JEPPESEN AIRWAY
MANUAL —
GENERAL
Issue Date 10 FEB 12
Content covered in the E-AWM General coverage is:
BULLETINS
INTRODUCTION
NAVDATA
ENROUTE
RADIO AIDS
METEOROLOGY
TABLES AND CODES
AIR TRAFFIC CONTROL
EMERGENCY
AIRPORT DIRECTORY
IMPORTANT NOTICE REGARDING JEPPESEN'S WARRANTY AND COPYRIGHT
This flight information has been developed to meet the need for a publication providing current information in
the condensed form required for modern air navigation under instrument and visual flight conditions. Information
contained in the copyrighted charts is independently available from publications of the appropriate governing
authority.
It is designated for use by experienced, instrument rated pilots who must be thoroughly familiar and competent
with the instrument navigation of aircraft.
Instrument procedures are designed, flight tested, approved, authorized and prescribed by applicable governing authorities. In the United States, these flight procedures are incorporated into FAR Part 97 as regulations.
Jeppesen does not design or flightcheck any of these procedures, and Jeppesen has no authority to alter, modify, add to, or subtract from any flight procedure prescribed by a governing authority. Further, Jeppesen does
not review or approve the adequacy, reliability, accuracy, safety or conformance with government standards of
any government flight procedure, and it specifically has undertaken no such duty. Jeppesens flight procedure
charts simply depict in a graphic form convenient for the use of knowledgeable, instrument rated pilots, the flight
procedures exactly as designed, flight tested and prescribed by government authorities.
In addition, this Flight Information, including all subsequent revisions, contains a wide variety of information useful to pilots which Jeppesen has obtained from outside sources. Jeppesen has edited this source material, and
has arranged and published it in a convenient, easy-to-use format. Jeppesen believes that this Flight Information, and all subsequent revisions, accurately communicates the information obtained from this source material.
EXPRESS WARRANTY
Jeppesen expressly warrants that it has accurately graphically depicted the flight procedures prescribed by
applicable government authorities, and that it has accurately communicated the information obtained from other
sources which is depicted on its maps and charts or otherwise contained in this publication. This express warranty is the only warranty express or implied, made by Jeppesen concerning this Flight Information and the
contents thereof. Jeppesens total liability for any claim for breach of this express warranty shall be limited to
general money damages, not to exceed the total amount paid to Jeppesen by the Air Carrier in the three months
immediately preceding the date that the claim arose, for flight information services.
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OR REGULATION.
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This publication, and subsequent revisions thereof, is purchased and/or used with these understandings.
Jeppesen Sanderson, Inc.
Address:
55 Inverness Drive East
Englewood, CO 80112–5498
(303) 799–9090
United States
TLD FRA 2011, 2012
TABLE OF CONTENTS
3
PREFACE
BRIEFING BULLETINS
Are Aeronautical Charts Required When Using Navigational Databases? .............................................. 8
ARE AERONAUTICAL CHARTS REQUIRED WHEN USING NAVIGATIONAL DATABASES? ............. 10
NEW NON-PRECISION INSTRUMENT APPROACH PROCEDURE CONSTANT ANGLE DESCENT
PROFILE DEPICTION (AUSTRALIA) ........................................................................................... 12
REQUIRED NAVIGATION PERFORMANCE (RNP): FAA INTRODUCES THE FIRST “PUBLIC” RNAV
(RNP) APPROACH PROCEDURE AT RONALD REAGAN WASHINGTON NATIONAL AIRPORT
(DCA) ............................................................................................................................................ 14
NICOSIA FIR/UIR IATA COMMUNICATIONS / CONTROL PROCEDURES ......................................... 17
JAPAN MAJOR AERODROME OPERATING MINIMUMS (AOM) CHANGES AND NON-PRECISION
INSTRUMENT APPROACH PROCEDURE CONSTANT ANGLE DESCENT PROFILE DEPICTION
19
RNAV 1 EQUIPMENT NOTES ON U.S. RNAV STAR AND SID PROCEDURES AND RNAV OPERATIONS
ON RNAV Q AND T ROUTES ....................................................................................................... 21
CHANGE OF ALTITUDE DEPICTION ON SID/STAR CHARTS FOR AIRPORTS IN THE UNITED
KINGDOM ..................................................................................................................................... 23
Multiple Approach Procedure Indicators ................................................................................................ 25
United States Lower than Standard Take-Off Minimums – Changes to Jeppesen Charts ..................... 27
AERODROME OPERATING MINIMUMS ACCORDING TO EU-OPS 1 ................................................ 29
Application of State NOTAMs to Jeppesen Aeronautical Charts and Database .................................... 31
INTRODUCTION OF PROCEDURE AMENDMENT REFERENCE DATE (U.S. FAA APPROACH
CHARTS) ....................................................................................................................................... 32
SOUTH CHINA SEA RVSM FLIGHT LEVEL ALLOCATIONS ............................................................... 34
AIRLINE CHART ENHANCEMENT ....................................................................................................... 36
Enroute/Area Charts – Navaid Symbology ............................................................................................ 38
Far East High/Low Altitude Enroute Series Improvement ...................................................................... 40
CHAPTER
INTRODUCTION
DEFINITIONS AND ABBREVIATIONS
Airport Qualification/Familiarization .......................................................................................................
Jeppesen Airway Manual versus EU-OPS 1 Requirements ...................................................................
Glossary .................................................................................................................................................
Abbreviations Used in Airway Manual ....................................................................................................
46
47
49
75
ENROUTE CHART LEGEND INFORMATION
Enroute Chart Legend - General ............................................................................................................ 89
Enroute Chart Legend – Chart and Terrain .......................................................................................... 108
AIRSPACE CHART LEGEND INFORMATION
Class B Airspace Chart Legend ........................................................................................................... 111
APPROACH AND DEPARTURE CHART LEGEND INFORMATION
SID/DP and STAR Legend ...................................................................................................................
Approach Chart Legend - Lighting Systems ........................................................................................
Approach Chart Legend Take-Off and Alternate Minimums (continued) ..............................................
Approach Chart Legend - VOR DME RNAV ........................................................................................
Charted Visual Flight Procedures (CVFP) ...........................................................................................
Approach Chart Legend - GPS ............................................................................................................
Approach Chart Legend – Briefing Strip Concept ................................................................................
SID / DP & STAR Chart Legend - New Format 2002 ...........................................................................
Approach Chart Legend — EU-OPS 1 Aerodrome Operating Minimums (AOM) ................................
114
121
130
131
133
134
136
145
148
CHART FORMAT DESCRIPTION INFORMATION
Approach Chart Legend ....................................................................................................................... 156
Approach Chart Legend Airline Format ............................................................................................... 185
SIGNS AND MARKINGS INFORMATION
ICAO Recommended Airport Signs, Runway and Taxiway Markings .................................................. 190
CHART CHANGE NOTICES
NAVDATA CHANGE DATA
Aeronautical Information Compatibility ................................................................................................. 201
NavData Identifiers on Jeppesen Charts ............................................................................................. 203
NavData Name Conventions ................................................................................................................ 204
4
TABLE OF CONTENTS
NavData Change Notices Service ........................................................................................................ 210
NAVDATA CHANGE NOTICES ............................................................................................................ 211
ENROUTE
ENROUTE DATA - GENERAL
ARINC Services and Communications ................................................................................................
ARINC Services ...................................................................................................................................
Stockholm Radio ..................................................................................................................................
Oceanic Long-Range Navigation Information ......................................................................................
Designators of ATS Routes and Its Use in Voice Communications ......................................................
Company Operational Control ..............................................................................................................
216
217
225
227
229
230
RADIO AIDS
RADIO DATA - GENERAL
General Information .............................................................................................................................
SECTION 1. NAVIGATION AIDS .........................................................................................................
Section 2. Area Navigation (RNAV)/Required Navigation Performance (RNP) ....................................
Section 5. Surveillance Systems ..........................................................................................................
Direction Finding Procedures ...............................................................................................................
Navigation Aids Legend .......................................................................................................................
234
237
275
281
299
301
METEOROLOGY
METEOROLOGY SERVICE FOR INTERNATIONAL AIR NAVIGATION
Meteorological Service for International Air Navigation - Annex 3 .......................................................
Meteorological Service for International Air Navigation / Model Charts and Forms - Annex 3 ............
Meteorological Service for International Air Navigation / Model Charts - Annex 3 ...............................
Meteorological Service for International Air Navigation / SIGMET Notations - Annex 3 ......................
Meteorological Service for International Air Navigation / World Area Forecast - Annex 3 ...................
Meteorological Service for International Air Navigation / METAR and SPECI - Annex 3 .....................
Meteorological Service for International Air Navigation / Aircraft Observations - Annex 3 ...................
Meteorological Service for International Air Traffic / Forecast - Annex 3 ..............................................
Meteorological Service for International Air Traffic / SIGMET, AIRMET, WSW - Annex 3 ....................
Aerodrome Weather Report .................................................................................................................
Aerodrome Weather Forecast ..............................................................................................................
305
324
326
337
341
348
360
364
379
394
398
METEOROLOGICAL OPERATIONAL TELECOMMUNICATIONS NETWORK - EUROPE (MOTNE)
BROADCAST INFORMATION
Decode of Eight Figure Group appended to MOTNE/OPMET Broadcasts .......................................... 403
Aerodrome Pavement Condition Reports (through SNOWTAM/MOTNE) ............................................ 405
TABLES AND CODES
TABLES AND CODES - REFERENCE INFORMATION
Reference Tables ................................................................................................................................. 411
NOTAM REFERENCE INFORMATION
Notams ................................................................................................................................................. 435
SNOWTAM REFERENCE INFORMATION
Snowtam .............................................................................................................................................. 445
RADIO FREQUENCY AND TIME INFORMATION
Standard Time Signals ......................................................................................................................... 450
Worldwide Local Times ........................................................................................................................ 452
SUNRISE AND SUNSET TABLES
Sunrise and Sunset Tables .................................................................................................................. 459
DIALING CODES
International Dialling Procedures ......................................................................................................... 488
AIR TRAFFIC CONTROL
INTRODUCTION
TABLE OF CONTENTS
5
Introduction .......................................................................................................................................... 495
INTERNATIONAL CIVIL AVIATION ORGANIZATION - DEFINITIONS
International Civil Aviation Organization -- Definitions ......................................................................... 498
INTERNATIONAL CIVIL AVIATION ORGANIZATION - FLIGHT PROCEDURES
Flight Procedures (Doc 8168) - Air Traffic Control ............................................................................... 511
Flight Procedures (Doc 8168) - General Principles .............................................................................. 512
Flight Procedures (Doc 8168) - Departure Procedures ....................................................................... 518
FLIGHT PROCEDURES (DOC 8168) - ARRIVAL AND APPROACH PROCEDURES ........................ 525
FLIGHT PROCEDURES (DOC 8168) - EN-ROUTE CRITERIA .......................................................... 550
FLIGHT PROCEDURES (DOC 8168) - HOLDING PROCEDURES .................................................... 551
FLIGHT PROCEDURES (DOC 8168) - NOISE ABATEMENT PROCEDURES .................................. 557
FLIGHT PROCEDURES (Doc 8168) - RNAV AND SATELLITE-BASED ............................................. 564
FLIGHT PROCEDURES (Doc 8168) - DEPARTURE PROCEDURES (RNAV) ................................... 572
FLIGHT PROCEDURES (Doc 8168) - ARRIVAL AND NON-PRECISION APPROACH PROCEDURES ....
574
FLIGHT PROCEDURES (Doc 8168) - APPROACH PROCEDURES WITH VERTICAL GUIDANCE . 579
FLIGHT PROCEDURES (DOC 8168) - PRECISION APPROACH PROCEDURES ........................... 582
FLIGHT PROCEDURES (DOC 8168) - RNAV HOLDING ................................................................... 583
FLIGHT PROCEDURES (DOC 8168) - ENROUTE ............................................................................. 584
AIRCRAFT OPERATING PROCEDURES - ALTIMETER SETTING PROCEDURES ......................... 585
AIRCRAFT OPERATING PROCEDURES - SIMULTANEOUS OPERATIONS ON PARALLEL OR NEARPARALLEL INSTRUMENT RUNWAYS ....................................................................................... 590
AIRCRAFT OPERATING PROCEDURES - SECONDARY SURVEILLANCE RADAR (SSR)
TRANSPONDER OPERATING PROCEDURES ........................................................................ 593
AIRCRAFT OPERATING PROCEDURES - OPERATIONAL FLIGHT INFORMATION ...................... 595
AIRCRAFT OPERATING PROCEDURES - STANDARD OPERATING PROCEDURES (SOPs) AND
CHECKLISTS ............................................................................................................................. 596
INTERNATIONAL CIVIL AVIATION ORGANIZATION - RULES OF THE AIR
ICAO Rules of the Air – Annex 2 .......................................................................................................... 599
INTERNATIONAL CIVIL AVIATION ORGANIZATION - ATS AIRSPACE CLASSIFICATIONS - ANNEX 11
ICAO ATS Airspace Classifications -- Annex 11 .................................................................................. 627
Traffic Information Broadcasts by Aircraft (TIBA) ................................................................................. 629
INTERNATIONAL CIVIL AVIATION ORGANIZATION - AIR TRAFFIC MANAGEMENT
Air Traffic Management (Doc 4444) .....................................................................................................
Appendix 1 – Instructions for Air-Reporting by Voice Communications ...............................................
Appendix 2 -- Flight Plan ......................................................................................................................
Appendix 4 -- Air Traffic Incident Report ..............................................................................................
633
679
684
697
INTERNATIONAL
CIVIL
AVIATION
AUTHORITY
ORGANIZATION
AERONAUTICAL
TELECOMMUNICATIONS - ANNEX 10
Aeronautical Telecommunications ........................................................................................................ 702
AIR TRAFFIC MANAGEMENT - GENERAL DATA
Mach Number Technique ..................................................................................................................... 705
Required Navigational Performance (RNP) Area Navigation (RNAV) .................................................. 707
EU-OPS 1 Aerodrome Operating Minimums (AOM) ............................................................................ 711
EMERGENCY
EMERGENCY DATA - INTERNATIONAL CIVIL AVIATION AUTHORITY
International Civil Aviation Organization (ICAO) .................................................................................. 728
AIRPORT DIRECTORY
AIRPORT DATA - GENERAL
Legend and Explanation ...................................................................................................................... 743
ACN TABLES ....................................................................................................................................... 750
TERMINAL
TERMINAL PROCEDURES - GENERAL INFORMATION
Vertical Descent Angle Reference Table .............................................................................................. 776
Gradient To Rate Table ......................................................................................................................... 779
Hectopascal/Millibar Equivalent For Airport Elevation .......................................................................... 784
FLIGHT SUPPLEMENT BOOKLET
Preface
Briefing Bulletins
8
BRIEFING BULLETINS
ARE AERONAUTICAL CHARTS REQUIRED WHEN USING NAVIGATIONAL DATABASES?
Are Aeronautical Char ts Required When Using Navigational Databases?
As GPS navigation, flight management systems, computer flight maps, and computer flight planning system have
gained acceptance, avionics companies and software developers have added more and more features. Many
of the systems available today make it all too easy to forget that paper enroute, departure, arrival and approach
charts are still required and necessary for flight. Avionics systems, flight planning computer mapping systems, and associated databases do not provide all of the navigation information needed to conduct a
legal and safe flight. They are not a substitute for current aeronautical charts. When flying with GPS, flight
management systems (FMS), or planning a flight with a computer, it is important to understand the limitations of
the system you are using. Outlined below are a few of the most common situations where navigation databases
do not contain all of the information needed:
• Not all instrument flight procedures can be coded into a navigation database. While the vast majority of
the world’s SID (DP), STAR and approach procedures can be coded, other procedures cannot be adequately
translated to computer code within the industry recommended standards. These “uncodeable” procedures
are not included in the Jeppesen Master Database and are unavailable to systems using a navigation database. Procedures containing radar vectors and complicated contingent instructions are the most common
ones that fall into this category. Furthermore, when using some systems, not all IFR navigation systems are
certified to fly IFR approaches. If your avionics system is certified for IFR enroute and terminal navigation
only, it will not include approaches. If it is certified to fly IFR approaches, it will only include those approaches
that are authorized when using your particular avionics system.
The storage size of many avionics systems prevent many procedures from being loaded into airborne
databases. Additionally, an airline might decided to delete holding patterns or other types of information from
their databases in favor of including other procedures such as approaches. Be sure you are knowledgeable
about what types of information may or may not be in the airborne database you are using.
• Stepdown fixes between the Final Approach Fix (FAF) and Missed Approach Point (MAP) are not
included in navigation databases. Stepdown fixes between the FAF and the MAP are not coded in the
database because not all systems are capable of handling stepdown fixes. In some avionics systems, inclusion of a fix in the database between the FAF and MAP will cause, for example, a GPS Course Deviation
Indicator (CDI) sensitivity to change prematurely from approach mode (0.3 nm) to terminal area mode (1 nm)
at the stepdown fix, instead of the MAP.
In the more complex flight management systems (FMS) with automated vertical navigation capabilities, the
vertical path in the database is defined by an angle that provides a constant descent path clearing all stepdown fixes. Many systems, do not have an automated vertical guidance capability that follows the database
vertical angle. When vertical guidance is not provided, pilots must use methods depicted on the chart to identify the location of stepdown fixes on final approach, such as charted Along Track Distance (ATD) counted
down on the GPS navigation system, or other conventional navaids such as VOR, DME, or NDB.
• The amount of information included in any particular avionics system varies from model to model depending on its capabilities and available database memory. For example, many avionics systems have point-topoint navigation only. Civil aviation authorities define flight procedure legs in terms that cause ground track
changes with changing wind, temperature, weight and other factors. Jeppesen codes these legs into its master databases as defined by these civil aviation authorities, and provided for in ARINC 424, the industry
standard for navigation databases. However, point-to-point navigation systems are generally not able
to use route legs that are not defined by geographic points on the ground. In general, those legs are
dropped in the process that converts ARINC 424 data to the unique configuration required for each specific
navigation unit. Examples of commonly deleted leg types are: climb on runway heading to an altitude, then
turn; fly a heading to intercept an airway or radial; fly a DME arc, fly a heading and expect radar vectors, etc.
In such cases, direct flight from waypoint to waypoint will violate the charted procedure and potentially put
your flight in danger. It is critical that all legs of the procedure on the paper chart be flown as charted,
with assistance from your avionics systems for those legs that go direct to a waypoint, and using “pilot nav”
for other segments. Always remember that the charted procedure represents the flight procedure as defined
by the government regulatory authority, and the pilot is responsible for flying the procedure as charted.
• You may not be authorized to fly all procedures in your database. Databases include a small number
of private airports, private approaches, and helicopter approaches. Although the Jeppesen master database
contains codes identifying them as private or helicopter data, GPS and FMS navigation systems do not make
that distinction. The procedures appear in the approach selection menus just like any standard, public use
procedure. If you don’t have a paper chart for it, you are not authorized to fly it.
• Some categories of controlled airspace are not in your database. If your system provides airspace mapping or warnings, only the most restrictive airspace is included in the database. Generally, that is Class B
and Class C airspace. Class D, E and F airspace is not included. Class A airspace, although very restrictive,
is also not included because it generally occupies such huge parcels of airspace that mapping it or providing warnings is of little practical value. Additionally, there may be other types of controlled and restrictive
airspace that are not included in various databases. The appropriate paper aeronautical charts should be
used for these types of airspace.
BRIEFING BULLETINS
9
ARE AERONAUTICAL CHARTS REQUIRED WHEN USING NAVIGATIONAL DATABASES?
•
Not all altitudes are in your database: Approach minimum descent altitudes, approach decision altitudes,
minimum obstruction clearance altitudes, minimum reception altitudes, minimum safe altitudes, minimum sector altitudes and minimum crossing altitudes are not in your database. Most avionics systems do not include
any airway altitudes.
GPS, FMSs, computer mapping and computer flight planning systems are key elements in the future of navigation. It is important to understand that they are still “works in progress.” GPS navigation systems generally do
not have all of the capabilities of the more sophisticated FMSs on larger aircraft, and even those systems have
limitations. It is reasonable to assume that many of the limitations of both systems will be overcome in the years
ahead. Until then, we must understand and operate within the capabilities and limitations of today’s systems. In
summary, please remember:
• Always fly IFR flight procedures as charted. DO NOT follow the database point-to-point without reference to
the chart.
• Be aware that your database may not contain every SID (DP), STAR and approach procedure.
• Be aware that your database may not contain every leg or segment of the procedure you are flying.
• Not everything you need is in your database.
• Always confirm that the waypoint or navaid you retrieve from the database is at the location you intended.
• GPS, FMS, and electronic map displays with associated databases are not a substitute for current aeronautical charts.
Every navigation system operates differently. Please refer to the Pilot’s Operating Handbook and your avionics
manufacturer for specific information on the features, capabilities and limitations of your avionics system.
10
BRIEFING BULLETINS
ARE AERONAUTICAL CHARTS REQUIRED WHEN USING NAVIGATIONAL DATABASES?
FRA 01 A
ARE AERONAUTICAL CHARTS REQUIRED WHEN USING NAVIGATIONAL DATABASES?
As GPS navigation, flight management systems, computer flight maps, and computer flight planning systems
have gained acceptance, avionics companies and software developers have added more and more features.
Many of the systems available today make it all too easy to forget that paper enroute, departure, arrival and
approach charts are still required and necessary for flight. Avionics systems, flight planning, computer mapping systems, and associated databases do not provide all of the navigation information needed to
conduct a legal and safe flight. They are not a substitute for current aeronautical charts. When flying with
GPS, flight management systems (FMS), or planning a flight with a computer, it is important to understand the
limitations of the system you are using. Outlined below are a few of the most common situations where navigation databases do not contain all of the information needed:
• Not all instrument flight procedures can be coded into a navigation database. While the vast majority of
the world's SID (DP), STAR and approach procedures can be coded, other procedures cannot be adequately
translated to computer code within the industry recommended standards. These "uncodeable" procedures
are not included in the Jeppesen Master Database and are unavailable to systems using a navigation database. Procedures containing radar vectors and complicated contingent instructions are the most common
ones that fall into this category. Furthermore, when using some systems, not all IFR navigation systems are
certified to fly IFR approaches. If your avionics system is certified for IFR enroute and terminal navigation
only, it will not include approaches. If it is certified to fly IFR approaches, it will only include those approaches
that are authorized when using your particular avionics system.
The storage size of many avionics systems prevent many procedures from being loaded into airborne
databases. Additionally, an airline might decide to delete holding patterns or other types of information from
their databases in favor of including other procedures such as approaches. Be sure you are knowledgeable
about what types of information may or may not be in the airborne database you are using.
• Stepdown fixes between the Final Approach Fix (FAF) and Missed Approach Point (MAP) are not
included in navigation databases. Stepdown fixes between the FAF and the MAP are not coded in the
database because not all systems are capable of handling stepdown fixes. In some avionics systems, inclusion of a fix in the database between the FAF and the MAP will cause, for example, a GPS Course Deviation
Indicator (CDI) sensitivity to change prematurely from approach mode (0.3 nm) to terminal area mode (1 nm)
at the stepdown fix instead of the MAP.
In the more complex flight management systems (FMS) with automated vertical navigation capabilities, the
vertical path in the database is defined by an angle that provides a constant descent path clearing all stepdown fixes. Many systems, do not have an automated vertical guidance capability that follows the database
vertical angle . When vertical guidance is not provided, pilots must use methods depicted on the chart to identify the location of stepdown fixes on final approach, such as charted Along Track Distances (ATD) counted
down on the GPS navigation system, or other conventional navaids such as VOR, DME, or NDB.
• The amount of information included in any particular avionics system varies from model to model depending
on its capabilities and available database memory. For example, many avionics systems have point to point
navigation only. Civil aviation authorities define flight procedure legs in terms that cause ground track changes
with changing wind, temperature, weight and other factors. Jeppesen codes these legs into its master database as defined by these civil aviation authorities, and provided for in ARINC 424, the industry standard for
navigation databases. However, point to point navigation systems are generally not able to use route
legs that are not defined by geographic points on the ground. In general, those legs are dropped in the
process that converts ARINC 424 data to the unique configuration required for each specific navigation unit.
Examples of commonly deleted leg types are: climb on runway heading to an altitude, then turn; fly a heading
to intercept an airway or radial; fly a DME arc, fly a heading and expect radar vectors, etc. In such cases,
direct flight from waypoint to waypoint will violate the charted procedure and potentially put your flight in danger. It is critical that all legs of the procedure on the paper chart be flown as charted, with assistance
from your avionics system for those legs that go direct to a waypoint, and using "pilot nav" for other segments.
Always remember that the charted procedure represents the flight procedure as defined by the government
regulatory authority, and the pilot is responsible for flying the procedure as charted.
• You may not be authorized to fly all procedures in your database. Databases include a small number
of private airports, private approaches, and helicopter approaches. Although the Jeppesen master database
contains codes identifying them as private or helicopter data, GPS and FMS navigation systems do not make
that distinction. The procedures will appear in many avionics systems with the approach selection menus just
like any standard, public use procedure. If you don't have a paper chart for it, you are not authorized to
fly it.
• Some categories of controlled airspace are not in your database. If your system provides airspace mapping or warnings, only the most restrictive airspace is included in the database. Generally, that is Class B
and Class C airspace. Class D, E and F airspace is not included. Class A airspace, although very restrictive,
is also not included because it generally occupies such huge parcels of airspace that mapping it or providing warnings is of little practical value. Additionally, there may be other types of controlled and restrictive
airspace that are not included in various databases. The appropriate paper aeronautical charts should be
used for these types of airspace.
BRIEFING BULLETINS
11
ARE AERONAUTICAL CHARTS REQUIRED WHEN USING NAVIGATIONAL DATABASES?
FRA 01 A
•
Not all altitudes are in your database: Approach minimum descent altitudes, approach decision altitudes,
minimum obstruction clearance altitudes, minimum reception altitudes, minimum safe altitudes, minimum
sector altitudes, minimum crossing altitudes, and maximum authorized altitudes are not in your database.
Even though the minimum enroute altitudes for airways are in master databases, most avionics systems do
not include the airway minimum altitudes in the airborne databases.
GPS, FMSs, computer mapping, and computer flight planning systems are key elements in the future of navigation. It is important to understand that they are still "works in progress." GPS navigation systems generally do
not have all of the capabilities of the more sophisticated FMSs on larger aircraft, and even those systems have
limitations. It is reasonable to assume that many of the limitations of both systems will be overcome in the years
ahead. Until then, we must understand and operate within the capabilities and limitations of today's systems. In
summary, please remember:
Always fly IFR flight procedures as charted. DO NOT follow the database point-to-point without reference to
the chart.
Be aware that your database may not contain every SID (DP), STAR and approach procedure.
Be aware that holding patterns might not be included in your database.
Be aware that your database may not contain every leg or segment of the procedure you are flying.
Not everything you need is in your database.
Always confirm that the waypoint or navaid you retrieve from the database is at the location you intended.
GPS, FMS, and electronic map displays with associated databases are not a substitute for current aeronautical charts.
Every navigation system operates differently. Please refer to the Pilot's Operating Handbook and your avionics
manufacturer for specific information on the features, capabilities and limitations of your avionics system.
12
BRIEFING BULLETINS
NEW NON-PRECISION INSTRUMENT APPROACH PROCEDURE CONSTANT
ANGLE DESCENT PROFILE DEPICTION (AUSTRALIA)
NEW NON-PRECISION INSTRUMENT APPROACH PROCEDURE CONSTANT ANGLE DESCENT PROFILE DEPICTION (AUSTRALIA)
BACKGROUND
Controlled Flight Into Terrain (CFIT) initiatives proposed by the international aviation industry and supported by
ICAO are intended to address some of the critical aspects of non-precision instrument approach procedures.
A study of worldwide CFIT accidents reveals that a large percentage of CFIT accidents occurred in the final
approach phase of flight, with the majority of this percentage occurring on non-precision approach procedures.
It is widely accepted that, in addition to other operational benefits, the performance of a constant rate of descent
during an approach to landing is helpful in reducing the potential for a CFIT accident.
Some time ago, Australia began publishing a new profile descent presentation for non-precision approaches.
This was done to assist pilots in flying a constant rate of descent. Approach path angles and recommended
“procedure altitudes” are provided by Australia, as well as altitude/distance reference tables that can be used by
both VNAV and non-VNAV equipped operators. “Segment minimum safe altitudes” are also given, representing
the minimum obstacle clearance altitudes for each segment of the approach.
ACTION
On Australian non-precision approach charts, beginning with the 12 APR 02 revision, Jeppesen will show the
vertical approach path in the profile view as a constant rate of descent flight path. The profile view will include
the state-provided altitude/distance reference table, approach path angle (VNAV angle), the associated recommended “procedure altitudes” and the “segment minimum safe altitudes” (see example).
As these approach procedures are revised, the so-called “dive and drive” stair-step portrayal shown as a series
of descents to minimum altitudes will be replaced by the constant rate of descent flight path portrayal according
to the recommended altitudes given. This change in depiction will be made to Jeppesen charts as Australia
provides the revised descent profile presentation and information. At the time being, this new combination of
information and associated profile depiction applies to Australia charts only. If and when the concept expands
to other countries, Jeppesen will expand the application accordingly.
TERMS
Procedure Altitude (Recommended Altitude): Procedure altitudes are recommended altitudes and have been
developed in coordination with Air Traffic Control requirements. The Procedure Altitudes have been established
to accommodate a stabilized descent profile on a prescribed descent angle on the final approach course. They
may also be applied in the intermediate approach segment. Procedure altitudes will never be less than the segment minimum safe altitude.
Segment Minimum Safe Altitude (Minimum IFR Altitude): Segment minimum safe altitudes provide required
obstacle clearance for a given segment of the approach. It is a minimum altitude established by the procedure
designer and meant to be a “do not descend below” altitude. Segment minimum safe altitudes shall not be violated. Segment minimum safe altitudes or minimum IFR altitudes, if explicitly specified as such by a country, will
be published for the final approach segment(s) as screened blocks.
Procedure altitudes are developed to provide guidance to the pilot for the appropriate altitudes to fly. The intent
of the minimum IFR altitudes is to ensure the pilot has the option to be able to utilize these altitudes should the
need occur such as in icing conditions.
Altitude/Distance Reference Table: Based on the given approach path (VNAV) angle, the table provides altitude information for the specified DME distances or GPS “To-To” distances. The table allows for a constant
angle descent to be flown, with or without VNAV equipment. When provided by the government authority, Australia in this case, Jeppesen will include an altitude/distance reference table at the top of the profile view. The
distance/altitude table is aligned to the direction of the approach in the profile view.
BRIEFING BULLETINS
NEW NON-PRECISION INSTRUMENT APPROACH PROCEDURE CONSTANT
ANGLE DESCENT PROFILE DEPICTION (AUSTRALIA)
13
1
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BRIEFING BULLETINS
REQUIRED NAVIGATION PERFORMANCE (RNP): FAA INTRODUCES THE
FIRST “PUBLIC” RNAV (RNP) APPROACH PROCEDURE AT RONALD REAGAN
WASHINGTON NATIONAL AIRPORT (DCA)
REQUIRED NAVIGATION PERFORMANCE (RNP): FAA INTRODUCES THE FIRST “PUBLIC” RNAV (RNP) APPROACH PROCEDURE AT RONALD REAGAN WASHINGTON NATIONAL AIRPORT (DCA)
BACKGROUND
Required Navigation Performance (RNP) is a major component of the FAA’s goal for facilitating more efficient
airspace and procedure design as well as improving safety, access, capacity and operational efficiencies in the
National Airspace System.
RNP, a refinement of RNAV, is part of a collaborative effort by FAA and the aviation industry to develop performance-based procedures, i.e., procedures not dependent on any specific piece of equipment. RNP is a statement of navigation position accuracy necessary for operation within a defined airspace. It establishes highly
refined parameters for aircraft airspace containment including navigation performance accuracy within which
the aircraft's navigation system is expected to remain 95% of the time. And the integrity of the system assures
pilots they will remain within the containment area.
This is accomplished by an aircraft's RNP-capable flight management system (FMS) which utilize enhanced software to monitor sensor inputs and compare real time navigation accuracy, also referred to as Actual Navigation
Performance (ANP). Navigation performance for a particular RNP type is expressed numerically. Depending on
the capability of each aircraft's system, RNP values can be as low as 0.1 nautical miles. A performance value
of RNP 0.3, for instance, assures that the aircraft has the capability of remaining within 0.3 nautical miles to the
right or left of the centerline 95% of the time and within a linear containment area of 0.6 nautical miles (twice the
RNP value) 99.999% of the time.
OPERATIONAL ADVANTAGES OF RNP
The accuracy and integrity monitoring of RNP can provide more precision than conventional RNAV procedures.
Aircraft with the more capable authorized systems will be able to operate into airports where current instrument
approach procedures, because of specific constraints, must be designed with high landing minimums. RNP Decision Altitudes (DAs) can be as low as 250 feet with visibilities as low as three quarters of a mile. Besides lower
minimums, the benefits of RNP include improved obstacle clearance limits as well as reduced pilot workload.
And by having RNP-capable aircraft fly an accurate, repeatable path, ATC can be confident that these aircraft
will be at a specific position, thus maximizing safety and the efficient flow of aircraft through the airspace.
RADIUS-TO-FIX LEGS (RF LEGS)
To attain these benefits, a key component of RNP approach procedures are curved flight tracks. Constant radius
turns around a fix are referred to as RF legs (or Radius-to-Fix legs). These turns, encoded into the navigation
database, allow the aircraft to avoid critical areas of terrain or conflicting airspace while maintaining positional
accuracy by maintaining precise, positive course guidance along the curved track.
The introduction of RF legs into the design of terminal RNAV procedures will result in improved use of airspace
and allow procedures to be developed to/from runways that are otherwise limited to traditional linear flight paths
– or in some cases – not served by an IFR procedure at all. Navigation systems with RF capability are a pre-requisite to flying a procedure which includes an RF leg. Refer to charted notes.
SPECIAL RNP REQUIREMENTS
In the United States, all RNP procedures fall into the SAAAR category (Special Aircrew and Aircraft Authorization
Required). Operators who seek to take advantage of RNP approach procedures must meet the requirements
outlined in FAA Order 8260.52 “United States Standard for Required Navigation Performance (RNP) Approach
Procedures With Special Aircraft and Aircrew Authorization Required (SAAAR).” Currently all new air transport
category aircraft being produced are equipped with RNP-capable FMSs. However, differences may exist in the
level of precision that each system is qualified to meet.
JEPPESEN AIRWAY MANUAL CHARTS & NAVIGATION DATABASES
To date only “Tailored” or “Special” RNP approach procedures have been published and incorporated into individual customer's tailored (customized) Airway Manuals and NavData for selective distribution and use. The
introduction of the first public-use RNAV RNP SAAAR approach procedures will result in these procedures
becoming part of the Standard Airway Manual and Standard NavData delivery. It is incumbent upon each individual operator to obtain the necessary approval and authorization to utilize these procedures.
Jeppesen Airway Manual Charts: Explanation of RNAV (RNP) Features (Refer to sample chart)
Procedure title “RNAV” includes parenthetical “(RNP)” terminology.
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RNP procedures will be sequenced in the Airway Manual in the same manner as RNAV
(GPS) procedures. Where there are both RNAV (RNP) and RNAV (GPS) procedures
to the same runway, the RNP version will be sequenced first due to its lower landing
minimums.
RNP SAAAR requirements, required sensors and FMS capabilities, and relevant
procedure notes are included in the procedure notes section of the Briefing Strip™.
BRIEFING BULLETINS
REQUIRED NAVIGATION PERFORMANCE (RNP): FAA INTRODUCES THE
FIRST “PUBLIC” RNAV (RNP) APPROACH PROCEDURE AT RONALD REAGAN
WASHINGTON NATIONAL AIRPORT (DCA)
15
Jeppesen Airway Manual Charts: Explanation of RNAV (RNP) Features
(Refer to sample chart) (continued)
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RF legs may be used in any segment of the procedure (transition, intermediate, final
or missed approach). RF leg turn directions (left or right) are not noted in the planview
as the graphic depiction of the flight tracks is intuitive. Likewise, the arc center points,
arc radius, and associated RF leg performance limits such as bank angles and speeds
will not be depicted because these aircraft performance characteristics are encoded in
the navigation database.
RF legs in the profile view will include turn direction labels (i.e., LT Arc or RT Arc). This is
done to provide relative information about the turn direction or course change for arc
segments correlated to the planview (overhead) depiction.
On this particular procedure, lateral and vertical course guidance – from the Decision
Altitude (DA) to the Runway Waypoint (Landing Threshold Point or LTP) – is provided by
the aircraft's flight management system and onboard navigation database; however, any
continued flight beyond and below the DA to the landing threshold is to be conducted
under visual conditions (VMC).
RNP values for each individual leg of the procedure – defined by the procedure design
criteria for containment purposes – are encoded into the aircraft's navigation database.
Applicable landing minimums are shown in a normal manner with the associated RNP
value in the heading of the minimums box. When more than one set of RNP landing
minimums is available, and where an aircrew is able achieve lower RNP through
approved means, the available (multiple) sets of RNP minimums will be listed with the
lowest set shown on the left side of the box and remaining sets shown to the right, in
ascending order, based on the RNP value.
16
BRIEFING BULLETINS
REQUIRED NAVIGATION PERFORMANCE (RNP): FAA INTRODUCES THE
FIRST “PUBLIC” RNAV (RNP) APPROACH PROCEDURE AT RONALD REAGAN
WASHINGTON NATIONAL AIRPORT (DCA)
1178563672000
BRIEFING BULLETINS
NICOSIA FIR/UIR IATA COMMUNICATIONS / CONTROL PROCEDURES
JEP 06 01
17
NICOSIA FIR/UIR IATA COMMUNICATIONS / CONTROL PROCEDURES
(extract from IATA Information Bulletin)
This Bulletin is compiled from information contained in various official documents and from observations
of practical operations. Contents MUST be regarded as provisional pending improvement of the airspace
organization and of the ATS and COM services by the authorities concerned.
a. General
Authority for Air Traffic Control within Nicosia FIR/UIR, rests solely with Nicosia ACC. Boundary between
Ankara - Nicosia FIRs/UIRs, runs from N3605 E03000 to N3558 E03230 to N3555 E03333 to N3555
E03540. ATC instructions must ONLY be accepted from Nicosia ACC, including allocation of SSR codes.
Most of the northern part of Nicosia FIR/UIR, inclusive of a wide area of the high seas, has been identified
by Ercan Control, a station based in northern Cyprus, falling under Turkish Cypriot administration, as a
zone under its control. The authority of Ercan Control over this zone for Air Traffic Control purposes is NOT
recognized by ICAO.
Contrary to ICAO requirements, no contact is effected between Ankara and Nicosia ACCs. Nicosia ACC
requires that aircraft approaching Nicosia FIR/UIR from Ankara FIR make pre-entry contact at least 10
minutes before the FIR boundary. It is essential that crews comply with this requirement: only then will
Nicosia ACC be in a position to assume control and provide appropriate traffic separation.
b. Southbound Procedures
While in Ankara FIR comply with control instructions issued by Ankara ACC (either directly or by relay
through any other station designated by Ankara, e.g. Ercan Control on 126.70 MHZ) up to point VESAR
(B/UB545, L/UL620) or point TOMBI (A/UA16, M/UM855) or point DOREN (A/UA28). Establish contact with
Nicosia ACC at least 10 minutes before FIR BDY. Once contact established and flight details including
Flight Level (FL) information passed, avoid making requests to Ankara ACC for FL changes for the rest
of the flight through Ankara FIR, unless climbing from or descending to aerodromes in the immediate
vicinity of the FIR boundary. If for any reason, it becomes absolutely necessary to make such level changes
after initial contact with Nicosia while still in Ankara FIR, it is important for safety reasons that Nicosia ACC
be advised at once of the change.
At VESAR or TOMBI, flights will come under the sole control of Nicosia, change automatically to Nicosia
ACC. Although no formal transfer of control procedures is affected between Ankara and Nicosia ACCs and
no changeover instructions are issued on crossing the FIR boundary, flights should thereafter ONLY accept
control instructions issued by Nicosia ACC until hand over to the next ATC Unit or FIR/UIR. Any invitation
to change to another station (e.g. Ercan control) should be politely acknowledged but disregarded. In case
of insistence a check should be made with Nicosia ACC.
For aircraft planning to continue the flight into Damascus FIR, additional communications requirements
exist. Refer to para. d.) below, under “Eastbound / Westbound Procedures”. On completion of ATC formalities with Nicosia ACC after entry into the FIR and of position reporting requirements for Damascus FIR,
establish communications with Ercan Control and pass on relevant flight details. This should be regarded
as a purely courtesy call - under NO circumstances should any ATC instruction be accepted from
Ercan.
c. Northbound Procedures
Due to lack of contact between the two centers, advance flight information can ONLY be provided to Ankara
by relay. Provide flight information at least 10 minutes prior to entering Ankara FIR, along L/UL619,
W/UW10, B/UB15, A/UA16, L/UL620, M/UM855 or A/UA28 to Ercan Control on 126.70 for relay to Ankara.
Control authority of Nicosia ACC remains absolute up to the point of entry into Ankara FIR.
d. Eastbound / Westbound Procedures
Eastbound aircraft entering Damascus FIR via routes L/UL619, W/UW10, R/UR78 or M/UM978 are
required to establish contact with Damascus ACC 5 minutes before ETA position NIKAS. If for any reason
this is not possible, aircraft must provide, a position report to Latakia Radio, a relay station for Damascus
ACC, at position VESAR, ALSUS or BALMA for relay to Damascus, and maintain continuous listening
watch.
Even if a position report and flight details have been communicated to Latakia Radio two-way Radio Communications with Damascus ACC must be completed as early as possible before passing Banias NDB.
Nicosia ACC remains primary station for listening watch until NIKAS, where change to Damascus shall be
effected.
Westbound aircraft from Damascus FIR establish communications with Nicosia ACC at the FIR BDRY
(NIKAS), unless requested by Damascus ACC to call Nicosia earlier. A courtesy call may be made to Ercan
Control. If flight continues into Ankara FIR, provide advance flight information to Ankara ACC via Ercan
Control at least 10 minutes before passing the Nicosia/Ankara FIR boundary.
Control authority rests firmly with Nicosia ACC until the FIR BDY (VESAR); thereafter it changes to Ankara.
Further calls to Ercan may be made as requested to the extent other commitments permit.
18
BRIEFING BULLETINS
NICOSIA FIR/UIR IATA COMMUNICATIONS / CONTROL PROCEDURES
JEP 06 01
SPECIAL COMMUNICATIONS AND CONTROL PROCEDURES APPLYING TO
AIRCRAFT ENROUTE MUT - VESAR - NIKAS - BANIAS OR VICE VERSA
a. SOUTHBOUND, continuing eastward into Damascus FIR
1. 10 minutes before ETA VESAR:
(a) Primary station is Ankara ACC.
(b) Call Nicosia ACC and communicate essential flight details [FL, ETA FIR (VESAR), ROUTE, etc.].
NOTE: Avoid Flight Level changes from this point until FIR boundary and control transferred
to Nicosia ACC. If change absolutely necessary, obtain clearance from Ankara ACC and keep
Nicosia ACC informed.
2. VESAR:
(a) Transfer control to Nicosia ACC. Do NOT accept ATC clearances from any other station. From
now on until next FIR BDRY, primary listening watch must remain with Nicosia ACC, which is
also the authority for SSR codes.
(b) Establish contact with Damascus ACC. If no contact, call Latakia Radio, transmit essential flight
details for relay to Damascus ACC.
(c) Ercan, pass essential flight details (ATO VESAR, FL, ETA NIKAS).
3. Before Banias:
Continue to contact Damascus ACC if communications have not been established yet, because it is
a requirement to establish contact well before passing Banias.
4. At NIKAS:
Transfer control to Damascus ACC.
b. WESTBOUND, continuing northwards into Ankara FIR
1. In Damascus FIR, before passing NIKAS:
Primary station is Damascus ACC. No need for advance call to Nicosia FIR unless request to that
effect received from Damascus ACC.
2. At NIKAS:
(a) Transfer control to Nicosia ACC. Control authority remains with Nicosia ACC until point VESAR.
(b) Call Ercan on 126.70, pass essential flight details for relay to Ankara ACC.
NOTE: Any Flight Level changes made thereafter under instructions from Nicosia ACC must be communicated at once to Ercan Control for relay to Ankara ACC.
3. At VESAR:
Transfer to Ankara ACC.
BRIEFING BULLETINS
JAPAN MAJOR AERODROME OPERATING MINIMUMS (AOM) CHANGES
AND NON-PRECISION INSTRUMENT APPROACH PROCEDURE CONSTANT
ANGLE DESCENT PROFILE DEPICTION
19
JAPAN MAJ OR AERODROME OPERATING MINIMUMS (AOM) CHANGES AND NON-PRECISION INSTRUMENT APPROACH PROCEDURE C ONSTANT ANGLE DESCENT PROFILE DEPICTION
BACKGROUND
Several major changes to Japan's AOM are being implemented effective 26 October 2006. Jeppesen's general
policy is to always publish the higher of minimums specified by the State's Civil Aviation Authority or those specified by Jeppesen's Explanation of Common Airport Operating Minimum Specifications (ECOMS), which are
primarily based on the U.S. Standard for Terminal Instrument Procedures (TERPS) and Federal Aviation Regulations (FAR) Part 121 and 135 Operations Specifications. For those operators who apply JAR OPS-1 AOM
Specifications, the higher of State minimums and JAR OPS will be shown.
