Understand Lido Charts

General Part

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LEGENDS AND TABLES

LIST OF CONTENTS G1e.neral

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2. AirportOperationalInformation(AOI) 3. Terminalandapproachcharts

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. . . . . . . . 3.1

Planview ingeneral . . . . . . . . . . . . . . . . . . . . . . .

3.3

Airport Facility Chart (AFC) specific . . . . . . . . . . . . 24

3.4

Standard Arrival Route (STAR) specific . . . . . . . . . 25

3.5

Instrument Approach Chart (IAC) specific

. . . . . . . . . . . . . . . . . . 21

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3.5.3

Profile and distance/altitude table

3.5.4

Approach minima table . . . . . . . . . . . . . .

Standard Instrument Departure (SIDs) pecific . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.7

Standard Instrument Departure Procedure

3.8

Tex(tSIDPT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . Minimum Radar Vectoring Chart (MRCs) pecific . . . . . . . . . . . . . . . . . . . . . . . . . .

.............................................................. Airport parking chart specific

4.3

Low visibility chart specific

27 36 39

40 42

43

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4.2

27

. . . . . . 30

3.6

4.1 Planviewingeneral

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Meterstofeetconversion

3.5.2 Runwaydescription

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3.2

3.5.1 Planview

4.Grouncdharts

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48

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LEGENDS AND TABLES

GENERAL

HEADER

The manual is set up in a way to allow easy and quick handling by the pilot in daily operations. The sequence of airports in the manual is determined by: country name city name airport name. The charts are organized in chart types with colored header labels for quick and easy recognition and have a fixed sequence within each individual airport. The followin g examples also indicate the numbering and the sequence of the charts within each a irport section.

The page number consists of a chapter number for each chart type and a sequential chart number wit hin the chapter. Note: Continuous numbering is made within the chart types of the Lido master manual. This can cause interruptions of page numbering within a customized manual, where the customer is not using all charts available. Therefore the check for completeness has to bemad e wit h the lis t of contents, rather than with the page numbers only. Change: NIL

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Special color codes

In all parts of the manual a special color code is used to identify temporary or company information. Special coloring appears as hatching in chart labels, as border marking on text pages or as color coded charts. Temporary charts are shown with white stripes on the respective chart type color. Company text information is either marked with a yellow stripe or printed on yellow paper. The following colors are used:

Tailored or customized charts always carry the logo of the respective customer in the page frame. Any cust omer defined information being displayed on the charts is shown in magenta color (except for customized minima). AIRPORT CHARTS General purpose and use of

All types of airport charts in Lido’s Route Manual Standard use the same symbology, adapted for every specific chart type. Consistent elements are handled in the same way as on RFCs whenever possible. The Airport Facility Chart (AFC) supports flight operations within the Terminal Control Area (TMA) after take-off or before landing. Single AFCs are always shown on the front side of the sheet with the Ai rport Ground Chart (AGC) on the reverse side. The Airport Ground Chart (AGC) covers the airport ground layout and shows the runways, taxiways and apron areas. The AGC is normally shown on the reverse side of the AFC. RWY information used for takeoff is provided on the AGC. The Airport Parking Chart (APC) is the supplement to the AGC showing details concerning the apron situation and parking stands. The Low Visibility Chart (LVC) is very similar to the AGC. Differences include additional symbols, format and the low visib ility taxi procedure text. The Engine Out Standard Instrument Departure chart (EOSID) is publish ed whenever operationally required or offic ially publish ed in the AIP and displays engine out procedures to be followed after take off fo r the individ ual customer and/or aircraft type. Thelayou t is based on the SID, slightly differing in f ormat or layout. The Standard Instru ment Departure Chart (SID) displays the published departure routes and procedures. Thetextua l description for the procedure is separated from the planview and available in the Standard Instrument Departure Procedure Text (SIDPT).

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LEGENDS AND TABLES

The Standard Instrument Departure Procedure Text (SIDPT) provides the textual description of the SID procedures wherever published in the respective AIP. The SIDPT is organized i n three columns: SID, ROUTING, ALTITUDES. The contents of the SID text page correspond to the procedures on the SID charts. The Standard Arrival Route Chart (STAR) displays the published arrival routes and procedures. The STARs are generally published without a textual description. If however a textual description is necessary it is either printed on the chart planview or on a separate STAR procedure text page (STARPT). The Instrument Approach Chart (IAC) supports pilots during approach and missed approach. The IAC provides a sophisticated a pproach profile for vertical navigation, detailled information for conduct of continu ous descent for non precision approaches, detailled RWY information and approach minima. The Visual Approach Chart (VAC) supports official visual procedures providing detailed information about man made and topographical features within the visual maneuvering area. No vertical profile is shown for visual procedures.Visual approach minima are listed at the lower end of the VAC. The Minimum Radar vectoring Chart (MRC) provides radar vectoring sectors with associated minimum altitudes wherever available in official sources (AIP). Page frame information

Depending on the paper size of the manual - either A4 or A5 format - the headers appear in the following way: A5 manual:

Large planview:

Small planview:

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Explanation of the individual items

1

Change remark providing information about the revised items.

2

Chart name.

3

City and airport name (if deviating).

4

Copyright note.

5

Country.

6

Customer logo on tailored charts (containing customer specific, additional or deviating information).

7

Header label colored according to chart type (see also AIRPORT CHARTS).

8

IAT A and ICAO airport code.

9

Page Identifi cation Number.

10

Page number according to chart typ e.

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LEGENDS AND TABLES

The Revision date is always a sheet date. If two or more charts are combined on one sheet, and during a revision cycle only one chart is affected by to changes this revised chart determines the revision date. The change remark of the unaffected chart still carries the change remark of its last revision but is dimmed to indicate that it was not changed in the current cycle (equivalent to “Change: NIL”).

12 With Effect From (WEF) date, only added if the chart be comes effective later than indicated in the revision date. For Tempo Charts two dates (begin-, end-date) indicating the period of affectivenes s for a certain chart can be added instead of a single WEF date. Begin- and end-date are separated by a slash. Abbreviations may be used to describe - especially - the end of the period of effectiveness.

2.

AIRP ORT OPERATI ONA L INFORMATIO N (AOI)

The AOI is the textual description of the basic general information about the airport as well as possible differences to the country standard General

Arrival

Departure

– Airport hours

– Speed restrictions

– Take-off minima

– Airport information

– Communication

– Speed restrictions

– Operation

– Communication failure

– Communications

– Warnings

– Arrival Procedure

– Communication failure

– Other information

– Company information – Ot her information

– Departure Procedure – A TC Slot, Clearance – De-icing – Warnings – Company information – Other information

Headers are omitted in case of NIL information. If a separate AOI chapter is unnecessary and not printed for a certain airport, a remark is added on the AFC accordingly.

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TERMINAL AND APPROAC H CHART S

3.1

PLANVIEW IN GENERAL

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All the terminal and approach charts feature planviews being very simi lar and only having sli ght differences between the different chart types. Therefore a general explanation of all features on these planviews will be provided followed by a detailled description of the chart specifics. All chart planviews feature a topographical display, are oriented to magnetic north and provide to scale information. AFC sample:

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The Aerodrome Elevation is provided in feet and shown in bold font in the chart information pictograph generally positioned in the lower left part of the chart planview. Also see under Chart I nformation.

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1

Airports: Generally only airports that are in civil use and provide at least one runway with minimum dimensions of 30m width and 1500m len gth are shown on the cha rt. The

airports wil l be charted wit h city - and/or airport name, 4 letter code and longest runway in hundreds of meters . Airport with largest RWY length.

≥

45m width and

≥

Airport with largest RWY length.

≥

1500m

30m width and

≥

1500m

As exceptions airports that are not meeting the above requirements but are mentioned in the context of warning and/or caution notes in the corresponding AIP or are upon customer request will also be displayed. customer request

caution/warning note with runway layout Note: As an exeception and to avoid congestion only airports with a minimum RWY length of 2000m will be charted for the territory of the United States (excluding Alaska).

2

Airspaces: Only controlle d airspace – with sectors – class D, C, B or A related to the charted airport, are labeled with lower limit, upper limit and airspace class. (Generally airspaces are shown with limiting up to FL 100). Note: Not on IACs.

3

Airways will be labeled as follows (if applicable) – MAA (see Maximum Authorized Altitud e) – airway name (with type information) – segment distance – MEA (see Minimum Enroute Altitude)

– MTCA (see Minimum Terrain Clearance Altitude) – even/odd indicator (see Even/Odd Indicator) – different to procedures, consistent with RFC. Multiple airway names are separated by a slash.

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LEGENDS AND TABLES

If an airway is limited to one direction a directio n indicator arrow is added to the name. 5 0 0 2

The airway type can either be conventional or RNAV. – On conventional charts only the c onnecting RNAV a irways will be labeled as RNAV airways. Either with ”R” or the RNP value, if available (e.g. RNP 5). – On RNAV charts only the conventional airways will belabeled with ”C”.

E

4

– On combinedchar ts either type of airwaywill belabe led. Altitude limitation at defined procedure points. S Maximum altitude ”at or below” S At altitude S Minimum altitu de ”at or above”

5000 5000 5000

S In between

8000 6000

”at or between”

5

Approach data box is provided on AFCs only. For details refer to AFC legend.

6

Approa ch Procedure Designat or Box is provided on IACs

only. For details refer to IAC legend.

7

By ATC: For segments that are only available by special ATC clearance a remark (ATC) is added.

8

Border Text: Waypoints or navaids of procedure or airway legs which lie outside of the chart frame, are shown along the border. Waypoint name or navaid identifi cation with frequency are indicated in such cases.

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Chart information is normally placed in the lower left part of the chart, providing S Local magnetic variation. S Chart orientation S Aerodrome elevation

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10 COM Frequencies are provided on procedure charts in the upper right corner of the chart frame. The box may bemove d for optimal placement. The calls ign prefix is assumed to be the city name of the respective airport. Only if the callsign pre fix is deviating fro m the city name, the prefix will be added in the communications box, e.g. City name is ”Windsor Locks”, the callsign prefix is ”Bradley”. Frequencies operating hours deviating from H24, as well as other restrictions/instructions related to the relevant frequencies are provided in the communications box on the AFC. Times are generally shown in UTC (for more information about World Local Times see the corresponding chapter). If ATIS broadcast is available via data lin k, a preceding ”D-” is added. Company I nformation Company derived information displayed on chart planviews is always shown in magenta. This can be textual and/or graphical information.

11

Compass rose is shown centered to an airport facility with a radius of 10NM on IACs and 20NM on the other charts. The compass rose is part of the distance circles.

12 Distance circles: are shown in 10NM steps upto 50NM, labeled with distance and reference fix. The compass rose forms part of the distance circles.

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The Even/Odd Indicator is only provided on airway segments, if the respective airway requires different flight levels (even /odd) than specified in officially publish ed cruising tables.

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FIR boundaries are provided on all chart types (except IACs) indicatin g the FIR name followed by the suffix ”FIR” and 4 letter identifier.

13 Grid lines are oriented to true north. The grid siz e (magnitude) of the grid is depe nding on the chart scale, generally 1°, 30’ or 15’. The grid lines are not shown on IACs.

14 Grid ticks: The chart frame provides coordinate grid information aligned to true north. At least two coordinates are shown along the left and upper frame. 15

Headings are shown as a three digit numbe r with a degree symbol and a preceding ”H”.

16 Highest obstruction within the chart planview or inset. This might either be a terrain high spot, a man made obstacle or a topographical area. 17 Holding patterns: Standard timed holding pattern with minimum and maximum holding altitude or FL if officially publishe d. Standard timed holding patterns are generally shown with a fixed symbol thus being not to scale. Exceptions can be made on special charts or when operationally required. Any standard timed racetrack pattern will generally be shown to scale, taking the maximum procedure design speeds into account (e.g. New PANS OPS, TERPS).

Holding patterns being defined by DME distances and/or waypoint definition lines are shown to scale.

Blue figures in a holding pattern are missed approach altitudes and are shown if deviating from the respective minimum holding altitude (MHA).

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A holding alt itude or FL with the remark (A TC), is only permitted to fly with ATC clearance. 5 0 0 2 E

Holding insets are used whenever necessary because of congestion or holding patterns lying outside the chart planview.

18 Initial Approach Altitude is the minimum altitude between the IAF and IF providing an obstacle clearance of at least 300m (984ft) in the primary area. For further details refer to part Rules and Regulations (RAR). 19

Insets are used to either show: S Blow ups of congested areas (e.g. initial climbs), S Contin uations of procedures lyin g outsid e the chart

planview. Insets can either be: S To scale with or with out scale information (topography), S Not to scale (without topography). 20 Intermediate Approach Altitude is the minimum altitude between the IF and FAF/ FAP with a reducing ob stacle clearance from 300m (984ft) to 150m (492ft) in the primary area. For further details refer to part Rules and Regulations RAR). 21 Main airport of the corresponding chart is charted with its main runway layout and the city and/or airport name.

22

Maximum Authorized Altitude (MAA): The MAA is presented on each airway segment whenever published in the AIP either in FL or ft) and is differen t from the associated airspace limita tions (e.g. lower vs. upper airspace).

If different MAAs apply for each direction on the same airway segment, a direction indicator is added.

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Different MAAs applied to different airways on the same segment are separated by a slash.

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If one of a combination of MAAs is according the associated airspace limitations (lower vs. upper airspace) that is indicated by three dots. 23

Minimum Enroute Altitude (MEA) is presented on each airway segment whenever it is published in the AIP (eithe r in FL or ft) and is de viating from th e associated airspace limitations (e.g. lower vs. upper airspace).

If different MEAs apply for each direction on the same airway segment, a direction indicator is added. Multiple MEAs applied for different airways on the same segment are separated by a slash. If one of a combination of MEAs is according the associated airspace limitations (lower vs. upper airspace) that is indicated by three dots. 24

Minimum Grid Altitude (MGA) is the lowest safe altitude to be flown off-track . The MGA is calculated by rounding up the elevation of the highest obstruction within the respective grid area to the next 100ft and adding an increment of S 1000ft for ter rain or obstruction s up to 6000ft or S 2000ft for ter rain or obstruction s above 6000ft. e.g. 6345ft obstacle = 6400ft rounded up + 2000ft buff er = 8400ft MGA Shown in hundreds of feet.

Lowest indicated MGA is 2000ft. This value is also provided for terrain and obstacles that would result in a MGA below 200 0ft . Exceptionis overwate r areas where the MGA can be omitted. MGAs below 10’000ft are shown in purple, at and abo ve 10’000ft in red.

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Minimum Sector Altitude (MSA) is shown for each MSA sector. The sector boundaries are formed by limitin g radia ls, QDMs or tracks depending on the reference facility and the limitin g circle.

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26 MSA limiting circle is sho wn cen tered to the reference navaid or the A irport Reference Point (ARP), normally having a radius of 25NM.

A MSA pictograph is used w hen t he characteristics of the MSA sectors cannot completely be drawn from the chart planview alone.

