS

09L/27R

2896

MAX

MAX

MAX

MAX

Philadelphia

ILS / ILS

09R/27L

3202

MAX

MAX

XXX

XXX

Memphis

KMSP St. Paul Int’l Minneapolis

KRDU

ILS / ILS

05L/23R

3048

MAX

MAX

XXX

XXX

Raleigh Durham

ILS / ILS

05R/23R 3048

MAX

MAX

XXX

XXX

KSEA

ILS / ILS

16L/34R

3627

MAX

MAX

XXX

XXX

Seattle

ILS / ILS

16C/34C 2873

MAX

MAX

MAX

XXX

KSTL

ILS / ILS

06/24

2241

253/250

196/193

ILS / ILS

11/29

2744

279/275

218/215 166/MAX MAX/86

ILS / ILS

12L/30R

2744

300/297

MAX

MAX

MAX

ILS / ILS

12R/30L

3216

300/297

MAX

MAX

MAX

KGEG

ILS / ILS

03/21

2744

MAX

MAX

XXX

XXX

Spokane Int’l

NONE

07/21

2499

MAX

MAX

XXX

XXX

KORD

LOC/LOC

04L/22R

2286

MAX

MAX

MAX

MAX

ILS / ILS

04R/22L

2461

MAX

MAX

MAX

MAX

ILS / ILS

09L/27R

2428

MAX

MAX

MAX

MAX

ILS / ILS

09R/27L

3092

MAX

MAX

MAX

MAX

ILS / ILS

14L/32R

2441

MAX

MAX

MAX

MAX

ILS / ILS

14R/32L

3962

MAX

MAX

MAX

MAX

Lambert - St Louis

Chicago

150/154 MAX/76

REV 08P


CHAPTER PAGE

5 142


ICAO

IAP

RWY

LDA (m)

Airport Name


332 / 3 300 / 10 320 / 1

LPAZ ILS / VOR

18/36

3048

MAX

MAX

MAX

MAX

ILS / ILS

15/33

3312

337/335

MAX

MAX

MAX

Santa Maria LPLA Lajes

REV 08R


CHAPTER PAGE

5 143


5.2.9

Area of Operations : West Africa

ETOPS operations over West Africa is applicable for A300, A310, A330 and B777 aircraft only. The following en-route alternates are declared. ICAO

IAP

RWY

LDA (m)

Airport Name


332 / 3

300 /10

320 / 1

DNAA ILS / ILS

04/22

3610

MAX

MAX

MAX

MAX

ILS / VOR

05/23

3000

MAX

MAX

MAX

MAX

DNMM

ILS / NON5 18L/36R 2745

MAX

MAX

MAX

MAX

Lagos

ILS / VOR 18R/36L 3900

MAX

MAX

MAX

MAX

DNKN

ILS / VOR

05/23

2450

243/238

175

120/XXX

MAX

Kano

ILS / VOR

06/24

3300

MAX

MAX

MAX

MAX

ILS / VOR

09/27

3000

336/332

MAX

MAX

MAX

ILS / VOR

09/27

3285

XXX

MAX

MAX

MAX

ILS / VOR

05/23

2800

NOT

224/221

MAX

MAX

Abuja DNMA Maiduguri

DRRN Niamey FKKR Garouda FTTJ N’djamena

REV 08R


CHAPTER PAGE

5 144



L E F T

B L A N K

REV 08R


CHAPTER

6

PAGE

1

AIRFIELD BRIEFINGS TABLE OF CONTENTS

CHAPTER 6 - AIRFIELD BRIEFINGS 6.1

6.2

6.3

INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 6.1.1

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

6.1.2

Example . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

6.1.3

Destinations Airfield Category Listing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

CATEGORY C AIRFIELDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 6.2.1

Calicut . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

6.2.2

Kathmandu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

6.2.3

Sana’a. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

6.2.4

Seychelles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31

CATEGORY B AIRFIELDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 6.3.1

Algiers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35

6.3.2

Amman . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37

6.3.3

Athens . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41

6.3.4

Bangalore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43

6.3.5

Beijing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49

6.3.6

Beirut . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53

6.3.7

Damascus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55

6.3.8

Dar Es Salaam . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57

6.3.9

Geneva . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59

6.3.10 Guangzhou . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63 6.3.11 Hong Kong . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69 6.3.12 Houston. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73 6.3.13 Hyderabad . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77 6.3.14 Khartoum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81 6.3.15 Lagos . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85 6.3.16 Madrid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89 6.3.17 Mashhad . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93 6.3.18 Moscow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95

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6.3.19 Mumbai . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101 6.3.20 Nairobi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105 6.3.21 Newark . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109 6.3.22 New York . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117 6.3.23 Peshawar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129 6.3.24 Shanghai . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133 6.3.25 Tehran . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137 6.3.26 Thiruvananthapuram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 139 6.3.27 Tunis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141 6.3.28 Washington . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145 6.3.29 Zaragoza . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151 6.3.30 Zurich . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155

6.4

CATEGORY A AIRFIELDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157 6.4.1

Abu Dhabi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157

6.4.2

Ahmedabad . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159

6.4.3

Alexandria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161

6.4.4

Amsterdam . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163

6.4.5

Bahrain. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167

6.4.6

Bali . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 169

6.4.7

Bangkok . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 173

6.4.8

Berlin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 177

6.4.9

Cairo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 181

6.4.10 Cape Town . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185 6.4.11 Casablanca . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 187 6.4.12 Chennai . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 191 6.4.13 Cochin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 193 6.4.14 Dammam . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 195 6.4.15 Delhi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 197 6.4.16 Dhaka. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201 6.4.17 Doha. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203 6.4.18 Dubai . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207 REV 08P


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6.4.19 Frankfurt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211 6.4.20 Hochiminh . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 213 6.4.21 Islamabad . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 219 6.4.22 Istanbul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 223 6.4.23 Jakarta . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 225 6.4.24 Jeddah . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 229 6.4.25 Johannesburg . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 233 6.4.26 Karachi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 237 6.4.27 Katunayake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 239 6.4.28 Kuala Lumpur . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 241 6.4.29 Kuwait . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 243 6.4.30 Lahore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 245 6.4.31 Lapu-lapu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 247 6.4.32 London - Gatwick . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 249 6.4.33 London - Heathrow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 253 6.4.34 Luxembourg . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 259 6.4.35 Luxor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 263 6.4.36 Male . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 265 6.4.37 Manchester . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 267 6.4.38 Manila . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 271 6.4.39 Milan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 275 6.4.40 Munich . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 279 6.4.41 Muscat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 281 6.4.42 Nagpur . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 283 6.4.43 Osaka . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 287 6.4.44 Paris . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 291 6.4.45 Riyadh. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 295 6.4.46 Rome . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 297 6.4.47 Seoul. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 299 6.4.48 Sialkot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 303 6.4.49 Singapore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 307

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6.4.50 Stockholm. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 311 6.4.51 Tripoli . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 315 6.4.52 Vienna . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 317

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AIRFIELD BRIEFINGS INTRODUCTION

6.1

INTRODUCTION

6.1.1 •

General

Airfield Briefing : Airfield briefings are predicated on normal operations and based on the best information available at the time. Nothing contained in the briefings should override the application of good airmanship and common sense nor override the requirement of any applicable State Regulations. Warning:

It is imperative that briefings be read in conjunction with current Jeppesen documentation and that where any conflicts exists, Jeppesen takes priority.

Qatar Airways has categorised the airfields according to their operational complexity, based upon an assessment of their terrain characteristics and minimum safe altitude, approach aids and approach procedures, seasonal weather conditions, performance limitations, and any other unusual characteristics. These are : 1) Category A aerodromes satisfy all of the following requirements : – An approved instrument approach procedure, – At least one runway with no performance limited procedure for take-off and/or landing, – Published circling minima not higher than 1000 feet AGL, and – Night operations capability. 2) Category B aerodromes do not satisfy the Category A requirements or require extra considerations such as : – Non-standard approach aids and/or approach patterns, or – Unusual local weather conditions, or – Unusual characteristics or performance limitations, or – Any other relevant considerations including obstructions, physical layout, lighting ... etc. Prior operating to such aerodrome, the Commander shall be briefed, or self briefed. 3) Category C aerodromes require additional considerations to Category B aerodromes. These aerodromes have a significant factor affecting the complexity and workload of the flight. The Commander shall undergo training and briefing before flying into these aerodromes. The training may be in the form of a simulator or a visit flight into that aerodrome. Take-off and landing at these aerodromes shall be done by the Captain only. This chapter is arranged in priority of categorisation order (i.e. Category C, B then A). Note:

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•

Destination Alternates : The choices of alternate airports for each destination is given at the end of each airfield briefing and are listed in alphabetical order. Airports listed here are based on the assumptions below, which do not preclude the selection of any other airports as alternate after taking into consideration that the deviation from the prescribed criteria meets the regulatory requirements. When an airport, which is not listed, is selected as alternate, in exceptional cases, the responsibility for ensuring availability of the Jeppesen charts in the aircraft library and performance data in LPC before commencement of the operation rests with the person exercising this option. Company preferred alternate airports are presented in Bold and Italics. Standard flight planning policy will ensure the closest selected alternate airport in terms of fuel in the OFP, ensuring that the planning minima are met. When the destination forecast indicates weather conditions to be marginal (means a high probability of diversion), then it is the responsibility of the Commander to uplift fuel for the preferred alternate, payload permitting.

Note :

For the Bombardier-Challenger fleet, all briefings given in this chapter are applicable without limitation. Minimum RFF for destination is CAT-4 and for alternate and en-route is CAT-3.

The assumptions used in the construction of the list of adequate airports are as follows : – Jet fuel availability. – Runway width of 45 m or better. – LDA of 2100 m or better. – Airport operations available H24 (unless otherwise noted). Approved permission for operations outside published airport operating hours, where granted, is stated for individual airports. – Fire category of not less than one step below the required category for the aircraft type. – No category C airport. – A turning loop or exit at the end of the runway is available unless the runway width is 60 m or better. – All circling approaches are under PANS OPS criteria. – Max Pavement Weight for aircraft type is considered and may result in landing at a weight higher than that declared in the airport directory. In such cases, Qatar Airways has been granted approval to operate at higher weights by the concerned authority. However, for Alternate Airports PCN is not limiting in case of an emergency. – In an airport with more than one (1) runway, the runway that does not meet the above criteria will then be omitted. Note :

For the Bombardier-Challenger fleet and due to the potential worldwide operations, below technical requirements must be verified for authorization by the Senior Vice-President QTR Executive Jet :

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– RFF CAT-4 (destination) and CAT-3 (alternate/en-route) – PCN 17R or 15F (R: Rigid and F: Flexible) – Runway Length Available : Takeoff = 1900m and Landing = 1600m ** For operations beyond these runway requirements, an specific analysis must be done by QTR Flight Operations Engineering Department – Runway Width 30m – Taxi Way Width 11m. Notification of errors or suggestion for content shall be conveyed by Journey Log, Pilot Voyage Report or by the e-mail to [email protected], so it can be reviewed and analysed. Notified errors or suggestion to Category B and C aerodromes will be revised on a priority basis, however Category A aerodromes will be revised as per the normal revision process of the manual. 6.1.2

Example

(1) : Destination / Alternate airports with the following details : –

RFF : Available fire category at the airport for the aircraft.

(2) : Best Instrument Approach Procedures (IAP) serving that runway, NON means no IAP available. (3) : Displays only those runways that meet the criteria for at least one aeroplane type. (4) : Lowest Landing Distance Available (LDA) of both runway ends (direction). (5) : Represents the weight of the airplane in tons for the runway. MAX means maximum structural take-off weight, NOT / N means not allowed due to “PCN”, “RFF” or the aircraft movement limitations i.e. taxiways, parking stand … etc (applicable for A346 only). XXX means structural take-off weight not yet defined.

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L E F T

B L A N K

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6.1.3

Destinations Airfield Category Listing

The table below indicates the destination airfields category listing : NAME OF THE AIRFIELD

CATEGORY

PAGE NO.

Abu Dhabi

A

157

Ahmedabad

A

159

Alexandria

A

161

Algiers

B

35

Amman - Queen Alia

B

37

Amsterdam

A

163

Athens - Eleftherios Venizelos

B

41

Bahrain

A

167

Bali

A

169

Bangalore

B

43

Bangkok - Suvarnabhumi

A

173

Beijing

B

49

Beirut - Rafik Hariri

B

53

Calicut

C

13

Berlin - Tegel

A

177

Cairo

A

181

Cape Town

A

185

Casablanca

A

187

Chennai

A

191

Cochin

A

193

Damascus

B

55

Dammam

A

195

Dar-Es-Salam

B

57

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NAME OF THE AIRFIELD

CATEGORY

PAGE NO.

Delhi

A

197

Dhaka

A

201

Doha

A

203

Dubai

A

207

Frankfurt - Main

A

211

Geneva

B

59

Guangzhou

B

63

Hong Kong

B

69

Hyderabad

B

77

Hochiminh

A

213

Houston

B

73

Islamabad

A

219

Istanbul - Ataturk

A

223

Jakarta - Soekarno

A

225

Jeddah

A

229

Johannesburg

A

233

Karachi

A

237

Katanayake

A

239

Kathmandu

C

19

Khartoum

B

81

Kuala Lumpur

A

241

Kuwait

A

243

Lagos

B

85

Lahore

A

245

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CATEGORY

PAGE NO.

Lapu Lapu

A

247

London - Gatwick

A

249

London - Heathrow

A

253

Luxembourg

A

259

Luxor

A

263

Madrid - Barajas

B

89

Male

A

265

Manchester

A

267

Manila

A

271

Mashhad

B

93

Milan - Malpensa

A

275

Moscow - Domodedovo

B

95

Mumbai

B

101

Munich

A

279

Muscat

A

281

Nairobi - Jomo Kenyatta

B

105

Nagpur

A

283

Newark

B

109

New York

B

117

Osaka - Kansai

A

287

Paris - Charles-De-Gaulle

A

291

Peshawar

B

129

Riyadh - King Khalid

A

295

Rome - Fiumicino

A

297

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CATEGORY

PAGE NO.

Sana’a

C

27

Seoul - Incheon

A

299

Seychelles

C

31

Sialkot

A

303

Shanghai - Pudong

B

133

Singapore - Changi

A

307

Stockholm - Arlanda

A

311

Tehran - Imam Khomaini

B

137

Thiruvananthapuram

B

139

Tripoli

A

315

Tunis

B

141

Vienna

A

317

Washington

B

145

Zaragoza

B

151

Zurich

B

155

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AIRFIELD BRIEFINGS CATEGORY C AIRFIELDS

6.2

CATEGORY C AIRFIELDS

6.2.1

CALICUT (VOCL) - INDIA

Name of Airport : Calicut 6.2.1.1 RFF

8*

Airfield Data IAP

VOR/ILS

RWY

10/28

LDA (m)

2860


343 / 6

332 / 3

300 / 10

320 / 1

NOT

NOT

MAX/NOT

MAX

MAX

(*) RFF 9 available with prior notice. 6.2.1.2

Curfew / Slot limitations

H24 (Consult Notams for temporary closures). 6.2.1.3

General Warning, Cautions and Notes

Caution:

Runways are influenced by up/downhill slopes of 0.73%.

Caution:

Apron D NOT SUITABLE for Parking.

6.2.1.4

Terrain

The airport is surrounded with hills, valleys, and man-made obstacles located as follows: – Hilltops with elevation of 832ft and 827ft located on bearings 060º & 110º at a distance of 1.8 & 2.5nm from ARP. – Two man-made obstacles with elevations of 1163ft and 1577ft on bearings 116º & 129º at a distance of 3.9nm from ARP. Terrain with elevations 3800ft and above, located in approach funnel of RWY28 at 25nm and beyond. Nearest hill of this range with top elevation 3819ft AMSL located at 26nm on bearing 098º. 6.2.1.5

Air Traffic Control

Procedural control is used. During times of holding, aircraft not released from hold until previous aircraft has landed. It takes 10mins to fly a full ILS procedure to RWY28. Communication with Fire Station : via ATC tower.

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6.2.1.6

Weather

General Airport is subject to low ceiling conditions (early morning fog or Low cloud conditions) and this combined with RWY28 high operating minima may result in extensive holding. Southwest Monsoon : June - September. Heavy rain and thunderstorm activity. Visibility is seldom restricted, except during periods of heavy rains/thunderstorms. Northeast Monsoon : September - October. Rain and thunderstorm activity. November - May : Generally clear skies with good visibility. Dec. to Mar - temperature range from 18ºC to 30ºC, reaching maximum in May. 6.2.1.7

Arrival Procedures

•

Runway 10/28 - Requires backtracking which may result in holding.

•

Circle to land - “Prohibited South of RWY” due terrain.

•

Over-run - Both RWY ends have significant vertical drops.

Runway 28 Arrival Morning arrivals can expect RWY28. Due surrounding terrain, RWY28 published landing minima is higher than standard ILS minima. Significant terrain (left side) is close to approach flight path. Terrain is marked by “lighted poles”. NAV Aids •

ILS / Glide Slope : “Oscillation” of “GP” may occur when an aircraft is turning at threshold turning pad. Below 200ft G/S is unreliable (Crew report -Nov/08)

•

PAPI : Very poor and discolored (Crew report - Nov/08)

Lighting - Approach and Runway •

Lead-in Lighting (LDIN) : Three (3) Sequence flashing light units. Middle light is offset 16m to the right.

•

Approach Lights : Simplified high intensity (SALS) – 150m in length.

Runway 10 Arrival •

Touch-down point is on an up-slope, resulting in potential hard landing.

•

Approach Lights : Simplified high intensity (SALS) – 150m in length.

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6.2.1.8

Ground Maneuvering

In general aerodrome lighting is very poor. Early morning, the apron area is extremely busy, resulting in aircraft being parked on “TWY C”. Runway • Surface

Runway pavement is rough and in poor condition

• Slope

Runway 28 - Significant upslope, see attached pictures

• Turning Pads

“Old marking” still visible (Crew Report Nov 08)

Apron • Marking

Parking stand numbers difficult to see (Crew Report Nov/08)

• Apron Lighting

Apron flood lights can make it difficult to see Marshaller until close-in.

6.2.1.9

Departure Procedures

No SIDs published. Initial departure clearance, expect 6,000ft. •

RWY10 - Take-off weight penalty possible

•

RWY28 - Preferred runway for take-off

6.2.1.10 Destination Alternates ICAO

RFF

IAP

RWY

LDA (m)

Location VOBL

8*

Cochin Note : VOMM

300 / 10

320 / 1

ILS/ILS

09/27

4000

MAX

MAX

MAX

VOR/ILS

09/27

3400

MAX

MAX

MAX

RFF upgradeable to RFF CAT 9 upon request. 9

Chennai VOTV

332

9

New Bangalore VOCI


ILS/ILS

07/25

3658

MAX

MAX

MAX

VOR/ILS

14/32

2992

226

MAX

MAX

8

Thiruvanthapuram

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6.2.2

KATHMANDU (VNKT) - NEPAL

Name of Airport : Tribhuvan International 6.2.2.1 ICAO Code

Airfield Data RFF

IAP

Runway LDA (m)

Location VNKT

MAX Pavement Weight in Tons for Aircraft 772 / 3 343 / 6

332 / 3

300 / 10 320 / 1

8 VOR / NON 02/20

2930

NOT

NOT

MAX

MAX

MAX

Kathmandu 6.2.2.2

Curfew / Slot Restrictions

From 15 Nov to 15 Feb : 0045 - 1845 UTC. From 16 Feb to 14 Nov : 0015 - 1845 UTC. An extension may be granted provided Qatar Airways submits a written request with prior coordination with our handling agent (Royal Nepal Airlines). 6.2.2.3


Caution:

Aircraft are not permitted to take-off or land if VOR or DME is inoperative regardless of weather condition.

Caution:

Operation of A333 is approved with the lower RFF, as per Operations Manual, Part A : General/Basic, Chapter 8.1.2.1.

Caution:

There have been violent Anti-government protests, all crews should exercise caution whilst in the city.

Caution:

Fully managed approaches are not authorized

Note:

All Take-offs and Landings shall be performed by Captains Only.

Note:

Tailwind component for take-off and landing is limited to 10 kts.

Note:

Fuel tankering is not allowed if the landing weight needs to be restricted due to flight safety (adverse weather i.e. tailwind, wet Runways or performance degradation i.e. brake, thrust reverse and/or spoiler inoperative).

Note:

Beware of animals and unauthorised people on the Runway.

Note:

During any suspected birds activities do not hesitate to request the airport authorities for Runway inspection.

Note:

Reports have indicated the visibility reported by the tower is unreliable.

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6.2.2.4

Terrain

The airport is situated at 3 NM East of city in the heart of valley with an elevation of 4390 feet AMSL and is surrounded by mountainous terrain in all quadrants. North : A man made structure on high terrain rises to 4794 feet AMSL within 5 NM and Terrain up to 8693 feet AMSL within 7 NM. Northeast : A terrain high point rises to 7805 feet AMSL within 8 NM. East : A terrain high point rises to 5440 feet AMSL within 6 NM, and 7805 feet AMSL within 9NM. South - Southeast : A terrain high point rises to 9285 feet AMSL within 10 NM. West - Southwest : A terrain high point rises to 8365 feet AMSL within 8 NM. Northwest : A terrain high point rises to 6890 feet AMSL within 7 NM. Beyond 35 NM Northwest clockwise through East – Southeast lies the Himalayan Mountain range with peaks of 25000 feet AMSL to more than 29000 feet AMSL (Mount Everest) 6.2.2.5

Air Traffic Control

The standard of ATC is average. English at times is hardly adequate, requiring terminology to be kept simple. Inbound

: Call Delhi or Kolkata ATC for traffic information affecting your descent and coordinate your descent with Varanasi on VHF 132.4. Contact KTM on 126.5/120.6 or 124.7/125.1 when within VHF range for flight instructions.

Outbound

: Request the ADC and FIC numbers from Ground as soon as you are on-board (before departure) to avoid delays. If the communication between Ground and Kolkata is not available then the Crew should call Delhi / Kolkata on HF Radio 10018/10066/5658/ and 6556 or ask Airport Services Manager to call Flight Dispatch at Doha to obtain ADC and FIC numbers.

Caution:

Follow ATC descent clearance instructions but do not descent below Minimum Safe Altitude.

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6.2.2.6

Weather

climate is subtropical and is influenced by the Himalayan Mountains. The mountains act as a barrier separating the continental air mass to the north and the tropical air mass to the south. Late May to early June is the pre-Monsoon period, generally dry and good but with few intense thunderstorms and some low clouds. The visibility is occasionally 6 to 8 kms with mist. The temperature is hot and can reach 34ºC. The wind easterly, southeasterly and Southwesterly. Mid June to Mid September is the monsoon period. Weather is stable with heavy rain activity at night with few thunderstorms and some low clouds, wind is variable from East, Southeast and Southwest, generally between 5 to 10 kts with visibility of 8 to 10 kms. Late September to Mid October is the post monsoon period. Weather is generally very good and clear with very few thunderstorms in late afternoons and the nights can be expected with presence of low clouds. Visibility is generally 10 kms, but morning mist can be expected with a visibility of 2 to 3 kms at some few occasions. Mid October to end February is the winter season. Weather is generally good with clear skies most of the times with one or two rainy periods, (moderate rain) for about 12 to 36 hours during the season, with temperature of approximately -2ºC in the morning and maximum of 18ºC in the afternoons (in December, January and February). The visibility is good during the day but fog is expected at night and morning, clearing by 0930 to 1130 local time. Low clouds can also be expected. Light fog is expected from early October to mid November and dense fog from mid November to end of February. Early March to end of May is the dry season. Weather is dry, unstable and hot with temperature up to 34ºC, thus resulting in a very frequent and intense activity of thunderstorms starting late afternoon, evening for only few hours with heavy clouds cells moving fast. Low clouds are expected. Surface wind in these conditions can reach 30 to 40 kts (max 55 kts).

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6.2.2.7

Arrival Procedure

Caution:

Circling and Visual approaches are prohibited.

FMS / FMGS accuracy check must be performed at Top of Descent (TOD), 50 NM and 25 NM from the airport. Insert speed restriction 250 kts below FL150, and for the A330 insert speed restriction of F-speed at RATAN. At TOD fuel in the trim tank should be transferred FWD (A300). If holding is required to lose altitude or for traffic, it is recommended to hold at NOPEN (16 DME on radial 202) with max speed 230 kts. Do not accept any altitude below MSA until established on the inbound radial. PF must monitor ROSE VOR (ARC for A300), PNF must monitor ARC (MAP for A300). Aircraft must be fully configured before 16 DME (for the A330, refer to the procedures given below). Selection of FPA or V/S should be lead by 0.3 NM. Note:

Due to altitude constraint profile, high Rate of Descent is required during the approach phase, especially between 10 DME and 5 DME KTM. For FPA and V/S refer to the Jeppesen approach charts.

Note:

If in doubt at any stage during approach, do not hesitate to go around and start again.

The aircraft must be stabilized before reaching MDA. Use of auto brake, as appropriate is recommended. PAPI installed on Runway 02 unusable beyond 2.5 NM from Runway Threshold due to high terrain. Note:

The runway has a pronounced hump that gives the impression of a short runway.

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Caution:

•

Strict control and monitoring of airspeed and flight path is imperative, if the pilot judges that it will not be possible to start the flare at the correct height with the correct attitude, sink rate, and thrust, or the pilot starts to feel “out of the loop”, then it is time to perform a go-around. While this caution and the following procedures are applicable at all time, they are reiterated here for emphasis.

Auto Thrust (FBW) : Thrust corrections, in particular with A/THR ON, could lead engines to temporarily reduce thrust to idle, which may not be desirable close to the ground if the aircraft level of energy is low. Therefore, in turbulent conditions and when flying manually, if conditions are such that a large speed decrease is anticipated (idle thrust), the pilot may, above 100 feet RA, move the thrust levers slightly above CL detent to reduce the A/THR response time. This will temporarily deactivate and arm the A/THR. As soon as positive acceleration is achieved, and before the thrust becomes too high, the pilot should move the thrust levers back to CL detent to resume A/THR operations. a) Above 100 feet, this possibility should be used in exceptional circumstances (difficult environmental conditions) and should not become a routine flying technique. b) Below 100 feet, moving the thrust above the CL detent will result in A/THR disconnection. c) In an engine out situation, moving the thrust lever(s) above the MCT detent(s) should be done carefully, so as not to trigger the GA mode.

•

Manual Thrust : The A/THR provides the best protection against airspeed excursions and its use is therefore recommended even in turbulent conditions, unless thrust variations become excessive or conditions are such that a large speed decrease with engines at idle is anticipated, then the PF may take over thrust manually to recover the speed target and continue the approach in manual thrust.

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The A330 fleet has two configuration, they are : – the aircraft which inhibits Speedbrake (SPD BRK) to be used with Flaps Full (only ACA, ACB, ACC, ACD, ACH, AFN, AFO); and – rest of the fleet which allows the use of SPD BRK with Flaps Full. Selection of FPA should lead by 0.3 NM. The below procedures apply to the relevant fleet configurations. Position

ACA, ACB, ACC, ACD, ACH,

Rest of the fleet

AFN, AFO (Note 1) Before reaching NOPEN

CONF 3 – Gear Down, SPD selected at VLS

CONF FULL – Gear Down, SPD managed at VAPP

NOPEN

FPA 3.1º

10 DME KTM

FPA 6.1º

Once the aircraft stabilized at FPA 6.1º IAS > F-SPD

Extend SPD BRK as required The aircraft speed will increase due to steep descent MANAGE SPD

N/A FPA 3.2º

5 DME KTM The aircraft speed will decrease due to reduction of descent rate. IAS

Note 1:

VLS + 10 : RETRACT SPD BRK, SELECT CONF FULL

VAPP + 5 : RETRACT SPD BRK

Why this configuration at NOPEN ? – CONF3, because the Flight Control Primary Computer (FCPC) logics enables to extend the SPD BRK in this configuration, which is needed to cope with the very steep of “6.11°” segment. – VLS, because in the 6.11° path, the IAS increases by around 25 kts. Thus the IAS at the end of this segment will be 7 kts to 10 kts, lower than FSPD was flown on the previous segment. This explains why speed is selected prior NOPEN at VLS. – Why should SPD BRK only be extended once FPA 6.11° is established? This is to allow the aircraft to be properly established on the right descent path angle without being disturbed by the SPD BRK extension. The effect of the SPD BRK extension on the descent path is negligible, once the aircraft is established on it. Additionally this prevents any thrust increase due to VLS rising because of SPD BRK.

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– Why MANAGE SPD when IAS > F? Managed Speed will be needed on the third descent segment in order to automatically decelerate back to VAPP for landing. Consequently this action done at that time has no effect on the thrust (idle at this time since speed target cannot be maintained) and is done in a lower workload phase. – Why select CONF FULL so late? On the above A330s, the FCPC logic is such that SPD BRK extension is inhibited with CONF FULL. Consequently since a 25 kts deceleration is required on the last segment, it is better to keep CONF 3 – SPD BRK extended till VLS + 10. When the aircraft reaches VLS + 10 (Thrust is still IDLE), SPD BRK are retracted (VLS then decreases) and CONF FULL may be selected, in order to reach VAPP. Note 2:

The maneuvering speeds (GD, S, F) have never been defined as the lowest speed of the authorized speed envelope, and it is obviously allowed to fly below those speeds provided the A/C speed remains above VLS. VLS is the lowest selectable speed, with A/THR engaged, and it is the lowest allowed speed in the AUTHORIZED flight envelope; it is equal to 1,23 VS1g. Flying at VLS is safe, since this speed provides the required aerodynamic margin above stall, keeping in mind that, additionally, the airplane is protected by the flight controls law. At VLS of a given configuration, it has been demonstrated that the aircraft can be banked to 40° without triggering a floor or a max protection.

6.2.2.8

Ground Maneuvering

Limited parking stands available for wide-bodied aircraft. Stands 4 to 7 are authorised for parking provided adjacent stands are vacant. Where doubt on wing tip clearance exists, request ground assistance. 6.2.2.9


The special EOSID shall be selected in the Secondary flight plan (FMS). Disregard 'EO acc alt' from LPC result. Use Acceleration Altitude as indicated on customized Jeppesen Charts 10-7 / 10-7A. In case of Engine out departure, navigation accuracy is extremely important. The bank is limited to 15° below maneuvering speeds with the autopilot engaged (for the FBW family unless V2 is close to maneuvering speed (S or F) for more details refer to 4.04.30 Pg 6). If greater bank angles are required then reversion to manual flight should be applied (FBW Family).

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6.2.2.10 Other Information Take-off Alternate : For A300 / A330 Dhaka (VGZR) and Kolkata (VECC) can be used. For A320 Family Dhaka (VGZR), Kolkata (VECC) and Lucknow (VILK) can be used. 6.2.2.11 Destination Alternates ICAO Code

RFF

IAP

Runway

LDA (m)

Location VECC

8

Kolkata VGEG

VOR/VOR 01L/19R


300/10

320 / 1

2749

178/176

140/142

MAX/80

ILS/ILS

01R/19L

3200

MAX

MAX

MAX

VOR/ILS

05 / 23

2940

230/N

MAX

MAX

ILS/VOR

14/32

3200

MAX

MAX

MAX

VOR/ILS

09 / 27

2661

MAX

MAX

MAX

ILS/ILS

10 / 28

3810

MAX

MAX

MAX

ILS/ILS

11/29

2820

MAX

MAX

MAX

VOR/ILS

09/27

2585

NOT

NOT

MAX

7

Chittagong VGZR

9

Dhaka VIDP

9 Delhi

VILK

6

Lucknow

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6.2.3

SANA’A - YEMEN

Name of Airport : Sana’a International 6.2.3.1 ICAO

Airfield Data RFF

IAP

RWY

LDA (m)

Location OYSN


343 / 6

XXX

XXX/NOT

332 / 3 300 / 10 320 / 1

9 ILS/VOR

18/36

2977

NOT

MAX

MAX/N

Sana’a 6.2.3.2


Caution:

Airfield elevation gives a high TAS thus large Radius of turn.

Note:

Large birds in vicinity of airport.

Note:

At TOD fuel in the trim tank should be transferred FWD (A300).

Note:

Fuel tankering is not allowed if the landing weight needs to be restricted due to flight safety (adverse weather i.e. tailwind, wet Runways or performance degradation i.e. brake, thrust reverse and/or spoiler inoperative).

Note:

Crew to be Familiarised with High Density Altitudes in chapter 4.

6.2.3.3

Terrain

The airport is situated on a salt flat, 7237 feet above sea level and is surrounded by mountains on the West, South and East up to 3500 feet above airport elevation. Small hills approximately 300 to 500 feet above airfield level are in the circuit area. 6.2.3.4

Air Traffic Control

Control from Sana’a extends up to FL 300; Jeddah ACC exercises control above FL 300. Call Sana’a for traffic information well before top of descent and before ATC hand-over. The standard of ATC and English encountered can be poor. Use standard and simple phraseology to reduce the possibility of confusion. Caution:

A careful check of descent clearances against MSAs is required.

An accident in 1987, involving a landing helicopter and a fighter aircraft taking off, highlighted a split between civil and military ATC. Civil ATC is conducted in English while Military ATC is conducted in Arabic. The military is supposed to listen out to Civil ATC and make use of gaps in civil traffic for military movements.

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6.2.3.5

Special EOSIDS

a) At Landing Shall be used any time the pilots are executing missed approach with single engine in accordance to Runway 18 or Runway 36. b) At Take-off (provided the decision is made to return to Sana’a) For Runway 36: Refer to Jeppesen Chart 10-7 with the following procedure to be flown after entering the hold over AN NDB at 9600ft : Leave AN NDB to join left downwind descending to the circle to landing MDA to do the circle to land approach. For Runway 18: Refer to Jeppesen Chart 10-7 with the following procedure to be flown after entering the hold over AN NDB : Continue climbing in the hold until achieving your MSA which is 11200ft and then proceed to NIBAL to carry out either the ILS DME or the VOR DME approach. 6.2.3.6

Weather

June to September: The dominant feature is thunderstorms. The CBs can build up around mid-day causing heavy rain and associated turbulence. They normally die down in the evening. The mornings are relatively clear of CB activity. The highest ambient temperatures occur during June, July and August. The maximum average being around 28ºC. The lowest temperatures occur during November to January, and the minimum average 8ºC. The prevailing wind is Northerly, but will be erratic during thunderstorm activity. 6.2.3.7

Arrival Procedures

Caution:

Windshear has been experienced on final approach for both runways. Thunderstorms and Dust Devils have the potential to generate severe shear.

Caution:

Pilot reports indicate that the aircraft tracks to the left of the runway centreline on the ILS Runway 18.

Warning:

Circling is prohibited to the East of airfield.

Warning:

Runway 18, missed approach procedure requires 3.4% gradient.

Note:

Visual approach - delay can be expected due separation.

Note:

Entry to Parking stand 26, the turn is tight, caution advised.

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Preparation for Approach: – Insert speed limit of 250 Kts and FL 200 for descent. – Seat belts SIGN ON not later than top of descent. – Use Auto brake as required. – Use of Reverse Thrust as required. – Aircraft must be at F-Speed before FAF for Runway 18. – Aircraft must be at F-Speed on the ARC for Runway 36. Note:

if required select BRK FAN ON after vacating the runway.

Order of Preferred Approaches : •

In IMC or Night : – ILS or VOR to Runway 18 with 10 kts of tailwind or less. – ILS or VOR to Runway 18 to circle to land for Runway 36. – VOR DME-A Runway 36, circle for Runway 36. (No straight-in approach is allowed)

•

In VMC Day Light : – ILS or VOR to Runway 18 to circle and land for Runway 36. – Visual Approach using Jeppesen Chart 19-10 provided that visual contact must be established with the terrain no later than 10 DME. Ensure that you start your approach initially on the VORDME-A until 13 miles inbound on course 359. Then follow the profiles on Jeppesen chart 19-10. NB: On the visual approach the stabilization criteria must be met by 5.5 nms, which represents 1000ft. If you are not stable at this point, carry-out a go-around.

Note:

6.2.3.8

Tyre speed limitations must be observed if landing with a tailwind component at or above 10 kts (10 kts or above). Departure Procedures

All Engine acceleration altitude is 10,000 feet. Limit speed to Green dot till MSA. If weather is hot or APU Bleed pressure is low consider Manual Engine start.

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6.2.3.9 ICAO

Destination Alternates RFF

IAP

RWY

LDA (m)

Location HDAM


343 / 6

332 / 3 300 / 10 320 / 1

7 VOR/ILS

09/27

2928

XXX

XXX/NOT MAX/N

MAX

MAX

Djibouti OEJN

9

ILS/ILS 16C/34C 3303 313/308 MAX/369

MAX

MAX

MAX

ILS/ILS

16L/34R 3690

MAX

MAX

MAX

ILS/ILS

16R/34L 3803 313/308 MAX/369

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

Jeddah OYAA

9 ILS/NDB

08/26

3100

XXX

XXX/MAX

CIR/VOR

06/24

3000

XXX

XXX/NOT MAX/N

Aden OYRN

7

Mukalla

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6.2.4

SEYCHELLES (FSIA) - SEYCHELLES

Name of Airport : Seychelles International 6.2.4.1

Airfield Data

RFF

IAP

RWY

LDA (m)


9

VOR / ILS

6.2.4.2

13/31

343 / 6

2682 333 / 329 MAX/MAX

332 / 3

300 / 10

320 / 1

MAX

MAX

MAX


Caution:

Uplift of Potable water is authorized.

Warning:

Isolated Areodrome operations not allowed to this airport. At least one destination alternate shall be included in flight plan.

6.2.4.3

Terrain

The airfield is located at the East coast of Mahe, the largest island in the Seychelles group with an elevation of 10 feet. Terrain on Mahe reaches 2969 feet AMSL at only 5 NM WNW. 21 NM NW is an island with a peak to 2467 feet AMSL and 25 NM NE is another reaching 1261 feet AMSL. Closer in and dominating the airfield the terrain rises rapidly to 1834 feet AMSL at less than 1 NM SW of the airfield. The approach to Runway 31 is over the sea but immediately to the right of the threshold is a hill to 203 feet AMSL marked by four red hazard lights. To the left is the rapidly rising terrain to the SW. Aircraft landing on Runway 13 or taking off from Runway 31 manoeuvre through a 2 NM wide gap formed by St. Annes Island (827 feet AMSL) and the NE point of Mahe (1503 feet AMSL). 1.5 NM NNW of the Runway 13 threshold is Cerf Island (354 feet AMSL). There is a possibility of GPWS activation if flying at the safety altitude over the terrain to the West. 6.2.4.4

Air Traffic Control

The Air Traffic Control is generally very good. The VFR traffic are not controlled by the ATC, this affects arrival IFR traffic East of the airfield for visual procedures.

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6.2.4.5

Weather

The weather is generally hot and humid. There are two seasons – the Northwest Monsoon and Southeast Monsoon. The Northwest monsoon start from late October to mid May. It is normally the wet season. This season is normally characterised by generally light and variable winds out of the Northwest to the East. The humidity is high approximately 85%. Afternoon CBs with torrential rains are common but usually do not last longer than an hour. Cloud bases can be as low as 1000 ft. The Southeast monsoon start from May to October. This is normally the dry season with quite long periods of drought. The winds during this season are much stronger 15 to 25 kts. The humidity is slightly lower than in the Northwest monsoon. Cloud bases range from 2000 ft to 3000 ft although they can be lower during rain showers. Weather for SEZ can be obtained from HF frequencies. 6.2.4.6

Arrival Procedures

Approaches to Runway 13 are visual only. Caution:

Turbulence may be experienced on both approaches, particularly with wind from westerly quadrants. Downdraft can be severe on short final Runway 13.

When circling through the 2 NM gap to Runway 13, use extreme caution, and in particular note that a strong SE wind will drift the aircraft towards the high ground of the mainland. Warning:

When circling do not exceed 6 DME ARC due to proximity of high ground West and Northwest of airfield.

Note:

The PAPI installed for Runway 13 is offset 5º to the Northeast and should not be used beyond 2.6 NM from the threshold.

Final approach to Runway 13 is made quite close to the islands cliff face. Turbulence and downdraft must be anticipated and will vary from light to severe; the most adverse conditions being strong gusting SW winds. Closer in on finals, be prepared for sudden 140º - 240º at over 15 kts (over 20 kts windshear has been encountered with a surface speed of 15 - 20 kts). Strong up and downdraft often occur during these conditions on the latter stages of the approach and along the Runway. The approach to Runway 31 is over water and with NW winds there can be funneling effect due to the two hills and other high ground adjacent to the threshold, creating downdraft and to a lesser extent, turbulence. Evidence of possible turbulence will be indicated by rough, disturbed patches of sea close to the shoreline. Note:

It is recommended to use ILS of Runway 31 up to MAX 15 kts Tail Wind Component instead of circling procedure (applicable for A319 and A320 aircraft only).

Caution:

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6.2.4.7

Ground Maneuvering

NIL 6.2.4.8

Departure Procedures:

Take-off minima is the applicable landing minima as no Take-off alternates are available. 6.2.4.9 ICAO Code


IAP

Runway LDA (m)

Location FIMP


300

320 / 1

9 ILS / VOR

14/32

3040

MAX

MAX

NOT

ILS / VOR

06/24

4117

MAX

MAX

MAX

VOR / ILS

03/21

3350

MAX

MAX

MAX

ILS / VOR

05/23

3000

MAX

MAX

MAX

NON / DME

07/27

2460

NOT

Mauritius HKJK

9

Nairobi HKMO

9

Mombasa HTDA

9

Dar Es Salaam HTZA

7 165/MAX MAX/85

Zanzibar

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L E F T

B L A N K

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AIRFIELD BRIEFINGS CATEGORY B AIRFIELDS

6.3 6.3.1

CATEGORY B AIRFIELDS ALGIERS (DAAG) - ALGERIA

Name of Airport : Houari Boumediene International 6.3.1.1

Airfield Data

RFF

IAP

RWY

LDA (m)


343 / 6

332 / 3

300 / 10

320 / 1

CIR / ILS

05/23

3500 272 / 270 247 / 319 207 / 206 169 / MAX

MAX

ILS / VOR

09/27

3500 279 / 277 255 / 327 213 / 212

MAX

9

6.3.1.2 Caution: 6.3.1.3

MAX

General Warning, Cautions and Notes Birds in vicinity of airport. Terrain

The airfield is located 10 NM East-Southeast of Algiers and 4 NM inland with an elevation of 82 feet. The Tell Atlas mountain range starts to rise 4 NM South and Southeast of the airfield with a spot height to nearly 1550 feet ASL 6 NM South and just over 2000 feet ASL 15 NM East. Beyond this peaks to nearly 5000 feet ASL can be found within 25 NM to the Southwest, South and Southeast. Within the city, built on high hills, are areas of high obstacles reaching 1325 feet East and 1510 feet Northwest within 10 NM. 6.3.1.4

Air Traffic Control

The standard of ATC is average. Use standard phraseology. French phraseology is used from time to time. Note: 6.3.1.5

Charts are in metric but ATC do not use metric. Weather

Algiers have a Mediterranean climate with hot, dry summers and mild winters. August to October : CB’s are building up along the Tell Atlas Mountain on the Northern or Southern side depending on the winds and air masses. November to February : Predominating winds are from Southwest to Northwest and are frequent, sky is cloudy from time to time embedded CB’s. Average Temperature is from 8º to 15º.

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6.3.1.6

Arrival Procedures:

Preferred Runways for arrival are 09 and 23. Runways 23 and 27 right-hand circuit. Runway 05/23 has a width of 60 m. FMS NAVDB - Non-standard procedure ident : •

I (ILS) - example I09

•

N (NDB) - example N09

•

V (VOR) - example V09

6.3.1.7

Ground Maneuvering

Taxiways C4, D3 & E3 are not suitable for B777 aircraft. 6.3.1.8


Preferred Runways for departure are 05 and 27. 6.3.1.9

Customs and Immigration

Algeria authorities will check each passport against the GD of flight crew with layover in Algeria. Crew members whose passport contains stamp/visa from Israeli authorities will not be permitted entry to Algeria. Crew must advise crew rostering if the above is applicable to avoid being allocated for flights to Algeria. 6.3.1.10 Destination Alternates ICAO

RFF

IAP

RWY

LDA (m)

Location DABC

8

Constantine DAOO

8

Oran DTTA

9

Tunis LEIB

8

Ibiza LEPA

9

Palma De Mollorca


343 / 6

332 / 3

CIR/VOR

16/34

3000 317/314 MAX/364

NON/ILS

14/32

2400 227/276 241/312 202/201 158/160

MAX

CIR/ILS

07/25

3000

ILS / VOR

01/19

3200 340/336 MAX/367

VOR / ILS

11/29

2840 225/220 174/205 152/151 128/130

68/67

VOR/ILS

06/24

2800 310/307 MAX/333 226/223

MAX

MAX

ILS/ILS

MAX

MAX

MAX

300 / 10 320 / 1 MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

06L/24R 3200 312/XXX MAX/312

MAX

MAX

MAX

VOR/VOR 06R/24L 2950 312/XXX MAX/312

MAX

MAX

MAX

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6.3.2

AMMAN (OJAI) - JORDAN

Name of Airport : Queen Alia International 6.3.2.1 RFF

Airfield Data IAP

RWY

LDA (m)


ILS / ILS 08L/26R 3660

343 / 46

325/322 MAX / 369

332 / 3

300 / 10

320 / 1

MAX

MAX

MAX

MAX

MAX

MAX

9 NDB / ILS 08R/26L 3660 MAX/347 6.3.2.2

MAX


Note:

The first 4000 feet of Runway 08R is rough.

Note:

Crews and aircraft may be subject to CAA inspection by Flight Safety Inspector to ensure adherence to Jordanian CAA regulations.

6.3.2.3

Terrain

The airport elevation is 2395 feet above sea level at the reference point. The MSA is 6000 feet in all sectors. All around the airport there are small hills approximately 1000 feet above the airport elevation. 6.3.2.4

Air Traffic Control

Air Traffic Control is generally very good, radar is used extensively. All procedures are rigid and in accordance with local regulation. The standard of ATC and English is generally good but use simple and standard phraseology. 6.3.2.5

Weather

Summer : Temperature can reach a maximum of 43ºC during Jul and Aug, but generally in the 30s. CBs possible. Winds mainly from SW-NW direction at 8 –15kts. During night and early morning, winds generally light and variable. Winter : Wind mainly from a SW-W direction at 12-18kts. Gales may be experienced from a westerly component of 35-45kts, gusting 65kts. Southeast winds associated with dust, reducing visibility to 2kms or less. During rain showers, winds are mainly from SW-NW direction.

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Fog occurs mostly during months of Dec, Jan and Feb, and snowfalls possible during Jan and Feb. Caution:

Due to the topography and heat index, turbulence is normally a factor.

6.3.2.6

Additional Information

6.3.2.7

Arrival Procedures:

When Runway 26L is closed, IFR traffic may be required to carry out normal instrument approach for Runway 26L, until passing the ‘QA’ then sidestep onto finals for Runway 26R. Expect descent clearance from Jeddah to cross “GRY (Guriat)” at FL280 or below, with release to ACC. Warning:

Pilots should not enter sensitive airspace approximately 20 NM to the West of .

Caution:

A330-200/300: Stand1 - Docking system not calibrated correctly, resulting in a 1-2 feet overshoot of correct parking position. Marshaled assistance required.

Note:

Parallel Approach to runway 08R is not authorised.