PORTRAYAL OF AOM
AOM for take-off and landing are shown on the Jeppesen instrument approach charts whereas minimums for
JAR OPS operators are shown in a separate minimums listing (i.e., 10–9X, 20–9X, etc.), which is filed in front
of the first instrument approach chart.
TAKE-OFF MINIMUMS
Take-off minimums are expressed in either RVR or VIS. Where ceiling is an additional requirement, it will be
shown.
LANDING MINIMUMS
Precision Approach CAT I & Non-Precision Approaches
Landing minimums are subdivided into Full, Intermediate, Basic and Nil facilities, depending on the approach
light system and runway lights available. Landing minimums are expressed as DA(H)/MDA(H) and RVR/CMV
(Converted Met Visibility). The RVR/CMV value is related to DH/MDH and the approach and runway lighting.
The lowest permissible minimum for a CAT I precision approach is DH 200ft — RVR/CMV 550m for all aircraft
categories. The lowest permissible minimum for a non-precision approach for category A, B & C aircraft is MDH
250ft — RVR/CMV 800m, and for category D aircraft MDH 250ft — RVR/CMV 1200m. RVR will be reported
only up to and including 1600m. Therefore, all values up to and including 1600m will be prefixed RVR. Visibility
values exceeding 1600m will be prefixed CMV.
Precision Approach CAT II
CAT II RVR values are dependent on DH. The lowest permissible minimum for a CAT II precision approach is
DH 100ft — RVR 350m.
Precision Approach CAT III
CAT III minimums will be shown only if published by the State authority. Their application, however, depends
on aircraft type, equipment on board and the approved minimum. For detailed information, refer to your Aircraft
Flight Manual.
CONVERSION OF MET VISIBILITY INTO RVR/CMV
Where RVR is available, visibilities up to and including 1600m are expressed in RVR. All visibilities above 1600m
are shown as CMV. A reported meteorological visibility must be converted into RVR/CMV by applying different
conversion factors for the lighting elements in operation under day/night conditions.
CIRCLING
Circling minimums are unchanged.
MINIMUMS FOR FILING AS ALTERNATE
Alternate minimums for each individual approach procedure must be determined by the operator for the filed
alternate airport.
JAPAN NON-PRECISION INSTRUMENT APPROACH PROCEDURE
CONSTANT ANGLE DESCENT PROFILE DEPICTION
To assist pilots in flying a constant angle descent, Japan has begun providing new profile descent information
for non-precision approaches. Approach path angles and procedure altitudes are provided by the governing
authority, as well as recommended altitude/distance reference tables. Shaded segment minimum safe altitudes
are also provided, which represent the minimum obstacle clearance altitudes for each segment of the approach.
At this time, the new combination of information and associated profile depiction applies only to a few procedures;
however, Japan will gradually introduce this concept to additional non-precision profiles.
SEGMENT MINIMUM SAFE ALTITUDE (MINIMUM IFR ALTITUDE)
Segment minimum safe altitudes provide required obstacle clearance for a given segment of the final approach.
It is a minimum IFR altitude established by the procedure designer and meant to be a do not descend below
altitude. In addition to procedure or recommended altitudes, segment minimum safe altitudes will be depicted in
the final approach segment of the profile view when explicitly defined as such by a country. The vertical limits of
the segment minimum safe altitudes will be represented by shaded blocks.
20
BRIEFING BULLETINS
JAPAN MAJOR AERODROME OPERATING MINIMUMS (AOM) CHANGES
AND NON-PRECISION INSTRUMENT APPROACH PROCEDURE CONSTANT
ANGLE DESCENT PROFILE DEPICTION
NOTE: The table between the plan and profile views contains altitudes that provide a stabilized constant angle
descent. These minimum IFR altitudes are recommended only; minimum altitudes in the profile view still apply.
1178563643000
BRIEFING BULLETINS
RNAV 1 EQUIPMENT NOTES ON U.S. RNAV STAR AND SID PROCEDURES AND
RNAV OPERATIONS ON RNAV Q AND T ROUTES
21
RNAV 1 EQUIPMENT NOTES ON U.S. RNAV STAR AND SID PROCEDURES AND RNAV OPERATIONS ON RNAV Q AN D T ROUTES
EFFECTIVE 15 MARCH 2007
FAA Advisory Circular (AC) 90-100A - U.S. TERMINAL AND EN ROUTE AREA NAVIGATION (RNAV) OPERATIONS - designates U.S. RNAV STAR and SID procedures as RNAV 1, and RNAV Q routes and T routes as
RNAV 2, based on aircraft navigation equipment requirements. This AC reflects new performance-based navigation criteria that has been harmonized with ICAO and addresses RNAV systems using positioning inputs from
GPS/GNSS and DME, and IRU. Based on current DME availability evaluations, coverage is not sufficient to
support DME/DME RNAV operations without additional IRU augmentation or using GPS.
Effective March 15, 2007, equipment notes on all affected U.S. RNAV SID and STAR procedures will be
modified to reflect these new requirements. All notes referencing Type A & B will be replaced, and AC
90-100 dated January 7, 2005 will be cancelled along with Jeppesen Briefing Bulletin JEP 05-02 dated
12 AUG 05.
RNAV 1
Aircraft operating on RNAV 1 STARs and SIDs must maintain a total system error of not more than 1 nautical
mile for 95% of the total flight time. All pilots are expected to maintain route centerlines, as depicted by onboard
lateral deviation indicators and/or flight guidance during all RNAV operations unless authorized to deviate by ATC
or under emergency conditions. Cross-track error/deviation should be limited to 0.5 nautical mile. Brief deviations from this standard during and immediately after procedure/route turns, up to a maximum of 1 nautical mile
are allowable. Pilots must use a lateral deviation indicator (or equivalent navigation map display), flight director
and/or autopilot in lateral navigation mode. RNAV 1 will appear on all U.S. RNAV STAR and SID charts. The
latter includes both Standard Instrument Departures and graphic Obstacle Departure Procedures. Additional
notes specifying the navigation infrastructure to support the procedure will be included (e.g., “DME/DME/IRU or
GPS required”).
RNAV 2
Aircraft operating on RNAV routes must maintain a total system error bounded by the RNAV value for 95% of
the total flight time. All pilots are expected to maintain route centerlines, as depicted by onboard lateral deviation indicators and/or flight guidance during all RNAV operations unless authorized to deviate by ATC or under
emergency conditions. Cross-track error/deviation should be limited to 1.0 nautical mile. Brief deviations from
this standard during and immediately after procedure/route turns, up to a maximum of 2.0 nautical miles are
allowable. RNAV 2 will be used for enroute operations unless otherwise specified. Pilots are encouraged to use
a lateral deviation indicator (or equivalent navigation map display), flight director and/or autopilot in lateral navigation mode. RNAV 2 applies to Q-routes and T-routes in the U.S. It does not apply to over-water RNAV routes
(including Q-routes in the Gulf of Mexico and the Atlantic routes) or VOR DME RNAV routes in Alaska as well
as off-route RNAV operations, Alaska GPS routes, or Caribbean routes.
ELIGIBILITY
The following systems meet many of the requirements defined in this AC. Such equipment still requires evaluation by the manufacturer against all the functional and performance requirements in this Advisory Circular.
Relevant documentation acceptable to the FAA must be available to establish that the aircraft is equipped with
RNAV systems meeting RNAV 1 or RNAV 2 requirements. A current list of compliant equipment is available at the
AFS-410 Website: http://www.faa.gov/about/office_org/headquarters_offices/avs/offices/afs/afs400/afs410/policy_guidance/
– Aircraft with TSO-C1 29/C129a sensor (Class B or C) and the requirements in a TSO-C115b FMS, installed
for IFR use in accordance with AC 20-130A.
– Aircraft with TSO-C145a sensor, and the requirements in a TSO-C115b FMS, installed for IFR use in accordance with AC 20-130A or AC 20-138A.
– Aircraft with TSO-C129/C129a sensor Class A1 (without deviating from the required functionality for Navigation Displays and Functions included in Appendix 3 of AC 90-100A) installed for IFR use in accordance with
AC 20-138 or AC 20-138A.
– Aircraft with TSO-C146a sensor (without deviating from the required functionality for Navigation Displays and
Functions included in Appendix 3 of AC 90-100A) installed for IFR use in accordance with AC 20-138A.
– The RAIM prediction program should comply with the criteria in AC 20-138A, paragraph 12.
Aircraft with P-RNAV approval based on GNSS capability meet the functional requirements of AC 90-100A.
Unless the RNAV route or STAR or SID procedure specifically requires GPS or GNSS equipage, aircraft must
be within ATC radar surveillance and communication while on the route or procedure. For procedures requiring
GPS and/or aircraft approvals requiring GPS, if the navigation system does not automatically alert the flight crew
of a loss of GPS, the operator must develop procedures to verify correct GPS operation.
22
BRIEFING BULLETINS
RNAV 1 EQUIPMENT NOTES ON U.S. RNAV STAR AND SID PROCEDURES AND
RNAV OPERATIONS ON RNAV Q AND T ROUTES
Examples
STAR Old (Type B)
New (RNAV1)
1178563
1178563
619000
619000
SID Old (Type B)
New (RNAV1)
1
1
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BRIEFING BULLETINS
CHANGE OF ALTITUDE DEPICTION ON SID/STAR CHARTS FOR AIRPORTS IN THE UNITED KINGDOM
23
CHANGE OF ALTITUDE DEPICTION ON SID/STAR CHARTS FOR AIRPORTS IN THE UNITED KINGDOM
Beginning in September 2007, Jeppesen will change the altitude depiction for SID and STAR procedures for
airports in the United Kingdom on a routine basis.
Background
The national characteristics of UK airspace (e.g., number of airports with their related airspace within a small
area) lead to complicated arrival and departure routes in order to stay clear of other airspace or traffic. Departures often include a STOP altitude which must not be violated. It is essential that these limitations are easily
identified by pilots.
Action
The following changes are intended to assist you as the pilot:
1. Procedures with crossing or converging tracks and different altitudes which could lead to misinterpretation
will be divided into separate charts.
2. State AIP-provided WARNING box is always shown below the procedure title information. (see ballflag 1
on graphic)
3. Altitudes will be placed on the same side of arrival or departure track whenever possible.
4. Use of the well known and worldwide accepted ICAO symbology for altitudes, which is self explanatory,
easy to read and easy to understand.
5. Introduction of the "Altitude Window" on SID charts. The next known STOP altitude will be shown on top of
"above" and "at or above" altitudes to identify clearly the upper limit for the climb. The FMS might not show
the upper altitude at this fix because it is coded at a later position. For the chart this value is "borrowed"
from a later fix to improve situational awareness during climb. (see ballflag 2 on graphic)
6. For improvement of the pre-flight procedure briefing the altitudes will be included in the routing table if the
State source has provided a textual description of the procedure. STOP altitudes will be shown as MAX
altitudes in brackets. (see ballflag 3 on graphic)
7. Introduction of Altitude Window on STAR charts. The next known STOP altitude will be shown underneath
the "below" and "at or below" altitudes to identify clearly the lower limit for the descent. The FMS might
not show the lower altitude at this fix because it is coded at a later position. For the chart this value is
"borrowed" from a later fix to improve situational awareness during descent.
Legend
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24
BRIEFING BULLETINS
CHANGE OF ALTITUDE DEPICTION ON SID/STAR CHARTS FOR AIRPORTS IN THE UNITED KINGDOM
1205330005000
BRIEFING BULLETINS
MULTIPLE APPROACH PROCEDURE INDICATORS
25
Multiple Approach Proc edure Indicators
Which procedure is included in your database when multiple approach procedures using the same sensor are published to a single runway end?
GENERAL
Civil aviation authorities occasionally create more than one approach procedure of the same type to a single
runway. This is done to accommodate many operations, including different missed approach procedures and
missed approach climb gradients, different approach transitions, and other considerations such as WAAS and
RNP.
Previously, when more than one procedure of the same type to the same runway existed, only one of the procedures could be captured in the database. Where there were multiple RNAV (GPS) procedures to the same
runway in the U.S., the note “Procedure Not in Database” would be shown on the charts for procedures that
were not coded in the database.
Since a database is required to fly RNAV (GPS) or RNAV (GNSS) procedures, regulators such as the FAA have
mandated that all published RNAV (GPS/GNSS) procedures must be retrievable from a database. Additionally,
more instances of multiple approaches were being encountered worldwide, including ILS, LOC (only), VOR,
VORDME or VORTAC, NDB, and TACAN. This necessitated a change to ARINC 424 in order to establish a
suffix in the procedure identifier record for multiple approach procedures.
However, even though Jeppesen now has the capability to output multiple versions of an approach type to a
given runway, many avionics units cannot accept the suffix in the procedure identifier record that was designed
to differentiate between multiple versions of these procedures. The units allow for only a four character approach
procedure identifier.
OPTIONS
In order for all FMS and GPS avionics to contain at least one of the approaches when multiple procedures have
been published, it is necessary to determine which version of the procedure should be included in all FMS and
GPS avionics. Jeppesen uses the term “predominant procedure” for the one that is always included.
Multiple approach procedures without a suffix
Where the source does not include a suffix to provide uniqueness Jeppesen will include the approach that is
believed to be predominant procedure that is issued in ATC clearances.
Where multiple approach procedures are issued yet only one of them includes a suffix, Jeppesen will code the
procedure that was supplied without the suffix in order to provide at least one procedure that can be included in
all FMS and GPS avionics.
Guidelines for Designating the Selected Procedure
While many of the FMS and GPS systems that our customers use have the ability to handle multiple versions
of approaches with the same procedure identifier, it was determined that the equipment that cannot handle
this information should not be penalized by losing any existing procedures based on this limitation. As a result,
Jeppesen developed various delivery options for Multiple Approach Procedures to minimize the impact for all
equipment. Avionics manufacturers were directed to select which of four options they would implement for their
end-user customers.
To understand how Jeppesen designates the Selected Procedure, it is important to understand how the various
source providers publish Multiple Approach Procedures. Source providers may deliver these procedures using
a variety of suffixes after the procedure title or, in a few cases, without suffixes. The following list explains these
different source cases:
a. Letters of the alphabet, starting with Z and moving backwards (Z, Y, X, W, etc.)
b. Numbers (1, 2, 3, etc.)
c. Words beginning with letters of the phonetic alphabet, such as Papa, Sierra, Tango, etc. (as found in Italy)
d. The phonetic alphabet (Alpha, Bravo, Charlie, etc.) starting at the beginning of the alphabet and moving
forward
e. Letters or numbers with one procedure missing a multiple approach suffix; for example, VOR Rwy 36, VOR
Rwy 36-1, VOR Rwy 36-2)
f. No suffix to distinguish between multiple procedures of the same type to the same runway (as found on
ILS procedures in Tunis, Tunisia (DTTA))
When either the letters or numbers are used as shown in items a. or b. above, Jeppesen will use the sourcesupplied letters or numbers as a suffix in compliance with the ARINC 424 specifications. When words are used
as depicted in items c. and d., Jeppesen will code the first letter of the word.
26
BRIEFING BULLETINS
MULTIPLE APPROACH PROCEDURE INDICATORS
Given the possible source situations, Jeppesen will designate the Selected
Procedure according to the following rules:
For Source Case:
Z, Y, X, designations
1, 2, 3 designations
Selected Procedure Will Be:
Z1 (or the letter closest to the end of the alphabet)
1 (or lowest number)
Papa (or word that starts with the letter closest to the start of the
Papa, Sierra, Tango
alphabet. Papa = primary, Sierra = secondary, Tango = tertiary)
Alpha (or word that starts with the letter closest to the start of
Alpha, Bravo, Charlie
the alphabet)
Blank for one procedure (e.g., VOR Rwy 36, Blank (procedure without a suffix)
VOR Rwy 36-1, VOR Rwy 36-2)
No designation
First procedure in chart sequence
1
see RNAV (RNP) and “LPV Only” minimums exceptions
RNAV (RNP) and “LPV Only” minimum exceptions
RNAV (RNP) approaches are defined as Special Aircraft and Aircrew Authorization Required (SAAAR) procedures which restrict their use to a small group of customers (see RNAV (RNP) Y Rwy 31 at KSUN for an
example). Also, RNAV (GPS) procedures with “LPV Only” minimums are currently used by a limited group of
customers (see RNAV (GPS) Z Rwy 21 at KAOO). In order to deliver a procedure that most customers are able
to fly, in these cases Jeppesen will select the alternate procedure which is closest to the end of the alphabet to
be included in your NavData file. In other words, the –W procedure at KSUN and the –Y procedure at KAOO.
There are some avionics manufacturers that take all multiple approach indicator procedures offered by Jeppesen
and they have their own rules for determining which single procedure will be included in their legacy equipment.
For those boxes, Jeppesen rules do not apply.
Procedures that qualify as the exception as stated above will be posted on Jeppesen’s website www.jeppesen.
com under Aviation Resources, Online Publications, NavData Alerts/Notices.
BRIEFING BULLETINS
UNITED STATES LOWER THAN STANDARD TAKE-OFF MINIMUMS –
CHANGES TO JEPPESEN CHARTS
27
United States Lower than Standard Take-Off Minimums – Changes to Jeppesen Charts
BACKGROUND
As a result of efforts to harmonize the criteria for lower than standard take-off minimums with ICAO, the FAA
published Notice N 8900.38: Revised Guidance and Authorizations for IFR Lower Than Standard Takeoff
Minima Airplane Operations – All Airports (C078 and C079). The Notice provides guidance to 14 CFR Part
121, 125, 135, and 91 subpart K operators regarding the authorization of lower than standard take-off minimums
at airports in the U.S.
This Briefing Bulletin outlines the changes to the depiction of lower than standard take-off minimums as they
will appear on Jeppesen charts beginning in the 30 MAY 08 revision. Due to the volume of changes, all affected
charts will be updated to reflect the new criteria over the course of several charting cycles.
The FAA maintains a website containing a list of all runways that are authorized for lower than standard take-off
minimums of 300, 500 or 1000 RVR (RVR 3, RVR 5, RVR 10) at:
http://www.faa.gov/about/office_org/headquarters_offices/avs/offices/afs/afs400/afs410/status_lists/
For the complete Notice N 8900.38, refer to the FAA's website at:
http://fsims.faa.gov/home.aspx
CHANGES TO CRITERIA
Major changes in FAA Notice N 8900.38 include the following:
• Only two RVR reports are required for lower than standard take-off operations.
• RVR 5 is now the lowest authorized take-off minimum based upon outside visual references.
• High intensity runway lighting (HIRL) is required for take-off operations less than RVR 10.
The following requirements and restrictions apply to the use of RVR values below RVR 16:
a. Where only two RVR sensors are installed, the TDZ and Rollout RVR sensor reports are both required and
controlling.
b. Where three RVR sensors are installed on the runway to be used:
1. The TDZ, Mid and Rollout RVR reports are controlling for all operations.
2. The failure of any one RVR will not affect operations provided the remaining two RVR sensors are
reporting values at or above the appropriate minimums.
NOTE: Extremely long runways (e.g., DEN 16R-34L) utilize four RVR sensors (i.e., TDZ, Mid, Rollout, and
Far-End). When a fourth Far-End RVR value is reported, it is not controlling and is not to be used as one
of the two required operative RVR systems.
CHANGES TO CHART FORMAT
Jeppesen’s depiction of lower than standard take-off minimums at U.S. airports has been modified to include all
pertinent equipment requirements. These include
• notations for the number of RVR reports below RVR 16,
• specific runway lighting and runway centerline markings required for each level of RVR, and
• the term HUD (approved Head-Up Display take-off guidance system) in place of the phrase “Approved Guidance System” for RVR 3 authorization.
The configuration of RVR sensors on each runway – TDZ, Mid (where installed) and Rollout – remains the same,
and the take-off minimums will still reflect the number of available RVR reports on each runway.
The lowest available take-off RVR values for each runway or group of runways are shown to the left. Moving
to the right, the RVR values increase depending on the availability of centerline (CL) and high intensity runway
lights (HIRL) as well as runway centerline markings (RCLM). Where lower than standard take-off minimums are
shown, the aircraft engine requirements for Standard take-off minimums are now depicted as column headings
(i.e., 3 & 4 Eng, 1 & 2 Eng).
NOTE: Jeppesen charts depict the lowest authorized take-off minimums as defined by the criteria. However,
principal operations inspectors may issue OpSpecs authorizations with higher take-off minimums to individual
operators.
CHART SAMPLE
Depending on the authorized lower than standard take-off minimums, the number of RVR sensors, and any
additional climb requirements for each runway, it may be necessary to depict the take-off minimums in more
than one band.
In this example, most runways have three RVR sensor reports. Two of the runways depict the requirement for
HUD (as well as CL & HIRL) for RVR 3. And two of the runways have only two RVR reports, with RVR 10 being
the lowest authorized take-off minimum. Even though these runways share the same basic take-off minimums,
they are shown separately due to one runway having a minimum climb requirement.
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BRIEFING BULLETINS
UNITED STATES LOWER THAN STANDARD TAKE-OFF MINIMUMS –
CHANGES TO JEPPESEN CHARTS
Example of an airport's take-off minimums with multiple authorizations and equipment
requirements for lower than standard take-off operations
1
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BRIEFING BULLETINS
AERODROME OPERATING MINIMUMS ACCORDING TO EU-OPS 1
29
AERODROME OPERATING MINIMUMS ACCORDING TO EU-OPS 1
General Information
The European Union published the 2nd Amendment of EU-OPS 1 (Annex III to Regulation 3922/91).
http://eur-lex.europa.eu/JOIndex.do?ihmlang=en
This EU-OPS 1 is the replacement of JAR-OPS 1 and contains a new method to determine Aerodrome Operating
Minimums (AOM). The new method will become the European Standard on 16 July 2011 at the latest.
According to ICAO Doc 9365-AN910 (Manual of All Weather Operations) and Annex 6 to the Convention on
International Civil Aviation it is the operator’s responsibility to establish Aerodrome Operating Minimums which
need to be approved by the responsible authority.
The Appendix 1 (new) to OPS 1.430 describes the method which has to be used by all European Operators and
within the European Union (EU).
Jeppesen will support your operations by replacing the current JAR-OPS AOM with the new Standard. Due to
the huge number of airports (1000+) and procedures (5000+) the conversion could only be done on a step by
step basis.
It is our intent to have all procedures revised to the new Standard AOM by 16 July 2011 for all airports within
– European Union member states,
– European Aviation Safety Agency (EASA) member states,
– Joint Aviation Authorities (JAA) member states and
– for other states where the currently used JAR-OPS AOM will be replaced.
In May 2008 we asked commercial operators about their plans for this EU-OPS implementation. The following
items are directly related to the results of that survey:
a. All non-precision approaches will be reviewed to show CDFA (Continuous Descent Final Approach) profile
and minimums.
b. In case of CDFA only, a DA(H) is shown instead of the previously published MDA(H). The missed approach
point is still shown according to state source but the missed approach initiation arrow is moved to the point
where the DA(H) is reached.
c. Jeppesen charted AOM do not include an add-on when current MDA(H) is replaced by DA(H). Pilots are
reminded to check their operator’s Flight Operations Manual or similar documents whether they have to
apply an add-on or not.
d. For CDFA profiles, Jeppesen will show DME vs altitude bands, distance vs altitude bands or timing vs
altitude tables. If not provided by the State source those altitudes will be calculated by Jeppesen.
e. Non-CDFA profiles and minimums will be shown in exceptional cases only and may be combined with CDFA
profiles and minimums.
f. For CAT I operations with full approach light system (FALS) Jeppesen will include RVR values below 750m
together with the higher values. Pilots are reminded to check their operator’s Flight Operations Manual or
similar documents to fulfill the requirements for using the lower RVR values.
g. Lower than standard CAT I minimums are charted on request on customer tailored charts.
h. Other than standard CAT II minimums will be charted if the procedure is approved for such operations by
the state of the airport.
i. Circling minimums must not be lower than the minimums of preceding instrument approach procedure. If
circling MDA(H) and/or visibility must be raised due to higher straight-in values, only one set of circling
minimums is shown which relates to the highest straight-in minimums.
Legend and ATC Pages
Jeppesen is currently reviewing the final version of this EU-OPS to replace the current ATC-601 (JAA AOM)
pages with a summarization of the new EU-OPS Aerodrome Operating Minimums.
In addition we will update the current Introduction 171 – 173 (JAR-OPS 1 AOM) pages to explain how the new
minimums and the CDFA profiles are depicted on Jeppesen charts.
Conversion Plan
The publication of the new Standard of AOM will be done along with normal chart revision activity. It is planned
to convert all procedures of an affected airport at the same time.
We will create special minimums pages, numbered 10-9S (similar to current 10-9X JAR-OPS pages), as an
interim solution.
Jeppesen will maintain or create JAR-OPS 1 minimums pages on customer request only.
Please contact your Jeppesen customer service representative for any special requirements, such as airline
tailored minimums, airborne equipment considerations or your conversion priorities.
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BRIEFING BULLETINS
AERODROME OPERATING MINIMUMS ACCORDING TO EU-OPS 1
Charts with JAR-OPS label
The JAR-OPS label on Jeppesen approach and airport charts indicates that the minimums correspond to the
rules described in Appendix 1 (old) to OPS 1.430 of the EU-OPS 1.
Future Outlook
The FAA will also publish new minimums which will be harmonized with the EU ones.
Jeppesen’s intention is to replace the current ECOMS and JAR-OPS Aerodrome Operating Minimums with the
future harmonized version on a world-wide basis.
BRIEFING BULLETINS
APPLICATION OF STATE NOTAMS TO JEPPESEN AERONAUTICAL
CHARTS AND DATABASE
31
Application of State NOTAMs to Jeppes en Aeronautical Charts and Database
GENERAL
The purpose of this bulletin is to convey to our valued customers our current policy regarding the applications of
chart and database changes based on state issued NOTAMs. The following is a summary of that policy and is
specific to the processing of state issued NOTAMs only.
BACKGROUND
The “Notice to Airmen” (NOTAM) has been an integral part of the system for disseminating critical aeronautical
information world wide for a very long time. Typically, NOTAMs publicize aeronautical information that is timecritical as well as temporary in nature. NOTAMs are also used when the information is not known sufficiently in
advance to allow for chart publication and/or database extraction.
NOTAMs communicate aeronautical information that has a direct impact on a pilot's flight preparation. It is for
this reason that all pilots are required by regulation to review all available NOTAMs applicable to their particular
flight. The following policy regarding the application of NOTAM information to Jeppesen products is based on
that fundamental principal.
NOTAM POLICY
All Permanent or “P” NOTAMs are analyzed when received and applied to the Jeppesen charts and/or database
as appropriate, based on normal Jeppesen workflow and process criteria.
Temporary NOTAMs published without an active duration, or those published with an active duration of 90 days
or less, are not analyzed for possible application due to their short life span and volatility. It would be part of a
pilot's normal flight preparation to familiarize themselves with this type of NOTAM.
Temporary NOTAMs published with an active duration of more than 90 days will be analyzed and may be applied
to the charts and/or database after considering its overall applicability. Not all temporary NOTAMs with an active
duration of more than 90 days are applied to the charts and/or database. The decision regarding when to apply
a temporary NOTAM to the charts and/or database is based on a wide range of factors, and is done on a case
by case basis. Again, based on a normal pre flight process, pilots would access these NOTAMs prior to flight.
NOTE: Jeppesen scans all Temporary NOTAMs upon receipt to assess a basic level of impact. Special consideration is given to Temporary NOTAMs that have a direct effect on permanent source documents.
We continue striving to supply you, our valued customers, with highly accurate, on time flight information. The
above policy helps us meet that lofty goal. We look forward to fulfilling your aeronautical charting and database
needs now and in the future.
32
BRIEFING BULLETINS
INTRODUCTION OF PROCEDURE AMENDMENT REFERENCE DATE
(U.S. FAA APPROACH CHARTS)
INTRODUCTION OF PROCEDURE AMENDMENT REFERENCE DATE (U.S. FAA APPROACH CHARTS)
Background
Flight operations involving the use of an electronic navigation database require that the database be current.
Situations sometimes arise which involve the need to operate with an expired or out-of-date database. To cover
these contingencies, regulatory documents (FAA and international) address the requirement to validate the navigation database to ensure the accuracy of the navigational data by referencing aeronautical charts, as well as
the prohibition on the use of any instrument procedure if it has been amended.
According to the guidance, when confronted with a need to operate with an expired database, an acceptable
means of compliance is to compare aeronautical charts ― new to old ― to the corresponding procedure in the
database in order to verify the accuracy of navigation fixes and related navigation information prior to departure.
If an amended chart has been published for the procedure and it includes changes to procedural information,
the out-of-date database cannot be used to conduct the operation.
Since pilots do not typically carry expired charts, and because it is very time consuming, this method of verification is impractical. Additionally, because navigation fixes can be moved without an associated name change,
comparing charts to the database would not assure that a fix had not been relocated.
In the United States, the FAA assigns a procedure Amendment Number to each standard instrument approach
procedure (SIAP) and subsequent modification. This number is shown in the lower left corner of Jeppesen Airway Manual approach charts. A pilot can determine if procedural information has changed by checking the chart
Amendment Number against the expired chart Amendment Number.
However, approach charts are often updated for reasons other than procedural changes, such as for communication changes. Subsequent chart updates might involve a new effective date. The result is that there is no
easy way to determine when a procedural change was last applied to the chart. This is an important factor when
attempting to compare the date of the procedural information on the chart to the corresponding information in a
navigation database and its AIRAC Cycle date.
Purpose
To simplify and improve the chart–to–database validation process, a Procedure Amendment Reference Date will
be added to U.S. FAA approach charts beginning with the 22 October 2009 effective date (AIRAC Cycle 0911).
The inclusion of the Procedure Amendment Reference Date on U.S. approach charts is intended to assist pilots
in determining the currency of individual procedures contained in their navigation database.
Unlike the chart effective date which informs pilots of the effectivity of any change to any information on the
chart, the Procedure Amendment Reference Date, in conjunction with the Amendment Number, identifies when
procedural information was last amended on the chart. This includes flight paths, courses, and altitudes which
correspond to the coded procedure in the navigation database. The Procedure Amendment Reference Date
helps a pilot determine if a procedure amendment has been applied – and WHEN. It also reduces the need to
perform a detailed comparison of new charts to old.
The Procedure Amendment Reference Date applies to U.S. SIAPs only, and is changed only when the procedure
Amendment Number is up-numbered by official FAA sources. The Procedure Amendment Reference Date will
not change unless the Amendment Number changes. This may result in a chart revision or effective date that
differs from the Procedure Amendment Reference Date.
In summary, if the Procedure Amendment Reference Date falls on or after the expiry date of the navigation
database, the procedure should not be flown using the out-of-date database.
IMPORTANT NOTE: This change is NOT intended to promote the use of expired databases. It is the
responsibility of the pilot to comply with all applicable regulations.
Application to Airway Manual Approach Charts (U.S. Only)
Beginning with the 22 October 2009 effective date (AIRAC cycle 0911), the Procedure Amendment Reference
Date will be added to U.S. FAA approach charts on an as-revised basis. The date will be positioned outside the
lower left margin on approach charts along with the TERPS procedure design criteria label and the procedure
Amendment Number. The application of this date will be forward-looking and not retro-active. It will therefore
take time before all approach charts in the U.S. include a Procedure Amendment Reference Date.
BRIEFING BULLETINS
INTRODUCTION OF PROCEDURE AMENDMENT REFERENCE DATE
(U.S. FAA APPROACH CHARTS)
33
1253280735000
Chart – Navigation Database Decision Process
The following diagram illustrates the decision process for determining if a specific approach procedure can be
used from an out-of-date database. The assumption below is that an out-of-date database is being compared
to current paper or electronic charts.
1
253280735000
34
BRIEFING BULLETINS
SOUTH CHINA SEA RVSM FLIGHT LEVEL ALLOCATIONS
SOUTH CHINA SEA RVSM FLIGHT LEVEL ALLOCATIONS
This Briefing Bulletin is primarily intended to inform customers of the RVSM Flight Levels used for the 6 UniDirectional RNAV airways within the South China Sea region. The table below lists the use of both odd and
even RVSM flight levels in the same direction of flight which do not comply with the Single Alternate Flight Level
Orientation Scheme (FLOS) listed in ICAO Annex 2 Appendix 3.
The direction of flight is indicated by the listed order of the FIR’s.
Airway ID
L625
L642
M767
M771
N884
N892
FIR
Singapore (WSJC)
Hochiminh (VVTS)
Manila (RPHI)
Hong Kong (VHHK)
Sanya (ZJSA)
Hochiminh (VVTS)
Singapore (WSJC)
Manila (RPHI)
Singapore (WSJC)
Singapore (WSJC)
Hochiminh (VVTS)
Sanya (ZJSA)
Hong Kong (VHHK)
Singapore (WSJC)
Manila (RPHI)
Taipei (RCAA)
Manila (RPHI)
Sanya (ZJSA)
Hochiminh (VVTS)
Singapore (WSJC)
Begin Point
TOMAN
AKMON
ARESI
Cheng Chau VOR
EPKAL
EXOTO
ESPOB
Jomalig VOR
TEGID
Mersing VOR
DUDIS
34BC Mileage Break
DOSUT
Mersing VOR
LAXOR
Hengchun VOR
KABAM
MIGUG
MONBO
MELAS
End Point
AKMON
ARESI (RPHI)
MEVIN
EPKAL
EXOTO
ESPOB
Mersing VOR
TEGID
TOMAN
DUDIS
34BC Mileage Break
DOSUT
Cheng Chau VOR
LAXOR
LEBIX
KABAM
MIGUG
MONBO
MELAS
Mersing VOR
RVSM Flight Levels
FL310, FL320, FL350,
FL360, FL390, FL400
FL310, FL320, FL350,
FL360, FL390, FL400
FL310, FL320, FL350,
FL360, FL390, FL400
FL310, FL320, FL350,
FL360, FL390, FL400
FL310, FL320, FL350,
FL360, FL390, FL400
FL310, FL320, FL350,
FL360, FL390, FL400
In addition to the RVSM Flight Levels listed above, the following RVSM level exceptions apply to areas within
the South China Sea region:
Hochiminh (VVTS) FIR:
W1 Noibai VOR – Tansonnhat VOR:
Southbound levels = FL280, FL300, FL320, FL340, FL360, FL380, FL400
Northbound levels = FL290, FL310, FL330, FL350, FL370, FL390, FL410
W2 Namha VOR – Anloc NDB:
Southbound levels = FL280, FL300, FL320, FL340, FL360, FL380, FL400
Northbound levels = FL290, FL310, FL330, FL350, FL370, FL390, FL410
Manila (RPHI) FIR:
All routes which cross the 6 Uni-Directional RNAV routes listed above:
Eastbound levels = FL 290, FL330, FL370, FL410
Westbound levels = FL300, FL340, FL380
Singapore (WSJC) FIR:
L644 DUDIS CRP – KIKOR CRP:
Southbound levels = FL290, FL330, FL370, FL410
N875 ENREP CRP – ARUPA CRP:
Southbound levels = FL290, FL330, FL370, FL410
W36 Tanjung Pinang VOR – GOBIK CRP:
Southbound levels = FL290, FL330, FL370, FL410
Taipei (RCAA) FIR:
B348 Hengchun VOR – POTIB CRP:
Southbound levels = FL300, FL340, FL380
Northbound levels = FL290, FL310, FL330, FL350, FL370, FL390, FL410
G86 Hengchun VOR – KAPLI CRP:
BRIEFING BULLETINS
SOUTH CHINA SEA RVSM FLIGHT LEVEL ALLOCATIONS
35
Eastbound levels = FL290, FL330, FL370, FL390, FL410
Westbound levels = FL300, FL340, FL380, FL400
The RVSM Flight Levels listed in this Briefing Bulletin will be depicted on all affected Enroute Charts as the
charts are revised.
36
BRIEFING BULLETINS
AIRLINE CHART ENHANCEMENT
AIRLINE CHART ENHANCEMENT
MSA Depiction on Approach Chart Plan View
Dear valued customer,
Over the past year, Jeppesen has been actively performing market research capturing the Voice of the Customer
specifically in relation to the CAO Airline Approach Charts. As a result of the customer comments, suggestions
and direct feedback, Jeppesen is pleased to announce an enhancement to the Airline Approach Chart.
Beginning with 26 November 2010 Revision Jeppesen Airline Approach Charts will depict the Minimum Sector
Altitude (MSA) in the Plan View. This enhancement will deliver the following benefits:
– MSA depicted to-scale in the Plan View for better situational awareness
– Keeping the MSA in the Briefing Strip for familiarity and to accommodate complex MSA’s
– MSA’s in the Briefing Strip and Plan View are depicted in the same color
Airline Approach Charts will be updated with this enhancement on a routinely basis.
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BRIEFING BULLETINS
AIRLINE CHART ENHANCEMENT
37
Unlike the Briefing Strip MSA view, which shows the complete MSA coverage, the Plan View will only contain
the MSA information affecting the charted area:
1
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38
BRIEFING BULLETINS
ENROUTE/AREA CHARTS – NAVAID SYMBOLOGY
Enroute/Area Char ts – Navaid Sy mbology
Jeppesen actively participates in industry working groups and carefully evaluates feedback from the customers
we serve whose operations represent all segments of aviation around the world. We also realize the majority
of our customers use traditional forms of navigation charts in addition to other electronic navigation displays, or
that many plan to transition from (replace) the use of traditional navigation charts in favor of electronic displays
of the same aeronautical information.
We plan to implement new symbols into our dynamic electronic Enroute applications, including new symbols
representing VHF and LF navigation aids (navaids). The new navaid symbols we’ll be converting to conform
to widely accepted practice and are supported by human factors studies involving pilot recognition. They are
simpler, take up less space and offer improved recognition.
In consideration of several factors, we are pleased to announce we will also be modifying our Airway Manual
Enroute and Area charts to reflect those same VHF and LF navaid symbols. A matrix showing the change in
symbology is provided below.
Converting our existing library of Enroute and Area charts to those same symbols will help our customers in
general, especially those who eventually transition from traditional pre-composed Enroute charts to our new
dynamic electronic displays.
Pilots familiar with government produced charts and/or have military flying experience will quickly recognize
these symbols. Advantages of the new navaid symbols are:
– Simplification (less detail)
– Improved Distinction between VHF navaid types (civil and military)
– Ease of Recognition (established and widespread use)
– Reduced Size of Compass Rose (less congestion)
– Removal of North Arrow (no longer needed for manual plotting purposes)
– Compulsory Reporting Status incorporated into symbol designs (filled symbol)
These new symbols will begin to appear on Airway Manual Enroute and Area charts in early 2011 on an
as-revised basis.
NOTE: Airway Manual Terminal charts are not affected at this time.
BRIEFING BULLETINS
ENROUTE/AREA CHARTS – NAVAID SYMBOLOGY
39
1
293655951000
40
BRIEFING BULLETINS
FAR EAST HIGH/LOW ALTITUDE ENROUTE SERIES IMPROVEMENT
Far Eas t High/Low Altitude Enroute Series Improvement
Jeppesen is pleased to announce changes to the Far East High/Low Enroute Chart series. The partial series
redesign provides improved use of existing charts as well as the addition of a new chart, FE (H/L) 7/8.
Improvements include:
– FE (H/L) 7/8: This is a new chart in the series which is designed to cover areas of overlapping charts in an
improved scale of 1”=30NM. In addition, the route structure between Northern Japan and western portions
of Russia are included.
– FE (H/L) 11/12: This chart was previously Limited Distribution and is now a part of the Far East Series Jeppesen Airway Manual.
– FE (H/L) 7/8: This chart has been renamed FE (H/L) 13/BLK. The old FE (H/L) 7 is now FE (H/L) 13 and the
existing FE (H/L) 8 will be removed from the Far East Series. There are no changes to the scale or content
of FE (H/L) 13.
The image below represents the new layout for the Far East High/Low Series.
1325107924982
chapter
42
CHAPTER
Jeppesen Notices, Alerts and Bulletins Dissemination of
Product-Related Information
Jeppesen is committed to delivering the highest quality and most advanced products and services in the industry. Our ongoing commitment to quality includes using various communication channels to disseminate the latest
information that may affect the Jeppesen products and services you rely upon.
Updates are posted online at jeppesen.com under “Notices & Alerts.” Here you will also find RSS feeds, which
are an efficient way to monitor the latest information from Jeppesen.
Issues related to our products or services are communicated using one or more standard notification methods.
The method we use depends on the product or service, as well as the criticality of the communication. Our Alerts
contain the most critical changes and issues. The following is a brief description of our notification methods.
NavData Alert
NavData Alerts are used to inform NavData subscribers, including airlines, avionics equipment companies,
and aviation service providers, of changes and issues related to databases distributed by Jeppesen. Alerts
are intended to supplement the NavData Change Notices by disseminating time-critical information that could
have a significant affect on flight operations. Alerts contain safety-of-flight or operationally significant information
including—but not limited to—incorrect turn directions, altitudes, bearing changes, etc. This information typically
affects Jeppesen's master database; however, each change or issue can be isolated to specific avionics equipment. To determine whether the change or issue affects your database, you should check with your individual
avionics equipment manufacturer.
Chart Alert
Chart Alerts are used to quickly disseminate flight-critical information that affects Jeppesen's Standard paper or
electronic (JeppView) Airway Manual products. Occasionally, changes cannot be issued to customers through
our normal paper or electronic production schedules prior to effectivity. Chart Alerts allow Jeppesen to immediately address these changes through either e-mail or our website as soon as they come to our attention.
Airport Moving Map (AMM) Alert
Airport Moving Map Alerts are published to advise users of significant issues in Jeppesen Airport Moving Map
data that may affect aircraft ground operations. These Alerts are distributed to affected Airport Moving Map
customers.
NavData Change Notice
NavData Change Notices are directed at customers who receive Jeppesen NavData for use in avionics equipment and flight planning systems, airline operations, and other systems that provide aviation information. They
are published weekly and include updates and corrections to data and procedures that are not yet reflected in
Jeppesen's navigation databases. NavData Change Notices contain narrative explanations of the changes that
affect the data coded in Jeppesen's current NavData cycle. Customers who receive an Internet update service
from Jeppesen may also receive NavData Change Notices as part of their service.
Chart Change Notice
Chart Change Notices are directed at customers who receive Jeppesen Terminal and Enroute charts. They are
included in the revision updates that are mailed to you and are also posted on jeppesen.com under “Notices &
Alerts.” Each notice contains a narrative explanation of changes affecting the current Jeppesen chart. Most of
these changes are either temporary in nature with a known duration, or are not considered operationally critical.
A Graphic Chart Change Notice may be issued to depict a more significant change to a Jeppesen Enroute or
Area chart. A Chart Change Notice will remain in effect until a significant change causes the chart to be reissued.
NavData Notice
NavData Notices are issued to airframe and avionics equipment manufacturers to announce additional database
capabilities or new datasets that will affect the output of navigational data. NavData Notices are intended for
Jeppesen's Original Equipment Manufacturer (OEM) partners only. Jeppesen's Product Management department may also issue notices highlighting any changes made to Jeppesen Internet update services, such as
data content, modifications to data card sizing or system-specific information issued by an avionics equipment
manufacturer. End users of the data may contact their avionics equipment providers with questions regarding
availability of data in their specific units.
Briefing Bulletin
Briefing Bulletins provide you with explanations of modifications to Jeppesen services that are being implemented in response to changes suggested by customers or required by governing authorities. In particular,
Briefing Bulletins explain how changes will affect Jeppesen's services.
Customer Service Bulletin
Customer Service Bulletins contain information that educates you on the content of our products and services.
Additionally, Customer Service Bulletins may be issued to inform customers about major events where significant
short-term changes or restrictions to flight operations will be in effect.
CHAPTER
43
Please note that the Notices, Alerts and Bulletins defined above only refer to Jeppesen products and do not
replace State published NOTAMs.
All communication channels listed above are posted on jeppesen.com under the “Notices & Alerts” section.
We hope this bulletin clarifies the various product and service updates you may receive from Jeppesen. If you
have any questions please contact your account representative or customer service at:
The Americas
800.621.5377
E-mail: captain@jeppesen.com
United Kingdom, Middle East & Africa
+44 1293 842404
0800 085 5377 (UK & Ireland)
E-mail: uk-services@jeppesen.com
Sincerely,
Jeppesen Standards and Product Management
Europe & Asia
+49 6102 5070
E-mail: fra-services@jeppesen.com
Australia
+61 2 6120 2999
E-mail: customerservice@jeppesen.com.au
FLIGHT SUPPLEMENT BOOKLET
Introduction
Definitions and Abbreviations
46
DEFINITIONS AND ABBREVIATIONS
AQ
Airport Qualification/Familiarization
AIRPORT QUALIFICATION PAGES
U.S. Federal Aviation Regulations (FAR) Part 121.445 specifies pilot in command special airport qualifications.
The (FAA) Administrator may determine that certain airports (due to items such as surrounding terrain, obstructions, or complex approach or departure procedures) are special airports requiring special airport qualifications.