According to ICAO regulations the MSA provides an obstacle clearance of at least 300m (984ft). 27

Minimum Terrain Clearance Altitude (MTCA): The MTCA is provided for all airway segments, on STARS (to the IAF) and onsele cted SIDs(forsegm ents lyi ng outsi dethe coverage of the MSA) always shown in red italic f ont. For SIDs and STARS t he MTCA is calculated for an area of 5 NM on either side of the centerlin e of each p rocedure segment and around a navaid/waypoint where the MTCA is provided. For airways the buffering area extends to 10NM. The MTCA is calculated by rounding up the elevation of the highest obstruction within the respective safety area to the next 100ft and adding an increment of S 1000ft for terrain or obstructions up to 6000ft or S 2000ft for terrain or obstructions above 6000ft. e.g. 2345ft obstacle = 2400ft rounded up + 1000ft buffer = 3400ft MTCA

Values shown in feet. Lowest indicated MTCA is 3100ft, meaning that wherever no MTCA is pro vided 3000ft can b e considered a safe flight altitude. Consecutive segments having an identical MTCA can be combined by MTCA break symbols providing the label only once.

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Any MTCA being calculated with other than the above mention policies will be shown in brackets with reference to the calculation method. In rare cases the MTCA calculated for a specific segment can be higher than the respective published official minimum altitude.

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28 29

This is due to the difference in buffer calculation and/or the definition of the safety area. For details refer to part Rules and Regulations (RAR) Missed approach: All items related to the missed approach procedure are shown in blue color. Navaids are shown with the navaid symbol and the navaid flag including: Navaid name (the name will be omitted if multiple navaids of the same type share the name) S frequency and identifier S morse code S INS coordinates (not on IACs)

ILS DME

ILS

LLZ DME

LLZ

VOR/DME, VORTAC

VOR

with ATIS broadcast

with HIWAS broadcast

with meteo broadcast

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DME only/ TACAN only

NDB If two navaid s are co-located and have the same name and indentifier only one symbol and a combined navaid flag is charted. Outer marker Middle marker Inner marker

30 Obstacles with their associated top elevation that might appear as: Lighted obstacle Single obstacle Group of obstacles The displa y of obstacles is filtered to display an obstacle only if: a)its top elevation is more than 100ft above aerodrome elevation in a 1NM radius ar ound the airport reference point (ARP), climbing 100ft with each NM up to a distance of 5NM.

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b)outside the 5NM radius - the obstacle ALT protrudes the upper limit of the topographical layer which it is located in (also refer to section “topog raphy”). 5 0 0 2 E

31 Procedure designator: SID and STAR designators are shown in colored arrows with procedure name(s) indicating the direction of the procedure. For details refer to the relevant chapter within SID/STAR specifics. 32

Proceduretracks are drawn by specific lin es that are inter-

rupted by heading or track indication. terminal procedure line airway procedure line transitions missed approach procedure line visual track terminal procedure continued by radar vectors 33 Procedure fixes: IAF: Initial Approach Fix, placed above navaid box or WPT name. IF: Intermediate Fix FAF: Final Approach Fix FAP: Final Approach Point MAPt: Missed Approach Point D: descent point for continuous descent The identical symbology is used to indicate RNAV procedure fixes such as initia l approach waypoint (IAWP ), intermediate waypoint (IWP), etc.

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Radials are shown as a three digit numberwith a preceding ”R” on procedures or waypoint definition lines. 5 0 0 2 E

35 Remarks, cautions, warnings and special notes are shown on the chart planview in white boxes. FPL releva nt notes are publishe d in the Airport Operational Information (AOI). 36

Scalebar is generally shown in 2NM steps on the left-hand side of planview frame, allowing deviations depending on the chart size and scale.

37

Special Use Airspaces (SUAs) Danger and restric ted are as are displayed with the airspace identification.

Prohibited areas are displayed with the airspace name and its vertical limits. 38

Speed Limit Point (SLP)

39 Terrain high spot elevation representing the local maximum within the surrounding topography. 40 Total Approach Distance from Initial Appro ach Fix (IAF to Final Approach Fix / Final Approach Point (FAF/FAP). May differ from sum of legs due to rounding.

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Topography is shown to locate high ter rain elevation as well as coastlines, water surface, rivers, cities or other geographic information of interest. The color coding of terrain eleva tion on IACs starts with white at airport elevation changing to darker brown in the following way: 1st layer: white, max. 500ft above aerodrome elevation (rounded mathematically to the nearest 500ft step).

2nd layer: light beige, 501-max. 1000ft above aerodrome elevation. 3rd layer: beige, 1001-max. 2000ft above aerodrome elevation. 4th layer: dark beige, 2001-3000ft above aerodrome elevation. 5th layer: light brown, 3001-4000ft above aerodrome elevation (flexible). 6th layer: brown, beyond 4001ft above aerodrome elevation (flexible to cover the highest topographical feature within the planview).

On AFC, SID,STAR and MRC the first twolaye rs are combinedto one layer of a maximum vertical extension of 1000ft.

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The topographical steps shown in the legend on each planview indicate the maximum elevation in feet above MSL. No man-made obstacles are included in the respective maximum elevations which is symbolized by the obstacle symbol in the respective altitude box. For obstacle policy refer to section “obstacles”. Exception: The last layer covers the highest topographical feature and any man-made obstacle.

42 Track distance is provided for each segment. terminal procedure AWY 43

rac T ks or bearings are shown as a three digit number wit h a degree symbol on procedures or waypoint definiti on lines.

44

Transition Level and Transition Altitude are shown in the lower right corner.

45 Waypoint coordinate : A waypoint will always be shown with INS coordinates (except on IACs) whenever it is serving in a conventional procedure.

46 Waypoint name 47 Waypoint or procedure point definition can either be by a bearing or radial, or a DME distance 48 Waypoint symbols S Conventional: Whenever a waypoint is defined exclu-

sively as a conventional waypoint. S RNAV: Whenever a waypoint is defined as RNAV way-

point, even for combined conventional and RNAV procedures. S Compulsory: Whenever a waypoin t i s defined as compulsory for at least one procedure. S Fly over: Whenever a waypoint is defined as fly-over for at least one procedure. S Fly-by: Whenever a waypoint is defined exclusively as a fly-by waypoint.

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49 Whichever is earlier: Conditional AIP text instructio ns such as “... at 2000ft or 3 DME3 CHE (whichever is earlier) turn left ...“ aresymbo lized in the chart planview.

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Whichever is later: Conditional AIP text instructions such as “... at 3500ft or DME4 FKO (whichever is later) turn left ...” are symbolized

in the chart planview. 3.2

METER S TO FEET CONVERSION

The m-ft conversion is provided whenever m-values are published in the respective AIP. In general only those values applying to a specific procedure are converted. As an exception on SID, STAR and AFC a table with the officiall y published cruising levels above transition altitude is provided. The reference for QFE to QNH conversions (AD or THR elevation) is used according to the respective AIP guidelines. LIDO does not provide an in-house policy. All procedure values being at or below transition altitude are converted from meters to feet and rounded up to the next ten feet. All values above transition altitude are taken from the offici ally published cruising tables (FL conversion). For the procedures displayed on chart planviews the corresponding official meter value is given in the conversion table only. Exceptions: Aerodrome Elevation and Threshold Elevation are generally only provided with their converted feet-value. On some charts however (QNH-QNH-conversion) the srcinal m-value for the Aerodrome Elevation is additionally provided in brackets. QNH

QFE

MSA QNH

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QFE

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Transition altitude QNH

QFE Note: m values refere nced to QFE carry the suffix ”QFE”, QNH values are printe d without suffix. Conversion tables are provided on the chart planview. Altit ude conversion (below transit ion alt itude) QNH / QNH:

Indication of conversion datum:

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Alti tude conversion (below transit ion alt itude) Q FE / QNH: 5 0 0 2 E

Indication of conversion and reference datum:

Pressure difference: The QNH can be calculated from a given QFE. For example:

QFE (as by ATC/ATIS ) DeltahPa+ Q NH

998hPa 23hPa 1021hPa

Flight level conversion (above transition altitude) according the officially published cruising tables:

On SID, STAR and AFC a table derived from the officially published cruising table s with all values above the transitio n altitude is provided.

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AIRPORT FACILITY CHART (AFC) specific 5 0 0 2

The AFC consists of the components: S Planview S RWY information S COM information

E

The AFC planview features a general overview over the aerodrome area, displays all navaids within the coverage of the chart planview and provides information about all arrival and departure procedures. The procedures are displayed and labeled only with their last (SID) or first segment (STAR). COM frequencies: Frequencies are shown in a green box. Frequencies operation hours are only shown if the FREQ is not operative 24h. Times are shown in UTC. The Symbol ‡ indicates that during periods of Daylight Savings Time effective hours will be one hour earlier than shown (for more information about World Local Times see the corresponding chapter).

RWY informati on For all runways on the respective airport. For details refer to IAC RWY description section.

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Approach Data Box: The approach data box with i ts pointer to the approach direction, inbound track and glidepath figures, features the best approach for the corresponding RWY including: S The approach type having the lowest minimum.

Corresponding frequency and S callsign S Morse code S Minimum altitude steps with distance reference. For any non precision approach every altitude step would relate to the continuous descent angle. The first altitude to be the descent point and all LIDO calculated crossing altitudes printed in italic font.

3.4

STANDARD ARRIVAL ROUTE (STAR) specific

The STAR generally only consists of the chart planview. A separate STAR procedure text is only provided in exceptional cases. If provided, a note is given in the upper right corner.

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31 Procedure Designator: The procedure designator is generally provided on the first segment of the respective procedure. The designator consists of: S orange arrow S procedure name (with suffix if applicable).

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If procedures are combined they will be in alphabetical order and separated by a slash. On combined charts (conventional and RNAV) RNAV procedures will carry the suffix RNAV. Other suffixes indicate other constraints on combined charts (e.g. prop only, jet only).

3.5

INSTRUMENT APPROACH CHART (IAC) specific

The chart sequence of the IACs is genera lly determined by, 1st priorit y: type of approach (ILS, RNAV GPS, VOR, NDB, Visual, Circling, ...), including subtypes nd

2 priority:center, runway(RWY 18,07L, RWYRWY 25, ...), left before before 07,R rightWY (RWY 07C, RWY 07R, RWY 18, ....)

The IAC consists of the components: Planview S RWY description S Profile and distance/altitude table S Approach minima

Subtypes to the IAC are – Letdown – VAC The VAC may either show a – Visual – Circlin g

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LEGENDS AND TABLES

LIDO defines the subtypes as follows: 5 0 0 2 E

LETDOWN: An instrument proced ure bringin g the pilot into a position to land by visual means at airports where no instr ument approach procedureto a specific runway is publish ed. A letdown ends at the MAPt and usually has to be continued with a circling to the RWY of intended landing. VISUAL: A fl ight procedure that has to be executed by visual means but is due to a prescribed flight track that can either defined by visual- and/or instrumental means. A Visual may or may not begin at the end (MAPt) of a specific instrument part (ILS, LLZ; VOR; Letdown etc.) CIRCLING: A flight procedure within a specified area (NEW PANS-OPS or TERPS). The circling has to be executed solely by visual means and usually begins at the end (MAPt) of a specific instrument part (ILS, LLZ, VOR, Letdown etc.) 3.5.1 Planview Localizer symbol always reaching from threshold to FAP/ FAF without giving any reference to signal coverage. Note: May not yet be implemented on early charts. Airspaces: Terminal Areas (TMA) as well as Control Zones (CTR) are not provided on IACs. FIR boundaries : Not provided on IACs. Grid Line: Not provided on IACs.

6

Minimum Grid Altitude (MGA): Not provided on IACs. Approa ch Procedure Designat or Box is provided on IACs only and placed in the upper right corner of the chart. The following information is provided. S Full procedure name (navaids that require tuning of a distinct frequency are separated by a “+” symbol) S All required navaids for the respective approach including identifier and frequency S The respective morse code will only be shown if not repeated in the planview (e.g. ILS).

3.5.2 Runway description

The runway description shows the runway including approach lights with informati on relevant for landing. 1

Approa ch Light System (here:P2F)

2

Approa ch Light System Abbreviations

Identificati on letter of the approach light system, with intensity (high, medium, low or variable: H, M, L or HL, ML). See also LIGHT, VISUAL AIDS, ARRESTING SYSTEMS part .

Change: Editorial

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5 0 0 2 E

P2: ICAO standard CAT II + III Approach light system with red side row lights the last 300m. Centerline lights white; longitudinal spacing 30m. Minimum two crossbars located 150m and 300m from THR. P1: ICAO standard CAT I

Centerline white; longitudinal US lighting lights system spacing 60m. spacing 30m, except At least one crossbar located 30 0m from THR. S: ICAO standard simple approach light system MAX longitudinal spacing of lights 60m. At least one crossbar located 300m from THR. N: Non standard lights Any approach light system, which does not meet t he above requirements.

Suffix F: (P2 F, SF, NF) Indicates that sequenced flashing lights are available (normally from beginning of approach light system to 300m from THR). Suffix R : (P1 R) Runway alignment indicator lights (RAIL), mainl y used in US approach light systems. Instead of barrettes from the beginning of the approach light system to 420m, there are only sequenced flashing lights available. 3

Approach light system length is provided whenever deviating from standard, which is 900m for ICAO and 720m for U.S. approach light systems.

4

Centerline lights (RCLL) (last 900-300m white /red intermittent, last 300-0m red). Change: Editorial

General Part 03-FEB-2005 5

Centerline lights (RCLL) spacing in m and light intensity (high, medium, low or variable: H, M, L or HL, ML). For further details see LIGHT, VI SUAL AIDS, ARR ESTING SYSTEMS part.

6

Centerline light s all white (other non-standard coloring is specified with additional text).

7

Designator

8

Edge light spacing and intensity (high, medium, low or variable: H, M, L or HL, ML). For further details see LIGHT, VISUAL AIDS , A RRESTING SYSTEMS part.

9

Edge lights: non standard

5 0 0 2 E

29

10

Edgelights: standard edge lights wit h yellow caution zone (YCZ) featuring yellow lights for the last 600m but at least 1/3 of total RWY length.

11

Grooved (or similar): G, RWY ungrooved: x

12

Landing Distance Available (LDA) beyond THR and displaced THR (not scaled).

13

Nonstandard centerline lights (RCLL), or touch-down zone lights (RTZL) are specified (RCLL only unless all white).

14

PAPI - Precision Approach Path Indicator VASIS - Visual Approach Slope Indicator Systems 3-bar VASIS 2-bar VASIS T-bar VASIS

15 PAPI / VASIS calibration angle 16

Runway End Ident ifier Light (REIL) : flashing lights on both sides of THR (example below: approach from the left).

17

Slope information in % The average runway slope as wells as the touchdown zone slope (TDZ) (if availa ble covering the first 900m of the land-

ing RWY) are provided. A negative slope is indicated for downward slopes (e.g. -0.2%) a positive slope for upward slopes (e.g.+0.3%). 18 THR elevation and Pressure Difference in hPa.

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LEGENDS AND TABLES

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19 RunwayTouchdow n Zone Lights (RTZL), standard 900m. 20

Width in m.

5 0 0 2 E

3.5.3

Profile and distance/altitude table

Non Precision Approach: For all non-precision approaches a constant descent angle is provided, which is calculated from touchdown zone over a 50ft barrier at threshold and the highest limitin g minim um crossing altit ude(acco rding to published AIP step down approach) up to the intermediate approach altitude. Any delayed descent point being dif ferent from t he position of t he respective final approach fix (FAF) as well as altitu des being calculated with a constant descent angle that are higher than the publish ed corresponding step down descent altitudes are shown in the profile. Any calculated constant descent angle wil l have a minimum glide angle of 3°.