Note:

Map shift is a potential problem especially when using Runways 08L/R.

6.3.2.8

Ground Maneuvering NIL

6.3.2.9


De-icing procedures if required are slow.

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RFF

IAP

RWY

LDA (m)

Location LCLK


343 / 46

332 / 3 213/210

300 / 10 320 / 1

8 VOR/ILS

04/22

2810 284/282 244/309

MAX

CIR/ILS

06/24

3275 278/276 230 / 301 200/198 157/153

ILS/NON

01/19

3000

ILS/CIR

03/21

ILS/CIR ILS/NON*

MAX

Larnaca OJAM

8 MAX

Marka OJAQ

7 MAX/N

MAX

MAX

2805 297/294 MAX/349

MAX

MAX

MAX

17/35

2400 297/294 MAX/349

MAX

MAX

MAX

16/34

3215 297/294 MAX/349

MAX

MAX

MAX

NOT

NOT

Aqaba OLBA

9

Beirut OSDI

9

Damascus

VOR/ILS 05L/23R 3000 362/360

MAX

MAX

MAX

MAX

ILS/VOR 05R/23L 3600 300/297

MAX

MAX

MAX

MAX

(*) Runway 34 Not Authorized for landing.

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L E F T

B L A N K

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6.3.3

ATHENS (LGAV) - GREECE

Name of Airport : Eleftherios Venizelos International 6.3.3.1

RFF

Airfield Data

IAP

RWY

LDA (m)


343 / 6

332 / 3

300 / 10

320 / 1

ILS / ILS 03L/21R 3500

MAX

MAX

MAX

MAX

MAX

ILS / ILS 03R/21L 3700

MAX

MAX

MAX

MAX

MAX

9

6.3.3.2


Caution:

Birds in vicinity of airport.

Caution:

Due to high ground and turbulent winds, expect windshear on final approach for RWYs 03L/R.

6.3.3.3

Terrain

The airfield is situated 10 NM to the East of the old airport and just 4 NM from the East coast of the peninsula with an elevation of 308 feet. It is surrounded by high ground extending from the West to the Northeast, and also to the South. When approaching from the South, there is high ground situated approximately 5 NM to the left of the approach, highest peak rising to 3366 feet. There is a mast 745 feet less than 1 NM East of Runway 21L threshold, and affects the Missed Approach Procedure for VOR DME Runway 03R. 6.3.3.4

Air Traffic Control

The standard of ATC and English is generally good but use simple and standard phraseology. 6.3.3.5

Weather

Summer: Fine with occasional thunderstorms. Visibility is often reduced by haze. Winter: Mainly fair with occasional frontal passage. Severe turbulence on approach particularly with winds between Northeast and Northwest.

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6.3.3.6 Arrival Procedure With North, Northwest and Northeast wind, expect windshear on Runway 03L. Some ballooning effects off adjacent hills can be experienced when on final for Runway 03R. Runway 03L VOR DME has steep approach of 3.6º. High missed approach climb gradient, check LPC Landing Performance. FMS Navigation database for Thales FMS2+ When multiple ILS approaches are available to a single runway, ie RWY 21R, the FMS coding requires an additional character to be added to the runway identifier, either “W,”X”,”Y”,”Z” to follow the runway designator. Example runway 21R, the ILS procedures is coded as I21RX, I21RZ. 6.3.3.7

Ground Maneuvering

As per ICAO, the following designators are used to indicate appropriate aircraft parking stand based on wingspan. These aircraft code is used in Jeppesen briefing pages.

6.3.3.8

Aircraft Code

Wingspan

C

Wingspan 24-35m

A319, A320, A321

Aircraft type

D

Wingspan 36-51m

A330, A332, A333

E

Wingspan 52-64m

A346, B777

Departure Procedure

Runway 03R - Steep up-slope when entering Runway 6.3.3.9

Destination Alternates

ICAO Code

RFF

IAP

Runway LDA (m)

Location LGIR

8

Iraklion LGRP

8

Rodos LGTS

8

MAX Pavement Weight in Tons for Aircraft 346

332 / 3

300

320 / 1

CIR / VOR

09/27

2237

XXX

162/160

135

MAX / 75

VOR / ILS

07/25

3305

MAX

MAX

MAX

MAX

ILS / NON

10/28

2440

XXX

176 / 173

145

MAX / 81

16/34

(Note 1)

ILS / VOR

2410

XXX

176 / 173

145

MAX / 81

10

CIR / CIR

18R/36L 2700

MAX

MAX

MAX

MAX

Istanbul - Ataturk

ILS / ILS

18L/36R 3000

MAX

MAX

MAX

MAX

(Note 2)

ILS / ILS

2300

MAX

MAX

MAX

MAX

16L/34R 3240

MAX

MAX

MAX

MAX

VOR / VOR 16R/34L 3240

MAX

MAX

MAX

MAX

Thessaloniki LTBA

LTBJ

9

Izmir (Note 3) Note 1: Note 2: Note 3:

ILS / ILS

06/24

Company preferred alternate for A319/A320/A321. Company preferred alternate for A300, A330 and A346. B777/A346 - Appropriate parking stands: Apron 1 - stands 1 to 6; Apron 2 stands 24 to 26. REV 08P


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6.3.4

BANGALORE (VOBL) - INDIA

Name of Airport : Bangalore International, Devanahalli 6.3.4.1 RFF

9 6.3.4.2

Airfield Data IAP

ILS / ILS

RWY

09/27

LDA (m)

4000


343 / 6

332 / 3

300 / 10

320 / 1

MAX

MAX

MAX

MAX

MAX

Curfew / Slot Restrictions

NIL 6.3.4.3

General Warning, Caution and Notes

Caution:

Birds in the vicinity of the airport.

Caution:

Do not mistake old Bangalore airport that has the same runway alignment.

6.3.4.4

Terrain

Aerodrome situated 30km from city. Terrain located 10nm northwest with peaks to 4800ft. 6.3.4.5

Air Traffic Control

Radar vectoring maybe used for sequence. The phrase ‘CANCEL/STAR’ is used prior to instruction for vectoring. 6.3.4.6

Weather

June to September: Season of the Southwestern monsoon. October to February: Early morning fog, mainly December and January may reduce visibility way below minimums. An important feature influencing the climate of Bangalore is the the low cloud which covers almost the entire sky during greater part of the day from June to September.

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6.3.4.7

Arrival Procedures

Loss of Communication: a) Pilots own navigation - STAR Prior to clearance: – Maintain the last assigned level or FL85 whichever is higher and proceed to join holding at BIBDU for Rwy 27 and at EKVOG for Rwy 09. Thereafter, carry out the instrument approach procedures for the RWY for which the initial STARs clearance was issued. b) Under Radar Vector: Clearance issued for approach: – Continue the final approach for land. Prior to clearance for Approach: – Maintain the last heading and level for one minute and thereafter climb to FL85 or the last assigned level or whichever is higher and proceed to join holding at BIBDU for Rwy 27 and at EKVOG for Rwy 09. Thereafter, carry out the instrument approach procedures for the RWY for which the initial STARs clearance was issued. 6.3.4.8

Ground Maneuvering

Taxiing Procedures - General Aircraft

Taxi Lanes

A320

L1, L3

Wide bodies

L2

Remarks Follow yellow broken lines Follow continuous yellow lines

Taxiing Into Apron - Via Taxiway “D” Aircraft

Stands

Remarks

A320 Family

86-59

Turn right to taxi lane L1

A320 Family

10-32

turn right on taxi lane L3 after entering from taxiway “D”.

Wide Bodies

07-85

Turn right on taxi lane L2 after entering from taxiway “D”.

All Aircrafts

04-09

To follow the appropriate stand lead in lines from taxiway “D”.

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Via Taxiway “H” Aircraft

Stands

Remarks

A320 Family

33 - 38

Turn right on taxi-lane L3

A320 family

59 - 65


A320 family

66 - 86

Turn left on taxi-lane L1

A320 family

32 - 04


Wide-bodies

05 - 30


Wide-bodies

36 - 64


Taxiing Out Apron - Via Taxiway “D” Aircraft A320 Family

All

Remarks Taxiing out simultaneously on Taxi lane L1 and L3 via TWY “D” shall hold short of Stand Lead-In Line for stand 81 & 15 to give way for aircraft sequence. All Taxiing EAST on L1, L2 & L3 to turn left after crossing Stand Lead-In Lines for stands 86, 11 & 10.

Taxiing Out Apron - Via Taxiway “H” Aircraft A320 Family

All

Remarks Taxiing WEST on taxi-lane L1 & L3 shall hold short on Stand Lead-In Lines for stand 69 & 28 to give way for aircraft in sequence. All Taxiing EAST on L1, L2 & L3, turn right after crossing Stand Lead-In Lines for 66, 67 & 32.

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6.3.4.9


Pushback Procedures Stands 07, 08 & 09 33 - 38 59 - 65 •

Procedure Push back abeam stand 05 facing west irrespective of the runway in use for aircraft to taxi via taxiway D - unless otherwise instructed. Push back facing EAST irrespective of the runway in use – unless otherwise instructed.

Departing aircraft to re-confirm the Taxi lane with the Pushback operator on completion of pushback.

Loss of Communication: Pilot’s own navigation - SID : On the recognition of communication failure maintain 7000ft or the level assigned by ATC, whichever is higher until 25 DME (BIA). Thereafter, climb to flight plan level and continue to follow the SID until termination point. If the communication failure takes place beyond 25DME continue to follow the SID, maintain the last assigned level by ATC, if any, or FL85, whichever is higher, for 2 minutes and then climb to flight plan level. Under Radar Vector : •

Inside 15 DME (BIA) maintain last assigned heading until 20 DME, climb to 7000 feet or the level assigned by ATC whichever is higher. After 20 DME, climb to FL85 or the last level assigned by ATC whichever is higher and proceed directly to intercept the flight plan route.

•

At or beyond 15DME (BIA) maintain last assigned heading for 2 minutes, climbing to FL85 or the last level assigned by ATC whichever is higher. Then proceed directly to intercept the flight plan route.

•

Five minutes after recognition of failure commence climb to flight plan level.

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RFF

IAP

RWY

LDA (m)

Location VOCI


343 / 6

332 / 3

300 / 10 320 / 1

8* VOR/ILS

09/27

3400 340/336 MAX/367

MAX

MAX

MAX

Cochin Note : VOHS


ILS/ILS HyderabadRajiv Gandi Int’l VOMM

09/27

4260

MAX

MAX

MAX

MAX

MAX

ILS/ILS

07/25

3658

MAX

MAX

MAX

MAX

MAX

VOR/ILS

14/32

2992 310/307

263/333

226/223

MAX

MAX

9

Chennai VOTV

8

Thiruvanathapuram

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6.3.5

BEIJING (ZBAA) - CHINA

Name of Airport : Beijing Capital International 6.3.5.1

Airfield Data

RFF

IAP


332 / 3

300 / 10

320 / 1

3800

MAX

MAX

MAX

MAX

MAX

ILS / ILS

18L/36R 3800

MAX

MAX

MAX

MAX

MAX

ILS / ILS

18R/36L 3200

MAX

MAX

MAX

MAX

MAX

6.3.5.2 Caution:

6.3.5.3

LDA (m) 772 / 3

ILS / ILS 9

RWY

01/19

General Warning, Cautions and Notes Diversion to en-route requires permission from the controller and ultimately the military. Terrain

The airfield is located 15 NM Northeast of the city which is a prohibited area with an elevation of 115 feet. Terrain in the immediate vicinity of the airfield is flat. Mountains extend from West to Northwest to Northeast particularly 4600 feet AMSL 24 NM West 3100 feet AMSL 15 NM Northwest and 2100 feet AMSL 16 NM Northeast. 6.3.5.4

Air Traffic Control

Use standard phraseology and speak slowly. Any deviation off track must obtain clearance before starting the maneuver. Operations are based on meters and QNH. The military controls all airspace throughout China and all route clearance come from the military. The CAAC Air Traffic Controllers pass the clearance to the civilian aircraft and monitor its progress so as to keep it within the 22 NM wide airway. The Civil Controller has no authority outside of the airways. Aircraft delayed by more than 30mins, the flight plan must be modified to show revised EOBT.

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6.3.5.5

Weather

Winter : North West monsoon, cold dry mainly clear sky. Sleet and snow may occur during breaks in the monsoon. Possibility of fog at night. Monsoon re-establishes with strong Northerly winds, visibility may be poor in smoke/haze. During the winter months, be prepared for fog and low visibility due to smoke. Spring / Autumn : Depressions mostly formed by Siberia into the pacific and marked cold fronts more SE with rain and dust storm. Summer : Southwest monsoon, heavy rain and thunder in shallow depressions. 6.3.5.6


a) Arrival Procedures: Beware of other traffic and also separation as there are many smaller planes using the airport. Also maintain awareness of terrain on the missed approach. Preferred Runway for landing is 36R or 18L. When landing on Runway 36R, expect a short taxi into the parking bay. In addition for CAT 2 operations only Runway 36R is equipped. With Runway 18L in use, expect delayed descent clearance, thus high on the profile. Caution:

Avoid confusing lighted Highway South of the airfield with parallel Runways

b) Departure Procedures: Preferred Runways for departure 36L or 18R. Take note of the climb gradient published in the Jeppesen chart for particular SID’s. Be reminded of the high terrain to the North and West of the airfield.

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•

Metric Flight Level (FL) and Feet (ft) Conversion above Transition Altitude TRUE TRACK WEST 180 - 359º Meter 13100 12200 11600 11000 10400 9800 9200 8400 7800 7200 6600 6000 5400 4800 4200 3600 3000 Note:

•

EAST 0 - 179º Feet 43000 40100 38100 36100 34100 32100 30100 27600 25600 23600 21700 19700 17700 15700 13800 11800 9800

Meter 12500 11900 11300 10700 10100 9500 8900 8100 7500 6900 6300 5700 5100 4500 3900 3300 2700

Feet 41100 39100 37100 35100 33100 31100 29100 26600 24600 22600 20700 18700 16700 14800 12800 10800 8900

Feet values are rounded to nearest 100 for the purpose of FCU altitude setting.

Feet (ft) to Meter (m) conversion below Transition Level (TL) QNH

Note:

Meter

Feet

3300

10800

3000

9800

2700

8900

2400

7900

2100

6900

1800

5900

1500

4900

1200

3900

900

3000

600

2000

550

1800


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6.3.5.7 ICAO


IAP

RWY

LDA (m)

Location ZBTJ


343 / 6

332 / 3

300 / 10

320 / 1

9 ILS/ILS

16/34

3200

MAX

MAX

MAX

MAX

MAX

ILS/ILS

13/31

3200

NOT

NOT

MAX / N

MAX

MAX

ILS/ VOR

01/19

3600

MAX

MAX

MAX

MAX

MAX

ILS/ILS

16/34

3800

MAX

MAX

MAX

MAX

MAX

ILS/ILS 17L/35R 4000

MAX

MAX

MAX

MAX

MAX

ILS/ILS 17R/35L 3400

MAX

MAX

MAX

MAX

MAX

ILS/ILS

MAX

MAX

MAX

MAX

MAX

Tianjin ZBYN

7

Taiyuan ZSJN

9

Jianan ZSPD

9

Shanghai Pudong ZYTL

8 10/28

3100

Dalian

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6.3.6

BEIRUT (OLBA) - LEBANON

Name of Airport : Rafik Hariri International 6.3.6.1

Airfield Data

RFF

IAP

RWY

LDA (m)


343 / 6

332 / 3

300 / 10

320 / 1

ILS / CIR

03/21

2805

297/294

MAX

MAX

MAX

MAX

ILS / CIR

17/35

2400

297/294

MAX

MAX

MAX

MAX

ILS/NON*

16/34

3215

297/294

MAX

MAX

MAX

MAX

9

(*) Runway 34 Not Authorized for landing. 6.3.6.2


Caution:


Warning:

All runways are damaged by air strike. Runway availability is published by NOTAM.

6.3.6.3

Terrain

The airfield is surrounded by urban development with high terrain located to the East with an elevation of 85 feet. The MSA is 11,000 feet towards Northeast and Southeast between 020º to 200º, and differs around 8000 feet within 10 NM. 6.3.6.4

Air Traffic Control

The standard of ATC and English is good. 6.3.6.5

Weather

Summer : Fine Weather. Winter : Some heavy CB activity. Squalls with winds above 25 kts may give rising dusts and, reducing visibility on occasion to less than 100 m.

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6.3.6.6


a) Arrival Procedures: Preferred Runways for arrival are 16 and 03. Runway 16 Glide slope has known anomalies beyond 5 NM, caution is advised. For Runway 16, it is very important in case of missed approach to follow the published procedures to turn right, in order to avoid high terrain on the extended centerline. Note:

Runway 34 not allowed for landing.

Note:

Landing on Runways 35 and 21 are not recommended.

Warning:

A possibility of windshear exists on approach to Runway 17.

Caution:

A highway illuminated by sodium lights runs parallel to Runway 17/35, in the past has been mistaken for the runway.

Caution:

Do not mistake taxiway A for Runway 03/21.

Runway 03 has displaced landing thresholds because of significant obstructions on short finals. You must avoid natural tendency to go below the nominal approach angle to the displaced threshold. b) Departure Procedures: Preferred Runways for departure are 21 and 34. Note: 6.3.6.7 ICAO

Runway 16 is not allowed for take-off. Destination Alternates

RFF

IAP

RWY

Location LCLK

LDA (m)


343 / 6

332 / 3

300 / 10 320 / 1

8 VOR/ILS

04/22

2810 284/282

244/309 213 / 210

MAX

MAX

MAX

MAX

MAX

Larnaca OJAI

9

Queen Alia OSDI

9

Damascus

ILS/ILS 08L/26R 3660 325/322 MAX/369 NDB/ILS 08R/26L 3660 MAX/347

MAX

MAX

MAX

MAX

VOR/ILS 05L/23R 3000 362/360

MAX

MAX

MAX

MAX

ILS/VOR 05R/23L 3600 300/297

MAX

MAX

MAX

MAX

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6.3.7

DAMASCUS (OSDI) - SYRIA

Name of Airport : Damascus International 6.3.7.1

Airfield Data

RFF

IAP

RWY

LDA (m)


343 / 6

332 / 3

300 / 10

320 / 1

VOR / ILS

05L/23R 3000

362/360

MAX

MAX

MAX

MAX

ILS / VOR

05R/23L 3600

300/297

MAX

MAX

MAX

MAX

9

6.3.7.2 Caution:

6.3.7.3

General Warning, Cautions and Notes Exercise extreme caution when operating into and out of Damascus. Procedural details and/or availability of facilities (Radar) and NAV AIDS are subject to change with little or no prior notification. Many airline have reports of aircraft being cleared for approaches that have no serviceable Nav Aids. Terrain

The airfield is located 12 NM Southeast of the city and in proximity to a hostile border with an elevation of 2020 feet. There is high terrain within 10 NM from the South through to the Northwest. 6.3.7.4

Air Traffic Control

The standard of ATC and English encountered can be poor. Use standard and simple phraseology to reduce the possibility of confusion. The airspace is relatively small, and has no radar cover. For this reason control is fully procedural, pilots should be vigilant and maintain a good situational awareness of all traffic. 6.3.7.5

Weather

Summer: Sunny and hot with little change from day to day, which lasts from April September or early October. The rest of the year is more changeable with cloudy and rainy weather with odd cold spells bringing frost or even heavy snow. These spells are infrequent particularly along the Mediterranean coast but can be quite severe in the mountains and inland. The main rainy season is between November - February although even in mid-winter there can be periods of warm, dry weather. There is a gradual increase and decrease in temperature during the spring and autumn seasons.

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6.3.7.6


a) Arrival Procedures: It is normal to be held high until very close to the airfield and then expected to make a visual approach. It has been stressed often, if in doubt go to the VOR and descend in the hold. From there it is easy to continue visually or procedurally. Runway 23R normally used for Landing. Caution:

When Runway 05L/R in use especially with crosswind, expect windshear.

Caution:

The relative position of MARJ RUHAYYIL, the military field. The VOR is displaced from the threshold by several miles, in fact it lies between the two airfields. In addition, the runways in Damascus are well separated and staggered, therefore extreme care should be taken to correctly identify the runway given.

b) Departure Procedures: Runway 23L normally used for take-off. 6.3.7.7 ICAO


IAP

RWY

Location LCLK

LDA (m)


343 / 6

332 / 3

300 / 10

320 / 1

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

157

MAX

8 VOR/ILS

04/22

2810 284/282

244/309 213/210

Larnaca OJAI

9

ILS/ILS

08L/26R 3660 325/322 MAX/369

Queen Alia NDB/ILS 08R/26L 3660 MAX/347 OJAM

MAX

8 CIR/ILS

06/24

3275 278/276

230/293 200/198

ILS/CIR

03/21

2805 297/294 MAX/349

MAX

MAX

MAX

ILS/CIR

17/35

2400 297/294 MAX/349

MAX

MAX

MAX

ILS/NON*

16/34

3215 297/294 MAX/349

MAX

MAX

MAX

Marka OLBA

9

Beirut

Note :

(*) Runway 34 Not Authorised for Landing.

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6.3.8

DAR ES SALAAM (HTDA) - TANZANIA

Name of Airport : Mwalimu Julius K 6.3.8.1

Airfield Data

RFF

IAP

RWY

LDA (m)


9

ILS / VOR

6.3.8.2 Warning:

05/23

343 / 6

3000 MAX/347 349/MAX

332 / 3

300 / 10

320 / 1

MAX

MAX

MAX

General Warning, Cautions and Notes Runway overall slope is 0.1% DOWN in the 05 direction, there is a pronounced dip in the middle.

Caution 1: Exercise caution when passing in front of terminal 1 due close proximity of light aircraft to taxi way routing. Caution 2: Degraded braking action when runway wet, due considerable rubber deposits. Caution 3: Exercise caution during taxi due uncontrolled vehicular and pedestrain movement. Note 1:

Birds in the vicinity of aerodrome.

Note 2:

Poorly marked taxiways.

6.3.8.3

Terrain

The airport is situated on a flat coastal plain. A range of hills west of the airport running North/ South rises to approximately 1100 feet. 6.3.8.4

Weather

Jan - Feb: Generally good conditions with winds prevailing from the North and Northeast. Occasional thunderstorms are usually of short duration. Mar - May: Is the period of maximum rainfall and thunderstorms. Winds are light and variable. May is the worst month for poor landing conditions. Very low cloud base (500 feet) may occur at any time of the day or night. Jun - Oct: Is the dry season with South-East and South-West surface wind. Occasional low clouds during the morning and early afternoon in July and August. Nov - Dec: Surface winds from North-East with low cloud in the morning and afternoon. Increase of rainfall with occasional thunderstorms.

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6.3.8.5

Arrival Procedure

Radio reception has been reported poor. Possible loss of VHF coverage at Nairobi/Dar Es Salaam FIR boundary. Navaids may become U/S due to unreliable power supply. Approach radar coverage is 120NM. Within DAR FIR, squawk mode A & C 2000 unless assigned a different code. Initial clearance is with DAR control. Expect radar vectors to runway ILS/VOR. Do not rely on ATIS for runway in use, always confirm with tower. Arrival runway 05, the radio altimeter indicates terrain slopes up to 500 feet to the southwest. Caution:

6.3.8.6

Aircraft position and height must be countinuously monitored throughout the approach.

Ground Maneuvering

Taxiway Y not authorised for A300, A330, A340-600 or B777. 6.3.8.7

Departure Procedure

Request ATC clearance 20 minutes prior to engine start-up. Clearance is issued via SID regardless of VOR serviceability. Expect clearance to turn and join airway after Take-off. Final level enroute will be issued by DAR control. 6.3.8.8 ICAO Code


IAP

RWY LDA (m)

Location HKJK


343 / 6

332 / 3

300 / 10

320 / 1

ILS/VOR 06/24 4117

MAX

MAX

MAX

MAX

MAX

VOR/ILS 03/21 3350

MAX

MAX

MAX

MAX

MAX

ILS/NON 07/27 3500

MAX

MAX/370

MAX

MAX

MAX

NON/DME 18/36 2460

NOT

NOT

NOT

9

Nairobi HKMO

9

Mombasa HTKJ

9

Kilimanjaro HTZA

7 165/MAX MAX/85

Zanzibar

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6.3.9

GENEVA (LSGG) - SWITZERLAND

Name of Airport : Geneva International Airport 6.3.9.1

Airfield Data

RFF

IAP

9

ILS / ILS

6.3.9.2 •

RWY

05/23

LDA (m)

3570


343 / 6

332 / 3

300 / 10

320 / 1

MAX

MAX

MAX

MAX

MAX

Company Restrictions Circling to the South not authorized.

6.3.9.3


Warning:

Runway 05 - Known problems of false localizer capture on ILS. Aircraft may turn towards high ground during the false capture. Monitor position using R-226 GVA.

Warning:

APU usage not authorized on stands equipped with Air Condition and electrical power, except 5 minutes prior engine start or when ground equipment unserviceable.

Caution:

Runway 05 - Due terrain between 14nm and 10nm (“GVA” VOR), “Radio Altimeter” is inaccurate with reference to “HAT”.

Caution:

Runway 23 - Lake Geneva is below runway elevation, “Radio Altimeter” is inaccurate with reference to “HAT” during final approach.

Caution:

VFR traffic - Operating in vicinity without “MODE C”. A good lookout is prudent for non-mode C TCAS returns.

Caution:

Runway 05 - Expect turbulence on final approach.

Caution:

Arrivals - Arriving from any direction into Geneva, caution is advised when accepting descent clearance due high terrain.

Caution:

Runway Incursion “HOT SPOTS” - published on Jeppesen Chart 10-9s.

Note:

Due surrounding terrain, 180 kts is max maneuvering speed for both CAT C & CAT D during circling.

Note:

Consider the use of TERR mode on ND.

Note:

Runway 05 - ILS DME reads zero at displaced threshold.

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6.3.9.4

Terrain

Geneva aerodrome is situated at Southwest end of Lake Geneva with the city to the Southeast. High terrain is located in all quadrants. East/Northeast, terrain initially rises steeply to 5,300ft MSL at 7nm, reaching 7,500ft MSL at 20nm and rising further to 10,700ft MSL by 32nm. On Runway 23 extended centerline, terrain to 3,700ft MSL at 9nm. South and East are the ALPS, with Mont Blanc, 15,783ft MSL located 40nm Southeast. 6.3.9.5

Air Traffic Control

ATC standard is good. Radar vectoring is used. Arrival speed restrictions advised via ATIS or as cleared by ATC. Upon first contact with Geneva Arrivals, report aircraft type. Night Curfew Arrivals can only be expected to receive an approach clearance if overhead “GVA” VOR, no later than 15 minutes before the night curfew comes into effect. ATC slot allocated, engine start-up not before 15 minutes prior to the slot. Runway 23 in use, due long taxi time, call 20 minutes prior to the slot. 6.3.9.6

Weather

Winter: Surrounding high ground has effect on frontal activity with CBs and winds of 40kts to 50kts giving turbulence. Average snowfall is 7-8cm per month. During high-pressure period fog is frequent particularly in December. Cloud bases of 200-400ft to be expected with Northeast winds. Summer: Generally good weather, thunderstorms are frequent. Expect turbulence on final approach Runway 05 especially with Northeast winds. 6.3.9.7

Arrival Procedure

All STARs have numerous crossing altitudes and speed restrictions. Observe published speed limit points (SLP) when broadcasted on ATIS or cleared by ATC. ATC will expect the aircraft to be in clean configuration for as long as possible considering safety requirements. Speed shall be reduced, landing gear extended and flaps set in such a way that landing configuration and speed are established 4NM from touchdown. ATC speed and altitude requests may leave the aircraft being placed above the ideal descent profile; more drag technique will normally provide best solution. Arriving from Southeast, STARs have altitude restrictions of 18,000ft within 28nm of the airport. Flights arriving from Newark will generally use “LUSAR STAR”, which has numerous altitude crossing and speed restrictions. Runway 23 - Published speed, altitude and bank angle restrictions Radar vectoring to a 15 mile final is common, RWY05 to waypoint “INDIS”, RWY 23 to “SPR” VOR, resulting in reduced track miles. 220kts may be requested approaching transition point. The VOR approach to Runway 05 has a decent angle of 3.7º but the PAPIs are set to the ILS descent slope of 3.0º. Consider the landing flap selection and transition to visual guidance. REV 08P


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•

Runway 05 - Vacate via taxiway B;

•

Runway 23 - After landing vacate via taxiway D or E for South Apron;

•

Marshalling and follow me vehicle available;

•

Taxiway F - Not authorized.

•

A330 & A340: Stands: 1 to 12, R9 to R12, 71 to 74, 21 to 28, 31 to 34, 41 to 44 - Not authorized.

6.3.9.8

Ground Maneuvering

Nil 6.3.9.9

Departure Procedure:

Start-up procedures published, see Jeppesen briefing pages. Contact ATC 5 minute’s prior start-up. Towing or push back, a general authorization only will be given to the flight crew. Detailed instructions transmitted directly to tug driver. All SIDs are minimum noise routings, which must be flown as accurate as possible. Climb gradients greater than 3.3% required, speed and bank angle restriction published, minimumcrossing altitudes must be observed. Some SIDs have initial climb out chart published with transition to en-route structure. Due surrounding terrain and SID climb gradients, careful planning is required in case of engine failure during climb out, and should be briefed during pre-flight briefing. Runway

Aircraft

Note

•

Runway 23

A330

Under certain conditions, take-off performance maybe limited using “TOGA”, therefore usage of “BUMP” is necessary.

•

Runway 05/23

A330

Strictly adhere to EOSID.

a) Bird Hazard: A system is in operation for deterrence against bird strikes. If needed, crews can request its operation by contacting ground control tower (APRON 121.750 MHZ) between 0600 and 2200LT.

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6.3.9.10 Miscellaneous a) Security A suitable service provider will do pre-departure security check for the GVA-EWR sector as listed below. •

Aircraft search will be carried out by ICTS and a copy of the search form will be handed over to the CSD.

•

Catering will be escorted to the aircraft and a checklist confirming seal numbers will be handed over the CSD/CS for their confirmation that the seals were intact on delivery to aircraft.

•

Copy of this form will also be handed over to the CSD/CS for records.

6.3.9.11 Destination Alternates ICAO RFF

IAP

RWY

LDA (m)

Location LFLL

8

Lyon LFPG

9

Paris Charles-De Gaulle LFSB

9

Milan-Malpensa LSZH

772 / 3

343 / 6

332 / 3

300 / 10

320 / 1

ILS / ILS

18L/36R 2670

MAX

MAX

MAX

MAX

MAX

VOR / ILS

18R/36L 4000

319/317

249/316

162/160

MAX

MAX

ILS / ILS

08L/26R 3615

MAX

MAX

MAX

MAX

MAX

ILS / ILS

08R/26L 2700

273/270

MAX/341

MAX

MAX

MAX

ILS / ILS

09L/27R 2700

344/341

MAX

MAX

MAX

MAX

ILS / ILS

09R/27L 3600

MAX

MAX

MAX

MAX

MAX

3900

NOT

NOT

MAX/NOT

MAX

MAX

17L/35R 2977

MAX

MAX

MAX

MAX

MAX

NON / ILS 17R/35L 3515

MAX

MAX

MAX

MAX

MAX

7*

Basle-Mulhouse LIMC


9

ILS / NON

ILS / VOR

15/33

NON / VOR

10/28

2500

297/294

MAX/349

MAX

MAX

MAX

ILS / NON

14/32

3150

297/294

MAX/349

MAX

MAX

MAX

ILS / VOR

15/33

3230

297/294

MAX/349

MAX

MAX

MAX

Zurich

Note:

* RFF Upgrade to CAT 8 available on request

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6.3.10 GUANGZHOU (ZGGG) - CHINA Name of Airport : Baiyun 6.3.10.1 Airfield Data

RFF

IAP

RWY

LDA (m)


343 / 6

332 / 3

300 / 10

320 / 1

ILS/DME

02L/20R 3600

MAX

MAX

MAX

MAX

MAX

ILS/DME

02R/20L 3600

MAX

MAX

MAX

MAX

MAX

9

6.3.10.2 Curfew / Slot Limitations Restricted opening hours. 6.3.10.3 General Warning, Cautions and Notes Warning:

TWY G,V and W cross with the airport service path, be vigilant while passing the intersections.

Caution:

Do not mistake the expressway located at west of RWY 02L / 20R for the runway. Surrounding terrain may induce windshear conditions

Note :

RWY 02R/20L - Maximum take-off weight is not possible. Consult “LPC (Airbus)” or "OPT (Boeing)".

6.3.10.4 Terrain The airport is located 31km northeast of the city, generally on a flat terrain. Several hills with gentle slopes near north end of runway between 6-10nm at an altitude of 900-1800ft, which may contribute to windshear conditions.

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6.3.10.5 Air Traffic Control •

Entering Guangzhou approach area, radar vectoring/sequence to “middle approach segment” or to time runway is in sight.

•

Arrival / Departure procedures - Strict adherence is required.

•

Due several domestic airports surrounding Guangzhou, traffic congestion may result. Strictly adhere to track/altitudes and follow ATC instructions.

•

Simultaneous runway operation in use for both departure and arrival.

•

Delays greater than 30mins from filed ETD; the ATS flight must be amended.

•

Aircraft delayed by more than 30mins, the flight plan must be modified to show revised EOBT.

Jeppesen “ Hi/Lo Level Altitude charts” “CH (H/L) 1/2 & 3/4 has detailed inset charts showing surrounding airway structure. 6.3.10.6 Weather Guangzhou has subtropical climate, with distinctive seasons. Summer - April-September: Hot and humid, most rainfall occurs during these months. Average summer temperatures range from mid 20s to low 30°. Winter – winters are generally warm, average temperature is 14°. Note:

During the months of July and August, typhoons are experienced along the southern China coast, which may affect alternate selection and result in distanced alternates being required.

6.3.10.7 Arrival Procedures •

During simultaneous approaches, assigned STARs may contain additional track miles.

•

Contact APP on assigned frequency before entering into the Approach Control Area.

•

Expect RWY 02R or 20L for landing.

•

Traffic circuits of RWY 02R/20L shall be made to the east, and traffic circuits of RWY 02L/ 20R shall be made to the west.

•

Traffic circuit altitude: 1500ft – 1800ft (500m-600m).

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6.3.10.8 Ground Maneuvering •

After vacating RWY, especially under conditions of low visibility, report RWY and TWY designation on initial contact with GRD.

•

Follow-me vehicle service and towing service available via Ground Control.

•

Prior to push back from parking stand, verify pushing direction and approved RWY designation to GND.

•

180º turn on RWY is forbidden.

6.3.10.9 Departure Procedures •

Contact “Delivery Control” 10 mins prior to door closure

•

Start-up clearance contact “Baiyun Ground” and report 1.Parking Stand, 2. Destination

•

Contact TWR while approaching RWY holding position.

•

Expect RWY 02L or 20R for departure

•

SIDs – speed, climb gradient and altitude restrictions published

Note:

In order to avoid frequency congestion, pilot shall leave TWR frequency without instructions from controller as soon as airborne and contact APP immediately on the frequency assigned by ATC clearance.

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•


•

EAST 0 - 179º Feet 43000 40100 38100 36100 34100 32100 30100 27600 25600 23600 21700 19700 17700 15700 13800 11800 9800

Meter 12500 11900 11300 10700 10100 9500 8900 8100 7500 6900 6300 5700 5100 4500 3900 3300 2700

Feet 41100 39100 37100 35100 33100 31100 29100 26600 24600 22600 20700 18700 16700 14800 12800 10800 8900



Note:

Meter

Feet

3300

10800

3000

9800

2700

8900

2400

7900

2100

6900

1800

5900

1500

4900

1200

3900

900

3000

600

2000

550

1800


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6.3.10.10 Destination Alternates

ICAO

RFF

IAP

RWY

LDA (m)

Location

ZGSZ


343 / 6

332 / 3

300 / 10

320 / 1

MAX

MAX

MAX

MAX

2865 317/311 MAX/372

MAX

MAX

MAX

9 ILS/ILS

15 / 33

3400 333/329

ILS

34

ILS/ILS

05/23

3050

MAX

MAX

MAX

MAX

MAX

ILS/ILS

03/21

3600

MAX

MAX

MAX

MAX

MAX

ILS/ILS

16/34

3800

MAX

MAX

MAX

MAX

MAX


MAX

MAX

MAX

MAX

MAX


MAX

MAX

MAX

MAX

MAX


MAX

MAX

MAX

MAX

MAX


MAX

MAX

MAX

MAX

MAX

Shenzhen VMMC

9

Macao (note1) ZSAM

9

XIAMEN ZSFZ

9

Fuzhou ZSPD

9

Shanghai Pudong VHHH

9

Hong Kong (note2) Note 1:

Macao - 1) Limited parking space and may become congested. 2) Weather conditions should favor usage of RWY341. 3) Runway 16 not authorized. 4) Immigration problems similar to Hong Kong.

Note 2:

Hong Kong should be used as a last resort due to immigration issues in transferring passengers from Hong Kong to Mainland China. Contact ‘Cathay Dispatch’ at VHR 131.6 for diversion into HKG.

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L E F T

B L A N K

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6.3.11 HONG KONG (VHHH) Name of Airport : Hong Kong International 6.3.11.1 Airfield Data RFF

IAP

RWY

LDA (m)


343 / 6

332 / 3

300 / 10

320 / 1

ILS / ILS

07R/25L 3640

MAX

MAX

MAX

MAX

MAX

ILS / ILS

07L/25R 3627

MAX

MAX

MAX

MAX

MAX

9

6.3.11.2 General Warning, Cautions and Notes Warning1: Birds in vicinity of airport. Warning2: Minimum sector altitude MSA is based on ‘TH’ and ‘TD’ VOR, which are 22NM EastSouth-East of Airport reference point. Caution:

Taxiways Z1 and Z2 not authorised due to the width and low PCN.

Caution:

Taxiways Z3 not authorised due to low PCN.

Note:

Continuous descent approach for runway 25 L/R and preferential use of runway 07L/R applies as per Jeppesen 10-4.

Note:

During parallel runway operations the aerodrome traffic zone is split into two sectors. These are : 1) The North runway (07L/25R) ATS call sign is Hong Kong Tower North. 2) The South Runway (07R/25L) ATS call sign is Hong Kong Tower South.

Note:

Direct contact with RFF vehicles on 121.9 Mhz.

6.3.11.3 Terrain The airfield is located North of Lantau Island with an elevation of 28 feet. Lantau Island is very hilly terrain, with peaks rising up to 4500 feet in close proximity of the airport. Be especially aware of peaks rising to 3100 feet just 3 NM South of the airport. Highest “man made” obstacle 3277 feet MSL, 11 NM from Threshold of Runway 25R. The surrounding islands have high ground giving an MSA of 4300 ft at the highest. Omni directional red strobe lights are located on peaks within approach and take-off areas, flash every second.

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6.3.11.4 Air Traffic Control Air Traffic control is generally very good, however Hong Kong is a major airport of the South China region and has many departures and arrivals. Note:

ATC will NOT relay any diversion messages to Company or GHA. Any intention to divert must be communicated to ‘CATHAY DISPATCH’ at VHF 131.6

6.3.11.5 Weather Hong Kong’s weather is generally windy area with winds of 15 kts coming off the hills from the East. Strong easterly winds may give rise to turbulence on arrival and departure. Especially if associated with a typhoon or tropical storm they can lead to severe wind shear. January to February : Generally cloudy and occasionally there are cold fronts, temperature may drop to around 10ºC. March to April: May be very pleasant although there are occasional spells of high humidity. Fog and drizzle can be particularly troublesome on high ground, which is exposed to the Southeast, air traffic services are occasionally disrupted because of reduced visibility. September to October: The months most likely to be affected by tropical cyclones, although gales are not unusual any time between May to November. Isolated thunderstorms sometimes occur in the evening. Heavy rains from tropical cyclones may last for a few days. About 80% of the rain falls between May to September. 6.3.11.6 Arrival Procedure NIL 6.3.11.7 Ground Maneuvering NIL 6.3.11.8

Departure Procedure

Noise abatement procedures are applicable. Delays in excess of 30 minutes from filed EOBT, the ATS flight plan should be amended. To ensure efficient co-ordination with adjacent ATS units, the assigned cruising level should be reached by waypoint “DOFIN” (AWY V9). If unable to reach filed flight level by waypoint “DOFIN” advise ATC at start-up. All Easterly Departures have a minimum Climb Gradient of 4.1% (RWY 07L) and 4.9% (RWY 07R) up to 1400ft. In the event of an engine failure strictly adhere to (Special) EOSID RWY 07L/R, which are included in FMS NAV Database.

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•


•

EAST 0 - 179º Feet 43000 40100 38100 36100 34100 32100 30100 27600 25600 23600 21700 19700 17700 15700 13800 11800 9800

Meter 12500 11900 11300 10700 10100 9500 8900 8100 7500 6900 6300 5700 5100 4500 3900 3300 2700

Feet 41100 39100 37100 35100 33100 31100 29100 26600 24600 22600 20700 18700 16700 14800 12800 10800 8900



Note:

Meter

Feet

3300

10800

3000

9800

2700

8900

2400

7900

2100

6900

1800

5900

1500

4900

1200

3900

900

3000

600

2000

550

1800


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RFF

IAP

RWY

LDA (m)

Location RCKH


343 / 6

332 / 3

300 / 10

320 / 1

9 ILS/LOC

09/27

2700 275/344

MAX/344

MAX

MAX

MAX

ILS/ILS

05/23

3660 297/294

MAX/349

MAX

MAX

MAX

ILS/ILS

06/24

3350 294/294

MAX/349

MAX

MAX

MAX

ILS

34

2865 317/311

MAX/372

MAX

MAX

MAX

Kaohsiung RCTP

9

Taipei Chiang Kai Shek VMMC

9

Macao ILS/ILS 01L/19R 3700

MAX

MAX

MAX

MAX

MAX

Bangkok SuvarILS/ILS 01R/19L 4000 nabhumi

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

VTBS

10

RPLL

9 ILS/ILS

06/24

3410

Manila

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6.3.12 HOUSTON (KIAH) - USA Name of Airport : George Bush Intercontinental 6.3.12.1 Airfield Data RFF

IAP

LDA (m)


343 / 6

332 / 3

300 / 10

320 / 1

3048

MAX

MAX

MAX

MAX

MAX

ILS

08L/26R 2743

MAX

MAX

MAX

MAX

MAX

ILS

08R/26L 2866

MAX

MAX

MAX

MAX

MAX

ILS

15L/33R 3658

MAX

MAX

MAX

MAX

MAX

ILS

15R/33L 3048

MAX

MAX

MAX

MAX

MAX

ILS

9

RWY

09/27

D - ATIS

PDC / DCL

TWIP

Available

PDC

Available

Noise Abatement Procedure Departure 1 (NAPD 1) to be used at all US Airports 6.3.12.2 General Warning, Cautions and Notes Caution :

Weather fronts build up rapidly to the East and West. Inbound traffic maybe rerouted to Dallas Forth-Worth (KDFW).

Caution :

Moderate turbulence and windshear can be expected on final approach.

Caution :

Runway 26L approach - Do not confuse cargo apron (well light) with runway during low visibility.

Caution :

TCAS RA due VFR traffic may occur.

Caution :

Bird Concentration on and in vicinity of aerodrome, especially Spring and Autumn.

Caution :

LAHSO (Land and Hold Short Operations) - Not authorized for Qatar.

Note :

Transponder (MODE C) to be operated on all Taxiways and Runways.

Note :

Frequent FAA inspections - personal, aircraft documents including safety equipment.

6.3.12.3 Terrain Generally flat with no significant terrain. Obstacle(s) to 1,050ft located 10nm South. The city of Houston is located 23 miles South.

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6.3.12.4 Air Traffic Control Busy airport and ATC environment due several nearby domestic airports. To the South is the busiest, Houston Hobby. •

ATC transmissions can be rapid and abbreviated.

•

Be alert to Runway Clearances. Read back of all runway holding instructions is required.

•

SWAP (Severe Weather Avoidance Procedure) used to reduce en-route capacity. Reroutes and revised flows are used to avoid severe weather..

6.3.12.5 Weather •

Prevailing wind - South/Southeasterly, Strong Northerly winds can occur after weather front has passed, usually lasting 12-36 hours, which may have significant impact on traffic flow rate if Runway 33L/R is required.

•

Spring - “Supercell” thunderstorms can occur.

•

Summer - Hot and Humid, average daily max temperature 34°C, evening between 2631°C. Afternoon thunderstorms (average 15 days per month) are common and intensive with associated turbulence, low ceiling and poor visibility in heavy rain, resulting in potential arrival delays/diversions.

•

Winter - Cold fronts moving southward bring rain, low wind chill, freezing rain. Fog may occur Nov-Mar, forms early morning and dissipating by 10am.

•

Jan, Apr, Oct and Dec - Texas and Louisiana airports experience high frequency of radiation, advection and pre-frontal fog. Fog conditions occur less during Feb, Mar, May and Nov.

•

Hurricanes (Season Jun-Nov) and tropical cyclones affect the Texas/Louisiana Coast.

6.3.12.6 Arrival Procedure •

Peak Arrival Times

1830-1930 & 2230-2330 (UTC)

Extended holding and arrival delays to be expected at any time due traffic and changing weather. Preferred Runways (best flow rate) - Runways 26L, 27 and 26R (CAT III) up to 810kts tailwind. Crew to plan and brief for potential Runway change. ATC advises Runway in use on first contact.

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•

Triple simulatneous parallel approaches (Runway 26L/R & 27) in use during busy periods.

•

If Runway 15L/R or 33L/R used for arrivals, flow rate is reduced considerably.

•

Radar vectoring used extensively.

•

Runway 09 - Not used in easterly configuration for heavy jets.

•

Runway 08R/26L - Closest Runway to parking position. Request where possible.

6.3.12.7 Ground Maneuvering •

Qatar Airways - Operates from Terminal D (North Ramp).

•

Taxiway Restrictions for B777, A346 and A330 - See Jeppesen Chart.

•

Areas around Taxiway “NB” and “WV” when departing Runway 15L/R can be confusing due many Taxiways joining together.

•

Hot Spots - Runway 26L Taxiway “NP” & “NE”, Runway 15L/R at Taxiway “WL”.

•

Gates •

Gates D4 / D9 - Taxi onto stand w/E1 shut down

•

Gate D7 - Turn onto lead-in line on stand and be prepared to stop short. Ramp crew will tow-in.

•

Gates D5 / D11 / D12 - No restrictions - normal taxi onto stand.

General •

The lateral lights (on the right or left as aircraft approaches parking stands) which are two neon lights lining up to advise the crew to stop, can only be aligned for one type of wide body aircraft.

•

Arriving crew should be instructed to disregard these lights and watch the ground crew, then the red stop light the ground staff will manually deploy when the aircraft is on the stop mark

•

There is no count down indications from stop light informing pilot approaching the final stopping point.

6.3.12.8 Departure Procedure •

Peak Departure Times

2230-2330 & 0100-0200 (UTC)

Typical departure profile for Runway15L/R, Expect right turn to North/Northeasterly Heading, with a restriction to maintain 4,000ft. After clearing downwind arriving traffic, a clearance to 15,000ft is initiated.

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•

“PDC” - available Request 20 minutes prior to EOBT.

•

Push back Clearance - Contact “Ramp Control North” for pushback to “hand-off point” (12 or 19). Ramp control will advise either “tail West” or “tail East”. Push back clearance ends at “hand-off point”. Wait for further taxi instructions.