These requirements do not apply when an entry to that airport (including a takeoff or a landing) is being made
if the ceiling at that airport is at least 1,000 feet above the lowest MEA or MOCA, or initial approach altitude
prescribed for the instrument approach procedure for that airport, and the visibility at that airport is at least 3
miles.
At other times, no certificate holder may use any person, nor may any person serve, as pilot in command to
or from an airport determined to require special airport qualifications unless, within the preceding 12 calendar
months:
a. The pilot in command or second in command has made an entry to that airport (including a takeoff and
landing) while serving as a pilot flight crewmember; or
b. The pilot in command has qualified by using pictorial means acceptable to the Administrator for that airport.
Airport qualification pages, when approved by the certificate holder’s Principal Operations Inspector (POI), provide an acceptable means of complying with the above requirement.
The list of special airports is found in the Handbook Bulletin for Air Transportation (HBAT) 03-07. The list is also
accessible through the following web site:
http://www.opspecs.com/ops/SpecialPICAirports/
AIRPORT FAMILIARIZATION PAGES
Airport familiarization pages are similar to qualification pages, except the familiarization airports are not currently
considered a special airport under FAR 121.445. However as with qualification pages, familiarization pages
depict airports that are also unique due to items such as surrounding terrain, obstructions, or complex approach
or departure procedures.
ICAO
DOC 7300, Annex 6 specifies that a pilot in command must be currently qualified to be used on a route or route
segment. Each such pilot shall demonstrate to the operator an adequate knowledge of aerodromes which are
to be used including such things as knowledge of terrain, minimum safe altitudes, and seasonal meteorological
conditions. In another provision, an operator may qualify a pilot in command to land at an aerodrome by means
of an adequate pictorial presentation.
According to the state authority's recommendation or on the operator's individual decision, both airport qualification and airport familiarization pages can be used for professional familiarization of specific airports.
DESCRIPTION OF SERVICE
The front side of the overview page provides an aerial image of the airport. The overview image will include key
areas of interest surrounding the airport, such as obstructions that could affect flight operations. Below the image
is a graphic presentation of the airport and surrounding area. The graphic portion includes airways, navigation
aids, general terrain contours, water, roads and city patterns. The graphic also includes an overview arrow that
indicates the direction from which the image is viewed.
The reverse side of the overview page provides a textual description of the airport and its surrounding area.
The textual description points out key items of interest about the airport, as well as the surrounding area. An
annual weather table is also provided on the second half of the page. This table is based on seasonal data and
represents average monthly values.
Runway pages portray the airport’s primary runways. The top portion of the page provides a view of the approach
end of the runway, as seen during the landing phase of flight. Below is a narrative that provides specific information and unique features relating to the runway. The reverse side of the page provides the same type of
information for the opposite end of the runway.
All airport pages are updated as significant changes dictate. In addition, Airport Qualification locations are reissued every 24 months.
DEFINITIONS AND ABBREVIATIONS
EU-OPS
47
J eppesen Airway Manual vers us EU-OPS 1 Requirements
JEPPESEN AIRWAY MANUAL VERSUS EU-OPS 1 REQUIREMENTS
The following table helps to identify the sections of the Jeppesen Airway Manual which comply with EU-OPS 1.
For further details, please refer to EU-OPS, Subpart P, Appendix 1 to OPS 1.1045 Part C, Route and Aerodrome
Instructions and Information.
EU-OPS (Appendix 1 to OPS 1.1045 Part C)
a) Minimum flight level/Minimum flight altitude
Jeppesen Airway Manual
a. Enroute-, Area-, SID/STAR charts.
b. INTRODUCTION section, Enroute Chart Legend.
b) Operating minima for departure-, destinationand alternate aerodromes
a. Approach-, Airport charts
b. 10-9S pages (EU-OPS Minimums)
c. ATC section "EU-OPS Aerodrome Operating Minimums
(AOM)"
c) Communication facilities and navigation aids
a.
b.
c.
d.
d) Runway data and aerodrome facilities
a. AIRPORT DIRECTORY section
b. Airport charts
e) Approach, missed approach and departure
procedures including noise abatement
procedures
a.
b.
c.
d.
f) COM-failure procedures
a. EMERGENCY section
b. ATC section, Emergency and Communications Failure
Procedures
g) Search and rescue facilities in the area over
which the aeroplane is to be flown
a. EMERGENCY section, Search and Rescue
b. ATC section
c. AIRPORT DIRECTORY
h) A description of the aeronautical charts that
must be carried on board in relation to the type
of flight and the route to be flown, including the
method to check their validity.
i) Availability of aeronautical info and MET
services
a. INTRODUCTION section, Chart Legend
j) Enroute COM/NAV procedures
k) Aerodrome categorization for flight crew
competence qualification
l) Special aerodrome limitations (performance
limitations and operating procedures)
RADIO AIDS section
Approach-, Airport charts
SID/STAR charts
Enroute charts
Approach charts
SIDs & STARs
Noise pages
ATC section
1. Noise Abatement Procedures
2. State pages
a. METEOROLOGY section
b. Enroute charts
c. AIRPORT DIRECTORY
a. ATC section, State pages
b. ENROUTE section
c. Enroute charts
This is not part of the Standard Airway Manual as it is airline
specific. However it can be part of a Tailored Manual. Special
Jeppesen service is the Airport Familiarization/Qualification
program
Cannot be part of the Standard Airway Manual, as it
is aircraft/performance specific. However, Jeppesen is
providing its OpsData Service for these purposes
Jeppesen CHART CHANGE NOTICES provide flight crews with temporary and permanent changes between
revision of charts. They are issued for each Airway Manual coverage with every revision.
Jeppesen NAVDATA CHANGE NOTICES are issued for each Navigation Data Base geographic area. They
provide flight crews with temporary changes affecting their FMCS or Navigation Computer Systems. They also
provide permanent changes effective between the 28 day AIRAC cycle.
Both services do not replace AIS NOTAM Services in any manner.
48
DEFINITIONS AND ABBREVIATIONS
EU-OPS
REVISION SERVICE
Aeronautical Chart Services are available either as the Standard Airway Manual Service or the customer defined
Tailored Route Manual Service.
Depending on geographical coverage, customer defined requirements or other reasons both types of Aeronautical Chart Services may be set up for weekly, bi-weekly or four-weekly revisions to be kept current. Bi-weekly
and four-weekly revisions may be supplemented by weekly revisions if it is required to get important changes as
soon as possible to our customers. Each revision is accompanied by a revision letter which indicates the necessary actions to keep the Chart Service current. The Record of Revisions page in front of the Manual needs
to be signed after the completion of each revision. A consecutive revision numbering assures that the customer
can see that all published revisions for this particular Chart Service are received. The first revision letter in a
calendar year also indicates which was the last revision for this Chart Service of the past year.
An ICAO developed AIRAC (Aeronautical Information Regulation and Control) system (Annex 15, Chapter 6-1
and Doc 8126, Chapter 2-6) assures that all significant changes are made available prior the effective date.
Governing authorities are required to make defined significant changes effective only on certain Thursdays in
intervals of 28 days, the so-called AIRAC dates. Furthermore are the governing authorities required to publish any changes under the AIRAC system with defined lead times allowing the commercial aeronautical chart
providers to update and distribute their products in advance of the effective date.
Not all Aeronautical Chart Services must get regular updates as this also depends if there are charts to be
revised per the Jeppesen revision criteria which have been developed over decades in cooperation with our
customers.
Whenever charts cannot be revised, e.g. information not received early enough or clarifications to the governing
authorities must be resolved prior publication, respective information is distributed by the means of Chart Change
Notices which are also available on-line to all customers via our website.
CHECKLISTS
Checklists are issued at regular intervals to enable all Manual Service holders to check the up-to-date status and
the completeness on the material subscribed to. Anytime, an updated copy of the checklist can be requested.
Furthermore are on-line and off-line electronic Chart Services available which can be used to check the paper
based Chart Service currency against.
DEFINITIONS AND ABBREVIATIONS
GLOSSARY
49
Glos sary
This glossary provides definitions that are unique and abbreviations commonly used in Jeppesen publications. No attempt has been made to list all the terms of basic aeronautical nomenclature.
Because of the international nature of flying, terms used by the FAA (USA) are included when they differ
from International Civil Aviation Organization (ICAO) definitions. A vertical bar, that is omitted on all new
pages, tables of contents, tabular listings and graphics, indicates changes.
DEFINITIONS
ACCELERATE STOP DISTANCE AVAILABLE (ASDA) — The length of the take-off run available plus the length
of the stopway, if provided.
ACROBATIC FLIGHT — Manoeuvres intentionally performed by an aircraft involving an abrupt change in its
attitude, an abnormal attitude, or an abnormal variation in speed.
ADEQUATE VIS REF (Adequate Visual Reference) — Runway markings or runway lighting that provides the
pilot with adequate visual reference to continuously identify the take-off surface and maintain directional control
throughout the take-off run.
ADS AGREEMENT — An ADS reporting plan which establishes the conditions of ADS data reporting (i.e., data
required by the air traffic services unit and frequency of ADS reports which have to be agreed to prior to the
provision of the ADS services).
NOTE: The terms of the agreement will be exchanged between the ground system and the aircraft by means of
a contract, or a series of contracts.
ADS-C AGREEMENT — A reporting plan which establishes the conditions of ADS-C data reporting (i.e. data
required by the air traffic services unit and frequency of ADS-C reports which have to be agreed to prior to using
ADS-C in the provision of air traffic services).
NOTE: The terms of the agreement will be exchanged between the ground system and the aircraft by means of
a contract, or a series of contracts.
ADS CONTRACT — A means by which the terms of an ADS agreement will be exchanged between the ground
system and the aircraft, specifying under what conditions ADS reports would be initiated, and what data would
be contained in the reports.
NOTE: The term “ADS contract” is a generic term meaning variously, ADS event contract, ADS demand contract,
ADS periodic contract or an emergency mode. Ground forwarding of ADS reports may be implemented between
ground systems.
ADVISORY AIRSPACE — An airspace of defined dimensions, or designated route, within which air traffic advisory service is available.
ADVISORY ROUTE (ADR) — A designated route along which air traffic advisory service is available.
NOTE: Air traffic control service provides a much more complete service than air traffic advisory service; advisory areas and routes are therefore not established within controlled airspace, but air traffic advisory service
may be provided below and above control areas.
ADVISORY SERVICE — Advice and information provided by a facility to assist pilots in the safe conduct of flight
and aircraft movement.
AERODROME — A defined area on land or water (including any buildings, installations and equipment) intended
to be used either wholly or in part for the arrival, departure and surface movement of aircraft.
NOTE: The term “aerodrome” where used in the provisions relating to flight plans and ATS messages is intended
to cover also sites other than aerodromes which may be used by certain types of aircraft; e.g., helicopters or
balloons.
AERODROME CLIMATOLOGICAL SUMMARY — Concise summary of specified meteorological elements at
an aerodrome, based on statistical data.
AERODROME CLIMATOLOGICAL TABLE — Table providing statistical data on the observed occurrence of
one or more meteorological elements at an aerodrome.
AERODROME CONTROL SERVICE — Air traffic control service for aerodrome traffic.
AERODROME CONTROL TOWER — A unit established to provide air traffic control service to aerodrome traffic.
AERODROME ELEVATION — The elevation of the highest point of the landing area.
AERODROME FLIGHT INFORMATION SERVICE (AFIS) — A directed traffic information and operational information service provided within an aerodrome flight information zone, to all radio equipped aircraft, to assist in
the safe and efficient conduct of flight.
AERODROME METEOROLOGICAL OFFICE — An office, located at an aerodrome, designated to provide
meteorological service for international air navigation.
AERODROME REFERENCE CODE — A simple method for interrelating the numerous specifications concerning the characteristics of aerodromes so as to provide a series of aerodromes facilities that are suitable for the
aeroplanes that are intended to operate at the aerodrome. The aerodrome reference code — code number and
letter, which are selected for aerodrome planning purposes, have the meanings assigned to them as indicated
in the table below:
50
Code Element 1
Aeroplane
Code
Reference Field
Number
Length
(1)
(2)
1
Less than 800m
2
800m up to but not
including 1200m
3
1200m up to but not
including 1800m
4
1800m and over
a)
DEFINITIONS AND ABBREVIATIONS
GLOSSARY
Code Element 2
Code
Letter
Wing Span
Outer Main Gear Wheel Span a)
(3)
(4)
(5)
A
Up to but not including 15m
Up to but not including 4.5m
B
15m up to but not including 24m 4.5m up to but not including 6m
C
D
E
F
Distance between the outside edges of
24m up to but not including 36m 6m up to but not including 9m
36m up to but not including 52m 9m up to but not including 14m
52m up to but not including 65m 9m up to but not including 14m
65m up to but not including 80m 14m up to but not including 16m
the main gear wheels.
NOTE: Guidance on planning for aeroplanes with wing spans greater than 80m is given in the ICAO Doc. 9157
“Aerodrome Design Manual,” Parts 1 and 2.
AERODROME TRAFFIC — All traffic on the manoeuvring area of an aerodrome and all aircraft flying in the
vicinity of an aerodrome.
NOTE: An aircraft is in the vicinity of an aerodrome when it is in, entering or leaving an aerodrome traffic circuit.
AERODROME TRAFFIC CIRCUIT — The specified path to be flown by aircraft operating in the vicinity of an
aerodrome.
AERODROME TRAFFIC FREQUENCY (ATF) — A frequency designated at an uncontrolled airport. An ATF is
used to ensure all radio equipped aircraft operating within the area, normally within a 5NM radius of the airport,
are listening on a common frequency. The ATF is normally the ground station frequency. Where a ground station
does not exist, a common frequency is designated. Radio call sign is that of the ground station, or where no
ground station exists, a broadcast is made with the call sign “Traffic Advisory.” Jeppesen charts list the frequency
and the area of use when other than the standard 5NM.
AERODROME TRAFFIC ZONE (ATZ) — An airspace of detailed dimensions established around an aerodrome
for the protection of aerodrome traffic.
AERONAUTICAL FIXED SERVICE (AFS) — A telecommunication service between specified fixed points provided primarily for the safety of air navigation and for the regular, efficient and economical operation of air services.
AERONAUTICAL FIXED STATION — A station in the aeronautical fixed service.
AERONAUTICAL FIXED TELECOMMUNICATION NETWORK (AFTN) — A world-wide system of aeronautical
fixed circuits provided, as part of the aeronautical fixed service, for the exchange of messages and/or digital data
between aeronautical fixed stations having the same or compatible communications characteristics.
AERONAUTICAL GROUND LIGHT — Any light specially provided as an aid to air navigation, other than a light
displayed on an aircraft.
AERONAUTICAL INFORMATION PUBLICATION (AIP) — A publication issued by or with the authority of a
State and containing aeronautical information of a lasting character essential to air navigation.
AERONAUTICAL METEOROLOGICAL STATION — A station designated to make observations and meteorological reports for use in international air navigation.
AERONAUTICAL MOBILE SERVICE — A mobile service between aeronautical stations and aircraft stations,
or between aircraft stations, in which survival craft stations may participate; emergency position-indicating radio
beacon stations may also participate in this service on designated distress and emergency frequencies.
AERONAUTICAL RADIO, INCORPORATED (ARINC) — An international radio network providing air-to-ground
communications available on a subscription (fee) basis.
AERONAUTICAL STATION — A land station in the aeronautical mobile service. In certain instances, an aeronautical station may be located, for example, on board ship or on a platform at sea.
AERONAUTICAL TELECOMMUNICATION SERVICE — A telecommunication service provided for any aeronautical purpose.
AERONAUTICAL TELECOMMUNICATION STATION — A station in the aeronautical telecommunication service.
AIRBORNE COLLISION AVOIDANCE SYSTEM (ACAS) — An aircraft system based on secondary surveillance
radar (SSR) transponder signals which operates independently of ground-based equipment to provide advice to
the pilot on potential conflicting aircraft that are equipped with SSR transponders.
AIRCRAFT — Any machine that can derive support in the atmosphere from the reactions of the air other than
the reactions of the air against the earth’s surface.
AIRCRAFT ADDRESS — A unique combination of 24 bits available for assignment to an aircraft for the purpose
of air-ground communications, navigation and surveillance.
DEFINITIONS AND ABBREVIATIONS
GLOSSARY
51
AIRCRAFT APPROACH CATEGORY (USA TERPS) — A grouping of aircraft based on a speed of Vref, if specified, or if Vref is not specified, 1.3 VS0 at the maximum certificated landing weight. Vref, VS0, and the maximum
certificated landing weight are those values as established for the aircraft by the certification authority of the
country of registry. An aircraft shall fit in only one category. If it is necessary to maneuver at speeds in excess
of the upper limit of a speed range for a category, the minimums for the next higher category must be used. For
example, an aircraft which falls in Category A, but is circling to land at a speed in excess of 91 knots, should use
the approach Category B minimums when circling to land. The categories are as follows:
Category
Category
Category
Category
Category
A
B
C
D
E
Speed
Speed
Speed
Speed
Speed
less than 91KT.
91KT or more but less than 121KT.
121KT or more but less than 141KT.
141KT or more but less than 166KT.
166KT or more.
AIRCRAFT APPROACH CATEGORY (ICAO) — The ICAO table, depicted in the ATC section-200 series, indicates the specified range of handling speeds (IAS in Knots) for each category of aircraft to perform the maneuvers
specified. These speed ranges have been assumed for use in calculating airspace and obstacle clearance for
each procedure.
AIRCRAFT IDENTIFICATION — A group of letters, figures or combination thereof which is either identical to,
or the coded equivalent of, the aircraft call sign to be used in air-ground communications, and which is used to
identify the aircraft in ground-ground air traffic services communications.
AIRCRAFT – LARGE AIRCRAFT (LACFT) — Term used when referring to ICAO aircraft category DL standard
dimensions:
– wing span – more than 65m/213ft (max 80m/262ft); and/or
– vertical distance between the flight parts of the wheels and the glide path antenna – more than 7m/23ft (max
8m/26ft).
For precision approach procedures, the dimensions of the aircraft are also a factor for the calculation of the OCH.
For category DL aircraft, additional OCA/H is provided, when necessary.
AIRCRAFT OBSERVATION — The evaluation of one or more meteorological elements made from an aircraft
in flight.
AIRCRAFT PROXIMITY — A situation in which, in the opinion of a pilot or air traffic services personnel, the
distance between aircraft as well as their relative positions and speed have been such that the safety of the
aircraft involved may have been compromised. An aircraft proximity is classified as follows:
Risk of Collision — The risk classification of an aircraft proximity in which serious risk of collision has existed.
Safety not Assured — The risk classification of an aircraft proximity in which the safety of the aircraft may
have been compromised.
No Risk of Collision — The risk classification of an aircraft proximity in which no risk of collision has existed.
Risk not Determined — The risk classification of an aircraft proximity in which insufficient information was
available to determine the risk involved, or inconclusive or conflicting evidence precluded such determination.
AIRCRAFT STATION — A mobile station in the aeronautical mobile service, other than a survival craft station,
located on board an aircraft.
AIR DEFENSE IDENTIFICATION ZONE (ADIZ) — The area of airspace over land or water, extending upward
from the surface, within which the ready identification, the location, and the control of aircraft are required in the
interest of national security.
AIR-GROUND COMMUNICATION — Two-way communication between aircraft and stations or locations on the
surface of the earth.
AIR-GROUND CONTROL RADIO STATION — An aeronautical telecommunication station having primary
responsibility for handling communications pertaining to the operation and control of aircraft in a given area.
AIRMET INFORMATION — Information issued by a meteorological watch office concerning the occurrence or
expected occurrence of specified en route weather phenomena which may affect the safety of low-level aircraft
operations and which was not already included in the forecast issued for low-level flights in the flight information
region concerned or sub-area thereof.
AIRPORT — An area on land or water that is used or intended to be used for the landing and take-off of aircraft
and includes its buildings and facilities, if any.
AIRPORT ELEVATION/FIELD ELEVATION — The highest point of an airports usable runways measured in
feet from mean sea level. In a few countries, the airport elevation is determined at the airport reference point.
AIRPORT REFERENCE POINT (ARP) — A point on the airport designated as the official airport location.
AIRPORT SURVEILLANCE RADAR (ASR) — Approach control radar used to detect and display an aircraft’s
position in the terminal area. ASR provides range and azimuth information but does not provide elevation data.
Coverage of the ASR can extend up to 60 miles.
AIRPROX — The code word used in an air traffic incident report to designate aircraft proximity.
52
DEFINITIONS AND ABBREVIATIONS
GLOSSARY
AIR-REPORT — A report from an aircraft in flight prepared in conformity with requirements for position and
operational and/or meteorological reporting.
NOTE: Details of the AIREP form are given in PANSATM (Doc 4444) and ATC section.
AIR-TAXIING — Movement of a helicopter/VTOL above the surface of an aerodrome, normally in ground effect
and at a ground speed normally less than 20KT (37kmh).
NOTE: The actual height may vary, and some helicopters may require air-taxiing above 25ft (8m) AGL to reduce
ground effect turbulence or provide clearance for cargo slingloads.
AIR-TO-GROUND COMMUNICATION — One-way communication from aircraft to stations or locations on the
surface of the earth.
AIR TRAFFIC — All aircraft in flight or operating on the manoeuvring area of an aerodrome.
AIR TRAFFIC ADVISORY SERVICE — A service provided within advisory airspace to ensure separation, in so
far as practical, between aircraft which are operating on IFR flight plans.
AIR TRAFFIC CONTROL ASSIGNED AIRSPACE (ATCAA) — Airspace of defined vertical/lateral limits,
assigned by ATC, for the purpose of providing air traffic segregation between the specified activities being
conducted within the assigned airspace and other IFR air traffic.
AIR TRAFFIC CONTROL CLEARANCE — Authorization for an aircraft to proceed under conditions specified
by an air traffic control unit.
NOTE 1: For convenience, the term “air traffic control clearance” is frequently abbreviated to “clearance” when
used in appropriate contexts.
NOTE 2: The abbreviated term “clearance” may be prefixed by the words “taxi,” “take-off,” “departure,” “en route,”
“approach” or “landing” to indicate the particular portion of flight to which the air traffic control clearance relates.
AIR TRAFFIC CONTROL INSTRUCTION — Directives issued by air traffic control for the purpose of requiring
a pilot to take a specific action.
AIR TRAFFIC CONTROL SERVICE — A service provided for the purpose of:
a. preventing collisions:
1. between aircraft; and
2. on the manoeuvring area between aircraft and obstructions; and
b. expediting and maintaining an orderly flow of air traffic.
AIR TRAFFIC CONTROL UNIT — A generic term meaning variously, area control centre, approach control
office or aerodrome control tower.
AIR TRAFFIC SERVICE (ATS) — A generic term meaning variously, flight information service, alerting service,
air traffic advisory service, air traffic control service (area control service, approach control service or aerodrome
control service).
AIR TRAFFIC SERVICES AIRSPACES — Airspaces of defined dimensions, alphabetically designated, within
which specific types of flights may operate and for which air traffic services and rules of operation are specified.
NOTE: ATS airspaces are classified as Class “A” to “G.”
AIR TRAFFIC SERVICES REPORTING OFFICE — A unit established for the purpose of receiving reports concerning air traffic services and flight plans submitted before departure.
NOTE: An air traffic services reporting office may be established as a separate unit or combined with an existing
unit, such as another air traffic services unit, or a unit of the aeronautical information service.
AIR TRAFFIC SERVICES (ATS) ROUTE — A specified route designated for channeling the flow of traffic as
necessary for provision of air traffic services.
NOTE: The term “ATS Route” is used to mean variously, airway, advisory route, controlled or uncontrolled route,
arrival or departure route, etc.
AIR TRAFFIC SERVICES (ATS) ROUTE (USA) — A generic term that includes ‘VOR Federal airways’, ‘colored
Federal airways’, ‘jet routes’, ‘Military Training Routes’, ‘named routes’, and ‘RNAV routes.’
AIR TRAFFIC SERVICES UNIT — A generic term meaning variously, air traffic control unit, flight information
centre or air traffic services reporting office.
AIRWAY (ICAO) — A control area or portion thereof established in the form of a corridor equipped with radio
navigation aids.
AIRWAY (USA) — A Class “E” airspace area established in the form of a corridor, the centerline of which is
defined by radio navigational aids.
ALERFA — The code word used to designate an alert phase.
ALERT AREA (USA) — [see SPECIAL USE AIRSPACE (SUA)].
ALERTING SERVICE — A service provided to notify appropriate organizations regarding aircraft in need of
search and rescue aid, and assist such organizations as required.
ALERT PHASE — A situation wherein apprehension exists as to the safety of an aircraft and its occupants.
ALLOCATION, ALLOCATE — Distribution of frequencies, SSR Codes, etc. to a State, unit or service, Distribution of 24-bit aircraft addresses to a State or common mark registering authority.
DEFINITIONS AND ABBREVIATIONS
GLOSSARY
53
ALONG TRACK DISTANCE — The distance measured from a point-in-space by systems using area navigation
reference capabilities that are not subject to slant range errors.
ALPHANUMERIC CHARACTERS (Alphanumerics) — A collective term for letters and figures (digits).
ALTERNATE AERODROME (ICAO) — An aerodrome to which an aircraft may proceed when it becomes either
impossible or inadvisable to proceed to or to land at the aerodrome of intended landing. Alternate aerodromes
include the following:
Take-Off Alternate — An alternate aerodrome at which an aircraft can land should this become necessary
shortly after take-off and it is not possible to use the aerodrome of departure.
En Route Alternate — An aerodrome at which an aircraft would be able to land after experiencing an abnormal or emergency condition while en route.
Destination Alternate — An alternate aerodrome to which an aircraft may proceed should it become impossible or inadvisable to land at the aerodrome of intended landing.
NOTE: The aerodrome from which a flight departs may also be an en route or a destination alternate aerodrome for that flight.
ETOPS En Route Alternate — A suitable and appropriate alternate aerodrome at which an aeroplane would
be able to land after experiencing an engine shutdown or other abnormal or emergency condition while en
route in an ETOPS operation.
ALTERNATE AIRPORT (USA) — An airport at which an aircraft may land if a landing at the intended airport
becomes inadvisable.
ALTIMETER SETTING — The barometric pressure reading used to adjust a pressure altimeter for variations in
existing atmospheric pressure or to the standard altimeter setting (29.92 inches of mercury, 1013.2 hectopascals
or 1013.2 millibars).
QFE — The atmospheric pressure setting which, when set in the aircraft's altimeter, will cause the altimeter
to read zero when at the reference datum of the airfield.
QNE — The constant atmospheric pressure related to a reference datum of 29.92 inches of mercury or
1013.25 hectopascals or 1013.25 millibars, used for expressing flight levels.
QHN — The atmospheric pressure setting which, when set in the aircraft's altimeter, will cause the altimeter
to read altitudes referenced to mean sea level.
ALTITUDE (ICAO) — The vertical distance of a level, a point, or an object considered as a point, measured from
Mean Sea Level (MSL).
ALTITUDE (USA) — The height of a level, point or object measured in feet Above Ground Level (AGL) or from
Mean Sea Level (MSL).
a. AGL Altitude — Altitude expressed in feet measured above ground level (QFE).
b. MSL Altitude — Altitude expressed in feet measured from mean sea level (QNH).
c. Indicated Altitude — The Altitude as shown by an altimeter. On a pressure barometric altimeter it is altitude
as shown uncorrected for instrument error and uncompensated for variation from standard atmospheric
conditions.
APPROACH BAN — An approach procedure, for which continuation is prohibited beyond a specific point, and
or specified height, if the reported visibility or RVR is below the minimum specified for that approach.
APPROACH CONTROL OFFICE — A unit established to provide air traffic control service to controlled flights
arriving at, or departing from, one or more aerodromes.
APPROACH CONTROL SERVICE — Air traffic control service for arriving or departing controlled flights.
APPROACH CONTROL UNIT — A unit established to provide air traffic control service to controlled flights arriving at, or departing from, one or more aerodromes.
APPROACH FUNNEL — A specified airspace around a nominal approach path within which an aircraft
approaching to land is considered to be making a normal approach.
APPROACH PROCEDURE WITH VERTICAL GUIDANCE (APV) — [see INSTRUMENT APPROACH PROCEDURE (IAP)].
APPROACH SEQUENCE — The order in which two or more aircraft are cleared to approach to land at the
aerodrome.
APPROPRIATE ATS AUTHORITY — The relevant authority designated by the State responsible for providing
air traffic services in the airspace concerned.
APPROPRIATE AUTHORITY —
a. Regarding flight over the high seas: The relevant authority of the State of Registry.
b. Regarding flight other than over the high seas: The relevant authority of the State having sovereignty
over the territory being overflown.
APRON — A defined area, on a land aerodrome, intended to accommodate aircraft for purposes of loading or
unloading passengers, mail or cargo, fueling, parking or maintenance.
AREA CONTROL CENTRE — A unit established to provide air traffic control service to controlled flights in
control areas under its jurisdiction.
54
DEFINITIONS AND ABBREVIATIONS
GLOSSARY
AREA CONTROL SERVICE — Air traffic control service for controlled flights in control areas.
AREA MINIMUM ALTITUDE (AMA) — The minimum altitude to be used under instrument meteorological conditions (IMC), that provides a minimum obstacle clearance within a specified area, normally formed by parallels
and meridians.
AREA NAVIGATION/RNAV — A method of navigation which permits aircraft operation on any desired flight path
within the coverage of the station-referenced navigation aids or within the limits of the capability of self-contained
aids, or a combination of these.
AREA NAVIGATION ROUTE — An ATS route established for the use of aircraft capable of employing area
navigation.
ARRIVAL ROUTES — Routes on an instrument approach procedure by which aircraft may proceed from the
enroute phase of flight to the initial approach fix.
ASSIGNMENT, ASSIGN — Distribution of frequencies to stations. Distribution of SSR Codes or 24-bit addresses
to aircraft.
ATIS — ASOS INTERFACE — A switch that allows ASOS weather observations to be appended to the ATIS
broadcast, making weather information available on the same (ATIS) frequency H24. When the tower is open,
ATIS information and the hourly weather will be broadcast. When the tower is closed, one-minute weather information updates are broadcast, and the controller can add overnight ATIS information to the ASOS automated
voice weather message.
ATS ROUTE — A specified route designed for channeling the flow of traffic as necessary for the provision of air
traffic services.
NOTE 1: The term “ATS route” is used to mean variously, airway, advisory route, controlled or uncontrolled route,
arrival or departure route, etc.
NOTE 2: An ATS route is defined by route specifications which include an ATS route designator, the track to or
from significant points (way-points), distance between significant points, reporting requirements and, as determined by the appropriate ATS authority, the lowest safe altitude.
ATS SURVEILLANCE SERVICE — A term used to indicate a service provided directly by means of an ATS
surveillance system.
ATS SURVEILLANCE SYSTEM — A generic term meaning variously, ADS-B, PSR, SSR or any comparable
ground-based system that enables the identification of aircraft.
NOTE: A comparable ground-based system is one that has been demonstrated, by comparative assessment or
other methodology, to have a level of safety and performance equal to or better than monopulse SSR.
AUTOMATIC DEPENDENT SURVEILLANCE (ADS) — A surveillance technique, in which aircraft automatically
provide, via a data link, data derived from on-board navigation and position fixing systems, including aircraft
identification, four-dimensional position and additional data as appropriate.
AUTOMATIC DEPENDENT SURVEILLANCE — BROADCAST (ADS-B) — A means by which aircraft, aerodrome vehicles and other objects can automatically transmit and/or receive data such as identification, position
and additional data, as appropriate, in a broadcast mode via a data link.
AUTOMATIC DEPENDENT SURVEILLANCE — CONTRACT (ADS-C) — A means by which the terms of an
ADS-C agreement will be exchanged between the ground system and the aircraft, via a data link, specifying
under what conditions ADS-C reports would be initiated, and what data would be contained in the reports.
NOTE: The abbreviated term “ADS” contract is commonly used to refer to ADS event contract, ADS demand
contract or an emergency mode.
AUTOMATIC TERMINAL INFORMATION SERVICE (ATIS) — The automatic provision of current, routine information to arriving and departing aircraft throughout 24 hours or a specified portion thereof:
– Data link-automatic terminal information service (D-ATIS). The provision of ATIS via data link.
– Voice-automatic terminal information service (Voice-ATIS). The provision of ATIS by means of continuous
and repetitive voice broadcasts.
AUTOMATED SURFACE OBSERVATION SYSTEM (ASOS) — The Automated Surface Observation System,
in the United States, is a surface weather observing system implemented by the National Weather Service, the
Federal Aviation Administration and the Department of Defense. It is designed to support aviation operations
and weather forecast activities. The ASOS provides continuous minute-by-minute observations and performs the
basic observing functions necessary to generate an aviation routine weather report (METAR) and other aviation
weather information. ASOS information may be transmitted over a discrete VHF radio frequency or the voice
portion of a local navaid.
AUTOMATED WEATHER OBSERVING SYSTEM (AWOS) — An automated weather reporting system which
transmits local real-time weather data directly to the pilot.
DEFINITIONS AND ABBREVIATIONS
GLOSSARY
AWOS-A
AWOS-A/V
AWOS-1
AWOS-2
AWOS-3
55
Only reports altimeter setting.
Reports altimeter setting plus visibility.
Usually reports altimeter setting, wind data, temperature, dewpoint and density
altitude.
Reports same as AWOS-1 plus visibility.
Reports the same as AWOS-2 plus cloud/ceiling data.
AUTOMATED WEATHER SENSOR SYSTEM (AWSS) — A surface weather observing system similar to AWOS
and ASOS, providing all the weather information furnished by ASOS systems. The AWSS sensor suite automatically collects, measures, processes, and broadcasts surface weather data including altimeter setting, temperature and dew point, cloud height and coverage, visibility, present weather (rain, drizzle, snow), rain accumulation,
freezing rain, thunderstorms, fog, mist, haze, freezing fog, as well as wind speed, direction, and gusts.
BALKED LANDING — A landing manoeuvre that is unexpectedly discontinued below DA(H)/MDA(H) or beyond
MAP.
BASE TURN — A turn executed by the aircraft during the initial approach between the end of the outbound track
and the beginning of the intermediate or final approach track. The tracks are not reciprocal.
NOTE: Base turns may be designated as being made either in level flight or while descending, according to the
circumstances of each individual procedure.
BLIND TRANSMISSION — A transmission from one station to another station in circumstances where two-way
communication cannot be established but where it is believed that the called station is able to receive the transmission.
BRAKING ACTION (GOOD, FAIR, POOR, NIL) — A report of conditions on the airport movement area providing
a pilot with a degree/quality of braking that might be expected. Braking action is reported in terms of good, fair,
poor, or nil.
BRIEFING — Oral commentary on existing and/or expected conditions.
BROADCAST — A transmission of information relating to air navigation that is not addressed to a specific station
or stations.
CARDINAL ALTITUDES OR FLIGHT LEVELS — “Odd” or “Even” thousand-foot altitudes or flight levels; e.g.,
5000, 6000, 7000, FL60, FL250, FL260, FL270.
CATCH POINT — A fix/waypoint that serves as a transition point from the high altitude waypoint navigation
structure to the low altitude structure or an arrival procedure (STAR).
CEILING (ICAO) — The height above the ground or water of the base of the lowest layer of cloud below 6000m
(20,000ft) covering more than half the sky.
CEILING (USA) — The height above the earth's surface of the lowest layer of clouds or obscuring phenomena
that is reported as “broken”, “overcast”, or “obscuration”, and not classified as “thin”, or “partial”.
CHANGE-OVER POINT — The point at which an aircraft navigating on an ATS route segment defined by reference to very high frequency omnidirectional radio ranges is expected to transfer its primary navigational reference from the facility behind the aircraft to the next facility ahead of the aircraft.
NOTE: Change-over points are established to provide the optimum balance in respect of signal strength and
quality between facilities at all levels to be used and to ensure a common source of azimuth guidance for all
aircraft operating along the same portion of a route segment.
CHART CHANGE NOTICES — Jeppesen Chart Change Notices include significant information changes affecting Enroute, Area, and Terminal charts. Entries are published until the temporary condition no longer exists, or
until the permanent change appears on revised charts. Enroute chart numbers/panel numbers/letters and area
chart identifiers are included for each entry in the enroute portion of the Chart Change Notices. To avoid duplication of information in combined Enroute and Terminal Chart Change Notices, navaid conditions, except for ILS
components, are listed only in the Enroute portion of the Chart Change Notices. All times are local unless otherwise indicated. Vertical bars indicate new or revised information. Chart Change Notices are only an abbreviated
service. Always ask for pertinent NOTAMs prior to flight.
CIRCLING APPROACH / CIRCLE-TO-LAND MANEUVER — An extension of an instrument approach procedure which provides for visual circling of the aerodrome prior to landing.
CLEARANCE LIMIT — The point to which an aircraft is granted an air traffic control clearance.
CLEARWAY — An area beyond the take-off runway under the control of airport authorities within which terrain or
fixed obstacles may not extend above specified limits. These areas may be required for certain turbine-powered
operations and the size and upward slope of the clearway will differ depending on when the aircraft was certified.
CLOUD OF OPERATIONAL SIGNIFICANCE — A cloud with the height of cloud base below 5000ft (1500m) or
below the highest minimum sector altitude, whichever is greater, or a cumulonimbus cloud or a towering cumulus
cloud at any height.
CODE (SSR CODE) — The number assigned to a particular multiple pulse reply signal transmitted by a transponder in Mode A or Mode C.
56
DEFINITIONS AND ABBREVIATIONS
GLOSSARY
COMMON TRAFFIC ADVISORY FREQUENCY (CTAF) (USA) — A frequency designed for the purpose of
carrying out airport advisory practices while operating to or from an uncontrolled airport. The CTAF may be a
UNICOM, Multicom, FSS, or tower frequency.
COMMUNITY AERODROME RADIO STATION (CARS) — An aerodrome radio that provides weather, field conditions, accepts flight plans and position reports.
COMPULSORY REPORTING POINTS — Reporting points which must be reported to ATC. They are designated
on aeronautical charts by solid triangles or filed in a flight plan as fixes selected to define direct routes. These
points are geographical locations which are defined by navigation aids/fixes. Pilots should discontinue position
reporting over compulsory reporting points when informed by ATC that their aircraft is in “radar contact.”
COMPUTER — A device which performs sequences of arithmetical and logical steps upon data without human
intervention.
NOTE: When the word “computer” is used in this document it may denote a computer complex, which includes
one or more computers and peripheral equipment.
CONDITIONAL ROUTES (CDR) (Europe) —
Category 1,2,3.
Category 1:
Category 2:
Category 3:
Permanently plannable CDR during designated times.
Plannable only during times designated in the Conditional Route Availability
Message (CRAM) published at 1500 for the 24 hour period starting at 0600
the next day.
Not plannable. Usable only when directed by ATC.
CONTROL AREA (ICAO) — A controlled airspace extending upwards from a specified limit above the earth.
CONTROLLED AERODROME — An aerodrome at which air traffic control service is provided to aerodrome
traffic.
NOTE: The term “controlled aerodrome” indicates that air traffic control service is provided to aerodrome traffic
but does not necessarily imply that a control zone exists.
CONTROLLED AIRSPACE — An airspace of defined dimensions within which air traffic control service is provided to IFR flights and to VFR flights in accordance with the airspace classification.
NOTE: Controlled airspace is a generic term which covers ATS airspace Classes “A”, “B”, “C”, “D”, and “E”.
CONTROLLED FIRING AREA (USA) — [see SPECIAL USE AIRSPACE (SUA)].
CONTROLLED FLIGHT — Any flight which is subject to an air traffic control clearance.
CONTROLLER-PILOT DATA LINK COMMUNICATIONS (CPDLC) — A means of communication between controller and pilot, using data link for ATC communications.
CONTROL ZONE (CTR) (ICAO) — A controlled airspace extending upwards from the surface of the earth to a
specified upper limit.
COURSE —
a. The intended direction of flight in the horizontal plane measured in degrees from north.
b. The ILS localizer signal pattern usually specified as front course or back course.
c. The intended track along a straight, curved, or segmented MLS path.
CRITICAL HEIGHT — Lowest height in relation to an aerodrome specified level below which an approach procedure cannot be continued in a safe manner solely by the aid of instruments.
CRUISE CLIMB — An aeroplane cruising technique resulting in a net increase in altitude as the aeroplane mass
decreases.
CRUISING LEVEL — A level maintained during a significant portion of a flight.
CURRENT FLIGHT PLAN (CPL) — The flight plan, including changes, if any, brought about by subsequent
clearances.
DANGER AREA (ICAO) — [see SPECIAL USE AIRSPACE (SUA)].
DATA CONVENTION — An agreed set of rules governing the manner or sequence in which a set of data may
be combined into a meaningful communication.
DATA LINK COMMUNICATIONS — A form of communication intended for the exchange of messages via a data
link.
DATA LINK INITIATION CAPABILITY (DLIC) — A data link application that provides the ability to exchange
addresses, names and version numbers necessary to initiate data link applications.
DEAD RECKONING (DR) NAVIGATION — The estimating or determining of position by advancing an earlier
known position by the application of direction, time and speed data.
DECISION ALTITUDE (DA) or DECISION HEIGHT (DH) (ICAO) — A specified altitude or height in the precision
approach or approach with vertical guidance at which a missed approach must be initiated if the required visual
reference to continue the approach has not been established.
DEFINITIONS AND ABBREVIATIONS
GLOSSARY
57
NOTE:
a. Decision altitude (DA) is referenced to mean sea level (MSL) and decision height (DH) is referenced to the
threshold elevation.
b. The required visual reference means that section of the visual aids or of the approach area which should
have been in view for sufficient time for the pilot to have made an assessment of the aircraft position and
rate of change of position, in relation to the desired flight path. In Category III operations with a decision
height the required visual reference is that specified for the particular procedure and operation.
c. For convenience where both expressions are used they may be written in the form “decision altitude/height”
and abbreviated “DA/H.”
DECISION ALTITUDE/HEIGHT (DA/H) (FAA) — Is a specified altitude/height in an instrument approach procedure at which the pilot must decide whether to initiate an immediate missed approach if the pilot does not see
the required visual reference, or to continue the approach. Decision altitude/height is expressed in feet above
mean sea level/ground level.
NOTE: Jeppesen approach charts use the abbreviation DA(H). The decision altitude “DA” is referenced to mean
sea level (MSL) and the parenthetical decision height (DH) is referenced to the TDZE or threshold elevation. A
DA(H) of 1440ft (200ft is a Decision Altitude of 1440ft and a Decision Height of 200ft.
DEPARTURE CLEARANCE VIA DATA LINK (DCL) — Provides assistance for requesting and delivering information and clearance, with the objective of reducing aircrew and controller workload. The DCL service shall be
initiated by the aircrew at a suitable time between Ti and Tt where:
Ti –
Tt –
the earliest time at which a DCL service can be initiated;
the latest time after which an aircrew, having not completed the DCL service, is still able to
receive by voice procedures and in due time, the vocal departure clearance.
The third time parameter of the DCL acknowledge procedure is T1 where:
T1 –
timer implemented in the ATS ground system between the sending by ATS ground system of the
DCL clearance message and the reception by it of the read-back of DCL clearance message.
DEPENDENT PARALLEL APPROACHES — Simultaneous approaches to parallel or near-parallel instrument
runways where radar separation minima between aircraft on adjacent extended runway centre lines are prescribed.
DETRESFA — The code word used to designate a distress phase.
DIRECT ROUTE - D — A requested route published on a Jeppesen Enroute or Area chart to assist pilots
who have previous knowledge of acceptance of these routes by ATC. Use of a Direct route may require prior
ATC approval and may not provide ATC or Advisory services, or be acceptable in flight plans.
DISCRETE CODE — A four-digit SSR Code with the last two digits not being “00.”
DISPLACED THRESHOLD — A threshold that is located at a point on the runway other than the designated
beginning of the runway.
DISTRESS — A condition of being threatened by serious and/or imminent danger and of requiring immediate
assistance.
DISTRESS PHASE — A situation wherein there is a reasonable certainty that an aircraft and its occupants are
threatened by grave and imminent danger or require immediate assistance.
DME DISTANCE — The line of sight distance (slant range) from the source of a DME signal to the receiving
antenna.
EFFECTIVE DATE/TIME —
FAA and Canada: Aeronautical information in the U.S. and its territories is generally effective on the designated effective date at 09:01 Coordinated Universal Time (UTC). The effective time applies to airspace,
airways and flight procedures. It allows for implementation between 01:00 and 06:00 local standard time in
the U.S. Local authorities may change the date or time of implementation due to local operational considerations. Check NOTAMs and contact local ATC for information.
International: The International Civil Aviation Organization (ICAO) guidance specifies that aeronautical information should be effective on the designated effective date at 00:00 Coordinated Universal Time (UTC).
However national and local authorities often change the effective time to allow for implementation during the
local night or at other times due to local operational considerations. When an effective time other than 00:00
UTC is used, ICAO requires that it be published in the official Aeronautical Information Publication (AIP) of
the country. Check NOTAMs and contact local ATC for information.
ELEVATION — The vertical distance of a point or a level, on or affixed to the surface of the earth, measured
from mean sea level.