The distance / altitude table is published for non-precision approaches providing the constant descent angle altitudes and normally shows the corresponding minimum altitude for every other NM. Note: Also on ILS charts the distance/altit ude table refers to the non-precision approach, meaning - in

most cases - the respective localizer approach, or any other non-precisicion approach being combined with the ILS approach. Official AIP values are shown in normal font, Lido calculated values in italic font. The Info table shows in the 1st row 2nd row

3rd row 4th row

The type of non-precision approach (only for ILS charts with associated non-precision approach) and the calculated descent angle. The distance reference. When a suitable DME facility is not available (or for RNAV GPS approaches) the distance/altitude table will be referenced to threshold (or displaced threshold if applicable). The inbound track (only if RWY QFU differs 1° or more, but less than 20° from inbound track). The RWY QFU (only if RWY QFU differs 1° or more, but less than 20° from inbound track).

Change: Editorial

General Part

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03-FEB-2005

5 0 0 2 E

LEGENDS AND TABLES

ILS Approach: The profile for the ILS approach covers also the Non Precision LLZ approach. In case of glideslopeinco mpatibility o f the two approach profiles, the secondary profile (LLZ) is shown with a special symbolic pro viding descent point, LLZ approach glidepath and calculated step altitudes accordingly. The Dista nce/Altitu de Table and the Ground Speed/Rate Of Descent Table are based on the non precision LLZ approach.

Samples 8

14

1

16

6

13

8 12

6

5 11

4

16

9

2

10

7

15

12 6 8 3

11

16 9

2

15

The delayed Descent Point indicates the point where the calculated continuous descent is commenced. The distance fix associated wit h the descent point is printed in bold font.

Change: Editorial

7

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Differing Final Descent: If the fin al descent for ILS and LLZ differs in a way that two flight paths need to be displayed the ILS related information is printed in grey font.

5 0 0 2 E

1

Dista nce Reference can either be a facility provid ing DME

information runwayfix. threshold and is always provided with the firstor distance Associated distances are shown at specified step points. A distance reference navaid will not be shown if it is located behind the runway. All distance fixes (as well as all required navaids)are presented by a vertical line and the respective distance.

2

Distance Scale in NM adjusted to read 0NM at the RWY threshold or displaced threshold. The distances from defined fixes to threshold or displaced threshold is given between the outer marker (or OM substitute) to threshold (or displaced threshold).

3

Final Approach Fix (FAF): Whenever publish ed in the AIP. The FAF marks the beginning of the final segment. If both FAF and FAP are at the same position, only the FAP symbol is shown.

4

Final Approach Point (FAP): Is provided whenever published in the AIP or can be calculated by LIDO (distance printed in italic font). The FAP determines the point where t he intermed iate approach altitu de intersects the glide slope and marks the beginning of the precision approach segment. If both FAF and FAP are at the same position, only the FAP symbol is shown.

5

Final or Oute r Marker Altitude : Minimum crossing ALT at Outer Marker (OM) or substitute. If different minimum crossing altitude values apply for different procedures on combined charts (e.g. ILS and LLZ) each displayed altitude (except ILS) will carry a prefix related to the type of approach.

Change: Update


33

Glidepath (ILS): The ILS glidepath will be charted in the glid e path feather with the value publish ed in the respective AIP independent of its mathematical correctness.

The Glide Path Symbol always reaches from threshold to FAP (if pu blished in the AIP) or glide slope intercept altitud e without giving any reference to signal coverage. Constant Descent Angle (CDA): The constant descent

angle is calculated with exact values then rounded mathematically to the tenth of a degree. The CDA is depicted in the info table. The fact that the given ILS GP value is the published AIP value and the CDA is LIDO calculated might leadto profiles that seem to be inconsistent. In most cases this is due to inaccuracies and unknown rounding policies of the publishing state authorities.

In the above case the ILS GP is steeper than the published 3.0°, namely 3.1° as calculated by Lido with exact values. GlideSlope Inte rcept Altitude : If a glideslop e intercept altitude is published in the AIP differ ing from the corresponding LLZ minimum crossing altitudes, this GS intercept altitude is charted in grey font with the prefix ”ILS” and repre-

sented by a grey box.

Change: Editorial

LEGENDS AND TABLES

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03-FEB-2005

Ground Spee d (GS in KT) / Rate Of Descent Table (ROD in ft/MIN) always refers to the non precision approach, meaning that for example on ILS charts only the LZZ approach is supported. The calculation is based on the flight portion from outer marker (or substitute) to the missed approach point (MAP). 1st row GS in KT (120/140/160K T for ADs below 500 0ft AD elevation and 140/160/180 KT above)

2nd 3r d rro oww

5 0 0 2 E

e of descent in ft/min tirat me If according to t he relevant AIP the definition/ identification of the missed approach point is not authorized based on timing NA is published.

ILS check altitude to verify glide slope indicatio n.

8

Initial and/or intermediate approach altitude. Marker beacons (outer, middle, inner) are shown with one identical grey symbol and without designator.

9

Minimum Crossing Altitude for non-precision approach. The altitude value is represented by the vertical extension (to scale) of the associated grey box. The vertical extension of the MDA box is related to the highest MDA but maximum 80% of the preceding minimum crossing altitude. The minimum cro ssing altitudes provide an obstacle clearance of at least 90m (295ft) without FAF or75m (246ft)with FAF.

10 Minimum Descent Altitude (MDA) Also refer t o mi nimum crossing alt itude.

Change: Editorial


35

Missed Approach Point (MAPt) Coordinates will b e provided for all RNAV approaches. 5 0 0 2 E

11 Missed Approach Point (MAPt) with an arrow indicating the missed approach track. The related distance fix and the missed approach point symbol are printe d in blue font. If the MAPt is defin ed by time o nly Lido will calcula te a distance reference/equivalent which is printed in italic font. Following the continuous descent angle the MDA might be reached prior to the missed approach point. 12 Missed Approach Text: The routing is described based on the AIP and adopted to Lido text specifications. 13

Al l required Navaids (as well as distance fix es) are presented by a vertical line and their respective identifier.

14 Reversal procedure Terrain in Profile: The presentation of terrain in the profile view will be limited to selected airports. Whenevera terrain feature in a profile view is provided it has to be considered as: – not to scale – without specified buffers or splays – intended to create pilot‘s “alertness”.

A future version wil l provide precise data. 15 Threshold Crossing Height (TCH) : ILS glidepath height over threshold as published in AIP. Note: Non precision approaches are calculated to cross over RWY THR at 50f t. T his value is not sh own in th e profile.

Change: Editorial

LEGENDS AND TABLES

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Tracks will be shown directly after the fix from where they apply. 5 0 0 2 E

3.5.4 Appro ach Minima Table

LIDO standard is to publish minima according JAR, if not below state minima. Minima deviating from JAR will be published only on customized charts following customer guidelines. The presentation sequence starts on the left side with the lowest approach MNM and continues to the right wit h the circli ngMNM at the right end of thetab le. If more than fiv e minimain addition to thecirc lin g MNM exist, they are on a separate page at the end of the IAC chapter.

6

Only the lowest permissible minim um for the respective approach is presented in the minima table. Any restricti on or limi tation is either mentioned in theminim a notes or is due to customer polic ies and operations. 1

Approach RWY designator.

For prescribed fligh t track minim a (visual) of mul tiple RWYs in the same minima strip both RWY directions are shown, separated by a slash. Circling minima are always found at the right end of the minima strip.

Change: Editorial


3

37

Aircr aft category or aircraft type. Standard charts featuring minima for categories C and D, “on request” standard charts featuring minima for categories A and B. Also combinations on customized charts are possible. Measuring unit.

A: System line

4

Approach typ e (in case of a p recisio n approach, only the clarifier is shown).

Circling minima are generally calculated according NEW PANS OPS regulations. Whenever circl ing minim a are calculated according to TERPS this is indicate d by a ”TERPS-flag”. For details concerning the relevant safety area and obstacle clearance refer to part Rules and Regulations (RAR). 5

Approach minimum designator subtype. All required facilities between FAP/FAF and MAPt are listed.

6

Approach remark designator.

B: Description line

7

A “+” between two idents means that two physically separated navaids have to be used. A “/” between two idents means that one of the two shown navaids (either the one or the other) is to be used.

8

Special restrict ions: >60/6 refers to aircraft with a wingspan of more than 60m or a vertical distan ce between flight path of landing gear and glide path antenna of more than 6m. This category comprises among others A330 (all types), A340 (all types), B74 4 and A38 0. Other defined categories are >65/7. Affected by this category is the A380. All restrictions applying to the restrictive MNM, are stated e.g. APL U/S, HJ only, GA 3.2%, etc.

Change: Update

LEGENDS AND TABLES C

A

B

D

B

C

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C: Weather line

9

Minimum descent heigt (MDH ) / Decision Height (DH ) for non-precision or precision approaches respectively.

5 0 0 2 E

10

If a particular ceiling is required by the state authority for a specific approach this is indicated by the prefix ”C” to the numeric value. In this case the given value must not becon sidered asMDH/ DH but as required ceiling and has to be accounted for during flight planning.

11

Any re stric tion t o RVR and/or visibi lity wil l be sh own b y a limiting letter (R or V), meaning that any given value followed by a letter must not be converted. R: measured RVR. V: vi sibilit y which cannot be converted. Values wit hout a letter can be converted according JAR.

Wherever required RVR and visibility have the same value, both values will be charted.

D: Operational line

12

’Company’ means that aircraft specific regulation has to be observed with in JAR/state limita tionfor ILS Cat 3 minimum.

Whenever an additional descision hight is required by state authorities this is indicated by the suffix ”DH”. “Old” form of presentation. ”New” form of presentation.

13

Radio Altime ter Height (RA)

Change: Update


39

14

Decision altitud e (DA) an d radio alti meter heig ht (RA) for CAT 1 approaches. The radio altim eter height (RA) will only be shown where officially published.

15

Minimum Descent Altitu de (MDA) Decision Altitude (DA) .

16

An overflow arrow indicates that additional minima for the approach can be found on the last IAC page.

5 0 0 2

LEGENDS AND TABLES

E

3.6

STANDARD INSTRUMENT DEPARTURE (SID) SPECIFIC

The SID generally only consists of the chart planview. The corresponding procedure text description is provided in the SID procedure text (SIDPT). O nly in exceptional cases the text descriptio n can be given on the chart planview. Minimum Terrain Clearance Altitude (MTCA): On SIDs the MTCA is generally provided only for those segments lying outside the coverage of the MSA.

The beginning of disp lay of the MTCAs is indicated b y a red arrow. If no red arrow is provided within the SID procedures , the display of MTCAs begins with the first airway segmen t. Procedure Designator: The procedure designator is generally provided on the first segment of the respective procedure. The designator consists of: S green arrow S procedure name (with suffix if applicable).

Change: Update

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03-FEB-2005

If procedures are combined they will be in alphabetical order and separated by a slash. 5 0 0 2 E

On combined charts (conventional and RNAV) RNAV procedures will carry the suffix RNAV. Other suffixes indicate other constraints on combined charts (e.g. prop only, jet only).

3.7

STANDARD INSTRUMENT DEPARTURE PROC EDURE TEXT (SIDPT)

The SIDPT is divided in the follow mean Parts: Header line Communication instructions Climb gradient table Procedures description Remarks

Header line

The header line contains SID procedure names and the corresponding RWY designators with RWYQFU.

Change: Editorial


41

LEGENDS AND TABLES

Communication instructions 5 0 0 2 E

The COM procedure describes any publish ed radio communications procedure except the applicable frequency. The frequ ency is shown in the SID column. Climb gradient table

A climb gradient table is shown, whenever a procedure requires a climb gradient greater than 3.3%.

Procedure description

The SIDPT shows the text description of the procedures organized in three columns: SID, ROUTING , ALTITUDES. The contents of the SID text page correspond to the procedures on the SID charts. SID The information is displayed in the following order:

lonSgproceduredesignator shSortproceduredesignator S FMS procedure designator

HOCHWALD3Y HOC3Y

(Ifueither MSinim mclimbofgrthese adientare . identical only one designator is displayed) If the AIP states that a given minimum climb gradient of more than 3.3% is not due to terrain and/or obstacles in t he departure area the prefix ” PDG ” (procedure design gradient) shall be added tothegradientvalue. This procedure design gradient (PDG) may - for example - account for airspace structure and/or noise abatement reasons. In this case a special note shall explain the reason for the restriction (e.g. to avoid airspace class G).” S departure frequency S remark ball flags

6.0%to2500

Change: Editorial

PDG4.3%

125.950

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03-FEB-2005

ROUTING The routing is described according to the shown procedures on the SID chart including transition and continuation remarks.

E

ALTITUDES All altitude flight restrictions and the initial climb altitude or FL are shown in this column. The initial altitude (if officially publish ed) is alway s shown as the last informatio n in t he “Altitudes” column. Remarks Remarks according the remark ball flags in the SID column. No flightplan relevant remarks are shown on the SIDPTs. Those remarks are shown in the AOI. 3.8

5 0 0 2

MINIMUM RADAR VECTORIN G CHART (MRC) SPECIFIC

The minimum rada r vectoring char t provides a chart planview with radar sector s and their respective minimum altitudes. Airspaces: Terminal Areas (TMA) as well as Control Zones (CTR) are not provided on MRCs. Radar Sectors are shown with black lines. Minimum Rada r Altit ude as the lowest permissible altitude for radar vectoring Ifrestr different valuesisapply e.g.ets. different seasons the more ictive value put infor brack

Change: Editorial

General Part 03-FEB-2005 4. 5 0 0 2

GRO UND CHA RTS

Airport Ground Chart (AGC)

E

Change: Editorial

43

LEGENDS AND TABLES

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03-FEB-2005

Airport Parking Chart (APC) 5 0 0 2 E

4.1

PLANVIEW IN GENERAL

1

Airport reference point

2

Apron

3

C Location of Flight Information Center.

4

with designator or name in italic font.

Chart information is placed in the lower part of the chart, providing: S Local magnetic variation. S Chart orientation S Aerodrome elevation in ft and m

The chart information may be moved for optimal placement.

Change: Editorial

General Part 03-FEB-2005 5

45

Communication competence bound aries.

5 0 0 2 E

Communication frequencies Frequencies are shown in a green box. Frequencies operation hours are only shown if the FREQ is not operative 24h. Times are shown in UTC (for more information about World Loc al Times see the corresponding chapter). Company I nformation Company derived information displayed on chart planviews is always show n in magenta. This can be textua l and/or graphical information.

6

De-icing holding position with known direction

De-icing holding position with unknown direction

7

De-icing pad with frequency.

8

Displaced landing threshold

9

Helipad with or without designator. Jet Arresting Device/Net Barrier

10 Landing threshold given by the beginning of the paved surface. 11

Navaids are shown as defined for terminal charts.

12

Obstacles and its elevation

Single obstacle/group of obstacles Illuminated single obstacle/group of obstacles Tree symbols may be used instead of the standard obstacle symbols for trees up to 92ft. 13 Parking Stand: Push back position with known direction.