Note :

See Jeppesen Chart for location of “Hand off points”.

•

After “push back” clearance, contact “clearance delivery” and state “hand-off point and ATIS”. “Clearance delivery” will advise to contact “Ground Control”.

•

ATC Preferential Runway - Runway 15L (1st) / 15R (2nd) and Runway 09 (Traffic Permitting).

•

Runway 33L, take-off weight restriction may impact payload.


RFF

IAP

RWY

LDA (m)

Location


772 / 3

343 / 6

332 / 3

300 / 10

320 / 1

KAUS* 8 (D)

ILS/ILS

17L/35R 2743

MAX

MAX

MAX

XXX

XXX

Austin - Bergstorm

ILS/ILS

17R/35L 2733

MAX

MAX

MAX

XXX

XXX

KDFW 9 (E)


MAX

MAX

MAX

XXX

XXX


MAX

MAX

MAX

XXX

XXX


MAX

MAX

MAX

XXX

XXX

ILS/ILS 17C/35C 4085

MAX

MAX

MAX

XXX

XXX


MAX

MAX

MAX

XXX

XXX


MAX

MAX

MAX

XXX

XXX


MAX

MAX

MAX

XXX

XXX

Dallas Forth Worh

KMSY 8 (D) ILS/LOC

01/19

2134 303/300

MAX/357

MAX

XXX

XXX

New Orleans Armstrong

ILS/ILS

10/28

2987 303/300

MAX/357

MAX

XXX

XXX

KMEM 8 (D)

ILS/ILS

09/27

2727

MAX

MAX

MAX

XXX

XXX

18L/36R 2743

MAX

MAX

MAX

XXX

XXX


MAX

MAX

MAX

XXX

XXX

ILS/ILS

MAX

MAX

MAX

XXX

XXX

ILS/ILS Memphis Int’l

18R/36L 2782

* KAUS - Fuel and go. Wide-body support is limited.

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6.3.13 HYDERABAD (VOHS) - INDIA Name of Airport : Rajiv Gandhi International 6.3.13.1 Airfield Data RFF

10

IAP

ILS / ILS

RWY

09/27

LDA (m)

4260


343 / 6

332 / 3

300 / 10

320 / 1

MAX

MAX

MAX

MAX

MAX

6.3.13.2 Curfew/Slot Restrictions NIL 6.3.13.3 General Warning, Cautions and Notes NIL 6.3.13.4 Terrain NIL 6.3.13.5 Air Traffic Control The standard of ATC and English is average. Keep phraseology simple.

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6.3.13.6 Weather Monsoon dominated weather. December to February : North East Monsoon. Average mid day temperature: 30°C. Light winds and cool weather with minimum overnight temperatures around 22°C. Occasionally frontal depressions. Frequent morning fog usually clearing by 10:00 local time. March to Mid June : Hot Season. Temperatures slowly build up until the start of the Southwest Monsoon with storms towards the end of the period. Average mid day temperature 34°C. Mid June to September : South West Monsoon. Some continuous rain with thunderstorms that do not usually last more than 10 days month. Little rains can be expected in September. The average maximum temperature is about 32°C. October to November : Fine warm weather with haze in the morning. The average maximum temperature is about 30°C. 6.3.13.7 Arrival Procedure Expect radar vectors. 8nm seperation between traffic on finals. Caution:

•

Do not mistake Hakimpet Air Base and old Hyderabad Airport as they have the same runway alignment.

Radio Communication Failure Procedures a) When following the STARs under pilot’s own navigation and clearance for an instrument approach procedure has been issued aircraft shall continue to follow the STAR and land. If radio communication failure takes place prior to clearance for instrument approach procedure is issued, aircraft shall maintain the last assigned level or FL85 whichever is higher and proceed to HIA VOR to join the holding via shortest route and thereafter, carry out the instrument approach for the RWY for which the initial STARs clearance was issued. b) When under radar vector and clearance for approach has been issued aircraft shall continue the final approach and land. If the failure takes place prior to clearance for Approach has been issued, aircraft shall maintain the last assigned heading and level for one minute and thereafter climb to FL 85 or the last assigned level whichever is higher and proceed to join HIA VOR holding and thereafter carry out the instrument approach.

6.3.13.8 Ground Maneuvering Taxi B2, K1, K2, K3 and M, may only be used by A320 family.

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6.3.13.9 Departure Procedures –

RWY 27 – Preferred for landing and take-off

Departure clearance – Include intermediate levels (Max FL250), further climb with Chennai after departure. In all cases, ATC will forward request levels to control on startup clearance request. •

Radio Communication Failure Procedures a) Pilot Navigation SIDs On the recognition of communication failure maintain 7000ft or the level assigned by ATC, whichever is higher until 25 DME (HIA) or the specified way point in the SID whichever is later. Thereafter, climb to flight plan level and continue to follow the SID until termination point. If the communication failure takes place beyond 25 DME continue to follow the SID, maintain the last assigned level by ATC, if any, or FL85 whichever is higher for 2 minutes and then climb to flight plan level b) When under Radar Vector On the recognition of failure proceed as follows:•

Inside 15 DME (HIA) maintain last assigned heading until 20 DME, climb to 7000 feet or the level assigned by ATC whichever is higher. After 20 DME climb to FL85 or the last assigned by ATC whichever is higher and proceed directly to intercept the flight plan route.

•

At or beyond 15DME (HIA) maintain last heading for 2 minutes, climbing to FL85 or the last level assigned by ATC whichever is higher. Then proceed directly to intercept the flight plan route.

•

Five minutes after recognition of failure commence climb to flight plan level approach procedure for the RWY for which the initial cleared was issued.

6.3.13.10 Other Information Local Regulation : An aircraft Release Certificate (ANNEXURE ll - CIRCULAR NO. 05/2007 BCAS - INDIA) must be signed for all aircraft departing Hyderabad. This certificate should be singed by all concerned agencies (i.e. Engineering, Commercial, catering, Ground Support, Security and the Aircraft Commander).

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6.3.13.11 Destination Alternates

ICAO

RFF

IAP

RWY

LDA (m)

Location

VABB

9

Mumbai VANP


772 / 3

343 / 6

332 / 3

300 / 10

320 / 1

ILS/ILS

09/27

2963

MAX

MAX

MAX

MAX

MAX

ILS/VOR

14/32

2517

MAX

MAX

MAX

MAX

MAX

VOR/ILS

14/32

3200

NOT

NOT

NOT

NOT

MAX

ILS/ILS

09/27

4000

MAX

MAX

MAX

MAX

MAX

VOR/ILS

09/27

3400 MAX/367 MAX/342

MAX

MAX

MAX

MAX

MAX

MAX

8

Nagpur VOBL

9

Bangalore VOCI

8*

Cochin Note : VOMM

RFF upgradeable to RFF CAT 9 upon request. 9 ILS/ILS

07/25

3658

MAX

MAX

Chennai

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6.3.14 KHARTOUM (HSSS) - SUDAN Name of Airport : Khartoum International 6.3.14.1 Airfield Data

RFF

9

IAP

ILS / ILS

RWY

18/36

LDA (m)

2980


343 / 6

332 / 3

300 / 10

320 / 1

MAX

MAX

MAX

MAX

MAX

6.3.14.2 General Warning, Cautions and Notes Caution:

Large birds in vicinity of airport are often found between 15th June and 15th October.

Caution:

Small animals (e.g. dogs) run freely on the airport and may constitute a hazard especially on the runway.

Caution:

Exercise caution whilst manoeuvring on the apron due to limited parking space.

Caution:

Exercise extreme caution when manoeuvring between Taxiways B and C because of cracks on the apron shoulders and limited wing tip clearances.

Note:

Apply in-flight broadcast procedures on 126.9 MHz in the African airspace.

6.3.14.3 Terrain The airport is located 1 NM East of the city on flat desert terrain with an elevation of 1260 feet. Two significant obstacles are shown on the charts, one to the Northwest and one to the Southeast. The Blue Nile flows East to West just North of the airfield joining the White Nile which flows South to North 4 NM Northwest of the airfield. 6.3.14.4 Air Traffic Control Air Traffic Control is generally poor, standard phraseology should be used at all times. Radar is available within 50 NM of the airfield. Much East-West traffic in Khartoum FIR is during HAJ season.

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6.3.14.5 Weather Frequent dust and sand storms may lower visibilities to below minimums especially when the wind is greater than 15 kts. May to September : Hot season, brings thunderstorms, some of which are severe. They are normally short-lived (15 mins) and therefore it is better to hold away from the airport until the weather clears. Note, gust front may be 40 to 50 NM ahead of the storm, it picks up dust and may cause problems for aircraft. Visibilities may reduce to below 500 metres. The heavy rain which follows may cause flooding but the runway usually remains clear. July and August : Line squalls are possible. October to April : Weather is much better and generally fine. Strong winds at any time of the year will reduce visibility drastically in rising sands. 6.3.14.6 Arrival Procedure The VOR’s in the region are very unreliable and the signals do fluctuate. The ILS is subject to false captures very close to the actual beam and must be used with caution. It is good practice to monitor the ILS with the VOR radial due to the reliability of the ILS. Caution:

Avoid confusing street lighting 3 NM West of Runway 36 and bridge lighting on final approach for Runway 18 with ALS.

Caution:

Crews are advised that runway, taxiway and apron markings are in a faded condition, exercise caution.

Aircraft are required to backtrack, the turning loops are unlit. FOD is a big problem on the taxi and apron areas. The apron and taxiways are in poor condition. Radar vectoring is poor when used. Reports of ATC holding aircraft high, resulting in making the approach profile impossible to achieve. The “LOC” has been reported as being unreliable (crew report 2006). 6.3.14.7 Ground Maneuvering •

Taxiway E, F and G not authorised for company aircraft

•

Exercise caution when operating on apron.

6.3.14.8 Departure Procedure Backtrack will be required using either runways. Noise Abatemnt Departure Procedure (NADP) - NADP A 6.3.14.9 Customs and Immigration Crew staying overnight, passports will be held by immigration and returned at time of departure. REV 08P


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6.3.14.10 Destination Alternates ICAO Code

RFF

IAP

RWY

LDA (m)

Location HESN


343 / 6

332 / 3

300 / 10

320 / 1

MAX

MAX

MAX

MAX/N

MAX

MAX

ILS/ILS 16C/34C 3303 313/308 MAX/369

MAX

MAX

MAX


MAX

MAX

MAX

MAX

MAX

MAX

9 VOR/ILS

17/35

3402 340/336 MAX/342

VOR/ILS

17/35

2500

Aswan HSPN

7 NOT

NOT

Port Sudan OEJN

9

MAX

MAX

Jeddah ILS/ILS 16R/34L 3803 313/308 MAX/369

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6.3.15 LAGOS (DNMM) - NIGERIA Name of Airport : Murtala Muhammed 6.3.15.1 Airfield Data RFF

IAP

RWY

LDA (m)


343 / 6

332 / 3

300 / 10

320 / 1

18R/36L 3900

MAX

MAX

MAX

MAX

MAX

ILS / NON 18L/36R 2745

MAX

MAX

MAX

MAX

MAX

ILS / VOR 9

6.3.15.2 Company Restriction Note:

Uplift of Potable water is not permitted from Lagos.

6.3.15.3 General Warning, Cautions and Notes Warning:

Query information whenever an ATC clearance is issued contradicting a NOTAM.

Caution:

Airfield lighting is unreliable due to power outages.

Caution:

Degraded-braking action when runways are wet due to rubber deposits.

Caution:

Beware of FOD on aprons and taxiways.

Caution:

During low visibility, do not mistake 18L or parallel taxiway for runway 18R, especially when conducting offset VOR approach to runway 18R.

Caution:

Exercise caution during taxi due to uncontrolled vehicular and pedestrian movement.

Caution:

Parking stand, wingtip and engine clearance is an issue if overshoot parking position.

Caution:

Do not use parallel taxi East of Runway 36R/18L.

Note:

The ILS is not monitored by ATC. Continual monitoring of the LOC and GS is essential. Descent progress should be monitored with reference to FPA.

Note:

Reports of inaccurate surface winds and visibility, particularly during adverse weather conditions.

Note:

Many taxiways have poor markings and no designation, and combined with poor ATC. Taxiway confusion is possible.

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6.3.15.5 Air Traffic Control •

ATC standards is poor, lack of adherence to standard procedures and phraseology. Instructions are generally not clear.

•

Controller’s speak fast and with heavy accent. Use standard phraseology.

•

Frequencies - Poor reception and congestied due traffic volume

•

ATIS has been reported having limited range.

•

During HAJ season, routing to/from Doha may be longer than normal due revised routing.

6.3.15.6 Weather The climate of Nigeria is tropical in nature, which is occasionally subjected to variations, depending on the rainfall. It is characterized by strong latitudinal zones. Seasons are defined as the wet season, from April to October, and the dry season, from November till March. The wet season is particularly noticeable on the Southeastern coast. February to March: Beginning of rainy season, known as the Southwest monsoon. The beginning of the rains is usually marked by the incidence of high winds and heavy but scattered squalls. April to September: Rainfall is most intense during May-July. October to November: Clear skies. December to February: During Harmattan winds, reduced visibility due dust and haze can be expected. Low clouds frequent in early morning. Fog is a daily occurrence, forming before dawn and clearing by 0900Z. Note:

The most severe weather at Lagos comes from line squalls, moving from East to West during the spring when the ITCZ is moving Northward. Long lines of dark clouds, rapid rise in wind speed, heavy rain and rapid change in wind direction characterize these squalls.

Note:

During December to January, whenever the forecast visibility is below the published minima, consider an additional one-hour holding fuel.

Note:

Winds - generally Southern in direction, with the exception of December, when winds are Northerly in direction.

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6.3.15.7 Arrival Procedures NO STARS published. Radar service provided. Inbound, clearance must be obtained from Lagos approach before crossing the Control Area Boundary. If no contact, try for relay through other aircraft to Lagos Information on VHF/HF. Prevailing conditions favor RWY18s, expect either RWY18R ILS or VOR/DME procedure. •

ILS 18R G/S is erractic (Crew report Nov 2008)

6.3.15.8 Ground Manuevering •

Surface marking are faded and difficult to read/see, especially during adverse weather conditions. (Crew report 2008)

•

Aerobridges are fixed, require accurate positioning.

•

“Late stopping” instructions from marshaller has occcured on several occasion. (Crew reports Nov 2008)

•

Do not use parallel taxiway East of Runway 36R/18L.

6.3.15.9 Departure Procedures Confirm with ATC that flight plan matches filed flight plan. Call for start clearance 15mins prior ETD, departure clearance issued during taxi out. Expect outbound routing initially on a radial from “LAG” VOR, particularly with inbound traffic on R778 (049º). Crossing height restriction FL100 (VOR “LAG”), and can only be met if departing runway18R. 6.3.15.10 Customs, Immigration and Security Overview Lagos is one of Africa’s largest, most populated city. It is an urban sprawl, with Lagos island at its heart. The city is overcrowded, polluted and expensive. Travel around Lagos is stressful and difficult. Armed robbery and petty crime pose as constant threat to the security of foreigners. Violent street crime, armed robberies, muggings and carjacking remain prevalent nationwide but particularly in Lagos. Vigilance and adequate security measures are necessary, particularly at night. The city is filled with poor quality buses and motorcycles that are a vital part of Lagos’ Transport Network. They are notorious for crashes and robberies. Crew are recommended not to travel on them. Crew Accommodation Accommodation for crew is arranged at Sheraton hotel, which is approximately 12km from Airport. The hotel Premises is secure with adequate CCTV coverage and physical security presence at the entrance, as well as lobby. Transport Crew transport is provided by ground handling company called NAHCO. Two armed Police vehicles will escort the crew transport from Airport to hotel and vice-versa. REV 08P


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Airport QR has contracted Check Port Security company to provide security services for our operations at Lagos. Crew must ensure the security integrity of the catering uplift by verifying each catering seal numbers before accepting on board. Duty Free & Bar cart seals needs to be cross checked with Check Port Security Personnel on arrival and departure. In addition to the above, dedicated QR Security staff is stationed at Lagos Airport to oversee QR security requirements. During crew stay at Lagos, it is strongly recommended that crew remain in the hotel and strictly avoid venturing around the city Contact Numbers In case of any emergency, crew may contact the below mentioned numbers. Contact Details Mr. Jamel Ladhari - (+234 8039154503) Airport Services Manager Mr. Affun Emmanuel - (+234 8033 064632) Security Supervisor 6.3.15.11 Destination Alternates ICAO Code

RFF

IAP

RWY LDA (m)

Location DGAA

772 / 3

343 / 6

332 / 3

300 / 10

320 / 1

MAX

MAX/380

MAX

MAX

MAX

216/214

MAX

MAX

9

Accra - Kotoka VOR/ILS 03/21 3403 Int’l DBBB


8 VOR/ILS 06/24 2363 314/311 250/314

Contonou DNAA

9

Abuja Ninamdi ILS/ILS 04/22 3610 Azikiwe Int’l DXXX

MAX

MAX

MAX

MAX

NOT

NOT

MAX

MAX

MAX

8

Lome-Gnass- VOR/ILS 04/22 3000 ingbe Eyadema Note :

MAX

B777 / A346 - For emergency only, Runway 22 : Landing - must exit via Taxiway A (LDA2380m). Runway 04 : Take-off from Taxiway A. Runway 04 - turn pad not suitable for B777 / A346.

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6.3.16 MADRID (LEMD) - SPAIN Name of Airport : Barajas International 6.3.16.1 Airfield Data ICAO Code

RFF

IAP

RWY

LDA (m)

Location LEMD

9

MAX Pavement Weight in Tons for Aircraft 772/3

343/6

332 / 3

300 / 10 320 / 1

NON / ILS 15L/33R 3500

MAX

MAX

MAX

MAX

MAX

VOR / ILS 15R/33L 4100

MAX

MAX

MAX

MAX

MAX

Madrid - BaraILS / NON 18L/36R 3500 jas (H24)

MAX

MAX

MAX

MAX

MAX

ILS / NON 18R/36L 4350

MAX

MAX

MAX

MAX

MAX

6.3.16.2 General Warning, Cautions and Notes Note:

Day and Night time preferential Runway System applies as per Jeppesen 10-1P.

6.3.16.3 Terrain The airfield is located 13 km Northeast boundaries of the city with an elevation of 2000 feet. The vicinity close to the airfield is hilly. Madrid is located on a high and dry plateau surrounded by mountains and hilly terrain. The highest peak in the Madrid terminal area is 8268 ft located about 26 NM Northwest of the field (La Malicisa and Penalara peaks). 6.3.16.4 Air Traffic Control ATC standard is generally very good. Use standard phraseology. Extensive use of Spanish language is made by ATC.

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6.3.16.5 Weather The climate is dry continental with warm summers. The possibility of precipitation is even through out the year except at the dry and hot summer time. Generally the main wind direction is from the west. Due to the hilly surrounding terrain strong winds create bumpiness during approach and departure. June to August: Summer months. The average daily temperature can reach upto 31ºC. December to February: Winter months. The average daily temperature can drop down to 1ºC. Low clouds with poor visibility during this time of the year. March to May and from September to November: Frequent morning fog occurs, disappearing slowly after sunrise. 6.3.16.6 Additional Information a) Arrival Procedures: Preferred Runways for arrival, refer to Jeppesen charts. Caution:

Do not mistake Torrejon airfield (LETO) Runway 05/23 for Madrid Barajas (LEMD). Torrejon threshold Runway 05 is located approximately 2 NM Northeast of Madrid Barajas Runway 33R.

Note:

Approach speed restriction apply, refer to Jeppesen charts

Note:

Report as soon as possible the intention of missed approach maneuver for runways 18L/36R. This is required for ATC to restrict departure from runways 36L/15R.

Minimum Runway occupancy procedure is applicable, refer to Jeppesen charts. Expect "Follow Me" vehicle to meet the aircraft before entering the apron for guidance to Terminal 1. b) Departure Procedures: Preferred Runways for departure, refer to Jeppesen charts. Aircraft not ready to initiate take-off run immediately when cleared for take-off, will have take-off clearance cancelled and will receive instructions to vacate the runway at the first available taxiway. Although the runway is temporarily occupied by other traffic, landing clearance may be issued to an arriving aircraft if the controller is satisfied that at the time the aircraft crosses the threshold of the runway in use prescribed separation from the preceding aircraft will exist. When issuing a Landing Clearance based on Anticipated Separation, ATC shall issue clearance to the succeeding aircraft with the following instructions: “ .... (Call sign) BEHIND LANDING / DEPARTING (aircraft type) CLEARED TO LAND RUNWAY (number)”. Pilots requesting or accepting to take-off from the intersections shall inform ATC accordingly on initial contact with Ground Control. REV 08P


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Note:

Noise Abatement procedures are applicable, refer to OM Part A, Chapter 8.3.1.5, Procedure A.

Recommendation for Departures : •

Report SID (name and number) on first contact with departure frequency.

•

Strict adherence to speed limitations.

•

Follow SIDs carefully to meet noise abatement procedures.


RFF

IAP

RWY

LDA (m)

Location LEAL


343 / 6

332 / 3

300 / 10 320 / 1

8 ILS/VOR

10/28

3000 337/335

MAX.

MAX

MAX

MAX

VOR/VOR

02/20

2540

MAX

MAX

MAX

MAX

MAX

ILS/ILS

07L/25R 2922

MAX

MAX

MAX

MAX

MAX

ILS/ILS

07R/25L 2660 341/339

MAX

MAX

MAX

MAX

Alicante LEBL

8

Barcelona LEVC

7 VOR/ILS

12/30

2915

NOT

NOT

MAX

MAX

MAX

VOR/ILS

09/27

3360

NOT

NOT

MAX / N

MAX

MAX

Valencia LEZL

7

Seville

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6.3.17 MASHHAD (OIMM) - IRAN Name of Airport : Shahid Hashemi Najad International 6.3.17.1 Airfield Data RFF

IAP

RWY

LDA (m)


343 / 6

332 / 3

300 / 10

320 / 1

13L/31R 3776

NOT

NOT

MAX / N

MAX

MAX

VOR / VOR 13R/31L 3886

NOT

NOT

MAX / N

MAX

MAX

VOR / ILS 8



Caution:

Strolling dogs observed on the movement area, caution advised.

Note:

As instructed by the Iranian Authorities, the term Arabian Gulf shall not be used in/out bound flights of Iran.

Caution:

Parallel runway operations take place without notification. Crew is required to monitor both approach and tower frequencies. After landing runway 13L/31R, do not cross runway 13R/31L without ATC clearance.

6.3.17.3 Terrain The airfield is situated in a valley 1.5 NM East of Mashhad city and on the Northeast side of Iran with the Turkmeinistan border 30 NM Northeast of the airfield. The airport elevation is 3270 feet. To the West and East of the airfield the ground rises to mountain ranges, which run in a Northwest direction. To the South of the airfield the terrain rises to 4253 feet within 5 NM. To the West the mountain range rises to 4950 feet within 10 NM and rises to 10850 feet within 20 NM. To the East the terrain rises to 6322 feet within 20 NM. 6.3.17.4 Air Traffic Control The standard of ATC and English is average however can be poor at times. •

Start-Up

Call 5-10mins before ready to start

•

Clearance

Valid 10mins from time of start-up clearance

•

A new ATC flight plan is required if aircraft fails to depart after two start-up clearances

•

ATC Flight Plan

Valid for 60mins after filed EOBT

Preferential Runway usage (ATC) •

Take-off

RWY 13L/R

•

Landing

RWY 31L/R

Routing MHD-DOH •

Expect FL180 20nm before waypoint “MIDSI” (Tehran/Bahrain FIR). OFP will reflect the FL restriction. REV 08P


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6.3.17.5 Weather Mashhad is located in the Northern temperate region, and has a changing climate. The rainy season is mostly in mid December through late March. Summers, the weather is dry and warm. Winters, it is rather cold. 6.3.17.6 Additional Information a) Arrival Procedures: Runway 13L and 13R are not usable during 1830 - 0330 Local Time (1730 - 0230 UTC) except tail wind component is 10 kts or more. Runway 13L and 13R approaches are steep. (FPA 4.5º for VOR-DME runway 13L and FPA 4.8º for VOR-DME runway 13R) which is up to 1200 ft/pm. – In VMC request visibility approach for 13L/R to reduce FPA. – In IMC request runway 31L/R upto 10kts tail wind. b) Departure Procedures: Runway 31L and 31R are not usable during 1830 - 0330 Local Time (1730 - 0230 UTC) except tail wind component is 10 kts or more. 6.3.17.7 Destination Alternates ICAO Code

RFF

IAP

Runway LDA (m)

Location OIFM

8

Esfahan OIIE

772/3 VOR/ILS 08L/26R 4397 262/261

343 / 6 226/295

332/3

300/10

320/1

192/190 150/153 MAX/87

CIR/VOR 08R/26L 4397 346/337 MAX/324 MAX/232

MAX

MAX

VOR/ILS

11/29

4200

MAX

MAX/371

MAX

MAX

MAX

VOR/VOR

16/34

3785

NOT

NOT

211/209

MAX

MAX

12L/30R 3800

NOT

NOT

MAX/N

MAX

MAX

9

Tehran Imam Khomaini OIKK


8

Kerman UTAA

7 ILS/ILS

Ashgabat*

* Runway 12R/30L Not Authorised

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6.3.18 MOSCOW (UUDD) - RUSSIA Name of Airport : Domodedovo International 6.3.18.1 Airfield Data RFF

IAP

RWY

LDA (m)


9

343 / 6

332 / 3

300 / 10

320 / 1

NONE

14C/32C 2600

338/332 MAX/375

MAX

MAX

MAX

ILS / ILS

14L/32R 3794

297/295 MAX/378

MAX

MAX

MAX

ILS / ILS

14R/32L 3500

338/332 MAX/375

MAX

MAX

MAX


Airport to be used with caution in winter during ice conditions.

Caution:

Numerous vertical conversions are required.

Caution:

Extra vigilance and monitoring is required at all times.

Note:

A330 TS-1 fuel is approved and can be mixed with JET A1 or JET A type fuels.

Note:

Refer to Operations Manual, Part A: General/Basic, Chapter 8.2.1.7.2 for fuell freezing point determination and fuel mixture if any.

Note:

Refer to Operations Manual, Part A: General/Basic, Chapter 8.3.8.11 (Operations on Slippery surfaces) for all information about runway friction, friction coefficient, braking action, contaminants and guidelines for take-off and landing.

Note:

GHA frequency not available. Urgent message can be passed via Contact “Ground Control (119.0)”.

Note:

Fuel remaining in outer tanks should be transferred to inner tanks to avoid unnecessary de-icing from upper side of wings. Refer to FCOM 3.04.91

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6.3.18.3 Terrain Moscow Domodedovo (pronounced ‘Domoshedovo’) airport is positioned within a wooded suburb 23 NM Southeast of Moscow Central. The airport elevation is 587 feet. There is no significant terrain in the immediate area but there are numerous military and civilian airfields in the vicinity. Moscow Bykovo 13 NM North-Northeast, Ramenskoye 12 NM Northeast, Podolsk/Dubrovitsky 14 NM West, Moscow Ostafyevo 14 NM Northwest and Mosocw Vnukovo 24 NM Northwest. Caution:

Do not mistake illuminated highway leading to the airport with the runways.

6.3.18.4 Air Traffic Control Caution:

Casual or informal language may reduce safety. Use simple and standard phraseology. Controllers speak reasonable English, but careful with special requests to avoid misunderstanding.

Caution:

On departure, Radar vectors may take aircraft into prohibited areas.

Careful attention is needed both on arrival and departure to ensure the correct altimeter setting is used: ATC uses the term “HEIGHT” (QFE) but do not usually use the term “Flight Level” (1013.2). QNH may be obtained on the ATIS and/or HF broadcasts. Within the Russian Federation ATC and MET use metric units. Distances are measured in metres (m) and kilometer (km), the wind velocity is in m/sec and pressure indications may be provided in mmHg (millimetres of Mercury) or hPa. It is Qatar Airways policy to fly QNH at all times below transition altitude, QFE shall not be used at any time on any primary altimeters. QNH should be available at all times from ATC going to UUDD, if unable to obtain QNH you can convert QFE into QNH by adding 22 hPa to the current UUDD’s QFE. The value of the field elevation translated into hPa as follow : –

Each 27.5 feet = 1 hPa

–

UUDD: 587 / 27.5 = approximately 22 hPa

Note:

Airfield (Runway) elevation in hPa is available on Jeppesen approach plates.

6.3.18.4.1 Flight above Transition Level/Transition Altitude (TL/TA) Above TL/TA, clearances are given in metres. Correct altimetry may be achieved by selection of STD and; METERIC ALT pushbutton (for A320 Family).

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•

Metric Flight Level (FL) and Feet (ft) Conversion above Transition Altitude TRUE TRACK

Note:

WEST

EAST

180 - 359º

0 - 179º

Meter

Feet

Meter

Feet

13100

43000

12100

39700

11600

38100

11100

36400

10600

34800

10100

33100

9600

31500

9100

29900

8600

28200

8100

26600

7800

25600

7500

24600

7200

23600

6900

22600

6600

21700

6300

20700

6000

19700

5700

18700

5400

17700

5100

16700

4800

15700

4500

14800

4200

13800

3900

12800

3600

11800

3300

10800

3000

9800

2700

8900

2400

7900

2100

6900

1800

5900

1500

4900

1200

3900

900

3000


6.3.18.4.2 Flight below Transition Level/Transition Altitude (TL/TA) Below TL/TA clearances are given in metres - QFE (height above airport). To ensure correct operation of lateral and vertical navigation and to remain consistent, a conversion from metres - QFE to feet - QNH must be performed by crew. When cleared below the Transition Level all the aircraft altimeters shall be referenced to feet rather than metres.

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QNH in hPa should be available on ATIS. Crews should also request QNH in hPa from ATC. Aircraft should be set to QNH according to Operations Manual: Part A: General/Basic, Chapter 8.3.3. Conversion from metres - QFE to feet - QNH is accomplished by reference to table below. •

Feet (ft) to Meter (m) conversion below Transition Level (TL) (for DME only)

Note:

Meter (QFE)

Feet (QNH)

900

3540

800

3200

700

2900

600

2600

500

2200

400

1900

300

1600

200

1200

100

900


When cleared below TL to metres - QFE –

Set QNH in hPa on all altimeter subscales.

–

Set desired altitude (ft) on Flight Control Unit (FCU)

–

Initiate or continue descent.

6.3.18.5 Weather The climate is continental with relatively warm, humid summers with mean maximum temperatures above +28º C during July to September. Winter season is long and cold with mean minimum temperature of -25ºC in January to February. Most weather activity consists of CBs or squalls. Occasionally, morning fog occurs during winter months but usually dissipates by mid-morning. Occasional late afternoon thunderstorms occur during May to August. Prevailing winds are westerly and at times quite strong. Below minima weather is not common. REV 08P


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6.3.18.6 Additional Information a) Arrival Procedures: STAR’s are used, followed by radar to final approach. Descent clearance, which may be delayed, will be given by radar and may not be consistent with the STAR. The radar controller may not give the last turn onto the ILS LLZ, make this turn using bearings from locators without further instructions. Clearance to land is given after crews have reported Landing Gear down. Runways with ILS approaches have two (2) missed approach procedures published, "Standard" and "In case of Lost Communication". Due limitation in FMS NAVDB, only "Standard" missed approach procedure available. b) Departure Procedures: Note:

Fuel uplift is to be written in the Crew GD.

Request departure clearance as early as possible (prior to Taxi if possible). ATC may assign low height after take-off, possibly below thrust reduction/acceleration height. Expect the clearances as “Climb 900 m on Runway heading, passing 200m contact radar 127.7. Convert any ATC clearances in metres (QFE / FL) to feet (QNH / FL), using appropriate conversion table provided above, then place the appropriate converted feet value in the FCU. 6.3.18.7 Customs and Immigration Visa for Russia MUST be in the current passport of a crewmember. If a passport has been renewed, the old visa automatically becomes invalid, even though it has not expired. Ensure Visa is transferred to current passport.

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RFF

IAP

RWY

LDA (m)

Location


343 / 6

2820

NOT

NOT

MAX/N

MAX

MAX


MAX

MAX

MAX

MAX

MAX

Helsinki - Van- ILS/ILS 04L/22R 3000 taa ILS/VOR 15/33 2901

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

EETN

332 / 3 300 / 10 320 / 1

7 ILS/ILS

08/26

Tallinn EFHK

9

EVRA

8 ILS/ILS

18/36

2550

NOT

NOT

MAX/N

MAX

MAX

ILS/ILS

02/20

2500

NOT

NOT

217/215

MAX

MAX

MAX

MAX

MAX

MAX

156

MAX/87

Riga EYVI

7

Vilnius ULLI

8

St. Petersburg UMMS

ILS/ILS 10L/28R 3397 310/307

ILS/ILS 10R/28L 3780 310/307 XXX/292 205/203

8 ILS/ILS

13/31

3640 268/264

249/312 208/206 159/163 MAX/82

Minsk UUEE

8

ILS/ILS 07L/25R 3550 327/323

MAX

Moscow Sheremetyevo ILS/ILS 07R/25L 3702 294/291 MAX/367

MAX

MAX

MAX

MAX

MAX

MAX

(Note 1)

UUWW

8

ILS/ILS

02/20

3000 235/233

ILS/ILS

06/24

3000

208/265 178/177 142/144 MAX/93

Mosocw Vnukovo (Note 2)

XXX

Note 1:

First Company preferred alternate.

Note 2:

Second Company preferred alternate.

NOT

NOT

NOT

63/61

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6.3.19 MUMBAI (VABB) - INDIA Name of Airport : Chatrapati Shivaji International 6.3.19.1 Airfield Data RFF

IAP

RWY

LDA (m)


343 / 6

332 / 3

300 / 10

320 / 1

ILS / ILS

09/27

2963

MAX

MAX

MAX

MAX

MAX

ILS / VOR

14/32

2517

MAX

MAX

MAX

MAX

MAX

9

6.3.19.2 Curfew / Slot Restrictions NIL 6.3.19.3 General Warning, Cautions and Notes Caution:

Juhu airport is 1.9 NM northwest and has a Runway 08 which has been mistaken for Runway 09 at Mumbai Due to extensive light aircraft and helicopter activity at Juhu, a sharp look out should be maintained at all times.

Caution:


Note:

All turns must be made on the runway properly avoiding shoulders.

Note:

People wandering onto runways and taxiways during the day and night.

6.3.19.4 Terrain Airfield located 8 NM Northeast of Mumbai (Bombay) and 2 NM from the coast with an elevation of 27 feet. 40 NM to the East are the Western Ghat Mountains which reach a maximum of 5400 feet AMSL. Hills lie to the North and East within 10 NM, the highest being nearly 1550 feet AMSL at 8 NM North Northeast. Immediately East of the aerodrome, in the vicinity of Runway 27 MM, there are low hills, which have been levelled to their present heights of around 200 feet above airfield elevation. At range 3.5 NM on the approach to Runway 32 and just left of centreline is a hill 1050 feet and obstructions to nearly 1074 feet AMSL. There is a mast to nearly 1000 feet AMSL 5.5 NM South Southwest. On the approach to Runway 27 there are hills and obstructions to nearly 750 feet AMSL 1 NM right of the centre line and 2 NM short of the threshold. Pilots are advised to make full use of Navigation Aids and Instrument approach plates and procedures even in VMC conditions. Caution:

High Terrain on take-off runway 09 and 14.

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6.3.19.5 Air Traffic Control The standard of ATC is average. English at times is barely adequate requiring terminology to be kept simple. 6.3.19.6 Weather Hazy all year round due to smoke. March to early June is the hot season ending with the possibility of thunderstorms known as ‘Elephantas’ late in the season (The name ‘Elephantas’ comes from Elephanta island on the eastern side of the Mumbai harbour. The storm usually comes from this direction). The Elephantas can be prolonged and severe. Mid June to September is the period of Southwest Monsoon. The onset and withdrawal of the monsoon is generally marked by several thunderstorms and squalls. The monsoon generally break over Mumbai about first week of June. Heavy rain and thunderstorms seem to occur almost continuously during this period. Hazard like crosswind conditions exceeding operational limits, poor braking actions very low visibility and runway contamination prevail during this period. Warning:

June/July are months heavy rain accompanied by squally winds. Hazards like crosswind conditions exceeding operational limits, poor braking action, very low visibility and runway contamination due to flooding prevail in this season.

October to November, apart from the Elephantas as the south-west monsoon withdraws the weather is mainly fair. Winds are mainly north easterly to westerly. December to February is the Northeast Monsoon. This is a season of fair weather with landsea breezes. February can be expected to be hazy with the possibility of fog.

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6.3.19.7 Arrival Procedures On approach Runway 27 in low visibility, confusion may exist between Runway 27 and parallel taxiway. The ILS on Runway 27 has a 3.3º glideslope, therefore the glideslope must be intercept with at least F-speed. The ILS may be unreliable during heavy rain. The VOR is liable to scalloping up to 6° in the northwest sector and up to 3° in the southeast sector. Runway 09/27 is slow to drain after heavy rain and aquaplaning is a possibility. Warning:

There are two ridges that may triggers GPWS warnings, the most significant is on Runway 27 centerline at 18 to 24 miles.

6.3.19.8 Ground Maneuvering Caution:

Taxiways not authorized for B777, A346 & A330 : - K1, K3, L, L1, L2, S, T and U.

Caution:

When taxing on taxiway D be vigilant for aircrafts holding on taxiways B4 , C or J.

Crew Feedback - Exercise Caution when coming onto stand as the visual stoppage system can at times be difficult to read. 6.3.19.9 Departure Procedures Runway 09/27 is extremely rough and the aircraft configuration giving the lowest possible rotation speed should be used without compromising performance. Note:

The Terminal 2 International apron is not visible from the control tower, awareness and good crew co-ordination is required.

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RFF

IAP

RWY

LDA (m)

Location

OPKC

9

Karachi VAAH


343 / 6

332 / 3

300 / 10 320 / 1

NON / ILS 07L/25R 3200 273/270 MAX/341 228/226

MAX

MAX

NON / ILS 07R/25L 3400

MAX

MAX

MAX

MAX

MAX

9 VOR / ILS

05/23

3505 333/331 MAX/349 231/229

MAX

MAX

VOR / ILS

14/32

3200

ILS / ILS

09/27

ILS / ILS

ILS / ILS

Ahmedabad VANP

8 NOT

NOT

NOT

NOT

MAX

4000 MAX/360

MAX

MAX

MAX

MAX

09/27

4260

MAX

MAX

MAX

MAX

MAX

07/25

3658

MAX

MAX

MAX

MAX

MAX

Nagpur VOBL

9

Bangalore VOHS

10

Hyderabad VOMM

9

Chennai

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6.3.20 NAIROBI (HKJK) - KENYA Name of Airport : Jomo Kenyatta International 6.3.20.1 Airfield Data RFF

9

IAP

ILS / VOR

RWY

06/24

LDA (m)

4117


343 / 6

332 / 3

300 / 10

320 / 1

MAX

MAX

MAX

MAX

MAX


Bird hazards are encountered anywhere in Kenya airspace from ground level to 15,000 feet AMSL at all times. Large birds up to 7 kg are common.

Note:

180 degrees turns on Runway 06 is not permitted.

Note:

Apply in-flight broadcast procedures on 126.9 MHz in the African airspace.

6.3.20.3 Terrain The airfield is located 15 km Southeast of the city with an elevation of 5327 feet. Terrain East of the airport is generally flat and rising steadily to the West. To the North the Aberdare Mountains run North-South with peaks to 13,000 feet ASL within 40 NM. West at 17 NM are the N’Gong Hills with peaks to nearly 8100 feet ASL (The GG NDB and GV VOR are sited on these hills). 23 NM South-East are the Mua Hills to over 7000 feet ASL. Mount Kenya 17,058 feet ASL located 70 NM North-Northeast and Mount Kiliimanjaro 19,340 feet ASL located 110 NM South of the airfield. 6.3.20.4 Air Traffic Control The standard of ATC and English is variable. Use standard phraseology.

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6.3.20.5 Weather Nairobi enjoys good weather throughout the year. Low stratus cloud frequently occurs in the Nairobi area and constitutes perhaps the most common and serious hazard to aircraft intending to land at night or early morning. It can be experienced at any time of the year and may lead to a sudden deterioration in reported visibility with little or no warning. It is rapid formation from previously cloudless conditions constitutes the most serious hazard. Low Stratus is most frequent from 2200 UTC onwards reaching a peak between 0300 and 0500 UTC the rate of dispersal is rapid after 0500 UTC. January to February: Hottest and least cloudy period. Early morning fog can form suddenly and unexpectedly. Surface wind generally Northeasterly 10 - 15 kts, but strong Northerly crosswinds a possibility. March to May: The “Long Rains”. The weather is often severe. Cu/Cb occur during the day, with thunderstorms possible in the late afternoon. Rain may then continue well into the night. June to September: Dry season. Surface wind generally South-Southeast of 10 kt. Much clouds, mainly scattered, base 3000 feet tops 5000 - 6000 feet. October to December: The “Short Rains”. Much low stratus. Maximum rainfall between 2000 UTC and 0900 UTC. After a clear evening low stratus or fog may form before midnight 2100 UTC. 6.3.20.6 Arrival Procedures During descent and approach, the high TAS will result in increased ground speed and turning radius. Caution:

TCAS warning may be triggered, due to the close proximity of Wilson and Eastleigh airfield.

Braking action degraded in wet conditions particularly on the heavy rubber deposits in the Runway 06 touch down area. Crews are reminded to consider the tyre speed limitations at high airports. The probability of experiencing hot brakes on turn around is possible. Runway choice and braking technique may help to reduce any brake temperature delays. Note:

Due to extreme ground surface heating, severe turbulence may be experienced on approach to land.

6.3.20.7 Ground Maneuvering Parking stands are in Apron 1. Stands 3 - 5 are for wide-body aircraft. 6.3.20.8 Arrival Procedures NIL

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RFF

IAP

RWY LDA (m)

Location HKMO


343 / 6

332 / 3

300 / 10

320 / 1

MAX

MAX

MAX

MAX

MAX

ILS/VOR 05/23 3000 MAX/347 MAX/349

MAX

MAX

MAX

ILS/NON 09/27 3607

MAX

MAX/370

MAX

MAX

MAX

ILS/VOR 17/35 3658

XXX

MAX

MAX

MAX

MAX

9 VOR/ILS 03/21 3350

Mombasa HTDA

9

Dar-es-salam HTKJ

9

Kilimanjaro HUEN

9

Entebbe

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L E F T

B L A N K

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6.3.21 NEWARK (EWRK) - USA Name of Airport : Newark Liberty International 6.3.21.1 Airfield Data RFF

IAP

RWY

LDA (m)


343 / 6

332 / 3

300 / 10

320 / 1

ILS / ILS

04L/22R 2579

MAX

MAX

MAX

N/A

N/A

ILS / ILS

04R/22L 2501

MAX

MAX

MAX

N/A

N/A

9 (E) Noise Abatement Procedure Departure 1 (NAPD 1) to be used at all US Airports 6.3.21.2 Company Restrictions •

Runway 11/29 - Not authorized.

•

Landing and Hold Short (LAHSO) operation - Not authorized.

•

Circle to land - Not authorized.

6.3.21.3 General Warning, Cautions and Notes Warning:

All taxiway intersection considered “HOT SPOTs”. READ BACK ALL HOLD SHORT INSTRUCTIONS. Be alert for RUNWAY CROSSING CLEARANCE. Do not enter an ACTIVE RUNWAY WITHOUT A CLEARANCE.

Warning:

Ramp Control frequency MUST be contacted, PRIOR to entering ramp area and BEFORE push back.

Caution:

Bird hazard in vicinity of airport.

Caution:

Para-Sail and banner towing operations 1000ft and below in upper and lower New York bays.

Caution:

Do not forget to include “HEAVY” in call-sign: “Qatari 84 Heavy”.

Note:

Displaced landing Threshold - Runway 04L/22R and Runway 04R/22L.

Note:

Under FAA regulations, the following values are used: •

•

Declared distance : “Feet”

•

Visibility : Statue Miles (SM). Note below 1/4sm, visibility advised in Feet

•

RVR : “Feet”

•

Altimeter : “Inches”

The FAA frequently perform spot-check inspections of all personal, Aircraft documents and emergency equipment.

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6.3.21.4 Terrain Airport is located 2.6 miles south of Newark city and 5 miles west of New York City. The airport is surrounded by medium density residential area. Generally flat terrain, 15 miles West/Northwest, low terrain. 6.3.21.5 Air Traffic Control Newark is located within the New York Terminal Control Area, sharing airspace with both New York-JFK (KJFK) and La Guardia (KLGA). In addition busy general aviation airports are also located within the vicinity. Radar vectoring is used extensively. Weather disruptions in the New York Area, including at other airports, may cause a domino affect resulting in delays. Weather disruptions that occur in early part of the day may result in extensive delays to evening arrivals. When cloud base drops below 500 ft, traffic holding builds up quickly. Holdings of one (1) hour or greater not uncommon affecting both arriving and departing flights. Three (3) helicopter routes cross Newark flight patterns. ATC will issue traffic advisories. US ATC controllers tend to speak rapidly, abbreviated and use non-ICAO standards. Speaking slowly may trigger the response to be slower. If unsure about a clearance, clarify. •

US Terminology: •

“Position and Hold,” MEANS “Line-up and Wait”. An imminent take-off clearance should follow upon line-up, if not, query ATC.

•

“Taxi xx Position and Hold” MEANS “Taxi via xx, Line-up and Wait”. An imminent takeoff clearance should follow upon line up, if not, query ATC.

Minimum Fuel •

Advise ATC of “minimum fuel” status when fuel supply has reached a state where, upon reaching destination, any undue delay cannot be accepted. This call does not declare an emergency nor gives the flight priority in the traffic flow.

•

On initial contact the term “MINIMUM FUEL” should be used after stating call sign. •

•

Example – Newark Approach, Qatari 84 heavy, “MINIMUM FUEL”.

If traffic priority is required, an “EMERGENCY” must be declared, reporting remaining fuel in minutes.

If fuel reserves are low, advise ATC early since diversions usually take 15 minutes or more to arrange - BE POSITIVE. •

Peak times for traffic flow •

Arrivals : 1300 to 1700 Local

•

Departures : 0700 to 1000 and 1800 to 2100 Local.

Departure taxi times are planned at 25 minutes based on statically times obtained from Newark Airport.

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•

Holding speed/altitude within New York Area.

Altitude

Airspeed (KIAS)

Up to 6000ft

200

6001ft - 14,000ft

210

6.3.21.6 Weather Newark experiences a wide variety of weather systems. Low-pressure systems moving from West to East (East coast depression) are the main basis of major weather. Summer is characterized by warm weather with occasional heat waves. April – June & Sept.- Oct: Probability of sea fog particularly during early morning hours, which may continue into afternoon and infrequently into evening. June- September: Widespread thunderstorms, with tops at times more than 50,000 ft. occasionally resulting in airport closure. Squall lines frequently stretch out in a NE/SW direction. Severe Weather Avoidance Plan (SWAP) applies to all bad weather situations associated with thunderstorms in summer. ATC proactively re-route to destinations and redirect to alternates. Winters are cold with heavy snowfalls at times. Sleets or freezing rain and icing conditions may precede a storm. Slow moving warm fronts can produce consistent low clouds and poor visibility. 6.3.21.7 Additional Information a) Arrival Procedure Arriving aircraft are often vectored outside ""New York Class Bravo (B)"" after entry . The following "geographical vicinities" are where pilots may experience this occurrence. Crews should maintain alertness and situational awareness at al all times. 1) RWY 22L/R - South of "SPARTA VOR", between 5000ft and 7000ft 2) RWY 04L/R - North of "Robbinsville" VOR, sector outside of Class B at 3000ft and 4000ft, and below Class B at 2000ft There is limited use of STARs. An early descent from Boston center is standard. Expect radar vectors from New York Approach Control for ILS approach 04R or 22L (ATC preferential runways for landing). Considerably low level vectoring is normal. In a non-standard phraseology, the descent clearance is issued in such wordings or manner as “reach XYZ at 13000ft”, even though the word “Descent” is not mentioned.