EMERGENCY PHASE — A generic term meaning, as the case may be, uncertainty phase, alert phase or distress phase.
1228763652000
58
DEFINITIONS AND ABBREVIATIONS
GLOSSARY
ENGINEERED MATERIALS ARRESTING SYSTEM (EMAS) — High-energy-absorbing material located in the
runway overrun that is designed to crush under the weight of an aircraft as the material exerts deceleration forces
on the aircraft landing gear.
ENROUTE FLIGHT ADVISORY SERVICE (FLIGHT WATCH) — A service specifically designed to provide, upon
pilot request, timely weather information pertinent to the type of flight, intended route of flight, and altitude. The
FSSs providing this service are indicated on Jeppesen Enroute and Area charts.
ESTIMATED ELAPSED TIME — The estimated time required to proceed from one significant point to another.
ESTIMATED OFF-BLOCK TIME — The estimated time at which the aircraft will commence movement associated with departure.
ESTIMATED TIME OF ARRIVAL — For IFR flights, the time at which it is estimated that the aircraft will arrive
over that designated point, defined by reference to navigation aids, from which it is intended that an instrument
approach procedure will be commenced, or if no navigation aid is associated with the aerodrome, the time at
which the aircraft will arrive over the aerodrome. For VFR flights, the time at which it is estimated that the aircraft
will arrive over the aerodrome.
EXPECTED APPROACH TIME — The time at which ATC expects that an arriving aircraft, following a delay, will
leave the holding point to complete its approach for a landing.
NOTE: The actual time of leaving the holding point will depend upon the approach clearance.
EXTENDED OPERATION (ETOPS) — Any flight by an aeroplane with two turbine power-units where the flight
time at the one power-unit inoperative cruise speed (in ISA and still air conditions), from a point on the route to
an adequate alternate aerodrome, is greater than the threshold time approved by the State of the Operator.
FAA AIR CARRIER OPERATIONS SPECIFICATIONS — Document issued to users operating under Federal
Aviation Administration Regulations (FAR) Parts 121, 125, 127, 129, and 135. Operations Specifications are
established and formalized by FARs. The primary purpose of FAA Air Carrier Operations Specifications is to
provide a legally enforceable means of prescribing an authorization, limitation and/or procedures for a specific
operator. Operations Specifications are subject to expeditious changes. These changes are usually too time
critical to adopt through the regulatory process.
FEEDER FIX — The fix depicted on instrument approach procedure charts which establishes the starting point
of the feeder route.
FEEDER ROUTE — Routes depicted on instrument approach procedure charts to designate routes for aircraft
to proceed from the enroute structure to the initial approach fix (IAF).
FILED FLIGHT PLAN (FPL) — The flight plan as filed with an ATS unit by the pilot or a designated representative, without any subsequent changes.
FINAL APPROACH COURSE — A bearing/radial/track of an instrument approach leading to a runway or an
extended runway centerline all without regard to distance.
FINAL APPROACH (ICAO) — That part of an instrument approach procedure which commences at the specified final approach fix or point, or where such a fix or point is not specified,
a. at the end of the last procedure turn, base turn or inbound turn of a racetrack procedure, if specified; or
b. at the point of interception of the last track specified in the approach procedure; and ends at a point in the
vicinity of an aerodrome from which:
1. a landing can be made; or
2. a missed approach procedure is initiated.
FINAL APPROACH AND TAKE-OFF AREA (FATO) — A defined area over which the final phase of the approach
manoeuvre to hover or landing is completed and from which the take-off manoeuvre is commenced. Where the
FATO is to be used by performance Class 1 helicopters, the defined area includes the rejected take-off area
available.
FINAL APPROACH FIX (FAF) — The fix from which the final approach (IFR) to an airport is executed and which
identifies the beginning of the final approach segment. It is designated in the profile view of Jeppesen Terminal
charts by the Maltese Cross symbol for non-precision approaches and by the glide slope/path intercept point on
precision approaches. The glide slope/path symbol starts at the FAF. When ATC directs a lower-than-published
Glide Slope/Path Intercept Altitude, it is the resultant actual point of the glide slope/path intercept.
FINAL APPROACH FIX (FAF) (AUSTRALIA) — A specified point on a non-precision approach which identifies
the commencement of the final segment. The FAF is designated in the profile view of Jeppesen Terminal charts
by the Maltese Cross symbol.
FINAL APPROACH FIX (FAF) OR POINT (FAP) (ICAO) — That fix or point of an instrument approach procedure
where the final approach segment commences.
FINAL APPROACH — IFR (USA) — The flight path of an aircraft which is inbound to an airport on a final
instrument approach course, beginning at the final approach fix or point and extending to the airport or the point
where a circling approach/circle-to-land maneuver or a missed approach is executed.
DEFINITIONS AND ABBREVIATIONS
GLOSSARY
59
FINAL APPROACH POINT (FAP) (USA) — The point, applicable only to a non-precision approach with no
depicted FAF (such as an on-airport VOR), where the aircraft is established inbound on the final approach course
from the procedure turn and where the final approach descent may be commenced. The FAP serves as the FAF
and identifies the beginning of the final approach segment.
FINAL APPROACH POINT (FAP) (AUSTRALIA) — A specified point on the glide path of a precision instrument
approach which identifies the commencement of the final segment.
NOTE: The FAP is co-incident with the FAF of a localizer-based non-precision approach.
FINAL APPROACH SEGMENT (FAS) — That segment of an instrument approach procedure in which alignment
and descent for landing are accomplished.
FLIGHT CREW MEMBER — A licensed crew member charged with duties essential to the operation of an
aircraft during flight time.
FLIGHT DOCUMENTATION — Written or printed documents, including charts or forms, containing meteorological information for a flight.
FLIGHT INFORMATION CENTRE — A unit established to provide flight information service and alerting service.
FLIGHT INFORMATION REGION (FIR, UIR) — An airspace of defined dimensions within which Flight Information Service and Alerting Service are provided.
FLIGHT INFORMATION SERVICE (FIS) — A service provided for the purpose of giving advice and information
useful for the safe and efficient conduct of flights.
FLIGHT LEVEL (FL) — A surface of constant atmospheric pressure which is related to a specific pressure
datum, 1013.2 hectopascals (hPa), and is separated from other such surfaces by specific pressure intervals.
NOTE 1: A pressure type altimeter calibrated in accordance with the Standard Atmosphere:
a. when set to a QNH altimeter setting, will indicate altitude;
b. when set to a QFE altimeter setting, will indicate height above the QFE reference datum;
c. when set to a pressure of 1013.2 hectopascals (hPa), may be used to indicate flight levels.
NOTE 2: The terms “height” and “altitude,” used in NOTE 1 above, indicate altimetric rather than geometric
heights and altitudes.
FLIGHT PATH MONITORING — The use of ATS surveillance systems for the purpose of providing aircraft with
information and advice relative to significant deviations from nominal flight path, including deviations from the
terms of their air traffic control clearances.
NOTE: Some applications may require a specific technology, e.g. radar, to support the function of flight path
monitoring.
FLIGHT PLAN — Specified information provided to air traffic services units, relative to an intended flight or
portion of a flight of an aircraft.
NOTE: Specifications for flight plans are contained in ICAO Rules of the Air, Annex 2. A Model Flight Form is
contained in ICAO Rules of the Air and Air Traffic Services, PANS-RAC (Doc 4444), Appendix 2 and ATC section.
FLIGHT VISIBILITY — The visibility forward from the cockpit of an aircraft in flight.
FLIGHT WATCH (USA) — A shortened term for use in air-ground contacts to identify the flight service station
providing Enroute Flight Advisory Service; e.g., “Oakland Flight Watch.”
FLOW CONTROL — Measures designed to adjust the flow of traffic into a given airspace, along a given route,
or bound for a given aerodrome, so as to ensure the most effective utilization of the airspace.
FORECAST — A statement of expected meteorological conditions for a specified time or period, and for a specified area or portion of airspace.
GAMET AREA FORECAST — An area forecast in abbreviated plain language for low-level flights for a flight
information region or sub-area thereof, prepared by the meteorological office designated by the meteorological
authority concerned and exchanged with meteorological offices in adjacent flight information regions, as agreed
between the meteorological authorities concerned.
GBAS-LANDING SYSTEM (GLS) — A system for Approach and Landing operations utilizing GNSS, augmented
by a Ground-Based Augmentation System (GBAS), as the primary navigational reference.
GLIDE PATH (GP) (ICAO) — A descent profile determined for vertical guidance during a final approach.
GLIDE SLOPE (GS) (USA) — Provides vertical guidance for aircraft during approach and landing. The glide
slope/glidepath is based on the following:
a. Electronic components emitting signals which provide vertical guidance by reference to airborne instruments during instrument approaches such as ILS/MLS; or
b. Visual ground aids, such as VASI, which provide vertical guidance for a VFR approach or for the visual
portion of an instrument approach and landing.
c. PAR, used by ATC to inform an aircraft making a PAR approach of its vertical position (elevation) relative
to the descent profile.
60
DEFINITIONS AND ABBREVIATIONS
GLOSSARY
GLIDE SLOPE/GLIDE PATH INTERCEPT ALTITUDE — The minimum altitude to intercept the glide slope/path
on a precision approach. The intersection of the published intercept altitude with the glide slope/path, designated
on Jeppesen Terminal charts by the start of the glide slope/path symbol, is the precision FAF; however, when
ATC directs a lower altitude, the resultant lower intercept position is then the FAF.
GLOBAL NAVIGATION SATELLITE SYSTEMS (GNSS) — An “umbrella” term adopted by the International
Civil Aviation Organization (ICAO) to encompass any independent satellite navigation system used by a pilot to
perform onboard position determinations from the satellite data.
GLOBAL POSITIONING SYSTEM (GPS) — A space-based radio positioning, navigation, and time-transfer system. The system provides highly accurate position and velocity information, and precise time, on a continuous
global basis, to an unlimited number of properly equipped users. The system is unaffected by weather, and
provides a worldwide common grid reference system. The GPS concept is predicated upon accurate and continuous knowledge of the spatial position of each satellite in the system with respect to time and distance from a
transmitting satellite to the user. The GPS receiver automatically selects appropriate signals from the satellites
in view and translates these into a three-dimensional position, velocity, and time. System accuracy for civil users
is normally 100 meters horizontally.
GRID MINIMUM OFF-ROUTE ALTITUDE (Grid MORA) — An altitude derived by Jeppesen or provided by
State Authorities. The Grid MORA altitude provides terrain and man-made structure clearance within the section
outlined by latitude and longitude lines. MORA does not provide for navaid signal coverage or communication
coverage.
a. Grid MORA values derived by Jeppesen clear all terrain and man-made structures by 1000ft in areas where
the highest elevations are 5000ft MSL or lower. MORA values clear all terrain and man-made structures by
2000ft in areas where the highest elevations are 5001ft MSL or higher. When a Grid MORA is shown as
“Unsurveyed” it is due to incomplete or insufficient information. Grid MORA values followed by a +/- denote
doubtful accuracy, but are believed to provide sufficient reference point clearance.
b. Grid MORA (State) altitude supplied by the State Authority provides 2000ft clearance in mountainous areas
and 1000ft in non-mountainous areas.
GRID POINT DATA IN DIGITAL FORM — Computer processed meteorological data for a set of regularly spaced
points on a chart, for transmission from a meteorological computer to another computer in a code form suitable
for automated use.
NOTE: In most cases such data are transmitted on medium or high speed telecommunications channels.
GRIP-FLEX MICRO-SURFACING — A thermoplastic compound that uses highly refined, environmentally safe
coal tar derivative for anti-oxidation and fuel-resistance qualities to create a stable wearing surface for pavements.
GROUND COMMUNICATIONS OUTLET (GCO) (USA) — An unstaffed, remotely controlled ground / ground
communications facility. Pilots at uncontrolled airports may contact ATC and FSS via VHF to a telephone connection to obtain an instrument clearance or close a VFR or IFR flight plan. They may also get an updated
weather briefing prior to take-off. Pilots will use four “key clicks” on the VHF radio to contact the appropriate ATC
facility, or six “key clicks” to contact FSS. The GCO system is intended to be used only on the ground.
GROUND EFFECT — A condition of improved performance (lift) due to the interference of the surface with the
airflow pattern of the rotor system when a helicopter or other VTOL aircraft is operating near the ground.
NOTE: Rotor efficiency is increased by ground effect to a height of about one rotor diameter for most helicopters.
GROUND VISIBILITY — The visibility at an aerodrome, as reported by an accredited observer.
HEADING — The direction in which the longitudinal axis of an aircraft is pointed, usually expressed in degrees
from North (true, magnetic, compass or grid).
HEIGHT — The vertical distance of a level, a point or an object considered as a point, measured from a specified
datum.
HEIGHT ABOVE AIRPORT (HAA) — The height of the Minimum Descent Altitude (MDA) above the published
airport elevation. This is published in conjunction with circling minimums.
HEIGHT ABOVE TOUCHDOWN (HAT) — The height of the Decision Height or Minimum Descent Altitude above
the highest runway elevation in the touchdown zone of the runway. HAT is published on instrument approach
charts in conjunction with all straight-in minimums.
HIGH FREQUENCY COMMUNICATIONS — High radio frequencies (HF) between 3 and 30MHz used for air-toground voice communication in overseas operations.
HIGH SPEED TAXIWAY / TURNOFF (HST) — A long radius taxiway designed and provided with lighting or
marking to define the path of an aircraft, traveling at high speed (up to 60KT), from the runway center to a point
on the center of a taxiway. Also referred to as long radius exit or turnoff taxiway. The high speed taxiway is
designed to expedite aircraft turning off the runway after landing, thus reducing runway occupancy time.
HOLDING FIX, HOLDING POINT — A specified location, identified by visual or other means, in the vicinity of
which the position of an aircraft in flight is maintained in accordance with air traffic control clearances.
HOLD / HOLDING PROCEDURE — A predetermined maneuver which keeps aircraft within a specified airspace
while awaiting further clearance from air traffic control. Also used during ground operations to keep aircraft within
a specified area or at a specified point while awaiting further clearance from air traffic control.
DEFINITIONS AND ABBREVIATIONS
GLOSSARY
61
HOT SPOT — A location on an aerodrome movement area with a history or potential risk of collision or runway
incursion, and where heightened attention by pilots/drivers is necessary.
HUMAN FACTORS PRINCIPLES — Principles which apply to aeronautical design, certification, training, operations and maintenance and which seek safe interface between the human and other system components by
proper consideration to human performance.
HUMAN PERFORMANCE — Human capabilities and limitations which have an impact on the safety and efficiency of aeronautical operations.
IFR FLIGHT — A flight conducted in accordance with the instrument flight rules.
ILS CATEGORIES (ICAO) —
a. ILS Category I — An ILS approach procedure which provides for an approach to a decision height not lower
than 60m (200ft) and a visibility not less than 800m (2400ft) or a runway visual range not less than 550m
(1800ft).
b. ILS Category II (Special authorization required) — An ILS approach procedure which provides for an
approach to a decision height lower than 60m (200ft) but not lower than 30m (100ft) and a runway visual
range not less than 300m (1000ft) for aircraft categories A, B, C (D with auto landing), and not less than
350m (1200ft) for aircraft category D without auto landing.
c. ILS Category III (Special authorization required) —
1. IIIA — An ILS approach procedure which provides for approach with either a decision height lower
than 30m (100ft) or with no decision height and with a runway visual range of not less than 175m
(574ft).
2. IIIB — An ILS approach procedure which provides for approach with either a decision height lower
than 15m (50ft) or with no decision height and with a runway visual range of less than 175m (574ft)
but not less than 50m (150ft).
3. IIIC — An ILS approach procedure which provides for approach with no decision height and no runway
visual range limitations.
d. Some areas require special authorization for ILS Category I approaches. In these areas, an additional
category of approach called ILS is available without special authorization. These ILS approaches have
minimums higher than a decision height of 200ft and a runway visual range value of 2600ft. Jeppesen
approach charts, at these locations, will have a notation in the chart heading or in the minimum box titles.
ILS CATEGORIES (USA) —
a. ILS Category I — An ILS approach procedure which provides for approach to a height above touchdown
of not less than 200ft and with runway visual range of not less than 1800ft.
b. ILS Category II — An ILS approach procedure which provides for approach to a height above touchdown
of not less than 100ft and with runway visual range of not less than 1200ft.
c. ILS Category III —
1. IIIA — An ILS approach procedure which provides for approach without a decision height minimum
and with runway visual range of not less than 700ft.
2. IIIB — An ILS approach procedure which provides for approach without a decision height minimum
and with runway visual range of not less than 150ft.
3. IIIC — An ILS approach procedure which provides for approach without a decision height minimum
and without runway visual range minimum.
INCERFA — The code word used to designate an uncertainty phase.
INDEPENDENT PARALLEL APPROACHES — Simultaneous approaches to parallel or near-parallel instrument runways where radar separation minima between aircraft on adjacent extended runway centre lines are
not prescribed.
INDEPENDENT PARALLEL DEPARTURES — Simultaneous departures from parallel or near-parallel instrument runways.
INITIAL APPROACH FIX (IAF) — A fix that marks the beginning of the initial segment and the end of the arrival
segment, if applicable. In RNAV applications this fix is normally defined by a fly-by waypoint.
INITIAL APPROACH SEGMENT — That segment of an instrument approach procedure between the initial
approach fix and the intermediate approach fix or, where applicable, the final approach fix or point.
INSTRUMENT APPROACH PROCEDURE (IAP) — A series of predetermined manoeuvres by reference to
flight instruments with specified protection from obstacles from the initial approach fix, or where applicable, from
the beginning of a defined arrival route to a point from which a landing can be completed and thereafter, if a
landing is not completed, to a position at which holding or en-route obstacle clearance criteria apply. Instrument
approach procedures are classified as follows:
– Non-precision approach (NPA) procedure. An instrument approach procedure which utilizes lateral guidance
but does not utilize vertical guidance.
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DEFINITIONS AND ABBREVIATIONS
GLOSSARY
– Approach procedure with vertical guidance (APV). An instrument approach based on a navigation system
that is not required to meet the precision approach standards of ICAO Annex 10 but provides course and
glide path deviation information (sometimes referred to as “semi-precision”). Baro-VNAV, LDA with glide path,
LNAV/VNAV and LPV are examples of APV approaches.
– Precision approach (PA) procedure. An instrument approach procedure using precision lateral and vertical
guidance with minima as determined by the category of operation.
NOTE: Lateral and vertical guidance refers to the guidance provided either by:
a. a ground-based navigation aid; or
b. computer-generated navigation data.
INSTRUMENT DEPARTURE PROCEDURE (DP) (USA) — A preplanned instrument flight rule (IFR) air traffic
control departure procedure printed for pilot use in graphic and/or textual form. DPs provide transition from the
terminal to the appropriate enroute structure.
INSTRUMENT METEOROLOGICAL CONDITIONS (IMC) — Meteorological conditions expressed in terms of
visibility, distance from cloud, and ceiling, less than the minima specified for visual meteorological conditions.
NOTE 1: The specified minima for visual meteorological conditions are contained in ICAO Rules of the Air, Annex
2, Chapter 4.
NOTE 2: In a control zone, a VFR flight may proceed under instrument meteorological conditions if and as authorized by air traffic control.
INTERMEDIATE APPROACH SEGMENT — That segment of an instrument approach procedure between either
the intermediate approach fix and the final approach fix or point, or between the end of a reversal, racetrack or
dead reckoning track procedure and the final approach fix or point, as appropriate.
INTERMEDIATE FIX (IF) — A fix that marks the end of an initial segment and the beginning of the intermediate
segment. In RNAV applications this fix is normally defined by a fly-by waypoint.
INTERNATIONAL AIRPORT (ICAO) — Any airport designated by the Contracting State in whose territory it is
situated as an airport of entry and departure for international air traffic, where the formalities incident to customs,
immigration, public health, animal and plant quarantine and similar procedures are carried out.
INTERNATIONAL AIRPORT (USA) — Relating to international flight, it means:
a. An airport of entry which has been designated by the Secretary of Treasury or Commissioner of Customs
as an international airport for customs service.
b. A landing rights airport at which specific permission to land must be obtained from customs authorities in
advance of contemplated use.
c. Airports designated under the Convention on International Civil Aviation as an airport for use by international air transport and/or international general aviation.
INTERNATIONAL AIRWAYS VOLCANO WATCH (IAVW) — International arrangements for monitoring and providing warnings to aircraft of volcanic ash in the atmosphere.
NOTE: The IAVW is based on the co-operation of aviation and non-aviation operational units using information
derived from observing sources and networks that are provided by States. The watch is coordinated by ICAO
with the co-operation of other concerned international organizations.
INTERNATIONAL CIVIL AVIATION ORGANIZATION (ICAO) — A specialized agency of the United Nations
whose objective is to develop the principles and techniques of international air navigation and to foster planning
and development of international civil air transport.
LAND AND HOLD SHORT OPERATIONS (LAHSO) — Operations which include simultaneous take-offs and
landings and/or simultaneous landings when a landing aircraft is able and is instructed by the controller to hold
short of the intersecting runway / taxiway or designated hold short point. Pilots are expected to promptly inform
the controller if the hold short clearance cannot be accepted.
LANDING AREA — That part of a movement area intended for the landing or take-off of aircraft.
LANDING DISTANCE AVAILABLE (LDA) (ICAO) — The length of runway which is declared available and suitable for the ground run of an airplane landing.
LATERAL NAVIGATION (LNAV) — Provides the same level of service as the present GPS stand-alone
approaches. LNAV minimums support the following navigation systems: WAAS, when the navigation solution
will not support vertical navigation; and, GPS navigation systems which are presently authorized to conduct
GPS/GNSS approaches.
LATERAL NAVIGATION / VERTICAL NAVIGATION (LNAV/VNAV) — Identifies APV minimums developed to
accommodate an RNAV IAP with vertical guidance, usually provided by approach certified Baro-VNAV, but with
lateral and vertical integrity limits larger than a precision approach or LPV. LNAV stands for Lateral Navigation;
VNAV stands for Vertical Navigation. These minimums can be flown by aircraft with a statement in the Aircraft
Flight Manual (AFM) that the installed equipment supports GPS approaches and has an approach-approved
barometric VNAV, or if the aircraft has been demonstrated to support LNAV/VNAV approaches. This includes
Class 2, 3 and 4 TSO-C146 WAAS equipment. Aircraft using LNAV/VNAV minimums will descend to landing
via an internally generated descent path based on satellite or other approach approved VNAV systems. WAAS
equipment may revert to this mode of operation when the signal does not support “precision” or LPV integrity.
DEFINITIONS AND ABBREVIATIONS
GLOSSARY
63
LEVEL — A generic term relating to the vertical position of an aircraft in flight and meaning variously, height,
altitude or flight level.
LOCAL AIRPORT ADVISORY (LAA) — A service provided by flight service stations or the military at airports not
serviced by an operating control tower. This service consists of providing information to arriving and departing
aircraft concerning wind direction and speed, favored runway, altimeter setting, pertinent known traffic, pertinent
known field conditions, airport taxi routes and traffic patterns, and authorized instrument approach procedures.
This information is advisory in nature and does not constitute an ATC clearance.
LOCALIZER PERFORMANCE WITH VERTICAL GUIDANCE (LPV) — Identifies the APV minimums that incorporate electronic lateral and vertical guidance. The lateral guidance is equivalent to localizer, and the protected
area is considerably smaller than the protected area for the present LNAV and LNAV/VNAV lateral protection.
Aircraft can fly these minimums with a statement in the Aircraft Flight Manual (AFM) that the installed equipment
supports LPV approaches. This includes Class 3 and 4 TSO-C146 WAAS equipment, and future LAAS equipment. The label LPV denotes minima lines associated with APV-I or APV-II performance on approach charts.
LOCATION INDICATOR — A four-letter code group formulated in accordance with rules prescribed by ICAO
and assigned to the location of an aeronautical fixed station.
LOW ALTITUDE AIRWAY STRUCTURE / FEDERAL AIRWAYS (USA) — The network of airways serving aircraft operations up to but not including 18,000ft MSL.
LOW FREQUENCY (LF) — The frequency band between 30 and 300kHz.
MAGNETIC VARIATION (VAR) — The orientation of a horizontal magnetic compass with respect to true north.
Because there is a continuous small change of direction of lines of magnetic force over the surface of the earth,
magnetic variation at most locations is not constant over long periods of time.
MANDATORY ALTITUDE — An altitude depicted on an instrument approach procedure chart requiring the aircraft to maintain altitude at the depicted value.
MANDATORY FREQUENCY (MF) — A frequency designated at selected airports that are uncontrolled during
certain hours only. Aircraft operating within the designated MF Area, normally 5NM radius of the airport, must
be equipped with a functioning radio capable of maintaining two-way communications. Jeppesen charts list the
MF frequency and the area when other than the standard 5NM.
MANOEUVRING AREA — That part of an aerodrome to be used for the take-off, landing and taxiing of aircraft,
excluding aprons.
MAXIMUM AUTHORIZED ALTITUDE (MAA) — A published altitude representing the maximum usable altitude
or flight level for an airspace structure or route segment.
MEDIUM FREQUENCY (MF) — The frequencies between 300kHz and 3MHz.
METEOROLOGICAL AUTHORITY — The authority providing or arranging for the provision of meteorological
service for international air navigation on behalf of a Contracting State.
METEOROLOGICAL BULLETIN — A text comprising meteorological information preceded by an appropriate
heading.
METEOROLOGICAL INFORMATION — Meteorological report, analysis, forecast, and any other statement
relating to existing or expected meteorological conditions.
METEOROLOGICAL OFFICE — An office designated to provide meteorological service for international air
navigation.
METEOROLOGICAL REPORT — A statement of observed meteorological conditions related to a specified time
and location.
METEOROLOGICAL SATELLITE — An artificial earth satellite making meteorological observations and transmitting these observations to earth.
MILITARY OPERATIONS AREA (MOA) (USA) — [see SPECIAL USE AIRSPACE (SUA)].
MINIMUM CROSSING ALTITUDE (MCA) — The lowest altitude at certain fixes at which an aircraft must cross
when proceeding in the direction of a higher minimum enroute IFR altitude (MEA).
MINIMUM DESCENT ALTITUDE (MDA) (FAA) — Is the lowest altitude specified in an instrument approach
procedure, expressed in feet above mean sea level, to which descent is authorized on final approach or during
circle-to-land maneuvering until the pilot sees the required visual references for the heliport or runway of intended
landing.
MINIMUM DESCENT ALTITUDE (MDA) OR MINIMUM DESCENT HEIGHT (MDH) (ICAO) — A specified altitude or height in a non-precision approach or circling approach below which descent must not be made without
the required visual reference.
NOTE 1: Minimum descent altitude (MDA) is referenced to mean sea level and minimum descent height (MDH)
is referenced to the aerodrome elevation or to the threshold elevation if that is more than 2m (7ft) below the
aerodrome elevation. A minimum descent height for a circling approach is referenced to the aerodrome elevation.
NOTE 2: The required visual reference means that section of the visual aids or of the approach area which
should have been in view for sufficient time for the pilot to have made an assessment of the aircraft position and
rate of change of position, in relation to the desired flight path. In the case of a circling approach the required
visual reference is the runway environment.
64
DEFINITIONS AND ABBREVIATIONS
GLOSSARY
NOTE 3: For convenience when both expressions are used they may be written in the form “minimum descent
altitude/height” abbreviated “MDA/H.”
MINIMUM ENROUTE IFR ALTITUDE (MEA) — The lowest published altitude between radio fixes that meets
obstacle clearance requirements between those fixes and in many countries assures acceptable navigational
signal coverage. The MEA applies to the entire width of the airway, segment, or route between the radio fixes
defining the airway, segment, or route.
MINIMUM FUEL — The term used to describe a situation in which an aircraft’s fuel supply has reached a state
where little or no delay can be accepted.
NOTE: This is not an emergency situation but merely indicates that an emergency situation is possible, should
any undue delay occur.
MINIMUM IFR ALTITUDES (USA) — Minimum altitudes for IFR operations are published on aeronautical charts
for airways, routes, and for standard instrument approach procedures. Within the USA, if no applicable minimum
altitude is prescribed the following minimum IFR altitudes apply.
a. In designated mountainous areas, 2000ft above the highest obstacle within a horizontal distance of 4NM
from the course to be flown; or
b. Other than mountainous areas, 1000ft above the highest obstacle within a horizontal distance of 4NM from
the course to be flown; or
c. As otherwise authorized by the Administrator or assigned by ATC.
MINIMUM OBSTRUCTION CLEARANCE ALTITUDE (MOCA) — The lowest published altitude in effect
between radio fixes on VOR airways, off airway routes, or route segments which meets obstacle clearance
requirements for the entire route segment and in the USA assures acceptable navigational signal coverage
only within 22NM of a VOR.
MINIMUM OFF-ROUTE ALTITUDE (MORA) — This is an altitude derived by Jeppesen. The MORA provides
known obstruction clearance 10NM either side of the route centerline including a 10NM radius beyond the radio
fix reporting or mileage break defining the route segment. For terrain and man-made structure clearance refer
to Grid MORA.
MINIMUM RECEPTION ALTITUDE (MRA) — The lowest altitude at which an intersection can be determined.
MINIMUM SAFE/SECTOR ALTITUDE (MSA) (FAA) — Altitude depicted on an instrument chart and identified
as the minimum safe altitude which provides 1000ft of obstacle clearance within a 25NM radius from the navigational facility upon which the MSA is predicated. If the radius limit is other than 25NM, it is stated. This altitude is
for EMERGENCY USE ONLY and does not necessarily guarantee navaid reception. When the MSA is divided
into sectors, with each sector a different altitude, the altitudes in these sectors are referred to as “minimum sector
altitudes”.
MINIMUM SECTOR ALTITUDE (MSA) (ICAO) — The lowest altitude which may be used which will provide a
minimum clearance of 300m (1000ft) above all objects located in an area contained within a sector of a circle of
46km (25NM) radius centered on a radio aid to navigation.
MINIMUM STABILIZATION DISTANCE (MSD) — The minimum distance to complete a turn manoeuvre and
after which a new manoeuvre can be initiated. The minimum stabilization distance is used to compute the minimum distance between waypoints.
MINIMUM VECTORING ALTITUDE (MVA) — The lowest MSL altitude at which an IFR aircraft will be vectored
by a radar controller, except as otherwise authorized for radar approaches, departures and missed approaches.
The altitude meets IFR obstacle clearance criteria. It may be lower than the published MEA along an airway of
J-route segment. It may be utilized for radar vectoring only upon the controller’s determination that an adequate
radar return is being received from the aircraft being controlled.
MISSED APPROACH —
a. A maneuver conducted by a pilot when an instrument approach cannot be completed to a landing. The
route of flight and altitude are shown on instrument approach procedure charts. A pilot executing a missed
approach prior to the Missed Approach Point (MAP) must continue along the final approach to the MAP.
The pilot may climb immediately to the altitude specified in the missed approach procedure.
b. A term used by the pilot to inform ATC that he/she is executing the missed approach.
c. At locations where ATC radar service is provided the pilot should conform to radar vectors, when provided
by ATC, in lieu of the published missed approach procedure.
MISSED APPROACH HOLDING FIX (MAHF) — A fix used in RNAV applications that marks the end of the
missed approach segment and the centre point for the missed approach holding.
MISSED APPROACH POINT (MAP) (ICAO) — That point in an instrument approach procedure at or before
which the prescribed missed approach procedure must be initiated in order to ensure that the minimum obstacle
clearance is not infringed.
MISSED APPROACH POINT (MAP) (USA) — A point prescribed in each instrument approach procedure at
which a missed approach procedure shall be executed if the required visual reference does not exist.
MISSED APPROACH PROCEDURE — The procedure to be followed if the approach cannot be continued.
DEFINITIONS AND ABBREVIATIONS
GLOSSARY
65
MODE (SSR) — The conventional identifier related to specific functions of the interrogation signals transmitted
by an SSR interrogator. There are four modes specified in ICAO Annex 10 (not published herein): A, C, S and
intermode.
MOUNTAINOUS AREA (ICAO) — An area of changing terrain profile where the changes of terrain elevation
exceed 900m (3000ft) within a distance of 10NM.
MOVEMENT AREA — That part of an aerodrome to be used for the take-off, landing and taxiing of aircraft,
consisting of the manoeuvring area and the apron(s).
NEAR-PARALLEL RUNWAYS — Non-intersecting runways whose extended centre lines have an angle of convergence/divergence of 15 degrees or less.
NON PRECISION APPROACH (NPA) PROCEDURE — [see INSTRUMENT APPROACH PROCEDURE (IAP)]
NO PROCEDURE TURN (NoPT) — No procedure turn is required nor authorized.
NORMAL OPERATING ZONE (NOZ) — Airspace of defined dimensions extending to either side of an ILS
localizer course and/or MLS final approach track. Only the inner half of the normal operating zone is taken into
account in independent parallel approaches.
NOTAM (ICAO) — A notice distributed by means of telecommunication containing information concerning the
establishment, condition or change in any aeronautical facility, service, procedure or hazard, the timely knowledge of which is essential to personnel concerned with flight operations.
NO-TRANSGRESSION ZONE (NTZ) — In the context of independent parallel approaches, a corridor of airspace
of defined dimensions located centrally between the two extended runway centre lines, where a penetration by
an aircraft requires a controller intervention to manoeuvre any threatened aircraft on the adjacent approach.
OBSERVATION (METEOROLOGICAL) — The evaluation of one or more meteorological elements.
OBSTACLE ASSESSMENT SURFACE (OAS) — A defined surface intended for the purpose of determining
those obstacles to be considered in the calculation of obstacle clearance altitude/height for a specific APV or
precision approach procedure.
OBSTACLE CLEARANCE ALTITUDE (OCA) OR OBSTACLE CLEARANCE HEIGHT (OCH) — The lowest
altitude or the lowest height above the elevation of the relevant runway threshold or the aerodrome elevation as
applicable, used in establishing compliance with appropriate obstacle clearance criteria.
NOTE 1: Obstacle clearance altitude is referenced to mean sea level and obstacle clearance height is referenced
to the threshold elevation or in the case of non-precision approaches to the aerodrome elevation or the threshold
elevation if that is more than 7ft (2m) below the aerodrome elevation. An obstacle clearance height for a circling
approach is referenced to the aerodrome elevation.
NOTE 2: For convenience when both expressions are used they may be written in the form “obstacle clearance
altitude/height” and abbreviated “OCA/H.”
OBSTACLE FREE ZONE (OFZ) (ICAO) — The airspace above the inner approach surface, inner transitional
surfaces, and balked landing surface and that portion of the strip bounded by these surfaces, which is not
penetrated by any fixed obstacle other than a low-mass and frangibly mounted one required for air navigation
purposes.
OBSTRUCTION CLEARANCE LIMIT (OCL) — The height above aerodrome elevation below which the
minimum prescribed vertical clearance cannot be maintained either on approach or in the event of a missed
approach.
OPERATIONAL CONTROL — The exercise of authority over the initiation, continuation, diversion or termination
of a flight in the interest of the safety of the aircraft and the regularity and efficiency of the flight.
OPERATOR — A person, organization or enterprise engaged in or offering to engage in an aircraft operation.
PILOT CONTROLLED LIGHTING (PCL) (USA) — (For other states see Air Traffic Control Rules and Procedures.)
Radio control of lighting is available at selected airports to provide airborne control of lights by keying the aircraft’s
microphone. The control system consists of a 3-step control responsive to 7, 5, and/or 3 microphone clicks. The
3-step and 2-step lighting facilities can be altered in intensity. All lighting is illuminated for a period of 15min
(except for 1-step and 2-step REILs which may be turned off by keying the mike 5 or 3 times, respectively).
Suggested use is to always initially key the mike 7 times; this assures that all controlled lights are turned on to
the maximum available intensity. If desired, adjustment can then be made, where the capability is provided, to a
lower intensity (or the REIL turned off) by keying the mike 5 and/or three times. Approved lighting systems may
be activated by keying the mike as indicated below:
KEY MIKE
7 times within 5 seconds
5 times within 5 seconds
3 times within 5 seconds
FUNCTION
Highest intensity available
Medium or lower intensity (Lower REIL or REIL Off)
Lowest intensity available (Lower REIL or REIL Off)
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DEFINITIONS AND ABBREVIATIONS
GLOSSARY
Due to the close proximity of airports using the same frequency, radio controlled lighting receivers may be set
at a low sensitivity requiring the aircraft to be relatively close to activate the system. Consequently, even when
lights are on, always key mike as directed when overflying an airport of intended landing or just prior to entering
the final segment of an approach. This will assure the aircraft is close enough to activate the system and a full
15min lighting duration is available.
PILOT-IN-COMMAND (PIC) — The pilot responsible for the operation and safety of the aircraft during flight time.
PITCH POINT — A fix/waypoint that serves as a transition point from a departure procedure or the low altitude
ground-based navigation structure into the high altitude waypoint system.
POINT-IN-SPACE APPROACH (PinS) — The point-in-space approach is based on a basic GNSS non-precision
approach procedure designed for helicopters only. It is aligned with a reference point located to permit subsequent flight manoeuvring or approach and landing using visual manoeuvring in adequate visual conditions to
see and avoid obstacles.
POINT-IN-SPACE REFERENCE POINT (PRP) — Reference point for the point-in-space approach as identified
by the latitude and longitude of the MAPt.
PRECISION APPROACH (PA) PROCEDURE — [see INSTRUMENT APPROACH PROCEDURE (IAP)].
PRECISION APPROACH RADAR (PAR) — Primary radar equipment used to determine the position of an aircraft during final approach, in terms of lateral and vertical deviations relative to a nominal approach path, and in
range relative to touchdown.
NOTE: Precision approach radars are designated to enable pilots of aircraft to be given guidance by radio communication during the final stages of the approach to land.
PRECISION OBJECT FREE ZONE (POFZ) (FAA) — A volume of airspace above an area beginning at the runway threshold, at the threshold elevation, and entered on the extended runway centerline. The standard POFZ
is 200ft (60m) long and 800ft (240m) wide. The POFZ must be kept clear when an aircraft on a vertically guided
final approach is within two nautical miles (NM) of the runway threshold and the reported ceiling is below 250ft
and/or visibility less than ¾ statute miles (SM) (or runway visual range below 4000ft). The POFZ is considered
clear even if the wing of the aircraft holding on a taxiway waiting for runway clearance penetrates the POFZ;
however, neither the fuselage nor the tail may infringe on the POFZ. For approaching aircraft, in the event that a
taxiing/parked aircraft or vehicle is not clear of the POFZ, air traffic control will provide advisories to the approaching aircraft regarding the position of the offending aircraft/vehicle. In this case the pilot of the approaching aircraft
must decide to continue or abort the approach. When the reported ceiling is below 800ft or visibility less than
2SM, departing aircraft must do the following. When there is an air traffic control tower (ATCT) in operation, plan
to hold at the ILS hold line and hold as directed by air traffic control. When there is no operating ATCT, honor
the ILS hold line and do not taxi into position and take-off if there is an approaching aircraft within 2NM of the
runway threshold.
PRE-DEPARTURE CLEARANCE (PDC) — An automated Clearance Delivery system relaying ATC departure
clearances from the FAA to the user network computer for subsequent delivery to the cockpit via ACARS (Airline/
Aviation VHF data link) where aircraft are appropriately equipped, or to gate printers for pilot pickup.
PRESSURE ALTITUDE — An atmospheric pressure expressed in terms of altitude which corresponds to that
pressure in the Standard Atmosphere.
PREVAILING VISIBILITY — The greatest visibility value, observed in accordance with the definition “visibility”,
which is reached within at least half the horizon circle or within at least half of the surface of the aerodrome.
These areas could comprise contiguous or non-contiguous sectors.
NOTE: This value may be assessed by human observation and/or instrumented systems. When instruments are
installed, they are used to obtain the best estimate of the prevailing visibility.
PRIMARY AREA — A defined area symmetrically disposed about the nominal flight track in which full obstacle
clearance is provided. (See also SECONDARY AREA.)
PRIMARY RADAR — A radar system which uses reflected radio signals.
PRIMARY SURVEILLANCE RADAR (PSR) — A surveillance radar system which uses reflected radio signals.
PROCEDURE ALTITUDE/HEIGHT — Are recommended altitudes/heights developed in coordination with Air
Traffic Control requirements flown operationally at or above the minimum altitude/height and established to
accommodate a stabilized descent at a prescribed descent gradient/angle in the intermediate/final approach
segment. Procedure altitudes/heights are never below the Segment Minimum Altitude (SMA) or Segment Minimum Safe Altitude (SMSA).
PROCEDURE TURN (PT) (ICAO) — A maneuver in which a turn is made away from a designated track followed
by a turn in the opposite direction to permit the aircraft to intercept and proceed along the reciprocal of the
designated track.
NOTE 1: Procedure turns are designated “left” or “right” according to the direction of the initial turn.
NOTE 2: Procedure turns may be designated as being made either in level flight or while descending, according
to the circumstances of each individual procedure.
DEFINITIONS AND ABBREVIATIONS
GLOSSARY
67
PROCEDURE TURN (PT) (USA) — The maneuver prescribed when it is necessary to reverse direction to establish an aircraft on the intermediate approach segment or final approach course. The outbound course, direction
of turn, distance within which the turn must be completed, and minimum altitude are specified in the procedure.
However, unless otherwise restricted, the point at which the turn may be commenced and the type and rate of
turn are at the discretion of the pilot.
PROCEDURE TURN INBOUND — That point of a procedure turn maneuver where course reversal has been
completed and an aircraft is established inbound on the intermediate approach segment or final approach course.
A report of “procedure turn inbound” is normally used by ATC as a position report for separation purposes.
PROFILE — The orthogonal projection of a flight path or portion thereof on the vertical surface containing the
nominal track.
PROGNOSTIC CHART — A forecast of a specified meteorological element(s) for a specified time or period and
a specified surface or portion of airspace, depicted graphically on a chart.
PROHIBITED AREA (ICAO) (USA) — [see SPECIAL USE AIRSPACE (SUA)].
QFE — [see ALTIMETER SETTING]
QNE — [see ALTIMETER SETTING]
QNH — [see ALTIMETER SETTING]
RACETRACK PROCEDURE (ICAO) — A procedure designed to enable the aircraft to reduce altitude during
the initial approach segment and/or establish the aircraft inbound when the entry into a reversal procedure is
not practical.
RADAR — A radio detection device which provides information on range, azimuth and/or elevation of objects.
RADAR APPROACH — An approach, executed by an aircraft, under the direction of a radar controller.
RADAR CONTACT — The situation which exists when the radar position of a particular aircraft is seen and
identified on a radar display.
RADAR SEPARATION — The separation used when aircraft position information is derived from radar sources.
RADAR WEATHER ECHO INTENSITY LEVELS — Existing radar systems cannot detect turbulence. However,
there is a direct correlation between the degree of turbulence and other weather features associated with thunderstorms and the radar weather echo intensity. The National Weather Service has categorized radar weather
echo intensity for precipitation into six levels. These levels are sometimes expressed during communications as
“VIP LEVEL” 1 through 6 (derived from the component of the radar that produces the information — Video Integrator and Processor). The following list gives the “VIP LEVELS” in relation to the precipitation intensity within a
thunderstorm:
Level
Level
Level
Level
Level
Level
1.
2.
3.
4.
5.
6.
WEAK
MODERATE
STRONG
VERY STRONG
INTENSE
EXTREME
RADIO ALTIMETER / RADAR ALTIMETER — Aircraft equipment which makes use of the reflection of radio
waves from the ground to determine the height of the aircraft above the surface.
RADIOTELEPHONY — A form of radio communication primarily intended for the exchange of information in the
form of speech.
RADIOTELEPHONY NETWORK — A group of radiotelephony aeronautical stations which operate on and guard
frequencies from the same family and which support each other in a defined manner to ensure maximum dependability of air-ground communications and dissemination of air-ground traffic.
REDUCED VERTICAL SEPARATION MINIMUMS (RVSM) — A reduction in the vertical separation between
FL290 – FL410 from 2000ft to 1000ft.
REGIONAL AIR NAVIGATION AGREEMENT — Agreement approved by the Council of ICAO normally on the
advice of a regional air navigation meeting.
REPETITIVE FLIGHT PLAN (RPL) — A flight plan related to a series of frequently recurring, regularly operated
individual flights with identical basic features, submitted by an operator for retention and repetitive use by ATS
units.
REPORTING POINT — A specified geographical location in relation to which the position of an aircraft can be
reported.
REQUIRED NAVIGATION PERFORMANCE (RNP) — A statement of navigation position accuracy necessary
for operation within a defined airspace. RNP is performance-based and not dependent on a specific piece of
equipment. RNP includes a descriptive number, the value being an indicator of the size of the containment area
(e.g., RNP-0.3, RNP-1, RNP-3, etc.). The different values are assigned to terminal, departure, and enroute operations. Some aircraft have RNP approval in their AFM without a GPS sensor. The lowest level of sensors that
the FAA will support for RNP service is DME/DME. However, necessary DME signal may not be available at the
68
DEFINITIONS AND ABBREVIATIONS
GLOSSARY
airport of intended operations. For those locations having an RNAV chart published with LNAV/VNAV minimums,
a procedure note may be provided such as "DME/DME RNP-0.3 NA." This means that RNP aircraft dependent
on DME/DME to achieve RNP-0.3 are not authorized to conduct this approach. Where DME facility availability
is a factor, the note may read "DME/DME RNP-0.3 authorized; ABC and XYZ required." This means that ABC
and XYZ facilities have been determined by flight inspection to be required in the navigation solution to assure
RNP-0.3. VOR/DME updating must not be used for approach procedures.