Change: Editorial

LEGENDS AND TABLES

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Parking position with known direction and either: self maneuvering maneuvering unknown

5 0 0 2

Parking position with unknown direction.

E

14 Runway designator

15 Runway direction (magnetic)

16

Runway end elevation

17 Runway grooved or similar: G, ungrooved: x 18 Runway length: Is provided as physical or total runway length in m. If not otherwise indicated in the chart planview this distance is identical with the TORA from physical RWY beginning. 19

Runway visual range (RVR) measuring point.

RVR measuring RVR measuring direction direction right left RVR measuring direction left and right. 20

Runway width in m

21

Scalebar: Distances are shown in ft and m.

22

Stopbar

23 Stopbar Cat 2/3, if indicated in AIP. 24 Stopbar lighted , if indicated in AIP. Stopway with distance in m.

25

Intersection Take-off position with direction indication and taxiway designator. Mandatory take-off position.

26 Take -off run available (TORA) from the intersection position. Change: Editorial


5 0 0 2 E

47

Taxiways are generally shown in grey. If a taxiway feature s either limit ation of: – a width of less than 22m – a maximum win gspan of less than 50m – an all up weight of less than 120t it is presented with a brown shading. The exact restriction/limitation of the TWY can be drawn from the AOI.

If a taxiway features a width of less than 15m it is symbolized by X or multiple X in brown color. Taxiway bridge Taxiway holding position Taxiway one way Taxiway or runway closed: The symbol X or multiple X in a row.

27 Taxiway with designator

Tower 28 Tower and Aerodrome Beacon (ABN) symbols. Windsock Work in progress

Change: Editorial

LEGENDS AND TABLES

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General Part LEGENDS AND TABLES 4.2

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03-FEB-2005

AIRP ORT PARKING CHA RT SPECIFI C 5 0 0 2 E

The APC generally only consist s of the chart planview wit h parkingstan d coordinates on a separate page.

29 Displaced threshold 30 Runway designator 31 Taxiway with centerline lights 32 Taxiway with guide line

4.3

LOW VISIBIL ITY CHA RT SPECIFIC

The LVC generally only consists of the chart planview and a text part contain ing the taxi proce dure text. Change: Editorial

General Part 03-FEB-2005 Low visibility taxi route 5 0 0 2 E

Low visibility reporting point. No entry Runway: red guard lights Taxiway (regular) Taxiway NA during LV OPS

Change: Editorial

49

LEGENDS AND TABLES

T A L

LAT Table of Contents

Page I

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . Header. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Colour codes and labeling Chartingdefinitions RFCgeneral

........................

1

....... ....... ...

1

....... ....... ........

3

Generalpurpose ......................... Cover panel

3

....... ........ ....... ....... 4

Grid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6 Variation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Chartframes

........ ....... ........ ..... 7

Inset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 RFC content

. . . . . . . . . . . . . . . . . . . . . . . .Airports

................................

8

Airspace boundaries . . . . . . . . . . . . . . . . . . . . .

8

Airways . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9

Communications . . . . . . . . . . . . . . . . . . . . . . . . . Maximum authorized altitude MAA

9

. . . . . . . . . 10

Minimum enroute altitude MEA . . . . . . . . . . . . . 10 Minimum grid altitude MGA . . . . . . . . . . . . . . . . 10 Minimum terrain clearance altitude MTCA . . . 11 Navaids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Restrictedairspace . . . . . . . . . . . . . . . . . . . . . . 12 Terrainfeatures

. . . . . . . . . . . . . . . . . . . . . . . . . 13

Waypoints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

13

Airport operational information AOI. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

15

Airport charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

16

Airport facility chart AFC . . . . . . . . . . . . . . . . . .

17

Standard instrument departure SID/ Standard instrument terminal arrival STAR . . . 18 Instrument approach chart IAC . . . . . . . . . . . . . 19 Airport ground chart AGC . . . . . . . . . . . . . . . . .

20

Airport parking chart APC . . . . . . . . . . . . . . . . .

21

Verticalprofile . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 Approach minima . . . . . . . . . . . . . . . . . . . . . . . . Legends to the aerodrome list Lights, visual aids, arresting systems. ..

29

. . . . . . . . . . . . 29A

Approach lighting systems ICAO ...... Approach lighting systems USA . . . . . . . . . . . .

31 32

Runway end identification lights . . . . . . . . . . . . 32 5 0 0 2 E

Visual approach slope indicator system . . . . . 33 Change: NIL

23 SEP 04

LAT Page II

Table of Contents Standard runway lighting system . . . . . . . . . . . 35 Visualgroundaids

. . . . . . . . . . . . . . . . . . . . . . . 36

Aeroplane nose-in parking systems . . . . . . . . .

39

Aeroplane radio control of aerodrome . . . . . . . . . . lighting system (ARCAL) . . . . . . . . . . . . . . . . . . 49 Conversiontables . . . . . . . . . . . . . . . . . . . .

Conversionfactors .......................

50

Distances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 Weights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 Determination of actual altitude/ FL . . . . . . . . . 53 Altimeter corrections during approach . . . . . . .

World local times

54

Sunrise and sunset diagram

. . . . . . . . . . . . . . . 55

Climb and descent gradients

. . . . . . . . . . . . . . . 57

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59 .

5 0 0 2

23 SEP 04

Change: Editorial

E

LAT General Information

Bearings and tracks are magnetic, distances are given in nautical miles (nm). All figures defining a direction (0°-360°) are to be interpreted as tracks unless heading is specifically mentioned. Within Europe: for a one-way leg or direction towards a VOR, based on a radial from that VOR, the radial be supplemented by its reciprocal value. In amay holding pattern towards a VOR, only the reciprocal (inbound) value is given. Tracks in base turn procedures are indicated for CAT D aircraft. On IAC for aerodromes in Africa, Europa and Middle East areas are indicated with reference letter and remarks. In Scandinavia and Finland different tracks for CAT B aircraft will also be indicated. Distance between radio aids or intersections are given along the procedure line and up to a point on the final approachfrom where the distance can be obtained from the profile.

Published procedures on IAC are based on speed-range of category D aircraft, unless specific speed restrictions are indicated. CAT C circling minimum based on CAT C speed. CAT D circling minimum based on CAT D speed.

Elevations and altitudes are given in feet above Mean Sea Level (MSL). High points and obstructions are shown according to official documents. When several points or obstructions are close to each other, the highest ones are selected if required to omit clutter in the chart. All official notes for high terrain and obstructions are given.

5 0 0 2

All hours of operation of radio aids, service hours of aerodromes, etc. are indicated in UTC (UTC, GMT, or Z not shown). In countries applying “daylight saving time” these times shall be adjusted during the relevant period according to List “World local times”. The symbol } indicates that during periods of Daylight Saving Time, effective hours will be one hour earlier than shown. Times given in local time are followed by letters LT.

Page 3

Flight patterns of low and high level holdings and procedures are presented by standard symbols -not to scale. For extension of holding areas (basic figures for rate of turns). ---> see RAR If a racetrack approach procedure altitude or minimum sector altitude (MSA) is higher than the initial approach altitude, and if not otherwise instructed the descent is to be made within the holding procedure area. ---> see RAR Approach procedures indicated on the IAL are only authorized if corresponding minima are given.

The RFC are published as: – High Level – Low Level High Level and Low Level charts are produced on separate sheets and cover the same area and be presented in the same scale. Whenever possible Lido FlightNav will provide High and Low Level Information together with RNAV Airways within one chart. Front and reverse side of a chart should always consists of the same genre and with the same scale, except for extensions or insets (blowups of densed areas).

The coverage is devided into regions, indicated by color and RFC Number. Low Level Charts are numbered with the pre-fix zero. EUR

Europe, Mediterranean

AFI

Africa

1 -9 20 - 29

ATL Atlantic NAM North America / Canada

40 - 49 50 - 59

CAR Caribbean

60- 69

SAM South America

70 -7 9

MES

Middle East/ Asia (incl. Former USSR)

PAC Pacific

80 - 89 90- 99

Each RFC code is completed by: – Chart number – Level Type

E

ChangUep: date

1M1A0R4


Page 4

Eff 17 OCT2002

1 2 3 4 5 6 7 8 9

Chart date = Date when the chart revision is effective. Effective date = If effectiv date is different then chart date. Logo of issuing company. RFC chart number. Chart type indication (eg. HL high level, LL low level, HL/LL combined) including scale in inch equals nautical miles. Region and area indication. Indicating which side of the RFC below mentioned information can be found. Coverage diagram with chart coverage shaded. Lambert conformal projection with two standard parallels. Copyright.

5 0 0 2 E

11 MAR 04

Change: NIL


10

Limits of designated airspace and airways

11 12 13

VHF / HF frequencie coverage IFR cruising levels covering all RFC areas Supplementary information

Page 5

5 0 0 2 E

ChangNeIL:

J10U73L

LAT Page 6

General Information

Graticule of meridians and parallels with latitude and longitude values outside and close to chart border. Graduation of ticks spaced at 5 minutes intervals. At high latitudes and in charts with small scale a bigger spacing may be used.

Latitude and longitude figures are placed outside and close to the chart borders.

- Variation line 5E

5 0 0 2 E

17 JUL 03

Change: Update


Page 7

– Chart border

– Chart number (placed on the left side of each double panel)

– Chart border measurements

– Scale Bar and Statement (placed on the upper left side of the chart

5 0 0 2 E

ChangNeIL:

J10U73L


Page 8

Aerodrome with city name and 4-letter ICAO code.

Two or more aerodromes for the same city, the city name (once) followed by 4-letter ICAO code.

For each represented airport the designator of the main VHF radio aid (VOR or VORDME only) serving the airport is shown.

HOBART

D 112.7 HB S42 50.8 E147 31.9

h YMHB a

ASMARA FIR HHAA

The regions name in English is indicated together with the corresponding ICAO location indicator FIR / UIR boundary TMA / CTA / CTR / TCA / OCA boundaries ADIZ RFC frames Chart frame RVSM airspace If RVSM coincides with FIR boundary, only FIR boundary will be shown. Indication of RVSM will be written in grey letters.

5 0 0 2 E

17 JUL 03

Change: Update


Page 9

High level airways are indicated in black colours Low level airways are indicated in blue colours The airway name is placed in the centerline and in the middle of the airway

UN999

Directional airways (one-way) are marked with an arrow at the airway name

V888

Combined airway names are published as follows

A1B1

A1/B7/C10/G450 093

A500

Track value ”From” / “To” is placed at the beginning of the first airway segment or at the enroute Navaid. Radial / bearing changes at reporting points are shown if > 3 degrees.

267

Total distance between compulsory reporting points. No track change.

150

True track values are shown with the letter T

031T 100

218

118

Distance between compulsory and non compulsary reporting point including total distance

N999

Low level airways

UN999/ N999

High low airways combined

Frequencies are indicated by 6 figures

BRISBAINE CENTER 128.600 AIR-to-AIR pilot FREQ Pilot FREQ ASIA PACIFIC Region 123.450 ATHENS CONTROL 1) 124.475 2) 132.000 1) below FL 245 2) above FL 245

Contact Tripoli 10 min prior to crossing on 136.150, 5517 11300

5 0 0 2 E

ChangNeIL:

A0U50G4

LAT Page 10

General Information

The MAA is the highest usable enroute cruising level established by the appropriate authorities along the published routes.

The MAA is indicated when lower than the upper limit of the airway, or the upper limit of the designated airspace. Maximum level indicated is FL 400. MAA in hundred feet units The MAA always assumes the colour of the airway effected

MEA is the lowest usable enroute cruising altitude.

The MEA, if published by state, is always indicated. Will not be represented if the same as the lower limit of the designated airspace in that specific area. The value is shown in hundred feet without the prefix FL. MEA is shown as published, either as flight level without the prefix “FL” or in feet

MGA is the lowest safe altitude to be flown off-track.

The MGA applies within the area of two neighbouring latitude and longitude lines. The MGA is taken from the ONC Charts provided by FAA. These source is recommended by ICAO for the determination of heights on Radio Facility Charts. Wherever no value available at the ONC chart, MGA is calculated by Lido, based on a digital terrain model without manmade Obstructions.

Elevation of the highest point within the respective grid area. The MGA is calculated by adding an increment of 2000ft to the highest terrain elevation within the respective grid area. The resulting value is adjusted to the nearest 100ft. No MGA values for grid areas over sea without land (island or part of mainland). Lowest indicated MGA is 2000ft.

5 0 0 2 E

05 AUG 04

Change: MGA


Page 11

Altitudes 10 000ft and above are displayed with an intense red colour.

An area of 10nm on each side of an airway centerline and around a Navaid / waypoint where a MTCA is provided. This altitude is calculated automatically with two indipendant terrain databases without man-made obstructions. The safety buffer provided by Lido is 2000 ft above the highest terrain highspot, rounded up to the hundred. This value is shown from 7000 ft up.

The elevation of the highest terrain highspot within the protected area determines the MTCA value. Only values at and above 7000 feet are shown on chart.

5000 ft or more: round to next higher 100, and add 2000 ft. The colour of the MTCA value is shown in red colour.

5 0 0 2 E

ChangNee:w

A00P33R


Page 12

Radio facility box.

h Mc Adoo S32 45.3 E151 31.9 WEST MAITLAND

h h

Hazardous Inflight Weather Advisory Service (HIWAS). NDB with name, frequency and identification

VOR / NDB collocated. Same identification.

S32 45.3 E151 31.9 Casino

h

VOR / NDB collocated. Same identification.

S32 45.3 E151 31.9 Cecil

h

WAGGA

VOR / NDB not collocated. Same identification.

h VOR/DME collo cated with name, frequ ency paired and same identification.

h

S35 09.0E147 28.1 VOR/DME collocated, frequency paired and

Nantucket S32 45.3 E151 31.9

h

same identification. VOR / DME or VOR and NDB collocated. Different identification.

Hehlingen S32 45.3 E151 31.9 Clayton

h

VOR with name, frequency and identification.

S32 45.3 E151 31.9

h

Name omitted when identical to adjacent aerodrome.

Prohibited area.

P12 R 102

Restricted area. Danger area.

D5 M 53

Military area.

5 0 0 2 E

03 APR 03

Change: New


Page 13

– Ocean, Sea, Important lakes are shown in blue colour.

– Important Mountain range is shown in a grey topography pattern.

Compulsory reporting point

P

P

Non compulsory reporting point All reporting points adapt the colour of the airspace they are in (high = black, low = blue)

S34 02.1 E152 04.0 P N774

Restrictions on reporting point Waypoint valid for N774 non compulsory

Reporting point GIRSA only on UM321

The next intersection outside the frame of the chart is indicated by the five letter code placed in the border.