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Arrival Profiles: a) Via “BDL” (Bradely), Expect FL280 by “BOS” (Boston VOR), cross “BDL” at FL160, “FLOSI” at FL80 and “SHAFF” at FL70. b) Via “ALB” (Albany VOR), expect to be at or below FL280 by 230nm from Newark, level at FL240 25nm before “ALB”, cross “ALB” at FL160,“FLOSI” at FL80 and “SHAFF” FL70. The Operational Flight Plan (OFP) will reflect above profiles. Runway 22L Arrival a) After waypoint “SAX”, expect turn to “TEB” (Teterboro), track distance from “SAX” to Newark is about 60nm. The Runway 22L approach path, passes over Teterboro airport, located 9nm North/Northeast, which has high volume of general aviation traffic. When Runway 19 is in use at “Teterboro”, TCAS events are common. Expect 180kts up to 6mile finals. b) Simultaneous arrivals to Runway 11 and Runway 22L are normal. Runway 04R Arrival Landing Runways 04R, expect a wide downwind, with speed restrictions to de-conflict with La Guardia (KLGA) inbound traffic. Linden airport, 5nm south, with traffic pattern to 800ft MSL, is located beneath approach path to Runway 04L/R. Track distance from “SAX” to Newark is about 100nm. Expect speed adjustments on final approach.

Runway

Approach

Runway 04R

Cat II & IIIA

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c) Taxi and Ramp Areas: After landing Runway 04R or 22L, tower will instruct arrivals to hold short of Runway 04L or 22R for departing traffic. Arriving aircraft are expected to clear arrival runway, continue pass center taxiway “P” and read back the “Hold Short” instructions. Runway Crossing •

After runway-crossing instructions are received, the aircraft is authorized to taxi beyond first taxiway to ensure the entire aircraft is clear of active runway. Move all the way up to taxiway “PA”,”A” or “S”.

Taxi Routes - Departure •

Runway 04L – Taxi via “B”, “D”, hold short taxiway “V” OR via “A”, “PA”, hold short of “V”.

•

Runway 22R – intersection “W”, taxi via “B”, “R”, hold short “K” OR via “A”,“S”, hold short of “K”.

Do not necessarily expect hand-offs between Ground and Ramp Controls and vice versa. •

After landing, if not instructed, initiate call to Ramp Control PRIOR to ENTERING the ramp area.

•

Departure, initiate call to Ground Control PRIOR to EXITING the ramp area if not instructed to do so.

•

Qatar Airways will use Terminal B at Newark International airport. Contact “Ramp Control” on 122.85 for gate assignment prior to and again after landing. After landing maintain listen watch on 122.85 for updates.

•

Extreme caution must be used when the ramp is wet or snow /ice is present. If, determined by PIC, aircraft cannot be parked safely under its own power, request towing.

•

Parking Stands : 51,52,57,60 and 68 are Tow-in gates.

•

Parking Stands : 62- 68, Marshaller required .

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d) Departure Procedure Pushback Frequencies at Terminal B, Concourse B-3 1) Gates 60-62 - Port Authority on 122.85 2) Gates 63-68 - Continental on 129.57 Datalink departure clearance (DCL) is available. Request clearance up to 25 minutes prior to departure, except when ATIS indicates departure delays are in effect. Flow control procedures can often cause extensive ground delays. Expect Runway 22R or 04L for departure. Departures are via “Newark Seven Departure”. Note all SIDs have “INITIAL CLIMB” followed by “ROUTING” instructions. Expect intermediate level off during climb out and be ready for frequent altitude changes. Departing Runway 22R, standard take-off point is from “Taxiway W”, if full length required, advise ATC at start-up. Departing Runway04L, caution advised due departing traffic from Teterboro airport located 9nm North/Northeast. Departures Delays • • • • • •

Note:

The term “GATE HOLD” may be used and occurs when a departure delay greater than 15mins is expected. “Departure flow management”(less than 15mins) or “Departure delay” (greater than 15min) procedures are advised via ATIS. After receiving ATC clearance, contact “Flow Control” (GATE HOLD frequency) for status on departure delay. “Departures delay” information will be updated in fifteen (15) minute increments thereafter. Advise ATC if unable to meet assigned taxi time. Prior to taxiing, advise, “flow controller” (GATE HOLD frequency) of intended ramp exit. Monitor and maintain listening watch with “flow control” (GATE HOLD frequency) at all times. Failure to respond to three (3) successive calls or inability to taxi at the issued taxi time will result in further delay.

e) De-icing Completed on stand. “Snow-desk” will co-ordinate de-icing times. Ensure ATC is advised of the times. f)

Alternates

During times of mass diversions from airports located within the New York area, surrounding airports fill up rapidly. Consideration should be given to nominating a distanced alternate when marginal weather is forecast. Newburgh Stewart (KSWF) and Windsor Lock (KBDL) can be considered as “fuel alternates”. REV 08P


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6.3.21.8 Miscellaneous a) Security Global Security will do pre-departure security check as listed below : •

Aircraft search will be carried out by Global Security and a copy of the search form will be handed over to the CSD.

•


•



RFF

IAP

Runway LDA (m)

Location KBDL

9(E)

Boston

KBWI

8(D)

Baltimore KJFK

9(E)

New York

KIAD

772 / 3

343 / 6

332 / 3

300 / 10

320 / 1

8(D)

Windsor Locks KBOS


9(E)

Washington

ILS / ILS

06/24

2899

MAX

MAX

MAX

XXX

XXX

NON/ILS

09/27

2134

MAX

MAX

MAX

XXX

XXX


MAX

MAX

MAX

XXX

XXX

ILS/ILS

04R/22L 2684

MAX

MAX

MAX

XXX

XXX

ILS/ILS

15R/33L 2805

MAX

MAX

MAX

XXX

XXX

3033

MAX

MAX

MAX

XXX

XXX

ILS/ILS

15R/33L 2896

MAX

MAX

MAX

XXX

XXX

ILS/ILS

04L/22R 2638

MAX

MAX

MAX

XXX

XXX

ILS/ILS

04R/22L 2560

MAX

MAX

MAX

XXX

XXX

ILS/ILS

10/28

ILS/ILS

13L/31R 2734

MAX

MAX

MAX

XXX

XXX

VOR/ILS

13R/31L 3428

MAX

MAX

MAX

XXX

XXX

ILS/ILS

01C/19C 3505 305/302

ILS/ILS

01R/19L 3505

MAX

MAX

XXX

XXX

MAX

MAX

MAX

XXX

XXX

ILS / ILS 01L/19R 2865

MAX

MAX

MAX

MAX

MAX

ILS/NON

3200

MAX

MAX

MAX

XXX

XXX

12/30

9(E)

ILS/ILS

09L/27R 2896

MAX

MAX

MAX

XXX

XXX

Philadelphia

ILS/ILS

09R/27L 3202

MAX

MAX

MAX

XXX

XXX

NOT

NOT

MAX/NOT

XXX

XXX

KPHL

KSWF

7(C)

Newburg

ILS/ILS

09/27

2688

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6.3.22 NEW YORK (KJFK) - USA Name of Airport : John F Kennedy 6.3.22.1 Airfield Data RFF

IAP

RWY

LDA (m)


343 / 6

332 / 3

300 / 10

320 / 1

ILS / VOR

04L

3460

MAX

MAX

MAX

MAX

MAX

ILS

22R

2638

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

9 (E) ILS / VOR

ILS / VOR 04R/22L 2560 13L

2772

MAX

MAX

MAX

MAX

MAX

ILS / VOR

31R

2736

MAX

MAX

MAX

MAX

MAX

VOR

13R

3647

MAX

MAX

MAX

MAX

MAX

ILS / VOR

31L

3428

MAX

MAX

MAX

MAX

MAX

D - ATIS

PDC / DCL

TWIP

Available

Available to PDC

Not Available

Noise Abatement Procedure Departure 1 (NAPD 1) to be used at all US Airports This brief to be read in conjunction with “JFK ATC CD-Rom: “JFK TOWER USER GUIDE” provided to all crew-members operating to JFK. 6.3.22.2 Curfew / Slot Limitations JFK is a noise sensitive airport. 6.3.22.3 General Warning, Cautions and Notes Caution:

Rushed Approaches do occur, consider asking for a 10nm final and be prepared to configure early for landing.

Caution:

RWY04R - Arrival aircraft is requested to immediately advise ATC in the event of a missed approach, as this is critical to separation from 04L departure aircraft.

Caution:

Be aware of possible radio interference or false instructions on tower frequencies.

Caution:

Flocks of birds are a hazard (JFK has one of the highest rate of bird strikes).

Caution:

Para-Sail and banner towing operations at 1000ft and below in upper and lower New York bays.

Caution:

Hot Spots - See Jeppesen Chart 20-9.

Caution:

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Taxi Way Restrictions : Jeppesen chart 20-9-1 (Taxiway Restriction) depicts Taxiways not authorized for B773-300ER and A340-600. Note B777 Airport Moving Map (AMM) does not show Taxiway restrictions. Note :

Inbound contact “IAT Ramp Control 130.77” to obtain parking stand, apron entry point and any apron advisories.

Note :

Peak Arrival Times 1500 - 1700 local time

6.3.22.4 Terrain Airport located on Long Island, 10nm southeast of New York City. Area surrounding the airport is noise sensitive. 6.3.22.5 Weather Significant Disturbances •

Nor’easter is a deep low pressure system that occurs along the East Coast of US and Canada, and is the main source of significant weather for New York. Nor’easter can occur any time, but most frequent in winter as they thrive on converging polar cold air mass and warmer ocean water of the Gulf Stream. Nor’easter produces moderate to heavy snow, rain for periods usually lasting 24hrs, low temperatures and high wind gusts. Nor’easter will affect all East coast airports, ie. KBOS, KBWI, KEWR, KIAD, KPHL and KPIT.

Autumn (Fall) & Winter •

Northerly winds most common during winter, expect RWY4L (take-off) 04R (landing/ CAT IIIA)

•

Snow falls expected from November to April.

•

Low clouds and visibility occur with slow moving warm fronts.

•

Freezing rain and drizzle has been common for past three (3) winters.

Spring & Summer •

Spring - Weather below minima occurs mainly when sea fog drifts in with SSW wind, during summer (April/May & Sept/Oct) it clears quickly, however in winter it can be persistent.

•

Summer – Temperatures may rise to 30°C or more associated with high humidity. Active cold fronts and squall lines with associated thunderstorms and wind-shifts resulting in runway changes can lead to ATC disruptions and delays. Thunderstorm activity frequent in late afternoon. Squall lines often lie in a NE/SW direction. Tropical disturbances during hurricane season (Jun-Oct) may bring heavy rain and strong winds to the area.

•

Winds are generally southerly in direction

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Windshear •

RWY22L/R, windshear maybe experienced

Severe Weather Avoidance Plan (SWAP) •

Applies to all bad weather situations. ATC proactively re-route to destinations and redirect to alternates

6.3.22.6 Air Traffic Control A very busy air traffic environment with airports La Guardia 9nm North and Newark 16nm West. Numerous light aircraft operating along Long Island shoreline. Weather disruptions in the New York Area, including at other airports, may cause a domino affect resulting in delays. Weather disruptions that occur in early part of the day may result in extensive delays to evening arrivals. When cloud base drops below 500 ft, traffic holding builds up quickly. Holdings of one hour or greater not uncommon affecting both arriving and departing flights. US Air Traffic controllers tend to speak rapidly, abbreviated and use non-ICAO standards. Speaking slowly may trigger the response to be slower. If unsure about a clearance Clarify. •

•

US ATC Terminology : •

“Position and Hold “MEANS “Line-up and Wait. An imminent take-off clearance should follow upon line-up, if not, query ATC.

•

“Taxi xx Position and Hold” MEANS “Taxi via xx, Line-up and Wait”. An imminent takeoff clearance should follow upon line-up, if not, query ATC.

Fuel Reserves / Min Fuel •

If fuel reserves are low advise ATC.

•

Minimum Fuel - Advise ATC of “minimum fuel” status when fuel has reached a state where upon reaching destination, any undue delay cannot be accepted. This call does not declare emergency nor gives the flight priority in the traffic flow.

•

On initial contact the term “MINIMUM FUEL” should be used after stating call sign, Example - New York Approach, Qatari xxx heavy, “MINIMUM FUEL”.

If traffic priority is required, an “EMERGENCY” must be declared, reporting remaining fuel in minutes •

Unit of Measurement : •

Declared distance in “Feet”

•

Visibility in Statue Miles (Note: below 1/4sm, visibility advised in Feet)

•

RVR in “Feet”

•

Altimeter in “Inches”

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•

Holding Speed / Altitude within New York Area.

Altitude

Airspeed (KIAS)

Up to 6000ft

200

6001ft - 14,000ft

210

Class B Airspace •

Crew to beware of potential for radar vectors on arrivals to JFK may take beyond Class B limits either laterally or vertically after initially penetrating Class B boundaries.

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6.3.22.7 Arrival Procedures Descent / Star Overview •

Early descent with Boston Control is standard, 200-300nm away. Fuel consumption, expected descent profiles are included in Operational Flight Plan (OFP)

•

Non-standard phraseology, the descent clearance is issued in such wordings or manner as “reach XYZ at 12000ft”, even though the word “Descent” is not mentioned.

•

STARs - from North Atlantic/North East expect routing via “Kennebunk (ENE)”, Plymouth (PLYMM). STAR usage maybe substituted by radar vectoring. STARs contain expected flight levels and altitudes, useful guide to planning descent. Traffic from “ENE” and “PLYMM” is routed via waypoint “ROBER”, after which radar vectors provided.

•

Via “Kingston (IGN)” STAR, cross “IGN” at 19,000ft due La Guardia airspace constraints. En-route holding within the STAR can be expected. Runway 31/L/R, expect track distance of 175NM from “IGN”.

•

Expected speed constraints TOD TO 5,000FT

BELOW 5,000FT

FAF OR MARKER

250KTS

210-230KTS

180KTS

•

Extensive low level radar vectoring to be expected.

•

Be familiar with full place names of approach aids as these are frequently referred too.

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Arrival Runway (ATC Preference)

ARR. RWY

DISPLACED THRESHOLD (M)

AVAILABLE LANDING AIDS

04R

NIL

CAT IIIA/IIIB

22L

NIL

CAT IIIA/IIIB

13L/22L

276M / NIL

13R/04R

795M / NIL

31R

314M

ARR. RWY

CAT II VOR

/ CAT IIIA/B SIMULTANEOUSLY APPROACHES USED

CAT I RWY31L/R (USED SIMULTANEOUSLY)

DISPLACED THRESH-

LANDING

OLD (M)

AIDS

822M

CAT I

22R

/ CAT IIIA/IIIB

NOTES USED AS OVERFLOW FOR RWY22L DURING PEAK TIMES USED AS OVERFLOW FOR RWY31R

31L

1014M

CAT I

DURING PEAK TIMES. NOTE RWY31L HAS NO APPROACH LIGHTS.

Approach Overview •

VOR approaches are often utilized, particularly RWY13L/R, which is used to improve traffic flow by increasing separation between arrival LGA and JFK and also for noise abatement

•

Simultaneous landing taking place on separate runways, i.e. RWY13L/22L

•

Close separation during busy approach periods is normal.

•

Last minute runway changes are frequent, necessitating rapid re-briefing for a different approach.

•

Displaced Thresholds - Five of eight runways have displaced thresholds of varying distances. There is a possibility to duck-under especially on RWY13 with a low cloud base, with a possible consequent firm landing.

•

All approaches except RWY13R have CAT I ILS.

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Arriving RWY04R while departing RWY04L •

RWY04s used mostly during winter and when strong East / South East x-winds exist.

•

Side-step approaches are sometimes utilized RWY04R to RWY04L.

•

RWY04R Missed approach - inform tower immediately and follow instructions due critical separation from RWY04L departures.

Arriving RWY13L & 22L while departing RWY13R •

RWY13L ILS approach is rarely used due to conflict with La Guardia approach, but when used, arrival rates drop to around 28 per hour (1/2 of normal rate). VASI is turned off during RWY13L ILS.

•

RWY22L is an offset VOR/DME approach for separation from LGA traffic. The ILS may be used during late evening arrivals. VOR approach, expect vectoring to intercept final at 2000ft.

•

This RWY configuration is most frequently used throughout summer months with southerly winds.

Arriving RWY22L while departing RWY22R •

This configuration is used when required by wind and weather conditions.

•

RWY22R ILS approach – LLZ is offset by 3° and there is a marked displaced threshold. Visual picture at decision altitude will be unusual.

Arriving RWY31R while departing RWY31L •

This configuration is most frequently used throughout winter months when winds are northerly in direction.

•

To accommodate arrival demand between 14:30LT to 17:30LT and arrivals on RWY31L, a sidestep manoeuvre from RWY31R to RWY31L is sometimes given at about 2nm.

•

In case of a side-step from RWY31L to RWY31R, ensure the missed approach procedure is briefed.

Simultaneous operations with Arrivals RWY22L and departure RWY13R (Ref "Kennedy Tower letter to Airmen No. 08-02, dated 14th/Aug) •

Aircraft departing RWY13R may begin take-off roll when a RWY22L arrival is crossing the landing threshold instead of arrival aircraft being clear of runway, completed landing roll and hold short of intersection or taxied through intersection.

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Condition Required •

Crew notified via ATIS when this operation is taking place

•

Braking action is reported as no less than good

•

Tailwind - Not exceed 10kts for arriving aircraft

•

Weather - Least 200ft ceiling / Viz 3 miles

•

RWY13R - Departures will use full runway length

RWY 13L/ R Approach (Canarsie) Note :

Lead-in lights System inoperative-Procedure is not authorized (State Regulation)

The VOR 13L/R approach utilizes the CANARSIE (CRI) VOR and then flashing lead-in lights to either 13L or 13R (Jeppesen chart 29-2). The VASIs for both 13L/R are set to 3.0º, however the advisory altitudes for RWY 13L give a 2.5º slope while those for RWY 13R give a 3.4º slope. In good weather aircraft is normally given clearance to cross ASALT and CRI at the constraint altitudes of 3000ft and 1500ft. In the presence of low cloud base, ATC may vector to cross ASALT at 2000ft and further to cross CRI at 1000ft (this should only be when advised by ATC). Crews should monitor CRI VOR passage and insure 2.6 DME AFTER CRI before initiating further descent (Jeppesen chart 23-3 shows an advisory altitude of 1000ft at CRI 2.6 DME, DMYHL position). NOTE: Descent below this will be required if and when operating in limiting weather conditions (check MDA). Reports indicate radiations from RWY31R ILS during “CRI” approaches producing erratic glide slope warnings. These should be ignored or the glide slope should be inhibited prior commencing the approach. Be aware that a CANARSIE approach may be given as a late change of RWY. There is also a possibility of being asked to land on either RWY very late in the approach. To carry out a successful CANARSIE approach much is dependant on both crewmembers being fully briefed, alert, and understanding the difficulty of this challenging approach. RWY 13L Visual Clues •

The lead in lights track arrivals around shoreline of Jamaica Bay, the shore park highway will be visible to the left of approach path. Other visual include “racetrack” to the left and “T” shaped hotel about 1nm on extended centerline of RWY13L.

•

Potential confusion by bright ramp lights in cargo area short of RWY13L threshold. Use extra caution when visually seeking runway lights as misidentification can occur.

RWY 13R Lighting •

A set of seven sequenced flashing lights is installed for the final segment of approach RWY13R to assist in identification and alignment. REV 08P


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6.3.22.8 Diversions Crew need to be proactive when it comes to diversions. Surrounding airports quickly become congested which cause additional holding delays. Washington is probably the most reliable alternate during widespread poor weather conditions along the East coast. 6.3.22.9 Ground Maneuvering Taxiways / ATC Ground Communications •

JFK has a complex network of TWYs, which maybe confusing during night-time operation. Ensure you know before landing which gate is assigned as Kennedy Ground will not be aware of gate situation or entry point into apron area (See International Air Terminal T4 section)

•

Landing RWY04R or 22L and crossing RWY04L/22R, Tower will instruct aircraft to hold short of RWY04L or 22R and remain on tower freq. RWY crossing instructions is issued by Tower, do not call ground control. Depending on traffic, considerable holding time maybe experienced during RWY crossing.

Read back all HOLD SHORT Clearance •

Due lack of space between “RWYs” and “Outer TWY B”, it is important that aircraft DO NOT STOP ON RWY exits, continue moving away from RWY following taxi instructions from tower.

•

Taxiway flows TWY A

INNER TWY

CLOCKWISE

TWY B

OUTER TWY

ANTI-CLOCKWISE

TAXIWAYS ARE GENERALLY NARROWS, TURNS CAN BE RATHER

•

TIGHT ESPECIALLY ON “TWY A”

When handed over to JFK Ground - advise of entry point to T4 (International Air Terminal IAT)

Airport Surface Detection Equipment •

Transponder to be operated at all times on RWYs and TWYs.

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International Air Terminal (IAT) Terminal 4 – Ramp / Parking Abbreviation “IAT” is used instead of “International Air Terminal” •

Qatar Airways use “IAT - T4”. Planned parking stands “Arrival – Stand 5” and “Departing – Stand 7”.

•

Jeppesen chart 20-9B/C provides details on operations at IAT.

•

Inbound contact “IAT Ramp Control 130.77” to obtain parking stand, apron entry point and any apron advisories.

•

The terminal ramp area is controlled by “IAT Ramp Control” and not ATC (See enclosed picture)

•

“After landing; contact “International Air Terminal (IAT) RAMP Control 130.77” for apron advisories and parking instructions. Remain on TOWER or Ground freq as necessary.

•

Expect ramp entry to Terminal 4 via TWYs G, H, & K.

•

Before entering “IAT” Ramp area, contact “IAT Ramp Control 130.77” for taxi instructions. Do not expect a hand-off from JFK Ground Control.

Overview of “International Air Terminal - T4 “

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6.3.22.10 Departure Procedure ATC Clearance •

ATC Clearance - Call Kennedy Clearance 25mins prior to departure.

Ramp Area Clearance •

Push Back Clearance – Contact “IAT RAMP Control 130.77” and not JFK ground control

•

Aircraft will be towed to start-up point (See Jeppesen Chart 20-9B)

•

Do not enter main Taxiway system without clearance from Ground control

Flow Control procedures •

Refer to “Departure Flow / Gate Hold Procedures, Jeppesen Chart 20-9F

Taxi - Times •

Taxi fuel is planned for 45mins (Eff 26th/Oct/08). Values updated as operational statistics become available. Note QTR is operating outside peak departure times.

SID Overview •

SIDs are used in combination with an associated Climb and Transition. Radar departures are sometimes issued in lieu of SID. Call NY Departures when instructed by TWR. Departure may experience Step Climbs.

Take-Off RWY 04L •

Departure aircraft can expect to fly RWY heading to 1.5 DME, then turn right to heading 100, providing separation from possible missed approach on RWY04R, who are also as per the MAP required to turn right to heading 100. At pilot’s discretion ATC may instruct aircraft to turn right to heading 100 prior to 1.5 DME when arrival aircraft is not a factor.

Take-off RWY 31L •

Expect climb to 5,000ft until about 20nm East of JFK, then expect clearance to continue climb to 11,000ft after clearing arrival traffic. Be aware that CANARSIE CLIMB requires an early turn. When landing RWY04R and departing RWY31L, all aircraft receive the Breezy Point Climb. Take-off from intersection "KK" is used when RWY04L/R is used.

Speed Control •

ATC expects 250kts to 10,000ft

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De-icing / Snow Desk A snow desk run by Port Authority is in operation at JFK airport in which airline agents and ATC work together to minimize departure delays and ensure that holdover times will not be impacted during delays. “International Air Terminal - T4” De-icing/Anti-icing takes place at the start-up points, or on TWY BB, at point 11 to 14. In adverse weather, additionally de-icing/anti-icing points may be established close to RWY departure points. The B777 takes about 20-30mins to de-ice, using 2-3 trucks. Type II fluid not used in USA, only Type I & 4. 6.3.22.11 Destination Alternates

ICAO

RFF

IAP

RWY

LDA (m)

Location KEWR

9(E)

Newark KPHL

9(E)

Philadelphia Int’l KBDL


343 / 6

332 / 3

300 / 10 320 / 1

ILS/ILS

04L/22R 2579

MAX

MAX

MAX

XXX

XXX

ILS/ILS

04R/22L

2501

MAX

MAX

MAX

XXX

XXX

ILS/ILS

09L/27R 2896

MAX

MAX

MAX

XXX

XXX

ILS/ILS

09R/27L 3202

MAX

MAX

MAX

XXX

XXX

8(D)

Windsor Locks Bradly Int’l

ILS/ILS

06/24

2899

MAX

MAX

MAX

XXX

XXX

KBWI

ILS/ILS

10/28

3033

MAX

MAX

MAX

XXX

XXX

15R/33L 2896

MAX

MAX

MAX

XXX

XXX

2134

MAX

MAX

MAX

XXX

XXX


MAX

MAX

MAX

XXX

XXX

8(D)

Baltimore Washingron Int’l KBOS

9(E)

Boston Logan Int’l

KIAD

9(E)

Washington

ILS/ILS NON/ILS

09/27

ILS/ILS

04R/22L 2684

MAX

MAX

MAX

XXX

XXX

VOR/ILS

15R/33L 2805

MAX

MAX

MAX

XXX

XXX

ILS/ILS

01C/19C 3505 305/302

MAX

MAX

XXX

XXX

ILS/ILS

01R/19L 3505

MAX

MAX

MAX

XXX

XXX

ILS/ILS

01L/19R 2865

MAX

MAX

MAX

XXX

XXX

MAX

MAX

MAX

XXX

XXX

ILS/NON

12/30

3200

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6.3.23 PESHAWAR (OPPS) - PAKISTAN Name of Airport : Peshawar International 6.3.23.1 Airfield Data RFF

9

IAP

VOR / VOR

RWY

17/35

LDA (m)

2743


343 / 6

332 / 3

300 / 10

320 / 1

223

223

223

MAX

MAX


A high level of bird activity exists.

Caution:

There are turning pads on both thresholds Runways 17 and 35. Direction of Turn is marked, follow the yellow lines. Peshawar (Aerodrome layout) is incorrect, as is the AIP layout plate. On the plate the runway is marked at both ends with a STOPWAY. However, these are not stopways because they are not capable of bearing the aircraft weight without damage to the gear or the surface. These areas are in fact over-runs (for military use only). RTOW charts consider this. 1) Do not cross the arrester barriers at each threshold. 2) Turn only on the concrete threshold.

Note:

Railway tracks cross the runway near the touchdown point on Runway 35.

Note:

There may be some slight delays due to military activity.

6.3.23.3 Terrain Peshawar is situated in the Southwest of a rich farming basin, surrounded by high terrain in all quadrants with an elevation of 1211 feet. Warning:

Very high terrain surrounds the field, with the closest threats being to the West and Southwest.

The airport is located just to the west of the main Peshawar City center and is a joint user (civil/military) facility. This single runway airfield is aligned roughly North/South and is very well camouflaged amongst a wooded area. Expect military aviation activity from early in the morning until about 1400 hrs Local Time. from Monday to Saturday. Just to the west of the airfield lies the border between Pakistan and Afghanistan (famed Khyber Pass area). This rugged mountainous terrain is inhabited by “Tribal People” who have been known in the past to shoot at anything. Their weapons vary from rifles to rockets. As a result, a “no-fly zone” has been established West of the runway.

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6.3.23.4 Air Traffic Control The standard of ATC control varies, and is sometimes poor. High situational awareness is required. Peshawar is a joint military/civil airfield and the ATC control is military. Controllers are used to giving close control to fighters, and do not have great experience in the ways of international civil air traffic control, therefore ATC will be giving clearances for each segment. Controllers operate both VHF and UHF. Not all traffic will be on the VHF tower frequency. Remember it is a Military controlled airfield and terminal area 10NM up to 12,000 feet. Above this level you will be controlled by Cherat Approach. ATC allows 11 minutes for each aircraft to do the full approach for Runway 35. Aircraft are expected to call when each segment of the complicated approach procedure is complete. (e.g. “VOR outbound”, “Turning Inbound” ... etc) There is no snow or ice removal equipment available. Caution:

Excessive ATC clearances can cause very high workloads. The controllers seem to clear the aircraft to each altitude for each segment throughout the approach.

6.3.23.5 Weather December to March: Weather systems move through from West to East. Snowfall on the mountains with frost in the mornings at the airfield. Winds are calm and temperatures go down to near freezing level. Snow on the runway is rare. April to June: Temperatures start to rise and pressure falls. Associated unstable weather phenomena prevail (Thunderstorms, dust storms and hail.) April is the wettest month with June giving rise to dust storms and thick haze. Temperatures can get into the high Forties. July to September: Monsoon Seasons, widespread regional rain and associated thunderstorms. October to November: Mostly fair weather.

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6.3.23.6 Arrival Procedure Caution:

Cherat Approach controllers will sometimes clear aircraft to Flight Levels below transition level as they have no information on actual QNH.

Runway 35 is the preferred runway for landing, perform full VOR DME runway 35 approach even in VMC conditions, using NAV mode with FPA or V/S. Caution:

The runway has poor lighting. Therefore, during reduced visibility or night operations, it is essential that the full instrument approach be flown. Do not short cut the approach off the initial inbound leg (VOR/DME Runway 35) once becoming visual. The temptation to break-off and manoeuvre visual will result in loss of runway contact (because the runway is so well camouflaged).

The 4 DME fix at 2500 feet gives a 3° slope for Runway 35. There are threshold strobes installed for Runway 35, these will only be turned on if requested. Runway 35 fitted with a PAPI 3º. If a VOR/DME approach is made for Runway 17, the Runway will be visual only when the aircraft is established on a 3º approach profile on final. Warning:

Due to hostile territory in close proximity to the airfield, no circling west of the Runway is allowed.

Caution:

Visual approaches are not permitted at night.

6.3.23.7 Ground Maneuvering Taxiway B and C authorized Taxiways D, E and G not authorized A300, A330, A340 and B777. Taxiways A, A1 and F not authorized. 6.3.23.8 Departure Procedure Caution:

Due to the presence of arrester barrier, the airport authority requires the aircraft to be 500 feet down the runway before T/O thrust is applied. RTOW Charts consider this.

Expect a departure towards HANGU. Runway 17 is the preferred runway for departure. Due to high climb performance requirement aircraft has to be at or above 10,000 feet by 14 DME PS, departing towards HANGU. Especially if departing of Runway 17. High ground 8700 feet at 18 DME PS. The A320 will only just make the restriction at HANGU at high weights using a selected speed below 250 kts. If there is any doubt about the aircraft performance meeting the above requirement, it is recommended to request a departure towards JABAR (145° radial PS) or request a climbing orbit over the VOR (holding pattern 340º inbound right turn). REV 08Q


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RFF

IAP

RWY

LDA (m)

Location OPKC

9

772 / 3

9

Lahore OPNH

343 / 6

332 / 3

NON/ILS 07L/25R 3200 273/270 MAX/341 228/226

Karachi (Note1) NON/ILS 07R/25L 3400 OPLA


MAX

MAX

VOR/VOR 18R/36L 2743 278/276 245/316 VOR/ILS 18L/36R 3360

MAX

MAX

300 / 10 320 / 1 MAX

MAX

MAX

MAX

MAX

205/204

160/163

MAX

MAX

MAX

MAX

MAX

MAX

MAX

8

Nawabshah

VOR/VOR

02/20

2743 269/264 XXX/328

CIR/ILS

12/30

2743 263/259 265/328 219/216 167/MAX

MAX

VOR/ILS

09/27

2661

MAX

MAX

MAX

MAX

MAX

ILS/ILS

10/28

3810

MAX

MAX

MAX

MAX

MAX

ILS/ILS

11/29

2820

MAX

MAX

MAX

MAX

MAX

(Note2)

OPRN

9

Islamabad (Note3)

VIDP

9

Delhi

Note 1:

Company preffered alternate during winter season.

Note 2:

B777 / A346 - Only Taxiway C is authorized for taxi in/out from Apron.

Note 3:

B777 / A346 - Taxiway B not authorized.

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6.3.24 SHANGHAI (ZSPD) - PR OF CHINA Name of Airport : Pudong International 6.3.24.1 Airfield Data RFF

IAP

LDA (m)


343 / 6

332 / 3

300 / 10

320 / 1

3800

MAX

MAX

MAX

MAX

MAX

ILS/ILS

17L/35R 4000

MAX

MAX

MAX

MAX

MAX

ILS/ILS

17R/35L 3400

MAX

MAX

MAX

MAX

MAX

ILS/ILS 9

RWY

16/34


Diversion to en-route requires permission from the controller and ultimately the military.

6.3.24.3 Terrain Pudong airport is located approximately 60 km east of the city centre with an elevation of 10 feet. There are no significant terrain around the airport. Highest obstacle height 1545 feet Northwest of the airport. 6.3.24.4 Air Traffic Control Use standard phraseology and speak slowly. Any deviation off track must obtain clearance before starting the maneuver. Operations are based on meters and QNH. The military controls all airspace throughout China and all route clearance come from the military. The CAAC Air Traffic Controllers pass the clearance to the civilian aircraft and monitor its progress so as to keep it within the 22 NM wide airway. The Civil Controller has no authority outside of the airways. Aircraft delayed by more than 30mins, the flight plan must be modified to show revised EOBT

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•


•

EAST 0 - 179º Feet 43000 40100 38100 36100 34100 32100 30100 27600 25600 23600 21700 19700 17700 15700 13800 11800 9800

Meter 12500 11900 11300 10700 10100 9500 8900 8100 7500 6900 6300 5700 5100 4500 3900 3300 2700

Feet 41100 39100 37100 35100 33100 31100 29100 26600 24600 22600 20700 18700 16700 14800 12800 10800 8900



Note:

Meter

Feet

3300

10800

3000

9800

2700

8900

2400

7900

2100

6900

1800

5900

1500

4900

1200

3900

900

3000

600

2000

550

1800


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6.3.24.5 Weather Shanghai's summers are hot and rainy, and the winters are cold and dry. December to March: During this months temperature falls -2ºC to 7ºC. Fog conditions can occur from 0400 local and usually cleared by 1100 local time. April to May: Temperature varies from 10º C to 15º C. June to November: Temperature some time increase to 40º C. 6.3.24.6 Additional Information a) Arrival Procedures: Low visibility procedures will be applied during ILS CAT 2 operations. Aircraft shall only vacate the Runway via designated rapid exit taxiways. Pilots should avoid stopping their aircraft within the ILS sensitive Area and should make their “Runway vacated” call only after the aircraft is clear of the Sensitive Area. b) Departure Procedures: NIL

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RFF

IAP

RWY

LDA (m)

Location RKSI

10

Seoul Incheon RKSS

9

Seoul Gimpo ZSHC


343 / 6

332 / 3

300 / 10

320 / 1

ILS/ILS

15L/33R 3750

MAX

MAX

MAX

MAX

MAX

ILS/ILS

15R/33L 3750

MAX

MAX

MAX

MAX

MAX

4000

MAX

MAX

MAX

MAX

MAX

ILS/ILS

14L/32R 3600

MAX

MAX

MAX

MAX

MAX

ILS/ILS

14R/32L 3200

MAX

MAX

MAX

MAX

MAX

ILS/ILS

16/34

9 ILS/ILS

07/25

3600

MAX

MAX

MAX

MAX

MAX

ILS/ILS

06/24

3600

MAX

MAX

MAX

MAX

MAX

ILS / ILS

03/21

3600

MAX

MAX

MAX

MAX

MAX

ILS/ILS

18/36

3200

339/335

MAX

MAX

MAX

MAX

Hangzhou ZSNJ

8

Nanjing

ZSFZ

9

Fuzhou ZSSS

9

Shanghai Hongqiao

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6.3.25 TEHRAN (OIIE) - IRAN Name of Airport : Imam Khomaini International 6.3.25.1 Airfield Data RFF

9

IAP

VOR / ILS

RWY

11/29

LDA (m)

4200


343 / 6

332 / 3

300 / 10

320 / 1

MAX

MAX / 371

MAX

MAX

MAX


The Mehrabad airport is located approximately 19 NM to the Northeast which can be easily mistaken with this airport. Mehrabad airport has similar runway orientation.

Caution:

Birds and stray dogs in vicinity of airport.

Note:

FOD is a big problem on the taxi and apron areas.

Note:

As instructed by the Iranian Authorities, the term Arabian Gulf shall not be used in/out bound flights of Iran.

6.3.25.3 Terrain The airport is located 20 NM Southeast of Tehran with an elevation of 3307 feet. It is surrounded by high terrain. The MSA is 13,500 feet within 25 NM North. 6.3.25.4 Air Traffic Control Jeppesen “ Radar Minimum Altitude Charts 10-1R/1R1” and “Area terminal Chart” is included in the Destination trip kit. •

Start-Up

Call 5-10 mins before ready to start

•

Clearance

Valid 10 mins from time of start-up clearance

•

A new ATC flight plan is required if aircraft fails to depart after two start-up clearances

•

ATC Flight Plan

Valid for 60 mins after filed EOBT

Routing IKA-DOH •

Expect FL180 20nm before waypoint “MIDSI” (Tehran/Bahrain FIR). OFP will reflect the FL restriction.

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6.3.25.5 Weather Summer is mostly fine apart from light dust haze at times. During winter the presence of CB’s in the vicinity of the airfield and moderate rain can be expected along with significant snow falls. 6.3.25.6 Additional Information a) Arrival Procedures: High missed approach climb gradient, check LPC Landing Performance. b) Departure Procedures: NIL 6.3.25.7 Destination Alternates ICAO Code

RFF

IAP

RWY

LDA (m)

Location OIFM

8

Esfahan OIII

9

Tehran Mehrabad OIMM

8

Mashhad OISS Shiraz

8


VOR/ILS

08L/26R 4397 262/261

343 / 6

332 / 3

300/10

320 / 1

226/295

192/190 150/153 MAX/87

CIR/VOR 08R/26L 4397 346/337 MAX/324 MAX/232

MAX

MAX

VOR/VOR 11L/29R 3992 347/342 MAX/338

MAX

MAX

MAX

VOR/ILS

11R/29L 4038 324/321

254/315

220 / 218

MAX

MAX

VOR/ILS

13L/31R 3776

NOT

NOT

MAX

MAX

MAX


NOT

NOT

MAX

MAX

MAX

CIR/ILS

11R/29L 4259

MAX

MAX/371

MAX

MAX

MAX

CIR/VOR

11L/29R 4342

MAX

MAX

MAX

MAX

MAX

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6.3.26 THIRUVANANTHAPURAM (VOTV) - INDIA Name of Airport : Thiruvananthapuram International 6.3.26.1 Airfield Data RFF

8

IAP

VOR / ILS

RWY

14 / 32

LDA (m)

2992


343 / 6

332 / 3

300 / 10

320 / 1

NOT

NOT

226 / N

MAX

MAX



Caution:

Light aircraft and glider activity in vicinity.

6.3.26.3 Terrain The airfield is situated on the coast on the west side of the Southern tip of India with an elevation of 14 feet. 15 NM inland are the foothills of a mountain range which reaches over 6100 feet AMSL at 22 NM East to Northeast. 6.3.26.4 Air Traffic Control The standard of ATC and English is average. Keep phraseology simple. Careful monitoring of ATC clearances against MSA is required. 6.3.26.5 Weather The temperature varies little throughout the year staying mainly between 24ºC and 30ºC. Poor flying conditions come mainly from thunderstorms and heavy rain. December to Mid April: Occasional fog at dawn, soon clearing. Overcast by mid afternoon, clearing early morning. Mid April to June: Heavy cloud develops before dawn lasting all day with heavy rain and frequent thunderstorms. June to September: Generally fine with broken CU. Very occasional squalls with heavy rain only lasting a short time. October to November: Rain Squalls more frequent and more persistent. Thunderstorms, especially in the evening.

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6.3.26.6 Arrival Procedure DME Arc procedures are used, however radar vectors are normally given. Radar vectors favour descending North of the airfield for a 10 NM final. Backtracking of the runway will be necessary. 6.3.26.7 Ground Maneuvering Taxiway C (Max Wingspan 52m) not authorised for A330, A340-600 or B777. 6.3.26.8 Departure Procedure NIL 6.3.26.9 Destination Alternates ICAO Code

RFF

IAP

Runway LDA (m)

Location VCBI


300

320 / 1

9 ILS / ILS

04/22

3350

MAX

MAX

MAX

ILS / ILS

09/27

4000

MAX

MAX

MAX

VOR / ILS

09/27

3400

MAX

MAX

MAX

Katunayake VOBL

9

Bangalore VOCI

8*

Cochin Note :

RFF upgradeable to RFF CAT 9 upon request.

VOMM

9 ILS / ILS

07/25

3658

MAX

MAX

MAX

VOR / ILS

18/36

2910

MAX

MAX

MAX

Chennai VRMM

9

Male

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6.3.27 TUNIS (DTTA) - TUNISIA Name of Airport : Carthage International 6.3.27.1 Airfield Data ICAO RFF Code

IAP

RWY

Location DTTA Tunis

9

LDA (m)


343 / 6

VOR/ILS 01/19 3200 340/336 MAX/367 VOR/ILS 11/29 2840 225/220

174/205

332 / 3

300 / 10

320 / 1

MAX

MAX

MAX

152/151

128/130

68/67

6.3.27.2 General Warning, Cautions and Notes NIL 6.3.27.3 Terrain The airfield is surrounded by urban development, with hills located to the East up to 834 feet within 4 to 5 NM and in the South-Eastern sector a mountain rising up to 2021 feet within 9 to 10 NM. The airport has an elevation of 22 feet. There is high terrain to West of the airfield and South of the airfield within 25 NM (MSA 5300 feet). 6.3.27.4 Air Traffic Control The standard of ATC is good but English is average. Use standard phraseology. French phraseology is used from time to time. 6.3.27.5 Weather Tunis has a Mediterranean type of climate with hot, dry summers and mild winters. May to August: Normally no significant weather, temperature is around 25 to 30 degrees. May and June with Westerly winds temperature rises up to and average of 35º. July and August, during this period winds are Easterly to South-Easterly, light to moderate CAT is to be expected below 20,000 feet. August to October: average temperature is around 30º, winds are generally from the West and isolated CB’s are building up on the West side of the country during afternoon, intensifying during evening and becoming very large (up to 80 NM) moving to the East towards the coast. Heavy rain showers are to be expected during evenings and nights, moderate to sever CAT are to be expected in the vicinity. Mornings are generally clear of significant weather. November to April: Normally rainy season with strong Northerly to North-Westerly winds, embedded CBs and heavy shower rain. Moderate turbulence can be expected. The temperature is varying between 8 and 15 degrees. REV 08S


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6.3.27.6 Additional Information a) Arrival Information: Preferred Runways for arrival are 01 and 29. Caution:

Lighted road South of airport, do not mistake for runways.

Approach to Runway 11 has steep slope, therefore the final path must be intercept with at least F-Speed to avoid unstable approach. The PAPI of Runway 11 is adjusted to 3.5º. When visual approach is permitted to Runway 11, the aircraft must be aligned on the Runway centerline at minimum 10 NM from the Runway Threshold with minimum altitude of 3000 feet. Note:

When landing on Runway 11 with strong Easterly winds, expect strong updrafts / downdrafts during the short final.

Note:

When landing on Runway 29 with strong North-westerly wind, expect moderate turbulence and windshear on short final.

b) Departure Procedures: Caution:

ATC must be informed when Refuelling with passengers on-board.

QTR will participate in the trial Datalink Departure Clearance Procedure (DCL) when the DCL is activated by NOTAM. The Operational Procedure during the DCL trial will be as follows: No.

Pilot Action

1.

Request departure clearance 25mins before start-up. Departure clearance will provide rwy in use, ssr code, Departure time, QNH and current ais identifier.

2. 3.

Acknowledge message within 3 mins if departure clearance is accepted.

4.

If departure clearance is not accepted Revert to voice communication.

5.

If departure clearance NOT received within 5 mins - revert to voice communication.

Note:

Departure Clearances

All departure clearance issued via voice communication cancels and replaces DCL service.

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RFF

Airport DAAG

9

Algiers DABC

8

Constantine DTMB

IAP

RWY LDA (m)


343 / 6

332 / 3

300

320 / 1

CIR/ILS 05/23 3500 272/270

319

207/206

169

MAX

ILS/VOR 09/27 3500 279/277

327

213/212

MAX

MAX

MAX

MAX

MAX

202/201

158/160

MAX

CIR/VOR 16/34 3000 317/314 MAX/364 NON/ILS 14/32 2400 227/276

241/312

ILS/VOR 07/25 2950 300/298

237/301 208 / 205

MAX

MAX

ILS/VOR 09/27 3100 291/289

288/246 215 / 212

MAX

MAX

9

Monastir DTTJ

9

Djerba

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6.3.28 WASHINGTON (KIAD) - USA Name of Airport : Washington Dulles International 6.3.28.1 Airfield Data RFF

IAP

RWY

LDA (m)


343 / 6

332 / 3

300 /10

320 / 1

ILS / ILS 01C/19C 3505 305/302

MAX

MAX

N/A

N/A

ILS / ILS 01R/19L 3505

MAX

MAX

MAX

N/A

N/A

ILS / ILS 01L/19R 2887

MAX

MAX

MAX

N/A

N/A

MAX

MAX

MAX

N/A

N/A

9 (E) ILS / NON

12/30

3200

Noise Abatement Procedure Departure 1 (NAPD 1) to be used at all US Airports 6.3.28.2 Company Restriction Circle to land - Not authorized. 6.3.28.3 General Warning, Cautions and Notes Warning:

Ramp Control frequency MUST be contacted, PRIOR to entering ramp area and BEFORE push back.

Caution:

Bird and deer hazard in vicinity of airport.

Caution:

The double yellow lines marking the edge of the Midfield Terminal ramp are easily mistaken for taxi lines, particularly when turn onto the north edge of the ramp from taxiway Y7 and during low visibility.

Caution:

Be vigilant for Jet blast hazard when cleared to taxi lane C from taxi lane D.

Caution:

Arriving aircraft: There is insufficient wingtip clearance for A340 or B777 to taxi past a B747 or B777 parked in the runway 19L holding pad.

Caution:

Departing aircraft: There is insufficient wingtip clearance for A340 or B777 to access runway 01C from taxiway Y11 if there is a B747 or B777 parked at the hold-short line on taxiway Y9.

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Note:

Do not forget to include “HEAVY” in call-sign: “Qatari 51 Heavy”.

Note:

Under FAA regulations, the following values are used:

•

Declared Distance

•

Visibility

Feet Statue Miles (SM) Note below 1/4sm, visibility advised in Feet

•

RVR

Feet

•

Altimeter

Inches

Note:

The FAA frequently perform spot-check inspections of all personal, Aircraft documents and emergency equipment.