RESCUE COORDINATION CENTER — A unit responsible for promoting efficient organization of search and
rescue service and for coordinating the conduct of search and rescue operations within a search and rescue
region.
RESCUE UNIT — A unit composed of trained personnel and provided with equipment suitable for the expeditious
conduct of search and rescue.
RESTRICTED AREA (ICAO) (USA) — [see SPECIAL USE AIRSPACE (SUA)].
REVERSAL PROCEDURE — A procedure designed to enable aircraft to reverse direction during the initial
approach segment of an instrument approach procedure. The sequence may include procedure turns or base
turns.
RNAV APPROACH — An instrument approach procedure which relies on aircraft area navigation equipment for
navigation guidance.
RNP TYPE — A containment value expressed as a distance in nautical miles from the intended position within
which flights would be for at least 95 percent of the total flying time.
EXAMPLE: RNP 4 represents a navigation accuracy of plus or minus 7.4km (4NM) on a 95 percent containment
basis.
ROUTE MINIMUM OFF-ROUTE ALTITUDE (Route MORA) — This is an altitude derived by Jeppesen. The
Route MORA altitude provides reference point clearance within 10NM of the route centerline (regardless of the
route width) and end fixes. Route MORA values clear all reference points by 1000ft in areas where the highest
reference points are 5000ft MSL or lower. Route MORA values clear all reference points by 2000ft in areas
where the highest reference points are 5001ft MSL or higher. When a Route MORA is shown along a route as
“unknown” it is due to incomplete or insufficient information.
RUNWAY — A defined rectangular area on a land aerodrome prepared for the landing and take-off of aircraft.
RUNWAY EDGE LIGHTS (ICAO) — Are provided for a runway intended for use at night or for a precision
approach runway intended for use by day or night. Runway edge lights shall be fixed lights showing variable
white, except that:
a. in the case of a displaced threshold, the lights between the beginning of the runway and the displaced
threshold shall show red in the approach direction; and
b. a section of the lights 600m or one-third of the runway length, whichever is the less, at the remote end of
the runway from the end at which the take-off run is started, may show yellow.
RUNWAY EDGE LIGHTS (USA) — Lights used to outline the edges of runways during periods of darkness
or restricted visibility conditions. The light systems are classified according to the intensity or brightness they
are capable of producing: they are the High Intensity Runway Lights (HIRL), Medium Intensity Runway Lights
(MIRL), and the Low Intensity Runway Lights (RL). The HIRL and MIRL systems have variable intensity controls,
where the RLs normally have one intensity setting.
a. The runway edge lights are white, except on instrument runways amber replaces white on the last 2000ft
or half of the runway length, whichever is less, to form a caution zone for landings.
b. The lights marking the ends of the runway emit red light toward the runway to indicate the end of runway
to a departing aircraft and emit green outward from the runway end to indicate the threshold to landing
aircraft.
RUNWAY HOLDING POSITION — A designated position intended to protect a runway, an obstacle limitation
surface, or an ILS/MLS critical/sensitive area at which taxiing aircraft and vehicles shall stop and hold, unless
otherwise authorized by the aerodrome control tower.
NOTE: In radiotelephony phraseologies, the expression “holding point” is used to designate the runwayholding
position.
RUNWAY INCURSION — Any occurrence at an aerodrome involving the incorrect presence of an aircraft, vehicle or person on the protected area of a surface designated for the landing and take-off of aircraft.
RUNWAY MARKINGS —
a. Basic marking — Markings on runways used for operations under visual flight rules consisting of centerline
markings and runway direction numbers and, if required, letters.
b. Instrument marking — Markings on runways served by nonvisual navigation aids and intended for landings
under instrument weather conditions, consisting of basic marking plus threshold markings.
c. All-weather (precision instrument) marking — Marking on runways served by nonvisual precision approach
aids and on runways having special operational requirements, consisting of instrument markings plus landing zone markings and side strips.
RUNWAY STRIP — A defined area including the runway and stopway, if provided, intended:
DEFINITIONS AND ABBREVIATIONS
GLOSSARY
69
a. to reduce the risk of damage to aircraft running off a runway; and
b. to protect aircraft flying over it during take-off or landing operations.
RUNWAY VISUAL RANGE (RVR) — The range over which the pilot of an aircraft on the centre line of a runway
can see the runway surface markings or the lights delineating the runway or identifying its centre line.
SAFETY-SENSITIVE PERSONNEL — Persons who might endanger aviation safety if they perform their duties
and functions improperly including, but not limited to, crew members, aircraft maintenance personnel and air
traffic controllers.
SEARCH AND RESCUE SERVICES UNIT — A generic term meaning, as the case may be, rescue coordination
center, rescue subcenter or alerting post.
SECONDARY AREA — A defined area on each side of the primary area located along the nominal flight track
in which decreasing obstacle clearance is provided. (See also PRIMARY AREA).
SECONDARY RADAR — A radar system wherein a radio signal transmitted from a radar station initiates the
transmission of a radio signal from another station.
SECONDARY SURVEILLANCE RADAR (SSR) — A surveillance radar system which uses transmitters/receivers (interrogators) and transponders.
SEGMENT MINIMUM ALTITUDE (SMA), or SEGMENT MINIMUM SAFE ALTITUDE (SMSA) — An altitude
that provides minimum obstacle clearance in each segment of a non-precision approach. Segment minimum
(safe) altitudes can be considered “do not descend below” altitudes and can be lower than procedure altitudes
which are specifically developed to facilitate a constant rate or stabilized descent.
SEGMENTS OF AN INSTRUMENT APPROACH PROCEDURE — An instrument approach procedure may
have as many as four separate segments depending on how the approach procedure is structured.
ICAO —
a. Initial Approach — That segment of an instrument approach procedure between the initial approach fix and
the intermediate approach fix or, where applicable, the final approach fix or point.
b. Intermediate Approach — That segment of an instrument approach procedure between either the intermediate approach fix and the final approach fix or point, or between the end of a reversal, race track or dead
reckoning track procedure and the final approach fix or point, as appropriate.
c. Final Approach — That segment of an instrument approach procedure in which alignment and descent for
landing are accomplished.
d. Missed Approach Procedure — The procedure to be followed if the approach cannot be continued.
USA —
a. Initial Approach — The segment between the initial approach fix and the intermediate fix or the point where
the aircraft is established on the intermediate course or final course.
b. Intermediate Approach — The segment between the intermediate fix or point and the final approach fix.
c. Final Approach — The segment between the final approach fix or point and the runway, airport or missed
approach point.
d. Missed Approach — The segment between the missed approach point, or point of arrival at decision height,
and the missed approach fix at the prescribed altitude.
SEGREGATED PARALLEL OPERATIONS — Simultaneous operations on parallel or near-parallel instrument
runways in which one runway is used exclusively for approaches and the other runway is used exclusively for
departures.
SELECTIVE CALL SYSTEM (SELCAL) — A system which permits the selective calling of individual aircraft
over radiotelephone channels linking a ground station with the aircraft.
SHORELINE — A line following the general contour of the shore, except that in cases of inlets or bays less than
30NM in width, the line shall pass directly across the inlet or bay to intersect the general contour on the opposite
side.
SIDESTEP MANEUVER — A visual maneuver accomplished by a pilot at the completion of an instrument
approach to permit a straight-in landing on a parallel runway not more than 1200ft to either side of the runway
to which the instrument approach was conducted.
SIGMET INFORMATION — Information issued by a meteorological watch office concerning the occurrence or
expected occurrence of specified en route weather phenomena which may affect the safety of aircraft operations.
SIGNAL AREA — An area on an aerodrome used for the display of ground signals.
SIGNIFICANT POINT — A specified geographical location used in defining an ATS route or the flight path of an
aircraft and for other navigation and ATS purposes.
NOTE: There are three categories of significant points: ground-based navigation aid, intersection and waypoint.
In the context of this definition, intersection is a significant point expressed as radials, bearings and/or distances
from ground-based navigation aids.
SLUSH — Water-saturated snow which with a heel-and-toe slap-down motion against the ground will be displaced with a splatter; specific gravity: 0.5 up to 0.8.
70
DEFINITIONS AND ABBREVIATIONS
GLOSSARY
NOTE: Combinations of ice, snow and/or standing water may, especially when rain, rain and snow, or snow is
falling, produce substances with specific gravities in excess of 0.8. These substances, due to their high water/ice
content, will have a transparent rather than a cloudy appearance and, at the higher specific gravities, will be
readily distinguishable from slush.
SNOW (on the ground) —
a. Dry snow. Snow which can be blown if loose or, if compacted by hand, will fall apart upon release; specific
gravity: up to but not including 0.35.
b. Wet snow. Snow which, if compacted by hand, will stick together and tend to or form a snowball; specific
gravity: 0.35 up to but not including 0.5.
c. Compacted snow. Snow which has been compressed into a solid mass that resists further compression
and will hold together or break up into lumps if picked up; specific gravity: 0.5 and over.
SPECIAL USE AIRSPACE — Airspace of defined dimensions identified by an area on the surface of the earth
wherein activities must be confined because of their nature and/or wherein limitations may be imposed upon
aircraft operations that are not a part of those activities. Types of special use airspace are:
a. Alert Area (USA) — Airspace which may contain a high volume of pilot training activities or an unusual type
of aerial activity, neither of which is hazardous to aircraft. Alert Areas are depicted on aeronautical charts
for the information of nonparticipating pilots. All activities within an Alert Area are conducted in accordance
with Federal Aviation Regulations, and pilots of participating aircraft as well as pilots transiting the area are
equally responsible for collision avoidance.
b. Controlled Firing Area (USA) — Airspace wherein activities are conducted under conditions so controlled
as to eliminate hazards to non participating aircraft and to ensure the safety of persons and property on
the ground.
c. Danger Area (ICAO) — An airspace of defined dimensions within which activities dangerous to the flight of
aircraft may exist at specified times.
d. Military Operations Area (MOA) (USA) — A MOA is airspace established outside of a Class “A” airspace
area to separate or segregate certain nonhazardous military activities from IFR traffic and to identify for
VFR traffic where these activities are conducted.
e. Prohibited Area (ICAO) — An airspace of defined dimensions, above the land areas or territorial waters of
a State, within which the flight of aircraft is prohibited.
Prohibited Area (USA) — Airspace designated under FAR Part 73 within which no person may operate an
aircraft without the permission of the using agency.
f. Restricted Area (ICAO) — An airspace of defined dimensions, above the land areas or territorial waters of
a State, within which the flight of aircraft is restricted in accordance with certain specified conditions.
Restricted Area (USA) — Airspace designated under Part 73, within which the flight of aircraft, while not
wholly prohibited, is subject to restriction. Most restricted areas are designated joint use and IFR/VFR operations in the area may be authorized by the controlling ATC facility when it is not being utilized by the using
agency. Restricted areas are depicted on enroute charts. Where joint use is authorized, the name of the
ATC controlling facility is also shown.
g. Warning Area (USA) — A warning area is airspace of defined dimensions from 3NM outward from the coast
of the United States, that contains activity that may be hazardous to nonparticipating aircraft. The purpose
of such warning areas is to warn nonparticipating pilots of the potential danger. A warning area may be
located over domestic or international waters or both.
SPECIAL VFR FLIGHT — A VFR flight cleared by air traffic control to operate within a control zone in meteorological conditions below VMC.
STANDARD INSTRUMENT ARRIVAL (STAR) (ICAO) — A designated instrument flight rule (IFR) arrival route
linking a significant point, normally on an ATS route, with a point from which a published instrument approach
procedure can be commenced.
STANDARD INSTRUMENT DEPARTURE (SID) (ICAO) — A designated instrument flight rule (IFR) departure
route linking the aerodrome or a specified runway of the aerodrome with a specified point, normally on a designated ATS route, at which the enroute phase of a flight commences.
STANDARD INSTRUMENT DEPARTURE (SID) (USA) — A preplanned instrument flight rule (IFR) air traffic
control departure procedure printed for pilot use in graphic and/or textual form. SIDs provide transition from the
terminal to the appropriate enroute structure.
STANDARD ISOBARIC SURFACE — An isobaric surface used on a world-wide basis for representing and
analyzing the conditions in the atmosphere.
STANDARD TERMINAL ARRIVAL ROUTE (STAR) (USA) — A preplanned instrument flight rule (IFR) air traffic
control arrival procedure published for pilot use in graphic and/or textual form. STARs provide transition from the
enroute structure to an outer fix or an instrument approach fix/arrival waypoint in the terminal area.
STATION DECLINATION — The orientation with respect to true north of VHF transmitted signals. The orientation is originally made to agree with the magnetic variation (an uncontrollable global phenomenon) at the site.
Hence station declination (fixed by man) may differ from changed magnetic variation until the station is reoriented.
DEFINITIONS AND ABBREVIATIONS
GLOSSARY
71
STOPWAY — A defined rectangular area on the ground at the end of take-off run available prepared as a suitable
area in which an aircraft can be stopped in the case of an abandoned take-off.
SUBSTITUTE ROUTE — A route assigned to pilots when any part of an airway or route is unusable because of
navaid status.
SUNSET AND SUNRISE — The mean solar times of sunset and sunrise as published in the Nautical Almanac,
converted to local standard time for the locality concerned. Within Alaska, the end of evening civil twilight and
the beginning of morning civil twilight, as defined for each locality.
SURFACE MOVEMENT GUIDANCE AND CONTROL SYSTEM (SMGCS) (USA) — Provisions for guidance
and control or regulation for facilities, information, and advice necessary for pilots of aircraft and drivers of ground
vehicles to find their way on the airport during low visibility operations and to keep the aircraft or vehicles on
the surfaces or within the areas intended for their use. Low visibility operations for this system means reported
conditions of RVR 1200 or less.
SURVEILLANCE APPROACH (ASR) — An instrument approach wherein the air traffic controller issues instructions, for pilot compliance, based on aircraft position in relation to the final approach course (azimuth), and the
distance (range) from the end of the runway as displayed on the controller’s radar scope. The controller will
provide recommended altitudes on final approach if requested by the pilot.
SURVEILLANCE RADAR — Radar equipment used to determine the position of an aircraft in range and azimuth.
TAKE-OFF DISTANCE AVAILABLE (TODA) (ICAO) — The length of the take-off run available plus the length
of the clearway, if provided.
TAKE-OFF RUN AVAILABLE (TORA) (ICAO) — The length of runway declared available and suitable for the
ground run of an airplane taking off.
TAXIING — Movement of an aircraft on the surface of an aerodrome under its own power, excluding take-off
and landing.
TAXIWAY — A defined path on a land aerodrome established for the taxiing of aircraft and intended to provide
a link between one part of the aerodrome and another, including:
Aircraft Stand Taxilane — A portion of an apron designated as a taxiway and intended to provide access
to aircraft stands only.
Apron Taxiway — A portion of a taxiway system located on an apron and intended to provide a through taxi
route across the apron.
Rapid Exit Taxiway — A taxiway connected to a runway at an acute angle and designed to allow landing
aeroplanes to turn off at higher speeds than are achieved on other exit taxi-ways and thereby minimizing
runway occupancy times.
TERMINAL CONTROL AREA (ICAO) — A control area normally established at the confluence of ATS routes
in the vicinity of one or more major aerodromes.
TERMINAL ARRIVAL AREA (FAA) / TERMINAL AREA ALTITUDE (TAA) (ICAO) — Provides a seamless
and efficient transition from the enroute structure to the terminal environment to an underlying RNAV instrument approach procedure for FMS and/or GPS equipped aircraft. Minimum altitudes depict standard obstacle
clearances compatible with the associated instrument approach procedure. TAAs will not be found on all RNAV
procedures, particularly in areas with a heavy concentration of air traffic. When the TAA is published, it replaces
the MSA for that approach procedure. A standard racetrack holding pattern may be provided at the center IAF,
and if present may be necessary for course reversal and for altitude adjustment for entry into the procedure. In
the latter case, the pattern provides an extended distance for the descent as required by the procedure. The
published procedure will be annotated to indicate when the course reversal is not necessary when flying within
a particular TAA (e.g., "NoPT"). Otherwise, the pilot is expected to execute the course reversal under the provisions of 14 CFR Section 91.175 (USA). The pilot may elect to use the course reversal pattern when it is not
required by the procedure, but must inform air traffic control and receive clearance to do so.
TERMINAL VFR RADAR SERVICE (USA) — A national program instituted to extend the terminal radar services
provided instrument flight rules (IFR) aircraft to visual flight rules (VFR) aircraft. The program is divided into four
types of service referred to as basic radar service, terminal radar service area (TRSA) service, Class “B” service
and Class “C” service.
a. Basic Radar Service — These services are provided for VFR aircraft by all commissioned terminal
radar facilities. Basic radar service includes safety alerts, traffic advisories, limited radar vectoring when
requested by the pilot, and sequencing at locations where procedures have been established for this
purpose and/or when covered by a letter of agreement. The purpose of this service is to adjust the flow
of arriving IFR and VFR aircraft into the traffic pattern in a safe and orderly manner and to provide traffic
advisories to departing VFR aircraft.
b. TRSA Service — This service provides, in addition to basic radar service, sequencing of all IFR and participating VFR aircraft to the primary airport and separation between all participating VFR aircraft. The
purpose of this service is to provide separation between all participating VFR aircraft and all IFR aircraft
operating within the area defined as a TRSA.
c. Class “B” Service — This service provides, in addition to basic radar service, approved separation of aircraft
based on IFR, VFR, and/or weight, and sequencing of VFR arrivals to the primary airport(s).
72
DEFINITIONS AND ABBREVIATIONS
GLOSSARY
d. Class “C” Service — This service provides, in addition to basic radar service, approved separation between
IFR and VFR aircraft, and sequencing of VFR aircraft, and sequencing of VFR arrivals to the primary airport.
TERMINAL RADAR SERVICE AREA (TRSA) (USA) — Airspace surrounding designated airports wherein ATC
provides radar vectoring, sequencing and separation on a full-time basis for all IFR and participating VFR aircraft.
Service provided in a TRSA is called Stage III Service. Pilots’ participation is urged but is not mandatory.
THRESHOLD (THR) — The beginning of that portion of the runway usable for landing.
THRESHOLD CROSSING HEIGHT (TCH) — The theoretical height above the runway threshold at which the
aircraft's glide slope antenna (or equivalent position) would be if the aircraft maintains the trajectory of the ILS
glide slope, MLS glide path or charted descent angle.
TOTAL ESTIMATED ELAPSED TIME — For IFR flights, the estimated time required from take-off to arrive
over that designated point, defined by reference to navigation aids, from which it is intended that an instrument
approach procedure will be commenced, or, if no navigation aid is associated with the destination aerodrome, to
arrive over the destination aerodrome. For VFR flights, the estimated time required from take-off to arrive over
the destination aerodrome.
TOUCHDOWN — The point where the nominal glide path intercepts the runway.
NOTE: “Touchdown” as defined above is only a datum and is not necessarily the actual point at which the aircraft
will touch the runway.
TOUCHDOWN ZONE ELEVATION (TDZE) — The highest elevation in the first 3000ft of the landing surface.
TRACK — The projection on the earth’s surface of the path of an aircraft, the direction of which path at any point
is usually expressed in degrees from North (true, magnetic or grid).
TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM (TCAS) — An airborne collision avoidance system
based on radar beacon signals which operates independent of ground-based equipment.
TCAS-I generates traffic advisory only;
TCAS-II generates traffic advisories, and resolution (collision avoidance) advisories in the vertical plane.
TRAFFIC AVOIDANCE ADVICE — Advice provided by an air traffic services unit specifying manoeuvres to
assist a pilot to avoid a collision.
TRAFFIC INFORMATION — Information issued by an air traffic services unit to alert a pilot to other known or
observed air traffic which may be in proximity to the position or intended route of flight and to help the pilot avoid
a collision.
TRANSITION ALTITUDE (TA) — The altitude in the vicinity of an airport at or below which the vertical position
of an aircraft is controlled by reference to altitudes (MSL).
TRANSITION HEIGHT — The height in the vicinity of an airport at or below which the vertical position of an
aircraft is expressed in height above the airport reference datum.
TRANSITION LAYER — The airspace between the transition altitude and the transition level. Aircraft descending through the transition layer will use altimeters set to local station pressure, while departing aircraft climbing
through the layer will be using standard altimeter setting (QNE) of 29.92 inches of Mercury, 1013.2 millibars, or
1013.2 hectopascals.
TRANSITION LEVEL (TL) — The lowest flight level available for use above the transition altitude.
TROPICAL CYCLONE — Generic term for a non-frontal synoptic-scale cyclone originating over tropical or
sub-tropical waters with organized convection and definite cyclonic surface wind circulation.
TROPICAL CYCLONE ADVISORY CENTRE (TCAC) — A meteorological centre designated by regional air navigation agreement to provide advisory information to meteorological watch offices, world area forecast centres
and international OPMET databanks regarding the position, forecast direction and speed of movement, central
pressure and maximum surface wind of tropical cyclones.
TURN ANTICIPATION — Turning maneuver initiated prior to reaching the actual airspace fix or turn point that
is intended to keep the aircraft within established airway or route boundaries.
UNCERTAINTY PHASE — A situation wherein uncertainty exists as to the safety of an aircraft and its occupants.
UNMANNED FREE BALLOON — A non-powerdriven, unmanned, lighter-than-air aircraft in free flight.
NOTE: Unmanned free balloons are classified as heavy, medium or light in accordance with specifications contained in ICAO Rules of the Air, Annex 2, Appendix 4.
UPPER-AIR CHART — A meteorological chart relating to a specified upper-air surface or layer of the atmosphere.
URGENCY — A condition concerning the safety of an aircraft or other vehicle, or of some person on board or
within sight, but which does not require immediate assistance.
VECTORING — Provision of navigational guidance to aircraft in the form of specific headings, based on the use
of an ATS surveillance system.
VERTICAL NAVIGATION (VNAV) — That function of RNAV equipment which provides guidance in the vertical
plane.
VERTICAL PATH ANGLE (VPA) (ICAO) — Angle of the published final approach descent in Baro-VNAV procedures.
DEFINITIONS AND ABBREVIATIONS
GLOSSARY
73
VERTICAL PATH ANGLE (VPA) (USA) — The descent angle shown on some non-precision approaches
describing the geometric descent path from the Final approach fix (FAF), or on occasion from an intervening
stepdown fix, to the Threshold Crossing Height (TCH). This angle may or may not coincide with the angle
projected by a Visual Glide Slope Indicator (VASI, PAPI, PLASI, etc.)
VERY HIGH FREQUENCY (VHF) — The frequencies between 30MHz and 300MHz (200MHz – 3GHz is considered as UHF in the Aviation).
VFR FLIGHT — A flight conducted in accordance with the visual flight rules.
VIBAL — (Visibilité Balise) Is the method whereby a human observer (or pilot in take-off position) determines
the RVR by counting specific markers adjacent to the runway or by counting runway edge lights.
VISIBILITY (ICAO) — The ability, as determined by atmospheric conditions and expressed in units of distance,
to see and identify prominent unlighted objects by day and prominent lighted objects by night.
a. Flight Visibility — The visibility forward from the cockpit of an aircraft in flight.
b. Ground Visibility — The visibility at an aerodrome as reported by an accredited observer.
c. Runway Visual Range (RVR) — The range over which the pilot of an aircraft on the centerline of a runway
can see the runway surface markings or the lights delineating the runway or identifying its centerline.
VISIBILITY (USA) — The ability, as determined by atmospheric conditions and expressed in units of distance, to
see and identify prominent unlighted objects by day and prominent lighted objects by night. Visibility is reported
as statute or nautical miles, hundreds of feet or meters.
a. Flight Visibility — The average forward horizontal distance, from the cockpit of an aircraft in flight, at which
prominent unlighted objects may be seen and identified by day and prominent lighted objects may be seen
and identified by night.
b. Ground Visibility — Prevailing horizontal visibility near the earth’s surface as reported by the United States
National Weather Service or an accredited observer.
c. Prevailing Visibility — The greatest horizontal visibility equaled or exceeded throughout at least half the
horizon circle which need not necessarily be continuous.
d. Runway Visibility Value (RVV) — The visibility determined for a particular runway by a transmissometer.
A meter provides a continuous indication of the visibility (reported in miles or fractions of miles) for the
runway. RVV is used in lieu of prevailing visibility in determining minimums for a particular runway.
e. Runway Visual Range (RVR) — An instrumentally derived value, based on standard calibrations, that represents the horizontal distance a pilot will see down the runway from the approach end; it is based on the
sighting of either high intensity runway lights or on the visual contrast of other targets whichever yields the
greater visual range. RVR, in contrast to prevailing or runway visibility, is based on what a pilot in a moving
aircraft should see looking down the runway. RVR is horizontal visual range, not slant visual range. It is
based on the measurement of a transmissometer made near the touchdown point of the instrument runway
and is reported in hundreds of feet. RVR is used in lieu of RVV and/or prevailing visibility in determining
minimums for a particular runway.
1. Touchdown RVR — The RVR visibility readout values obtained from RVR equipment serving the runway touchdown zone.
2. Mid-RVR — The RVR readout values obtained from RVR equipment located midfield of the runway.
3. Rollout RVR — The RVR readout values obtained from RVR equipment located nearest the rollout
end of the runway.
VISUAL APPROACH (ICAO) — An approach by an IFR flight when either part or all of an instrument approach
procedure is not completed and the approach is executed in visual reference to terrain.
VISUAL APPROACH (USA) — An approach conducted on an instrument flight rules (IFR) flight plan which
authorizes the pilot to proceed visually and clear of clouds to the airport. The pilot must, at all times, have either
the airport or the preceding aircraft in sight. This approach must be authorized and under the control of the
appropriate air traffic control facility. Reported weather at the airport must be ceiling at or above 1000ft and
visibility of 3 miles or greater.
VISUAL DESCENT POINT (VDP) — A defined point on the final approach course of a non-precision straight-in
approach procedure from which normal descent from the MDA to the runway touchdown point may be commenced, provided the approach threshold of that runway, or approach lights, or other markings identifiable with
the approach end of that runway are clearly visible to the pilot.
VISUAL MANOEUVRING (CIRCLING) AREA — The area in which obstacle clearance should be taken into
consideration for aircraft carrying out a circling approach.
VISUAL METEOROLOGICAL CONDITIONS (VMC) — Meteorological conditions expressed in terms of visibility, distance from cloud, and ceiling equal to or better than specified minima.
NOTE: The specified minima are contained in ICAO Rules of the Air, Annex 2, Chapter 4.
VOLMET BROADCAST — Routine broadcast of meteorological information for aircraft in flight.
74
DEFINITIONS AND ABBREVIATIONS
GLOSSARY
VOLCANIC ASH ADVISORY CENTRE (VAAC) — A meteorological centre designated by regional air navigation
agreement to provide advisory information to meteorological watch offices, area control centres, flight information centres, world area forecast centres, relevant regional area forecast centres and international OPMET data
banks regarding the lateral and vertical extent and forecast movement of volcanic ash in the atmosphere following volcanic eruptions.
VOLMET BROADCAST — Provision of current aerodrome meteorological reports (METAR) and special meteorological reports (SPECI), aerodrome forecasts (TAF), SIGMET by means of continuous and repetitive voice
broadcasts for aircraft in flight.
VOLMET DATA LINK SERVICE (D-VOLMET) — Provision of current METAR, SPECI, TAF, SIGMET, special
air-reports not covered by SIGMET and, where available, AIRMET via data link.
WARNING AREA (USA) — [see SPECIAL USE AIRSPACE (SUA)].
WAYPOINT — A specified geographical location used to define an area navigation route or the flight path of an
aircraft employing area navigation. Waypoints are identified as either:
Fly-by waypoint — A fly-by waypoint requires the use of turn anticipation to avoid overshoot of the next flight
segment; or
Fly-over waypoint — A fly-over waypoint precludes any turn until the waypoint is overflown and is followed
by an intercept maneuver of the next flight segment.
WEATHER SYSTEMS PROCESSOR (WSP) — An add-on weather processor to selected Airport Surveillance
Radar (ASR)-9 facilities that adds Doppler weather radar capability and provides wind shear and microburst
warnings. The system gives controllers timely and accurate warnings for relaying to pilots via radio communications. The WSP also provides controllers with thunderstorm cell locations and movement as well as the predicted
future position and intensity of wind shifts that may affect airport operations. The system can also process precipitation data to reduce false severe weather reports caused by anomalous propagation.
WIDE AREA AUGMENTATION SYSTEM (WAAS) — WAAS is a navigation system developed for civil aviation
that provides extremely accurate horizontal and vertical navigation for all classes of aircraft in all phases of flight
- including enroute navigation, airport departures, and airport arrivals. This includes vertically-guided landing
approaches in instrument meteorological conditions at all qualified locations.
WORLD AREA FORECAST CENTRE (WAFC) — A meteorological centre designated to prepare and issue
significant weather forecasts and upper-air forecasts in digital and/or pictorial form on a global basis direct States
by appropriate means as part of the aeronautical fixed service.
WORLD AREA FORECAST SYSTEM (WAFS) — A world-wide system by which world area forecast centres
provide aeronautical meteorological en-route forecasts in uniform standardized formats.
DEFINITIONS AND ABBREVIATIONS
ABBREVIATIONS USED IN AIRWAY MANUAL
Abbreviations Us ed in Airway Manual
DEFINITIONS
A/A
AAF
AAIM
AAIS
AAL
AAS
AAU
AB
ABM
ABN
AC
ACA
ACA
ACAS
ACARS
ACC
ACFT
ACN
AD
ADA
ADF
ADIZ
ADNL
ADR
ADS
ADV
AEIS
AER
AERADIO
AERO
AF Aux
AFB
AFIS
AFLD
AFN
AFRS
AFRU
AFS
AFSS
A/G
AGL
AGNIS
AH
AHP
AIRAC
AIREP
AIS
ALA
ALF
ALS
Air to Air
Army Air Field
Aircraft Autonomous Integrity Monitoring
Automated Aerodrome Information Service
Above Aerodrome Level
Airport Advisory Service
Authorized Approach UNICOM
Air Base
Abeam
Aerodrome Beacon
Air Carrier
Arctic Control Area
Approach Control Area
Airborne Collision Avoidance System
Airborne Communications Addressing and Reporting System
Area Control Center
Aircraft
Aircraft Classification Number
Aerodrome
Advisory Area
Automatic Direction Finding
Air Defense Identification Zone
Additional
Advisory Route
Automatic Dependent Surveillance
Advisory Area
Aeronautical Enroute Information Service
Approach End of Runway
Air Radio
Aerodrome
Air Force Auxiliary Field
Air Force Base
Aerodrome Flight Information Service
Airfield
American Forces Network
Armed Forces Radio Stations
Aerodrome Frequency Response Unit
Air Force Station
Automated Flight Service Station
Air-to-Ground
Above Ground Level
Azimuth Guidance Nose-in-Stand
Alert Height
Army Heliport
Aeronautical Information Regulation and Control
Air-Report
Aeronautical Information Services
Aircraft Landing Area
Auxiliary Landing Field
Approach Light System
75
76
ALS
ALT
ALTN
AMA
AMSL
ANGB
AOE
AOM
AOR
APAPI
APC
APCH
APP
APT
APV
AR
ARB
ARINC
ARO
ARP
ARR
ARTCC
ASDA
ASOS
ASR
ATA
ATCAA
ATCC
ATCT
ATD
ATF
ATFM
ATIS
ATND SKD
ATS
ATZ
AU
AUP
AUTH
AUW
AUX
AVBL
AWIB
AWIS
AWOS
AWSS
AWY
AZM
Baro VNAV
BC
BCM
BCN
BCOB
DEFINITIONS AND ABBREVIATIONS
ABBREVIATIONS USED IN AIRWAY MANUAL
Low Intensity Approach Lights
Altitude
Alternate
Area Minimum Altitude
Above Mean Sea Level
Air National Guard Base
Airport/Aerodrome of Entry
Airport Operating Minimums
Area of Responsibility
Abbreviated Precision Approach Path Indicator
Area Positive Control
Approach
Approach Control
Airport
Approach Procedure with Vertical Guidance
Authorization Required
Air Reserve Base
Aeronautical Radio, Inc.
Aerodrome Reporting Officer
Airport Reference Point
Arrival
Air Route Traffic Control Center
Accelerate Stop Distance Available
Automated Surface Observing System
Airport Surveillance Radar
Actual Time of Arrival
Air Traffic Control Assigned Airspace
Air Traffic Control Center
Air Traffic Control Tower
Actual Time of Departure
Aerodrome Traffic Frequency
Air Traffic Flow Management
Automatic Terminal Information Service
Attended Scheduled Hours
Air Traffic Service
Aerodrome Traffic Zone
Approach UNICOM
Airspace Utilization Plane
Authorized
All-up Weight
Auxiliary
Available
Aerodrome Weather Information Broadcast
Aerodrome Weather Information Service
Automated Weather Observing System
Aviation Weather Sensor System
Airway
Azimuth
Barometric Vertical Navigation
Back Course
Back Course Marker
Beacon
Broken Clouds or Better
DEFINITIONS AND ABBREVIATIONS
ABBREVIATIONS USED IN AIRWAY MANUAL
BCST
BDRY
BLDG
BM
BRG
B-RNAV
BS
C
CADIZ
CAE
CA/GRS
CANPA
CARS
CAT
CBA
CDFA
CDI
CDR
CDT
CEIL
CERAP
CFIT
CGAS
CGL
CH
CH
CHGD
CL
CMNPS
CMV
CNF
CO
COMLO
COMMS
CONT
CONTD
COORDS
COP
CORR
CP
CPDLC
Cpt
CRC
CRP
CRS
CST
CTA
CTAF
CTL
CTOT
CTR
CVFP
CVFR
Broadcast
Boundary
Building
Back Marker
Bearing
Basic RNAV
Broadcast Station (Commercial)
ATC IFR Flight Plan Clearance Delivery Frequency
Canadian Air Defense Identification Zone
Control Area Extension
Certified Air/Ground Radio Service
Constant Angle Non-Precision Approach
Community Aerodrome Radio Station
Category
Cross Border Area
Continuous Descent Final Approach
Course Deviation Indicator
Conditional Route
Central Daylight Time
Ceiling
Combined Center/Radar Approach Control
Controlled Flight Into Terrain
Coast Guard Air Station
Circling Guidance Lights
Channel
Critical Height
Changed
Centerline Lights
Canadian Minimum Navigation Performance Specification
Converted Met Visibility
Computer Navigation Fix
County
Compass Locator
Communications
Continuous
Continued
Coordinates
Change Over Point
Corridor
Command Post
Controller Pilot Data Link Communications
Clearance (Pre-Taxi Procedure)
Cyclical Redundancy Check
Compulsory Reporting Point
Course
Central Standard Time
Control Area
Common Traffic Advisory Frequency
Control
Calculated Take-off Time
Control Zone
Charted Visual Flight Procedure
Controlled VFR
77
78
D
DA
DA (H)
D-ATIS
DCL
DCT
DECMSND
DEG
DEP
DER
DEWIZ
DF
DISPL THRESH
DIST
DME
DOD
DOM
DP
DRCO
E
EAT
ECOMS
EDT
EET
EFAS
EFF
EFVS
EH
ELEV
EMAS
EMERG
ENG
EOBT
EST
EST
ETA
ETD
ETE
ETOPS
EVS
FAA
FACF
FAF
FAIL
FANS
FAP
FAR
FAS DB
FAT
FATO
FCP
FIA
FIC
DEFINITIONS AND ABBREVIATIONS
ABBREVIATIONS USED IN AIRWAY MANUAL
Day
Decision Altitude
Decision Altitude (Height)
Digital ATIS
Data Link Departure Clearance Service
Direct
Decommissioned
Degree
Departure Control/Departure Procedures
Departure End of Runway
Distance Early Warning Identification Zone
Direction Finder
Displaced Threshold
Distance
Distance-Measuring Equipment
Department of Defense
Domestic
Obstacle Departure Procedure
Dial-up Remote Communications Outlet
East or Eastern
Expected Approach Time
Jeppesen Explanation of Common Minimum Specifications
Eastern Daylight Time
Estimated Elapsed Time
Enroute Flight Advisory Service
Effective
Enhanced Flight Vision System
Eastern Hemisphere
Elevation
Engineered Materials Arresting System
Emergency
Engine
Estimated Off Block Time
Eastern Standard Time
Estimated
Estimated Time of Arrival
Estimated Time of Departure
Estimated Time Enroute
Extended Range Operation with two-engine airplanes
Enhanced Vision System
Federal Aviation Administration
Final Approach Course Fix
Final Approach Fix
Failure
Future Air Navigation System
Final Approach Point
Federal Aviation Regulation
Final Approach Segment Datablock
Final Approach Track
Final Approach and Take-off Area
Final Control Point
Flight Information Area
Flight Information Center
DEFINITIONS AND ABBREVIATIONS
ABBREVIATIONS USED IN AIRWAY MANUAL
FIR
FIS
FL
FLARES
FLD
FLG
FLT
FM
FMC
FMS
FPM
FPR
FRA
FREQ
FSS
FT
FTS
G
GA
GBAS
GCA
GCO
GEN
GLONASS
GLS
GMT
GND
GND
GNSS
GP
GPA
GPS
GPWS
GS
G/S
GWT
H
H24
HAA
HALS
HAS
HAT
HC
HDG
HF
HGS
HI
HI
HIALS
HIRL
HIRO
HIWAS
HJ
Flight Information Region
Flight Information Service
Flight Level (Altitude)
Flare Pots or Goosenecks
Field
Flashing
Flight
Fan Marker
Flight Management Computer
Flight Management System
Feet Per Minute
Flight Planning Requirements
Free Route Airspace
Frequency
Flight Service Station
Feet
Flexible Track System
Guards only (radio frequencies)
General Aviation
Ground-Based Augmentation System
Ground Controlled Approach (radar)
Ground Communication Outlet
General
Global Orbiting Navigation Satellite System
Global Navigation Satellite System [GNSS] Landing System
Greenwich Mean Time
Ground Control
Surface of the Earth (either land or water)
Global Navigation Satellite System
Glidepath
Glidepath Angle
Global Positioning System
Ground Proximity Warning System
Glide Slope
Ground Speed
Gross Weight
Non-Directional Radio Beacon or High Altitude
24 Hour Service
Height Above Airport
High Approach Landing System
Height Above Site
Height Above Touchdown
Critical Height
Heading
High Frequency (3-30 MHz)
Head-up Guidance System
High (altitude)
High Intensity (lights)
High Intensity Approach Light System
High Intensity Runway Edge Lights
High Intensity Runway Operations
Hazardous Inflight Weather Advisory Service
Sunrise to Sunset
79
80
HN
HO
hPa
HR
HS
HST
HUD
HUDLS
HX
Hz
I
IAC
IAF
IAML
IAP
IAS
IATA
IAWP
IBN
ICAO
IDENT
IF
IFBP
IFR
IGS
ILS
IM
IMAL
IMC
IMTA
INDEFLY
IN or INS
INFO
INOP
INS
INT
INTL
IORRA
IR
IS
ITWS
I/V
JAA
JAR-OPS
KGS
kHz
KIAS
KM
KMH
KT
KTAS
L
LAA
DEFINITIONS AND ABBREVIATIONS
ABBREVIATIONS USED IN AIRWAY MANUAL
Sunset to Sunrise
By Operational Requirements
Hectopascal (one hectopascal = one millibar)
Hours (period of time)
During Hours of Scheduled Operations
High Speed Taxiway Turn-off
Head-up Display
Head-Up Display Landing System
No Specific Working Hours
Hertz (cycles per second)
Island
Instrument Approach Chart
Initial Approach Fix
Integrity Monitor Alarm
Instrument Approach Procedure
Indicated Airspeed
International Air Transport Association
Initial Approach Waypoint
Identification Beacon
International Civil Aviation Organization
Identification
Intermediate Fix
Inflight Broadcast Procedure
Instrument Flight Rules
Instrument Guidance System
Instrument Landing System
Inner Marker
Integrity Monitor Alarm
Instrument Meteorological Conditions
Intensive Military Training Area
Indefinitely
Inches
Information
Inoperative
Inertial Navigation System
Intersection
International
Indian Ocean Random RNAV Area
Instrument Restricted Controlled Airspace
Islands
Integrated Terminal Weather System
Instrument/Visual Controlled Airspace
Joint Aviation Authorities
Joint Aviation Requirements–Operations
Kilograms
Kilohertz
Knots Indicated Airspeed
Kilometers
Kilometer(s) per Hour
Knots
Knots True Airspeed
Locator (Compass)
Local Airport Advisory
DEFINITIONS AND ABBREVIATIONS
ABBREVIATIONS USED IN AIRWAY MANUAL
LAAS
LACFT
LAHSO
LAT
LBCM
LBM
LBS
LCG
LCN
Lctr
LDA
LDA
LDI
LDIN
LGTH
LIM
LIRL
LLWAS
LMM
LNAV
LNDG
LO
LOC
LOM
LONG
LPV
LSALT
LT
LTP
LTS
LVP
LWIS
M
MAA
MAG
MAHF
MALS
MALSF
MALSR
MAP
MAX
MB
MCA
MCAF
MCAS
MCTA
MDA
MDA(H)
MDT
MEA
MEHT
MEML
81
Local Area Augmentation System
Large Aircraft
Land and Hold Short Operations
Latitude
Locator Back Course Marker
Locator Back Marker
Pounds (Weight)
Load Classification Group
Load Classification Number
Locator (Compass)
Landing Distance Available
Localizer-type Directional Aid
Landing Direction Indicator
Lead-in Light System
Length
Locator Inner Marker
Low Intensity Runway Lights
Low Level Wind Shear Alert System
Locator Middle Marker
Lateral Navigation
Landing
Locator at Outer Marker Site
Localizer
Locator Outer Marker
Longitude
Localizer Performance with Vertical Guidance
Lowest Safe Altitude
Local Time
Landing Threshold Point
Lights
Low Visibility Procedures
Limited Weather Information System
Meters
Maximum Authorized Altitude
Magnetic
Missed Approach Holding Fix
Medium Intensity Approach Light System
Medium Intensity Approach Light System with Sequenced Flashing Lights
Medium Intensity Approach Light System with Runway Alignment Indicator
Lights
Missed Approach Point
Maximum
Millibars
Minimum Crossing Altitude
Marine Corps Air Facility
Marine Corps Air Station
Military Controlled Airspace
Minimum Descent Altitude
Minimum Descent Altitude (Height)
Mountain Daylight Time
Minimum Enroute Altitude
Minimum Eye Height Over Threshold
Memorial
82
MET
MF
MFA
MHA
MHz
MI
MIALS
MIL
MIM
MIN
MIRL
MKR
MLS
MM
MNM
MNPS
MOA
MOCA
MORA
MRA
MROT
MSA
MSL
MST
MTA
MTAF
MTCA
MTMA
MTOW
MUN
MVA
N
NA
NAAS
NADC
NAEC
NAF
NALF
NAP
NAR
NAS
NAT
NAT/OTS
NATL
NAVAID
NCA
NCRP
NDB
NE
NM
No
NoPT
NOTAM
DEFINITIONS AND ABBREVIATIONS
ABBREVIATIONS USED IN AIRWAY MANUAL
Meteorological
Mandatory Frequency
Minimum Flight Altitude
Minimum Holding Altitude
Megahertz
Medium Intensity (lights)
Medium Intensity Approach Light System
Military
Minimum
Minute
Medium Intensity Runway Edge Lights
Marker Radio Beacon
Microwave Landing System
Middle Marker
Minimum
Minimum Navigation Performance Specifications
Military Operation Area
Minimum Obstruction Clearance Altitude
Minimum Off-Route Altitude (Grid or Route)
Minimum Reception Altitude
Minimum Runway Occupancy Time
Minimum Safe/Sector Altitude
Mean Sea Level
Mountain Standard Time
Military Training Area
Mandatory Traffic Advisory Frequency
Minimum Terrain Clearance Altitude
Military Terminal Control Area
Maximum Take-off Weight
Municipal
Minimum Vectoring Altitude
Night, North or Northern
Not Authorized
Naval Auxiliary Air Station
Naval Air Development Center
Naval Air Engineering Center
Naval Air Facility
Naval Auxiliary Landing Field
Noise Abatement Procedure
North American Routes
Naval Air Station
North Atlantic Traffic
North Atlantic Traffic/Organized Track System
National
Navigational Aid
Northern Control Area
Non-Compulsory Reporting Point
Non-Directional Beacon/Radio Beacon
Northeast
Nautical Mile(s)
Number
No Procedure Turn
Notices to Airmen
DEFINITIONS AND ABBREVIATIONS
ABBREVIATIONS USED IN AIRWAY MANUAL
NPA
NW
NWC
OAC
OAS
OCA
OCA (H)
OCL
OCNL
OCTA
ODALS
ODP
OFZ
OM
OPS
O/R
O/T
OTR
OTS
PA
PAL
PANS-OPS
PAPI
PAR
PARK
PCL
PCN
PCZ
PDC
PDG
PDT
PERF
PERM
PinS
PISTON
PJE
PLASI
PNR
POFZ
PPO
PPR
PRA
PRM
P-RNAV
PROC
PROP
PSP
PST
PTO
PVT
QDM
QDR
Non-Precision Approach
Northwest
Naval Weapons Center
Oceanic Area Control
Obstacle Assessment Surface
Oceanic Control Area
Obstacle Clearance Altitude (Height)
Obstacle Clearance Limit
Occasional
Oceanic Control Area
Omni-Directional Approach Light System
Obstacle Departure Procedure
Obstacle Free Zone
Outer Marker
Operations or Operates
On Request
Other Times
Oceanic Transition Route
Out-of-Service
Precision Approach
Pilot Activated Lighting
Procedures for Air Navigation Services - Aircraft Operations
Precision Approach Path Indicator
Precision Approach Radar
Parking
Pilot Controlled Lighting
Pavement Classification Number
Positive Control Zone
Pre-Departure Clearance
Procedure Design Gradient
Pacific Daylight Time
Performance
Permanent
Point In Space
Piston Aircraft
Parachute Jumping Exercise
Pulsating Visual Approach Slope Indicator
Prior Notice Required
Precision Obstacle Free Zone
Prior Permission Only
Prior Permission Required
Precision Radar Approach
Precision Radar Monitor
Precision RNAV
Procedure
Propeller Aircraft
Pierced Steel Planking
Pacific Standard Time
Part Time Operation
Private Operator
Magnetic bearing to facility
Magnetic bearing from facility
83
84
QFE
QNE
QNH
R
RA
RAI
RAIL
RAIM
RAPCON
RASS
RCAG
RCC
RCL
RCLM
RCO
REF
REIL
REP
RESA
REV
REP
RF
RL
RNAV
RNP
RNP AR
RNPC
ROC
RON
RPT
RSA
RTE
RTF
RTS
RVR
RVSM
RVV
RW
RWSL
RWY
S
SAAAR
SALS
SALSF
SAP
SAR
SATCOM
SAWRS
SBAS
SCA
SCOB
DEFINITIONS AND ABBREVIATIONS
ABBREVIATIONS USED IN AIRWAY MANUAL
Height above airport elevation (or runway threshold elevation) based on
local station pressure
Altimeter setting 29.92" Hg or 1013.2 Mb.