Met report required

5 0 0 2 E

ChangNee:w

A10P3R

LAT Page 14

General Information

5 0 0 2 E

10 APR 03

Change: New

General Information is D

e c n a t

6 4 3 4 1 8 6 8 1 1 3

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a im in m e p y t h c a ro p p A

y a w n u R

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E

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1 2 3 4 ChangeU: pdate

g n i d r o c c a n o is r e v n o c

T E M d e tr o p e r a e b tu N s o . m ty i e il u i l b a s i V v = .6 1 V

Page 29A

. d e w o ll a le b a t n io s r e v n o c

. s e il M e t u t a t S in y til i b i is V = s 5 .2 1 V

a to ) im g .) . /( s in n d i re l h md o s r h la g o u d d n s S n e i c a e c r r. d c ) n a o th o t a e rP R g a L r t T n n g a n R ( i d ) e e d i s n a n e a mg l d n a s im u r a t re in s R to re u n u d g ma lI tio n R R e T d e c c n n a i r ro ilc m n i mo p ir r m ro p r f h h C e T e e c c t ( T c a a p S r n o o r P a r e a t p d s p xc R a p e E R id p A A ( T 8 9 0 1 1 2

g lin i e c d e ri u q e R : a m i n i m l a D g N ic r o l o o r R o O te V e s n m )G a R L e A m J (C . e r u d e c o r p h c a o r p p a B

re o d d e n mn c a d n s n a te h a l s it a f t e a e o is e s r w rn r u e n d n a e t l r a l h o w te d is e A a p a c . s e p i s mc t i g rt h s n t 7 o r n m e e i f f p o r e D i t a w v r o o d r p h a R m h ti o , ta n a T D r d F w re p n A o n f t t e C o t a f e n t h n s A a e iy s r . rc m ig l a r d d f ; r S i e a th fo t a n p y s a a e n n D N ro s th p Q . ip ln io e u o ta m E f re n e E ly q d R n le G a te e e B n e il F o la p E g S R L im m w S D p p I t n MNx u 2 . i 5 e e T R F 1 E S 1 M 6 b th A A 3 4 5 6 1 1 1 1 . t ) s e a g ) i l o e n a o h n m t id ib re i id n s s f r m i n in s a o o a n o i d o r c mc m e g s n p r c e n ts a i A h a ( 3 m3 ve d g e e t i e T 0 e r n A 5 w a h a 1 T lo s tn e p y t C C . n o lh , fo A h e o t t f n R e d n it h w t g i V t e o e ra o ti 6 s in s rc ta R a r h a 1 u i a s w d i n e a rm h p lb a o n l S e h e . s y is o IL f tA s u p s p t a x h h n p e a e n I a w 3 f c l ( e e o y T n b a im d m a a o t a n A e l r a in a e l s m i h r i C p i m m im u u i p r t w in p n n m m i d o 3 i q a f m o t m fI ie T m re o l m 0 - p A m e il m C ,T : p 0 S e C e p 2 P ts p e A O is ts m e ts L R a h Oe i V e it T d h y ro h y T s d T s o t A b w E S 5 6

1 2

. h rt o n e u tr s rd a w o t d te a t n e ri o re a s g n ri a e lb l A 2 2

: a m i n m l a ic R g V o l R ro o H e t D e M m ro R A H J D 7 1

a im n i m te a n r ro te l ta a n t g i h s i e lg f d e 4 rp y a 1 Y te w n a Wt u R S R

LAT . S P R E T o t g in rd o c c a re a

. S P R E T o t g n i d r o c c a a is im a in m i mn i g m n li c c i ir fic C ll e p A S 3 4 2 2

)e g n a R l a u is V y a w n u R ( R V R

y ltii c a f t h lig y a w n u r/ h c a ro p p A

T E M r o R V R d e tr o p re , R V R ) e l b tir e v n o (C

d e v o ro g y a w n u R 0 7 8 9 1 17MAR05

: y itil ib s i v

A D L 1 1

LAT

Page 30A

General Information

t!r fe ie l e s g is w S n o v d ri w e ti e S e s e i D 19FEB04

Change: NIL

General Information

1 2 g lin c ir C

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5 0 0 2 E

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rs u o h g in n e s p n o to i e ic m tr ro s d re o r le e u A F

a m i in m r e t h t e a e in d w a r 3 g T b A C im l S c L I m le u b i m s i s n i o m tp P s s A e e w lu S I o a ML v

n o g in d n la h ti w 6 1 S IL h c a a o im rp n i p a m -- p S e t P s Oe T d i E S

1 2 3 4 ChangeU: pdate

5 6

) (/ h s a l S r. o t a n ig s e d e r u d e c o r p h c a ro p p A 9 1

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Page 29A . re u d e c ro p h c a o r p p a B D N r o R O V s n a e m

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T E M r o R V )e g n a R l a u is V y a w n u R ( R V R

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d e v o ro g y a w n u R 0 7 8 9 1

A D L 1 1

= 5 5 . 0 g n li c ir c o t n w o d g in d a le tly ii c fa h c a o r p p A 2 1

LAT

. S P R E T to g in rd o c c a is a im in m c fii c e p S 2 2 . e lu a v R .t V e R e d f e in rt e o u p a lv re a R e V b t R s d u te m ro R p V e R R = = f 0 0 3 . 0 0 6 R R a m i in m r e h t a e w 3 T k A c C a tr S L y I H a le D w b n is d u s r o e ir d u n tp q a s e r k e h c w it a rt o L w 3 1 17MAR05

l a n fi n e e w t e b e c n e r fe fi d th i w . h m c a u o m i : r in R p p mO A

LAT

Page 30A

General Information

Intentionally left blank

5 0 0 2

17 MAR 05

E


Page 31

Approach Lighting Systems (APL) with identification letter as indicated on Airport Facility Chart AFC. Standard length of APL are 900 meters, deviations are indicated on AFC.

A ICAO STANDARD CAT 2/3

B

ICAO STANDARD CAT 2/3

y a

y a

n w u R

n w u R

m 0 5 1

C DISTANCE CODED CENTRE (CALVERT) LINE Runway

m 0 5 1

m 0 0 3

m 0 5 1

m 0 0 3

Sequenced flashing lights -- EFAS -(except Canada) 5 lights in a row

D BARRETTE CENTRE LINE

E SINGLE ROW

Runway

Runway

m 0 0 3

with cross or roll guidance bars,

F LEL ROW PARAL Runway

without cross or roll guidance bars,

Sequenced flashing lights -- EFAS -(except Canada) 5 lights in a row

If no ICAO standard is applicable the APL is named ICAO-X. 5 0 0 2 E

Change: Update

25 SEP 03

m 0 0 3


Page 32

Including US AFB and countries with US approach light standard. Approach Lighting Systems (APL) with identification letter as indicated on Airport Facility Chart AFC. Standard length of APL is 730m, except type K and L, deviations are indicated on AFC.

G

ICAO STANDARD CAT 2/3 y a w n u R m 0 5 1

H BARRETTE CENTRE LINE CAT 2 Runway

m 0 0 3

m 0 0 3

Sequenced flashing lights -- EFAS --

5 lights in a row

m 0 0 3

Sequenced flashing lights -- RAIL --

5 lights in a row

L SINGLE ROW (460m)

Runway

5 lights in a row

Runway

Sequenced flashing lights -- EFAS --

5 lights in a row

K SINGLE ROW (430m)

I SINGLE ROW

Runway

m 0 0 3

m 0 3 4

m 0 6 4

Sequenced flashing lights -- RAIL --

Runway End Identification Lights (REIL) consist of a pair of synchronized flashing lights, one on each side of the runway threshold facing the approach area.

Omnidirectional sequenced flashing lights - EFAS -

Runway

REIL 5 0 0 2

25 SEP 03

Change: Update

E


Page 33

VASIS are called AVASIS if consisting of less components (lights) than standard or if installed on only one side of the runway. Can be used down to 200ft by aeroplanes having pilot’s eye-to-wheel heights of approximately 4.5m or less e.g. A320, MD80, DC9, 737, F100, F28, F50. VASIS must not be used for positive indication below: 300ft by DC10, 767, 757 and A330; 500ft by MD11, B747 and A310. ON GLIDE SLOPE

LOW

HIGH

Examples of VASIS and AVASIS designations on LC

VASIS 3.00 (written sometimes as 2---B VASIS 3.00)

AVASIS 3.00L

AVASIS 3.00

3-BAR VASIS are called 3-BAR AVASIS if installed on only one side of runway. 3-BAR VASIS resp. 3-BAR AVASIS shall consist of VASIS resp. AVASIS plus the installation of a pair of additional upwind wing bars. Provided for aeroplanes having a pilot’s eye-to-wheel heights exceeding approximately 4.5m but not more than approximately 16m e.g. B747, MD11, DC10, 767, 757, A330, A300, A310. 3-BAR VASIS must not be used for positive indication below 200ft. Bars crossed out in drawings below should be ignored. B747-DC10-MD11-B767-B757-A330-A300-A310 LOW

ONGLIDESLOPE

HIGH

A320--- MD80--- DC9--- 737--- F100--- F28--- F50 LOW

ON GLIDE SLOPE

HIGH

Examples of 3-BAR VASIS and 3-BAR AVASIS designations on LC

3---B VASIS 2.75/ 3.25

3---B AVASIS 2.50/ 3.00R

3---B AVASIS 2.75/ 2.75L

5 0 0 2 E

Change: New

03 APR 03


Page 34

T---VASIS and AT---VASIS T-VASIS are called AT-VASIS if installed on only one side of the runway. T-VASIS may be used by all aeroplanes down to 200ft.

VERY LOW

LO W

LO W

HIGH

LO W

A320, MD80, DC9, B737, F100, F28, F50 = HIGH

A320, MD80, DC9, B737, F100, F28, F50 = HIGH

A320, MD80, DC9, B737, F100, F28, F50 = On Glide Slope

B747, MD11, DC10, B767, B757, A330, A300, A310 = On Glide Slope

B747, MD11, DC10, B767, B757, A330, A300, A310 = LOW

B747, MD11, DC10, B767, B757, A330, A300, A310 = LOW

PAPI are called APAPI if consisting of two lights only. PAPI are normally installed on the left side of the runway. PAPI may be used by all aeroplanes down to 200ft. ON GLIDE SLOPE

SLIGHTLY HIGH (Approximately 0.30°)

HIGH (More than 0.50°)

3

2

1 SLIGHTLY LOW (Approximately 0.30°)

4

LOW (More than 0.50°)

5

5 0 0 2

03 APR 03

Change: New

E


Page 35

Runway End Lights (REL) Intermediate holding position lights (unidirectional)

m 0 0 3

m 0 0 6

m 0 0 6

Taxiway egde Lights (TWL) Taxiway Centre Line Lights (TWY-CLL)

m 0 3 r o 5 1 r o 5 . 7

Taxiway stop bar lights (unidirectional)

ILS critical sensitive area (bi-directional lights)

Runway Centre Line Lights (RWY-CLL)

maximum 3m m 0 6

Runway Edge Lights (RWL)

r o m 0 3 m 0 6

Touchdown Zone Lights (TDL)

m 0 0 9

r o m 0 3

Displaced Threshold Lights (THL)

or one-third of runway length, whichever is less Approach direction 5 0 0 2 E

Change: Update

02 DEC 04


Page 36

Standard runway designation. Runway centre line. Runway threshold.

2 0

L

Runway designation for parallel runway. Runway centre line. Runway threshold.

2 0

Alternative runway designation for runway width 45m and greater. Runway centre line. Runway threshold.

The number of stripes are in accordance with the RWY width:

Runway width

Number of stripes

18m 23m 30m 45m 60m

4 6 8 12 16

Temporarily displaced landing threshold.

Temporarily or permanently displaced landing threshold.

Temporarily or permanently closed runway or part of runway (normally closed for use by all aeroplanes). Temporarily or permanently closed taxiway or part of taxiway (normally closed for use by all aeroplanes). Undershoot or overrun area (not suitable for normal use by aeroplanes).

5 0 0 2

02 DEC 04

Change: NIL

E


Page 37

a 2 0

a = DIST from THR to beginning of marking LDA > 1200m a = 300m LDA ≥ 2400m a = 400m

150m

150m

150m

150m

150m

150m

2 0

(ILS sensitive area) a) Where a taxiway intersects a non-instrument, non-precision approach, a precision approach Category I or take-off runway; or where a single taxi-holding position is provided at an intersection of a taxiway and a Category II / III runway. b) Category II or III taxi-holding position marking where a closer taxi-holding position to the runway is available.

b)CategoryIIorIII

a)Category I

5 0 0 2 E

Change: Update

25 SEP 03

LAT Page 38

General Information

Information signs shall include: direction signs, location signs, destination signs, runway exit signs, runway vacated signs and intersection take-off signs.

Location / TWY Direction

Location / Runway Vacated

Runway Exit

TWY Direction / Location / TWY Direction / TWY Direction

Intersection Take-Off

A mandatory instruction sign shall be provided to identify a location beyond which an aircraft taxiing or vehicle shall not proceed unless authorized by the aerodrome control tower. Mandatory instruction signs shall inclu de runway designation s igns, category I, II or III holding position signs, runway-holding position signs, road-holding position signs and NO ENTRY signs. Sign Right Side of TWY

Sign Left Side of TWY

Runway-Holding Position

Location / Runway Designation

Runway Designation / Location

Runway Designation / Category II Holding Position

No Entry 5 0 0 2

25 SEP 03

Change: NIL

E


DISPLAY BOARD

B

A

Page 39

7 47

H

ST O P

G F

D

E

C

B Form of display A

Alphanumerical

B

GREEN bottom lights

Indication for Aeroplane type (preselected). Final stop confirmation. Permission to enter gate.

C

GREEN bar / aeroplane symbol

Azimuth guidance (parallax).

D

Pair of GREEN lights

Stop position reference.

E

Vertical row of GREEN lights

Closing rate to stop position. Each light corresponds to an inductive loop spaced at 1 meter intervals.

F

YELLOW lights

Nosegear 1 meter before stop position.

G

Pairs of RED lights

Stop position reached.

H

Alphanumerical

Stop command.

1. Line-up to center aeroplane symbol with GREEN reference bar. 2. Check aeroplane type displayed (flashing). 3. Check GREEN bottom lights (flashing). 4. When nosegear passes over first sensor, aeroplane type display and GREEN bottom lights will both change from flashing to steady. 5. GREEN closing rate lights will move upwards in relation to actual aeroplane speed. 6. At 1 meter before the stop position, YELLOW lights will illuminate. 7. Reaching the stop position, all four RED lights will illuminate concurrent with the displayed command “STOP”. 8. If correctly positioned, “OK!” will be displayed. Beyond 1 meter of the nominal stop position “TOO FAR” will be displayed.

5 0 0 2 E

in the system after initiation by the nose wheel), hold short immediately and ask for marshaller. If safegate not illuminated: Hold before entering and advise ground control to switch the lights on. Emergency stop: All 4 RED stop position lights and “STOP” at full brilliance will flash.

If wrong aeroplane type displayed, or if closing rate lights do not move upwards when nosewheel enters the sensor area (orange markings), or when “ERR+STOP” is displayed (error

Change: New

03 APR 03

LAT Page 40

General Information

DISPLAY BOARD

Aeroplane type (preselected) and stop position indication --- OK --- TOO FAR

Stop command

Closing rate “THERMOMETER“ Showing 0---14m to stop position

On centreline

INOGON CENTRELINE GUIDANCE

Warning: Final 15m slow taxiing to allow correct “THERMOMETER” indication. Steer right

Steer left 5 0 0 2

03 APR 03

Change: New

E


Page 41

DISPLAY BOARD

Aeroplane type (preselected) indication: – – –

The floating yellow arrows indicate that the system is activated and “Ready to enter”

Watch the red arrow in relation to the green centre line indicator for correct azimuth guidance. Green centre line Follow the Lead-in line. When the two vertical closing rate fields turn yellow the aeroplane is caught by the laser and being identified. When the aeroplane is 16m from the stop position, the closing rate starts indicating distance to go by turning off one pair of LEDs for each half meter the aeroplane advances into the gate. During approach into the gate, the aeroplane will be identified. If, for any reason, identification is not made 12m before the stop position, the system will show “ “ and “ “ and the azimuth guidance field will turn red. The aeroplane will now be identified, and docking can proceed.