6.3.28.4 Terrain The airport is located in Dulles, Virginia, approximately 26 miles west from downtown Washington DC. The surrounding terrain is of an undulating nature. Man made obstacles located in vicinity of airport. 6.3.28.5 Air Traffic Control Washington Dulles is located within “CLASS B” Airspace. Special Considerations The Washington DC Metro area Defense Identification Zone (DC ADIZ), including the Flight Restricted Zone (FRZ) deployed a new warning signal for communicating with the aircrafts. The signal is a highly focused harmless alternating red and green signal prototype colored lights. It is directed on an aircraft any time it is suspected of imposing a threat. If this signal is directed at your aircraft, you are advised to turn away from the ADIZ/FRZ ASAP. Immediately advise ATC that you are being illuminated by a visual warning signal. If unable, contact ATC on 121.5. Failure to comply with the above may result in Interception procedures and/or the use of force. Minimum Fuel •

Advise ATC of “minimum fuel” status when fuel supply has reached a state where, upon reaching destination, any un-due delay cannot be accepted. This call does not declare an emergency nor gives the flight priority in the traffic flow.

•

On initial contact the term “MINIMUM FUEL” should be used after stating call sign.

•

Example - Washington Approach, Qatari 51 heavy, “MINIMUM FUEL”.

•

If traffic priority is required, an “EMERGENCY” must be declared, reporting remaining fuel in minutes.

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Peak times for traffic flow affecting Qatar Airways flights •

Departures and Arrivals : 1700 - 2300 LT.

6.3.28.6 Weather Weather is strongly influenced by the Atlantic Ocean (East) and Appalachian mountains (West). Wind directions - Northerly (winter) and Southerly (summer). June to August (Summer) : Influenced by the Bermuda high, which brings warm humid air to the area. The combination of heat and humidity makes thunderstorms very frequent (max ocurance late afternoon/evening), some of which occasionally produce tornadoes in the area. While tropical cyclones (or their remnants) occasionally track through the area in late summer and early autumn, they have often weakened by the time they reach Washington. September to November (Autumn) : Rain and possible snowfalls. December to February (Winter) : The “Northeasters” occurs mainly in winter and spring, and is a result of deepening depressions moving offshore up the East coast from central Atlantic. These storms produce moderate to heavy snow or rain for periods usually lasting 24hrs, although may persist longer, depending upon the existence of blocking high. Freezing rain averages about 5 days per year. Baltimore/Washington Int’l, which is the primary fuel alternate, experience heavy fog during spring, summer and fall. 6.3.28.7 Arrival Procedure The entire northeast United States is a very busy traffic area. Weather or traffic problems at one airport can create a domino effect, causing delays at other airports. Bad weather produces extensive delays and diversions. Currently the flight is planned to arrive during peak evening arrival period, so delays may be expected subject to runway configuration. Arrivals, planned via “Lancaster (LRP)” VOR, Numerous crossing altitudes published. Expect radar vectors to final approach. Last minute runway changes is common between L&R. Arrivals, optimum traffic flow is when RWY12 and 19L/R in operation. RWY 01R, when “R6608” active, results in arrivals being slowed down due spacing and vectoring. Simultaneous Converging Instrument Approaches : •

Simultaneous Converging ILS approaches (See OM PART C Chapter 4) is occasional used at Washington Dulles.

•

Crew - Notified by controller or via ATIS when procedure in use.

•

FMS Navigation Database (FMS NAVDB) - “Missed Approach Procedures” is NOT available in “FMS NAVDB” for Runways designated for “Simultaneous Converging Instrument Approaches”.

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Expected arrival flight profile

NAV AID / Waypoint

Expected FL

•

SPARTA (SAX)

FL240 to FL280

•

Lancaster (LRP)

10,000 ft - 17000 ft

•

MULRR

10,000 ft

Runway Configuration Preference

Take-Off Runway

Landing Runway

South Configuration

19L/R

12, 19 L/R

North Configuration

30 / 01L

01L/R

6.3.28.8 Ground Maneuvering Aircraft

Not Authorized

•

A330, A340, 777

Taxi Lane A between A1 - A5

•

All Aircraft

Taxiway A3 Closed

6.3.28.9 Departure Procedure Datalink departure clearance (DCL) is available. SIDs (RNAV and Radar vector) is via transition point “SWANN” or “PALEO”. Expect extensive vectoring after runway heading. RNAV SIDs have “Initial climb” out instructions.

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a) De-icing: Contact Qatar Airways/Handling Agent 10 minutes prior to pushback for deicing location. Location and Procedures can be either/any of the following: b) Primary Deicing: •

At the Gate - When inoperative APU.

•

At Gate Pushback Spots – No pushback clearance is required; do not advise Midfield Ramp (129.55) of movement to gate pushback spot. Turn the beacon off during deicing. On completion, contact Midfield Ramp for pushback clearance.

•

Delta Taxiway Spots (DEICING PADS 1,2, & 3) – Obtain tow or taxi clearance from Midfield Ramp. Normally deicing is performed facing west. Contact the Pad Coordinator (129.62) with the flight number when approaching the deicing pad. Monitor both frequencies during deicing. Contact Midfield Ramp for taxi clearance. No 180° turns on Delta taxiways are allowed during deicing operations.

c) Secondary Deicing: Performed at the departure runway designated deicing pads. Call sign for the secondary deicing frequency is “Secondary Control (129.52)”. 6.3.28.10 Miscellaneous a) Security Global Security will do pre-departure security check as listed below : •

Aircraft search will be carried out by Global Security and a copy of the search form will be handed over to the CSD.

•


•


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RFF

IAP

RWY

LDA (m)

Airport KBOS

9 (E)

Boston


343/6

332/3

300/10

320/1

2134

MAX

MAX

MAX

N/A

N/A


MAX

MAX

MAX

MAX

N/A

NON / ILS

09/27

ILS / ILS

04R/22L 2684

MAX

MAX

MAX

MAX

N/A

ILS / ILS

15R/33L 2805

MAX

MAX

MAX

MAX

N/A

3033

MAX

MAX

MAX

N/A

N/A

15R/33L 2896

MAX

MAX

MAX

N/A

N/A

KEWR 9 (E)

ILS / ILS 01L/19R 2579

MAX

MAX

MAX

XXX

XXX

Newark

ILS / ILS 01R/19L 2501

MAX

MAX

MAX

XXX

XXX

ILS / ILS

04L/22R 2638

MAX

MAX

MAX

N/A

N/A

ILS / ILS

04R/22L 2560

MAX

MAX

MAX

N/A

N/A

ILS / ILS

13L/31R 2734

MAX

MAX

MAX

N/A

N/A

VOR / ILS 13R/31L 3428

MAX

MAX

MAX

N/A

N/A

KBWI

8 (D)

Baltimore

KJFK

9 (E)

New York

KPHL

ILS / ILS ILS / ILS

10/28

9 (E)

ILS / ILS

09L/27R 2896

MAX

MAX

MAX

N/A

N/A

Philadelphia

ILS / ILS

09R/27L 3202

MAX

MAX

MAX

MAX

N/A

KPIT

ILS / ILS

10R/28L 3505

MAX

MAX

MAX

N/A

N/A

ILS / ILS

10L/28R 3201

MAX

MAX

MAX

N/A

N/A

8 (D)

Pittsburg

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6.3.29 ZARAGOZA (LEZG) - SPAIN Name of Airport : Zaragoza International 6.3.29.1 Airfield Data RFF

IAP

RWY

LDA (m)


343 / 6

332 / 3

300 / 10

320 / 1

NON / ILS 12L/30R 3000

NOT

NOT

NOT

MAX

MAX

VOR / NON 12R/30L 3718

NOT

NOT

NOT

MAX

MAX

7*

* RFF 8 available for Freighter Operation 6.3.29.2 Curfew / Slot Limitations NIL 6.3.29.3 General Warning, Cautions and Notes Caution:

First 1200m of runway 30R and civil apron is not visible from control tower.

6.3.29.4 Terrain Zaragoza airport (863ft elevation) is situated 135NM Northeast of Madrid and 140NM West of Barcelona. The aerodrome lies on the Southern side of a Northwest-Southeast valley, Zaragoza city is 10km southeast. Within a 30NM radius of the airport, there are numerous peaks rising to a maximum of 4,750ft. The Pyrenees foothills are located 40nm North/Northeast. 6.3.29.5 Air Traffic Control Zaragoza is a joint civil/military aerodrome with separate aprons for military and civil traffic. The airport is equipped with radar, but generally used for military traffic. Numerous danger areas surround the airport. 6.3.29.6 Weather Summer: Weather is generally good, CB activity over high ground. Thunderstorms are common during summer months, mostly occurring late evening. Average maximum summer temperature is 28°C, but temperatures in the high 30s do occur.

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Winter: Depressions from the West move through bringing low cloud and rain, November to January are the wettest months. Early morning fog is possible in calm conditions. Average winter temperatures range from 04°C to 10°C. Winds: Generally from a Westerly direction, occasionally easterly during January and February. 6.3.29.7 Arrival Procedures STARs published. Depending on direction of arrival, descent will be with either Madrid or Barcelona ACC. Terminal radar is available, but generally only used for military traffic. Runway12L / 30L - No Published Approach Procedures. Landing Runway (ATC Preference) •

Westerly Configuration

Runway 30R (ILS)

•

Easterly Configuration

Runway 12R (VOR)

Missed Approach Procedure(s) – Max speed published for the turn. 6.3.29.8 Ground Maneuvering Runway •

Arrester gear in use on all runways

•

Runway 12R, middle of runway has a pronounced down-slope.

Apron •

Civil apron is not visible from control tower

6.3.29.9 Departure Procedures SIDs published, climb gradient greater than 3.3% required, numerous crossing altitudes published. Runway 30R is a short taxi from civil apron. Take-off runway (ATC Preference) •

Westerly configuration

Runway 30R

•

Easterly configuration

Runway 12L

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Low Visibility Procedure •

Runway 12L and 30R authorized for take-off

•

Due ATC tower visibility limitations, follow me vehicle provide guidance to threshold of runway in use.

•

Refer to Jeppesen chart 10-9A for detailed description of procedure

De-icing There are no de-icing facilities available at Zaragoza airport according to Spanish AIP. 6.3.29.10 Destination Alternates ICAO

RFF

IAP

RWY

LDA (m)

Location LEBL

8

Barcelona (H24) LEMD

9


343 / 6

2540

MAX

MAX

MAX

MAX

MAX

ILS / ILS

07L/25R 2922

MAX

MAX

MAX

MAX

MAX

ILS / ILS

07R/25L 2660

MAX

MAX

MAX

MAX

MAX

NON / ILS 15L/33R 3500

MAX

MAX

MAX

MAX

MAX

VOR / VOR

02/20

332 / 3 300 / 10 320 / 1

VOR / ILS 15R/33L 4100

MAX

MAX

MAX

MAX

MAX

Madrid - BaraILS / NON 18L/36R 3500 jas (H24)

MAX

MAX

MAX

MAX

MAX

ILS / NON 18R/36L 4350

MAX

MAX

MAX

MAX

MAX

VOR / ILS

12/30

2915

NOT

NOT

MAX

MAX

MAX

ILS / LCTR

04/22

3500

NOT

NOT

NOT

MAX

MAX

LEVC

7

Valencia (H24) LEVT

7

Vitoria (H24 Cargo Ops)

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6.3.30 ZURICH (LSZH) - SWITZERLAND Name of Airport : Zurich International 6.3.30.1 Airfield Data RFF

IAP

RWY

LDA (m)


9

343 / 6

332 / 3

300 / 10

320 / 1

CIR / VOR

10/28

2500 297 / 294 MAX / 349

MAX

MAX

MAX

ILS / CIR

14/32

3150 297 / 294 MAX / 349

MAX

MAX

MAX

ILS / VOR

16/34

3230 297 / 294 MAX / 349

MAX

MAX

MAX


Gliders activity is often to be expected to the Northeast and East of Zurich TMA, i.e. in the vicinity of the approach paths.

6.3.30.3 Terrain The airport is located in a valley to the North of the city with an elevation of 1416 feet. There are hills in all directions within 10 NM of the airport. Mountainous terrain rises quickly to the South up to 5000 feet within 25 NM and up to 10,000 feet at 40 NM as the Alps are just 30 NM South, hence the MSA of 8600 feet to the Southeast based on KLO VOR which is located on the airport. The highest peak in Europe Mont. Blanc lies further to the Southwest, approximately 40 miles Southeast of Geneva. 6.3.30.4 Air Traffic Control The control is very good, however there are many rules and regulations that accompany the charts and should be read carefully before arrival. Caution:

Swiss control is very strict on the ATC procedure. Any deviation will require a written explanation to be forwarded from aircraft Captain to ATC.

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RFF

IAP

RWY

LDA (m)

Location (Airport Name)


343 / 6

332 / 3


MAX

MAX

MAX

MAX

MAX

Frankfurt - Main ILS/ILS 07R/25L 4000

MAX

MAX

MAX

MAX

MAX

EDDM


MAX

MAX

MAX

MAX

MAX


MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

EDDF

10

9

Munich EDDS

300 / 10 320 / 1

10 ILS/ILS

07/25

3045 302/300 MAX/379

ILS/CIR

15/33

3900

NOT

NOT

MAX / N

MAX

MAX


MAX

MAX

MAX

MAX

MAX

CIR/ILS 17R/35L 3515

MAX

MAX

MAX

MAX

MAX

ILS/ILS

MAX

MAX

MAX

MAX

MAX

Stuttgart LFSB

7*

Basle - Mulhouse LIMC

9

Milan - Malpensa LSGG

9 05/23

3570

Geneva Note:

* RFF upgrade to CAT 8 available on request.

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AIRFIELD BRIEFINGS CATEGORY A AIRFIELDS

6.4

CATEGORY A AIRFIELDS

6.4.1

ABU DHABI (OMAA) - UNITED ARAB EMIRATES

Name of Airport : Abu Dhabi International 6.4.1.1

Airfield Data

RFF

IAP

RWY

LDA (m)


343 / 6

332 / 3

300 / 10

320 / 1

ILS / ILS

13R/31L 4100

MAX

MAX

MAX

MAX

MAX

ILS / ILS

13L/31R 4100

MAX

MAX

MAX

MAX

MAX

9

6.4.1.2


Caution:


Note :

The term “Fuel emergency” has no status in ATC phraseology. Radio call prefixed with “MAYDAY” for distress or “PAN” for urgency will ensure priority handling.

6.4.1.3

Terrain

The airport is located close to the coast 16 NM East of the city with an elevation of 88 feet. Terrain is not a significant factor although there are several man made obstruction up to 800 feet within 10 NM. 6.4.1.4

Air Traffic Control

Air traffic control is very good. Delay messages transmitted to the crew by ATC should be interpreted as follows : “No Delay expected” means : •

Do not anticipate being required to remain in a holding pattern longer than 20 minutes before commencing an approach.

When delay greater than 20 minutes : • 6.4.1.5

The controller will pass Estimate Approach Time (EAT). Weather

Abu Dhabi is more humid than Doha, especially when the prevailing winds are from the North. Temperatures are similar to those of Doha and . Turbulence and marked low-level inversions are possible. May to September: Humidity is a little higher and temperatures are very hot. Occasional dust storms are most likely during April and May. Thunderstorms, although not very frequent, may be severe. October to April: Warm and sunny with occasional rainfall. Early morning fog is a possibility at any time of the year but is most persistent in the period September to February. REV 08P


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6.4.1.6

Arrival Procedures:

Caution:

Abu Dhabi Bateen, 10 NM to the West, and Al Dhafra, a military airfield 12 NM to the South Southwest, have similar runway alignments to Abu Dhabi International.

The UAE enforces an approach ban policy which states that aircraft may not descend below 1000ft above aerodrome if relevant runway visual range is at the time less than the specified landing minima. When visibility is close to, or below, the prescribed minima, ATC shall advise current IRVR reading to aircraft when they are approximate1000ft on final approach. QTR is approved to conduct CAT IIIB to Runway 31L. Refer to applicable Jeppesen chart. 6.4.1.7

Ground Maneuvering:

Taxiways F3, F4 & F5 must not be used for wide - bodied aircraft. 6.4.1.8


Qatar Airways is approved to conduct LVTO from Runway 31L. •

CAT C - RVR 125M

•

CAT D - RVR 150M

6.4.1.9 ICAO


IAP

RWY

LDA (m)

Location OMAL


343 / 6

4000

MAX

MAX/366

MAX

MAX

MAX

ILS / ILS 12L/30R 3600

MAX

MAX

MAX

MAX

MAX

ILS / ILS 12R/30L 3880

MAX

MAX/367

MAX

MAX

MAX

332 / 3 300 / 10 320 / 1

9 ILS / VOR

01/19

Al Ain OMDB

10

Dubai OMSJ

9 VOR / ILS

12/30

3760 MAX/347 MAX/349

MAX

MAX

MAX

ILS / ILS

16/34

3822

MAX

MAX

MAX

Sharjah OTBD

9 MAX

MAX

Doha

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6.4.2

AHMEDABAD (VAAH) - INDIA

Name of Airport : Ahmedabad International Airport 6.4.2.1

Airfield Data

RFF

IAP

9

VOR/ILS

6.4.2.2

RWY

05/23

LDA (m)

3505


343 / 6

332 / 3

300 / 10

320 / 1

333/331

MAX/349

231/229

MAX

MAX


Warning: • 6.4.2.3

TWY L2 - Not Authorized for company aircraft Terrain

The airport is located 8km Northeast of the city on flat terrain. Man-made obstacles located to north and west of airport. 6.4.2.4

Air Traffic Control

Ahmedabad lies within Class D airspace. Reports indicate ATC standard are average. Traffic avoidance advisory is not available. 6.4.2.5

Weather

Ahmedabad experiences three main seasons: Summer, Winter and Monsoon. Summer – March to June Climate is dry and hot with average temperature of +36ºC. Winter – November to February Cold northerly winds is often experienced in January, average temperatures range between +15 to +30ºC. Climate is dry. Monsoon – June to Mid September The Southwest Monsoon brings cloudy weather with humid conditions. Precipitation occurs mostly in July and August.

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6.4.2.6

Arrival Procedures:

No STARs published. Radar vectoring for ILS or VOR approach can be expected. 6.4.2.7

Ground Maneuvering:

•

TWY L1 - Use low power during maneuvering

•

Nose-in guidance at aircraft stands

6.4.2.8


•

Due short taxi time to RWY 05, safety demo should be commenced upon door closure.

•

No SIDs published.

6.4.2.9

ICAO


RFF

IAP

RWY

LDA (m)

Location VIDP

9


343 / 6

332 / 3 300 / 10 320 / 1

VOR / ILS

09/27

2661

MAX

MAX

MAX

MAX

MAX

ILS / ILS

10/28

3810

MAX

MAX

MAX

MAX

MAX

ILS / ILS

11/29

2820

MAX

MAX

MAX

MAX

MAX

VOR / ILS

09/27

2797

NOT

NOT

NOT

NOT

MAX

NON / ILS 07L/25R 3200 273/270 MAX/341 228/226

MAX

MAX

NON / ILS 07R/25L 3400

MAX

MAX

MAX

MAX

MAX

9

ILS / ILS

09/27

2963

MAX

MAX

MAX

MAX

MAX

Mumbai

ILS / VOR

14/32

2517

MAX

MAX

MAX

MAX

MAX

VOR / ILS

14/32

3200

NOT

NOT

NOT

NOT

MAX

Delhi VIJP

7

Jaipur OPKC

9

Karachi VABB

VANP

8

Nagpur* * Restricted Opening Hours

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6.4.3

ALEXANDRIA (HEAX) - EGYPT

Name of Airport : Alexandria International 6.4.3.1 RFF

7 6.4.3.2 Note: 6.4.3.3

Airfield Data IAP

RWY

VOR / VOR 04/22

LDA (m)

2201


343 / 6

332 / 3

300 / 10

320 / 1

NOT

NOT

NOT

NOT

MAX / 80

General Warning, Caution and Notes Runway 18/36 is not authroised due to width (TORA 1800 m, width 30 m). Terrain

Alexandria is situated on the coast of Mediterranean sea in North of Egypt with an elevation of - 5 feet. The airfield is located 3 NM East-Southeast of city. 6.4.3.4

Air Traffic Control

The standard of ATC and English is variable. Use standard phraseology. 6.4.3.5

Weather

Summer are hot and dry. Winter is generally mild with some rain. April to June: Hot southerly wind known as the Khamsin may blow causing rising dust and poor visibility.

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6.4.3.6

Arrival Procedures

Runway 04 right-hand circuit. Runway 04 is mostly used for arrival. During day light operations radar vectors can be expected, night operations procedural approach are conducted. Runway 04, PAPI lights unreliable (Crew Report 2006). 6.4.3.7

Ground Maneuvering

NIL 6.4.3.8


NIL 6.4.3.9


ICAO Code

RFF

IAP

Runway LDA (m)

Location HEBA

320 / 1

8

Alexandria Borg El Arab HECA


9

NON / ILS

14/32

3400

MAX

ILS / ILS

05L/23R 3301

MAX

ILS / ILS

05C/23C 3999

MAX

Cairo HEGN

NONE

16/34

3178

MAX

CIR / ILS

16/34

3700

MAX

04L/22R 3081

MAX

VOR / NON 04R/22L 3081

MAX

9

Hurghada HESH

9

Sharm El Sheikh

ILS / CIR

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6.4.4

AMSTERDAM (EHAM) - NETHERLANDS

Name of Airport : Schiphol International 6.4.4.1

Airfield Data

RFF

IAP

10

RWY

LDA (m)


343 / 6

332 / 3

300 / 10

320 / 1

CIR / ILS

18L/36R 2825

307/305

MAX

MAX

MAX

MAX

ILS / CIR

18R/36L 3530

MAX

MAX

MAX

MAX

MAX

ILS / ILS

18C/36C 2850

307/305

MAX

MAX

MAX

MAX

VOR / ILS

09/27

3363

307/305

MAX

MAX

MAX

MAX

ILS / VOR

06/24

3250

307/305

MAX

MAX

MAX

MAX

6.4.4.2


Caution:

Compass deviations, caused by underground train may occur when an aircraft is parked at the stands of the E-pier, in the area between the E- and F-pier, or when following the taxiways in the vicinity of the E-pier.

Note:

All runways have an anti-skid layer.

6.4.4.3

Terrain

The MSA is 1700 feet except for a narrow sector in the Southeast which goes up to 2300 feet. The airport is located 14 kms Southwest of city with an elevation of -11 feet. Early morning fog and rain can be expected from September to December. Amsterdam airport has 6 runways. Note: 6.4.4.4

3 of the runways are orientated 18/36 (L/C/R). Air Traffic Control

The standard of English and ATC is generally good. 6.4.4.5

Weather

Typical weather ranges from a little around freezing in the depths of winter, though usually with little snow, to typically pleasant sunny days of 20 to 25º C in the summer. Spring and autumn are pleasant, but can be wet (100+ mm of rain per month).

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6.4.4.6


a) Arrival Procedures: For morning arrivals, preferred Landing runways are 06, 18R and 18C. However note that 18C is not available for arrivals from 2300-0600 Local Time. Runway 36L is not available for landing at all times. While being transferred from Amsterdam approach control center to Schiphol approach, initial contact shall be restricted to call sign only. While being transferred from Schiphol approach to Schiphol arrival, initial contact shall be restricted to call sign only. While being transferred from Schiphol Approach / Arrival to Schiphol Tower, initial contact shall be restricted to call sign and Runway. Caution:

Due to environmental influences the wind report for Runway 36R is unrealistic.

Caution:

Do not mistake highway running parallel for runway 18C/36C.

Expect strong crosswinds during winter. Cargo flights are parked at Apron R. b) Departure Procedures: Runway 18R not available for take-off. ATC clearance may be requested up to 20 minutes before EOBT (Est Off Blocks Time) or 35 minutes before Slot Time (CTOT - Calculated Takeoff Time). On receipt of enroute clearance, switch to Schiphol Start-up without ATC instruction. Caution:

Due to blast problems, if engine ground clearance is more than 16 feet (5m) engine number 2 must not be used at breakaway power at the gate and shall run until normal taxi speed has been reached.

c) Crew Routing: Arrival Crew: Crew coach of AeroGround Services will transfer the crew from the aircraft to the Crew Centre. Proceed to the hotel along the covered walkway. Departing Crew: Prepare to leave hotel at least 90 mins prior to ETD. Before leaving hotel, call AeroGround Services at 603-2589/2413 to arrange for ramp pick-up. Make your way from the hotel to the airport via the covered walkway. Upon reaching the airport, proceed to the SKYPORT Crew Centre. Then follow the signs “CREW BAGGAGE CHECK-IN”. This will lead to a corridor where the security personnel will perform the necessary security formalities of checking the baggage and crew ID. Then proceed, with your bags, towards the KLM CREW BAGS CENTER. Make a 90 degrees left turn where you will see the sign “REMOTE STANDS”. Proceed towards the area till you enter a room where the Passport Control is located. Complete the passport checks and walk towards a small stairway leading to the ramp. Pass thought the glass sliding door. A van from AeroGround Services will be there. If the van has not arrived, wait inside the building till the van is visible from the glass sliding door. If need be, call AeroGround Ramp Transport at 742412. Board the van with your bags and you will be brought to the aircraft site. At the aircraft site, the driver shall assist you to off-load your bags from the van. No assistance will be provided to load your bags onto the aircraft. You will be required to bring your bags to the aircraft.

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6.4.4.7 ICAO Code


IAP

RWY

LDA (m)

Location


343 / 6

MAX

MAX

MAX

MAX

MAX

2767

MAX

MAX

MAX

MAX

MAX

VOR/ILS 07L/25R 3338

MAX

MAX

MAX

MAX

MAX

10


MAX

MAX

MAX

MAX

MAX

Frankfurt Main


MAX

MAX

MAX

MAX

MAX

EBBR

9

VOR/ILS 07R/25L 3089 ILS/ILS

02/20

332 / 3 300 / 10

320 / 1

Brussels EDDF

EDDK

10

NON/ILS

06/24

2459 260/257

MAX

202/200 160/158 MAX/79

Cologne - Bonn ILS/ILS 14L/32R 3815

MAX

MAX

MAX

MAX

MAX

EDDL

9


MAX

MAX

MAX

MAX

MAX

Dusseldorf


MAX

MAX

MAX

MAX

MAX

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B L A N K

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6.4.5

BAHRAIN (OBBI)

Name of Airport : Bahrain International 6.4.5.1 RFF

Airfield Data IAP

RWY

LDA (m)


343 / 6

332 / 3

300 / 10

320 / 1

ILS / ILS

12L/30R 3657

MAX

MAX

MAX

MAX

MAX

NONE

12R/30L 2222

MAX

MAX

MAX

MAX

MAX

10

6.4.5.2


Caution:


Note:

Do not use “taxi lights” to get the attention of ground staff.

6.4.5.3

Terrain

No significant terrain. 6.4.5.4

Air Traffic Control

•

Air traffic control is very good.

•

Radar communication failure - see spacial procedure, Jeppesen Text Manual, Emergency, “Bahrain”.

6.4.5.5

Weather

Early morning fog and low stratus a possibility particularly during the winter months. Occasional dust storms. Strong Northerly winds occur throughout the year. Caution:

Beware of severe low-level wind shear. This occurs frequently during summer, especially overnight. Very strong wind shear can also be encountered in the vicinity of severe thunderstorms over the Gulf region during winter and spring.

Warning:

Marked temperature inversions occur frequently in the lower and middle levels of the troposphere especially at night during summer. These can significantly affect climb-out performance, and can be associated with wind shear.

Due to the topography and heat index, turbulence is normally a factor.

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6.4.5.6


a) Arrival Procedures: NIL b) Departure Procedures: NIL 6.4.5.7 ICAO


IAP

RWY

LDA (m)

Location OEDF


343 / 6

332 / 3 300 / 10

320 / 1

9


MAX

MAX

MAX

MAX

MAX

Dammam


MAX

MAX

MAX

MAX

MAX

ILS/ILS 15R/33L 3400 300/297 MAX/353

MAX

MAX

MAX


MAX

MAX/375

MAX

MAX

MAX/88

9


MAX

MAX

MAX

MAX

MAX

Abu Dhabi


MAX

MAX

MAX

MAX

MAX


MAX

MAX

MAX

MAX

MAX


MAX

MAX/367

MAX

MAX

MAX

ILS/ILS

MAX

MAX

MAX

MAX

MAX

OKBK

9

Kuwait OMAA

OMDB

10

Dubai OTBD

9 16/34

3822

Doha

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6.4.6

BALI (WADD) - INDONESIA

Name of Airport : Ngurah Rai International 6.4.6.1

Airfield Data

RFF

9

IAP

VOR / ILS

6.4.6.2

RWY

09/27

LDA (m)

3000


343 / 6

332 / 3

300 / 10

320 / 1

MAX

MAX/380

MAX

MAX

MAX


Caution:

Birds tend to congregate on the runway.

Caution:

Dogs some time on the taxiways, apron, and runway.

Caution:

Kites in vicinity of aerodrome at heights up to 2500 ft, especially runway 27.

Caution:

Comply with all height and speed restrictions.

6.4.6.3

Terrain

The airport is situated 7NM North East of the city on an isthmus joining a peninsular to the South, with main part of island to the North. The terrain immediately around the field is flat with obstructions up to 750ft to the South. North, terrain is flat for 9NM, rising steadily to 7,500ft at 25NM, and up to 12,000ft at 30NM. Runway 09 extended runway centerline, island at 21nm with terrain to 1750ft. 6.4.6.4

Air Traffic Control

Radar services provided, expect radar vectoring. English is of a good standard, although ATC controllers may speak very rapidly.

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6.4.6.5

Weather

Bali has a tropical climate appropriate to its proximity to the equator. There are two seasons, wet and dry, between which are comparatively short inter-monsoonal seasons. November to March: Wet season: Heavy showers and thunderstorms overland during the day. During heavy rain showers, zero visibility may occur. Night-time, rain showers mostly occur over the sea. April to October: Dry season: Generally fine weather prevails. At beginning and end of season, large Cu/Cb to be expected. Afternoons scattered Cu overland. Hazy conditions may exist when Southeast winds are strong. Winds, generally light, but direction influenced by both monsoon and sea breezes. 6.4.6.6


a) Arrival Procedures: STARs; numerous crossing altitudes published. Arriving from the North, note the high MSA (9700ft). Expect radar vectors to either runway 09/27. During times of heavy traffic, bad weather, ATC generally uses the published STARs. DAM wall (marked with red lights) 5ft high, located 140m from threshold runway 09. Runway 09: Arrivals: Direct routing from “UDANG” to “KUTA” maybe offered by ATC. Runway 27: ILS approach offset by 4º from centerline. Exit the runway onto parallel taxiway “N” and expect taxi clearance for Apron A. Parking, stands 1-6. b) Departure Procedures: SIDs; Crossing altitude published. Northbound SIDs, steep climb required due high terrain. ATC clearance: Call 5 minutes prior to start-up Procedures for pushback of aircraft: •

Aircraft shall be push back to face south, towed until west of Parking Stand 4, after which engine start can commence.

•

Parking stand No.1, aircraft is pushed back and pulled until aligned to taxiway centerline then start-up.

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6.4.6.7 ICAO Code


IAP

RWY

LDA (m)

Location *WARR


343 / 6

332 / 3

300 / 10 320 / 1

8 ILS/VOR

10/28

3000 292/289 251/316 218/215

MAX

MAX

NON/ILS

08/26

2500 319/316 273/337 224/222

MAX

MAX

Ujung Padang ILS/NON (2300-1500)

13/31

2500

NOT

NOT

223/220

MAX

MAX

06/24

2800

MAX

MAX

MAX

MAX

MAX

Surabaya (2300-1700) WARQ

8

Solo (00001200) WAAA

WIIH

8

9

Jakarta - Halim VOR/ILS Int’l WIII

9

ILS/NDB 07L/25R 3600 MAX/347

MAX

MAX

MAX

MAX

Jakarta Soekarno Hatta Int’l

ILS/NDB 07R/25L 3660 MAX/347

MAX

MAX

MAX

MAX

*WARR - B772 / 3 & A343 / 6 Apron A, B & D not authorised.

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L E F T

B L A N K

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6.4.7

BANGKOK (VTBS) - THAILAND

Name of Airport : Suvarnabhumi International 6.4.7.1

Airfield Data

RFF

10

IAP

RWY

LDA (m)


343 / 6

332 / 3

300 / 10

320 / 1

ILS / ILS 01L/19R 3700

MAX

MAX

MAX

MAX

MAX

ILS / ILS 01R/19L 4000

MAX

MAX

MAX

MAX

MAX

6.4.7.2


Warning:

Due to the surface characteristics of runway 01R and 19L, heavy precipitation is likely to result in patches of surface water or flooding. Under these circumstances a hazard exists for aircraft landing, or in the event of a rejected take-off, due to the likelihood of aquaplaning.

Caution:

Runway 01L/19R, 01R/19L - DME does not read ZERO at threshold due DME/ ILS not being co-located.

Caution: 6.4.7.3

FOD has been observed on both runway and taxiways. Terrain

Airport is located on a flat coastal flood plain East of the city with an elevation of 5 feet. Although the runway is close to sea level, there is high terrain with associated MORA in the surrounding quadrants. 6.4.7.4

Air Traffic Control

The standard of English can be poor. Any deviation from standard radio phraseology and procedures can cause confusion so it is important to adhere to strict radio discipline. •

Operation of Mode S transponder on ground

1. Aircraft identification - Use the same format as in ICAO flight Plan, ie QTR001 2. Flight crew should select XPDR or equivalent according to specific installation. Ensure the transponder is operating (i.e. OUT OF STAND-BY or OFF POSITION) and the assigned mode A code is selected in accordance with following: a) Departing flight: Upon received airway clearance, except when a Departure time restriction is issued, then the action should be done at engine start-up. b) Arriving Flight Continuously until the aircraft is fully parked at stand.

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6.4.7.5

Weather

Large CB’s and TS frequent this area. Turbulence can be anticipated much of the time, especially when the wind is from the West. As with any CB or TS, gust fronts may extend up to 40 kms ahead of the storm giving windshear, this is particularly true in Bangkok. Rain can be very heavy, and reduce visibility to less than 1000 m. Many of the storms build up late in the day. At other times of the year mist and fog is likely, particularly during slack winds. Temperatures are high in the summer and moderate in the winter. October to early February: North East monsoon with fairly settled weather. May to September: South West monsoon with frequent CB's building during the afternoon and evening. November to March: Early morning fog on two or three days per month. 6.4.7.6


a) Arrival Procedures: Note:

Use of rapid exits from the landing runway enables minimum spacing on final approach and minimizes the occurrence of Go-around.

Ground Power is initiated after the airbridge is connected and usually takes about 5 minutes. The APU should be started on inbound taxi for parking. Once main engine and APU (if started on inbound) is shut down “Pre Conditioned Air” unit is attached, usually takes 5-15 minutes for this process. It is permitted to operate the APU for 5 minutes after arrival on parking stand. Landing - A330 Use flap setting “CONF 3” unless safety reason is a factor. Thailand Civil Aviation Authority has requested the use of minimum flap setting for landing for noise abatement purposes where possible. b) Departure Procedures: Bangkok Airport Authority policy, APU restart is permitted 10 minutes prior to pushback. If unavailability of the said ground units, “PWR U/S” sign is position at the gate, where by crew can choose to start the “APU” or request mobile services (15 minutes notification required). APU is permitted at remote parking stands. At Start-up •

Contact Bangkok Control for ATC clearance on 128.7 MHz

•

After receiving ATC clearance, pilots will be instructed to call relevant ground control frequency.

•

Aircraft must be pushed back within 5 minutes of receiving ATC clearance. Otherwise ATC clearance will be cancelled.

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Departure slot times issued for separation purposes when necessary. Maintain a listening watch on relevant ground control frequency. Ensure an early call to “ground control” to allow for sufficient time for taxi to runway. Safety and SOP preconditioned, once the line up clearance has been issued pilots should ensure that they are able to taxi into the correct hold and line up position on the runway as soon as the preceding aircraft has commenced its takeoff roll. Cockpit checks should be completed before line up. Any checks requiring completion whilst on runway shall be kept to a minimum. Commence the take-off roll immediately after take-off clearance is issued. If unable to comply with these procedures inform ATC prior to passing the Runway holding position. All departing aircraft are required to apply noise abatement procedures with thrust reduction at 1500ft AGL, and acceleration at 3000ft AGL. 6.4.7.7 ICAO


IAP

RWY

LDA (m)

Location


300 / 10

320 / 1

ILS/ILS 03L/21R 3700 312/309 MAX/MAX

MAX

MAX

MAX

Bangkok VOR/ILS 03R/21L 3150 312/309 MAX/MAX Don Mueang

MAX

MAX

MAX

MAX

MAX

MAX

VTBD

VTBU

9

772 / 3

343 / 6

8 ILS/VOR

18/36

3505 336/332

MAX/363

VOR/ILS

18/36

3100 339/336

MAX/355 204/202 165/MAX

MAX

VOR/ILS

09/27

3000

MAX/362

MAX

Rayong VTCC

9

Chiang Mai VTSP

9 MAX

MAX

MAX

Phuket

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6.4.8

BERLIN (EDDT) - GERMANY

Name of Airport : Tegel International 6.4.8.1 RFF

Airfield Data IAP

RWY

LDA (m)


343 / 6

332 / 3

300 / 10

320 / 1

ILS / ILS

08L/26R 3023

NOT

NOT

MAX / N

MAX

MAX

ILS / ILS

08R/26L 2324

NOT

NOT

MAX / N

MAX

MAX

8

6.4.8.2


Warning:

Landing of aircraft with highly infectious diseased passengers on board is prohibited.

Caution:


Caution:

Residential area in short final of Runway 26 R/L.

Note:

Refer to Jeppesen for night flying restrictions.

6.4.8.3

Terrain

The airport is located 8 km (4 NM) Northwest of city with an elevation of 122 feet. The terrain at the airport is generally flat. Caution:

Beware of man made obstacles in the terminal area and trees upto 100 feet AGL in the close vicinity of the airport. The highest obstacle TV antenna 1329 feet MSL is located approximately 4 NM Southeast of the airfield.

Berlin Tempelhof airfield is located approximately 7.5 NM and Berlin Schoenefeld airfield is located approximately 15.5 NM Southeast of Tegel airfield. 6.4.8.4

Air Traffic Control

The standard of ATC and English is good, use standard ATC phraseology.

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6.4.8.5

Weather

The climate is moderate and the average yearly temperature 9.2ºC. Most precipitation is during the months of July and August. June to August: Summer Months. The average daily temperature is around 18ºC. December to February: Winter months. The average temperature is around 0.5ºC. November to March: Possibilities of frost and snow. 6.4.8.6


a) Arrival Procedures: Low drag and power approaches are expected to be conformed with. When expected to hold over the main approach aid for more than 20 minutes an ETA will be transmitted. If no clearance has been given for continuation beyond the main aid, maintain the last assigned altitude, join the depicted hold and acknowledge the altitude and wait for further instructions. Noise Abatement procedures as per the following: Leave the initial approach fix at 210 kts + 10 kts, maintain until 12 NM from touchdown. Reduce speed to 160 kts + 10 kts using an intermediate flap setting with landing gear up. Intercept glide path at not lower than 3000 feet AAL. Lower landing gear, set flaps for landing and establish final approach speed shortly before or over Outer Marker. b) Departure Procedures: Noise abatement procedures are as follows, at 1500 feet AGL : – Reduce thrust to climb thrust; – Accelerate while climbing and retract flap/slat on schedule; – Transition to normal en-route climb speed.

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6.4.8.7 ICAO Code


IAP

Runway LDA (m)

Location EDDB


320 / 1

9 ILS / ILS

07/25

3000

MAX

MAX

ILS / ILS

04/22

2508

MAX

MAX

ILS / ILS

08/26

3600

MAX

MAX

DME / ILS 09L/27R 3200

MAX

MAX

MAX

MAX

Berlin - Schoenfeld EDDC

8

Dresden EDDP

8

Leipzig EDDV

8

Hannover

ILS / ILS

09R/27L 2304

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6.4.9

CAIRO (HECA) - EGYPT

Name of Airport : Cairo International 6.4.9.1 RFF

9

Airfield Data IAP

LDA (m)


343 / 6

332 / 3

300 / 10

320 / 1

ILS / ILS

05L/23R 3301

MAX

MAX

MAX

MAX

MAX

ILS / ILS

05C23C 3999

MAX

MAX

MAX

MAX

MAX

331/328

MAX/359

MAX

MAX

MAX

NONE 6.4.9.2

RWY

16/34

3178


Warning:

See ground maneuvering for parking procedure.

Note:

Strong Winds Can obscure visibility with blowing sand/dust.

Note:

In the event of closure of Runway 05R/23L, Runway 05L may be used for Landing provided that : 1) Traffic established on final approach at least 13 NM from Cairo VOR/DME at feasible minimum speed, and 2) Strict adherence to LLZ centerline. 3) Visual approach and shortcut are not permitted.

6.4.9.3

Terrain

The airport is located 13 NM to the Northeast of the city which lies besides the Nile with an elevation of 382 feet. There is high ground to the South. Due to the uneven terrain of the airfield, be aware that there can be up to approximately 200 feet difference in runway threshold elevations. As a result same taxiway have significant slopes. 6.4.9.4

Air Traffic Control

The standard of ATC and English is variable. Use standard phraseology.

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6.4.9.5

Weather

Weather is normally good. April to June: Hot southerly wind known as the Khamsin may blow causing rising dust and poor visibility. Note:

During Summer, final approaches are generally bumpy due to hot air adiabatic effect.

December to February: Usually in January, fog can occur very suddenly which will normally dissipate by about 1000 local time. Winter frontal system can reach Cairo from the Southern Mediterranean and although there is usually very little rain, visibility can be reduced if the wind exceeds 15 knots. 6.4.9.6

Arrival Procedures

Note:

Runway 16/34 is used during day time and in VMC only as an alternative for Runways 05L/23R and 05R/23L.

Caution:

A well lit dual carriageway and boundary fence lighting may make night identification of Runways 05L & 05R difficult.

Note:

If landing 23L and exiting on taxiway Papa, do not mistake taxiway whiskey as an extension of Papa.

The airfield site slopes up towards the South with a marked difference between threshold elevations. Large power settings are required if taxiing uphill, increasing the risk of engine ingestion of the considerable amounts of debris, sand and stones lying on and around taxiways. Increase the separation between taxiing aircraft at all times. Taxiing downhill requires constant braking which may cause Brake Overheat. 6.4.9.7

Ground Maneuvering

•

Qatar Airways uses Terminal 2.

•

Wingtip clearance is minimal on wide-body aircraft in parking areas.

•

B772, A330 and A300 : Left engine nacelle comes very close when parking at fixed air-bridges, gates A8-A16. Approach parking stand at slow speed, using docking guidance system and stop bar to position aircraft. Ensure correct aircraft designator is shown on guidance system. If in doubt, request Marshaller assistance.

•

B777-300 : Parked on remote stands (Apr/07). Stands A7,A9 and A11 adequate at Terminal 2.

6.4.9.8


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6.4.9.9 ICAO


IAP

RWY

LDA (m)

Location HEBA

772 / 3

343 / 6

332 / 3 300 / 10 320 / 1

8

Alexandria Borg El Arab HEGN


NON/ILS

14/32

3400 319/315 XXX/NOT 222/220

MAX

MAX

CIR/ILS

16/34

3700 325/322 XXX/343

MAX

MAX

MAX

VOR/ILS

02/20

3000 289/286 XXX/353

MAX

MAX

MAX

9

Hurghada HELX

9

Luxor HESH

9

Sharm El Sheikh

ILS/CIR

04L/22R 3081

MAX

XXX/361

MAX

MAX

MAX

VOR/NON 04R/22L 3081

MAX

XXX/361

MAX

MAX

MAX

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6.4.10 CAPE TOWN (FACT) - SOUTH AFRICA Name of Airport : Cape Town International 6.4.10.1 Airfield Data RFF

IAP

RWY

LDA (m)


9

ILS / ILS

01/19

3201

343 / 6

319/314 MAX/351

332 / 3

300 / 10

320 / 1

MAX

MAX

MAX


Paragliding in vicinity of airport.

6.4.10.3 Terrain Cape Town airfield is located less than 10 NM East of city center with an elevation of 151 feet. Table mountain runs from the Northwest of the airfield to the Southwest. 6.4.10.4 Air Traffic Control Air Traffic Control is generally very good. 6.4.10.5 Weather Summer (October to March): Generally fair with fresh Southerly winds, thundery spell can occur in late Summer. Occasional early morning fog a possibility. Winter (May to August): Winds mainly Northwesterly. Low cloud and rain with passing fronts. Fog forming during the night may persist until as late as midday.

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6.4.10.6 Arrival Procedures Due to obstacle, PAPI of Runway 19 must not be used beyond 5 NM from threshold. 6.4.10.7 Ground Maneuvering Taxiways D5, D4, D3, L, and M not authorized for A330, A340 and B777. 6.4.10.8 Departure Procedures Due to obstacle, PAPI of Runway 19 must not be used beyond 5 NM from threshold. Caution:

Do not confuse Threshold 16 for Threshold 19 when taxiing on Taxiway for Take-off Runway 19.

Aircraft departing from Runway 01 and 34 shall avoid hospital complex 3 NM North from end of runways. 6.4.10.9 Destination Alternates ICAO Code

RFF

IAP

RWY

LDA (m)

Location FABL

7

Bloemfontein FADN


343 / 6

332 / 3 300 / 10 320 / 1

VOR/VOR

02/20

2559

XXX

XXX

197/N

167

MAX/90

NONE

12/30

2195

XXX

XXX

167/N

140

MAX/74

ILS/ILS

06/24

2440 319/317 249/311

217/N

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

7

Durban FAJS

9

Johannesburg FYWH

ILS/VOR 03L/21R 4418 ILS/ILS

MAX

MAX

03R/21L 3400 324/321 254/316 220/217

9 NON/ILS

08/26

4575

XXX

XXX

MAX

Windhoek

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6.4.11 CASABLANCA (GMMN) - MOROCCO Name of Airport : Mohammed V International 6.4.11.1 Airfield Data RFF

IAP

RWY

LDA (m)

VOR / VOR 17R/35L 3720


343 / 6

332 / 3

300 / 10

320 / 1

MAX

MAX

MAX

MAX

MAX

231/229

MAX

MAX

9 NDB / ILS

17L/35R 3750

309/307 MAX/352

6.4.11.2 General Warning, Caution and Notes Caution:


6.4.11.3 Terrain The terrain has no significant obstacles close to the airport, the highest obstacle is a man made obstacle East of the approach to Runway 17L/R, this reaches 1017 feet AMSL. To the Southeast there is a spot height at 981 feet, this is approximately 20 NM from the airport. The MSA is 4100 feet to the Southeast and 3600 feet to the Southwest and 3000 feet to the North. The MSA is 3200 feet Northeast and 3800 feet Northwest. The airport elevation is 656 feet. 6.4.11.4 Weather The weather in Casablanca is generally similar to that in many of the North African countries. Precipitation values tend to be an average of up to 3 inches per month from November to February with little or none for the remaining months. Temperatures are fairly stable, ranging from 55°F (13°C) in January to 73°F (23°C) in August. With proximity to the Atlantic Ocean fog may occur near sunrise and sunset. Dust storms may reduce the visibility to a few hundred meters, however most of the time the visibility is good.