Altitude above sea level based on local station pressure
R-063 or 063R
Magnetic Course (radial) measured as 063 from a VOR station. Flight can
be inbound or outbound on this line.
Radio Altimeter
Runway Alignment Indicator
Runway Alignment Indicator Lights
Receiver Autonomous Integrity Monitoring
Radar Approach Control
Remote Altimeter Source
Remote Communications Air Ground
Rescue Coordination Center
Runway Centerline
Runway Center Line Markings
Remote Communications Outlet
Reference
Runway End Identifier Lights
Reporting Point
Runway End Safety Area
Reverse
Ramp Entrance Point
Radius to Fix
Runway (edge) Lights
Area Navigation
Required Navigation Performance
Required Navigation Performance Authorization Required
Required Navigation Performance Capability
Rate of Climb
Remain Overnight
Regular Public Transport
Runway Safety Area
Route
Radiotelephony
Return to Service
Runway Visual Range
Reduced Vertical Separation Minimum
Runway Visibility Values
Runway
Runway Status Lights
Runway
South or Southern
Special Aircraft and Aircrew Authorization Required
Short Approach Light System
Short Approach Light System with Sequenced Flashing Lights
Stabilized Approach
Search and Rescue
Satellite voice air-ground calling
Supplementary Aviation Weather Reporting Station
Satellite-Based Augmentation System
Southern Control Area
Scattered Clouds or Better
DEFINITIONS AND ABBREVIATIONS
ABBREVIATIONS USED IN AIRWAY MANUAL
SDF
SE
SEC
SELCAL
SFC
SFL
SFL-V
SID
SIWL
SKD
SLP
SM
SMA
SMGCS
SMSA
SOC
SODALS
SPAR
SRA
SRA
SRE
SR-SS
SSALF
SSALR
SSALS
SSB
SSR
STAR
STD
Std
ST-IN
STOL
SUPP
SW
SW
SYS
°T
T
T
T-VASI
TA
TAA
TAA
TACAN
TAR
TAS
TCA
TCAS
TCH
TCTA
85
Simplified Directional Facility
Southeast
Seconds
Selective Call System
Surface of the earth (either land or water)
Sequenced Flashing Lights
Sequenced Flashing Lights - Variable Light Intensity
Standard Instrument Departure
Single Isolated Wheel Load
Scheduled
Speed Limiting Point
Statute Miles
Segment Minimum Altitude
Surface Movement Guidance and Control System
Segment Minimum Safe Altitude
Start of Climb
Simplified Omnidirectional Approach Lighting System
French Light Precision Approach Radar
Special Rules Area
Surveillance Radar Approach
Surveillance Radar Element
Sunrise-Sunset
Simplified Short Approach Light System with Sequenced Flashing Lights
Simplified Short Approach Light System with Runway Alignment Indicator
Lights
Simplified Short Approach Light System
Single Sideband
Secondary Surveillance Radar (in U.S.A. ATCRBS)
Standard Terminal Arrival Route (USA)
Standard Instrument Arrival (ICAO)
Indication of an altimeter set to 29.92" Hg or 1013.2 hPa (Mb) without
temperature correction
Standard
Straight-in
Short Take-off and Landing
Supplemental/Supplementary
Single Wheel Landing Gear
Southwest
System
True (degrees)
Terrain clearance altitude (MOCA)
Transmits only (radio frequencies)
Tee Visual Approach Slope Indicator
Transition Altitude
Terminal Arrival Area (FAA)
Terminal Arrival Altitude (ICAO)
Tactical Air Navigation (bearing and distance station)
Terminal Area Surveillance Radar
True Air Speed
Terminal Control Area
Traffic Alert and Collision Avoidance System
Threshold Crossing Height
Transcontinental Control Area
86
TDWR
TDZ
TDZE
TEMP
TERPS
THR
TIBA
TIZ
TL
TMA
TML
TMN
TMZ
TNA
TODA
TORA
TP
TRA
TRACON
TRANS
TRANS ALT
TRANS LEVEL
TRCV
TSA
TVOR
TWEB
TWIP
TWR
TWY
U
U
UAS
UAV
UFN
UHF
UIR
UNCT’L
UNICOM
UNICOM (A)
UNL
U/S
USAF
USB
USN
UTA
UTC
VAL
VAR
VASI
VDA
VDP
VE
VFR
DEFINITIONS AND ABBREVIATIONS
ABBREVIATIONS USED IN AIRWAY MANUAL
Terminal Doppler Weather Radar
Touchdown Zone
Touchdown Zone Elevation
Temporary
United States Standard for Terminal Instrument Procedure
Threshold
Traffic Information Broadcast by Aircraft
Traffic Information Zone
Transition Level
Terminal Control Area
Terminal
Terminates
Transponder Mandatory Zone
Transition Area
Take-off Distance Available
Take-off Run Available
Turning Point
Temporary Reserved Airspace
Terminal Radar Approach Control
Transition(s)
Transition Altitude
Transition Level
Tri-Color Visual Approach Slope Indicator
Temporary Segregated Area
Terminal VOR
Transcribed Weather Broadcast
Terminal Weather Information for Pilots
Tower (Aerodrome Control)
Taxiway
Unspecified
UNICOM
Unmanned Aerial System
Unmanned Aerial Vehicle
Until Further Notice
Ultra High Frequency (300-3000 MHz)
Upper Flight Information Region
Uncontrolled
Aeronautical Advisory Service
Automated UNICOM
Unlimited
Unserviceable
US Air Force
Upper Sideband
US Navy
Upper Control Area
Coordinated Universal Time
Vertical Alert Limit
Magnetic Variation
Visual Approach Slope Indicator
Vertical Descent Angle
Visual Descent Point
Visual Exempted
Visual Flight Rules
DEFINITIONS AND ABBREVIATIONS
ABBREVIATIONS USED IN AIRWAY MANUAL
VGSI
VHA
VHF
VIBAL
VIS
VMC
VNAP
VNAV
VOLMET
VOR
VORTAC
VOT
VPA
VV
V/V
W
WAAS
WATIR
WH
W/O
WP
WSP
WX
X
Z
Visual Glide Slope Indicator
Volcanic Hazard Area
Very High Frequency (30-300 MHz)
Visibilité Balise (RVR taken by a human observer)
Visibility
Visual Meteorological Conditions
Vertical Noise Abatement Procedures
Vertical Navigation
Meteorological Information for Aircraft in Flight
VHF Omnidirectional Range
VOR and TACAN co-located
Radiated Test Signal VOR
Vertical Path Angle
Vertical Visibility
Vertical Velocity or speed
West or Western
Wide Area Augmentation System
Weather and Terminal Information Reciter
Western Hemisphere
Without
Area Navigation (RNAV) Waypoint
Weather Systems Processor
Weather
On Request
Zulu Time/Coordinated Universal Time (UTC)
87
Enroute Chart Legend Information
ENROUTE CHART LEGEND INFORMATION
ENROUTE CHART LEGEND
89
Enroute Chart Legend - General
GENERAL
Jeppesen Enroute Charts are compiled and constructed using the best available aeronautical and topographical
reference charts. Most Jeppesen Enroute Charts use the Lambert Conformal Conic projection. The design is
intended primarily for airway instrument navigation to be referenced to cockpit instruments.
Charts are identified by code letters for world areas covered by a series, by parenthetical letters for the altitude
coverage, and by numbers for the individual chart. For example, P(H/L)2 is a chart of the Pacific series covering
both high and low altitude operations and is number 2 of the series. E(HI)3 and E(LO) 10 are charts of the
European series covering high and low altitude operations respectively.
To use the Low Altitude and High/Low Altitude Enroute Charts, use the small index map on the cover panel to
locate the major city closest to your desired area. These names are the major locations shown within each chart
panel and are indicated along the “zigdex” at the top of the chart. Open the chart to the panel desired and follow
your flight progress by turning the folds like the pages of a book. It is seldom necessary to completely unfold the
chart. Although the High Altitude Charts do not have this “zigdex” feature, they may be used in the same way.
When the folded chart is opened at one of the zigdex numbers, the exposed portion of the chart is subdivided
into four sections by a vertical and a horizontal fold. Each of the sections is labeled at the margin as A, B, C, or D.
A combination of the panel number and the lettered section in which it falls is used to simplify finding a location
referenced in the Enroute Chart NOTAMS or in the communications tabulation. For example, p5C means you
will find the referenced item on panel 5 in section C.
Unless otherwise indicated, all bearings and radials are magnetic; enroute distances are in nautical miles; vertical measurements of elevation are in feet above mean sea level; enroute altitudes are either in feet above mean
sea level (based on QNH altimeter setting) or clearly expressed as flight levels (FL) (based on standard altimeter
setting of 29.92 inches of Mercury or 1013.2 millibars or Hectopascals); and all times are Coordinated Universal
Time (UTC) unless labeled local time (LT).
Enroute communications are shown on the charts or tabulated on the end folds where they may be referred to
with a minimum of paper turning. Terminal communications are also provided in the tabulations except on charts
designed solely for high altitude operations. The end panel tabulations refer to the location of the facility on an
area chart (if one exists) by a 4-letter identifier, as well as to the location within a panel and section of the Enroute
Chart.
Due to congestion of airspace information within large metropolitan areas, complete off airway information is not
always shown on Enroute Charts. These areas are supplemented by Area Charts at larger chart scales with
complete information. They should be used for all flights when arriving or departing an airport within an Area
Chart.
On the Enroute Charts, the Area Charts are identified by a shaded symbol on the cover panel, and a shaded
dashed line, with location name, and Airport identifier on the Enroute Chart.
Enroute and Area Charts are supplemented by Enroute Chart NOTAMS when significant changes occur between
revision dates.
Chart revision dates are always on a Friday (chart completion and/or mailing dates). Following this date a short
concise note explains the significant changes made.
Chart EFFECTIVE dates other than EFFECTIVE UPON RECEIPT are provided when significant changes have
been charted which will become effective on the date indicated.
Chart symbols are portrayed on the following pages with an explanation of their use. Reference should be made
to the Chart Glossary for a more complete explanation of terms. This legend covers all Enroute and Area Charts.
Chart symbols on the following pages may not appear on each chart.
JEPPESEN IFR ENROUTE PLOTTER INSTRUCTIONS —
ENROUTE AND AREA CHARTS
MILEAGES
Most Enroute and Area Chart mileages are represented on the plotter. Check the top margin of the chart in use
for the correct scale. All chart scales, and all plotter scales, are in nautical miles.
BEARINGS AND COURSES
The plotter centerline is highlighted by arrows from each compass rose.
1269279210000
Position the plotter centerline over the desired track to be flown. Slide the plotter left or right along the track until
one of the compass roses is centered over the desired navaid.
If the centerline arrow on the compass rose points in the SAME direction as your flight, read the radial or bearing
at the north tick extending from the navaid.
90
ENROUTE CHART LEGEND INFORMATION
ENROUTE CHART LEGEND
If the centerline arrow on the compass rose points OPPOSITE to the direction of flight, the radial or bearing is
the reciprocal of the number read at the navaid’s north magnetic tick.
NOTE: If your earlier version plotter does not depict the arrows be sure the plotter is positioned so that the 360°
position on the compass rose points in the SAME direction as your flight.
The compass rose is read in a counter-clockwise direction.
Example:
1
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ENROUTE CHART LEGEND
The following legend pages briefly explain symbology used on Enroute Charts worldwide. Not all items apply in
all areas.Refer to Chart Glossary for more complete definitions of items.
NAVAID SYMBOLS
VOR (VHF Omnidirectional Range)
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TACAN (Tactical Air Navigation) or DME (Distance Measuring Equipment)
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Terminal class TACAN
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VORTAC/VORDME
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NDB (Nondirectional Radio Beacon)
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Compass Locator (Charted only when providing an enroute function or
TWEB); or a SABH class radio beacon.
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ENROUTE CHART LEGEND INFORMATION
ENROUTE CHART LEGEND
91
Magnetic north ticks on navigational facilities fit compass roses on IFR
Enroute Chart Plotters, making it possible to measure the magnetic bearing
of any track.
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LOC, LDA, or SDF Front Course
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LOC Back Course
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MLS Course
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FAN MARKERS
Elliptical Pattern
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Bone Pattern
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Fan Marker and NDB
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BROADCAST STATION
Commercial
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Armed Forces Radio Station
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NAVAID IDENTIFICATION
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Navaid identification is given in shadow box when navaid is airway or route
component, with frequency, identifier, and Morse Code. DME capability
is indicated by a small “D” preceding the VOR frequency at frequency
paired navaids. VOR and VORTAC navaid operational ranges are identified
(when known) within the navaid box except on USA and Canada charts.
(T) represents Terminal; (L) represents Low Altitude; and (H) represents
High Altitude.
On High/Low altitude Enroute Charts, geographical coordinates (latitude
and longitude) are shown for navaids forming high or all altitude airways
and routes. On Area Charts, geographical coordinates are shown when
navaid is airway or route component.
Some L/MF navaids are combined in the shadow box even though they
are not part of the airway/route structure, except on US and CA charts.
They are used for course guidance over lengthy route segments when
airway/track is designated into a VOR.
When VOR and TAC/DME antennas are not co-located, a notation “DME
not Co-located” is shown below the navaid box.
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Off-airway navaids are unboxed on Low and High/Low charts. TACAN/DME
channel is shown when VOR navaid has a frequency paired DME
capability. When an L/MF navaid performs an enroute function, the Morse
Code of its identification letters are shown.
92
ENROUTE CHART LEGEND INFORMATION
ENROUTE CHART LEGEND
1269279210000
When TACAN or DME are not frequency paired with the VOR, the TACAN
is identified separately. The “Ghost” VOR frequency, shown in parentheses,
enables civilian tuning of DME facility.
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The navaid frequency and identification are located below the location
name of the airport when the navaid name, location name, and airport
name are the same.
LOC, SDF, LDA and MLS navaids are identified by a round cornered box
when they perform an enroute function. Frequency identification and Morse
Code are provided. DME is included when navaid and DME are frequency
paired.
Fan Marker name and code.
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Dial-up Remote Communications Outlet (DRCO) (Canada). Connects pilot
with an ATS unit via a commercial telephone line. See Canada Air Traffic
Control for details.
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COMMUNICATIONS
RADIO FREQUENCIES
Frequencies for radio communications are included above NAVAID names, when voice is available through the
NAVAID. These frequencies are also shown at other remoted locations.
River Radio transmits on 114.6 and transmits and receives on 122.2,
122.45 MHz and HF frequency 5680.
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River Radio (RIV) guards (receives) on 122.1 and transmits through
Canyon VOR on 113.9.
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River Radio transmits and receives on 122.6 located at Diamond. Small
circle enclosing dot denotes remote communication site.
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Tapeats Radio transmits and receives on 122.2 and 122.4. Telephone
symbol indicates additional frequencies in communications panel listed
under Tapeats.
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HIWAS — Hazardous Inflight Weather Advisory Service. Broadcasts
SIGMETS, AIRMETS and PIREPS continuously over VOR frequency.
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River Radio transmits and receives at Phantom on 122.3. Additionally,
Phantom Radio transmits and receives on 122.6.
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River Radio transmits through Lava VOR on 115.3, but is not capable of
receiving transmissions through the VOR site.
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Grand Radio is located at the airport and transmits and receives on 122.2
and 122.6. Additionally, Grand Radio provides LAA (Local Airport Advisory)
on 123.6.
Terminal Radio frequencies and service may be included over airport or
location name. Radio call is included when different than airport or location
name. Mandatory Frequencies (MF), Aerodrome Traffic Frequencies (ATF)
or UNICOM (U) frequencies include contact distance when other than the
standard 5 nm.
ENROUTE CHART LEGEND INFORMATION
ENROUTE CHART LEGEND
1269279210000
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93
US “Enroute Flight Advisory Service”. Ident of controlling station to call,
using (name of station) FLIGHT WATCH on 122.0 MHz. Charted above
VORs associated with controlling station and remoted outlets. Service is
not continuous.
The telephone symbol indicates additional communications may be found
in the communications tabulation after the associated NAVAID or location
name. Telephone symbol does not necessarily mean that voice is available
through the NAVAID.
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Call and frequencies of Control Service for use within graphically portrayed
Radio Frequency Sector Boundaries.
Call sign “CONTROL” and / or “RADAR” is omitted in all communication
boxes in several regions.
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Plain language inflight weather station with name and frequency.
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Call and frequencies of control or unit service. For use within geographical
defined radio boundaries.
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Call and frequency of enroute service or control unit. SINGLE SIDE BAND
capabilities are available unless specified otherwise.
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Remote air-to-ground antenna for direct communications with control
center. Center is named in large type and name of remote site is in
parentheses below followed by appropriate VHF frequencies.
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NAVAID/COMMUNICATION DATA
Operational status at date of publication. Refer to Chart NOTAMS for
current status, including substitute routes for VOR and VORTAC shutdowns.
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(TWEB) indicates continuous automatic weather broadcast is provided on
the facility frequency.
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Class SABH radio beacons of limited navigation suitability indicate their
primary purpose of continuous automatic weather broadcast by (WX).
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Enroute Radar capability. (All domestic U.S. Centers are radar equipped
so (R) is omitted from domestic U.S. Center boxes.)
94
ENROUTE CHART LEGEND INFORMATION
ENROUTE CHART LEGEND
Asterisk indicates navaid operation or service not continuous.
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Marine beacon operation times. Transmission begins at 4 minutes past the
hour and every 15 minutes thereafter in this illustration; other times will be
indicated. Number in parentheses gives duration in minutes of transmission.
Facility operates in fog only at times indicated.
RESTRICTED AIRSPACE
(Not shown on Eastern Hemisphere chart series when vertical limits are below 2000 feet AGL)
Restricted airspace. The accompanying label indicates it as prohibited,
restricted, danger, etc.
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Training, Alert, Caution, and Military Operations Areas.
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Dot indicates permanent activation on some chart series.
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On USA charts K (indicating USA) and parens around the designating
letter are omitted.
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When restricted airspace areas overlap, a line is shown on the outer edge
of each area through the area of overlap.
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RESTRICTED AIRSPACE DESIGNATION
A-Alert
C-Caution
D-Danger
P-Prohibited
R-Restricted
T-Training
W-Warning
TRA-Temporary Reserved Airspace
TSA-Temporary Segregated Area
MOA-Military Operations Area
Canadian Advisory Area Suffixes
(A) Acrobatic
(H) Hang Gliding
(P) Parachute Dropping
(S) Soaring
(T) Training
ENROUTE CHART LEGEND INFORMATION
ENROUTE CHART LEGEND
95
AIRPORTS
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Location name - IFR published procedure filed under this name with
ICAO/Jeppesen NavData indicator. Airport elevation and longest runway
length to nearest 100 feet with 70 feet as the dividing point (add 00).
Location name - VFR airport, no procedure published by Jeppesen. “s”
indicates soft surface otherwise hard surface.
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AIRWAY AND ROUTE COMPONENTS
AIRWAY AND ROUTES CENTER LINES
Airway/Route
Diversionary Route
Overlying High Altitude Airway/Route
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FIXES
Compulsory Reporting Point
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Non-Compulsory Reporting Point
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Low Altitude Compulsory Reporting Point
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Low Altitude Non-Compulsory Reporting Point.
X
Mileage Break/Turning Point/CNF
RNAV Waypoint
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Meteorological report required (unless instructed otherwise), giving air temperature, wind, icing, turbulence,
clouds and other significant weather. Report to controlling ground station, or station indicated.
Holding Pattern. DME figures, when provided, give the DME distance of
the fix as the first figure followed by the outbound limit as the second figure.
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Length of holding pattern in minutes when other than standard.
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[ABROC]
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Database identifiers are enclosed in brackets [ABROC]. Database
identifiers are officially designated by the controlling authority or they may
be derived by Jeppesen. In either case, these identifiers have no ATC
function and should not be used in filing flight plans nor should they be
used when communicating with ATC. They are shown only to enable the
pilot to maintain orientation when using charts in concert with database
navigation systems.
Fix name with Minimum Crossing Altitude (MCA) showing airway, altitude,
and direction, and Minimum Reception Altitude (MRA).
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Official fix name (with country assigned identifier in parentheses). Several
countries throughout the world assign identifiers for use in flight plans.
LF bearings forming a fix are to the navaid.
96
ENROUTE CHART LEGEND INFORMATION
ENROUTE CHART LEGEND
1269279210000
VHF radials forming a fix are from the navaid.
VHF frequency and identifier included when off chart or remoted.
1269446660000
1269961270000
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LF frequency, identifier and Morse Code included when off chart or
remoted.
Arrow along airway points from the navaid designating the reporting point.
Other published radials may be used if they are greater than 30 degrees
from the airway being used and are not beyond the COP.
Fix formed by 55 DME from MAZ navaid.
“D” indicates DME fix and distance from the station that provides the DME
mileage.
AIRWAY INFORMATION
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Airway and route designators. Negative (white letters in black)
designators are used for distinction.
ATS-Designated route without published identifier
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AWY-Airway
B-Blue, Bravo
BR-Bahama Route, Canada Bravo Route
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Direct Route
F-(suffix) Advisory service only
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DOM-Domestic Route. Use by foreign operators requires special
authorization.
G-Green, Golf
G-(suffix) Flight Information only
GR-Gulf Route
H or HL-High Level
J-Jet
L-(suffix) L/MF airway
NAT-Route associated with the North Atlantic Organized Track structure.
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OTR-Oceanic Transition Route
PDR-Predetermined Route
R-Red, Romeo
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R-(suffix) RNAV route
RR-Canada Romeo Route
SP-Supersonic RNAV route
U-Upper
UL-(prefix) RNAV route
V-Victor
V-(suffix) VOR airway
W-White, Whiskey
One Way Airway
Suffix 1 or 1, 2 or 1, 2, 3 gives the Conditional Route Category.
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MEA (Minimum Enroute Altitude), shown as altitude or flight level.
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MEA is established with a gap in nav-signal coverage.
ENROUTE CHART LEGEND INFORMATION
ENROUTE CHART LEGEND
6500
9900
97
Directional MEAs as indicated.
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GPS MEA
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DME/DME/IRU In the US (not including Q routes in the Gulf of Mexico)
GNSS or DME/DME/IRU RNAV required, unless otherwise indicated.
Radar monitoring required.
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MOCA (Minimum Obstruction Clearance Altitude).
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Route MORA (Route Minimum Off-Route Altitude). See glossary.
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MAA (Maximum Authorized Altitude), shown as altitude or flight level.
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MEA change, limit of MAA applicability or MAA change. Also MOCA or
MORA change when MOCA or MORA is charted with no MEA. Symbol
is omitted at navaid.
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Mileages. Total mileage between navaids
is positioned along respective airway centerline. Total mileage
may have directional pointers
when there are multiple airway designators. The pointers parallel the
airway centerlines along which the mileage applies.
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VOR radial & route bearings (magnetic)
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VOR Radial and route bearings (true)
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ADF Bearings (inbound or outbound). Bearings are magnetic unless
followed by a “T” indicating True.
ADF Bearings include an arrow to indicate the direction of flight or, when
used to designate Fixes, direction to the station. In remote or oceanic
areas where ground based navigation aids are not available, the arrow
indicates the direction of flight.
ADF bearings (True at track midpoint).
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The navigation frequency COP (changeover point) between two stations
is indicated by mileages from the station to the point of change. Omitted
when at midpoint or turning point.
Means even thousands altitudes/flight levels are used in the direction of
the arrow and odd thousands in the opposite direction. For application
of this symbol above FL 290, the left half of the cruising level rose
is considered even. The symbol is shown where altitude/flight level
assignment is opposite that shown in the standard cruising altitude/flight
level rose.
Means all altitudes, even and odd, are available in the direction indicated.
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Means odd thousands altitude/flight level per the above definition. “O”
is used only on one way airways to show that odd altitude/flight level
assignments apply.
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Prior Permission Required from ATC for flight in the direction of the arrow.
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Flight Planned route describes any route or portion thereof that is
identical to that filed in the flight notification and sufficient routing details
are given to definitely establish the aircraft on its route.
98
ENROUTE CHART LEGEND INFORMATION
ENROUTE CHART LEGEND
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ENROUTE CHART LEGEND INFORMATION
ENROUTE CHART LEGEND
99
For further explanation refer also to Introduction 57
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ENROUTE CHART LEGEND INFORMATION
ENROUTE CHART LEGEND
W016^
8^W
TERMINAL AREA
Class ’’A’’ airspace upper limit FL 300
Magnetic Variation
TENERIFE
Shadow box when navaid is airway component, with
NORTH
FL 300
frequency, identifier, Morse code and INS coordinates.
D
CANARIES TMA (A)
Small "D" indicates DME.
(L)112.5 TFN
Class indicated by: (T)-Terminal, (L) Low, (H) High.
N28 32.2 W016 16.1
VOR, VORDME
N30^
or VORTAC
Grid Lat-Long values
^
144
164 ^
TENERIFE
NORTH
LosRodeos
GCXO
RO
Segment mileage
GRAN CANARIA
GCLP
Magnetic VOR
radial forming
airway
Directional
MEAs
Non-compulsory
reporting point
"D" indicates DME fix. Segment mileage
is DME distance from navaid.
22
3^
05
RO 7
35
Intersection or fix formation
(Bearing, frequency and ident
of remote LF navaid)
D
LOMAS
MCA FL 370 SE
Grid MORA
(Values 14,000 feet
and greater are
maroon and indicate
supplemental oxygen
is required)
Area chart coverage
42
MEA
change
Officially named
intersection
Minimum Crossing
Altitude (MCA)
for SE-bound flights
Grid MORA
(Values less
than 14,000
feet are green)
GM(D)-24
Segment mileage
Special use airspace
NCRP without
coordinates for
orientation by
using Free Route
Airspace (FRA)
"D" with distance
indicates total DME
distance from navaid.
ROYAL
CWT
115.1
T
082^
52
37
A
MA390
FL 42
2
89
T
Named or unnamed T
T (HI)2
airspace fix or
T A
mileage break.
T
T
T
T
T
32
T
T
D
T
T
ATAR
326 AR
2^
32
FIR/UIR Boundary [ABROC]
name, identifier and
airspace category
T
DAKAR GOOD UIR (G)
T
RVSM AIRSPACE
CANARIES GCCC UIR
(G)
Centerline of ATS route
T
RVSM airspace boundary
with designator
T
+1 = UTCT UTC
T
T
Changeover Point
T
Flight planning relevant restrictions for
ATS routes on several chart series are
published on respective EROUTE pages
T
Maximum Authorized Altitude
(MAA)
RNAV ATS route
(outside Europe)
Conditional Route Category
(See Enroute Listing)
Total mileage
between navaids
1R
85 0 T
UG FL 37 TT
31
X ATS
Unnamed, official
published ATS route
with direction indication
T
T
T
Holding pattern
Route usability by non
B-RNAV equipped aircraft
(within Europe only)
T
Time zone boundary with
conversion values to UTC
N26 08.3
W014 38.6
Uncontrolled
airspace
(Class G)
105
Intersection or fix
formation (Bearing,
frequency and ident
of remote VHF navaid;
Morse code shown when
navaid is outside of
chart neatline)
T
CABOJ
N25 00.0
W015 47.2
D47
Arrow from facility
designating reporting
point
Compulsory
reporting point
with name and
INS coordinates
25
MORAS
NDB
265^
N20 30.0 W013 04.0
M
UG 851
Met report
required
264^
Database identifiers are enclosed in brackets [ABROC]. Database
identifiers are officially designated by the controlling state authority
Change to adjoining
or they may be derived by Jeppesen. In either case, these identifiers
enroute chart at
have no ATC function and should not be used in filing flight plans nor
this point.
should they be used when communicating with ATC. They are shown
Direct
Route
only to enable the pilot to maintain orientation when using charts in
(Requires ATC approval, will
conjunction with database navigation systems.
not be accepted in Flight Plan)
1269279210000
ENROUTE CHART LEGEND INFORMATION
ENROUTE CHART LEGEND
101
q$i
The symbology explained on these pages pertain
specifically to Australia Enroute and Area charts.
Control zone limits (CTR)
78
Z560T
360FPR
M
3500
CTR(C)
3500
LSALT
27
9
3^
23JASPER
QLD
18
31 5
H1300T
49
057^
090^
D2
V
0
(C)
FL200
1500
4000
JACKSON
254 CK
S27 27.3 E151 50.2
113.7-AWIS
118.8(R)-CTAF (AFRU)
MILDURA VIC
YMIA 167-60
4500
Class C airspace
limits (sectorized)
112.9 CK
S27 27.3 E151 44.2
(C)
FL200
105
G1
3100T 141
PPR 800T
-Intl
YBER 73-92
D
(C)
FL200
D25
(C)
FL200
D1 5
64
Flight planning requirement
(FPR). Direction indicated
by arrow. For requirement,
see Enroute Tab.
Navaid Information
box
Fly neighborly area
Prior permission required
(PPR). Direction indicated
by arrow.
Directional LSALT/MOCA
Elevation and/or
runway length unavailable.
Bollon QLD
YBLL
FN-3
Water body
YM(R)-351A
FL200
GND
YM(R)-351B
FL200
GND
AIR TRAFFIC SERVICE UNITS &
SPECIAL ACTIVITY AREAS
BOUNDARIES
Ultra-light activity above 500' AGL.
Hang glider activity above 5000' AGL.
FIS
Model aircraft activity above 400' AGL.
Class G
BRISBANE
Meteorology balloon ascents.
CENTER
Uncontrolled
M
(SPRINGBROOK)
Airspace
Manned balloon ascents.
120.3
Parachute jumping area.
Glider Operations.
FIS
w Winch or Auto-tow launch cable my extend
Class E
BRISBANE
SOUTHERN
to 3000' AGL.
Controlled
FLIGHTWATCH
CENTER
Airport within VHF range of responsible
3461 6565
Airspace
(MT
HEATON)
8822
ATS unit.
128.4
(R) Radio Required
Navaid limitation, see Radio Aids page
ROUTE DESIGNATORS
AU-37 (applicable only for Australia)
Conventional Routes:
domestic services).
REPORTING POINTS (AUSTRALIA)
COMPULSORY for all aircraft.
All altitude
Low altitude
ON-REQUEST 300 KT TAS or more
COMPULSORY Under 300 KT TAS.
All altitude
Low altitude
A,B,G,R: Regional
H (one-way), J (two-way): Domestic
V (one-way), W (two-way):
Predominantly low-level domestic
RNAV Routes:
L,M,N: Regional (Tasman)
Q: 180^-359^ domestic
Y: 360^-179^ domestic
T: Two-way domestic
Z: Two-way low-level domestic
1269279210000
102
ENROUTE CHART LEGEND INFORMATION
ENROUTE CHART LEGEND
AIRWAY NAVAID/REPORTING POINT BY-PASS
When an airway passes over or turns at a navaid or reporting point, but the navaid is not to be utilized for course
guidance and/or no report is required, the airway centerline passes around the symbol. In cases where a by-pass
symbol cannot be used, an explanatory note is included.
Airway J26 does not utilize the navaid or reporting point.
1269279210000
Airway J14 turns at the navaid or reporting point but does not utilize them.
A mileage break “X” is included to further indicate a turn point.
1269279210000
Airway V76 does not utilize the navaid. A note indicating the proper use of
the navaid is included.
1269279210000
Airway V76 does not utilize the Int. A note indicating the proper use of
the Int is included.
1269279210000
BOUNDARIES
1269279210000
ADIZ, DEWIZ and CADIZ
FIR, UIR, ARTCC or OCA boundary.
1269279210000
1269279210000
1269279210000
International boundary.
Time zone boundary.
QNH/QNE-boundaries.
1269279210000
RVSM boundary
1269279210000
ICAO AIRSPACE CLASSIFICATIONS
Airspace classification is designated by the letters (A) thru (G). Classification (A) represents the highest level of
control and (G) represents uncontrolled airspace. The definition of each classification is found in the Glossary
portion of this section and the Enroute and Air Traffic Control section of this manual. The airspace classification
letter is displayed in association with the airspace type and vertical limits.
ENROUTE CHART LEGEND INFORMATION
ENROUTE CHART LEGEND
103
AIRSPACE CLASS “A”
1269279210000
Lower limits may be used if it results in a clearer presentation (i.e. “stacked”
airspace.
1269279210000
Upper limits omitted if at or above plane of division on a low chart.
1269279210000
AIRSPACE CLASS “B”
1269279210000
AIRSPACE CLASS “C”
1269279210000
AIRSPACE CLASS “D & E”
1269279210000
Asterisk indicates hours of operation are not continuous. In such cases, operational hours will be tabulated
elsewhere. Without asterisk hours are H24.
Controlled airspace shown in white.
Uncontrolled airspace shown as a tint.
1269279210000
Controlled airway/route.
1269279210000
Uncontrolled airway or advisory route.
1269279210000
104
ENROUTE CHART LEGEND INFORMATION
ENROUTE CHART LEGEND
1269279210000
1269279210000
1269279210000
Radio Frequency Sector Boundary.
Radio boundaries of control or service unit.
Boundaries within TMAs or CTAs defining different altitude limits and/or
sectorizations.
ORIENTATION
1269279210000
Grid shown at the intersection of units of latitude and longitude or by complete line.
Magnetic variation isogonic lines are indicated at the edge of the chart or are extended fully across the chart in
a continuous dashed line.
Shorelines and large inland lakes are shown.
Grid Minimum Off-Route Altitude (Grid MORA) in hundreds of feet provides reference point clearance within the
section outlined by latitude and longitude lines. Grid MORA values followed by a +/- denote doubtful accuracy,
but are believed to provide sufficient reference point clearance.
BORDER INFORMATION
1269279210000
This area overlapped by charts indicated.
1269279210000
To Notes: Name outside the neatline is the next airway navaid to which the total mileage is given. Navaid identification is shown on all charts series. Reporting point name is shown when it is the airway termination.
To Notes: Name inside the neatline is the first reporting point outside the chart coverage to which the mileage
and MEA are shown.
Airway lead information: The frequency and identifier of an off-chart navaid are shown when the navaid designates an on-chart reporting point, changeover point or course change.
ENROUTE CHART LEGEND INFORMATION
ENROUTE CHART LEGEND
105
MISCELLANEOUS
1269279210000
Outline indicates coverage of a separate Area Chart. Information within this
outline for terminal operation may be skeletonized. The Area Chart should
be referred to if departure or destination airport is within this boundary to
ensure pertinent information is available.
On Enroute Chart coverage diagrams, shaded symbol denotes Area Chart
coverage. Area Chart name is included with shaded symbol.
1269279210000
1269279210000
1269279210000
1269279210000
Outline indicates an area covered elsewhere on the same or adjoining
chart in enlarged scale. Information within this outline may be skeletonized.
Ball Flags: Number or letter symbol used to index information not shown
at the point of applicability, but carried in a like-identified note within the
same panel, or in one place on a separate panel.
Reference number for INS Coordinates. These coordinates are tabulated
elsewhere on the chart and identified in a like manner.
U.S. GPS MEAs
GPS MEAs are supplemental to and lower than the regular MEA. GPS MEAs are not established for every route,
or for every route segment. The absence of a GPS MEA means one has not been provided and the regular
route MEA applies. A GPS MEA may be higher than, equivalent to, but not lower than a Minimum Obstruction
Clearance Altitude (MOCA) associated with a given route segment.
1
269279210000
U.S. SERIES 800 AND 900 DESIGNATED RNAV ROUTES
1
269279210000
106
ENROUTE CHART LEGEND INFORMATION
ENROUTE CHART LEGEND
AUSTRALIA AND CANADA T RNAV ROUTES
1269279210000
ENROUTE CHART LEGEND INFORMATION
ENROUTE CHART LEGEND
107
1269279210000
108
ENROUTE CHART LEGEND INFORMATION
ENROUTE CHART LEGEND
Enroute Chart Legend – Chart and Terrain
HIGH ALTITUDE CHARTS
The following legend, applicable to High Altitude Charts only, is in addition to the preceding legend. Many items
in the preceding legend are also applicable to the High Altitude Charts.
1173890761000
Geographical coordinates (latitude and longitude) of each facility are shown across the bottom of the facility box.
The letter (H) indicates an H-class facility. The letter (L) indicates an L-class facility. The letter (T) indicates a
T-class facility. The letter “D” indicates the availability of DME. In areas of congestion, off-route facility geographical coordinates are shown in an alphabetical listing elsewhere on the chart.
1143831006000
1143831006000
US High Altitude Air Route Traffic Control Center
communications frequencies in Communications Tabulations
on chart end panel. “Flight Watch” (Enroute Flight Advisory
Service) at the end of the frequency array. Service is
provided between 0600 and 2200 daily.
One-way preferred route 24 hours unless hours are
indicated. Two-way during other hours.
1143831006000
MEA (Minimum Enroute Altitude) shown only when higher
than floor of the high altitude structure.
1173891772000
AREA CHARTS
The following legend, applicable to Area Charts only, is in addition to the preceding legends. Many items in
the preceding legends are also applicable to the Area Charts.
Departure route.
1143831006000
1143831006000
1143831006000
1143831006000
Arrival route.
Arrival & Departure on same route.
Speed Limit Point-Speed restriction on shaded side of
symbol.
Airport diagram showing runways of major airports only.
1173892889000
Other airports are shown by green symbols
1173891798000
Man-made structure having a height of 1000 feet or more
above ground level. The elevation is above mean sea level.
1143831006000
Communications frequencies for the major airports shown on an Area Chart are given in a block as illustrated
below.
ENROUTE CHART LEGEND INFORMATION
ENROUTE CHART LEGEND
109
COMMUNICATIONS
SEATTLE, WASH
Seattle-Tacoma Intl. App/Dep
(076o-160o Rwy 16, 341o-075o 119.2) (199o300o 120.1) (301o-340o Rwy 34 120.4) (076o160o Rwy 34, 310o-340o Rwy 16 125.9) (161o198o 126.5). Twr 119.9. Gnd 121.7.
Boeing Field/King Co Intl. Seattle App(R)/
Dep (R) (076o-160o Rwy 13, 341o-075o 119.2)
(199o-300o 120.1) (301o-340o Rwy 31 120.4)
(076o-160o Rwy 31, 301o-340o Rwy 13 125.9)
(161o-198o 126.5). Boeing *Twr (128o-308o
120.6) (309o-127o 118.3). Gnd 121.9
1173892937000
GENERALIZED TERRAIN CONTOURS
Terrain information may be depicted on area charts when terrain within the area chart coverage rises more than
4000 feet above the main airport.
Generalized terrain contour lines and contour values are depicted on selected charts. Gradient tints indicate the
elevation change between contour intervals. Contour lines, values and tints are printed in brown. Within contour
intervals some, but not all, terrain high points may be included along with their elevation above mean sea level
for use as additional reference.
THE TERRAIN CONTOUR INFORMATION DEPICTED DOES NOT ASSURE CLEARANCE ABOVE OR
AROUND TERRAIN OR MAN-MADE STRUCTURES. THERE MAY BE HIGHER UNCHARTED TERRAIN
OR MAN-MADE STRUCTURES WITHIN THE SAME VICINITY. TERRAIN CONTOUR INFORMATION IS
USEFUL FOR ORIENTATION AND GENERAL VISUALIZATION OF TERRAIN. IT DOES NOT REPLACE THE
MINIMUM ALTITUDES DICTATED BY THE AIRWAY AND AIR ROUTE STRUCTURE.
Furthermore, the absence of terrain contour information does not ensure the absence of terrain or structures.
DME arcs are included for
situational awareness.
Within each contour interval,
terrain may exist up to but not
exceeding the level (elevation)
of the next higher contour interval.
1173892614000
Airspace Chart Legend Information
AIRSPACE CHART LEGEND INFORMATION
CLASS B AIRSPACE CHART LEGEND
111
Class B Airspace Chart Legend
CLASS B AIRSPACE
The following is applicable to Class B Airspace Charts. Refer to chart glossary for more complete details.
These charts depict the horizontal and vertical limits of Class B airspace established by the United States Federal
Aviation Administration and provide orientation details for flights operating within the area. Class B Airspace VFR
Communications are included.
For Operating Rules and Pil
ot Equipment Requirements see FAR 91.131, 91.117 and 91.215. The Class B Airspace Charts include only
general IFR and VFR Flight Procedures appropriate to their particular area.
112
AIRSPACE CHART LEGEND INFORMATION
CLASS B AIRSPACE CHART LEGEND
1211565246000
Approach and Departure Chart
Legend Information
114
APPROACH AND DEPARTURE CHART
LEGEND INFORMATION
SID / DP AND STAR LEGEND
SID/DP and STAR Legend
SID/DP AND STAR LEGEND
The following legend is applicable to Standard Instrument Departure (SID), Departure (DP), Standard Terminal
Arrival (STAR) and Arrival Charts. Refer to the Chart Glossary for more complete definition of terms.
These charts are graphic illustrations of the procedures prescribed by the governing authority. A text description
may be provided, in addition to the graphic, when it is furnished by the governing authority. Not all items apply
in all areas.
All charts meet FAA requirements for aeronautical charts. All altitudes shown on SID/DP and STAR charts are
MSL, unless otherwise specified.
COMMUNICATIONS AND ALTIMETER SETTING DATA
Departure Control frequencies are included with SIDs/DPs. The frequencies are listed in the heading of the chart
or when frequency sectors are specified they may be displayed in the plan view of the chart.
1143831989000
The Transition Level and Transition Altitude are listed below the Communications. For a complete explanation of
Transition Level and Transition Altitude see INTRODUCTION — Approach Chart Legend.
1143831989000
CHART IDENTIFICATION
STARS
SIDS/DPs
1143831989000
114383198
9000
1143831989000
1143831989000
1143831989000
11438
1143831989000
31989000
ROUTE IDENTIFICATION
TYPICAL EXAMPLES USING COMPUTER LANGUAGE
STARS
1143831989000
APPROACH AND DEPARTURE CHART
LEGEND INFORMATION
SID / DP AND STAR LEGEND
PILOT NAV SID/DP
115
VECTOR SID/DP
1143831989000
1143831989000
TYPICAL EXAMPLES NOT USING COMPUTER LANGUAGE
STARS
SIDS/DPs
1143831989
000
1143831989000
Database identifier is included when different than the name or computer code. The database identifier is
enclosed in brackets.
1143831989000
GRAPHIC
(Charts are not drawn at a specific scale)
RADIO SYMBOLS
VORTAC/VOR DME
1143831989000
VOR (VHF Omnidirectional Range)
1143831989000
TACAN (Tactical Air Navigation) or DME (Distance Measuring
Equipment)
1143831989000
NDB (Nondirectional Radio Beacon)
1143831989000
LOC, LDA, or SDF Front Course
1143831989000
LOC Back Course
1143831989000
Locater with Outer Marker (LOM)
1143831989000
Outer or Middle Marker (OM) (MM)
1143831989000
116
APPROACH AND DEPARTURE CHART
LEGEND INFORMATION
SID / DP AND STAR LEGEND
RADIO IDENTIFICATION
Navaid identification is given in shadow box with frequency, identifier,
Morse Code and latitude & longitude coordinates. DME capability is
indicated by a small “D” preceding the VOR frequency at frequency
paired navaids. VOR and VORTAC facility operational ranges are
identified (when known) within the navaid box. (T) represents Terminal;
(L) represents Low Altitude; and (H) represents High Altitude.