When the correct stop position is reached the display will show “ “ and the azimuth field will turn red. All yellow closing rate LED’s will be switched off. When the aeroplane is correctly parked “ “ will be displayed after a few seconds. If the aeroplane has overshot the stop position “ “ will be displayed. 5 0 0 2 E

Change: New

03 APR 03


Page 42

RLG stand for: Robert L. Gugenmeier, the inventor of the system. The system is in a metal enclosure housing attached to the terminal building precisely lined up perpendicular to and 21 inches left of the taxi line of the gate area, aligned for interpretation by the pilot in the left hand seat.

Aeroplane type indicator Stopping guidance

747 10 737

GREEN

(start)

8 SP 300

AMBER

(caution)

727 707 11

RED

(stop)

Centreline guidance

RED neon numbers

GREEN neon tube ( centreline )

YELLOW neon tube ( off left or right ) FRONT

Prior to entering bay, confirm aeroplane type displayed on the aeroplane type indicator. Discontinue docking when wrong aeroplane type is shown. Taxi into bay at minimum speed. Interpret vertical neon lights for centerline guidance as follows:

GREEN

GREEN

YELLOW or RED On the left of the centreline

GREEN YELLOW or RED

On the centreline

On the right of the centreline

Discontinue docking when lights go off.

5 0 0 2

03 APR 03

Change: New

E


Stop Beacon STOP LINE MD11 DC10 B747 MD80 DC9

Page 43

Centre line Beacon

The beacon is equipped with a moire screen and lighting designated for the guidance of aeroplanes on the ground. The beacon observed by the pilot indicates, in the form of arrows, the direction in which he should steer and when thecorre ct stop position is reached.

Steer right

On line

Steer left Centre line To guide the pilot along a line without any requirement for exact stop positioning (used on open ramps).

YELLOW

BLA CK One stop For exact positioning of one type of aeroplane or approximate positioning of a group of aeroplanes (used for docking or on open ramps).

Forward

E IN L P O T S

YELLOW

Slow forward

E IN L P O T S

Correct stopp osition

BLACK

E IN L P O T S

Multi stop For exact positioning of a limited number of aeroplane or approximate positioning of groups of aeroplanes (used when docking). Type of aeroplane/ stop line will be selected at the gate.

5 0 0 2 E

Change: NIL

17 JUL 03


Page 44

The system consists of a centreline guidance named AGNIS (Azimuth Guidance for Nose-in Stand) and a stop element named Side Marker Board or Stop Element Marker Board, Parallax Aeroplane Parking Aid or Stop Light System.

Mounted on the face of the pier and aligned for the pilot sitting in the left-hand seat. It emits red and/or green beams through two parallel vertical slots.

RED GREEN

LEFT of centerline, turn towards GREEN

GREEN GREEN

GREENRED

RIGHT of centerline, turn towards GREEN

On centerline

It consists of a steel frame on the pier side of the nose loader with vertical slats. The edge of each slat is BLACK with a WHITE segment, the side facing the taxiway is GREEN and the side facing the pier is RED. Each slat bears an aeroplane type tab. The pilot entering the stand will see the GREEN side. In correct STOP position the BLACK egde only (with WHITE segment). Passing the STOP position the RED side of the slat will begin to appear. At certain gates, the DC9/MD80 - with pilot’s position abeam the air jetty - will not be served by SMB. Instead the correct stopping position will be given by a STOP MARK on the air jetty itself. B747

FRAME

GREEN

AIR JETTY PIER

WHITE

DC9

AEROPLANE IDENTIFICATION TAB

AGNIS RED SIDE MARKER BOARD

WHITE WHITE

BLACK

BLACK GREEN

B747 WHITE

WHITE BLACK Air jetty in retracted position CONTINUE TAXIING

STOP 5 0 0 2

17 JUL 03

Change: Update

E


Page 45

The aeroplane is stopped at the correct position by means of the Stop Element. When the tubular light, visible through the horizontal slot in the marker board, registers in line with the appropriate vertical reference mark, the aeroplane has reached the correct stopping position.

WARNING Be sure to select thecorre ct vertical reference mark corresponding to your type of aeroplane. Marker board layouts are different for the various nose-in parking positions.

Typical examples of Stop Element Marker Board

B7 4 7

M D 11 D C1 0 A 310

B7 4 7

o th e r types

All types: continue taxiing.

B7 4 7

B7 6 7

M D 11 DC10 A 310

o th e r typ e s

Other types: stop. B747, MD11, DC10, A310, B767: continue taxiing.

B7 4 7

B7 6 7

M D 11 D C1 0 A310

B 74 7

o th e r typ e s

M D 11 D C1 0 A310

B 76 7

MD11, DC10, A310: stop. B747, B767: continue taxiing.

oth e r typ e s

B747, B767:stop.

SIGHTINGSLOT

B7 4 7

LIGHTTUBE

o th e r types max. B767

B 74 7

M D8 0 DC9

All types: continue taxiing.

other B7 4 7 types max. B767

M D8 0 D C9

DC9, MD80: stop. Other types: continue taxiing.

SIGHTINGSLOT

CENTERLINE GUIDANCE ELEMENT

other B 74 7 types max. B767

M D8 0 D C9

other types max. B767

MD80 DC9

Other types max. B767: stop. B747: continue taxiing.

B747: stop.

LIGHTTUBE

STOP ELEMENT MARKER BOARD

YELLOW CENTERLINE

5 0 0 2 E

Change: New

03 APR 03


Page 46

The Parallax Aeroplane Parking Aid is provided on aprons where apron-drive air jetties (Aeroways) are installed. It indicates the correct forward stopping position. It consists of a reference board with a horizontal slot running across its center. This board is supported on a frame projecting 5ft from the face of the pier. Behind it is a 5ft weatherproof white fluorescent tube mounted vertically and slightly to the right of the board.

FACE PIER

OF TUBE MARKER BOARD

Accuracy of this system is very much dependent upon the accuracy of stand centerline. It has been set up for interpretation by the pilot occupying the left-hand position.

B 747

B 757

B 767 WHITE MARKER

SLOT THROUGH WHICH

FLUORESCENT TUBE

TUBE IS SIGHTED

WHITE MARKER

M D 11

A 310

B 707

Position of the fluorescent tube with respect to the WHITE marker when aeroplane is correctly parked. Taxiing into the stand, pilot will see the fluorescent tube appear to move along the slot towards the reference marks. Correct stopping position is reached when the tubular light registers in line with the appropriate vertical reference mark.

5 0 0 2

03 APR 03

Change: New

E


Two-colour light indicator

Signification of light signals

Steady RED

Not yet cleared to enter bay

Steady or flashing GREEN

Cleared to enter bay

Alternating GREEN/RED

Page 47

Aeroplane should reduce speed and prepare to stop

Steady RED

Aeroplane reaches stopping point

Lights RED or lights not visible or GREEN light not visible

Stop aeroplane

A stopping light comprises a single luminous slot which changes progressively from GREEN to RED as the aeroplane proceeds towards the desired stopping position. When the stopping position is reached the separation between RED and GREEN is situated opposite the index corresponding to the type of aeroplane. GREEN

RED

Module indicating the centreline

Position stop module Stop bar (moving downwards)

Fixed centreline indicator

747

Left / right indicator

Position stop cue (fixed)

Example: Docking B747 747

Align lower vertical bar with upper datum bar. Horizontal stop cue bar comes into view.

Type indication

747

Maintain centreline alignment, horizontal bar moves down towards 747.

747

Horizontal bar in line with 747 stop cue perfect alignment.

5 0 0 2 E

Change: New

03 APR 03

LAT Page 48

General Information

Within Australia, the Side Marker Light is used in connection with Upper Centerline Guidance Light (B747 types only). The Side Marker Light provides the pilots of B747 aeroplanes with a longitudinal stopping position. It is mounted at a height of 9 meters. As the pilot approaches the aerobridge, he will observe the following sequence of signals from the Side Marker Light. A preliminary “dull” GREEN light can be seen through the arrow-shaped aper-

DULL GREEN

ture at the ofindication the Side Marker This indicates thethe location of apthe signal. Thefront initial may beLight seenunit. at an early stage of docking proach, and the intensity gradually increases as the aeroplane proceeds.

At 3.7m from the stopping position, a more intense and definite GREEN signal begins to replace the preliminary indication. When this signal becomes a full arrow, the pilot is approximately 1.8m from the stopping position. INTENSE GREEN

As the pilot approaches the stopping position, the arrowhead reduces in size, thus providing rate-of-closure information.

GREEN

By the time the stopping position is reached, the arrowhead has completely diminished, and two WHITE bars appear, indicating that the correct STOPPING position has been reached. WHITE B747 STOP

If the pilot proceeds further, a single RED bar will replace the two WHITE ones, indicating that he has overshot and must stop immediately. RED

5 0 0 2

03 APR 03

Change: New

E


With the ARCAL system the pilot can switch-on approach, runway (including VASIS, REIL etc.) and other aerodrome lightings. System available called “Aircraft Radio Control of Aerodrome Lighting (ARCAL)”, “Pilot Control of Airport Lighting” and “Remote Switching of runway lights”. In Route Manual all systems are named with heading ARCAL. Heading ARCAL is located, if available, on landing chart in the left information area.

To operate all aerodrome lighting for duration of approximately 15min, key mike 5 times within 5sec. The timing cycle may be restarted at any time by repeating the keying sequence. Some systems will indicate when theduration period is over by flashing once., then remaining on for a further 2min before extinguishing completely. Other systems offer no indication that the period is ending. The control system may operate 24hr or between SS and SR.

Page 49

To operate all aerodrome lighting for a duration of approximately 15min, click microphone button as indicated on landing chart. If required the procedure may be repeated for a further 15min period. Example of ARCAL type L: ARCAL: 118.10 type L (RWY 02/204 clicks within 4sec).

Australian type ofwith ARCAL is called PAL (Pilot Activated Lighting) following activation procedure: On departure: Before taxi, resp. on arrival: Within 15nm of aerodrome. 1. Transmit pulse must be between 1 and 5sec. 2. 3 pulses must be transmitted within 25sec. Ensure that the 3rdpulse ends before the25th sec. 3. Break between transmissions can be more or less than 1sec. PAL will remain illuminated for 30-60min. The wind indicator light will flash continuously during the last 10min to warn users that the lights are about to extinguish. To maintain continuity of lighting, repeat the activation sequence. Example of ARCAL type PAL: ARCAL: 122.80 type PAL

Example of ARCAL type J: ARCAL: 122.80 type J

To operate all aerodrome lighting for a duration of approximately 15min, key mike 7 times initially within 5sec. This will ensure all lights are on maximum intensity. The intensity may be adjusted up or down to any one of three settings by keying the mike: – 7 times within 5sec for high intensity setting. – 5 times within 5sec for medium intensity setting. – 3 times within 5sec for low intensity setting. The timing cycle may be restarted at any time by repeating the initial key sequence. Examples of ARCAL type K: ARCAL: 122.80 type K ARCAL: 122.80 type K (RWY 18/36)

5 0 0 2 E

Change: NIL

06 NOV 03


Page 50

To convert

Into

Multiply by

To convert

Into

Multiply by

Metres

Feet Yards

3.280833 1.093611

Kilograms Pounds

Pounds Kilograms

Feet

Metres Yards

0.3048006 0.3333333

Litres

Kilograms

0.7100 0.8000

Yards

Feet Metres

3 0.9144018

Kilograms

Inches Millimetres

Millimetres I nches

25.40 0.03937

Litres US Gallons Imp. Gallons

1.4085 1.2500 0.3717 0.3299 0.3095 0.2747

Imp. Gallons

Kilometres

Statute Miles Nautical Miles

0.62137 0.54000

Kilograms Pounds

3.2305 3.6400 7.1220 8.0248

Pounds

Statute Miles

Kilometres Nautical Miles

1.609347 0.869047

Imp. Gallons US Gallons

0.1404 0.1246 0.1686 0.1496

US Gallons

Nautical Miles

Statute Miles Kilometres

1.150685 1.851852

Kilograms Pounds

2.6909 3.0320 5.9323 6.6843

Litres

Imp. Gallons US Gallons

0.219975 0.264178

Inches HG PSI

PSI Inches HG HPA/BAR

US Gallons

Litres Imp. Gallons

3.785332 0.832680

HPA/BAR

PSI

14.5038

Celsius

Fahrenheit

1.8 and add 32

Fahrenheit

Celsius

subtract 32 and multiply by 0.555

m/sec m/sec

Knots ft/min

Metres-Feet ft

2.0 ~200

Kilometres to sm

km

nm

Statute Miles to

m

ft/m

km

sm

0.305 0.610 0.914

1 2 3

3.281 6.562 9.842

0.62 1.24 1.86

1 2 3

0.54 1.08 1.62

1.219 1.524 1.829 2.134 2.438 2.743

4 5 6 7 8 9

13.123 16.404 19.685 22.966 26.247 29.528

2.49 3.11 3.73 4.35 4.97 5.59

4 5 6 7 8 9

2.16 6.44 2.70 8.05 3.24 9.66 3.78 11.27 4.32 12.88 4.88 14.49

1.61 3.22 4.83

nm

km

2.204622 0.453592 Specific weight

Nautical Miles to nm

sm

m

0.491157 2.036009 0.0689

Metres-Yards Yd/m Y d

1 2 3

0.87 1.74 2.61

1.85 3.71 5.56

1 2 3

1.15 91.4 100 109.4 2.30 182.8 200 218.8 3.46 274.2 300 328.2

4 5 6 7 8 9

3.47 4.34 5.21 6.08 6.95 7.82

7.41 9.27 11.12 12.97 14.83 16.68

4 5 6 7 8 9

4.61 5.76 6.91 8.06 9.21 10.36

365.6 457.0 548.4 639.8 731.2 822.6

400 500 600 700 800 900

437.6 547.6 656.4 765.8 875.2 984.6

5 0 0 2

06 NOV 03

Change: Editorial

E


Page 51

0 1000 2000 3000 4000 5000 6000

0 0 3290 6570 9850 13130 16410 19690

100 330 3610 6890 10180 13460 16740 20020

200 660 3940 7220 10500 13780 17070 20350

300 400 500 600 700 800 900 990 1320 1650 1 970 2300 2630 2960 4270 4600 4930 5250 5580 5910 6240 7550 7880 8210 8540 8860 9190 9520 10830 11160 11490 11820 12140 12470 12800 14110 14440 14770 15100 15420 15750 16080 17390 17720 18050 18380 18710 19030 19360 20670 21000 21330 21660 21990 22310 22640

7000 8000 9000 10000 11000 12000 13000 14000 15000

22970 26250 29530 32810 36090 39380 42660 45940 49220

23300 26580 29860 33140 36420 39700 42980 46260 49550

23630 26910 30190 33470 36750 40030 43310 46590 49870

23960 27240 30520 33800 37080 40360 43640 46920 50200

24280 27560 30840 34130 37410 40690 43970 47250 50530

24610 27890 31170 34450 37730 41020 44300 47580 50860

24940 28220 31500 34780 38060 41340 44620 47910 51190

25270 28550 31830 35110 38390 41670 44950 48230 51510

25600 28880 32160 35440 38720 42000 45280 48560 51840

25920 29200 32490 35770 39050 42330 45610 48890 52170

Example: 9500m = 31170ft

40

0

5

10 - 3.0

15

20

25

30

35

- 0.5 nm

35 ) ft 0 0 0 1 (

40

- 2.0 - 1.0

“When range in nm is greater than altitude in thousands of feet, forget about slant range”.