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6.4.11.5 Air Traffic Control The Air Traffic Control is average. Phraseology in Use ATC / Pilot

ATC - First Contact: •

Low Visibility procedures in force (RWY Number).

Pilot - First Contact: • ATC

Downgrading of Navigation Aids: •

ATC

Cat II / III approach – Advise of intent, required landing minima

Category (number) Approach (Runway no.) not available due (designated aid) unserviceable, category (number) approach only.

Suspension of LVP •

Low visibility procedure suspended. Procedure of ATC

First Contact

•

ATC - Advises “RVR” value(s) and request Pilot to call at “Outer Marker (OM)”

•

Pilot - Repeats back message.

Note 1: RVR Value missing - Crew check minima. Note 2: LVP in Force announced on ATIS. At “Outer Marker (OM)

On Ground

•

ATC - advises “RVR” value(s).

•

ATC - Request PILOT to check his minima and gives “clearances to land”.

•

ATC - Request PILOT to advise “report on ground “ or “going around”.

•

Pilot - Checks minima and advise ATC of “going around” or “on ground”.

•

Pilot - report runway vacated.

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6.4.11.6 Additional Information a) Arrival Procedures: Caution:

Parallel taxiway may easily be mistaken with Runways.

b) Departure Procedures: Noise abatement procedures published. Refer to Chart 10-4. 6.4.11.7 Destination Alternates ICAO Code

RFF

IAP

RWY LDA (m)

Location GMAD


343 / 6

332 / 3

300 / 10 320 / 1

VOR/ILS 10/28 3200 305/302

250/319

209/207

166

MAX/92

VOR/ILS 09/27 2950 338/336 MAX/354

MAX

MAX

MAX

NON/ILS 03/21 3500

NOT

NOT

MAX

MAX

MAX

ILS/NON 10/28 2820

NOT

NOT

MAX/NOT

MAX

MAX

14/32 3200

MAX

XXX/360

227

MAX

MAX

VOR/ILS 10/28 2445

MAX

MAX

MAX

MAX

MAX

8

Agadir GMFF

8

Fes GMME

7

Rabat GMMX

7

Marrakech Menara LEMG

8 ILS/ILS

Malaga LPFR

8

Faro

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6.4.12 CHENNAI (VOMM) - INDIA Name of Airport : Chennai International 6.4.12.1 Airfield Data RFF

9

IAP

ILS / ILS

RWY

07/25

LDA (m)

3658


343 / 6

332 / 3

300 / 10

320 / 1

MAX

MAX

MAX

MAX

MAX

6.4.12.2 General Warning, Caution and Notes Note:

Bird in vicinity of airport.

6.4.12.3 Terrain The airport is located 14 km (7.6 NM) Southwest of the city with an elevation of 34 feet. Trees up to 137 feet in the vicinity of Runway thresholds (600 m to 1000 m in the take-off and approach path). No significant high ground in the vicinity. MSA is generally 1800 feet except for the Northwest sector, which is 2300 feet. Within 10 NM, the MSA is 1800 feet all round. 6.4.12.4 Air Traffic Control The standard of ATC and English is variable. Use standard phraseology. 6.4.12.5 Weather October to November: Thunderstorms due to cyclonic activity in the Bay of Bengal could affect the airport. The duration of these storms is generally 60 to 90 minutes, when visibility may drop below minimums, and associated Windshear on finals for Runway 07/25 may be expected. January and February: Early morning fog can be expected until about 1000 Local Time.

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6.4.12.6 Arrival Procedures The airfield has 2 intersecting runways. Runway 07/25 is the main runway in use. Warning:

Do not mistake TAMBARAM Air Force Base for Chennai International Airport, which has a similar Runway alignment. TAMBARAM is situated 6 NM from Chennai on a bearing of 213º and has two Runways, 05/23 and 12/30.

Caution:

Flying in the vicinity of TAMBARAM airport permitted with prior ATC clearance only.

Caution:

When using runway 25 for approach at night, be aware that the surrounding city lights are bright, and tend to drown out the runway approach lighting. Do not mistake the highway just to the left of the runway as the runway lighting.

Note:

Chennai Airport is in the process of developing a windshear detection and prediction system. To gather data and feed the database they rely on cooperation from airlines. Therefore, it is recommended to report winds at 1800 feet and 1000 feet to ATC while landing in Chennai Airport, irrespective of Runway in use.

6.4.12.7 Ground Maneuvering Taxiway C not allowed for A346 & B777 due to turning geometry not compliant. 6.4.12.8 Departure Procedures For A340 & B777, if RWY07 not available, take-off from RWY25 is to be done from the intersection of RWY 12/30 via taxiway A. Taxiway J leading to RWY25 is not adequate for turning. 6.4.12.9 Destination Alternates ICAO RFF Code

IAP

RWY LDA (m)

Location VOBL

9

ILS/ILS 09/27 4000

Bangalore VOCI

8*

VOTV

343 / 6

332 / 3

300 / 10

320 / 1

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

263/333

226 / 223

MAX

MAX

MAX

MAX

MAX

MAX


Thiruvananthapuram VOHS

772 / 3

VOR/ILS 09/27 3400 340/338 MAX/367

Cochin Note :


10

Hyderabad

VOR/ILS 14/32 2992 310/307

ILS/ILS 09/27 4260

MAX

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6.4.13 COCHIN (VOCI) - INDIA Name of Airport : Cochin International 6.4.13.1 Airfield Data

RFF

IAP

RWY

LDA (m)


8* Note :

VOR / ILS

09/27

3400

343 / 6

340/336 MAX/367

332 / 3

300 / 10

320 / 1

MAX

MAX

MAX

*RFF upgradeable to RFF CAT 9 upon request.


180º turns of aircraft with MTOW above 50 tons permitted at Runway ends only.

6.4.13.3 Terrain The airport is North of Trivandrum in the South of India, the airport is in close proximity to a river, thus giving potential rise to fog and mist. The airport has an elevation of 25 feet. West and South of the airport the terrain is relatively flat. North through to the East MSA is 6500 feet, the terrain rises to 1742 feet within 5 NM and 4100 ft within 11 NM. The South East quadrant also has terrain giving a MSA of 5600 feet. 6.4.13.4 Air Traffic Control The standard of ATC is average. Use standard phraseology. 6.4.13.5 Weather The temperature varies little throughout the year staying mainly between 24ºC and 30ºC. Poor flying conditions come mainly from thunderstorms and heavy rain. December to Mid April: Occasional fog at dawn, soon clearing. Overcast by mid afternoon, clearing early morning. Mid April to June: Heavy cloud develops before dawn lasting all day with heavy rain and frequent thunderstorms. June to September: Generally fine with broken CU. Very occasional squalls with heavy rain only lasting a short time. October to November: Rain Squalls more frequent and more persistent. Thunderstorms, especially in the evening causing water logging on Apron and parts of Runway.

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6.4.13.6 Additional Information a) Arrival Procedures: Note:

The passenger steps used are not wide enough for aircraft’s door, which do not permit opening of the doors after positioning the equipment. Therefore, doors shall be opened immediately prior to the positioning of the equipment at the aircraft; in this case the door safety strap must be attached.

b) Departure Procedures: NIL 6.4.13.7 Destination Alternates ICAO Code

RFF

IAP

RWY LDA (m)

Location VCBI


343 / 6

332 / 3

300 / 10

320 / 1

9 ILS/ILS

04/22 3350

MAX

MAX

MAX

MAX

MAX

ILS/ILS

09/27 4000

MAX

MAX

MAX

MAX

MAX

ILS/ILS

07/25 3658

MAX

MAX

MAX

MAX

MAX

MAX

MAX

Katunayake VOBL

9

Bangalore VOMM

9

Chennai VOTV

8

Thiruvananthapuram

VOR/ILS 14/32 2992 310/307 263/333 226 / 223

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6.4.14 DAMMAM (OEDF) - SAUDI ARABIA Name of Airport : King Fahad International 6.4.14.1 Airfield Data RFF

IAP

RWY

LDA (m)


343 / 6

332 / 3

300 / 10

320 / 1

ILS / ILS

16L/34R 4000

MAX

MAX

MAX

MAX

MAX

ILS / ILS

16R/34L 4000

MAX

MAX

MAX

MAX

MAX

9

6.4.14.2 General Warning, Caution and Notes NIL 6.4.14.3 Terrain The airport is located 14 NM inland from the coast, on a large flat area without obstruction. The airport has an elevation of 72 feet. 6.4.14.4 Air Traffic Control Air Traffic control is very good. 6.4.14.5 Weather The weather is the same weather as observed at many airfields in the gulf region. Haze is typical, reducing the visibility to around 6000 m. This may reduce to a 1000 m in severe dust storms. Rain is more likely in the winter months and may be very heavy reducing visibility. Prevailing wind Northerly which can be very strong at times. Early morning fog and low stratus during the winter months. Frontal weather occasionally affects Dammam in winter. Dust storms occur throughout the year but are most troublesome during mid-summer afternoons.

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6.4.14.6 Additional Information a) Arrival Procedures: NIL b) Departure Procedures: Take-off in northern direction, expect runway 34L. For planning purpose, the Operational Flight Plan (OFP) will show a specific SID, but expect ATC to provide radar vectors for departure (RADAR1A) to the "BAH" VOR. 6.4.14.7 Destination Alternates ICAO Code

RFF

IAP

RWY

LDA (m)

Location OBBI

10

Bahrain OEJN

9


343 / 6

332 / 3

300 / 10 320 / 1


MAX

MAX

MAX

MAX

MAX

NONE

12R/30L 2222

MAX

MAX

MAX

MAX

MAX


MAX

MAX

MAX

MAX

MAX


MAX

MAX

MAX

MAX

MAX


MAX

MAX

MAX

MAX

MAX


MAX

MAX

MAX

MAX

MAX


MAX

MAX

MAX

MAX

MAX

ILS/ILS 15R/33L 3400 300/297 MAX/353

MAX

MAX

MAX


MAX

MAX/375

MAX

MAX

MAX/88

ILS/ILS

MAX

MAX

MAX

MAX

MAX

Jeddah OERK

9

Riyadh King Khalid OKBK

9

Kuwait OTBD

9 16/34

3822

Doha

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6.4.15 DELHI (VIDP) - INDIA Name of Airport : Indira Gandhi International 6.4.15.1 Airfield Data RFF

IAP

RWY

LDA (m)


343 / 6

332 / 3

300 / 10

320 / 1

VOR / ILS

09/27

2661

MAX

MAX

MAX

MAX

MAX

ILS / ILS

10/28

3810

MAX

MAX

MAX

MAX

MAX

ILS / ILS

11/29

2820

MAX

MAX

MAX

MAX

MAX

9



Caution:

Light aircrafts and gliders activity in the area.

6.4.15.3 Terrain The airfield is located on a flat plain 8 NM Southwest of the city with an elevation of 744 feet. 6 NM to the East is another airfield associated with light aircraft and glider activity. Located just to the North of this airfield is a prohibited area. 6.4.15.4 Air Traffic Control The standard of ATC is average. Use standard phraseology. 6.4.15.5 Weather December to February: North East monsoon. Light winds and cool weather with minimum overnight temperatures around 7ºC. Occasional frontal depressions. Frequent morning fog usually clearing by about 1000 Local Time. March to Mid June: Hot Season. Temperature slowly building up until the start of the Southwest monsoon with storms towards the end of the period. Mid June to September: Southwest monsoon. Some continuous rain with thunderstorms but usually not more than 10 days a month. Little rain in September. Average maximum temperature 33ºC. October to November: Fine warm weather with haze in the morning.

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6.4.15.6 Additional Information a) Arrival Procedures: Runway 28 has a downhill slope. Caution:

Do not mistake Delhi (SAFDARJUNG) airport located 6 NM to the East for Delhi Indira Gandhi International airport.

Caution:

Do not mistake parallel taxiway P for Runway 10/28.

When the surface wind velocity exceeds 10 knots, updraughts can be expected on final approach to Runway 28. Exercise caution for men and vehicle movement around dimly lit aprons. Note:

Former Runway 15/33 is available for overnight parking.

Below 10,000ft, IAS not greater than 250kts. Within 15NM of VOR serving the airport, or below FL65, shall maintain IAS as per aircraft category. Aircraft Category C

D

Within 15NM, excluding approach track

170 kts

185 kts

10NM to 4 NM on final approach track

150 kts

160 kts

b) Departure Procedures: Request start-up within 5 minutes of filed EOBT. If unable to make start-up within 5 minutes of EOBT, a delay may occur subject to traffic situation. If intersection take-off is possible advise ATC at time of push back/start-up. Pre-departure checks should be completed before entering active runway to expedite traffic flow. Expect take-off clearance after line-up. No ATC speed restriction applicable for departing aircraft except when specified by ATC. c) Taxiing: Taxiing aircraft should maintain a minimum speed of not less than 15 knots on the straight portion of taxiways and between 8-12 kts during turning maneuvers.

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RFF

IAP

RWY

LDA (m)

Location OPLA

9

Lahore OPRN


343 / 6

332 / 3

300 / 10 320 / 1

VOR/VOR 18R/36L 2743 278/276 245/316 205/204 160/163 VOR/ILS 18L/36R 3360

MAX

MAX

MAX

MAX

MAX MAX

9 CIR/ILS

12/30

2743 263/259 265/328 219/216 167/MAX MAX

VOR/ILS

05/23

3505 333/331 MAX/349 231/229

MAX

MAX

ILS/ILS

09/27

2963

MAX

MAX

MAX

MAX

MAX

ILS/VOR

14/32

2517

MAX

MAX

MAX

MAX

MAX

VOR/ILS

14/32

3200

NOT

NOT

NOT

NOT

MAX

VOR/ILS

09/27

2797

NOT

NOT

NOT

NOT

MAX

VOR/ILS

09/27

2585

NOT

NOT

NOT

NOT

MAX

Islamabad (Note) VAAH

9

Ahmedabad VABB

9

Mumbai VANP

8

Nagpur VIJP

7

Jaipur VILK

6

Lucknow Note:


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6.4.16 DHAKA (VGZR) - BANGLADESH Name of Airport : Zia International 6.4.16.1 Airfield Data RFF

9

IAP

ILS / VOR

RWY

14/32

LDA (m)


343 / 6

332 / 3

300 / 10

320 / 1

MAX

MAX

MAX

MAX

MAX

3200



Caution:

(B772/3 & A346) Wing tip clearance minimal when widebody aircraft parked on stand 1-6.

Caution:

Taxiways and Apron Pavement Conditions : In general taxiways and apron pavement conditions are poor with numerous reports of broken surfaces (Crew report Nov 2008). Adopt appropriate taxi speeds.

6.4.16.3 Terrain No significant terrain in vicinity. 6.4.16.4 Air Traffic Control The standard of ATC and English is poor. Due to lack of Radio Communication facilities between Kolkata and Dhaka ACCs, good flight crew radio communications and co-ordination with both ACCs is required for descent or climb. 6.4.16.5 Weather March to May: Hot season. Heavy thunderstorms appear from the Nor'westers; severe squall conditions may last 30 to 40 mins. June to September: SW monsoon with rainfall at its annual maximum. June to November: Cyclones may affect the area. Visibility occasionally reduced in rising dust at any time of year.

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6.4.16.6 Arrival Procedures Pass ETA to tower. Parallel taxiway can easily be confused with runway due lighter surface. Crew reports (Nov 2008), that when cleared for ILS runway 14, the “LOC” has been inactive, even though ILS Ident is normal. 6.4.16.7 Ground Maneuvering •

Runway surface is rough

•

Stand 1 - Available for B747 type aircraft.

6.4.16.8 Arrival Procedures Report “POB” when requesting pushback. Delays in excess of one hour, ATC flight plan needs to be resubmitted. 6.4.16.9 Destination Alternates ICAO Code

RFF

IAP

Runway LDA (m)

Location VECC

8

Kolkata VGEG


343 / 6

332 / 3 300 / 10

VOR/VOR 01L/19R 2749 243/244

207/262

178/176 140/142 MAX/80

ILS/ILS

01R/19L 3200

320 / 1

MAX

MAX

MAX

MAX

MAX

7 VOR/ILS

05/23

2940

NOT

NOT

MAX/N

MAX

MAX

VOR/ILS

09/27

2661

MAX

MAX

MAX

MAX

MAX

ILS/ILS

10/28

3810

MAX

MAX

MAX

MAX

MAX

ILS/ILS

11/29

2820

MAX

MAX

MAX

MAX

MAX

ILS/ILS

01L/19R 3700

MAX

MAX

MAX

MAX

MAX

ILS/ILS

01R/19L 4000

MAX

MAX

MAX

MAX

MAX

165

MAX

Chittagong VIDP

9

Delhi VTBS

10

Bangkok Suvarnabhumi VTCC

9 VOR / ILS

18/36

3100 339/336

MAX/355 204/202

Chiang Mai

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6.4.17 DOHA (OTBD) - QATAR Name of Airport : Doha International 6.4.17.1 Airfield Data RFF

9

IAP

ILS / ILS

RWY

16/34

LDA (m)

3822


343 / 6

332 / 3

300 / 10

320 / 1

MAX

MAX

MAX

MAX

MAX



Caution:

New Doha International Airport under construction, located 2.8NM East of runway 16/34. The new parallel runways are nearing completion. Exercise caution and do not confuse new parallel runways with runway in use at Doha.

6.4.17.3 Terrain Doha is a joint military civil airfield with high level of military activity. The airport has an elevation of 35 feet. 6.4.17.4 Air Traffic Control The standard of ATC and English is good. 6.4.17.5 Weather The weather of Doha is very hot with no rain between June to October but humid on the coast. The rest of the year is pleasantly mild/warm and sunny with occasional showery rain during December to March. July to September: Night fog possibility from 1800 to 0200 UTC. November to February: Early morning fog possibility from 2300 to 0400 UTC.

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6.4.17.6 Arrival Procedures: Caution:

With a strong Northerly wind windshear can be expected on approach.

Caution:

On approach to Runway 34, highway with shielded illumination visible to aircraft.

6.4.17.7 Ground Maneuvering: When using turning pad on Rwy 16, turning should be anti-clockwise. Warning :

A330/A340/B777 is not allowed to park in the Western apron.

Isolated parking area (Taxiway E2) is used in case of security issues relating to an aircraft, ie hijacking, bomb threat. 6.4.17.8 Departure Procedures Call Doha tower on 118.9MHZ, 10 minutes before requesting start-up. Aircraft will be pushed back on western apron, facing North. 6.4.17.9 Miscellaneous a) Security : QR Security will do pre-departure security check for all direct US bound flights. •

Aircraft search will be carried out by QR security and a copy of the search form will be handed over to the CSD.

•


•


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b) Ground Communication VHF Contacts for Departments. Purpose • • • • • • • • • • • • • • • • • • • • • • • • •

Department

Call Sign

Frequency

“Qatar OCC”

125.150

Flight Dispatch

“Dispatch”

125.150

Maintenance

“Maintenance Control”

125.150

QAS Hub Control

“QAS Hub Control”

121.050

Contact of Senior Flight Operations Staff Crew Replacements Delay or Departure Time Information or Clarification Operations Control If unable to contact Maintenance, Flight Dispatch or QAS Hub Control Center Tech or Cabin Crew flight or duty enquiries. Flight Documentation NOTAMS Performance related MEL Clarification in Tech Log Queries on Flight Plans Weather Data ZFW Changes. Clarification of MEL entries in Technical Log Engineer Required Technical Documentation Technical Problems. Aircraft Cleaning Air Conditioning Catering ETA Updates (Prior to Arrival) Fuel Gate Information Ground Power Unit Medical/Police/Security Assistance QAS or QR Ground Staff Assistance Passenger Steps.

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RFF

IAP

RWY

LDA (m)

Location


343 / 6


MAX

MAX

MAX

MAX

MAX

Bahrain (Note 1)

NONE

12R/30L 2222

MAX

MAX

MAX

MAX

MAX

OEDF

9


MAX

MAX

MAX

MAX

MAX

Dammam


MAX

MAX

MAX

MAX

MAX

9


MAX

MAX

MAX

MAX

MAX

Abu Dhabi


MAX

MAX

MAX

MAX

MAX


MAX

MAX

MAX

MAX

MAX


MAX

MAX/367

MAX

MAX

MAX

3760 MAX/347 MAX/349

MAX

MAX

MAX

OBBI

OMAA

OMDB

10

10

Dubai OMSJ

332 / 3 300 / 10 320 / 1

9 VOR/ILS

12/30

Sharjah Note 1:


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6.4.18 DUBAI (OMDB) - UNITED ARAB EMIRATES Name of Airport : Dubai International 6.4.18.1 Airfield Data RFF

IAP

RWY

LDA (m)


343 / 6

332 / 3

300 / 10

320 / 1

ILS / ILS 12L/30R 3600

MAX

MAX

MAX

MAX

MAX

ILS / ILS 12R/30L 3880

MAX

MAX / 367

MAX

MAX

MAX

10



Note:

180º turns on runways are not permitted for aircraft larger than A320.

Note:

In accordance with the security procedures at Dubai International Airport, transit crew members can leave and re-enter the aircraft once only.

6.4.18.3 Terrain The airport is located close to the coast on the outskirts of the city with an elevation of 34 feet. Terrain is not a significant factor although there are several man made obstructions in the area. High ground to the Northeast, East, South extending beyond 25 NM from the airport 6.4.18.4 Air Traffic Control Air Traffic Control is generally very good. Delay messages transmitted to the crew by ATC should be interpreted as follows: “No Delay expected” means •


When delay greater than 20 minutes • Note:

The controller will pass Estimate Approach Time (EAT). The term “Fuel emergency” has no status in ATC phraseology. Radio call prefixed with “MAYDAY” for distress or “PAN” for urgency will ensure priority handling. REV 08P


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Dual Runway Operations Dedicated controller assigned for each runway with same call-sign “Tower”. •

Air 1 (one) responsible for Northern RWY 12L/30R

•

Air 2 (two) responsible for Southern RWY 12R/30L

Clearance Limit Points Standard clearance limit points will be used for transfer of aircrafts and vehicular traffic. 6.4.18.5 Weather Early morning fog is a possibility at any time of year. March to May: Occasional dust storms are most likely during the period. Thunderstorms, although infrequent, may be severe. Low-level windshear may occur with calm or light surface winds. 6.4.18.6 Arrival Procedures: Caution:

Due to similar runway alignment, do not mistake Sharjah airport located 10NM Northeast of Dubai.

Minimum spacing on final approach between successive aircraft will be 5nm or minimum vortex wake separation, whichever is greater. (This will be measured from the point where the first aircraft is at 4nm from touchdown and both aircrafts have been issued a speed restriction of 160kts to 4nm final). The UAE enforces an approach ban policy which states that aircraft may not descend below 1000ft above aerodrome if relevant runway visual range is at the time less than the specified landing minima. When visibility is close to, or below, the prescribed minima, ATC shall advise current IRVR reading to aircraft when they are approx 1000ft on final approach. 6.4.18.7 Ground Maneuvering NIL 6.4.18.8 Departure Procedures: NIL

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RFF

IAP

RWY

LDA (m)

Location OMAA

9

Abu Dhabi OMAL


343 / 6

332 / 3

300 / 10 320 / 1


MAX

MAX

MAX

MAX

MAX


MAX

MAX

MAX

MAX

MAX

MAX

9 ILS/VOR

01/19

4000

MAX/366

MAX

MAX

MAX

VOR/ILS

12/30

3760 MAX/347 MAX/349

MAX

MAX

MAX

ILS/ILS

16/34

3822

MAX

MAX

MAX

Al Ain OMSJ

9

Sharjah OTBD

9 MAX

MAX

Doha

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6.4.19 FRANKFURT (EDDF) - GERMANY Name of Airport : Frankfurt - Main International 6.4.19.1 Airfield Data RFF

IAP

RWY

LDA (m)


343 / 6

332 / 3

300 / 10

320 / 1

ILS / ILS

07L/25R 4000

MAX

MAX

MAX

MAX

MAX

ILS / ILS

07R/25L 4000

MAX

MAX

MAX

MAX

MAX

10


With winds between direction 200º and 160º clockwise and speeds of 15 kts and more on Runway 18, Gust and strong windshifts up to tailwind component may occur.

6.4.19.3 Terrain The airport is located 6 NM to the Southwest of the city centre with an elevation of 364 feet. The River Main runs through the city and joins the much larger Rhein opposite the town of Mainz. There are rolling hills all around Frankfurt which do not present any particular problems as most approaches start 4000 feet. 6.4.19.4 Air Traffic Control The Air Traffic control is generally very good. Traffic density may be problem. 6.4.19.5 Weather June to September: Generally warm and sunny weather September to November: Good weather with the probability of fog increasing as the season progresses. December to March: Cold and wet. Fog occurs in high humidity and low wind conditions as in all of Northern Europe. April to May: Variable weather, although the foggy season should be well gone.

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6.4.19.6 Arrival Procedures Runway 18 is not usable for landing. Noise Abatement procedures as per the following : Leave the initial approach fix at 210 kts + 10 kts, maintain until 12 NM from touchdown. Reduce speed to 160 kts + 10 kts using an intermediate flap setting with landing gear up. Intercept glide path at not lower than 3000 feet AAL. Lower landing gear, set flaps for landing and establish final approach speed shortly before or over Outer Marker. Departures to South and Southeast, expect RWY18 with tailwinds not exceeding 10kts. Winds exceeding 10kts for RWY18 will be announced via ATIS. 6.4.19.7 Ground Maneuvering NIL 6.4.19.8 Departure Procedures Noise abatement procedures are as follows, at 1500 feet AGL : – Reduce thrust to climb thrust; – Accelerate while climbing and retract flap/slat on schedule; – Transition to normal en-route climb speed. Note:

For deicing, please contact: Frequency 135.225.

Data-link departure clearance in use, refer to Jeppesen briefing pages for detail 6.4.19.9 Destination Alternates ICAO

RFF

IAP

RWY

LDA (m)

Location EDFH

10

Cologne Bonn EDDS

772 / 3

343 / 6

332 / 3 300 / 10 320 / 1

9

Frankfurt Hahn EDDK


ILS/ILS

03/21

2745

331/329 MAX/375

NON/ILS

06/24

2459

260/257


MAX

MAX

MAX

MAX

242/303 202/200 160/158 MAX/79 MAX

MAX

MAX

MAX

MAX

MAX

MAX

10 ILS/ILS

07/25

3045

302/300 MAX/379

Stuttgart EDDL

9


MAX

MAX

MAX

MAX

MAX


MAX

MAX

MAX

MAX

MAX

9


MAX

MAX

MAX

MAX

MAX

Munich


MAX

MAX

MAX

MAX

MAX

Dusseldorf EDDM

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6.4.20 HOCHIMINH (VVTS) - VIETNAM Name of Airport : TANSONNHAT 6.4.20.1 Airfield Data RFF

IAP

RWY

LDA (m)


07L/25R 9

3048

343 / 6

332 / 3

300 / 10

320 / 1

287/283 273/337 MAX/230 170/MAX MAX/89

VOR / ILS 07R/25L 3059/3800 307/302 355/MAX

MAX

MAX

MAX

6.4.20.2 Company Restriction Taxiway W1 and W2 not permitted for A300 and A330. Parking stand 10-14 A330 not permitted. Parking stand 1-3, 24-30 A300/A330 not permitted. 6.4.20.3 General Warning, Caution and Notes Warning:

Airport is situated in the vicinity of Danger area 23 to 26 (Helicopter Training 50m (164ft) - 1000m (3280ft) and prohibited area P(4) (Ground - 3000m (9840ft).

Caution:

Taxiways width is the minimum required for A300 & A330 aircraft. Adhere strictly to the centerline marking and use extreme caution in the turns.

Caution:

PAPI reported as being unreliable.

Caution:

After heavy rains, pools of water may remain on surface.

Caution:

Runway markings in the region of touchdown zone are heavily overlaid with rubber deposits, making them difficult to identify and slippery when wet.

Note:

15NM North-East, lies the military airfield of Bienhoa, with two parallel runways in a East-West orientation.

6.4.20.4 Terrain Generally, flat terrain surrounds the airport. The airport is located 6km to the Southeast from the city center. 6.4.20.5 Air Traffic Control Radar service provided. Enroute weather deviations generally accepted. Wind speed is given in “Meters per second” (multiply by 2 to get knots) and cloud base in “meters” above AAL.

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6.4.20.6 Weather The climate is divided into two seasons, with the rainy season lasting from mid April to the end of October. Worst months are May and September. Thunderstorms activity occurs between mid-noon and early evening. Rapid changes in visibility with heavy rain and variable strong winds happen as thunderstorms drift over the airport, expect a ceiling of 200-300ft during this period. Such phenomena rarely last more than 30 minutes. November to April: Is the dry season. Haze is present in these months, but visibility seldom falls below 2000 meters. December to March: Early morning fog possible, however it is thinly layered and clears a couple of hours after sunrise. Typhoons are infrequent, and if a depression moves through it is more likely occur in September or October. The airport is equipped with surveillance radar giving an accurate picture of thunderstorm up to a range of thirty miles. This information is passed to the tower. 6.4.20.7 Additional Information a) Arrival Procedures: No STARs published. Normal landing is ILS runway 25R. Danger and Prohibited areas may affect missed approach planning. The missed approach procedures do not specify an altitude after initial “climb to altitude on runway heading”, continue climb to MSA. Note the published minimum holding altitudes. VOR approaches to all runways are offset. Ensure correct runway is selected during final approach, as the offset may leave you Left or Right of desired runway. Landing runway 07L/25R, ensure clearance is obtained before crossing runway 07R/25L.

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Minima Instrument approaches, CEILING shown in meters. The value reflects the equivalent “MD (H)” shown in feet.

Extract from Jeppesen terminal chart, 13-1 b) Departure Procedures: ATC flight plans must be filed locally, therefore to avoid any delay, check early with ATC that a valid flight plan is in the system. Call ground control 10 minutes prior to start for ATC clearance. Parking Stands •

4 to 14, expect towing to “NS” taxiway, then taxiing for departure;

•

15 to 22, expect towing to “E6”, then taxiing for departure.

Due to numerous danger and prohibited areas, ensure compliance with DME and radial for turning points.

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•

Metric Flight Level (FL) and Feet (ft) Conversion above Transition Altitude TRUE TRACK

Note: •

WEST

EAST

180 - 359º

0 - 179º

Meter

Feet

Meter

Feet

13200

43300

12600

41300

12000

39400

11400

37400

10800

35400

10200

33500

9600

31500

9000

29500

8400

27600

8100

26600

7800

25600

7500

24600

7200

23600

6900

22600

6600

21700

6300

20700

6000

19700

5700

18700

5400

17700

5100

16700

4800

15700

4500

14800

4200

13800

3900

12800

3600

11800

3300

10800

3000

9800

2700

8900



Note:

Meter

Feet

3300

10800

3000

9800

2700

8900

2400

7900

2100

6900

1800

5900

1500

4900

1200

3900

900

3000

600

2000

550

1800

Feet values are rounded to nearest 100 for the purpose of FCU altitude setting. REV 08P


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RFF

IAP

RWY

LDA (m)

Location VTBD

9

ILS/ILS


343 / 6

332 / 3

300 / 10

320 / 1

312/309

MAX

MAX

MAX

MAX

03L/21R 3700

Bangkok - Don Mueang

VOR/ILS 03R/21L 3150

VTBS

ILS/ILS

01L/19R 3700

MAX

MAX

MAX

MAX

MAX

ILS/ILS

01R/19L 4000

MAX

MAX

MAX

MAX

MAX

MAX/363

MAX

MAX

MAX

297

207/203

MAX

MAX

10

Bangkok Suvarnabhumi Int’l VTBU

8 ILS/VOR

18/36

3505 336/332

Rayoung VVDN

8

NON/ILS 07L/35R 3048 305/302

Danang Danang NON/VOR 07R/35L 3059 211/206 XXX/MAX 139/137 117/XXX Int’l

66/64

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6.4.21 ISLAMABAD (OPRN) - PAKISTAN Name of Airport : Benazir Bhuto International Airport 6.4.21.1 Airfield Data RFF

9

IAP

CIR / ILS

RWY

12/30

LDA (m)

2743


343 / 6

332 / 3

300 / 10

320 / 1

263/259

265/328

219/216

167/MAX

MAX



Caution:

Danger and restricted areas surround the airport.

Caution:

Runway 30 – Dumbell located at displaced threshold, closed to medium and heavy aircraft.

Caution:

Runway 12/30, use minimum power while turning on dumbell(s).

Note:

Delays can occur due to aircraft back-tracking on the runway and the single taxiway to and from the parking area for wide bodies (Taxiway Alpha)

6.4.21.3 Terrain The airport is located Southeast of the city of Islamabad and Northeast of the city of Rawalpindi. It is used jointly by military and civil aviation. The airport has an elevation of 1668 feet. 6.4.21.4 Air Traffic Control The standard of ATC is average. Use standard Phraseology. Islamabad Primary radar has a range of 100 NM (200 NM Secondary). 6.4.21.5 Weather December to February: Fog conditions can occur but usually cleared by 11 AM Local time. The minimum winter temperature is -2º C with frost but no reported ice. July to September: These are hot Summer months with temperatures upto 40ºC with frequent thunderstorms and rain.

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6.4.21.6 Arrival Procedure Warning:

The Tower Controller does not have full visual coverage of the Runway (especially Runway 12 threshold) or the Start-up Ramp.

Warning:

Do not mistake small airfield with Runway alignment 14/32 at approximately 4 NM South West of airport.

Caution:

Roads / Islamabad highway running in similar alignment to the runway have brighter lights than the runway itself and can be mistaken in poor visibility.

Caution:

Pilots are to exercise extreme caution during wet runway conditions. After heavy rain, mud oozes through joints and onto the runway surface. This condition, combined with a downhill slope on the second half of Runway 30 and excessive rubber deposits, can cause serious stopping problems.

Caution:

Civilian aircraft are to taxi over arrestor cables with caution.

Note:

The parking area available for heavy jets is filled very quickly if Lahore is fogged in, be prepared to divert due to lack of parking space.

The prohibited area is located approximately 5 NM Southwest of the field is a nuclear test zone. No Radar vectors will be given in this area; for this reason expect a 9 NM final for Runway 30. 6.4.21.7 Ground Maneuvering B777 / A346 - Taxiway B not authorized. 6.4.21.8 Departure Procedure Caution:

The first 335 m of Runway 12 (before the turning pad) can not be used for Take-off because of low pavement strength. This has been considered in Performance Chart.

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RFF

IAP

RWY

LDA (m)

Location OPKC

9

Karachi (Note1)

OPLA

9

Lahore OPNH


343 / 6

332 / 3 300 / 10 320 / 1

NON/ILS 07L/25R 3200 273/270 MAX/341 228/226

MAX

MAX

NON/ILS 07R/25L 3400

MAX

MAX

MAX

MAX

VOR/VOR 18R/36L 2743 278/276 245/316 VOR/ILS 18L/36R 3360

MAX

MAX

MAX

205/204 160/163

MAX

MAX

MAX

MAX

8

Nawabshah

VOR/VOR

02/20

2743 269/264 XXX/328

MAX

MAX

MAX

VOR/VOR

17/35

2743

223

223

223

MAX

MAX

VOR/ILS

09/27

2661

MAX

MAX

MAX

MAX

MAX

ILS/ILS

10/28

3810

MAX

MAX

MAX

MAX

MAX

ILS/ILS

11/29

2820

MAX

MAX

MAX

MAX

MAX

(Note2)

OPPS

9

Peshawar (Note3)

VIDP

9

Delhi

Note 1:

Company preferred alternate during winter season due to congested apron in Lahore.

Note 2:


Note 3:

B777 / A346 - Only Taxiway A authorized for taxi-in/out from Apron.

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6.4.22 ISTANBUL (LTBA) - TURKEY Name of Airport : Ataturk International 6.4.22.1 Airfield Data RFF

10

IAP

RWY

LDA (m)


343 / 6

332 / 3

300 / 10

320 / 1

CIR / ILS

18R/36L 3000

MAX

MAX

MAX

MAX

MAX

ILS / ILS

18L/36R 3000

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

06/24

2300


Birds and stray dogs in vicinity of airport.

6.4.22.3 Terrain The airport is located 13 NM West of the city on the Northern edge of the Marmar Sea with an elevation of 163 feet. Terrain is not a significant consideration within the immediate vicinity although there is high ground outside 10 NM to the East. Approaches to Runway 36 or 06 are over water. 6.4.22.4 Air Traffic Control The standard of ATC and English is variable. 6.4.22.5 Weather December to May: The area can be subject to heavy snowfall. June to October: Thunderstorms are generally confined to these months. November to January: These are the months with the highest incidence of poor visibility and low cloud with ceilings below 600 feet and visibility below 500 metres. Winter: Fog is normally restricted to advection fog formed over the sea it is often blown inland over the airport. Mean surface wind is north to northwest at 10 to 15 knots.

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Taxiway and apron centreline marking is poor, especially in adverse weather or at night. Apron and taxiways are reported very slippery when wet, and numerous minor deficiencies to inadequate stand guidance, marshalling and pushback.

6.4.22.7 Ground Maneuvering B777/A346 - Taxiways Z, Z1 and Z2 not authorized. 6.4.22.8 Departure Procedure NIL 6.4.22.9 Destination Alternates

ICAO

RFF

IAP

RWY

LDA (m)

Location LTAC

9

Ankara (Note 1) LTAI

9


343 / 6

ILS/ILS

03L/21R 3400 336/333 MAX/370

ILS/ILS

03R/21L 3750

MAX

VOR/ILS

18C/36C 3400

VOR/ILS

332 / 3 300 / 10 320 / 1 MAX

MAX

MAX

MAX/375

MAX

MAX

MAX

MAX

MAX/XXX

MAX

MAX

MAX

18L/36R 3400

MAX

MAX

MAX

MAX

MAX

VOR/ILS

18R/36L 3400

MAX

ILS/ILS

16L/34R 3240

MAX

MAX

MAX

MAX

MAX


MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

Antalya (Note 2) LTBJ

9

Izmir (Note 3) LTFJ

162/198 143/142 120/122 68/66

9

Istanbul Sabi

ILS / ILS

06/24

3000

Note 1 :

B777 / A346 - Apron 4 and 5 authorized and appropriate parking stands: 101, 102, 107, 116 and 118 - 120.

Note 2 :

B777 / A346 - Taxiways H1 and K not authorized and appropriate parking stands: Apron 1 - stands 1,16 and 17. Apron 2 and 3 - stands 57 - 59; 62 - 65; 68 -72.

Note 3 :

B777 / A346 - appropriate parking stands: Apron 1 - stands 1 to 6; Apron 2 stands 24 to 26.

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6.4.23 JAKARTA (WIII) - INDONESIA Name of Airport : Soekarno-Hatta International 6.4.23.1 Airfield Data RFF

IAP

RWY

LDA (m)


343 / 6

332 / 3

300 / 10

320 / 1

ILS / ILS

07L/25R 3600 MAX/347

MAX

MAX

MAX

MAX

ILS / ILS

07R/25L 3660 MAX/347

MAX

MAX

MAX

MAX

9



Caution:

Exercise caution, while take-off and landing Runway 25 and Runway 07 due to kites.

6.4.23.3 Terrain The airfield is situated 10 NM South of the East / West coastline. Jakarta (Halim) airport is 20 NM South although it is rarely visible as the summits are usually obscured by cloud.The airport has an elevation of 34 feet. The area is subject to volcanic activity. 6.4.23.4 Air Traffic Control The standard of ATC and English can be poor. Use standard phraseology. Refer to Area chart for speed restrictions. 6.4.23.5 Weather May to October: This is the dry season and the area is affected by the Southeast Trade Winds. November to April: The Northwest Monsoon with typical tropical monsoon weather. Periods of prolonged low visibility are unlikely as bad weather is generally associated with thunderstorms activity and should normally last less than one hour. Rain activity tends to position more closely to the shoreline of the harbour and should pass quickly.

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6.4.23.6 Additional Information a) Arrival Procedures: Monsoon weather can cause strong crosswinds. The location of two hangers at the approach end of Runway 07R may result in strong turbulence on short finals if landing on Runway 07R. A wind sock located between the taxiway and runway near the threshold can give the best indication of the wind activity when landing in this direction. Caution:

False localiser capture can occur on Runway 25R.

Note:

Keep a good lookout for other arriving traffic. Domestic traffic tends to receive priority handling by ATC and it is not uncommon to have these flights placed in front of non-national traffic resulting in excessive radar vectoring off course to the southeast. Flights crews should be keenly aware of their sequential position during vectoring and may have to remind ATC of assigned headings.

Note:

A bright light situated near to the end of Runway 25R. The light is visible when on short final to this runway, and appears to be an incorrectly shielded centre-line light.

b) Departure Procedures: The MSA for all SIDs is based on VOR “DKI”. “DKI” is located 25nm Northeast of the airport, which means that all departure from runway 25L/R, routing westbound will fall outside the “DKI” coverage. The “GL” LOM, (MSA runway 07L is based on this navigation aid), can be used as “MSA” for departing runway 25L/R.

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RFF

IAP

RWY

LDA (m)

Location WIHH


343 / 6

MAX

MAX

332 / 3 300 / 10 320 / 1

9

Jakarta Halim WIDD

VOR/ILS

06/24

2800

MAX

MAX

MAX

ILS/VOR

04/22

4025 MAX/347 MAX/369

MAX

MAX

MAX

ILS/VOR

16/34

3354

NOT

MAX/224

MAX

MAX

9

Batam WMKJ

8 NOT

Johor Bahru WMKK

9

Kuala Lumpur WARR

ILS/ILS

14R/32L 4000 327/325

MAX

MAX

MAX

MAX

ILS/ILS

14L/32R 4019 MAX/345

MAX

MAX

MAX

MAX

8 ILS/VOR

10 / 28

3000 292/289

251/316 218/215

MAX

MAX

CIR/ILS

08/26

2500 319/316

273/337 224/222

MAX

MAX

Surabaya WARQ

8

Solo WSSS

10


MAX

MAX

MAX

MAX

MAX

Singapore Changi


MAX

MAX

MAX

MAX

MAX

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6.4.24 JEDDAH (OEJN) - SAUDIA ARABIA Name of Airport : King Abdul Aziz International 6.4.24.1 Airfield Data RFF

9

IAP

RWY

LDA (m)


343 / 6

332 / 3

300 / 10

320 / 1

ILS / ILS 16C/34C 3303

MAX

MAX

MAX

MAX

MAX

ILS / ILS

16L/34R 3690

MAX

MAX

MAX

MAX

MAX

ILS / ILS

16R/34L 3803

MAX

MAX

MAX

MAX

MAX



Note:

Terrorist threats are to be taken seriously.

Note:

Apron 6 - stands A1, A2 & A4 not authorised for A330.

6.4.24.3 Terrain The airfield is situated 2 NM inland to the North of the city of Jeddah with an elevation of 48 feet. The airfield has three wide spaced parallel runways. The Easterly runway is usually reserved for military traffic. Simultaneous arrivals and departures take place. 6.4.24.4 Air Traffic Control The standard of ATC and English can be poor. 6.4.24.5 Weather The climate is extremely dry and arid throughout the year, with unreliable rainfall. There is little rainfalls between November to December to April or May. Temperatures from May to September are extremely high and although inland the humidity is quite low on the coast it can become high adding to the discomfort. Temperatures in winter are generally mild and warm but inland and in higher areas these can fall low enough for frost and snow to occur. Winter nights in the desert can be particularly cold. Prevailing wind Northerly. Early morning fog in Spring. Dust storms occur throughout the Summer. REV 08P


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6.4.24.6 Arrival Procedures : Note:

The Saudi Authorities have requested that passengers must be informed of the Ihram timing 30 minutes before passing Migat (Ihram Zone) and to repeat the same announcement 5 minutes prior passing Migat.

If tailwind component is less or equal to 6 kts, the preferred runway for arrival is 34C. Caution:

When taxiing be aware of uncontrolled vehicle traffic crossing some taxiways.

There is a dedicated terminal for Haj flights. However during the Haj Pilgrimage Season, the timing of which is variable, the number of flights and particularly East West flights entering Saudi airspace from North and Central Africa increases dramatically and with it the risk of ATC incidents. 6.4.24.7 Ground Maneuvering NIL 6.4.24.8 Departure Procedures : If tailwind component is less or equal to 6 kts, the preferred runway for departure is 34L. Pilgrimage to Mecca : Many passengers to Jeddah are pilgrims bound for Mecca. •

Umrah : Umrah is the name given to the act of going on the pilgrimage to the holy city of Mecca at times other than Haj period. Pilgrims unable to attend the Haj will endeavor to attend Umrah.

•

Haj : Haj is the name given to the act of going pilgrimage during the period laid down by the Saudi authorities and ending at Eid-Al-Adha.

•

Haj Operations : Haj Operation is the form of Charter flights in addition to schedule services will be undertaken during the Haj period. These flights present a significant security problem to the Saudi Arabia government who normally maintain a tight control over immigration. The regulations for the transport of Haj passengers are strict and infringements will result in heavy fines for the Operator concerned with ticketing, documentation and control of passenger movement on the ground. However, the following points require the attention of crews on both Haj operations and normal flights carrying pilgrims undertaking Umrah. These are as follows: REV 08P


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Al Megat :

•

This is the time when the pilgrims would be appropriately dressed. It may be taken as a distance 80 NM from Jeddah or refer to the Jeppesen/Jeddah arrival, so a PA announcement should be made shortly after take-off or early in the flight informing the pilgrims of the estimated time at AL-MEGAT. A personnel announcement call must be made at AL-MEGAT in order to indicate when to start praying. Scheduled services during Haj :

•

The PA announcements allowing time for pilgrims to prepare for Al-Megat and the actual position report will be made as in the previous paragraph. In addition Haj passenger will remain on board until the other passengers have disembarked. Cabin Staff have been instructed to make a PA announcement to this effect. Normal Operations :

•

Normal operations to Jeddah will frequently carry pilgrims undertaking Umrah and these pilgrims should be shown due courtesy and consideration. The PA announcements allowing time for preparation and the actual position of Al-Megat will be made as described in the paragraph titled Al-Megat. 6.4.24.9 Destination Alternates ICAO

RFF

IAP

RWY

LDA (m)

Location OEDF


343 / 6

332 / 3 300 / 10 320 / 1

9

ILS / ILS 16L/34R 4000

MAX

MAX

MAX

MAX

MAX

Dammam

ILS / ILS 16R/34L 4000

MAX

MAX

MAX

MAX

MAX

ILS/ILS

17/35

3300

MAX

MAX/356

MAX

MAX

MAX

VOR/ILS

18/36

3050

MAX

MAX/356

MAX

MAX

MAX

ILS/ILS

15L/33R 4205

MAX

MAX

MAX

MAX

MAX

ILS/ILS

15R/33L 4205

MAX

MAX

MAX

MAX

MAX

OEMA

9

Madinah OERK

9

Riyadh King Khalid (Note)

OETF Taif Note:

9

VOR/VOR

07/25

3735 190/198 NOT/210 231/229

MAX

MAX

VOR/ILS

17/35

3350 231/228 201/260 231/229

MAX

MAX

Company preferred alternate during Haj season.