1143831989000
Localizer navaids are identified by a round cornered box. Frequency
identification and Morse Code are provided. DME is included when
navaid and DME are frequency paired. Localizer back course facility
boxes include front course bearing for HSI setting.
1143831989000
AIRSPACE FIXES
- Non-Compulsory Airspace fixes.
1143831989000
- Compulsory Airspace fixes.
1143831989000
- Fly-over Airspace fixes.
1143831989000
VERTICAL NOISE ABATEMENT PROCEDURES
Vertical Noise Abatement Procedures (VNAP). For
explanation of procedures, see Air Traffic Control section.
1143831989000
RESTRICTED AIRSPACE
1143831989000
PROHIBITED, RESTRICTED,
DANGER AREAS
Prohibited, Restricted & Danger
Areas are charted when referenced
in SID/DP or STAR source, plus
any Prohibited Area within five (5)
nautical miles of route centerline or
primary airport.
114
3831989000
ROUTE PORTRAYAL
SID/DP and STAR Track
1143831989000
1143831989000
1143831989000
SID/DP or STAR label of a particular route in some
coverage areas
1143831989000
APPROACH AND DEPARTURE CHART
LEGEND INFORMATION
SID / DP AND STAR LEGEND
117
1143831989000
1143831989000
Database identifiers are enclosed in brackets [UDR3Ø]. Database identifiers are officially designated by the
controlling state authority or are derived by Jeppesen. In either case, these identifiers have no ATC function
and are not to be used in filing flight plans nor are they to be used when communicating with ATC. Database
identifiers are shown only to enable the pilot to maintain orientation when using charts in concert with database
navigation systems.
118
APPROACH AND DEPARTURE CHART
LEGEND INFORMATION
SID / DP AND STAR LEGEND
1143831989000
PROCEDURE APPLICABLE TO USA FAA ONLY
Instrument Departure Procedures (DPs)
Pilots of civil aircraft operating from locations where DPs are effective may expect ATC clearances containing
a DP. Use of a DP requires pilot possession of at least the textual description of the approved effective DP.
Controllers may omit the departure control frequency if a DP clearance is issued and the departure control
frequency is published on the DP. ATC must be immediately advised if the pilot does not possess a charted
DP or a preprinted DP description or, for any other reason, does not wish to use a DP. Notification may be
accomplished by filing “NO DP” in the remarks sections of the filed flight plan or by the less desirable method of
verbally advising ATC.
DPs will be depicted in one of two basic forms.
Pilot navigation (Pilot NAV)
DPs are established where the pilot is primarily responsible for navigation on the DP route. They are established
for airports when terrain and safety related factors indicate the necessity for a pilot NAV DP. Some pilot NAV
DPs may contain vector instructions which pilots are expected to comply with until instructions are received to
resume normal navigation on the filed/assigned route or DP.
Vector DPs
Are established where ATC will provide radar navigational guidance to a filed/assigned route or to a fix depicted
on the DP.
APPROACH AND DEPARTURE CHART
LEGEND INFORMATION
SID / DP AND STAR LEGEND
119
Obstruction Clearance During Departure
DPs are either textual or graphically depicted. They may be established for obstacle avoidance or for ATC purposes. Simple DPs required for obstacle avoidance are usually textual. More complex DPs required for obstacle
avoidance, all RNAV DPs, and DPs required for ATC purposes are graphically depicted. DPs assist pilots conducting IFR flight in avoiding obstacles during climbout to minimum enroute altitude (MEA). Obstacle clearance
is based on the aircraft climbing at least 200 feet per nautical mile, crossing the end of the runway at least 35 feet
AGL, and climbing to 400 feet above airport elevation before turning, unless otherwise specified in the procedure. A slope of 152 feet per nautical mile, starting no higher than 35 feet above the departure end of the runway,
is assessed for obstacles. A minimum obstacle clearance of 48 feet per nautical mile is provided in the assumed
climb gradient. If no obstacles penetrate the 152 feet per nautical mile slope, DPs for obstacle avoidance are not
published. If obstacles do penetrate the slope, avoidance procedures are specified. These procedures may be:
a ceiling and visibility to allow the obstacles to be seen and avoided; a climb gradient greater than 200 feet per
nautical mile; detailed flight maneuvers; or a combination of the above. In extreme cases, IFR take-off may not
be authorized for some runways. Climb gradients are specified when required for obstacle clearance. Crossing
restrictions in the DPs may be established for traffic separation or obstacle clearance. Some DPs required for
obstacle avoidance require a climb in visual conditions to cross the airport (or an on-airport NAVAID) in a specified direction, at or above a specified altitude. When climbing in visual conditions it is the pilot’s responsibility to
see and avoid obstacles. Specified ceiling and visibility minimums will allow visual avoidance of obstacles until
the pilot enters the standard obstacle protection area. Obstacle avoidance is not guaranteed if the pilot maneuvers farther from the airport than the visibility minimum. Each pilot, prior to departing an airport on an IFR flight
should consider the type of terrain and other obstacles on or in the vicinity of the departure airport and:
a. Determine whether a DP is available for obstacle avoidance;
b. Determine if obstacle avoidance can be maintained visually or that the DP should be followed; and
c. Determine what action will be necessary and take such action that will assure a safe departure.
Standard Terminal Arrivals (STARs)
Pilots of IFR aircraft destined to locations for which STARs have been published may be issued a clearance
containing a STAR whenever ATC deems it appropriate. Use of STARs requires pilot possession of at least the
approved textual description. As with any ATC clearance or portion thereof, it is the responsibility of each pilot
to accept or refuse an issued STAR. Pilots should notify ATC if they do not wish to use a STAR by placing “NO
STAR” in the remarks section of the flight plan or by the less desirable method of verbally stating the same to
ATC. A STAR is an ATC coded IFR arrival route established for application to arriving IFR aircraft destined for
certain airports. FMSPs for arrivals serve the same purpose but are only used by aircraft equipped with FMS.
The purpose of both is to simplify clearance delivery procedures and facilitate transition between enroute and
instrument approach procedures.
STARs/FMSPs may have mandatory speeds and/or crossing altitudes published. Other STARs may have planning information depicted to inform pilots what clearance or restrictions to “expect”. “Expect” altitudes /speeds
are not considered STAR/FMSP crossing restrictions until verbally issued by ATC. Pilots shall maintain last
assigned altitude until receiving authorization/clearance to change altitude. At that time, pilots are expected to
comply with all published/issued restrictions. The authorizations may be via a normal descent clearance or the
phraseology “DESCEND VIA.” A “descend via” clearance authorizes pilots to vertically and laterally navigate, in
accordance with the depicted procedure, to meet published restrictions. Vertical navigation is at pilot’s discretion, however, adherence to published altitude crossing restrictions and speeds is mandatory unless otherwise
cleared. (MEAs are not considered restrictions, however, pilots are expected to remain above MEAs)
Filing IFR Flight Plans with DPs and STARs
When filing an IFR flight plan, the use of the associated codified FAA DP or STAR and transition identifiers will
greatly facilitate the acceptance of the flight plan in the ARTCC computer. These identifier codes are found on
the respective DP and STAR charts. The following explanation and examples are the proper methods in filing
DPs and STARs
DPs: When a DP is filed without using a transition the filed identifier (code) will read as “ROCKI1.ROCKI” When
a transition is used the last coded characters of the DP are replaced by the transition code and will read as
“ROCKI1.MILIS”
1143831989000
STARs: When a STAR is filed without using a transition the filed identifier (code) will read as “FIM.MOOR4”.
When a transition is used the first coded characters of the STAR are replaced by the transition code and will
read as “FAT.MOOR4”.
120
APPROACH AND DEPARTURE CHART
LEGEND INFORMATION
SID / DP AND STAR LEGEND
1143831989000
APPROACH AND DEPARTURE CHART
LEGEND INFORMATION
APPROACH CHART LEGEND
Approach Chart Legend - Lighting Sy stems
LIGHTING SYSTEMS
SHOWN IN AIRPORT PLAN VIEW
Approach lights are symbolized in recognizable form, and at the same scale as the airport chart.
Typical examples:
121
122
APPROACH AND DEPARTURE CHART
LEGEND INFORMATION
APPROACH CHART LEGEND
1
143831168000
APPROACH AND DEPARTURE CHART
LEGEND INFORMATION
APPROACH CHART LEGEND
123
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PRECISION APPROACH PATH INDICATOR (PAPI)
PAPI is normally installed on the LEFT side of the runway.
124
APPROACH AND DEPARTURE CHART
LEGEND INFORMATION
APPROACH CHART LEGEND
1143831168000
For a 3.00° glide slope the nominal eye height over the runway threshold is 49" (15m). If an increase in eye
height over the runway threshold is required to provide adequate wheel clearance, then the approach may be
flown with one or more fly down lights visible.
PULSATING VISUAL APPROACH SLOPE INDICATOR (PLASI)
PLASI is normally a single light unit located on the LEFT side of the runway.
APPROACH AND DEPARTURE CHART
LEGEND INFORMATION
APPROACH CHART LEGEND
125
1
143831168000
CAUTION: When viewing the pulsating visual approach slope indicators in the pulsating white or pulsating red sectors, it is possible to mistake this lighting aid for another aircraft or a ground vehicle. Pilots
should exercise caution when using this type of system.
TRI-COLOR VISUAL APPROACH SLOPE INDICATOR (TRCV)
TRCV is normally a single light unit located on the LEFT side of the runway.
1
143831168000
CAUTION: When the aircraft descends from green to red, the pilot may see a dark amber color during
the transition from green to red.
TAKE-OFF AND ALTERNATE MINIMUMS
Publication of minimums does not constitute authority for their use by all operators. Each individual operator
must obtain appropriate approval for their use.
On all formats, when the take-off minimums are specified in terms of ceiling and visibility, BOTH must be reported
by the responsible ground unit.
TAKE-OFF MINIMUMS, USA CHARTS
Standard Take-off Minimums in the USA: The standard take-off minimums is RVR 50 or 1 for 1 & 2 Eng. aircraft
and RVR 24 or 1/2 for 3 & 4 Eng. aircraft.
Runway Visual Range (RVR) is to be used instead of reported visibility for operating on any runway for which
RVR is reported.
At some airports, obstructions or other factors require the establishment of higher than standard take-off minimums and/or obstacle departure procedures to assist pilots during the IFR climbout to the minimum enroute
altitude or cruising altitude.
Take-off restrictions, including ceiling and visibility requirements, and obstacle departure procedures, apply to
FAR 121, 129 and 135 operators.
FAR 129 prescribes rules governing the operations of foreign air carriers within the USA.
a. Lower-than-Standard Take-off Minimums: On runways where standard minimums are authorized, and
lower-than-standard minimums are not denied, the following minimums are also authorized for operators
under FAR Part 121, and 129. Such minimums may be authorized for those FAR 135 operators, having
specific authorization in their Operations Specifications.
The Lower-than-Standard Minimums are:
126
APPROACH AND DEPARTURE CHART
LEGEND INFORMATION
APPROACH CHART LEGEND
Visibility or RVV 1/4 statute mile or Touchdown Zone RVR 16, provided at least one of the following visual
aids is available. The Touchdown Zone RVR report, if available, is controlling. The Mid RVR report may be
substituted for the Touchdown Zone RVR report if the Touchdown Zone RVR report is not available.
1. Operative high intensity runway lights (HIRL)
2. Operative runway centerline lights (CL).
3. Runway centerline marking (RCLM).
4. In circumstances when none of the above visual aids are available, visibility or RVV 1/4 statute mile
may still be used, provided other runway markings or runway lighting provide pilots with adequate
visual reference to continuously identify the take-off surface and maintain directional control throughout the take-off run.
b. Touchdown Zone RVR 10 (beginning of take-off run) and Rollout RVR 10, provided all of the following
visual aids and RVR equipment are available. The Mid RVR may be substituted for the Touchdown Zone
RVR report if the Touchdown Zone RVR report is not available.
1. Operative runway centerline lights (CL).
2. Two operative RVR reporting systems serving the runway to be used, both of which are required and
controlling. A Mid RVR report may be substituted for either a Touchdown Zone RVR report if a Touchdown Zone report is not available or a Rollout RVR report if a Rollout RVR report is not available.
c. Touchdown Zone RVR 5 (beginning of take-off run), Mid RVR 5 and Rollout RVR 5, provided all of the
following visual aids and RVR equipment are available.
1. Operative runway centerline lights (CL).
2. Runway centerline markings (RCLM).
3. Operative Touchdown Zone and Rollout RVR reporting systems serving the runway to be used, both
of which are controlling, or three RVR reporting systems serving the runway to be used, all of which
are controlling. However, if one of the three RVR reporting systems has failed, a take-off is authorized,
provided the remaining two RVR values are at or above the appropriate take-off minimums.
d. Take-off Guidance System, if applicable.
Touchdown Zone RVR 3 (beginning of take-off run), Mid RVR 3 and Rollout RVR 3, provided all the following
aids are available. Operative Touchdown Zone RVR and Rollout RVR reporting systems serving the runway
to be used, both of which are controlling, or three RVR reporting systems serving the runway to be used,
all of which are controlling. However if one of the three RVR reporting systems has failed, a take-off is
authorized, provided the remaining two RVR values are at or above the appropriate take-off minimums.
1. Operative high intensity runway lights (HIRL).
2. Operative runway centerline lights (CL).
3. Serviceable runway centerline markings (RCLM).
4. Front course guidance from the localizer must be available and used (if applicable to guidance system
used).
5. The reported crosswind component shall not exceed 10 knots.
6. The pilot in command and the second in command have completed the certificate holders approved
training program for these operations.
7. All operations using these minimums shall be conducted to runways which provide direct access to
taxiway routing which are equipped with operative taxiway centerline lighting which meets U.S. or
ICAO criteria for CAT III operations; or other taxiway guidance systems approved for these operations.
USA FORMAT
The title TAKE-OFF & OBSTACLE DEPARTURE PROCEDURE is used to indicate that both take-off minimums
and obstacle departure procedures are specified. In such cases, refer to the note OBSTACLE DP to the left and
immediately below the minimum columns for the procedure.
APPROACH AND DEPARTURE CHART
LEGEND INFORMATION
APPROACH CHART LEGEND
127
1
143831168000
Figures shown with RVR (runway visual range) represent readings in hundreds of feet. The figures without the
RVR prefix represent visibility in statute miles or fractions thereof.
For example: RVR 50 or 1 means 5000 feet RVR or one statute mile visibility;
RVR 24 or 1/2 means 2400 feet RVR or one-half statute mile visibility.
Individiual runway columns are shown whenever minimums are not the same for all runways. The best opportunity runway is shown at the far left. Within each runway column, all conditions are specified, and minimums
are positioned in ascending order, left or right. Columns are not established solely to identify runways with and
without RVR when all other conditions are the same.
Altitudes listed in climb gradient requirements or for obstacle departure procedures are above Mean Sea Level
(MSL). Ceiling specified for Take-off minimums or Alternate minimums are heights Above Airport Level (AAL).
TAKE-OFF MINIMUMS, WORLDWIDE CHARTS
Publication of minimums does not constitute authority for their use by all operators. Each individual operator
must obtain appropriate approval for their use.
128
APPROACH AND DEPARTURE CHART
LEGEND INFORMATION
APPROACH CHART LEGEND
On all formats, when the take-off minimums are specified in terms of ceiling and visibility, both values must be
reported by the responsible ground unit.
The take-off minimums published under the title AIR CARRIER are based on Joint Aviation Regulation Operations Subpart E. On charts dated prior to 12 Nov 99, the take-off minimums are published based on ICAO/ECAC
guidance material supported by adopted practice.
Take-off minimums published under the title AIR CARRIER (FAR 121) are based on U.S. Operations Specifications.
The application of these take-off minimums may be limited by the obstacle environment in the take-off and
departure area. The RVR/VIS minimums are determined to ensure the visual guidance of the aircraft during the
take-off run phase. The subsequent clearance of obstacles is the responsibility of the operator.
RVR and visibility values are shown in measuring units as reported by the governing agency.
The title TAKE-OFF & DEPARTURE PROCEDURE is used to indicate that both take-off minimums and departure
procedures are specified. In such cases, refer to the note DEPARTURE PROCEDURE to the left and immediately below the minimum columns for the procedure.
WORLDWIDE FORMAT FOR NON-FAA OR JAA MEMBER STATES ON CHARTS
DATED ON OR AFTER 11 MAY 01
1
143831168000
These minimums are provided for operators not
applying take-off minimums as specified under Air
Carrier (FAR 121). RVR/VIS in parentheses apply
only if TDZ RVR is supplemented by RVR reports at
mid runway and/or roll-out end. The TDZ RVR can be
determined by the pilot from the take-off position and
is considered for the application of these minimums.
Therefore, RVR/VIS minimums appropriate to TDZ
RVR may be charted, even though the RVR may
not be installed. Take-off minimums without specific
runway centerline markings (day only) should be at
least 500m. A Low Visibility Take-off with RVR/VIS
below 400m requires the verification that Low Visibility
Procedures (LVPs) have been established and are in
force (all CAT II/III approved aerodromes).
The following guidance has been established for
aerodromes not approved for CAT II/III operations.
Until such time that the concept for LVPs is also
established for such aerodromes, the commander
must satisfy himself with Air Traffic Services, or the
Aerodrome Operator, that for a Low Visibility Take-off
only one aircraft at a time is on the maneuvering area,
and that vehicle traffic on the maneuvering area is
controlled and restricted to the absolute minimum.
Authorized lower-than-standard take-off minimums
of RVR 500m VIS 400m must be increased to the
standard RVR 1500m or VIS 1600m for 1 & 2 eng.
aircraft and to RVR 720m or VIS 800m for 3 & 4
eng. aircraft, unless one of the following visual aids
is available.
“Adequate Vis Ref” is shown as a reminder that at
least one of the following visual aids must be available.
The Touchdown Zone RVR report, if available, is
controlling. The Mid RVR report may be substituted
for the Touchdown Zone RVR report if the Touchdown
Zone RVR report is not available.
a. Operative high intensity runway lights (HIRL).
b. Operative runway centerline lights (CL).
c. Runway centerline marking (RCLM).
d. In circumstances when none of the above
visual aids are available, 400m visibility [RVR
500m Vis 400m (RVR 16 or 1/4)] may still
be used, provided other runway markings or
runway lighting provide pilots with adequate
visual reference to continuously identify the
take-off surface and maintain directional control
throughout the take-off run.
ALTERNATE MINIMUMS
ALTERNATE minimums will be charted for individual airports when specified by the country. Charted minimums
are those specified by the country. The USA Operations Specifications require the operator to calculate alternate
minimums. The following is a condensed version of the applicable Operations Specifications.
APPROACH AND DEPARTURE CHART
LEGEND INFORMATION
APPROACH CHART LEGEND
129
MINIMUMS FOR FILING AS ALTERNATE
When USA Operations Specifications are binding, the certificate holder is authorized to derive alternate airport weather minimums from the following table. In no case shall the certificate holder use an alternate airport
weather minimum lower than any applicable minimum derived from this table. In determining alternate airport
weather minimums, the certificate holder shall not use any airport which is not authorized for use as an Alternate
Airport.
APPROACH FACILITY CONFIGURATION
For airports with at least one operational navigational
facility providing a straight-in non-precision approach
procedure, or Category 1 precision approach, or, when
applicable, a circling maneuver from an instrument
approach procedure.
For airports with at least two operational navigational
facilities, each providing a straight-in approach
procedure to different, *suitable runways.
For an ER-OPS Enroute Alternate Airport these
operations specifications apply for separate *suitable
runways.
Alternate Airport IFR Weather Minimums
Visibility
Ceiling
Add 400 ft to the MDH Add 1 SM or 1600m to
or DH as applicable.
the landing minimum.
Add 200 ft to the higher Add 1/2 SM or 800m
DH or MDH of the two
to the higher authorized
approaches used.
landing minimum of the
two approaches used.
*In this context, a “different” runway is any runway with a different runway number, whereas “separate” runways
cannot be opposite ends of the same runway.
130
APPROACH AND DEPARTURE CHART
LEGEND INFORMATION
Approach Chart Legend Take-Off and Alternate Minimums (continued)
U.S. FAR PART 121 AND 135 OPERATIONS SPECIFICATIONS
ALTERNATE AIRPORT MINIMUMS TABLES
USE OF TABLES
To determine your alternate minimums, review the landing minimums on the available approaches at the selected
alternate. Determine which navaid table applies. Enter the applicable table on the following page with the landing
HAT/HAA, and extract your alternate ceiling and visibility:
“ONE – NAVAID TABLE” should be used for the following approach facility configuration:
– For airports with at least one operational navigational facility providing a straight-in non-precision approach
procedure, or a straight-in precision approach procedure, of, when applicable, a circling maneuver from an
instrument approach procedure.
“TWO – NAVAID TABLE” should be used for the following approach facility configuration:
– For airports with at least two operational navigational facilities, each providing a straight-in non-precision
approach procedure, or a straight-in precision approach procedure to different, suitable runways. (However,
when an airport is designated as an ER-OPS Enroute Alternate Airport in your Operations Specifications,
the approach procedures used must be to separate, suitable runways.)
Comply with Operations Specifications. For foreign procedures, if Operations Specifications permit alternate
minimums lower than specified by the host government, obtain host government approval prior to their use.
U.S. FAR PART 121 AND 135 OPERATIONS SPECIFICATIONS
ALTERNATE MINIMUMS TABLES
ONE-NAVAID TABLE
CHARTED
HAT/HAA
200
201-300
301-400
401-500
501-600
601-700
701-800
801-900
901-1000
ALTERNATE
CEILING
600
700
800
900
1000
1100
1200
1300
1400
CHARTED
VIS
1/2
3/4
1
1 1/4
1 1/2
1 3/4
2
2 1/4
2 1/2
2 3/4
3
ALTERNATE
VIS
1 1/2
1 3/4
2
2 1/4
2 1/2
2 3/4
3
3 1/4
3 1/2
3 3/4
4
METRIC
CHARTED
ALTERNATE
VIS
VIS
2.4 Km
800 M
2.8 Km
1200 M, 1.2 Km
3.2 Km
1600 M, 1.6 Km
3.6 Km
2000 M, 2.0 Km
4.0 Km
2.4 Km
4.4 Km
2.8 Km
4.8 Km
3.2 Km
5.2 Km
3.6 Km
5.6 Km
4.0 Km
6.0 Km
4.4 Km
6.4 Km
4.8 Km
TWO-NAVAID TABLE
CHARTED
HAT/HAA
200
201-300
301-400
401-500
501-600
601-700
701-800
801-900
901-1000
ALTERNATE
CEILING
400
500
600
700
800
900
1000
1100
1200
CHARTED
VIS
1/2
3/4
1
1 1/4
1 1/2
1 3/4
2
2 1/4
2 1/2
2 3/4
3
ALTERNATE
VIS
1
1 1/4
1 1/2
1 3/4
2
2 1/4
2 1/2
2 3/4
3
3 1/4
3 1/2
METRIC
CHARTED
ALTERNATE
VIS
VIS
1.6 Km
800 M
2.0 Km
1200 M, 1.2 Km
2.4 Km
1600 M, 1.6 Km
2.8 Km
2000 M, 2.0 Km
3.2 Km
2.4 Km
3.6 Km
2.8 Km
4.0 Km
3.2 Km
4.4 Km
3.6 Km
4.8 Km
4.0 Km
5.2 Km
4.4 Km
5.6 Km
4.8 Km
APPROACH AND DEPARTURE CHART
LEGEND INFORMATION
APPROACH CHART LEGEND
131
Approach Chart Legend - VOR DME RNAV
VOR DME RNAV APPROACH CHART LEGEND
This legend applies to instrument approach procedures based on airborne area navigation (RNAV) systems
dependent upon VOR DME or VORTAC facilities and supplement the approach chart legend.
See below for LORAN RNAV approach procedures.
HEADING
1143831798000
PLAN VIEW
Primary VRTAC or VOR DME facility used to form waypoints. MSL
elevation or DME transmitter, station declination, and coordinates
are included in the facility box.
1143831798000
Waypoint. The label includes the waypoint name; the identifier of the
forming navaid; and the bearing (Theta) and distance (Rho) from
the forming navaid.
1143831798000
A waypoint may be located at a VORTAC or VOR DME.
1143831798000
Alongtrack Distance (ATD) fix. This ATD fix is an alongtrack position
defined as a distance in NM, with reference to the next waypoint.
1143831798000
132
APPROACH AND DEPARTURE CHART
LEGEND INFORMATION
APPROACH CHART LEGEND
PROFILE VIEW
1
143831798000
CONVERSION TABLE
1143831798000
APPROACH AND DEPARTURE CHART
LEGEND INFORMATION
CHARTED VISUAL FLIGHT PROCEDURES (CVFP)
133
Charted Visual Flight Procedures (CVFP)
VISUAL NOISE ABATEMENT PROCEDURES (USA ONLY)
Charted Visual Flight Procedures (CVFP's) are established at locations with jet operations for noise abatement
purposes. These procedures require radar monitoring and an operational air traffic control tower.
CVFPs originate at or near prominent landmarks. When landmarks are not visible at night, the approach will be
noted as “Not Authorized at Night”.
CVFPs usually originate not more than 15 flying miles from the airport. Charted course information between
landmarks along the flight track is provided for general orientation only. Navaids are provided for supplementary
information only.
Recommended altitudes are charted as “RECOMMENDED” and are for noise abatement purposes. Pilots are
not prohibited from flying other than recommended altitudes if operational requirements dictate.
Air Traffic ControL (ATC) will not issue a clearance for a CVFP when weather is less than published minimums.
Published minimums on CVFPs are based on minimum vectoring altitudes.
ATC will clear aircraft for a CVFP after the pilot reports sighting charted landmarks or a preceding aircraft. When
instructed to follow a preceding aircraft, pilots are responsible for maintaining a safe approach interval and wake
turbulence separation. Advise ATC if unable to continue the approach. Since CVFPs are visual procedures, a
missed approach is a normal go-around.
CVFPs are designed for visual operations. They depict only those visual check points deemed significant by
the originating authority. They do not depict all obstacles that may be encountered below reasonable and safe
altitudes.
The plan view is a graphic picture of the approach presented to scale. Symbols common to CVFPs are shown
below.
1239915401000
1239915401000
Visual flight track
Recommended altitudes are
labeled “RECOMMENDED”.
All altitudes are “MINIMUM”
altitudes unless specifically
labeled otherwise. Altitudes are
above mean sea level.
1239915401000
1239915401000
1239915401000
Railroads
Highway
1239915401000
1239915401000
Rivers
Altitude designated to indicate
the floor of the Terminal Control
Area when applicable.
Lakes or large water area.
1239915401000
1239915401000
Landmarks used as visual aids
during the approach. Each
symbol is tailored to represent
the specific landmark used in
the procedure.
Mandatory altitudes are labeled
“MANDATORY” and apply at
the fix or point.
1239915401000
1239915401000
Maximum altitudes are labeled
“MAXIMUM”.
Power and Pole line.
1239915401000
1239915401000
Airport to which the approach
is designated.
Other nearby airports.
1239915401000
City or heavily built up area.
1239915401000
134
APPROACH AND DEPARTURE CHART
LEGEND INFORMATION
APPROACH CHART LEGEND
Approach Chart Legend - GPS
GPS APPROACH CHARTS
This GPS Approach Chart Legend supplements the standard approach chart legend beginning on INTRODUCTION — Approach Chart Legend. Equipment requirements, database requirements, and requirement or
non-requirement for monitoring conventional navaids are not addressed in this legend-Refer to Jeppesen Air
Traffic Control (ATC) for this information. [For the United States, refer to the Jeppesen Radio Aids — Navigation
Aids.]
1185999925000
Jeppesen database identifiers are always shown in italic type. They are enclosed within square brackets, as
[D255G], or prior to October 1994 within parentheses, as (D255G).
1185999925000
APPROACH AND DEPARTURE CHART
LEGEND INFORMATION
APPROACH CHART LEGEND
135
1185999925000
136
APPROACH AND DEPARTURE CHART
LEGEND INFORMATION
NEW FORMAT
SID/DP AND STAR CHART LEGEND
Approach Chart Legend – Briefing Strip Concept
Effective 19 September 1997
APPROACH CHART LEGEND NEW FORMAT (BRIEFING STRIP CONCEPT)
Approach charts are graphic representations of instrument approach procedures prescribed by the governing
authority. The following pages briefly explain the symbols used on these charts. Not all items apply to all charts.
GENERAL FORMAT
1143831890000
APPROACH AND DEPARTURE CHART
LEGEND INFORMATION
NEW FORMAT
SID/DP AND STAR CHART LEGEND
137
APPROACH CHART HEADING
1143831890000
COMMUNICATIONS
1
143831890000
PRE-APPROACH BRIEFING INFORMATION
1143831890000
138
APPROACH AND DEPARTURE CHART
LEGEND INFORMATION
NEW FORMAT
SID/DP AND STAR CHART LEGEND
APPROACH CHART PLAN VIEW
NAVAIDS
ILS, LOC, LDA, SDF, or MLS
1143831890000
LOC Back Course
1143831890000
Offset Localizer
1143831890000
Marker
1143831890000
Marker with Locator or NDB
1143831890000
Marker with co-located intersection or DME fix
1143831890000
NAVAID INFORMATION BOXES
Navaid information boxes containing the navaid name, identifier, frequency and Morse code.
Shadowed box indicates the primary navaid or the approach.
1143831890000
“D” indicates the DME capability.
1143831890000
BEARINGS
Magnetic course
1143831890000
True course
1143831890000
VOR Radials forming a position or fix. VOR Radials are bearing
from the navaid. NDB bearings are to the navaid.
1143831890000
APPROACH AND DEPARTURE CHART
LEGEND INFORMATION
NEW FORMAT
SID/DP AND STAR CHART LEGEND
AIRPORTS
Civil or Joint use Airport
1143831890000
Airport with rotating beacon
1143831890000
Military Airport
1143831890000
Heliport
1143831890000
Seaplane Base
1143831890000
Closed Airport
1143831890000
SPECIAL USE AIRSPACE
Restricted Area
1143831890000
Prohibited Area
1143831890000
139
140
APPROACH AND DEPARTURE CHART
LEGEND INFORMATION
NEW FORMAT
SID/DP AND STAR CHART LEGEND
PROFILE VIEW
PROFILE SYMBOLS
VOR, NDB, or Waypoint.
1143831890000
Fan Marker with name/code.
1143831890000
Fan Marker and NDB co-located.
1143831890000
Fix with name or DME distance.
1143831890000
PROFILE ALTITUDES
All altitudes in the profile view are minimum altitudes above mean sea level, unless otherwise specified.
Minimum Altitude (MIM).
1143831890000
Mandatory altitude at specified position or fix.
1143831890000
Maximum altitude (MAX) at specified position or fix.
1143831890000
Recommended altitude.
1143831890000
Height above airport, runway end, or touchdown zone.
1143831890000
Altitudes in the profile will be in BOLD type when the altitude is at the:
- FAF on non-precision approaches
- ILS Glide Slope Intercept altitude
- ILS Glide Slope altitude at the outer marker
APPROACH AND DEPARTURE CHART
LEGEND INFORMATION
NEW FORMAT
SID/DP AND STAR CHART LEGEND
141
CONVERSION TABLES LIGHTING BOX AND MISSED APPROACH ICONS
CONVERSION TABLE
Conversion tables, Lighting Box and Missed Approach Icons are located below the profile view.
1
143831890000
LIGHTING BOX
The lighting box displays the approach lights (ALS), visual approach slope lighting (VASI or PAPI), and runway
end lights (REIL) for the straight-in landing runway. The lighting box is omitted when ALS, VASI, PAPI or REIL
not installed.
1143831890000
Approach lights and
VASI. (VASI and PAPI are
depicted in their relative
position; Left, Right or Both
sides of centerline.)
1143831890000
1143831890000
Approach lights.
Approach lights.
(Configuration unknown)
1143831890000
REIL and VASI.
MISSED APPROACH ICONS
Missed Approach Icons include a wide variety of initial action instructions. A representative sample of Icons are
shown below:
1
143831890000
1
143831890000
Right Turn
Left Turn (greater
(greater than 45°)
than 45°)
1
143831890000
1
143831890000
Left Turn (less
than 45 °)
1
143831890000
1
143831890000
Climb
1
143831890000
1
143831890000
Direct
Climb to altitude
1
143831890000
1
143831890000
1
143831890000
1
143831890000
142
Fly Heading
APPROACH AND DEPARTURE CHART
LEGEND INFORMATION
NEW FORMAT
SID/DP AND STAR CHART LEGEND
Track Radial
To specified Fix
To specified
navaid
Turn to
specified
Course
Turn to
specified
Altitude
1143831890000
1143831890000
Airspeed limit
Right turn with Limit
NOTE: Missed Approach Icons provide for initial actions only. Always refer to the Missed Approach instructions
in the PRE-APPROACH BRIEFING section and the plan view for complete instructions.
VERTICAL NAVIGATION (VNAV)
Vertical Navigation (VNAV) descent information will appear in the profile view of selected non-precision
approaches beginning with charts dated 3 Dec 1999. The VNAV information appearing in the profile illustrates
the geometric descent path with a descent angle from the Final Approach Fix (FAF) to the Threshold Crossing
Height (TCH) at the approach end of the runway.
The VNAV descent path, depicted with a screened line, is based on the same descent angle coded into the
Jeppesen NavData database. Use of this descent angle by certified VNAV-capable avionics equipment will
ensure a stable, constant rate of descent that will clear all intervening altitude restrictions. Some approach procedures may require a delay of the start of descent beyond the FAF, until the VNAV descent path is intercepted.
The profile view will depict this level segment of flight as required.
The VNAV descent angle appears in brackets along the VNAV descent path and is repeated in the conversion
table. Additionally, the conversion table provides a recommended rate of descent relative to the VNAV angle and
groundspeed.
The inclusion of the VNAV descent angle does not change or modify existing non-precision approach requirements. Usage of the Minimum Descent Altitude (MDA), as well as the Missed Approach Point (MAP), remains
unchanged. In accordance with Federal Aviation Regulations (FARs) and ICAO PANS OPS criteria, do not
descend below the MDA until attaining the required visual reference. Additionally, do not initiate the prescribed
missed approach procedure prior to reaching the published missed approach point.
NOTE: Operators may obtain permission from their controlling authority to use Decision Altitude (DA) operational
techniques when making a VNAV descent. This approval is specific to the operator and to the approach.
VNAV descent is optional. Use of any VNAV approach technique is dependent on operator approval, certified
VNAV-capable equipment availability, and crew training.
1
143831890000
VNAV descent information from FAF to runway with TCH of 50".
APPROACH AND DEPARTURE CHART
LEGEND INFORMATION
NEW FORMAT
SID/DP AND STAR CHART LEGEND
143
1143831890000
VNAV descent information from FAF to runway with TCH of 45". Note that the VNAV path requires maintenance
of level flight after the FAF, prior to intercepting the VNAV descent path of 3.50°, in order to cross the 2.0 NM
to RW29 stepdown fix or above 1390". For approved operators, use of DA(H) operational technique on this
approach is indicated by the ballflag note as well as by the dashed VNAV descent track in the profile view.
AIRPORT CHART FORMAT
The airport chart is normally printed on the back of the first approach chart. At larger airports the airport chart will
preceed the first approach chart and contain an enlarged diagram. Airport charts contain information pertaining to the airport including communications, take-off and alternate minimums, and IFR departure procedures.
Separate airport charts may be included to display detailed ramp and parking positions or low visibility taxiway
routes.
HEADING
Airport, Ramp and Taxiway Charts
The Airport chart contains the location name, the airport name, airport elevation, latitude and longitude, Jeppesen NavData (ICAO) identifier, and date.
1
143831890000
COMMUNICATIONS
Communications for departure are listed in order of normal use.
1
143831890000
144
APPROACH AND DEPARTURE CHART
LEGEND INFORMATION
NEW FORMAT
SID/DP AND STAR CHART LEGEND
AIRPORT DIAGRAM SYMBOLS
1143831890000
Low Visibility Taxiway Charts
Low Visibility Taxiway Charts and Surface Movement Guidance and Control System (SMGCS) charts have special labels in the heading to indicate specific usage.
1
143831890000
APPROACH AND DEPARTURE CHART
LEGEND INFORMATION
NEW FORMAT
APPROACH CHART LEGEND
145
SID / DP & STAR Chart Legend - New Format 2002
Effective 16 August 2002
SID/DP & STAR CHART LEGEND NEW FORMAT
NOTE: Legend pages titled “NEW FORMAT SID/DP/STAR” contain information specific to charts formatted in
the new SID/DP/STAR chart concept. This legend includes only those items that are unique to the NEW
SID/DP/STAR FORMAT. For information not covered in the NEW FORMAT SID/DP/STAR chart legend, refer
to the regular SID/DP/STAR chart legend in the Airway Manual.
SID/DP& STAR charts are graphic illustrations of the procedures prescribed by the governing authority. A text
description may be provided, in addition to the graphic, when it is furnished by the governing authority. Not all
items apply to all charts.
SID/DP/STAR CHART HEADING
1
143832096000
SID/DP/STAR chart heading consists of the following:
City/Location and State/Country names.
Chart type identifier.
1
1
143832096000
143832096000
Airport name.
1
1
Jeppesen NavData/ICAO/IATA airport identifier.
143832096000
143832096000
Communication frequency.
1
1
Revision date, index number and effective date.
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Airport elevation.
1
1
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Common placement of notes applicable to the
procedure.
SID/DP/STAR CHART PLAN VIEW
PROCEDURE TITLE
Navaids, intersections or waypoints identified in the procedure title (e.g., starting point of a STAR or end point
of a SID/DP) are shown prominently for better identification. navaid boxes will include a shadowed outline,
intersection or waypoint names will be shown in larger text size.
Navaid
Intersection
DINKELSBUL
SKEBR ONE
Departure
Arrival
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APPROACH AND DEPARTURE CHART
LEGEND INFORMATION
NEW FORMAT
APPROACH CHART LEGEND
SPEED RESTRICTIONS
Speed restrictions that apply to the entire procedure are shown below the procedure title.
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SYMBOLS
RADIALS
AIRPORTS
Civil or Joint use Airport
1
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VOR Radials forming a
position or fix. VOR Radials
are bearings from the
navaid. NDB bearings are to
the navaid.
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Alirport with rotating beacon
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1
Military Airport
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INFORMATION BOXES
Information boxes are placed along the procedure tracks. Their content is associated with the graphical depiction
of the SID/DP/STAR chart. Information boxes include a wide variety of action, instructions or restrictions such
as: pilot actions, ATC instructions, directional and altitude instructions, climb restrictions, etc. Representative
samples of information boxes are shown below.
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1
2096000
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1
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1
1
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1
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LOST COMMUNICATIONS PROCEDURE
The symbol below identifies the LOST COMMUNICATIONS PROCEDURE to be flown when communications
are lost with ATC after take-off.
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On recognition of communication failure Squawk 7600.
TEXT SECTION
A text description may be provided, in addition to the graphic, when it is furnished by the governing authority.
STAR
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APPROACH AND DEPARTURE CHART
LEGEND INFORMATION
NEW FORMAT
APPROACH CHART LEGEND
147
SID/DP
1
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148
APPROACH AND DEPARTURE CHART
LEGEND INFORMATION
APPROACH CHART LEGEND EU-OPS 1 AERODROME OPERATING MINIMUMS (AOM)
Approach Chart Legend — EU-OPS 1 Aerodrome Operating Minimums (AOM)
Publication of minimums does not constitute authority for their use by all operators. Each individual
operator must obtain appropriate approval for their use.
GENERAL
Beginning in November 2008 Jeppesen will replace the current JAR-OPS 1 minimums with the new minimums
introduced by the 2nd amendment to EU-OPS 1.
The “Standard” label in the upper left corner of the minimums box indicates that the minimums are based on
EU-OPS 1 (Subpart E - Appendix 1 new to OPS 1.430). The “JAR-OPS” label in the upper left corner of the
minimums box indicates that the minimums are based on JAR-OPS 1 or EU-OPS 1 (Subpart E - Appendix 1
old to OPS 1.430). For a detailed excerpt of EU-OPS 1 minimums refer to Air Traffic Control (ATC) Series 600
pages.
Jeppesen charted minimums are not below any State-provided minimums. Higher existing minimums for FAR
121 operators and those applying U.S. Operations Specifications are footnoted. RVR/CMV/VIS values are shown
in measuring units as reported by the governing agency.
AOM for take-off and landing are either shown on Jeppesen instrument approach or aerodrome charts or on a
separate minimums listing. Landing minimums will be shown as RVR, but values above 2000m will be designated
as Converted Meteorological Visibility, prefixed “CMV”. Take-off minimums are shown without prefix because
they are either RVR or VIS. Circling minimums are always visibilities which is indicated in the circling minimums
box. For the separate minimums listings RVR, CMV and VIS are abbreviated as R, C and V. The following table
is used to convert a reported VIS into RVR/CMV.
CONVERSION OF REPORTED MET VIS TO RVR/CMV
RVR/CMV = Reported MET VIS x
Day
Night
1.5
2.0
1.0
1.5
1.0
Not Applicable
Lighting elements in operation
HIALS and HIRL
Any type of lighting installation other than above
No lighting
NOTE: Most of the samples focus only on the relevant information of the related paragraph. Other sections within
the samples are intentionally left blank.
TAKE-OFF MINIMUMS
The application of these minimums may be limited by the obstacle environment in the take-off and departure
area. The RVR/VIS minimums are determined to ensure the visual guidance of the take-off run phase. The subsequent clearance of obstacles is the responsibility of the operator. Low visibility take-off with RVR/VIS below
400m requires the verification that Low Visibility Procedures (LVP) have been established and are in force.
RVR/VIS for the initial part of take-off run can be replaced by pilot assessment. The multiple RVR requirement
means, that the required RVR value must be achieved for all of the relevant RVR reporting points, except for
the initial part, which can be determined by pilot assessment. Approved operators may reduce their take-off
minimums to 125m (aircraft categories A, B, C), 150m (category D) or to 75m (all categories) with an approved
lateral guidance system.
Sample of Take-off Minimums
1
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APPROACH AND DEPARTURE CHART
149
LEGEND INFORMATION
APPROACH CHART LEGEND EU-OPS 1 AERODROME OPERATING MINIMUMS (AOM)
CIRCLING MINIMUMS
Circling minimums will only be charted if a circling OCA(H) or MDA(H) is provided by the procedure source.
Otherwise, the circling box will be removed. If circling is not authorized by the procedure source, it will be noted
in the notes box of the Briefing Strip header. Where straight-in minimums are higher than circling minimums
(DH/MDH or RVR/VIS), the circling MDH or visibility will be raised to match the straight-in minimums.
NON-PRECISION APPROACH MINIMUMS AND CHART PROFILE VIEW
According to the EU-OPS requirements, all non-precision approaches shall be flown using the continuous
descent final approach (CDFA) technique with decision altitude (height), and the missed approach shall be
executed when reaching the DA(H) or the missed approach point (MAP), whichever occurs first. The lateral
part of the missed approach procedure must be flown via the MAP unless stated otherwise in the procedure.
Normally only CDFA minimums are shown. These are identified by the use of a DA(H). Jeppesen does not
include an add-on when publishing a DA(H) for a CDFA non-precision approach. Non-CDFA minimums are
shown in exceptional cases and identified by an MDA(H).
Sample of Non-precision Minimums (CDFA)
1
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Sample of Non-precision Minimums (CDFA + non-CDFA)
1
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The profile depiction will be modified to show the continuous descent on final approach. Source-published minimum altitudes will be shown as segment minimum altitudes in the profile (grey shaded box). These minimum
altitudes are typically provided for obstacle clearance and must not be violated to remain clear of obstacles or
terrain.
If not published by the procedure source, a table depicting DME vs altitude, distance vs altitude, or timing vs
altitude will be calculated by Jeppesen and shown above the profile view. The timing table includes the descent
angle, the FAF and the altitude at the FAF. Altitudes are calculated for 20, 40, 60, 80 and 100s from FAF and
are based on speeds of 90, 120, 140, 160 and 180kt. Only altitudes above the decision altitude are provided.
150
APPROACH AND DEPARTURE CHART
LEGEND INFORMATION
APPROACH CHART LEGEND EU-OPS 1 AERODROME OPERATING MINIMUMS (AOM)
Sample of timing vs altitude table
1
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Where CDFA minimums are shown, the profile will be modified to depict the continuous descent. The missed
approach pull-up arrow is shown at the point where the decision height is reached. There is no level segment
depicted prior to the MAP, and the MAP is shown as published by the procedure source.
1
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In exceptional cases it may be necessary to include CDFA and non-CDFA minimums. Where this occurs, a level
segment is shown prior to the missed approach point and the pull-up arrow is shown at the MAP.