30

E 25 D U IT 20 T L A

:

15

ALT 35000 ft DME DIST 17 nm GND DIST 16 nm

10

1000

39

6000

95 15000

150 35000

230

2000

54

8000

109 20000

174 40000

246

3000 4000

66 10000 77 12000

123 25000 134 30000

194 45000 213 50000

260 275

D= D= H=

1.23 . x H Distance in nm Height in ft

5 0 0 2 E

Change: NIL

23 SEP 04


Page 52

Litres (l) to IMG I 0.22 1 2 0.44 3 0.66 4 0.88 1.10 5 1.32 6 1.54 7 8 1.76 9 1.98

US Gallons (USG) to Imp. Gallons (IMG) to kg and lb USG I USG IMG I IMG USG k g lb/kg l b 0.26 3.79 1 0.83 4.55 1 1.20 0.45 1 0.53 0.79 1.06 1.32 1.59 1.85 2.11 2.38

kg

USG/ IMG

3.0283

1

6.0565 9.0848

7.57 11.36 15.14 18.93 22.71 26.50 30.28 34.07

kg

1.67 2.50 3.33 4.16 5.00 5.83 6.66 7.49

2 3 4 5 6 7 8 9

USG

kg

9.09 13.64 18.18 22.73 27.28 31.82 36.37 40.91

IMG

2 3 4 5 6 7 8 9

2.40 3.60 4.80 6.00 7.21 8.41 9.61 10.81

USG/ IMG

LB

0.91 1.36 1.81 2.27 2.72 3.18 3.63 4.08

LB

2.20 4.41 6.61 8.82 11.02 13.23 15.43 17.64 19.84

2 3 4 5 6 7 8 9

LB

IMG

3.6368 0 .330223

1

0.274969 6 .6843

1

8.0248 0.1496

USG

1

0.1246

2

7.2736 0.660445

2

0.549937 13.3686

2

16.0496 0.2992

2

0.2492

3

10.9103 0.990668

3

0.824906 20.0529

3

24.0744 0.4488

3

0.3738

12.1131

4

14.5471 1.320890

4

1.099875 26.7372

4

32.0992 0.5984

4

0.4984

15.1413

5

18.1839 1.651113

5

1.374843 33.4215

5

40.1240 0.7480

5

0.6230

18.1696

6

21.8207 1.981335

6

1.649812 40.1058

6

48.1488 0.8976

6

0.7476

21.1979

7

25.4574 2.311558

7

1.924781 46.7901

7

56.1736 1.0472

7

0.8722

24.2261

8

29.0942 2.641780

8

2.199749 53.4744

8

64.1984 1.1968

8

0.9968

27.2544

9

32.7310 2.972003

9

2.474718 60.1587

9

72.2232 1.3464

9

1.1214

0 0.050 0.100 0.150 0.200 0.250 0.300 0.350 0.400 0.450 0.500 0.600 0.700 0.800 0.900 0

0

40

80

1

800

840

880

120 920

160

200

240

280

320

360

400

480

560

640

720

960 1000 10 40 1080 1120 1160 12 00 1280 13 60 1440 1520

2 1600 1640 1680 1720 1760 1800 1840 1880 1920 1960 2000 2080 2160 2240 2320 3 2400 2440 2480 2520 2560 2600 2640 2680 2720 2760 2800 2880 2960 3040 3120 4 3200 3240 3280 3320 3360 3400 3440 3480 3520 3560 3600 3680 3760 3840 3920 5 4000 4040 4080 4120 4160 4200 4240 4280 4320 4360 4400 4480 4560 4640 4720 6 4800 4840 4880 4920 4960 5000 5040 5080 5120 5160 5200 5280 5360 5440 5520 7 5600 5640 5680 5720 5760 5800 5840 5880 5920 5960 6000 6080 6160 6240 6320 8 6400 6440 6480 6520 6560 6600 6640 6680 6720 6760 6800 6880 6960 7040 7120 9 7200 7240 7280 7320 7360 7400 7440 7480 7520 7560 7600 7680 7760 7840 7920 10 8000 8040 8080 8120 8160 8200 8240 8280 8320 8360 8400 8480 8560 8640 8720

9500 Lit. = 7600 kg 5 0 0 2

23 SEP 03

Change: Update

E


250

Page 53

) C ( p m e T

250

D T S = T A O

200

STD Temp --35

˚

200

) ft 0 0150 1 (x

--30

L E V E L

150 T H G I L F

A C O M D E IR 100 U Q E R

100

--25 --20 --15

--10 - 5

0

50

50

+5 +10

MSL

MSL

- 1500ft

940

+2000ft

950

- 1000ft

960

+1500ft

- 500ft

0

+500ft

ADD TO ( SUBTRACT FROM ) MOCA / figure

970

980

990

1000

1010

1020

1030

+1000ft +500ft 0 - 500ft ADD TO ( SUBTRACT FROM ) MOCA / figure

Required MOCA OAT Graph OAT: Subtract from MOCA QNH Graph QNH: Add to MOCA Obtain corresponding indicated altitude

= = = = ==

+15

+1000ft

1040

1050

-- 1000ft

18’000ft STD Temp + 10° -700ft 1008 MB/HPA +150ft 17’450ft

If it is desired to calculate the true altitude from an actual flight level, the algebraic signs (+,-) of the two corrections to/from the FL figure ( instead of MOCA figure ) have to be reversed. 5 0 0 2 E

Change: NIL

05 JUN 03


Page 54

FL ° C

FL

°C

FL

0

15

50

5

100

°C

FL

10

13

60

3

110

−

20

11

70

1

120

−

30

9

80

−

1 130

−

40

7

90

−

3 140

−

°C

FL

°C

FL

°C

FL

°C

FL

°C

5

150

−

15 200

−

25 250

−

35 300

−

44

350

−

54

7

160

−

17 210

−

27 260

−

36 310

−

46

360

−

54

9

170

220

−

29 270

−

38 320

−

48

and g er

−

56

−

−

11 180

−

19 230

−

31 280

−

40 330

−

50

13 190

−

23 240

−

33 290

−

42 340

−

52

The altimeter error may be significant under conditions of extremely cold temperatures. Altimeter corrections during approach (recommendation): It is assumed that the aeroplane altimeter reading on crossing the fix is correlated with the published altitude, allowing for altitude error and altimeter tolerances.

AD Height in ft above the elevation of the altimeter setting source (AGL) OAT °C 200 300 400 500 600 700 800 900 1000 1500 2000 30 00 4000 50 00 0°

0

20

20

−

10°

20

20

40

20 40

20 40

40 60

40 80

40

40

−

20°

20

40

40

60

80

80

100 120 120

−

30°

40

40

60

80

100 120 140 140

−

40°

40

60

80

−

50°

40

80

80

60

80

80

120

140 1 80 2 20

160

260

340

380

240

160

240

320

100 120 140 160 180

200

300

400

620

820 1020

100 120 140 180 200 220

240

360

480

740

980 1220

500

500

420

180

660

620 820

The table is based on aerodrome elevation of 2000ft; however, it can be used operationally at any aerodrome. Example:

AD XYXZ Elevation OAT -10° min. ALT at FIX on GP AGL

2000ft 3500ft

3500ft

1500ft

Correction IndicatedALTatFIX

120ft 3620ft

(4ft per 1000ft above the source per °C off standard)

5 0 0 2

05 JUN 03

Change: Update

E


Page 55

SUNRISE DIAGRAM r o F . th u o S d n a . s th r t o h N ig n r 5 e 7 o t m m p u u s s e e h d tt tu it u o rla h g o f u o r n h u s t d e n h t u f o o f g e n it b t y e lla s u d s n u a lil g w n i t s ri h i f g o fll s a e h r m it o e th h t ig r l a iw e t y , y m n a a r r g fo ia d ly l e a h s ic t h n m a p r a d r o g g e a d i y u l d a t trr c e o n i s p t n o u s n s m, s d a r e n g d a a i u e d itt is e la r s n e h u h ig S T h ˚

5 0 0 2 E

Change: New

03 APR 03

. e m i T il iv C l a c o L e th e id iv d s e l a c s l a c i rt e v e th l ie h w , s y a d

e v fi y r e v e r o f te a .s d e e tu h t n i k r m a o mw e t g r a o p e e n o h t i f n o h it mw o tt to o is b d s n m a a r p g o t ia e d e th h t t a f s o e y l c a a c s ru e c h c T A

e s u r fo s n o it c u rt s In

. e d tu it la s r’ e . v r e te s a b d o r e e p h t ro r p o f e e th v r h it u c w e e t l h a p c ru s mo o tt n w o o b d r o y l p la it to c e re h t v r e e t v n o E M ) ) 1 2

f o t s a e e e r g e d h c a e r o f s e t u in m 4 t c . tra s e b d i u s s e d th n t a a n i s a le ird a e c ls M h a c c i tir w e n v e e e r h t G n f o o t e s e m ti w l e a e c r o l g d e a d e r h c d a n e a r tf o f e l s r e t o u t n h i g i m re 4 d h t d a to T y ll M a t G t n c o a z ir x o e h d e n v fi o o MT ) ) 3 4

), in m 8 0 h 5 (= in m 8 0 3 = 7 7 x 4 . e i., e d u it g e n h t lo til e n th r u o e f n li n o e ti th c . w e rr y r o a lo u lf c . e T n o a , th M J 0 2 e t G a th y l 6 r 0 a 2 2 u u lc 2 n n a 1 o a ;c = J 8 n Wd 1 i m 7 e 7 r 0 8 7 k 0 , a .e h N m i,. 5 0 e e + 8 4 n i 1 t li m 7 a e lti 0 T th v i . M n lc i.e Go a , e le c in a lo m i e c s e h til t im t e ff iv t o c e h f l is d r p n o e a o a c u s o t lre le e e a th h h t t c o t e ta ls a n in m c tri tio m r a r e c e t g v re e ia e r D d h o : e tt c le h a e p tr ; h e t me t rv d a n x u d E c a e d u itt la h tr o n 0 4 e th h ti w n ito c e rs te in ˚

˚

˚

. n a i id r e M h c i w n e re G

E

LAT Page 56

General Information

SUNSET DIAGRAM r o F . h t u o S d n a . h tr s t o h N ig , n r 5 e 7 m o t m p u u s s e e h d tt u ti u t h la o g r u fo o r n h u t s d e n h u t o f o fe g b n i tt ly l e s a u d s n u a lil g w n t i h s ri g f fli o l s a e h r m ti o t e h th ig r il a w e t, y y m n a r a g r a o f id y ll e a h i t s c h n m a p o r ra d g g e a i y d d ra lu t rt c e o n i s p t n o u s n s m, s d a e n rg d a ia u e d itt is e la r s n e h u h ig S T h ˚

Change: New

03 APR 03

. e m i T il iv C l a c o L e th e d iv i d s e l a c s l a c i rt e v e h t l ie h w , s y a d e v fi y r e v e r o f e t a .s d e e tu th n i k r m a o mw e tr g a o p e e n o th n f i o h ti mw o tt o o is t b d s n m a a r p g o t ia e d e th h t t a f s o e y l c a a c s ru e c h c T A

e s u r fo s n o it c ru t s n I

. e d tu it la s ’r e . rv e te s a d b r o e e p h t ro r p o f e e h v t r h it u c w e t le h a p c ru s mo o tt n w o o b r d o y l p la o i t c rt e e h t v r e e t v n o E M ) ) 1 2

f o t s a e e e r g e d h c a e r o f s e t u in m 4 t c . tra s e b d i u s s e d th n a t n a a s id e l i a re c s l M a h i itc c r w e n v e e e r h t G n f o o t e s e m it w l e a e c r o l g d e a d e r h c d a n e a r tf o f e l s r e t o u t in h g m rie 4 d th d . a to T n a i y ll M id r a t G n tc e o a M z h x c ri e i o h d w n n e v if e o o re MT G ) ) 3 4

f

C

? h t 0 2 y r a u n a J , W 7 7 e d u ti g n lo , N 0 4 e d tu it a l n i t e s n f u s T M G is t a h W

˚

˚

˚

: le p m a x E


8000

Ground speed Glide (kt) path 120 (degrees)

7000

6000

5000 ) T F ( E F Q T H IG E H

4000

Page 57

Glide path vs Ground speed 125 130 135 140 145 150 155 160 165 170 175 180

7.00 6.75 6.50 6.25 6.00 5.75 5.50 5.25 5.00 4.75 4.50 4.25

1500 1400 1350 1300 1250 1200 1150 1100 1050 1000 950 900

155 0 150 0 145 0 140 0 130 0 125 0 1200 1150 1100 105 0 100 0 950

1600 1550 1500 1450 1350 1300 125 0 1200 1150 1100 105 0 950

165 0 160 0 155 0 150 0 140 0 135 0 1300 125 0 1150 1100 105 0 1000

4.00 3.75 3.50 3.25 3.00 2.75 2.50 2.25 2.00

850 800 750 700 600 600 550 450 400

900 850 750 700 650 600 550 500 450

900 850 800 750 700 600 550 500 450

950 900 800 750 700 650 600 550 450

1700 180 0 1850 190 0 1950 2050 210 0 2150 220 0 1650 170 0 1750 185 0 1900 1950 200 0 2050 210 0 1600 165 0 1700 175 0 1800 1900 195 0 2000 205 0 1550 160 0 1650 170 0 1750 1800 185 0 1950 200 0 1450 150 0 1600 165 0 1700 1750 180 0 1850 190 0 1400 145 0 1500 155 0 1600 1650 170 0 1750 180 0 135 0 1400 145 0 1500 155 0 1600 165 0 1700 175 0 1300 135 0 1400 145 0 1450 1500 155 0 1600 165 0 1200 125 0 1300 135 0 1400 1450 150 0 1500 155 0 1150 1200 125 0 1300 135 0 1350 140 0 1450 150 0 1100 1150 1200 12 00 12 50 130 0 135 0 140 0 140 0 1 050 1050 1100 1150 1200 12 00 1250 1300 1350 1000 900 850 800 750 650 600 550 500

1000 950 900 850 750 700 650 550 500

1050 1000 900 850 800 700 650 600 550

1100 1100 1150 1200 1250 1250 1000 1050 1100 1100 1150 1200 950 1000 1000 1050 1050 1100 900 900 950 950 1000 1050 800 850 850 900 900 950 750 750 800 800 850 850 700 700 750 750 750 800 600 600 650 650 700 700 550 550 600 600 600 650

Gradient vs Ground Speed ROD (FT/MIN GS (KT) x Grad (%) 

Example: Required gradient = 5% GS = 160 KT 3000 ROD = 5 x 160 800 FT/MIN (correct value = 810 FT/MIN) 

2000

1000

1

5 0 0 2

1

2

2

3

3

4

5

4

6

5

7

8

6

9

10

7

11 K M 13

E

Change: Update

8

03 JUL 03

NM9 14

10

15

16

11

17

18

12

19

13

20

21

22

23

24

25

LAT Page 58

Change: NIL

General Information

03 JUL 03


Page 59

Times given below should be added/subtracted (according signes) to

All hours of operation of radio aids, service hours of aerodromes,etc. are indicated in Coordinated Universal Time UTC, sometimes also expressed as “Z” time or GMT (UTC, Z, or GMT not shown). Times given in Local Time are followed by letters LT.