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6.4.25 JOHANNESBURG (FAJS) - SOUTH AFRICA Name of Airport : O. R. Tambo International 6.4.25.1 Airfield Data RFF

IAP

RWY

LDA (m)


343 / 6

332 / 3

300 / 10

320 / 1

ILS / VOR

03L/21R 4418

MAX

MAX

MAX

MAX

MAX

ILS / ILS

03R/21L 3400

324/321

254/316

220 / 217

MAX

MAX

9


Birds in vicinity of airport

6.4.25.3 Terrain The Jan Smuts International Airport lies 10 NM East to Northeast of the City of Johannesburg and 20 NM South of Pretoria – the Administrative capital of South Africa. The Airport is situated near the center of the Transvaal and lies on the vast interior plateau covering much of South Africa with an elevation of 5558 feet. The surrounding area consists of hilly country sloping gradually from Southwest to Northeast. 6.4.25.4 Air Traffic Control Air Traffic Control is generally very good, but their control is limited to 11 miles North of the field due to military controlled airspace. 6.4.25.5 Weather Summer (November to March): Mostly good weather, however this is the rainy season which normally comes in the form of afternoon thunderstorms which at times can be heavy enough to preclude landings or departures. Caution, low level windshear during thunderstorm activity with rapidly changing winds with the passage of the storm. Maximum average temperatures range around 26 degrees and winds tend to be Northwesterly. Autumn (April to May): Mostly fine dry weather with temperatures dropping at night and early morning. Average maximum temperatures are around 20 degrees. Winter (June to August): Dry weather with cold clear nights and mild sunny days dominate this period. Occasional cold front activity can bring cloudy and sometimes very cold weather to this region, normally with no or little precipitation. Fog can sometimes be expected during August and September in the early mornings but burns off rapidly after sunrise. Average maximum temperatures are around 16 degree and winds are mostly southerly. Spring (September to October): Fine but sometimes unsettled weather with possibility of early season thunderstorms. Average maximum temperatures are around 23 degrees. REV 08P


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In strong Northwest wind conditions windshear can be expected on approach to Runway 03L/03R.

Note, on arrival for Runway 03R : – Northwesterly winds on ground often result in quartering tailwind on approach. – Rising terrain prior to threshold may produce undershoot then overshoot shear on short final. – Runway has pronounced hump resulting in potential optical illusion for landing flare. – Radar vectors from STAR often result in minimum track distance, which may result in high and fast profile. b) Departure Procedures: NIL

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RFF

IAP

RWY LDA (m)

Location FABL

7

Bloemfontein FACT

VOR/VOR 02/20 2559


343 / 6

332 / 3 300 / 10 320 / 1

XXX

XXX

197/N

167

MAX/90

XXX

XXX

167/N

140

MAX/74

NONE

12/30 2195

ILS/ILS

01/19 3201 319/314 MAX/351

MAX

MAX

MAX

ILS/ILS

06/24 2440 319/317

249/311

217/N

MAX

MAX

9

Cape Town FADN Durban

7 (Note)

FVHA

9 ILS/VOR

05/23 4725

XXX

299

211/209

MAX

MAX

NON/ILS

08/26 4575

XXX

XXX

MAX

MAX

MAX

Harare FYWH

9

Windhoek Note:

Airport may be used as Destination Alternate for A333, B772/3 and A346 between 0401 to 1959 UTC. During this period RFF will be upgraded to CAT 8. Max Pavement Weight A333 = 215 ton.

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6.4.26 KARACHI (OPKC) - PAKISTAN Name of Airport : Jinnah International 6.4.26.1 Airfield Data RFF

IAP

RWY

LDA (m)


NON / ILS

07L/25R 3200

NON / ILS

07R/25L 3400

343 / 6

273/270 MAX/341

332 / 3

300 / 10

320 / 1

228/226

MAX

MAX

MAX

MAX

MAX

9 MAX

MAX



Note:

Aircraft arresting barrier net assembly installed 100 m before Threshold Runway 25R.

6.4.26.3 Terrain The airport is located 9 NM East of Karachi on the outskirts of the city with an elevation of 100 feet. A military airfield is located 3 NM to the Southwest and the Pakistan Oil Refinery 4 NM to the South. 6.4.26.4 Air Traffic Control The standard of ATC is average. Use standard Phraseology. 6.4.26.5 Weather October to February: The area is subject to rapid fog formation. The dissipation of fog from the airport takes longer than from the surrounding area. Summer: Orographic storms may be a problem due to intense heating, visibility is often less than 6000 m. Winds are usually light.

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Do not mistake Runway 08 of Shara-e-Faisal Airbase about 3 NM Southwest for Runway 07L.

Karachi has two parallel runways which show up light against the background, whereas Shara-e-Faisal has only one runway which shows black against the background. b) Departure Procedures: NIL 6.4.26.7 Destination Alternates ICAO Code

RFF

IAP

RWY

LDA (m)

Location OOMS


343 / 6

332 / 3

300 / 10 320 / 1

3165

MAX

MAX/366

MAX

MAX

MAX

ILS/ILS

18L/36R 3360

MAX

MAX

MAX

MAX

MAX

ILS/ILS

18R/36L 2743 278/276 245/316

9 ILS/ILS

08/26

Muscat OPLA

9

Lahore OPNH

205/204 160/163

MAX

8

Nawabshah

VOR/VOR

02/20

2743 269/264 XXX/328

VOR/ILS

05/23

3505 333/331 MAX/349 231/229

ILS/ILS

09/27

2963

MAX

MAX

ILS/VOR

14/32

2517

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

(Note)

VAAH

9

Ahmedabad VABB

9

Mumbai Note:


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6.4.27 KATUNAYAKE (VCBI) - SRI LANKA Name of Airport : Bandaranaike International 6.4.27.1 Airfield Data RFF

9

IAP

ILS / ILS

RWY

04/22

LDA (m)

3350


343 / 6

332 / 3

300 / 10

320 / 1

MAX

MAX

MAX

MAX

MAX



Caution:

There have been violent Anti Government protest. In view of this threat, security measures have been taken to maintain the safety of the Aircraft and PAX. All crew should exercise caution whilst in Colombo.

6.4.27.3 Terrain The airfield is located on the coast of 12 NM North of Colombo Harbour and 22 NM North of the city of Colombo with an elevation of 29 feet. It is almost on the coast with a large lagoon on its seaward side. The land is flat in the vicinity of the airfield but starts to rise 15 NM East, slowly at first, but at 40 NM more rapidly to form a mountain range with peaks to nearly 8300 feet. AMSL. The airfield is surrounded by trees up to 80 feet AGL. 6.4.27.4 Air Traffic Control The standard of ATC is average. Use standard phraseology. 6.4.27.5 Weather The temperature varies little throughout the year staying mainly between 24°C and 30°C. Poor flying conditions come mainly from thunderstorms and heavy rain. December to Mid April: Occasional fog at dawn, soon clearing. Overcast by mid afternoon, clearing early evening. Mid April to June: Heavy cloud develops before dawn lasting all day with heavy rain and frequent thunderstorms. June to September: Generally fine with broken Cu. Very occasional squalls with heavy rain only lasting a short time. October to November: Rain squalls more frequent and more persistent. Thunderstorms, especially in the evening.

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Apart from high terrain to Northeast and East of the airfield, there are a number of small hills within 20 NM Northeast of airfield.

b) Departure Procedures: Note:

All Flight deck crew members operating out of Colombo should report to Dispatch at the airport terminal in Colombo to obtain flight documentation before proceeding to the boarding gate.


RFF

IAP

RWY LDA (m)

Location VOBL


343 / 6

332 / 3

300 / 10

320 / 1

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

9 ILS/ILS

09/27 4000

Bangalore VOCI

8* VOR/ILS 09/27 3400 340/336 MAX/367

Cochin Note :


VOMM

9 ILS/ILS

07/25 3658

MAX

MAX

Chennai VOTV

8

Thiruvananthapuram

VOR/ILS 14/32 2992 310/307 263/333 226/223

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6.4.28 KUALA LUMPUR (WMKK) - MALAYSIA Name of Airport : Kuala Lumpur International - Sepang 6.4.28.1 Airfield Data RFF

IAP

RWY

LDA (m)


343 / 6

332 / 3

300 / 10

320 / 1

ILS / ILS

14R/32L 4000

327/325

MAX

MAX

MAX

MAX

ILS / ILS

14L/32R 4019 MAX/345

MAX

MAX

MAX

MAX

9

6.4.28.2 Curfew/Slot Restrictions NIL 6.4.28.3 General Warning, Caution and Notes Caution:


Caution:

Be aware that the new airfield is located 25 NM Southeast of the old airport (Subang - WMSA).

6.4.28.4 Terrain The airport is located 45 kilometres Southeast of the city with an elevation of 70 feet. A range of mountains runs from Northwest to Southeast, located on the Northern side of the airfield and parallel to runway. The airport is surrounded by swamps to the South and bush land to the North. The Royal Malaysian Airforce Aerodrome at Simpang is located 20 NM to the North of the airfield. ATC approach and area control share a joint civil/military facility at the old airport. 6.4.28.5 Air Traffic Control Air Traffic Control is generally very good. 6.4.28.6 Weather The ITCZ crosses the area towards the North from March to May and recrosses it towards the South from October to November. As a consequence, the rains are heavier during those periods. During the Southwest monsoon from June to September, the Malacca straits are noted for strong squalls with violent storms and rain.

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6.4.28.7 Arrival Procedures Note:

A succeeding aircraft may be cleared to land before the preceeding landing or take-off aircraft has cleared the runway.

6.4.28.8 Ground Maneuvering ATC will not issue taxi routes. Pilots are to be familiar witht he taxi routes to allocated parking bay. Note:

Some parking stands are upslope. Apply adequate ground speed to enable proper entry into such upslope parking stands

6.4.28.9 Departure Procedures: All departing aircrafts issued with SIDs. However it may be cancelled for traffic management reasons. In such a case, Standard Radar Departure(SRD) will be issued. When the aircraft is ready , Lumpur Tower will issue a heading together with the “take-off” clearance. No initial climb altitude or the departure frequency during take-off clearance will be issued by Lumpur Tower. – Climb to initial altitude of 6000ft. – Contact “Lumpur Approach” before passing 2000ft on the following frequencies – 124.20 mhz if departing from RWY 32R/32L or 119.45mhz if departing from runway 14R/14L. – on the first contact with Approach after airborne, advise the SID identifier or assigned heading, the last level vacated to the nearest 100ft and the assigned altitude. 6.4.28.10 Destination Alternates ICAO

RFF

IAP

RWY

LDA (m)

Location WIDD

9


343 / 6

332 / 3

300 / 10 320 / 1

ILS / VOR

04/22

4025 MAX/347

XXX

MAX

MAX

MAX

ILS / VOR

16/34

3354 336/332

338

MAX / 224

MAX

MAX

ILS / VOR

04/22

3354

MAX

XXX

MAX

MAX

MAX

10

ILS / ILS 02L/20R 3260

MAX

MAX

MAX

MAX

MAX

Singapore Changi

ILS / ILS 02C/20C 4000

MAX

MAX

MAX

MAX

MAX

Batam WMKJ

8

Johor Bahru WMKP

9

Penang WSSS

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6.4.29 KUWAIT (OKBK) Name of Airport : Kuwait International 6.4.29.1 Airfield Data RFF

IAP

RWY

LDA (m)


ILS / ILS

15R/33L 3400

ILS / ILS

15L/33R 3500

343 / 6

300/297 MAX/353

332 / 3

300 / 10

320 / 1

MAX

MAX

MAX

227/223

MAX

MAX/88

9 MAX

MAX/375

6.4.29.2 General Warning, Caution and Notes NIL 6.4.29.3 Terrain The airport is located 8 NM South of Kuwait city with an elevation of 206 feet. The most significant obstacle is a communications tower North of the airfield at 10 NM. The height of the tower is 1351 feet. The MSA is 3000 feet in all sectors to 25 NM. 6.4.29.4 Air Traffic Control Air Traffic Control is generally very good. 6.4.29.5 Weather Kuwait is a desert country with little annual rainfall. Most rain falls between November to March but there are few rainy days. Temperatures in winter are mild, summers consistently hot and only on the coast the temperature is little lower although the humidity here is higher. The temperature in summer is the biggest factor. On occasions the temperature may exceed 50ºC. Sand storms are possible and may reduce visibility, and in the winter early morning mist is likely due to the proximity of the sea. Turbulence on final approach is common. During the winter months troughs bring some rain with occasional reduced ceiling; embedded Cu/CB a possibility. Early morning fog occurs during winter. Dust storms occur mainly in summer. Prevailing wind N'ly.

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6.4.29.6 Arrival Procedures : Caution:

Parallel highway lighted by night 0.2 NM East of Runway centreline may be mistaken for Runway.

6.4.29.7 Ground Maneuvering: NIL 6.4.29.8 Departure Procedures: Note:

Advise ATC upon start up if final level differs to Original Flight Plan.


RFF

IAP

Runway LDA (m)

Location


343 / 6


MAX

MAX

MAX

MAX

MAX

NONE

12R/30L 2222

MAX

MAX

MAX

MAX

MAX

9


MAX

MAX

MAX

MAX

MAX

Dammam


MAX

MAX

MAX

MAX

MAX


MAX

MAX

MAX

MAX

MAX


MAX

MAX

MAX

MAX

MAX

ILS/ILS

MAX

MAX

MAX

MAX

MAX

OBBI

10

Bahrain OEDF

OERK

9

Riyadh King Khalid OTBD

332 / 3 300 / 10

320 / 1

9 16/34

3822

Doha

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6.4.30 LAHORE (OPLA) - PAKISTAN Name of Airport : Allama Iqbal International 6.4.30.1 Airfield Data RFF

IAP

RWY

LDA (m)

VOR / VOR 18R/36L 2743


343 / 6

332 / 3

300 / 10

320 / 1

278/276

245/316

205/204

160/163

MAX

MAX

MAX

MAX

MAX

MAX

9 VOR / ILS

18L/36R 3360

6.4.30.2 General Warning, Caution and Notes Warning:

The Pakistani/Indian border is located within 10 NM to the East of the airfield. Pilots should avoid manoeuvring in this area.

Caution:


6.4.30.3 Terrain The airport is located South East of the city of Lahore with an elevation of 712 feet. It is a non-active military airbase, now controlled by the Pakistani CAA. 6.4.30.4 Air Traffic Control The standard of ATC is average. Use standard Phraseology. 6.4.30.5 Weather December to February: Fog conditions can occur but usually cleared by 11:00 AM local. July to September: Monsoon season, moving from the East, with rain and thunderstorms. Meteorological forecast are reliable.

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6.4.30.6 Additional Information a) Arrival Procedures: Warning:

The tower control does not have full visual coverage of the runway (especially Runway 18L threshold).

Walton Aerodrome is in close proximity, local training flights by light aircraft and gliders during the day. All A/C arriving at Lahore to maintain 2500 feet (QNH) until cleared for further descent by ATC. Note:

The Pakistani/Indian border is very well lit at night.


RFF

IAP

RWY

LDA (m)

Location OPKC

9

Karachi (Note) OPPS


343 / 6

332 / 3

300 / 10 320 / 1

NON/ILS 07L/25R 3200 273/270 MAX/341 228/226

MAX

MAX

NON/ILS 07R/25L 3400

MAX

MAX

MAX

MAX

MAX

VOR/VOR

17/35

2743

223

223

223

MAX

MAX

CIR/ILS

12/30

2743 263/259 265/328 219/216 167/MAX

MAX

VOR/ILS

09/27

2661

MAX

MAX

MAX

MAX

MAX

ILS/ILS

10/28

3810

MAX

MAX

MAX

MAX

MAX

ILS/ILS

11/29

2820

MAX

MAX

MAX

MAX

MAX

9

Peshawar (Note1)

OPRN

9

Islamabad (Note2)

VIDP

9

Delhi

Note:

Company preferred alternate during winter season.

Note 1:


Note 2:


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6.4.31 LAPU-LAPU (RPVM) - PHILIPPINES Name of Airport : Mactan Cebu International 6.4.31.1 Airfield Data RFF

9

IAP

ILS / ILS

RWY

04/22

LDA (m)

3330


343 / 6

332 / 3

MAX

MAX

MAX

300 / 10 320 / 1 MAX

MAX

6.4.31.2 General Warning, Caution and Notes NIL 6.4.31.3 Terrain Lapu-Lapu is a joint Civil and Military airport with large number of military traffic. The airport lies close to the shore on the small island of Mactan with an elevation of 31 feet. The larger Island of Cebu is across the road bridge linking the two. On the island of lapu-lapu the terrain rises sharply to 4300 feet (MSA) within 15 NM of the airport. 6.4.31.4 Air Traffic Control Air Traffic control is good, english is widely spoken. The airport has busy periods with large aircraft. All the arrival procedures are flown over the sea. Aircraft delayed by more than 30mins, the flight plan must be modified to show revised EOBT. 6.4.31.5 Weather The Climate is typically tropical all year with relative high humidity and abundant rainfall. There are three pronounced seasons, rainy from June to October, cool to dry from November to February and hot and dry from March to May. The coolest month is January, the hottest month is April to May. The proximity of the sea and inland wet areas cause mist and fog, especially during the monsoon season. Large TS build orographically and may sit over the hills in close proximity to the airport.

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6.4.31.6 Arrival Procedure NIL 6.4.31.7 Ground Maneuvering B777 / A346 - Parking bays 2, 3, 4 & 5. 6.4.31.8 Departure Procedure NIL 6.4.31.9 Destination Alternates ICAO

RFF

IAP

RWY

LDA (m)

Location RPLC

9

Angeles City RPLL


343 / 6

ILS/NONE 02L/20R 3200 297/295 MAX/342 ILS/ILS

02R/20L 3200 315/312

332 / 3 300 / 10 320 / 1 MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

9 ILS/ILS

06/24

3410

MAX

ILS/ILS

05/23

3000 333/330

Manila RPMD

9

Davao

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6.4.32 LONDON - GATWICK (EGKK) - UNITED KINGDOM Name of Airport : London Gatwick International 6.4.32.1 Airfield Data RFF

IAP

NONE 9 ILS / ILS

RWY

LDA (m)


343 / 6

332 / 3

300 / 10

320 / 1

345/ 341

MAX

MAX

MAX

MAX

08R/26L 2766 MAX / 345

MAX

MAX

MAX

MAX

08L/26R 2148

D-ATIS

DCL

TWIP

Yes

Yes

Not Available


For A340-600 restricted areas on the apron refer to Jeppesen Charts and/or Company Documentation.

Note:

Runway 08L/26R is a non-instrument runway and will only be used when Runway 08R/26L is temporarily non-operational. A change from one parallel runway to the other will result in airfield closure for 15 minutes. During any runway change PAPI indications are advisory for around 15 minutes following the change and should be used with caution.

6.4.32.3 Terrain The airfield is located to the South of London and is surrounded by several noise sensitive communities with an elevation of 196 feet. Terrain is not a significant consideration however there is an East/West ridge line just to the North which includes the highest natural feature in Southern England. Note:

London Heathrow is located approximately 23 NM Northwest.

6.4.32.4 Air Traffic Control Air traffic control is very good. Delay messages transmitted to the crew by ATC should be interpreted as follows: “No Delay expected” means •



The controller will pass Estimate Approach Time (EAT). The term “Fuel emergency” has no status in ATC phraseology. Radio call prefixed with “MAYDAY” for distress or “PAN” for urgency will ensure priority handling.

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6.4.32.5 Weather The airfield was constructed in a river basin and can suffer from morning fog from autumn through to the beginning of spring. Snow is an infrequent event during winter although when it does occur traffic flow rates reduce substantially due to inadequate ground facilities. 6.4.32.6 Arrival Procedures The landing runway will normally be either 26L or 08R. The parallel runways cannot be used simultaneously due to close spacing. Warning:

Taxiway J might be mistaken when Runway 08L/26R has been in use at night with almost catastrophic consequences. If this runway is in use the adjacent parallel runway will not have any runways lights ON.

6.4.32.7 Ground Maneuvering Nil 6.4.32.8 Departure Procedures Pre-departure clearance - on receipt of clearance, crew is reminded to acknowledge the clearance within 10 minutes. Crew must ensure they use the filed flight plan number when using data-link communication, i.e. QTR076G. For take-off from Runway 08L or 26R do not commence the take-off run before the Start of Roll sign. SIDs : All aircraft are expected to maintain 250kts below FL 100. Pilots are requested not to ask the controller for the removal of the departure speed restriction unless there are overriding safety reasons or the aircraft configuration requires it. Caution:

•

Radar tracking and noise monitoring is in progress. All departure tracks must be adhered to. The Noise preferential routing NPR prescribe the horizontal flight path only. The procedure below will govern the vertical flight path for NPR routings.

FMGC set-up for SID’s with more than 30 degrees initial turn : A pre-selected speed of 185 kts shall be inserted in FMGC Performance Climb Page. Thrust Reduction Altitude shall be 1000 feet AAL. All Engine Acceleration Altitude shall be as per the LPC (not 3000 AGL). Operational : At acceleration altitude and passing F speed retract the Flaps to CONF1 and fly the pre-selected speed (185 kts). This configuration shall be maintained for the initial turn. Once the initial turn is completed accelerate and clean up on schedule.

•

FMGC set-up for SID’s with less than 30 degrees initial turn : Thrust Reduction Altitude shall be 1000 feet AAL. All Engine Acceleration Altitude shall be as per the LPC (not 3000 AGL). No preselected speeds. REV 08R


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Note:

Pre-selecting a speed of 185 kts in the FMGC Climb Page will affect the fuel prediction since the entire climb calculation will be based on 185 kts. The difference in calculated fuel (OFP) and predicted fuel (FMGC) could be up to 900 kg. This effect should not mislead you to carry extra fuel. The all Engine Acceleration Altitude is not 3000 feet or higher, since the SIDs out of UK airports are NPRs and not standard ICAO noise abatements.

Procedures for Handling Disruptive Passengers: The Memorandum of Understanding (MoU) signed between Qatar Airways and the Metropolitan Police London refers that when an offence or incident requiring police assistance takes place on-board the flight to London, the Captain will inform the agent of the precise nature of the incident and the following information : – Time and location(s) of incident, including cabin position and seat number(s). – Whether or not the incident took place after the aircraft became airborne. – Precise nature of the incident, including any injuries sustained. – The number of suspects involved. – Action taken by staff to deal with incident i.e. passengers moved, person restrained, first-aid administered ... etc. – The number of crew who are witness to the incident. – The number of passengers who are witness to the incident. – Whether there has been any endangerment to the aircraft e.g. efforts to open external doors, Captain and/or cabin crew drawn away from primary safety roles ... etc. Note:

It is important to retain the passenger manifest. If it is not carried on the aircraft, where possible, efforts should be made to have a copy forwarded from the departing airport.

The MoU also refers that those passengers who are willing to give statements, will be interviewed and the crew who witnessed the incident will be required to give their statements in a briefing room arranged by the Airport Services Manager. The statement will describe the incident in your own words. State only what you saw or heard yourself. Include the following in your description : – The length of time you observed the incident. – At what distance? – Was your view obscured in any way? – Are any of those persons involved known to you? If so, in what capacity? – Any threatening, abusive or insulting language used. Give the exact words used. – Any threatening / aggressive behaviour or body language. – Any injury or damage caused.

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6.4.32.9 Customs, Immigration and Security Crew may carry liquids, pastes or gels in their hold baggage. If liquids required to be carried in cabin baggage, follow the procedure set out below : 1) All liquids MUST be presented at the search point for examination; 2) Liquids containers must not exceed 100ml or equivalent; •

Drinks

•

Containerized foodstuffs

•

Cosmetics / Toiletries

•

Non prescription medicines

3) Container (s) must be placed in a transparent resealable bag no larger than (8’x8’); 4) Bag MUST be closed when presented at screening and all items must fit comfortably within it. 6.4.32.10 Destination Alternates ICAO

RFF

IAP

RWY

LDA (m)

Location EGBB


343 / 6

332 / 3

300 / 10 320 / 1

MAX

XXX/361

MAX

MAX

MAX

ILS/ILS 05L/23R 2588 339/337

MAX

MAX

MAX

MAX

ILS/VOR 05R/23L 2864 300/297

MAX

MAX

MAX

MAX

MAX

MAX

MAX

9 ILS/ILS

15/33

2279

Birmingham EGCC

9

Manchester (Note 1)

EGSS

8

London Stansted

ILS/ILS

05/23

3048 317/315 XXX/MAX

(Note 2)

Note 1:

Company preferred alternate for A346.

Note 2:

Company preferred alternate for A330.

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6.4.33 LONDON - HEATHROW (EGLL) - UNITED KINGDOM Name of Airport : London - Heathrow International 6.4.33.1 Airfield Data RFF

IAP

ILS / ILS

RWY

LDA (m)


343 / 6

332 / 3

300 / 10

320 / 1

09L/27R 3595

MAX

MAX

MAX

MAX

MAX

09R/27L 3353

MAX

MAX

MAX

MAX

MAX

10 ILS / ILS D-ATIS

DCL

TWIP

Yes

Yes

Not Available


For A340-600 restricted areas on the apron refer to Jeppesen Charts and/or Company Documentation.

Note:

A330 - Taxiway Sierra, between “SY6” and Taxiway Z - Not authorized.

Note:

Due to high density of Air Traffic extra vigilance is needed when operating in to and out of London.

Note:

Taxi clearance to and from aircraft stands should be followed precisely.

Note:

London Heathrow is an extremely noise sensitive Airport.

6.4.33.3 Terrain The airport is located in a populated area just to the West of the center of London with an elevation of 80 feet. The airspace is very congested as there are numerous military and civilian airfields in close proximity. 6.4.33.4 Air Traffic Control Air Traffic control is generally very good. Delay messages transmitted to the crew by ATC should be interpreted as follows: “No Delay expected” means •




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6.4.33.5 Weather June to September: Generally fair weather. September to November: Steadily increasing amount of rain and low cloud with an increasing amount of rain and low cloud with an increasing risk of fog when there is no wind. December to March: Cold grey and damp. Early morning fog is common when there is no wind associated with anticyclonic conditions. During December and January in particular it can last all day. By March the risk of fog is small. Snow brings chaos but is an infrequent occurrence. With late departures frost may form on the aircraft. April to May: Slowly improving weather but very changeable. 6.4.33.6 Arrival Procedures Preferred landing runways are 27L or 27R, providing they are dry and the tailwind is less than 5 knots, with final selection being made by a noise abatement computer. If runway 09R is in use, landings are usually made on 09L. Aircraft will be expected to conform to a Low power, Low drag procedure and speed control will be applied to facilitate this technique. The Airbus ILS decelerated approach accords with this, however expect a requirement to maintain 160 knots to the Outer Marker. Warning:

The possibility of building induced turbulence and large windshear effects may occur when landing on Runway 27R in strong Southerly/South westerly winds.

Note:

At night, taxi instructions will normally be given to ‘follow the greens to assigned Stand ##’. Unlike other locations where the lights may lead the aircraft directly into the stand, the lighting configuration normally leads past the stand which has in the past, resulted in aircraft overshooting their assigned parking position.

6.4.33.7 Ground Maneuvering It is recommended that flight crews of A340-600 & B777-300 to use judgmental steering when maneuvering on the taxiways. 6.4.33.8 Departure Procedures Pre-departure clearance - on receipt of clearance, crew is reminded to acknowledge the clearance within 10 minutes. Preferred departure runways are 27L/R and 09R. SIDs : All aircraft are expected to maintain 250kts below FL 100. Pilots are requested not to ask the controller for the removal of the departure speed restriction unless there are overriding safety reasons or the aircraft configuration requires it. During its hours of operation, Heathrow Delivery is responsible for clearance delivery and start approval as a separate function from Ground Movement Control. Pilots are warned that start approval applies only to those engines required to be started on the stand. Separate approval for pushback must be obtained from Ground Movement Control. REV 08Q


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Note:

Be aware of the correct pushback procedures, engine start should not be commenced until aircraft has been pulled forward from the blast fence. Engine start prior to correct positioning could result in the injury to the guide man.

Caution:


•


•

FMGC set-up for SID’s with less than 30 degrees initial turn : Thrust Reduction Altitude shall be 1000 feet AAL. All Engine Acceleration Altitude shall be as per the LPC (not 3000 AGL). No preselected speeds. Note:


c) Procedures for Handling Disruptive Passengers: The Memorandum of Understanding (MoU) signed between Qatar Airways and the Metropolitan Police London refers that when an offence or incident requiring police assistance takes place on-board the flight to London, the Captain will inform the agent of the precise nature of the incident and the following information : –

Time and location(s) of incident, including cabin position and seat number(s).

–

Whether or not the incident took place after the aircraft became airborne.

–

Precise nature of the incident, including any injuries sustained.

–

The number of suspects involved. REV 08P


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–

Action taken by staff to deal with incident i.e. passengers moved, person restrained, firstaid administered ... etc.

–

The number of crew who are witness to the incident.

–

The number of passengers who are witness to the incident.

–

Whether there has been any endangerment to the aircraft e.g. efforts to open external doors, Captain and/or cabin crew drawn away from primary safety roles ... etc. Note:

It is important to retain the passenger manifest. If it is not carried on the aircraft, where possible, efforts should be made to have a copy forwarded from the departing airport.

The MoU also refers that those passengers who are willing to give statements, will be interviewed and the crew who witnessed the incident will be required to give their statements in a briefing room arranged by the Airport Services Manager. The statement will describe the incident in your own words. State only what you saw or heard yourself. Include the following in your description : – The length of time you observed the incident. – At what distance? – Was your view obscured in any way? – Are any of those persons involved known to you? If so, in what capacity? – Any threatening, abusive or insulting language used. Give the exact words used. – Any threatening / aggressive behaviour or body language. – Any injury or damage caused.

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Drinks

•


•


•



RFF

IAP

RWY

LDA (m)

Location


343 / 6

332 / 3

300 / 10

320 / 1

MAX

XXX/361

MAX

MAX

MAX

ILS/ILS 05L/23R 2588 339/337

MAX

MAX

MAX

MAX

Manchester ILS/VOR 05R/23L 2864 300/297 (Note 2)

MAX

MAX

MAX

MAX

08L/26R 2148 345/341

MAX

MAX

MAX

MAX

ILS/ILS 08R/26L 2766 MAX/345

MAX

MAX

MAX

MAX

ILS/ILS

MAX

MAX

MAX

MAX

EGBB

9 ILS/ILS

15/33

2279

Birmingham EGCC

EGKK

9

9

London Gatwick (Note 1) EGSS

NONE

8

London Stansted

05/23

3048 317/315

Note 1:


Note 2:


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L E F T

B L A N K

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6.4.34 LUXEMBOURG (ELLX) - LUXEMBOURG Name of Airport : Luxembourg International 6.4.34.1 Airfield Data ICAO Code

RFF

IAP

Runway LDA (m)

Location ELLX


332 / 3

300

320 / 1

MAX

MAX

MAX

9 ILS / ILS

06/24

4000 362/MAX

Luxembourg 6.4.34.2 General Warning, Caution and Notes Note:

Textual data, ie emergency, ATC etc for Luxembourg, can be found under “Belgium & Luxembourg” in the applicable section within Jeppesen text booklets.

Note:

Airport Curfew 2200 - 0500 hours.

6.4.34.3 Terrain Luxembourg airport, elevation 1234ft MSL, is located 3.5nm East of Luxembourg City. Terrain located North and South of the airport, which is mostly gentle rolling hills. 6.4.34.4 Air Traffic Control ATC standard is good. Radar vectoring is used. Low Visibility Procedures (LVP), refer to Jeppesen chart 10-9B. Circle to land NOT AUTHORIZED. 6.4.34.5 Weather Luxembourg is influenced by two weather flow patterns, modified maritime flow from the West and continental flow from the East. September to February: Radiation fog is most common during late autumn. Little improvement from early morning to mid-afternoon is generally observed. Low ceiling and visibilities is attributed to fog, snow and low clouds during winter months. Snowfalls are generally light during winter. Summer: Temperatures range from 18° to 25°. Fog may occur during early morning, but generally dissipates by 9-10am. Thunderstorms may occur in late afternoon. Prevailing wind is Southwesterly with Easterly winds common during early summer period. REV 08P


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6.4.34.6 Additional Information a) Arrival Procedures: STARs published. Expect radar vectoring with speed limitations within 25nm of “LUX” VOR. Within 15nm of “LUX” VOR, do not exceed IAS 220kts. •

Runway 24

CAT III

b) Manoeuvring Area : When taxiing in, use minimum power on the Apron. c) Departure Procedures: Starting procedures - Ensure aircraft is ready for departure after receipt of ATC clearance. Average taxi time is 15 minutes. All SIDs are minimum noise routing and must be flown accurately. Noise abatement procedure, see Jeppesen chart 10-4 for details. d) Crew Information: Handling agent: Luxair Freq:131.8MHZ Crew Transport: Proceed to special crew counter at terminal for check-in. Contact LG cargo on EXT 6060. Proceed to Gate Assigned by Check-in counter for transport to aircraft. Contact in case of problem:+352 2456 6060

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RFF

IAP

Runway LDA (m)

Location EBBR

9


332 / 3

300/10

320 / 1

2767

MAX

MAX

MAX

MAX

VOR / ILS

07L/25R 3338

MAX

MAX

MAX

MAX

VOR / ILS

07R/25L 3089

MAX

MAX

MAX

MAX

ILS / ILS

07L/25R 4000

MAX

MAX

MAX

MAX

ILS / ILS

07R/25L 4000

MAX

MAX

MAX

MAX

ILS / ILS

02/20

Brussels EDDF

10

Frankfurt Main EDDK

10

Cologne - Bonn EDDS

NON / ILS ILS / ILS

06/24

2459

14L/32R 3815

242/303 MAX

202/200 160/158 MAX/79 MAX

MAX

MAX

10 ILS / ILS

07/25

3045 MAX/379

MAX

MAX

MAX

ILS / ILS

03/21

2745 MAX/375

MAX

MAX

MAX

Stuttgart EDFH

9

Frankfurt-Hahn EHAM

9

CIR / ILS

18L/36R 2825

MAX

MAX

MAX

MAX

ILS / CIR

18R/36L 3530

MAX

MAX

MAX

MAX

ILS / ILS

18C/36C 2850

MAX

MAX

MAX

MAX

Amsterdam VOR / ILS

09/27

3363

MAX

MAX

MAX

MAX

ILS / VOR

06/24

3250

MAX

MAX

MAX

MAX

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L E F T

B L A N K

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6.4.35 LUXOR (HELX) - EGYPT Name of Airport : Luxor International 6.4.35.1 Airfield Data RFF

IAP

RWY

LDA (m)


9

VOR / ILS

02/20

3000

343 / 6

289/286 MAX/353

332 / 3

300 / 10

320 / 1

MAX

MAX

MAX


Stray Dogs in vicinity of airport.

Caution:

Taxi with caution on the ramp as chocks and other objects are often left lying around.

6.4.35.3 Terrain The airfield is 3.5 NM Southeast of Luxor and 5 NM East of the River Nile with an elevation of 294 feet. Cairo is 270 NM to the North. The terrain West of the Nile rises abruptly, reaching 1700 feet AMSL 3 NM beyond the river. (The Valley of the Kings extends westwards from the Nile in this region). To the South and Southeast of the airfield are hills reaching 1000 feet AMSL by 5 NM South and just under 2000 feet AMSL by 7 NM South. 6.4.35.4 Air Traffic Control The standard of ATC is average. Use standard Phraseology. ATC may keep aircraft high during descent and approach. Caution:

ATC may give descent clearance below MSA.

6.4.35.5 Weather May to September: Hot and dry; temperatures reaching 40º to 45ºC. Fog and low stratus in the Nile valley around dawn with winds light and variable. October to April: Generally fine weather; temperature 28º to 35ºC. In advance of depression strong South - Southwesterly winds (Khamsin) cause sandstorms February to March, reducing visibility considerably. Squally rain showers may follow which quickly improve visibility.

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6.4.35.6 Additional Information a) Arrival Procedures: Expect tail wind on Runway 20. Caution:

Do not mistake parallel Taxiway ‘A’ for Runway 02/20 specially during Low Visibility.

Note:

The new bays west of taxiway 'K' could be allocated for parking.

b) Departure Procedures: Slot time may be allocated and slot time should be met within 30 minutes. 6.4.35.7 Customs and Immigration Operating crews who have crew rest in Luxor must handover their passports to immigration officer upon entering Luxor. 6.4.35.8 Destination Alternates ICAO Code

RFF

IAP

RWY

LDA (m)

Location HEBA

772 / 3

343 / 6

332 / 3 300 / 10 320 / 1

8

Alexandria Borg El Arab HECA


9

NON/ILS

14/32

3400 289/286 258/322 222/220

MAX

MAX

ILS/ILS

05L/23R 3301

MAX

MAX

MAX

MAX

MAX

ILS/ILS

05C/23C 3999

MAX

MAX

MAX

MAX

MAX

Cairo HEGN

NONE

16/34

3178 331/328 MAX/359

MAX

MAX

MAX

CIR/ILS

16/34

3700 325/322 MAX/343

MAX

MAX

MAX

9

Hurghada HESH

9

Sharm El Sheikh HESN

ILS/CIR

04L/22R 3081

MAX

MAX/361

MAX

MAX

MAX

VOR/NON 04R/22L 3081

MAX

MAX/361

MAX

MAX

MAX

3402 340/336 MAX/342

MAX

MAX

MAX

9 VOR/ILS

17/35

Aswan

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6.4.36 MALE (VRMM) - MALDIVES Name of Airport : Male International 6.4.36.1 Airfield Data RFF

9

IAP

VOR / ILS

RWY

18/36

LDA (m)

2910


343 / 6

332 / 3

300 / 10

320 / 1

MAX

MAX

MAX

MAX

MAX



Caution:

Apron has tight space to accommodate A346 & B777.

Caution:

A346 and B777, 1800 turn to be done with caution at Runway ends.

6.4.36.3 Terrain Male is located in a long group of coral islands approximately 400 NM Southwest of Colombo. The runway itself almost dominates a narrow island 1 NM to the Northeast of the Island of Male. Terrain is not consideration however there are obstacles up to 200 feet in the immediate vicinity located on a nearby island. The airport has an elevation of 6 feet. 6.4.36.4 Air Traffic Control The air traffic control is average. Use standard phraseology 6.4.36.5 Weather The Indian monsoon may affect this region, but generally the conditions are clear outside of cloud with scattered small fair weather Cu. TS are more likely to invade the area during the monsoon season. Typical tropical island weather. Thunderstorms and showers are frequent occurrence however they generally pass quickly. Due to runways orientation, a crosswind is usually always experienced.

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A shipping lane crosses the final approach track of Runway 36 around 1 to 2 NM from touchdown with the maximum mast height of vessels 60 metres.

Landing at Male will require a 180º turn at either end of the runway 6.4.36.7 Ground Maneuvering NIL 6.4.36.8 Departure Procedure NIL 6.4.36.9 Destination Alternates ICAO Code

RFF

IAP

RWY

LDA (m)

Location VCBI* Note :

9

ILS/ILS

04/22 3350


343 / 6

332 / 3

300 / 10

320 / 1

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

* Company preferred for A340 & B777.

Katunayake VOCI

8* VOR/ILS 09/27 3400 340/336

Cochin Note :


VOMM**

9 ILS / ILS 07/25 3658

MAX

MAX

Chennai VOTV

8

Thiruvananthapuram Note :

VOR/ILS 14/32 2992 310/307 263/333 226/223

** For A340 & B777 use only.

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6.4.37 MANCHESTER (EGCC) - UNITED KINGDOM Name of Airport : Manchester International 6.4.37.1 Airfield Data RFF

IAP

RWY

LDA (m)


343 / 6

332 / 3

300 / 10

320 / 1

ILS / ILS

05L/23R 2588 339 / 337

MAX

MAX

MAX

MAX

ILS / VOR

05R/23L 2864 300 / 297

MAX

MAX

MAX

MAX

9

6.4.37.2 General Warning, Cautions and Notes Note:

The hard shoulders outboard of the runway side stripes have only 25% of the runways bearing strength and should not be used by aircraft during turning on the runway or when backtracking.

6.4.37.3 Terrain The airfield is located 7 NM to the South of the city centre and is extremely noise sensitive with an elevation of 257 feet. There is a line of hills 10 NM to the East running from North to South and hills to the North of the City; both of which contribute to the 3500 feet MSA. The terrain to the east influence Runway 06L departures. Buildings on final approach to runway 23L and 23R are most significant obstacles. The city lies North with several high man made structures. 6.4.37.4 Air Traffic Control Air Traffic Control is very good. Delay messages transmitted to the crew by ATC should be interpreted as follows: “No Delay expected” means •




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6.4.37.5 Weather The weather is typical for the UK, Low Cloud, mist and fog during Autumn and Spring. Occasional Snow in winter, especially in January. Winds are generally down the runway, and in any case turbulence from the surrounding area is not a factor. Gusty winds are common in Autumn and Spring, given the topography of the hills to the East and further the hills to the North, turbulence and convective clouds should be anticipated, closer on approach the buildings of Stockport cause much turbulence on short finals. The winds are likely to shift markedly during the final stages of approach. 6.4.37.6 Arrival Procedures Warning:

Flocks of up to 100 racing pigeons may be encountered flying across the airfield below 100 ft during the racing season, April - September.

Warning:

Pilots are warned when landing on Runway 23R in strong North westerly winds of the possibility of turbulence and large windshear effects.

Warning:

During the ILS DME CAT 1 and CAT 3 approach on Runway 05L, RA fluctuations may occur due to Bollin Valley.

Caution:

High visibility bright lights from golf driving range 1500 m / 0.8 NM left of threshold Runway 23R.

Caution:

•

Low Visibility Procedure (LVP) due to an RVR less than 600m : Vacating Runway 23R the only two illuminated exits are Link A and BD. This information is broadcasted on Arrival ATIS as well. Disregard incorrect information provided on Jeppesen chart 10-1 P1. Crew are urged to be vigilant when receiving this information and listen carefully to ATIS for any changes to the available taxiways.

•

Low Visibility Procedures (LVP) due to Ceiling only (RVR 600m or greater and ceiling of 200 feet or less) : All exits from Runway 23R will be illuminated.

Caution:

In addition to the GPWS risks contained in the Jeppesen Aircraft given extended routings whilst radar vectored for Runway 23L/R. Crew should note that there is a large Television Mast (2490 feet AMSL) at approximately 20 NM on the extended centreline. This will create a GPWS alert if it is overflown within the GPWS envelope.

There is a pronounced hump evident when landing on Runway 23L. Runway 23R has a strange profile, the first 1500 m is marginally uphill, there is a marked down slope thereafter which reduces towards the 05L threshold.

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From the point of view of landing, if a touch down is not made before the start of the downslope, it is possible to ’chase’ the slope in an attempt to make a smooth touchdown. Expect the radio altimeters to show large height fluctuations when approaching to land on Runway 05L due to irregular terrain off the end of the runway. 6.4.37.7 Ground Maneuvering Nil 6.4.37.8 Departure Procedures Radar Tracking and noise monitoring is in progress, all departures track must be adhered to. The Company will be fined for any deviation or noise alarm. Caution:

•



•

FMGC set-up for SID’s with less than 30 degrees initial turn : Thrust Reduction Altitude shall be 1000 feet AAL. All Engine Acceleration Altitude shall be as per the LPC (not 3000 AGL). No preselected speeds. Note:


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Drinks

•


•


•



RFF

IAP

RWY

LDA (m)

Location EGBB


346

332 / 3

300 / 10

320 / 1

MAX

MAX

MAX

9 ILS/ILS

15/33

2279

MAX

XXX/361

Birmingham EGKK

9

NONE 08L/26R 2148 345/341

MAX

MAX

MAX

MAX

London Gatwick

ILS/ILS 08R/26L 2766 MAX/345

MAX

MAX

MAX

MAX

EGPF

8 ILS/ILS

05/23

2353 313/308

XXX/362

MAX

N/A

N/A

ILS/ILS

05/23

3048 317/315

MAX

MAX

MAX

MAX

Glasgow EGSS

8

London Stansted

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6.4.38 MANILA (RPLL) - PHILIPPINES Name of Airport : Ninoy Aquino International 6.4.38.1 Airfield Data RFF

9

IAP

ILS / ILS

RWY

06/24

LDA (m)


343 / 6

332 / 3

300 / 10

320 / 1

MAX

MAX

MAX

MAX

MAX

3410



Caution:

Taxiways reported to be slippery when wet. Exercise extreme caution when taxiing under wet conditions.

Note:

The people and livestock crossing the runways and taxiways. Fencing and improved security are supposed to have reduced this risk however a good lookout is recommended.

Note:

Taxi lines are very hard to see after heavy rain.

6.4.38.3 Terrain The airport is situated at the Southern end of Manila Bay with an elevation of 75 feet. The immediate area around the airfield is flat but high ground starts to rise only 15 NM to the East and has a MSA of 7000 feet. This high ground causes restriction on the amount of airspace available for radar vectors onto final approach for Runway 24. Sangley Point AFB is on a peninsula 4 NM to the Southwest. 6.4.38.4 Air Traffic Control Air Traffic Control is generally very good. Aircraft delayed by more than 30mins, the flight plan must be modified to show revised EOBT.

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6.4.38.5 Weather The airfield lies close to the coast (Western side), therefore mist and fog is likely especially in the early mornings and early evening. During the summer, intense heating warms the land creating thermal activity, given the presence of the sea which provides moisture for CB and TS activity it is common to find large TS. Heavy rain may preclude landing, but is normally short lived. For most of the year the weather and visibility is excellent, cloud bases tend towards 3000 feet giving good conditions underneath. Stratiform cloud is not usual. Turbulence is likely over the high ground and generally around the airport in clear conditions. Typhoons are possible from June to November. Prevailing wind Easterly December to May becoming Southeasterly in Summer. 6.4.38.6 Arrival Procedures Warning:

GPWS activations have occurred at Manila. Pilots should ensure all radar vectoring is strictly in accordance with the Manila Minimum Vector Altitude chart.

The main landing runway is 06/24 and is uneven, and has a marked downhill slope to the Southwest. Note:

When crosswind for Runway 31, expect light windshear.

Caution:

Simultaneous runway operations may be in use and extra caution should be used before crossing Runway 13/31.

6.4.38.7 Ground Maneuvering Note :

Refer to customized Jeppesen Chart for taxiway restrictions and Jeppesen Charts 10-9F to 10-9K for parking procedures.

6.4.38.8 Departure Procedures If routing via Airway L628, after ATC clearance received, ensure push back is commenced within 5 minutes or ATC clearance will be cancelled. Contact “Ground Control” prior to entering main taxiway or as instructed by ATC. Runway 06/24: ICAO “A” noise abatement procedure in use for all aircraft types.

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RFF

IAP

RWY

LDA (m)

Location RPLC

9

Angeles City RPMD


343 / 6

ILS/NON 02L/20R 3200 297/295 MAX/342

332 / 3 300 / 10 320 / 1 MAX

MAX

MAX

ILS/ILS 02R/20L 3200 315/312

MAX

MAX

MAX

MAX

ILS/ILS

05/23

3000 333/330

MAX

MAX

MAX

MAX

ILS/ILS

04/22

3330

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

9

Davao RPVM

9

Lapu-Lapu * VHHH

9


Hong Kong


* Note :

Contact Cathay Dispatch at VHF 131.6 for diversion into HKG.

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6.4.39 MILAN (LIMC) - ITALY Name of Airport : Milan Malpensa International 6.4.39.1 Airfield Data RFF

IAP

RWY

LDA (m)


343 / 6

332 / 3

300 / 10

320 / 1

ILS / ILS

17L/35R 2977

MAX

MAX

MAX

MAX

MAX

CIR / ILS

17R/35L 3515

MAX

MAX

MAX

MAX

MAX

9



6.4.39.3 Terrain Malpensa is the biggest airport of the Milano airport system, which also includes Linate and Bergamo. It is located 50 km Northwest of Milano city, that is linked with highway and railway. The airport is located on the foot of Alps with an elevation of 767 feet. On the North side there are some obstacles which affect performance, both natural and artificial. On the western side there is a natural part, whilst on the East the helicopter manufacturer Augusta is based. Milan Linate airfield is approximately 25 NM South East. 6.4.39.4 Air Traffic Control Air Traffic Control is generally good, however it can be a very busy area with aircraft being vectored between Malpensa and Linate airports. Many arrivals from the North are kept high due to terrain and departing traffic. Preferntial runway to assist emergency aircraft. ATC will expect runway 35R to be used in cases of emergency or in the case of radio a failure, unless other wise advised by ATC or published NOTAM. 6.4.39.5 Weather June to September: Generally warm and fine, with possible thunderstorms. September to November: Generally fine, with likely hood of fog starting from November. During periods of fog there are many uncommanded runway incursions, so be aware. December to March: Persistent fog throughout the whole day can occur; heavy snowfalls can be expected. April to May: Normally good weather with no particular weather phenomena. REV 08P


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6.4.39.6 Additional Information a) Arrival Procedures: Normally runways in use are 35L and 35R; runways 17L and 17R are used only exceptionally in case of strong Southerly winds. Heavy aircraft will use 35L for landing, except for Air Traffic congestion, operational limitations on ground or meteorological condition. Caution:

Southwest of the airfield there is the controlled military airport Cameri; the Eastern boundary of Cameri ATZ is parallel to the localizer path of the runways 35L and 35R.

Caution:

Outside the airport in front of Terminal 1, there is a short grass runway, now used for ultra light sport activities (formerly the airfield of the manufacturer Caproni - Vizzola).

Note:

There are many smaller operators and much private traffic in the area, flight crew shall be vigilant in utilizing all available means including a good lookout for visual collision.

b) Departure Procedures: During thunderstorm activity it may be advisable to avoid routing Northbound or even delay take off during more intense TS activity as these can be particularly severe. Caution:

All runways have SIDs that share a common portion before deviating LEFT or RIGHT to the same beacon for transition to enroute structure. ATC has reported incidents where the incorrect SIDs has been flown, i.e. “LEFT TURN” instead of a “RIGHT TURN” was initiated. Crew are reminded of the following:

– Note the assigned SID in ATC clearance; – Ensure correct SID is selected in FMC; – Correct Jeppesen navigation charts available for easy reference. Note:

The Load Sheet is prepared and printed as ‘Edition 1’ at Terminal 2, however the aircraft is handled at Terminal 1. Due to distance between Terminal 1 and 2, the Load Control Agent produces a duplicate copy of the same load sheet at the boarding gate in Terminal 1, which automatically prints as ‘Edition 2’. By default setting, every other print command that is given, the system gives a different edition number for each copy that is generated individually. Crew members are advised to note that Load Sheets bearing subsequent edition numbers, are in fact identical.

Note:

As per Milan Malpensa Airport, passenger cannot board during Aircraft refuelling unless Fire Brigade is called at a Cost.

The policy at Milan airport is to board passengers after refuelling, therefore all pilots are requested to pass the required fuel to engineer as soon as possible. The Station will fuel the aircraft to the minimum Flight Plan fuel before arrival of crew to the aircraft, but even few hundred kgs of fuel will take time and will delay the boarding. REV 08P


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RFF

IAP

RWY

LDA (m)

Location LIMF


343 / 6

332 / 3 300 / 10 320 / 1

9 CIR/ILS

18/36

2575

MAX

MAX

MAX

MAX

MAX

CIR/ILS

11/29

2765

MAX

MAX

MAX

MAX

MAX

VOR/ILS 18L/36R 2440 317/311 MAX/372

MAX

MAX

MAX

CIR/ILS

Torino LIMJ

8

Genoa LIML

8

Milan - Linate LIPQ

8 09/27

2800

MAX

MAX

MAX

MAX

MAX


MAX

MAX

MAX

MAX

MAX


MAX

MAX

MAX

MAX

MAX


MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

Trieste LIRF

9

Rome Fiumicino

VOR/ILS

07/25

2893

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6.4.40 MUNICH (EDDM) - GERMANY Name of Airport : Franz Josef Strauss International 6.4.40.1 Airfield Data RFF

IAP

RWY

LDA (m)


343 / 6

332 / 3

300 / 10

320 / 1

ILS / ILS

08L/26R 4000

MAX

MAX

MAX

MAX

MAX

ILS / ILS

08R/26L 4000

MAX

MAX

MAX

MAX

MAX

9


Runway 08L/26R, 08R/26L - DME does not read ZERO at threshold due DME/ ILS not being co-located.

Caution:


Caution:

Runways might be slippery when wet.

Note:

Taxing aircraft should not deviate from centerline markings and lighting, except when advised by the control unit.

6.4.40.3 Terrain The airport is located 16 NM North East from the city centre with an elevation of 1487 feet. Munich airport is centrally located in hilly lowlands with an average elevation of around 1500 feet MSL. This large basin is surrounded by hill ridges with elevations ranging between 2000 feet MSL and 5000 feet MSL to the north, east and west. The Alps, with elevations exceeding 10,000 feet MSL form the Southern boundary of this area. 6.4.40.4 Air Traffic Control Air Traffic control is generally very good. 6.4.40.5 Weather The airport features typical mid-latitude weather patterns for most of the year. Variable weather predominates, caused by low-pressure areas and their associated systems. June to September: Generally warm and fine, with a chance of thunderstorms during this period. September to November: Weather still generally fine with the probability of fog as the season progresses, along with passing weather systems bringing rain. December to March: When the associated warm air is located above a shallow layer of moist and cold air, fog or low stratus clouds can persist for weeks. Fog and snow is common throughout this period. September until April: Fog is a common and will form throughout the night time hours and often cause CAT 3 conditions at sunrise, persisting late morning. As the fog layer may extend up to 1500 feet AGL, dissipation during the short day light period in winter is uncommon, but often conditions improve to CAT 1 after around 1100 local time. REV 08P


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6.4.40.6 Additional Information a) Arrival Procedures: Noise Abatement procedures as per the following: Leave the initial approach fix at 210kts + 10kts, maintain until 12 NM from touchdown. Reduce speed to 160 kts ± 10 kts using an intermediate flap setting with landing gear up. Intercept glide path at not lower than 3000 feet AAL. Lower landing gear, set flaps for landing and establish final approach speed shortly before or over Outer Marker. b) Departure Procedures: Noise abatement procedures are as follows, at 1500 feet AGL : – Reduce thrust to climb thrust; – Accelerate while climbing and retract flap/slat on schedule; – Transition to normal en-route climb speed. 6.4.40.7 Destination Alternates ICAO

RFF

IAP

RWY

LDA (m)

Location


343 / 6

332 / 3


MAX

MAX

MAX

MAX

MAX

Frankfurt-Main ILS/ILS 07R/25L 4000

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

EDDF

10

EDDN

300 / 10 320 / 1

8 ILS/ILS

10/28

2700

ILS/ILS

07/25

3045 302/300

MAX

MAX

MAX

MAX

ILS/ILS

11/29

3500 319/316

258/306

214/212

MAX

MAX

ILS/ILS

16/34

3600

MAX

MAX

MAX

MAX

Nurnberg EDDS

10

Stuttgart LOWW Vienna

9

MAX

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6.4.41 MUSCAT (OOMS) - OMAN Name of Airport : Seeb International 6.4.41.1 Airfield Data RFF

9

IAP

ILS / ILS

RWY

08/26

LDA (m)

3165


343 / 6

332 / 3

300 / 10

320 / 1

MAX

MAX/336

MAX

MAX

MAX


Large solitary predatory birds (eagles, vultures ... etc) present a hazard at vicinity of the airport.

6.4.41.3 Terrain The airport is located on the coast 17 NM west of Muscat with an elevation of 48 feet. There is high terrain up to 8180 feet to the South of the extended runway centrelines which push the 25 NM sector MSA up to 9000 feet. 6.4.41.4 Air Traffic Control The Air Traffic Control is generally very good. 6.4.41.5 Weather The weather depends on the direction of the wind, for the most part the visibility is good with cloudless skies. When the wind comes from the South East during winter months mist will form. The rainy season on the South coast is between June to September whilst in the mountains and lowlands of the North rain may fall during any month. Generally rainfall is greater in the Northern mountains than the rest of the country. On the coast temperatures and humidity are high during the year but especially between May to September when it is at its hottest. Inland temperatures are even higher although more bearable by lower humidity Early morning fog likely January to March. Dust Haze during the summer months with July the worst month; dust storms a possibility. Winds mainly Southeasterly during summer and Northwesterly during winter. Thunderstorms more frequent over the mountains to the West than over the airfield.

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Helicopter activity around the airfield.


RFF

IAP

RWY

LDA (m)

Location OMAA


343 / 6

332 / 3

300 / 10 320 / 1

9


MAX

MAX

MAX

MAX

MAX

Abu Dhabi


MAX

MAX

MAX

MAX

MAX

4000

MAX

MAX/366

MAX

MAX

MAX


MAX

MAX

MAX

MAX

MAX


MAX

MAX/367

MAX

MAX

MAX

ILS/ILS

MAX

MAX

MAX

MAX

MAX

OMAL

9 ILS/VOR

01/19

Al Ain OMDB

10

Dubai OTBD

9 16/34

3822

Doha

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6.4.42 NAGPUR - INDIA Name of Airport : Nagpur International 6.4.42.1 Airfield Data RFF

8

IAP

VOR / ILS

RWY

14/32

LDA (m)

3200


343 / 6

332 / 3

300 / 10

320 / 1

NOT

NOT

NOT

NOT

MAX

6.4.42.2 Curfew / Slot Restrictions NIL 6.4.42.3 General Warning, Caution and Notes Caution:

Birds (Eagles) are of a major hazard during arrivals and departures.

Note:

After landing on runway 32, expect to backtrack and exit via A or B1.

Note:

Airport has no ground facilitites to handle wide-bodied aircraft.

6.4.42.4 Terrain The airport is located 8km Southwest of the city. No significant terrain located in vicinity of the airport. Two noticeable man-made obstacles: 6nm Northeast, 1775ft and 10nm Southwest, 1686ft. 6.4.42.5 Air Traffic Control •

Airspace Class “D”.

•

Traffic avoidance advice not available. VFR flights receive traffic information about all other flights.

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6.4.42.6 Weather The climate of Nagpur follows a typical seasonal weather pattern. March to June : Hot and dry with light winds. Peak temperatures usually experienced in May/June, reaching a max of 48ºC. July to September : The southwestenly monsoon occurs during this period. Thunderstorm activity peaks during night hours. Thunderstorm activity peaks during night hours. Post monsoons, average temperature 27ºC, but during winter may drop as low as 10ºC. Early morning fog during winter is not uncommon usually clearing by 9am local time. Destination Alternates - BOM, DEL and AMD are generally affected by poor visibility during the early morning period. 6.4.42.7 Arrival Procedures No STARs published, expect radar vectors for the ILS 32 or VORDME 14 when radar service available. 6.4.42.8 Ground Maneuvering Nil 6.4.42.9 Departure Procedures: Due short taxi time to RWY 32, safety demo should be commenced upon door closure. NO SIDs published, expect radar vectoring after take-off.

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RFF

IAP

Runway LDA (m)

Location VAAH


9 VOR / ILS

05/23

3505

MAX

ILS / ILS

09/27

4000

MAX

ILS / ILS

09/27

4260

MAX

ILS / ILS

09/27

2963

MAX

ILS / VOR

14/32

2517

MAX

ILS / ILS

07/25

3658

MAX

VOR / ILS

09/27

2661

MAX

ILS / ILS

10/28

2810

MAX

ILS / ILS

11/29

2820

MAX

Ahmedabad VOBL

9

Bangalore VOHS

10

Hyderabad VABB

9

Mumbai VOMM

9

Chennai VIDP

9

Delhi

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6.4.43 OSAKA (RJBB) - JAPAN Name of Airport : Kansai International 6.4.43.1 Airfield Data RFF

IAP

RWY

LDA (m)


343 / 6

332 / 3

300

320 / 1

ILS / ILS

06L/24R 4000

MAX

MAX

MAX

MAX

MAX

ILS / ILS

06R/24L 3500

MAX

MAX

MAX

MAX

MAX

9


Visibility is often poor in haze/smog.

Caution:

Low level windshear and turbulence in strong winds.

Note:

The residential areas of Osaka Bay are noise sensitive.

Note:

Numerous blue and green taxiway edge and centerline lights, coupled with taxiway spacing, can be confusing, especially at night.

Note:

Circling approach is not authorised in Japan, as it is not under PANS OPS criteria.

6.4.43.3 Terrain The airport is situated on a man-made island (2 NM offshore) in Osaka Bay, 20 NM Southwest of Osaka City with an elevation of 15 feet. There is mountainous terrain in the area. Terrain of 3058 feet, 20 NM North of the airport. Generally rising terrain East to South of the airport. Terrain with spot heights of up to 3691 feet 15 NM East of the airport. MSA extending to 6600 feet in the East to South quadrant. 6.4.43.4 Air Traffic Control The standard of ATC is average. English at times is barely adequate requiring terminology to be kept simple. ATC will tend to use Names for NAVAIDS rather than identifiers. Expect track shortening from ATC enroute and during arrival.

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6.4.43.5 Weather Japan has a wet summer (the highest rainfall in June) and dry winter. November to March: At times outbreaks of cold polar air meets warm maritime air, and forms active fronts. Extra tropical cyclones may develop along these fronts and may pass over or near Southeastern Japan, interrupting the normal clear winter flying weather. April to May: Southerly winds may bring moist, tropical air into the region and on occasions will meet with polar air from the continent causing vigorous cyclonic activity along the Southeast coast of Japan. June to August: The summer monsoon establishes, generally with maritime tropical air. If the exceptionally moist equatorial air invades, instability exists to a great height. Stagnating cyclones from the West may discharge continuous rainfall for days before moving out to sea. By late July maritime tropical air covers the entire region and haze increases, with August being the worst month. Thunderstorms are frequent in late summer. September to October: Typhoon activity is at the maximum - outside of these phenomena, the weather is usually good. 6.4.43.6 Additional Information a) Arrival Procedures: Requirement to cross “KOBOK” at FL 170 applies to arrival for both runways. Arrivals for Runway 24L/R occasionally require flight at 3000 feet or less for some distance due to departures from Osaka International Airport (RJOO) 24 NM North-Northeast. Conditions permitting, aircraft may be vectored after passing AWAJI (AJE) VOR to a downwind position in anticipation of a visual approach to Runway 24L/R. b) Departure Procedures: NIL c) Crew Entry Requirements: Immigration authorities at airport require the following : 5 copies of the General Declaration (GD) with a signature on each page from the Commander, Gender and Date of Birth (DOB) indication next to each persons name. Upon arrival into KIX hand over the 5 copies of the GD to the Ground Staff. Each crew member is required to fill in an individual Shore pass / Landing permit form and ensure that the required details are filled, before undergoing arrival immigration clearance. The immigration officer will stamp the form and return to the crew member, which must be kept at all times when travelling in Osaka. When departing KIX, each crew member must return the Shore pass / Landing permit form for departure immigration clearance.

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•


•

EAST 0 - 179º Feet 43000 40100 38100 36100 34100 32100 30100 27600 25600 23600 21700 19700 17700 15700 13800 11800 9800

Meter 12500 11900 11300 10700 10100 9500 8900 8100 7500 6900 6300 5700 5100 4500 3900 3300 2700

Feet 41100 39100 37100 35100 33100 31100 29100 26600 24600 22600 20700 18700 16700 14800 12800 10800 8900



Note:

Meter

Feet

3300

10800

3000

9800

2700

8900

2400

7900

2100

6900

1800

5900

1500

4900

1200

3900

900

3000

600

2000

550

1800


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6.4.43.7 Miscellaneous a) Security Foreign crew members entering into Japan will be subjected to fingerprints and facial photo by immigration. Upon arrival, present your passport and completed immigration form for the necessary formalities. 6.4.43.8 Destination Alternates ICAO RFF

IAP

RWY

LDA (m)

Location RJAA

9

Tokyo - Narita RJGG


343 / 6

332 / 3 300 / 10

320 / 1


MAX

MAX

MAX

MAX

MAX


MAX

MAX

MAX

MAX

MAX

ILS/ILS

3500

MAX

MAX

MAX

MAX

MAX

VOR/ILS 16R/34L 3000

MAX

MAX/353

MAX

MAX

MAX

VOR/ILS 16L/34R 3000

MAX

MAX

MAX

MAX

MAX

NON/ILS

2500

MAX

MAX/353

MAX

MAX

MAX


MAX

MAX

MAX

MAX

MAX


MAX

MAX

MAX

MAX

MAX

ILS/ILS

MAX

MAX

MAX

MAX

MAX

9 18/36

Nagoya RJTT

9

Tokyo Haneda RKSI

10

Seoul Incheon

04/22

16/34

4000

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6.4.44 PARIS (LFPG) - FRANCE Name of Airport : Charles-De-Gaulle International 6.4.44.1 Airfield Data RFF

IAP

RWY

LDA (m)


343 / 6

332 / 3

300 / 10

320 / 1

MAX

MAX

MAX

MAX

MAX

ILS / ILS

08L/26R 3615

ILS / ILS

08R/26L 2700

273 / 270 MAX / 341

MAX

MAX

MAX

ILS / ILS

09L/27R 2700

344 / 341

MAX

MAX

MAX

MAX

ILS / ILS

09R/27L 3600

MAX

MAX

MAX

MAX

MAX

9

6.4.44.2 Curfew/Slot Limitation To operate during “night curfew”, prior approval required from Airport Authority. Published Night Curfew time in local Time •

00:30 – 05:29 (Arrival)

•

00:00 – 04:59 (Departure)



Caution:

Due to runway incursions occurrences since the twin parallel runway 09/27 setting up, pilots operating to and from CDG are reminded to reinforce their vigilance.

Caution:

For A346/B777 restricted areas on the apron refer to Jeppesen Charts and/or Company Documentation.

6.4.44.4 Terrain The airport is located to the Northeast of Paris and is sometimes referred as ROISSY by ATC. The airport has four wide spaced parallel runways allowing simultaneous arrivals and departures. The airport has an elevation of 392 feet.

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6.4.44.5 Air Traffic Control Air Traffic Control is generally very good. Use standard phraseology. Extensive use of the French language is made by ATC. 6.4.44.6 Weather The airport area generally suffers from fog, mist, low stratus and icing conditions during the Winter and can be below limits for long time. 6.4.44.7 Additional Information a) Arrival Procedures: The outer runways 08R/26L and 09L/27R are the preferred runways for arrivals. Both runways are less than 9000 feet long. Rushed Approaches do occur. Expect reduced track miles and delay in descent clearance. During simultaneous parallel approaches and triple parallel approaches, in conjunction with Paris - Le Bourget, ATC request adherence to published profiles, in particular ILS intercept altitudes. b) Departure Procedures: The inner runways 08L/26R and 09R/27L however, are the preferred runways for departures. Simultaneous parallel departures are conducted on all runways. Adhere strictly to the published initial climb. Note:

Noise Abatement procedures are applicable.

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RFF

IAP

RWY

LDA (m)

Location


343 / 6

332 / 3

2767

MAX

MAX

MAX

MAX

MAX

Brussels (Note VOR/ILS 07L/25R 3338

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

CIR/ILS 18L/36R 2825 307/305

MAX

MAX

MAX6

MAX

ILS/CIR 18R/36L 3530 307/305

MAX

MAX

MAX

MAX

ILS/ILS 18C/36C 2850 307/305

MAX

MAX

MAX

MAX

EBBR

9

2)

EHAM

ILS/ILS

02/20

VOR/ILS 07R/25L 3089 9

300 / 10 320 / 1

Amsterdam

EGKK

9

London Gatwick EGSS

VOR/ILS

09/27

3363 307/305

MAX

MAX

MAX

MAX

ILS/VOR

06/24

3250

MAX

MAX

MAX

MAX

08L/26R 2148 345/341

MAX

MAX

MAX

MAX

ILS/ILS 08R/26L 2766 MAX/345

MAX

MAX

MAX

MAX

NONE

MAX

8

London - Stan- ILS/ILS sted

05/23

3048 317/315 XXX/MAX

MAX

MAX

MAX

LFPO*

ILS/ILS

06/24

3350

MAX

MAX

MAX

MAX

VOR/ILS

08/26

2885 315/312

MAX

MAX

MAX

MAX

ILS/CIR

02/20

2400 278/276 348/MAX MAX/231

MAX

MAX

9

Paris - Orly (Note 1)

MAX

Note 1:


Note 2:


Note 3:

LFPO* Arrivals - 06:20 to 23:29hrs LT; Departures - 06:00-23:19hrs LT. Outside these hours airport is not available.

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6.4.45 RIYADH (OERK) - SAUDIA ARABIA Name of Airport : King Khalid International 6.4.45.1 Airfield Data RFF

IAP

RWY

LDA (m)


343 / 6

332 / 3

300 / 10

320 / 1

ILS / ILS

15L/33R 4205

MAX

MAX

MAX

MAX

MAX

ILS / ILS

15R/33L 4205

MAX

MAX

MAX

MAX

MAX

9


180º turns on runways are prohibited.

Gates 13, 14,15 & 16 does not have stop-bar for A332/3, instead use GATE

STOP-BAR

13

B777-300

14

A300

15

A300

16

B747

6.4.45.3 Terrain The airfield is situated 15 NM North of the city of Riyadh on a high flat plain with an elevation of 2049 feet. 6.4.45.4 Air Traffic Control The standard of ATC is average. Use standard phraseology. ATIS 126.4 is available. Radio communication failure - See special procedure, Jeppesen Text Manual, Emergency. “Saudi Arabia”.

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6.4.45.5 Weather Prevailing wind Northerly but Easterly winds frequent during the winter months. January to February: Early morning fog occurs. March to May: Possibility of Dust storms. 6.4.45.6 Additional Information a) Arrival Procedures: NIL b) Departure Procedures: Expect either “Charlie” or “Delta” radar departures. 6.4.45.7 Destination Alternates ICAO

RFF

IAP

RWY

LDA (m)

Location OBBI

10


343 / 6

332 / 3

300 / 10 320 / 1

ILS/ILS

12L/30R 3657

MAX

MAX

MAX

MAX

MAX

NONE

12R/30L 2222

MAX

MAX

MAX

MAX

MAX

9

ILS/ILS

16L/34R 4000

MAX

MAX

MAX

MAX

MAX

Dammam

ILS/ILS

16R/34L 4000

MAX

MAX

MAX

MAX

MAX

ILS/ILS

16C/34C 3303

MAX

MAX

MAX

MAX

MAX

ILS/ILS

16L/34R 3690

MAX

MAX

MAX

MAX

MAX

ILS/ILS

16R/34L 3803

MAX

MAX

MAX

MAX

MAX

Bahrain OEDF

OEJN

9

Jeddah OEMA

9

ILS/ILS

17/35

3300

MAX

MAX/356

MAX

MAX

MAX

Madinah

ILS/ILS

18/36

3050

MAX

MAX/356

MAX

MAX

MAX

ILS/ILS

16/34

3822

MAX

MAX

MAX

MAX

MAX

OTBD

9

Doha

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6.4.46 ROME (LIRF) - ITALY Name of Airport : Fiumicino International 6.4.46.1 Airfield Data RFF

IAP

RWY

LDA (m)


343 / 6

332 / 3

300 / 10

320 / 1

ILS / ILS

16L/34R 3900

MAX

MAX

MAX

MAX

MAX

ILS / ILS

16R/34L 3579

MAX

MAX

MAX

MAX

MAX

ILS / ILS

16C/34C 3000

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

9 VOR / ILS

07/25

2893

6.4.46.2 General Warning, Caution and Notes Caution1: Birds in vicinity of airport. Caution2: Runway 16L/34R: In case of contamination and/or heavy rain, take-off and landing is not allowed. 6.4.46.3 Terrain The airfield is located on the coast around 12 NM Southwest of Rome city with an elevation of 14 feet. Terrain is not a significant factor although there is high ground to the North and East towards the extremities of the 25 NM MSA. 6.4.46.4 Air Traffic Control The standard of ATC is average. Use standard phraseology. 6.4.46.5 Weather The climate in Rome is a mediterranean and generally pleasant; warm and sunny in spring and autumn. November can bring rain to Rome and winters are generally mild, though cold spells can occur.

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Due to mirrors for solar power station, pilots may occasionally experience sunbeams reflected upward.

Caution:

Wet Runway. After heavy rain showers, areas of standing water may exist, particularly on Runway 16L. To avoid hydroplaning incidents, ATC (Tower) should be asked for the latest runway surface conditions and braking action.

Caution:

Aircraft Landing on Runway 16R may see traffic taking off from Runway 25 and crossing through the centre line of Runway 16R. Expect late landing clearance.

Caution:

Parking stand 622 is upslope. Apply adequate ground speed to enable proper entry into stand.

b) Departure Procedures: R/T for Push Back Procedures Procedure

Phraseology

Request to

1

Prior ro Start Up

“Ready to Move”

Apron / Ramp

Frequency 121.725

2

ATC and Start Up Clearance

-

FIUME Planning

121.8 (0600-2200) 121.9 (2200-0600)

3

Push back and Taxi Clearance

-

Ground

121.9


RFF

IAP

RWY

LDA (m)

Location LIMC

9

Milan Malpensa LIMJ

8

Genoa LIML

8

Milan Linate LIRA


343 / 6

332 / 3 300 / 10 320 / 1


MAX

343/346

MAX

MAX

MAX

CIR/ILS 17R/35L 3515

MAX

MAX

MAX

MAX

MAX

CIR/ILS

MAX

XXX/MAX

MAX

MAX

MAX

VOR/ILS 18L/36R 2440 317/311 MAX/372

MAX

MAX

MAX

ILS/CIR

MAX

MAX

MAX

11/29

2765

8

Rome Ciampi-

15/33

2197

NOT

NOT

ano (Note) Note:

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6.4.47 SEOUL (RKSI) - SOUTH KOREA Name of Airport : Incheon International 6.4.47.1 Airfield Data RFF

10

IAP

RWY

LDA (m)


343 / 6

332 / 3

300 / 10

320 / 1

ILS / ILS

15L/33R 3750

MAX

MAX

MAX

MAX

MAX

ILS / ILS

15R/33L 3750

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

16/34

4000

6.4.47.2 General Warning, Caution and Notes Warning:

Extensive prohibited areas especially RK (P) - 518 about 11 NM North of airport and RK (P) - 73 about 9 NM North of SEL VOR. Tracer warning will be fired at aircraft encroaching the prohibited airspace.

6.4.47.3 Terrain The airport is located approximately 27 NM West of City centre with an elevation of 23 feet. High ground mostly to East, highest MSA 3800 feet at the North East quadrant. The MSA is 2100 feet to Southwest, 3300 feet to Southeast and 2600 feet to Northwest. Highest peak of 1680 feet is approximately 6 NM to the North. Beware of hills up to 820 feet directly South approximately 6 NM especially when executing go-around from Runway 15L/R. 6.4.47.4 Air Traffic Control Air Traffic control is generally very good. 6.4.47.5 Weather Early morning fog common in summer. Monsoon weather with maximum rainfall in July and August with occasional thunderstorms. Low clouds with poor visibility between 0600 to 0800 Local Time from September to December.

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Pilot shall pay extra caution to vehicles while taxiing, as there are vehicle road ways passing between Ramp ‘P’ (Main Concourse) and Ramp ‘R’ (Remote Ramp for passenger) in A7 and A8 taxi lanes.

Caution:

Taxiway C (between the 2 runways) is wider than normal and could easily be mistaken as a runway, especially in periods of low visibility operations and also when landing on runway 33R using K to cross Runway 33L.

During heavy rain water accumulates on taxiways M and N. b) Departure Procedures: NIL c) Entry Requirements: Each crew members must carry their Crew Member Certificate (CMC) and valid passport whenever flying to Seoul. All the crew members shall be listed on G/D. They shall also fill the Land permit (Shore pass) before passing local immigration crew arrival booth, Likewise, all crew must pass the Immigration Departure with authorised landing permit with Departure G/D. In case, a crew is travelling as passenger and departing as a crew or arriving as a crew and departing as a passenger, the crew must have the valid entry visa into Korea.

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RFF

IAP

RWY

LDA (m)

Location RKPC


343 / 6

332 / 3

300 / 10 320 / 1

MAX

MAX

MAX

MAX

MAX

NON/ILS 18L/36R 2743 227/224

218/269

191/188

148

MAX

NON/ILS 18R/36L 3200 283/279

268/328

MAX

MAX

MAX

9 ILS/ILS

06/24

3000

Jeju RKPK

9

Busan RKSS

9

Seoul Gimpo ZSPD

ILS/ILS

14L/32R 3600

MAX

MAX

MAX

MAX

MAX

ILS/ILS

14R/32L 3200

MAX

MAX

MAX

MAX

MAX

3800

MAX

MAX

MAX

MAX

MAX

9

ILS/ILS

16/34

Shanghai Pudong

ILS/ILS

17L/35R 4000

MAX

MAX

MAX

MAX

MAX

ILS/ILS

17R/35L 3400

MAX

MAX

MAX

MAX

MAX

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6.4.48 SIALKOT (OPST) Name of Airport : Sialkot International 6.4.48.1 Airfield Data RFF

9

IAP

ILS / NON

RWY

04/22

LDA (m)

3600


343 / 6

332 / 3

300 / 10

320 / 1

MAX

MAX

MAX

MAX

MAX

6.4.48.2 Curfew / Slot Limitation • Opening Hours

Sat - Thu

0300 - 1100 UTC

Friday

0200 - 1600 UTC

Operations outside opening hours require prior permission. 6.4.48.3 General Warning, Caution and Notes Caution:

Bird activity around airport. Pilot are advised to exercise caution when approaching/departing particularly below 3000ft.

Caution:

Crew report - Poor English and communication standards from ground crew during engine start.

Caution:

During hours of darkness, operation on apron requires attention.

6.4.48.4 Terrain Airport located 17 km Northwest of Sialkot town. Generally flat terrain with man-made obstacles in the vicinity. 6.4.48.5 Air Traffic Control Sialkot is a private civil aerodrome, mainly used for cargo operations. The airport lies within Class C airspace, 15nm radius based on “Sialkot VOR”, vertical limits surface to FL80. Tower & Ground frequency use same frequency.

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6.4.48.6 Weather Sialkot is hot and humid during the summer and cold during the winter. June and July are the hottest months. The maximum temperature during winter may drop to -2°C. September is generally wettest month. During Monsoon season (Jun-Sep) thunderstorms to be expected. 6.4.48.7 Additional Information a) Arrival Procedures: • Instrument Approaches

RWY

RWY

Approach Lighting

RWY04

ILS / VOR

Precision approach lighting (900m) (High Intensity)

RWY22

NIL

Simple approach lighting (420m) (Medium Intensity)

Expect Runway 04 for arrival. Due only one (1) Taxiway available for entry/exit from Apron, this could result in arrival delay. •

Weather Request - Request weather for Sialkot from Lahore control due slow coordination between en-route/Sialkot Tower. Sialkot Tower is out of range before commencing descent.

•

Expect clearance to fly “LA (VOR)” direct to “SLT (VOR). Lahore control will generally clear down to FL130 and instruct to contact Sialkot TWR for co-ordination. After contact with Sialkot Tower, expect clearance to 6000ft until 15 DME to Sialkot, then to Alt 3200ft DME ARC and ILS Runway 04.

6.4.48.8 Ground Manoeuvring •

Use turning pads for completing 180º turns

•

Arriving aircraft - Parking stand allocated by Tower

•

“Follow me” vehicle - Request through Tower

b) Departure Procedures: : •

SIDs published

•

Departure from Runway 22 generally used during calm wind conditions.

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RFF

IAP

RWY

LDA (m)

Location VIDP

9


343 / 6

332 / 3

300 / 10 320 / 1

VOR/ILS

09/27

2661

MAX

MAX

MAX

MAX

MAX

ILS/ILS

10/28

3810

MAX

MAX

MAX

MAX

MAX

ILS/ILS

11/29

2820

MAX

MAX

MAX

MAX

MAX

VOR/VOR 18R/36L 2743 278/276 229/301 200/198

MAX

MAX

VOR/ILS 18L/36R 3360 339/334 240/330 203/202

MAX

MAX

NON/ILS 07L/25R 3200 273/270 257/342

MAX

MAX

MAX

MAX

MAX

MAX

Delhi OPLA

9

Lahore OPKC

9

Karachi OPRN

ILS/ILS

14L/32R 4019

MAX

MAX

9

Islamabad

CIR/ILS

12/30

2743 263/259 265/328 219/216 167/MAX

MAX

VOR/VOR

17/35

2743

MAX

(Note1)

OPPS

9

Peshawar

223

223

223

MAX

(Note2)

Note 1:


Note 2:


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6.4.49 SINGAPORE (WSSS) Name of Airport : Changi International 6.4.49.1 Airfield Data RFF

IAP

RWY

LDA (m)


343 / 6

332 / 3

300 / 10

320 / 1

ILS / ILS

02L/20R 3260

MAX

MAX

MAX

MAX

MAX

ILS / ILS

02C/20C 4000

MAX

MAX

MAX

MAX

MAX

10



Warning:

The windshear warning systems in Singapore may not detect severe windshear in the approach or departure areas of the airport and should not be relied upon as the only means of indication of the presence of windshear.

6.4.49.3 Terrain The airfield is mainly situated on reclaimed land on the coast at the Eastern end of the Singapore Island, 20 kilometres Northeast of the city. The airport has an elevation of 22 feet. There are several restricted areas close to the airport. Under VMC military aircraft are permitted to cross the control zone over the Northern tip of Sinjon East bound at 500 feet by day and night and Southern tip westbound at 1000 feet without reference to the tower. There is no significant terrain at the Southern end of the Malay Peninsula. 6.4.49.4 Air Traffic Control Radio Communication failure procedure shown on SID/STAR charts refer to “There after refer to Singapore Special procedure on radio communication failure”. Please refer to Jeppesen Text book, Vol 2, section “Emergency”, Singapore, “Communication Failure”, which specifies the procedures for “ARRIVAL”, and “DEPARTURE”. •

Operation of Mode S transponder on ground

1. Aircraft identification - Use the same format as in ICAO flight Plan, ie QTR001 2. Flight crew should select XPDR or equivalent according to specific installation. Ensure the transponder is operating (i.e. OUT OF STAND-BY or OFF POSITION) and the assigned mode A code is selected in accordance with following:

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1) Departing flight: The assigned Mode A code is selected for pushback or Taxi, which ever is earlier. For departure to Jakarta ATC may require aircraft to cross waypoint ANITO at the earliest possible time and FL. Crews are to coordinate with ATC if the desired FL cannot be achieved after take-off. 2) Arriving Flight Continuously until the aircraft is fully parked at stand. 6.4.49.5 Weather Singapore is only 80 NM North of the equator and tropical conditions prevail throughout the year giving rise to heavy rain showers and frequent thunderstorms. The Southwest Monsoons are from June to September and Sumatra thunderstorms may be carried over the Island in early morning and bring severe gusts exceeding 35 knots. 6.4.49.6 Additional Information a) Arrival Procedures: Caution:

Paya Lebar airport is 4.8 NM to the West of Singapore Changi and has the same runway alignment.

Caution:

Low level windshear can be experienced on approach to all runways.

Note:

East of airport, Runway 02R/20L is solely for use by the Republic of Singapore Air Force aircraft. Exercise caution.

b) Departure Procedures: Aircraft climb performance with All Engine Operating (AEO), satisfies every criteria laid down in Jeppesen 10-3 and 10-3A for ship upto height of 460 feet (140 m). Single Engine Operations, Take-off charts account of obstacles (ships) passing the shipping lanes. Due to performance limitations, we do not account for the most limiting ships of 460 feet (140 m) in height. The take-off charts are based on clearing all ships of height up to 226 feet (69 m) for Runway 02L / 02R, therefore if ATC report a ship higher than 226 feet (69 m), then take-off must be delayed.

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RFF

IAP

RWY

LDA (m)

Location WIDD


343 / 6

MAX

MAX/369

332 / 3 300 / 10 320 / 1

9 ILS/VOR

04/22

4025

ILS/VOR

16/34

3354 336/332

MAX

MAX

MAX

MAX

MAX

Batam WMKJ

8 275/338 MAX/224

Johor Bahru WMKK

ILS/ILS 14R/32L 4000 327/325

MAX

MAX

MAX

MAX

Kuala Lumpur ILS/ILS 14L/32R 4019 MAX/345

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

WMKP

9

9 ILS/VOR

04/22

3354

MAX

Penang

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6.4.50 STOCKHOLM (ESSA) - SWEDEN Name of Airport : ARLANDA 6.4.50.1 Airfield Data RFF

IAP

LDA (m)


343 / 6

332 / 3

300 / 10

320 / 1

2500

345

MAX

MAX

MAX

MAX

ILS/ILS

01L/19R 3300

MAX

MAX

MAX

MAX

MAX

ILS/ILS

01R/19L 2500

MAX

MAX

MAX

MAX

MAX

VOR/VOR 9

RWY

08/26

Jeppesen Airport briefing pages provide detailed information on operations at Stockholm Arlanda airport. 6.4.50.2 Terrain Flat terrain. Highest obstacle of 2200 ft in southeast quadrant 6.4.50.3 Air Traffic Control Radar service provided. Parallel runway operation in use. During LVP operations traffic flow is reduced by 65%, resulting in Traffic flow restrictions being issued. •

Communication Failure with Destination Stockholm Arlanda:

•

In IMC: ICAO Procedure, supplemented as follows: •

Maintain the altitude last received and acknowledged

•

Proceed via the relevant TMA entry point

•

Then proceed direct to TEBBY (TEB) VOR

•

In the TEB holding descend to 2500 ft MSL

•

Carry out a normal instrument approach to the most suitable runway, which normally is the runway received via ATIS or by inbound clearance

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6.4.50.4 Weather Stockholm area experiences a moderate climate in both summer and winter. Winters are dark and cold, with darkness occurring in early afternoon, while during summer, days are long, while nights are semi dark. Average min/max seasonal temperatures •

Summer:18°C to 25°C

•

Winter:-7°C to +2°C

Most rainfall occurs during summer and early autumn, with snowfalls from October to March. Heavy snowfalls possible during months of December, January and February and may remain on ground for long periods. Fog and snow showers generally affects ceiling & visibility during winter. Destination alternates, Malmo and Goteborg, both these airports may experience prolonged fog during winter/spring period. 6.4.50.5 Arrivals Conventional and RNAV STARs published with numerous crossing altitudes. Lost communication procedures published for Missed Approaches, see Jeppesen approach charts. RWY01R/19L - CAT IIIB capability 6.4.50.6 Ground Maneuvering NIL 6.4.50.7 Departures SIDs published for specific aircraft types. Remote de-icing used when RWY 01R/19L is in use. Refer to Jeppesen airport briefing pages for details. Night departure - RWY19L used between 2200-0700LT •

•

De-icing - Terminal 5 •

De-icing is ordered via “Nordic handling dispatcher” or 131.475 (Grnd Handling agent).

•

De-icing takes place on stand

•

De-icing staff will contact crew via 121.750 or via headset before commencing deicing.

Remote De-icing Subject to runway in use, de-icing is conducted remotely. Refer to Jeppesen airport briefing pages for details. REV 08P


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6.4.50.8 Additional Information Terminal Qatar Airways use Terminal 5 6.4.50.9 Destination Alternates ICAO

RFF

IAP

RWY

LDA (m)

Location ESKN

343 / 6

332 / 3

300 / 10 320 / 1

LLZ/ILS

08/26

2750

NOT

NOT

229/NOT

MAX

MAX

ILS/ILS

03/21

3299

MAX

MAX

MAX

MAX

MAX

ILS/ILS

17/35

2800

NOT

NOT

MAX/NOT

MAX

MAX


MAX

MAX

MAX

MAX

MAX

8

GoteborgLandvetter ESMS

772 / 3

7

Stockholm Skavsta ESGG


7

Malmo-Sturup EFHK

9

ILS/VOR

15/33

2901

MAX

MAX

MAX

MAX

MAX

ILS/ILS

18/36

2550

MAX

MAX

MAX

MAX

MAX

ILS/ILS

18/36

2550

NOT

NOT

MAX

MAX

MAX

ILS/ILS

08/26

2820

NOT

NOT

MAX/NOT

MAX

MAX

Helsinki EVRA

8

Riga EETN 7 Tallinn

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6.4.51 TRIPOLI (HLLT) - LIBYA Name of Airport : Tripoli International 6.4.51.1 Airfield Data RFF

IAP

RWY

LDA (m)


343 / 6

332 / 3

300 / 10

320 / 1

NDB / ILS

09/27

3600

NOT

NOT

MAX / N

MAX

MAX

NONE

18/36

2235

NOT

NOT

192 / N

MAX

MAX

8


Particular care should be taken to read back clearances clearly to ensure understanding.

Note:

Libyan airspace is contained in the IATA in-flight broadcast procedure area of Africa VHF 126.9

Note:

Runway 18/36 is used as an alternative Runway and open for operation in Daylight only.

6.4.51.3 Terrain Tripoli is joint Civil and Military airfield. The airport is located 10 NM South of city area of Tripoli on the Southern shores of the Mediterranean sea with an elevation of 263 feet. The surrounding area is flat coastal plain with no significant obstacles in the vicinity. Mountain ranges further to the South rise to give a MSA of 4000 feet. The terrain is mostly covered by farms. 6.4.51.4 Air Traffic Control The standard of ATC is average. Use standard phraseology. Note:

The working hours of Tripoli tower is 0400 to 2359.

6.4.51.5 Weather The weather of Tripoli is mostly fine, with clear skies and pleasant afternoon sea breezes. Summer: Generally fine weather with Southwesterly winds. Increasing wind speed in Summer can cause blowing dust and rising sand with reduced visibility. Occasionally fog occurs in August and September, which normally burns off from 0800 to 1000 Local Time. Winter: Generally fine weather with Northeasterly winds. Thunderstorms and associated CB activity from time to time throughout this season. December to January: likelihood of windshear phenomena. REV 08P


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Some parts of the aerodrome are neglected, with WIP and debris on taxiways and apron. Be careful to avoid personnel on apron.

During heavy rain water accumulates on taxiways M and N. b) Departure Procedures: NIL 6.4.51.7 Destination Alternates ICAO Code

RFF

IAP

RWY

LDA (m)

Location DTMB


300

320 / 1

9 ILS/VOR

07/25

2950

208

MAX

MAX

VOR/ILS

01/19

3200

MAX

MAX

MAX

VOR/ILS

11/29

2840

152

128/130

68/67

ILS/VOR

09/27

3100

215

MAX

MAX


MAX

MAX

MAX

Monastir DTTA

9

Tunis DTTJ

9

Djrba GMMN

9

Casablanca (Note) HLLB

8

Benghazi LMML

9

Malta - Luqa

Note:

NDB/ILS

17L/35R 3750

231

MAX

MAX

ILS/VOR

15L/33R 3600

MAX

MAX

MAX

NDB/NDB

15R/33L 3600

210

MAX

MAX/86

NON/NDB

05/23

2377

204

165

MAX

ILS/ILS

13/31

3544

MAX

MAX

MAX

Casablanca to be used as preferred alternate in case of marginal weather conditions on early morning flights.

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6.4.52 VIENNA (LOWW) - AUSTRIA Name of Airport : Schwechat International 6.4.52.1 Airfield Data RFF

IAP

RWY

LDA (m)


343 / 6

332 / 3

300 / 10

320 / 1

ILS / ILS

11/29

3500

319/316

258/306

214/212

MAX

MAX

ILS / ILS

16/34

3600

MAX

MAX

MAX

MAX

MAX

9


Rescue helicopter operations at low altitude to and from ASPERN 6.5 NM North threshold Runway 16 on extended runway center line Runway 34 and 1 NM West of extended runway center line Runway 34

6.4.52.3 Terrain The airport is located 10 NM Southeast of Vienna with an elevation of 600 feet. High ground mostly to the Southwest, highest MSA 4900 feet at the Southwest quadrant. Between 110º from Northwest and 270º from Southeast the MSA is 3,400 ft and between 270º and 350º Southeast the MSA is 2700 feet. Highest terrain of 2884 feet is 18 NM to the Southwest. 6.4.52.4 Air Traffic Control The Air Traffic Control is generally very good. 6.4.52.5 Weather November to March: Vienna’s climate is generally moderate; heavy snowfalls and low temperatures. July and August: Temperature is usually comfortable with an average of 20ºC. Rainfall occurs throughout the year, but mainly from May until August. A northwest Circulation, along the Danube valley prevails most of the time (75% of the year). Winter fog (mainly during December/January) usually clears by noon. In summer, significant thunderstorms / hail may occur between May and August.

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6.4.52.6 Additional Information a) Arrival Procedures: Expect a minimum speed of 160kts to 4nm. If unable to comply, contact ATC. b) Departure Procedures: Loadsheet is delivered with electronic signature, which includes the license number of the person who prepared the document. Red Cap is not licensed to complete a loadsheet, but will check the loadsheet with a qualified person from Qatar Airways (Pilot). c) Crew Routing: Austroport will provide transfers to and from the airport using 2 mini buses that each has a seating capacity for eight (8) persons. Arrival Crew: After leaving the aircraft, proceed to baggage claim area, ensure to have your crew ID visible and proceed as a group to enable the immigration to clear the applicable formalities. In the baggage claim area, you will be met by a porter (wearing green jacket) with a big trolley for collection of crew bags. The porter will transfer all your bags from the conveyor belt and load them onto his trolley. He will also hand over the Crew Information Sheet to each crew member. He will follow you and load baggage in the Austroport mini buses. Departing Crew: The driver will drop you off at departure area T2. Please proceed to luggage counter (opposite to Austrian Airlines check-in counter 50). QR ground staff will be there to assist you with baggage tagging. Crew bags will be loaded on a big trolley for carrying straight to the aircraft for final loading into H5. You will be asked to proceed straight to departure gate (A-Pier) and either handling agent or QR ground staff will meet you to lead you to the aircraft.

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RFF

IAP

Runway LDA (m)

Location EDDM

9

Munich LHBP


343 / 6

332 / 3

300 / 10 320 / 1


MAX

MAX

MAX

MAX

MAX


MAX

MAX

MAX

MAX

MAX

9

ILS/ILS 13L/31R 3707 342/338

MAX

MAX

MAX

MAX

Budapest

ILS/ILS 13R/31L 3010 342/338

MAX

MAX

MAX

MAX

LOWG

9 VOR/ILS 17C/35C 2740

NOT

NOT

MAX

MAX

MAX

7

CIR/ILS

13/31

2950

NOT

NOT

215/N

165

MAX/83

Bratislava

CIR/ILS

04/22

2900

NOT

NOT

227/N

MAX

MAX/88

Graz LZIB

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CHAPTER PAGE

6 320



L E F T

B L A N K

.

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CHAPTER

7

PAGE

1

RESERVED RESERVED

CHAPTER 7 - RESERVED

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CHAPTER

7

PAGE

2

RESERVED RESERVED


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CHAPTER

8

PAGE

1

RESERVED RESERVED

CHAPTER 8 - RESERVED

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CHAPTER

8

PAGE

2

RESERVED RESERVED


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Qatar OM PART C

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