Example:

No landings 2330-0430 } 2330-0430 UTC +1 = 0030-0530 LT. one hour earlier than shown 2230-0330 UTC +2 = 0030-0530 LT.

(STD +1, DST +2) During STD period: During DST period:

AFGHANISTAN

+4

½

ALBANIA

+1

ALGERIA

+1

ANDAMAN ISLAND

+2

27/03/05 -30/10/05

+2

27/03/05 -30/10/05

+5

27/03/05 -30/10/05

+11

-26/03/05 ...........29/10/05- -

+5 ½

AND ORRA

+1

ANG OLA

+1

ANG UILLA (Leeward Island) ANTARCTICA

-4 -4

ANT IGUA & BAR BUDA

-4

ARG ENT INA

-3

ARMENIA

+4

ARUBA

-4

ASCENS ION ISLAND

UTC

AUSTRAL ISLAND

-10

AUSTRALIA: Capital Territory (Canberra)

+10

Lord Howe Island New South Wales (Sydney)

+11 +9 ½

Queensland South Australia (Adelaide)

+10 +9 ½

+10 ½

Tasmania (Hobart)

+10

+11

Victoria (Melbourne)

+10

+11

Whitsunday Islands (Hamilton, Hayman & Lindeman)

E

+10

Northern Territory (Darwin)

Western Australia (Perth)

5 0 0 2

+11 +10 ½

-26/03/05 ...........

--

+8 +10

AUSTRIA

+1

+2

27/03/05 -30/10/05

AZERBA IJAN

+4

+5

27/03/05 -30/10/05

AZO RES

-1

UTC

27/03/05 -30/10/05

BAHA MAS

-5

-4

Change: Update

03/04/05 -30/10/05

10 FEB 05

LAT Page 60

General Information

BAHRAIN

+3

BANGLADESH

+6

BARBADOS

-4

BELARUS

+2

+3

27/03/05-30/10/05

BELGIUM

+1

+2

27/03/05-30/10/05

-3

03/04/05-30/10/05

+2

27/03/05-30/10/05

BELIZE

-6

BENIN

+1

BERMUDA

-4

BHUTAN

+6

BOLIVIA

-4

BOSNIA&HERZOGOVINA

+1

BOTSWANA

+2

BRAZIL: Fernando do Noronha

-2

South/central coast Bahia, Goias, BSB/RIO/SAO

-3

Part of Northeast coast & east of Para Amazonas, Nortwest states and west of Para

-4

Mato Grosso and Mato Grosso do Sul

-4

Territory of Acre

-2

-13/02/05 16/10/05-

-3

-13/02/05 16/10/05-

-5

BRITISH VIRGIN ISLAND

-4

BRUNEIDARUSSALAM

+8

BULGARIA

+2

BURKINAFASO

+3

27/03/05-30/10/05

UTC

BURUNDI

+2

C AMBODIA

+7

CAMEROON

+1

CANADA: Newfoundland Island Labrador

-3½ -4

-2½ -3

Atlantic Zone: New Brunswick, Nova Scotia, Prince Edward Is., Quebec (East of Pte. des Monts)

-4

-3

Eastern Zone: North-West Territory (East) Ottawa, Ontario, Quebec (West of Pte. des Monts)

-5

-4

Central Zone: Manitoba, North-West Territory (Central), Saskatchewan (West)

-6

-5

03/04/05-30/10/05

5 0 0 2

10 FEB 05

Change: Update

E


Page 61

Mountain Zone: Alberta, North-West Territory (Mountain), Saskatchewan(West) Some towns in NE British Columbia

-7

-6

Pacific Zone: British Columbia Yukon Territory

-8

-7

03/04/05-30/10/05

Whitehorse and Watson Lake Dawson City and Mayo CANARYISLANDS

UTC

CAPEVERDEISLAND

-1

CAROLINEISLAND

+11

CAYMANISLAND

-5

CENTRAL AFRICAN REP.

+1

CHAGOS ARCHIPELAGO CHATHAMISLAND CHILE

+1

27/03/05-30/10/05

+5 +12

+13 ¾

¾

-4

-3

-19/03/05 01/10/05-13/03/05 09/10/05-

CHINA (People’s Republic)

+8

CHRISTMAS ISLAND

+7

COCOSISLANDS COLUMBIA COMOROS & MAYOTTE Isl.

+3

CONGO

+1

COOKISLAND

-9

COSTARICA

-6

CROATIA

+1 -5

CURACAO

-4

+2

27/03/05-30/10/05

-4

-30/10/05

CYPRUS

+2

+3

CZECHREPUBLIC

+1

+2

27/03/05-30/10/05

D ENMARK

+1

+2

27/03/05-30/10/05

DOMINICA DOMINICAN REPUBLIC

-4 -4 -6

ECUADOR (except Galapagos Isl.)

-5

ELSALVADOR EQUATORIALGUINEA ERITREA ESTONIA

Change: Update

27/03/05-30/10/05

+3

E AST ER ISLAND

EGYPT

E

½

CUBA

DJIBOUTI

5 0 0 2

½

+6 -5

+2

-5

-13/03/05 09/10/05-

+3

28/04/05-29/09/05

+3

27/03/05-30/10/05

-6 +1 +3 +2

03 MAR 05

LAT Page 62

General Information

ETHIOPIA

+3

FALKLAND ISLAND S

-4

FAROEISLANDS

-3

UTC

FIJI

+1

-22/04/05 04/09/0527/03/05-30/10/05

+12

FINLAND

+2

+3

27/03/05-30/10/05

FRANCE

+1

+2

27/03/05-30/10/05

FRENCHANTILLES FRENCHGUIANA

-4 -3

GABO N

+1

GALAPAGOSISLAND

-6

GAMBIERISLAND

-9

GAMBIA

UTC

GEORGIA

+4

+5

26/03/05-29/10/05

GERMANY

+1

+2

27/03/05-30/10/05

GHANA

UTC

GIBRALTAR

+1

+2

27/03/05-30/10/05

GREECE

+2

+3

27/03/05-30/10/05

GREENLAND: Northeastern part Central part Western part

-1

UTC

-2 -3

GRENADA

-4

GUADELOUPE

-4

GUAM

+10

GUATEMALA

-6

GUINEABISSAU

UTC

GUINEA

UTC

GUYANA

-4

HAITI

-5

HONDURAS

-6

HONGKONG

HUNGARY I CELAND

INDIA

27/03/05-30/10/05

-1 -2

+8 +1

+2

27/03/05-30/10/05

UTC +5

½

INDONESIA: Western Zone

+7

Central Zone

+8

Eastern Zone IRAN IRAQ IRELANDRep.

+9 +3

½

+4 ½

+3

+4

21/03/05-21/09/05 01/04/05-30/09/05

UTC

+1

27/03/05-30/10/05

ISRAEL

+2

+3

31/03/05-29/09/05

ITALY

+1

+2

27/03/05-30/10/05

03 MAR 05

Change: NIL

5 0 0 2 E


IVORYCOAST

Page 63

UTC

JAMAICA

-5

JAPAN

+9

JOHNSTONISLAND

-10

JORDAN

+2

+3

24/03/05-27/10/05

K AZAZHSTAN:

Western Zone – Aktau, Atyrau, Uralsk Central Zone – Aktyubinsk Eastern/Main Zone

+4

+5 +5

+6

KENYA

26/03/05-29/10/05

+6 +7 +3

KIRIBATI: Line Isl.

+14

Phoenix Island

+13

Gilbert Isl.

+12

KOREA: Democratic People’s Republic

+9

Republic of

+9

KUWAIT

KYRGYSTAN

+3 +5 +7 +2

+3

27/03/05-30/10/05

LEBANON

+2

+3

27/03/05-30/10/05

LEEWARDISLANDS

-4 +2

LIBERIA

UTC

LIBYA

+2

LIECHTENSTEIN

+1

+2

2 7/03/05-30/10/05

LITHUANIA

+2

+3

27/03/05-30/10/05

LUXEMBOURG

+1

+2

27/03/05-30/10/05

MACA U

MACEDONIA MADAGASCAR

+8 +1

+2 UTC

MALAWI

+2

MALDIVES MALI MALTA MARIANAISLAND

27/03/05-30/10/05

+5 UTC +1

+2

27/03/05-30/10/05

+10 -9

MARSHALLISLAND

+12

Change: Update

+1

+8

MARQUESASISLAND MARTINIQUE

27/03/05-30/10/05

+3

MADEIRAISLAND

MALAYSIA

E

27/03/05-30/10/05

LAO (People’s Democratic Republic) LATVIA

LESOTHO

5 0 0 2

+6

½

-4

10 FEB 05

LAT Page 64

General Information

MAURITANIA

UTC

MAURITIUS

+4

MAYOTTE

+3

MEXICO: Central including Mexico City, Guadalajara, Cancun

-6

Baja California Sur, Nayarit, Sinaloa, Chihuahua

-7

Baja California Norte including Tijuana, Mexicali

-8

MICRONESIA:

-5

-6

03/04/05-30/10/05

-7

+10

Caroline Island (Gen) Pohnpei & Kosrae

+11

MIDWAYISLAND

-11

MOLDOVA

+2

+3

27/03/05-30/10/05

MONACO

+1

+2

27/03/05-30/10/05

MONGOLIA

+8

MONTSERRAT

-4

MOROCCO

UTC

MOZAMBIQUE

+2

MYANMAR

+6 ½ +1

N AMIBIA

NAURU

+2

-02/04/05 04/09/05-

+12

NEPAL

+5

¾

NETHERLANDS

+1

NETHERLAND ANTILLES

-4

NEWCALEDONIA

+11

NEWZEALAND

+12

+2

+13

27/03/05-30/10/05

-19/03/05 01/10/05-

NICARAGUA

-6

NIGER

+1

NIGERIA

+1

NIUEISLAND

-11

NORFOLKISLAND

NORWAY OMAN

+11

+2

27/03/05-30/10/05

+4

PAKISTAN

PALAU

½

+1 +5

+6

+9

PANAMA

-5

PAPUANEWGUINEA

+10

PARAGUAY

-4

-3

-03/04/05 04/09/05-

PERU

10 FEB 05

-5

Change: Update

5 0 0 2 E


PHILIPPINES

Page 65

+8

PHOENIXISLAND

-11

POLAND

+1

+2

PORTUGAL

UTC

+1

27/03/05-30/10/05

PUERTORICO

-4

+3

27/03/05-30/10/05

QATAR

27/03/05-30/10/05

+3

REUNION

+4

ROUMANIA

+2

RUSSIA ( Federation of): Kalingrad

+2

Moscow, Astrakhan

St.Petersburg,

Izhevsk, Samara

+4

Perm-Nizhnevartovsk

+6

+6

+7

+7 +8

+9

Chita, Yakutsk

+9

+10

+10

Magadan, Yuzhno Sakhalinsk

+11

Petropavlovsk, Kamchatsky RWANDA

+12

+11 +12 +2

ST. HELENA

-4

ST. LUCIA

-4 -2

ST. VINCENT & GRENADINES

+1

SAO TOME & PRINCIPE

+3

SENEGAL

UTC

SEYCHELLES

27/03/05-30/10/05

+4

SIERRALEONE

UTC

SINGAPORE

+8 +1

+2 +1

SOCIETYISLAND

-10

SOLOMONISLAND

+11

SOUTHAFRICA

+2

UTC

SAUDIARABIA

SOMALI DEMOCRATIC REP.

03/04/05-30/10/05

-11

SANMARINO

SLOVENIA

-1

-4

SAMOA

SLOVAKIA

+13

UTC

ST.KITTS&NEVIS ST.PIERRE&MIQUELON

E

2603/05-29/10/05

+8

Bratsk, Ulan Ude Khabarovsk, Vladivostok

5 0 0 2

+4 +5

+5

Omsk, Novosibirsk Norilsk, Kyzyl

+3 +3

27/03/05-30/10/05 +2

+3 +2

SPAIN

+1

+2

SPANISHN.AFRICA

+1

+2

SRI LANKA

Change: Update

27/03/05-30/10/05

27/03/05-30/10/05 27/03/05-30/10/05

+6

10 FEB 05

LAT Page 66

General Information

SUDAN

+2

SURINAM

-3

SWAZILAND

+2

SWEDEN

+1

+2

SWITZERLAND

+1

+2

27/03/05-30/10/05

+3

31/03/05-31/10/05

SYRIANARABREPUBLIC

+2

TAHITI

27/03/05-30/10/05

-10

TAIWAN

+8

TAJIKISTAN

+5

TANZANIA

+3

THAILAND

+7

TOGO

UTC

TONGA

+13

TRINIDAD&TOBAGO

-4

TUAMOTUISLAND

-10

TUBUAIISLAND

-10

TUNISIA

+1

TURKEY

+2

TURKMENISTAN

+5

TURKS & CAICOS ISLANDS

+3

-5

TUVALU U GANDA

-4

27/03/05-30/10/05 03/04/05-30/10/05

+12 +3

UKRAINE

+2

UNITED ARAB EMIRATES

+4

UNITEDKINGDOM

UTC

+3

27/03/05-30/10/05

+1

27/03/05-30/10/05

UNITED STATES OF AMERICA: Eastern time

-5

Indiana (East) Central time Mountain time

-6 -7

Alaska - Aleutian Islands (West of W169°30’)

-10

03/04/05-30/10/05 -8

-9

03/04/05-30/10/05

-10

URUGUAY

-3

U.S.VIRGINISLAND

-4

UZBEKISTAN

+5

VANUATU

+11

VENEZUELA

-4

10 FEB 05

03/04/05-30/10/05

-7 -9

VIETNAM

-5 -7

-8

Alaska – all locations (except Aleutian Islands West of W169°30’)

Hawaiian Islands

03/04/05-30/10/05

-6

Arizona Pacific time

-4 -5

5 0 0 2

+7

Change: Update

E


WAKE ISLAND

WALLIS & FUTUNA ISLAND

Page 67

+12 +12

WINDWARDISLAND

-4

Y EMEN ARAB REPUBLIC

+3

YUGOSLAVIA

+1

+2

27/03/05-30/10/05

Z AIR E:

Kinshasa, Mbandaka Haut Zaire, Kasai, Kivu, Shaba ZAMBIA ZIMBABWE

+1 +2 +2 +2

5 0 0 2 E

Change: Update

10 FEB 05

LAT Page 68

General Information

5 0 0 2

10 FEB 05

Change: NIL

E

Understand Lido Charts

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