1
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APPROACH AND DEPARTURE CHART
151
LEGEND INFORMATION
APPROACH CHART LEGEND EU-OPS 1 AERODROME OPERATING MINIMUMS (AOM)
CAT I PRECISION AND APV APPROACH MINIMUMS
An RVR of less than 750m may be used under the conditions a. to d. shown below (Full column). Otherwise the
RVR is limited to 750m or above (Limited column).
a. CAT I operations to runways with FALS and TDZ and CL and with decision height of 200ft or
b. CAT I operations to runways with FALS but without TDZ and/or CL when using an approved HUDLS or an
equivalent approved system or
c. CAT I operations to runways with FALS but without TDZ and/or CL when conducting a coupled or flightdirector-flown approach to a decision height not less than 200ft or
d. APV to runways with FALS and TDZ and CL when using an approved HUD, but not below RVR 600m.
Sample of CAT I Minimums (FALS + CL)
1
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Sample of CAT I Minimums (IALS)
1
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Sample of APV Minimums (FALS + TDZ + CL)
1
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LOWER THAN STANDARD CAT I MINIMUMS
Operators must be approved by their authority to conduct lower than standard CAT I operations. For approved
operators, tailored charts will be created on customer request.
152
APPROACH AND DEPARTURE CHART
LEGEND INFORMATION
APPROACH CHART LEGEND EU-OPS 1 AERODROME OPERATING MINIMUMS (AOM)
CAT II PRECISION APPROACH MINIMUMS
Minimums are applicable to EU-OPS approved operators as well as to FAR 121 operators and those applying
U.S. Operations Specifications (OpsSpecs). Higher existing minimums in accordance with U.S. OpsSpecs are
footnoted.
The minimum RVR is 300m. But for category D it is required to conduct an autoland. Otherwise, the minimum
RVR is 350m; however, this value is not charted on standard Jeppesen charts.
Sample of CAT II Minimums
1
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OTHER THAN STANDARD CAT II PRECISION APPROACH MINIMUMS
These minimums will only be published if the procedure is approved for their use by the aerodrome’s Civil Aviation Authority. Charting is similar to standard CAT II minimums but includes columns for conditions with and
without lights. An RVR of 400m or below can only be used if CL are available. Where the higher value of 450m
is shown in the box, the lower value, which requires CL, is added as footnote.
Sample of Other Than Standard CAT II Minimums (FALS + CL)
1
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Sample of Other Than Standard CAT II Minimums (IALS)
1
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CAT III PRECISION APPROACH MINIMUMS
CAT III minimums are only charted on tailored charts or on the Airline Chart series (CAO). The depiction depends
on the customer’s approved minimums (aircraft category or aircraft type).
APPROACH AND DEPARTURE CHART
153
LEGEND INFORMATION
APPROACH CHART LEGEND EU-OPS 1 AERODROME OPERATING MINIMUMS (AOM)
1
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AERODROME MINIMUMS LISTING
On customer request, the minimums may be made available on a minimums listing page. The listings are indexed
as 10-9S, 20-9S, etc. This listing is an interim solution until all affected approach and airport charts are converted
to the new minimums.
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154
APPROACH AND DEPARTURE CHART
LEGEND INFORMATION
APPROACH CHART LEGEND EU-OPS 1 AERODROME OPERATING MINIMUMS (AOM)
DEPICTION OF EU-OPS AOM IN CASE OF EXISTING STATE MINIMUMS
If State minimums are officially published, the depiction of AOM may differ from the standard depiction where all
values are expressed as RVR or CMV.
a. If RVR/CMV and VIS are charted together, the RVR value is compulsory. If no RVR is reported, the VIS
has to be used without conversion.
b. No prefix is charted if RVR/CMV and VIS is identical. The reported RVR is compulsory. If no RVR is reported,
the VIS has to be used without conversion.
c. If only VIS is charted, the VIS has to be used without conversion.
Chart Format Description Information
156
CHART FORMAT DESCRIPTION INFORMATION
APPROACH CHART LEGEND
Approach Chart Legend
GENERAL INFORMATION
Approach charts are graphic illustrations of the instrument approach procedures prescribed by the governing
authority. All charts meet FAA requirements for aeronautical charts. The following legend pages briefly explain
symbology used on approach charts throughout the world. Not all items apply to all locations. The approach
chart is divided into specific areas of information as illustrated below.
FORMATS
The first approach procedure published for an airport has the procedure chart published on the front side with
the airport chart on the back side. On major airports, the airport chart may precede the first approach procedure.
These locations will have expanded airport information that may occupy more than one side. When an airport
has more than one published approach procedure, they are shown front and back on additional sheets. Blank
pages will indicate “INTENTIONALLY LEFT BLANK”.
APPROACH PROCEDURE CHART FORMAT
AIRPORT CHART FORMAT
11
1
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On charts dated on and after 10 MAR 95, key information is displayed in bold type. Key information includes
Communication frequencies, Primary navaid frequency and identifier, Procedure bearings and Altitudes, Airport
and runway end elevation, Decision Altitude and Minimum Descent Altitude, and Missed Approach turn limit and
direction, course and altitude.
CHART FORMAT DESCRIPTION INFORMATION
APPROACH CHART LEGEND
157
HEADING
1
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The geographical name used is generally the major city served by the civil airport or installation name if a military
airport. A hyphen before the airport name is used when the location name is part of the airport name. The charts
are arranged alphabetically by the geographical location served.
NOTE: U.S. Airway Manual: The civil Approach Charts covering the United States are arranged alphabetically
by state. Within each state, the charts are arranged alphabetically by the name of the city served.
For each location, the charts are sequenced by the chart index number. This index number will appear as shown
below:
First Digit:
Second Digit:
0
1
2
3
4
5
represents the airport number and is an arbitrary assignment.
represents the chart type as shown below:
– area, SID, etc.
– ILS, MLS, LOC, LDA, SDF, KRM
– GPS (Sole use)
– VOR
– TACAN
– RESERVED
Third Digit:
6 – NDB
7 – DF
8 – PAR, ASR, SRA, SRE
9 – RNAV, Vicinity Chart, Visual Arrival or Visual
Departure Chart, LORAN
represents the filing order of charts of the same type.
Oval outlines of chart index numbers represent:
Standard chart issued to Airway Manual subscribers.
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Special chart issued to special coverages only. Contains modified information
for your company.
1185998656000
Standard chart that uses only metric system units of measure.
1185998656000
In this numerical system – both procedure and airport – there will be gaps in the filing sequence because of
deletions, expected expansion, selected distribution and tailoring for specific subscribers. Two procedures may
be combined. Numbering, in this case, will be for the lowest number of the pair. ILS and NDB is a typical combination indexed as 11-1, 21-1, etc.
All chart dates are Friday dates. This chart date is not to be confused with the effective date. The effective date
is charted when a chart is issued prior to the changes being effective. Charts under USA jurisdiction with an
effective date are effective at 0901Z of that date.
158
CHART FORMAT DESCRIPTION INFORMATION
APPROACH CHART LEGEND
Procedure identification is given below the airport name. This identification is per the applicable authoritative
source (e.g. VOR-1, NDB (ADF) Rwy 16, NDB Rwy 16, etc.). The use of an alphabetical suffix indicates a procedure does not meet criteria for straight-in landing minimums (e.g. VOR-A, VOR-B, LOC (BACK CRS)-A, etc.).
MSA provides 1000 feet of obstruction clearance within the circle (or sector) within 25 nautical miles of the facility
/ fix identified just to the lower right of the circle. If the protected distance is other than 25 nautical miles, the
effective radius is stated beside the identifier of the central facility. The MSA value is supplied by the controlling
authority.
COMMUNICATIONS AND ALTIMETER SETTING DATA
Communications for “arrivals” are given in normal sequence of use as shown below. See Airport Chart Legend,
for other communications.
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Transition level and transition altitude are listed on the bottom line of the communications and altimeter setting
data box. Transition level and transition altitude are provided for all areas outside the 48 conterminous United
States, Alaska and Canada.
Trans level: FL60
The transition level (QNE) is the lowest level of flight
using standard altimeter setting (29.92 inches of
mercury or 760 millimeters of mercury or 1013.2
millibars or 1013.2 hectopascals.)
Trans alt: 5000' (4987')
The transition altitude (QNH) is the altitude at and
below which local pressure setting must be used.
Altimeter setting units are listed on the bottom line of communications data box.
Barometric Pressure Equivalent in millibars or hectopascals enables aircraft operators who use QFE altimeter
setting for landing to establish the QFE altimeter setting by subtracting the hectopascal or millibar equivalent
from the reported QNH altimeter setting. The value shown is the barometric pressure equivalent for the height
reference datum for straight-in landing. The height reference datum will be the runway threshold elevation (Rwy),
airport elevation (Apt) or the runway touchdown zone elevation (TDZE), as applicable.
Letter designations behind a frequency indicate operation as follows:
G – guards only
T – transmits only
X – on request
Bearings defining frequency sectors are clockwise outbound (e.g., 270° to 090° would be north of the airport.)
APPROACH PLAN VIEW
The plan view is a graphic picture of the approach, usually presented at a scale of 1 in = 5 NM. Plan views at
scales other than 1 in = 5 NM are noted. Latitude and longitude are shown in 10 minute increments on the plan
view neatline. Symbols used in the plan view are shown below.
CHART FORMAT DESCRIPTION INFORMATION
APPROACH CHART LEGEND
159
NAVAIDS
NDB (Non-Directional Radio Beacon)
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VOR (VHF Omni-Directional Range)
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TACAN (Tactical Air Navigation facility) or DME (Distance
Measuring Equipment)
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VORTAC or VORDME
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ILS, LOC, LDA, SDF, MLS or KRM Front Course
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LOC Back Course
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Offset Localizer
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1173277231000
Markers with or without locator, NDB or Intersection. The
triangle or circle in a marker or NDB symbol represents
co-located intersection
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1173277231000
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Navaid facility boxes include facility name, identifier, Morse
code and frequency. The shadow indicates the primary
facility upon which the approach is predicated. In VORTAC
and VORDME facility boxes the letter “D” indicates DME
capability.
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VOR, VORTAC and VORDME class is indicated by a letter
“T” (Terminal), “L” (Low Altitude) or “H” (High Altitude)
when available.
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Underline shown below navaid identifier, indicates Beat
Frequency Oscillator (BFO) required to hear Morse Code
identifier.
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Indicates part-time operation.
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TACAN facility box with “Ghost” VOR frequency for
civil tuning of TACAN – only facilities to receive DME
information.
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160
CHART FORMAT DESCRIPTION INFORMATION
APPROACH CHART LEGEND
Australia Domestic DME. Operates on 200 MHz and
requires airborne receiver specific to this system.
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ILS, LOC, LDA, or SDF facility box. It includes inbound magnetic course, frequency, identifier, and Morse code.
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Localizer Back Course facility box. Front course included for HSI setting.
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MLS facility box including inbound magnetic final approach course, MLS channel, identifier with Morse code
and VHF “Ghost” frequency for manually turning DME.
BEARINGS
Magnetic Course
True Course
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VOR cross radials and NDB bearings forming a position fix are
“from” a VOR and “to” an NDB.
Morse code ident is charted on VOR radial/NDB bearing when
forming facility is outside of plan view.
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On charts dated on or after 10 MAR 95, General procedure NOTES are contained within a single box in the
planview. NOTES specific to a single item on the chart are associated with that item.
RADAR required.
Use ITRP ILS DME when on LOC course.
Pilot controlled lighting.
AIRSPACE FIXES
Non-Compulsory Airspace Fixes
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Compulsory Airspace Fixes
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Fly-over Airspace Fixes
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CHART FORMAT DESCRIPTION INFORMATION
APPROACH CHART LEGEND
161
DME value will be portrayed as D10.0. When fix and co-located navaid names are the same, only the navaid
name is displayed.
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Allowable substitutions for identifying a fix are noted in the planview. At the pilot’s request, where ATC can
provide the service, ASR may be substituted for the OM. In addition, PAR may be substituted for OM and MM.
APPROACH TRANSITIONS
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Route without minimum altitude. Altitude to be assigned by ATC.
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Initial Approach Fix
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Intermediate Approach Fix
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No procedure turn, Race Track Pattern or any other type of course
reversal procedure required or authorized without ATC clearance.
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Ball Flag notes – see applicable reference notes elsewhere on the plan
view.
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Approach transition inset. (Dog leg route, with off-chart turn). Also provided when route originates at an
off-chart intersection designated only for approach use – such fixes are not charted on Enroute and Area
Charts.
162
CHART FORMAT DESCRIPTION INFORMATION
APPROACH CHART LEGEND
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NoPT arrival sectors depict an area of approach transition routing to an approach fix. No procedure turn,
Race Track Pattern or any type course reversal is required nor authorized without ATC clearance when an
arrival course is within the charted sector and on an established airway radial to the fix.
Approach transition track, distance, and altitude from a defined fix is illustrated below.
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Note that the routes from STO to Plant to Tower are approach transitions, whereas the STO R-275° is not an
approach transition. The STO R-275° has a small arrowhead and is a cross radial forming Tower. The STO
R-300° has a large and small arrowhead indicating both an approach transition and a cross radial forming
Plant. Plant and Tower are also formed by the IPEN localizer course.
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An approach transition coincidental with the approach procedure flight track is charted offset from the flight
track for clarity.
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Approach transitions via DME arcs are illustrated below with distance from facility, direction of flight, start and
termination points of the arc. DME arc altitude is maintained until established on approach course.
CHART FORMAT DESCRIPTION INFORMATION
APPROACH CHART LEGEND
163
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Lead radials may be provided as an advisory point for turning to the approach course.
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Approach transitions may be described under the originating navaid with course, distance, altitude, and
terminating point.
APPROACH PROCEDURE FLIGHT TRACK
1173277231000
The approach procedure flight track is portrayed by a
bold line. This track begins in the plan view at the same
location where the profile begins.
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High level approach track
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Visual flight track
164
CHART FORMAT DESCRIPTION INFORMATION
APPROACH CHART LEGEND
PROCEDURE TURNS – COURSE REVERSALS
Schematic portrayal of procedure turn
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When a procedure turn, Racetrack pattern, Teardrop or Base turn is not portrayed, they are not authorized.
ALTITUDES
All altitudes in the plan view are “MINIMUM” altitudes unless specifically
labeled otherwise. Altitudes are above mean sea level in feet. May be
abbreviated “MIM”.
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Mandatory altitudes are labeled “MANDATORY” and mean at the fix or
glide slope intercept.
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Maximum altitudes are labeled “MAXIMUM”. May be abbreviated “MAX”.
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Recommended altitudes are labeled “RECOMMENDED”.
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MISSED APPROACH
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Initial maneuvering course for missed approach. Details of the
missed approach are specified below the profile diagram.
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CHART FORMAT DESCRIPTION INFORMATION
APPROACH CHART LEGEND
165
HOLDING PATTERN
Holding pattern not part of the approach procedure. DME figures, when
provided, give the DME distance of the fix as the first figure followed by the
outbound limit as the second figure. 3000 indicates the minimum holding
altitude (MHA).
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Length of holding pattern in minutes when other than standard.
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Holding patterns are generally not charted to scale.
Indicates procedure for leaving the holding pattern.
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AIRPORTS
IFR airports in the area and VFR airports underlying the final approach are depicted.
Airport to which the approach is designed.
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Nearby Military airport
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Nearby Civil or joint use Military airport
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Heliport
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Civil Seaplane Base
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Military Seaplane Base
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Airport with light beacon
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Abandoned or closed airport
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An airport reference circle, 5 statute miles in radius, centered on the airport. Omitted
after 1 OCT 93.
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AIRSPACE
Restricted airspace (Refer to the Enroute Chart for limitations.)
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PROHIBITED AREA SC(P) – 23
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166
CHART FORMAT DESCRIPTION INFORMATION
APPROACH CHART LEGEND
ORIENTATION DETAILS
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TERRAIN HIGH POINTS AND MAN-MADE STRUCTURES
a. Some, but not all, terrain high points and man-made structures are depicted, along with their elevation
above mean sea level. THIS INFORMATION DOES NOT ASSURE CLEARANCE ABOVE OR AROUND
THE TERRAIN OR MAN-MADE STRUCTURES AND MUST NOT BE RELIED ON FOR DESCENT BELOW
THE MINIMUM ALTITUDES DICTATED BY THE APPROACH PROCEDURE.
Generally, terrain high points and man-made structures less than 400 feet above the airport elevation are
not depicted.
b. Symbols for terrain high points and man-made structures:
Natural terrain (peak, knoll, hill, etc.) Used prior to August 12, 1988.
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Unidentified natural terrain or man-made. Used prior to August 12, 1988.
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Natural terrain (peak, knoll, hill, etc.) Used after August 12, 1988.
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Man-made (tower, stack, tank, building, church)
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Unidentified man-made structure
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Mean Sea Level elevation at top of TERRAIN HIGH POINT/MAN-MADE
STRUCTURE.
Denotes unsurveyed accuracy
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Arrow indicates only the highest of portrayed TERRAIN HIGH POINTS AND
MAN-MADE STRUCTURES in the charted planview. Higher terrain or man-made
structures may exist which have not been portrayed.
GENERALIZED TERRAIN CONTOURS
a. Generalized terrain contour information may be depicted when terrain within the approach chart plan view
exceeds 4000 feet above the airport elevation, or when terrain within 6 nautical miles of the Airport Reference Point (ARP) rises to at least 2000 feet above the airport elevation. THIS INFORMATION DOES NOT
ASSURE CLEARANCE ABOVE OR AROUND THE TERRAIN AND MUST NOT BE RELIED ON FOR
DESCENT BELOW THE MINIMUM ALTITUDES DICTATED BY THE APPROACH PROCEDURE. Furthermore, the absence of terrain contour information does not ensure the absence of terrain or structures.
b. Terrain features are depicted using one of the two following methods:
1. Prior to June 24, 1994, terrain information was depicted as screened contour lines with contour values.
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2. After June 24, 1994, screened contour lines will gradually be replaced with generalized contour lines,
values and gradient tints printed in brown. Gradient tints indicate the elevation change between contour intervals.
CHART FORMAT DESCRIPTION INFORMATION
APPROACH CHART LEGEND
167
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PROFILE VIEW
The top of the profile view on certain non-precision approaches contains a table of recommended altitudes/
heights at various DME fixes to allow a constant rate of descent. The altitudes/heights are recommended only;
minimum altitudes in the profile view apply. The table is sequenced in the same direction as the profile is portrayed.
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Notes pertaining to conditional use of the procedure are shown at the top of the profile. The note “Pilot controlled
lighting” indicates that pilot activation is required as specified on the airport chart under Additional Runway Information.
The profile view schematically (not to scale) portrays the approach procedure flight track as a vertical cross
section of the plan view.
NON-PRECISION APPROACH PROFILE (LOC, VOR, VORTAC, NDB, etc.)
symbol representing the non-precision missed approach point (MAP), as shown below, is used on charts
dated on or after 5 FEB 93. This symbol is omitted when more than one non-precision approach track is depicted.
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NON-PRECISION APPROACH PROFILE (LOC, VOR, VORTAC, NDB, etc.) with constant rate of descent
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CHART FORMAT DESCRIPTION INFORMATION
APPROACH CHART LEGEND
NON-PRECISION APPROACH PROFILE (VISUAL APPROACH)
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PRECISION APPROACH PROFILE [ILS with LOC (GS out), or with NDB Approach]
symbol representing the non-precision missed approach point (MAP), as shown below, is used on charts
dated on or after 5 FEB 93. This symbol is omitted when more than one non-precision approach track is depicted.
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CHART FORMAT DESCRIPTION INFORMATION
APPROACH CHART LEGEND
169
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PRECISION APPROACH PROFILE (ILS CAT II and CAT III combined)
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MISSED APPROACH
The Missed Approach text is located immediately below the profile diagram. It may be supplemented by a State
specified acceleration altitude/height on charts labeled PANS-OPS / PANS-OPS 3. (Refer to AIR TRAFFIC CONTROL, Flight Procedures).
MISSED APPROACH POINT (MAP)
Precision approaches: Immediately upon reaching the Decision Altitude (Height) DA(H) while descending on the
glide slope and continued descent cannot be controlled by visual reference.
Non-precision approaches: Upon reaching the Missed Approach Point (MAP). A table at the lower left corner of
the chart will specify the MAP and, if applicable, a time at various speeds from fix to MAP. When times are not
shown, a timed approach is Not Authorized. Where a DME Fix is portrayed in addition to a distance, the DME Fix
may be used for determining the MAP for DME equipped aircraft. The runway threshold and MAP often coincide.
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CHART FORMAT DESCRIPTION INFORMATION
APPROACH CHART LEGEND
SYMBOLS
Threshold Crossing Height
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Fan marker with name or ILS marker with marker code and, when
appropriate, glide slope crossing altitude above mean sea level and
above TDZE, runway end or airport elevation.
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VOR, DF, NDB, or Waypoint labeled only as to facility depicted. “Z”
indicates VHF location markers.
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Marker and NDB co-located (LOM, LMM)
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VOR not used for course guidance, by-passed during final
approach, and used solely to provide DME fixes both before and
after its passage.
– or –
Facility used solely for start of outbound procedure track, with
procedure turn or course reversal and final approach inbound to
another facility.
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Named fix formed by VOR radial or NDB bearing, or DME, or radar
All allowable substitutions for identifying a fix are noted in the
planview. Only DME values will be displayed in the profile. Note:
ILS DME should not be used to determine position over middle
marker, runway threshold or runway touchdown point unless
specified on the approach chart.
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Non-precision Final Approach Fix (FAF) (If specified by State
source)
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Visual Descent Point (VDP) (if specified by State source)
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Begin missed approach procedure.
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1185998656000
symbol represents the non-precision missed approach point
(MAP), on charts dated on and after 5 FEB 93.
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Approach procedure flight track
CHART FORMAT DESCRIPTION INFORMATION
APPROACH CHART LEGEND
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171
Approach procedure flight track of non-precision approach [LOC
(GS out), NDB or VOR] when charted in same profile with precision
approach.
High level approach track
Visual flight track (One or more arrows)
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See INTRODUCTION Approach Chart Legend New Format (Briefing Strip Concept) for Vertical Navigation
(VNAV) explanation.
geometric descent path and descent angle
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geometric descent path and descent angle to Decision Altitude
(DA) for approved operators.
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All altitudes in the profile view are “MINIMUM” altitudes unless
specifically labeled otherwise. Altitudes are above mean sea level
in feet. May be abbreviated “MIM”.
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Mandatory altitudes are labeled “MANDATORY” and mean at the
fix or glide slope intercept.
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Maximum altitudes are labeled “MAXIMUM”. May be abbreviated
“MAX”.
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Obstruction Clearance Limit
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Obstruction Clearance Altitude (Height)
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Recommended altitudes are labeled “RECOMMENDED”
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Height in feet above airport, runway end, or TDZ elevation. Height
is measured from airport elevation unless TDZE or runway end
elevation is noted at the airport symbol.
Touchdown Zone Elevation. (Runway End or Threshold Elevation
when labeled RWY).
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Official Airport Elevation
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Procedure turn minimum altitude (MSL)
Height above TDZE, runway end, runway threshold, or airport.
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Procedure turn outbound limit. When the outbound procedure track is depicted in the profile view, the turn limit
is from the fix where the outbound track begins. The turn must be carried out within the specified distance.
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CHART FORMAT DESCRIPTION INFORMATION
APPROACH CHART LEGEND
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Racetrack used in lieu of procedure turn with holding limit, outbound and inbound bearings, and minimum
altitude.
For a racetrack and holding in lieu of procedure turn, the outbound track corresponds to the planview
depiction beginning at a point abeam the facility/fix.
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Procedure based on 120 KT TAS.
Radar required.
When airspeeds are indicated in profile note, higher airspeeds
require shortened times to assure remaining in the protected area.
Radar vectoring is required when it is the only approved method for
providing a procedure entry and /or for identifying a terminal fix.
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LANDING MINIMUMS
GENERAL
Publication of minimums does not constitute authority for their use by all operators. Each individual operator
must obtain appropriate approval for their use.
CHART FORMAT DESCRIPTION INFORMATION
APPROACH CHART LEGEND
173
DEFINITIONS
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STRAIGHT-IN LANDING
All Charts
All authorized minimums and applicable conditions for each approach procedure are provided within the chart
minimum table.
The first column, at the left, shows the lowest authorized minimum. Succeeding columns to the right will show
increasing minimums adjusted to the applicable condition. Installed approach lights or landing aids that affect or
may affect minimums are listed in the column headings as “ALS out,” “MM out,” etc. When two or more installed
landing aids are out, the highest “out” condition minimum applies.
On approach charts dated prior to 24 AUG 90, installed approach lights that did not require a minimum adjustment were omitted from the minimum headings. Charts dated 24 AUG 90 and after will provide column heading
conditions for installed approach lights even though a minimum adjustment is not required.
Altimeter setting requirements or other special conditions may alter the sequence of the minimums. A review of
all notes and minimum box titles should always be made.
ILS CHARTS
When the glide slope of an ILS is “out” the column heading is identified as a localizer approach with glide slope
out – “LOC (GS out)”.
In the United States, effective 15 October 1992, there is no longer any penalty imposed for an “MM out”. The
“MM out” column is being removed from U.S. charts beginning with the 9 October 1992 revision, effective 15
October 1992.
The following countries impose higher minimums for the “MM out” condition.
Brazil
Bulgaria
Costa Rica
Ecuador
Israel
Paraguay
Saudi Arabia
Suriname
Taiwan
Uruguay
Yemen Arab Republic
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CHART FORMAT DESCRIPTION INFORMATION
APPROACH CHART LEGEND
USA FORMAT – Prior to 15 October 1992 Effective date
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USA FORMAT – Effective 15 October 1992 and all succeeding revisions
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WORLD-WIDE FORMAT
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SIDESTEP INOPERATIVE COMPONENTS
For a runway identified as sidestep, such as SIDESTEP RWY 24L:
Inoperative light components shown in Rwy 24L column are those for the lights installed on Rwy 24L, not the
lights for Rwy 24R.
CIRCLE-TO-LAND
Starting with charts dated July 28, 1989, maximum aircraft speeds for circling are shown in lieu of Aircraft
Approach Categories. The maximum indicated airspeeds are shown in knots (kilometers per hour on Metric
Edition charts).
CHART FORMAT DESCRIPTION INFORMATION
APPROACH CHART LEGEND
U.S. STANDARD FOR TERMINAL INSTRUMENT
APPROACH PROCEDURES (TERPS)
175
NEW INTERNATIONAL CIVIL AVIATION
ORGANIZATION (ICAO) FLIGHT PROCEDURES
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Known deviations to the above speeds are charted. For the few countries that have not published maximum
circling speeds, aircraft approach categories A, B, C and D will continue to be shown.
Aircraft Approach Categories in the straight-in minimum column can be read across the chart from left to right
for referencing the circle-to-land information.
The fact that straight-in-minimums are not published does not preclude pilots from landing straight-in, using
published circling minimums, if they have the straight-in runway in sight in sufficient time to make a normal
approach for landing. Under such conditions, and when Air Traffic Control has cleared them for landing on that
runway, they are not expected to circle even though straight-in minimums are not published. If they desire to
circle, they should advise ATC.
CEILING MINIMUMS
In some parts of the world a minimum “ceiling” is required as well as a minimum visibility. Ceiling measurement
is reported as height above ground and therefore may not be the same value as the height above touchdown
(HAT) or height above airport (HAA). The ceiling minimums shown in the minimums format are in feet or meters
according to the way they are reported.
The ceiling requirement is highlighted:
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VISIBILITY
Visibility for any approach condition is shown below the condition in a band for each aircraft category or each
maximum circling speed. Visibility is shown alone, or in addition to RVR. When a governing authority specifies
visibility minimums in meters or kilometers, an “m” or “Km” is charted after the specified visibility. When statute
or nautical miles are specified, no units are charted; e.g., a specified visibility of “1” means “1 mile.”
RUNWAY VISUAL RANGE
Runway Visual Range (RVR) is to be used instead of reported visibility for operating on any runway for which
RVR is given. The figures shown with RVR represent readings in hundreds of feet, as RVR 24 meaning 2400
feet RVR, or readings in metric units as RVR 550m meaning 550 meters RVR.
RVR for non-precision and for precision landing minimums (other than Category II or III):
a. Touchdown RVR reports, when available for a particular runway, are controlling.
b. The Mid RVR and Rollout RVR reports (if available) provide advisory information to pilots. The Mid RVR
report may be substituted for the TDZ RVR report if the TDZ RVR report is not available.
RVR for Category II operations:
a. For authorized landing minimums of RVR 16 or 500m, the Touchdown Zone RVR reporting system is
required and must be used. This RVR report is controlling for all operations.
b. For authorized landing minimums of RVR 12 or 350m, the Touchdown Zone and the Rollout RVR reporting
systems are required and must be used. The Touchdown Zone RVR report is controlling for all operations
and the Rollout RVR report provides advisory information to pilots. The Mid RVR report (if available) provides advisory information to pilots and may be substituted for the Rollout RVR report if the Rollout RVR
report is not available.
METRIC MINIMUMS
Where weather conditions are reported in meters, approved metric minimums are shown in lieu of feet and
fractional miles.
Metric minimums (ceiling, visibility, and RVR) are not abbreviated but are shown as complete values.
176
CHART FORMAT DESCRIPTION INFORMATION
APPROACH CHART LEGEND
RVR visibility values are charted only when the value is not the same as the prevailing or meteorological visibility value. When a difference occurs, the respective RVR and prevailing or meteorological visibility values are
prefixed with “RVR” and “VIS”. When there is no difference, the minimum is shown only once and means either
RVR (if RVR is reported for that runway) or visibility if measured otherwise.
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The left column lists the lowest available CAT II minimum, normally DH 100, visibility RVR 12 (350m). The
right column lists the CAT II minimum applicable when certain airborne equipment is out of service or
when pilot and operator requirements preclude the use of lower minimum. This minimum is normally DH
150, visibility RVR 16 (500m).
CONVERSION TABLE
At the bottom of the approach chart page, there is a conversion table as shown below.
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656000
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The speed table relates aircraft approach speeds to the
rate of descent for the ILS glide slope (descent in feet
per minute). For non-precision approaches it relates
speed to the distance shown from the final approach
fix (FAF) or other specified fix to the missed approach
point (MAP).
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Some missed approach points are calculated on a
time/speed basis after completion of the procedure
turn inbound on final approach. The absence to
a time/speed table means the MAP cannot be
determined by time and a timed approach is Not
Authorized.
Non-precision approaches designed to be flown at
a constant rate of descent have a rate of descent
provided in the conversion table. The conversion
table specifies a rate of descent that allows arrival
at minimum altitudes shown in the profile view. The
descent rate is a recommended rate only. Minimum
altitudes shown in the profile view apply.
On PAR charts:
Speed table with rates of descent on
PAR glide slope is provided.
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CHART FORMAT DESCRIPTION INFORMATION
APPROACH CHART LEGEND
1
177
When provided by the State, a non-precision
descent gradient is provided with a descent
table in feet per minute.
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1185998656
For combined ILS and non-precision
approaches, only one descent table is
provided when the ILS glide slope angle
and the descent gradient are coincidental.
000
1185998656
On MLS charts the Glide path angle
authorized for the procedure and rate of
descent table is provided.
000
INSTRUMENT APPROACH PROCEDURE DESIGN INDICATOR PANS-OPS OR TERPS
The “PANS-OPS” margin notation indicates that the State has specified that the instrument approach procedure
complies with the ICAO Procedures for Air Navigation Services – Aircraft Operations (PANS-OPS) Document
8168, Volume II, 1st or 2nd Edition. Aircraft handling speeds for these procedures are in the INTRODUCTION
section under “AIRCRAFT APPROACH CATEGORY (ICAO)”. Known deviations to these handling speeds are
charted.
“PANS-OPS 3” further indicates that holding speeds to be used are those specified in Document 8168, Volume
II, Third Edition.
“PANS-OPS 4” further indicates that the acceleration segment criteria have been deleted, as formerly published
in Document 8168, Volume II, Third Edition. Jeppesen Air Traffic Control provides an extract of the latest PANSOPS Document 8168, Volume I and the earlier version, concerning holding speeds. Holding speed tables for
both the earlier edition and the later editions 3 and 4 of PANS-OPS are included in these pages.
“TERPS” indicates that the State has specified that the instrument approach procedure complies with the United
States Standard for Terminal Instrument Procedures.
NOTE: Charts dated prior to 21 NOV 03 do not include a TERPS margin notation.
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NOTE: For charts dated on or after 21 NOV 03, the absence of a PANS-OPS or TERPS margin notation means
the instrument approach design criteria are unknown.
CIRCLE-TO-LAND ICAO PANS-OPS OR TERPS
The Instrument Approach Procedure margin also indicates whether PANS-OPS or TERPS criteria have been
applied for the construction of the circling area. Maximum aircraft speeds for circling are shown in lieu of aircraft
approach categories. The maximum indicated airspeeds (IAS) are shown in knots and any known deviations
to the speeds are charted. For the few countries that have not published maximum circling speeds, aircraft
approach categories A, B, C and D will continue to be shown. Aircraft approach categories in the straight-in
column can be read across the chart from left to right for referencing the circle-to-land information. The fact
that straight-in minimums are not published does not preclude the pilot from landing straight-in, using published
circling minimums, if the straight-in runway is in sight with sufficient time to make a normal approach for landing.
Under such conditions, and when Air Traffic Control has provided clearance to land on that runway, the pilot is
not expected to circle even though straight-in minimums are not published. However, if a circling maneuver is
desired, the pilot should advise ATC.
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CHART FORMAT DESCRIPTION INFORMATION
APPROACH CHART LEGEND
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Different design standards may be applied for the approach procedure than for the circling areas. In those exceptional cases, and additional label in the heading of the circling minimums box will indicate the criteria which have
been applied for the construction of the circling area.
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In this example, the instrument approach procedure complies with ICAO PANS-OPS criteria, whereas the circling
areas are constructed based on TERPS criteria.
CIRCLING AREA TERPS VERSUS ICAO PANS-OPS MAXIMUM SPEEDS/DIMENSIONS
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TERPS
ICAO PANS-OPS
Average bank angle 25°
Average bank angle 20°
MAX IAS – Circling Area Radius (r) from Threshold
90 Kts
1.3 NM
100 Kts
1.68
120 Kts
1.5 NM
135 Kts
2.66
140 Kts
1.7 NM
180 Kts
4.20
165 Kts
2.3 NM
205 Kts
5.28
NM
NM
NM
NM
CHART FORMAT DESCRIPTION INFORMATION
APPROACH CHART LEGEND
179
AIRPORT CHART FORMAT
The airport chart is typically printed on the reverse side of the first approach chart in the series. At many airports, especially large terminals, the airport chart will precede the first approach chart and contain an enlarged
diagram. Airport charts depict communications frequencies as well as runway, taxiway and ramp information.
Additionally, approach and runway lighting, declared distances, IFR and obstacle departure procedures, and
take-off and alternate minimums are shown. In the example of a chart with an enlarged diagram, this information
will usually be printed on the reverse side of the airport diagram. Separate charts may be included that depict
detailed ramp areas and parking positions as well as low visibility taxi routes.
HEADING
Airport, Ramp and Taxiway Charts
At the top of page are the location and airport names, the airport’s elevation and latitude and longitude, the
Jeppesen NavData (ICAO) and IATA identifiers, and the revision date.
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COMMUNICATIONS
Communications for departure are listed in order of normal use.
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AIRPORT PLAN VIEW
SYMBOLS
Physical feature symbols used on the airport chart are illustrated below.
Runway number is magnetic unless followed by T for true in the far north.
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Runway number and (when known) magnetic direction, unless followed by T
for true in the far north.
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Seaplane operating area, or water runway.
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Paved runway
Unpaved runway
Pierced steel planking (PSP)
Seaplane operating area or water runway. Dash lines indicate operating area.
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Displaced threshold
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CHART FORMAT DESCRIPTION INFORMATION
APPROACH CHART LEGEND
Designated stop bar or designated holding position.
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Category II/III holding position
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Approach lights extending to displaced threshold
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Unidirectional Arrester Gear
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Bidirectional Arrester Gear
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Jet Barrier
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Closed runway. Temporary closed runways will retain length and runway
numbers.
Stopway or overrun
Area under construction
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Runway shoulder (when readily noticeable)
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No differentiation between types of surface for ramps, taxiways, closed runways, closed taxiways, runway shoulders, and areas other than runways. Stopways and overruns are shown regardless of surface, with the length,
when known. Stopway and overrun lengths are not included in runway lengths.
ADDITIONAL INFORMATION
Runway end elevations are shown on the airport diagram if source is available.
Approach lights and beacons are the only lighting symbolized on the airport diagram. Approach lights are normally shown to scale in a recognizable form. For approach light symbols see Approach Chart Legend Lighting
Systems.
A representative selection of reference points known to Jeppesen is depicted. The elevation of reference points
depicted is above mean sea level (MSL).
Latitude and longitude ticks at tenths of a minute interval are charted around most planview neatlines.
Taxiway and apron
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Permanently closed taxiway
Authorized Landing Area
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Helicopter landing pad
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Airport Reference Point. Off-runway. Center of cross positioned at
exact location.
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Airport Reference Point. Located on runway centerline. Arrow points to
exact location.
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RVR measuring site, may have identifying letter or number.
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Airport/Aerodrome/Identification beacon.
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On-airport navaid – VOR, NDB or LCTR (locators, other than locators
associated with ILS). Depicted on charts dated on and after 5 FEB 93.
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Railroad
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CHART FORMAT DESCRIPTION INFORMATION
APPROACH CHART LEGEND
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181
Pole line
Lighted Pole
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Road
Bluff
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Trees
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Cone
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Tee
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Tetrahedron
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Buildings
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Large building
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ADDITIONAL RUNWAY INFORMATION
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RUNWAY AND APPROACH LIGHTS
For abbreviations used see Approach Chart Legend, Runway Lights — Abbreviations.
PILOT CONTROLLED AIRPORT LIGHTING SYSTEMS
See “Pilot Controlled Lights (PCL)” in the following sections: INTRODUCTION, Chart Glossary for the United
States of America, AIR TRAFFIC CONTROL, Rules and Procedures for the applicable State. Non-standard
lighting activations are specified on individual charts.
See
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above for charting sample.
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CHART FORMAT DESCRIPTION INFORMATION
APPROACH CHART LEGEND
USABLE LENGTHS
The usable lengths have been determined as follows in the additional runway information. When usable runway
lengths differ from those depicted in the airport planview, lengths are specified in the “USABLE LENGTHS”
columns. Blank columns indicate that the runway length depicted in the airport planview is applicable.
Landing Beyond
Threshold – When the landing length is restricted, the length shown is the distance beyond the landing threshold
to the roll out end of the runway.
Glide Slope – The length shown for ILS is the distance from a point abeam the glide slope transmitter to the
roll-out end of the runway. For PAR, the length shown is the distance from the theoretical glide slope interception
with the runway to the roll-out end of the runway. If both ILS and PAR are available, data provided is for ILS.
Take-off
When the take-off length is restricted, the length shown is the distance beyond the point for beginning the take-off
roll to the end of the surface usable for take-off.
Stopways, overruns, or clearways are not included in the above figures.
NOTE: An NA charted as Additional Runway Information indicates that take-offs or landings are not authorized
for the rwy shown.
Land and Hold Short Operations (LAHSO)
Air Traffic Controllers may authorize operations which include simultaneous take-offs and landings and/or simultaneous landings when a landing aircraft is able and is instructed by the controller to hold-short of the intersecting
runway/taxiway or designated hold-short point. The available landing distance is shown in the LAHSO Distance
column. On charts dated before 11 JUL 97 the column is titled Threshold to Intersecting Runway.
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RUNWAY LIGHTS – ABBREVIATIONS
RL — Low Intensity Runway Lights or intensity not specified.
HIRL — High Intensity Runway Edge Lights
Runway edge lights are white, except on instrument runways amber replaces white on the last 2000' or half of
the runway length, whichever is less.
MIRL — Medium Intensity Runway Edge Lights
TDZ — Touchdown Zone Lights
HSTIL — High Speed Taxiway turn-off indicator lights.
HST-H — High Speed Taxiway turn-off with green centerline lights. H indicates taxiway identification.
CL — Standard Centerline Light configuration white lights then alternating red & white lights between 3000' and
1000' from runway end and red lights for the last 1000'.
CHART FORMAT DESCRIPTION INFORMATION
APPROACH CHART LEGEND
183
– or –
Exact configuration is not known. Known non-standard configurations are stated as listed below
CL (white) — all lights are white full length of runway.
CL (non-std) — non-standard, configuration unknown
CL (50W, 20R & W, 20R) — non-standard, configuration known...first 5000' white lights; next 2000' alternating
red & white lights; last 2000' red lights.
Spacing for Runway Edge Lights and Centerline lights is included as a parenthetical value, at selected locations.
The parenthetical value is the spacing in feet or meters as appropriate.
EXAMPLE: HIRL (60m), is High Intensity Runway Edge Lights with a 60 meter spacing. CL (50'), is Centerline
Lights with a 50 foot spacing.
APPROACH LIGHTS – ABBREVIATIONS
ALS — Approach Light System. Color of lights, if known to be other than white, is included.
HIALS — High Intensity Approach Light System
HIALS II — High Intensity Approach Light System with CAT II Modifications
MIALS — Medium Intensity Approach Light System
SFL — Sequenced Flashing Lights
F — Condenser-Discharge Sequential Flashing Lights/Sequenced Flashing Lights
ALSF-I — Approach Light System with Sequenced Flashing Lights
ALSF-II — Approach Light System with Sequenced Flashing Lights and Red Side Row Lights the last 1000'.
May be operated as SSALR during favorable weather conditions.
SSALF — Simplified Short Approach Light System with Sequenced Flashing Lights
SALSF — Short Approach Light System with Sequenced Flashing Lights
MALSF — Medium Intensity Approach Light System with Sequenced Flashing Lights
RAI — Runway Alignment Indicator
RAIL — Runway Alignment Indicator Lights (Sequenced Flashing Lights which are installed only in combination
with other light systems)
REIL — Runway End Identifier Lights (threshold strobe)
RLLS — Runway Lead-in Lighting System
SSALR — Simplified Short Approach Light System with Runway Alignment Indicator Lights
MALSR — Medium Intensity Approach Light System with Runway Alignment Indicator Lights
SALS — Short Approach Light System
SSALS — Simplified Short Approach Light System
MALS — Medium Intensity Approach Light System
LDIN — Sequenced Flashing Lead-in Lights
ODALS — Omni-Directional Approach Light System
VASI — Visual Approach Slope Indicator (L or R indicates left or right side of runway only)
AVASI — Abbreviated Visual Approach Slope Indicator (L or R indicates left or right side of runway only)
SAVASI — Simplified Abbreviated Visual Approach Slope Indicator
VASI (3 bar) — Visual Approach Slope Indicator for high cockpit aircraft (L or R indicates left or right side of
runway only).
T-VASI — Tee Visual Approach Slope Indicator.
AT-VASI — Abbreviated Tee Visual Approach Slope Indicator (L or R indicates left or right side of runway only).
VASI (non-std) — Visual Approach Slope Indicator when known to be non-standard.
VASI — VASI/AVASI/NON-STD angels are shown when known to be less than 2.5° or more than 3.0°. T-VASI/
AT-VASI angles are shown at all times. VASI (3 bar) descent angles are shown when other than upwind angle
3.25°, downwind angle 3.00°.
APAPI — Abbreviated Precision Approach Path Indicator (L or R indicates left or right side of the runway only)
PAPI — Precision Approach Path Indicator (L or R indicates left or right side of runway only).
PASI — Passive Approach Slope Indicator
PLASI — Pulsating Visual Approach Slope Indicator, normally a single light unit projecting two colors. (L or R
indicates left or right side of runway only).
TRCV — Tri-Color Visual Approach Slope Indicator, normally a single light unit projecting three colors. (L or R
indicates left or right side of runway only).
TCH — Threshold Crossing Height. Height of the effective visual glide path over the threshold.
MEHT — Minimum Eye Height over Threshold. Lowest height over the threshold of the visual on glide path
indication.
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CHART FORMAT DESCRIPTION INFORMATION
APPROACH CHART LEGEND
MEHT or TCH is shown (when known) when less than 60' for the upwind bar of a VASI (3 bar) system or less
than 25' for all other systems including PAPI.
CHART FORMAT DESCRIPTION INFORMATION
AIRLINE FORMAT
APPROACH CHART LEGEND AIRLINE FORMAT
185
Approach Chart Legend Airline Format
GENERAL
This legend serves as supplementary information to the new format and regular approach chart legend. The
following pages briefly explain the differences and symbols used on airline charts. Airline charts refer only to
aircraft categories C and D. Blue as an additional color serves for better differentiation between primary and
secondary information.
APPROACH CHART HEADING
1
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Airline chart icon.
The former reference to CAT II and CAT III suffixes are routinely being omitted by various states
according to ICAO recommendations. Whenever possible, CAT I, CAT II, and IIIA ILS procedures
will be combined.
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The lowest permissible CAT IIIA minimum will always be charted if a runway is CATIIIA approved
together with a cross reference note for CAT I and CAT II referring to the minimums.
PLAN VIEW
DME distance and radial information spaced at intervals of 5 NM
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Special use airspace (Prohibited, Restricted, Danger Areas)
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Secondary airport
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186
CHART FORMAT DESCRIPTION INFORMATION
AIRLINE FORMAT
APPROACH CHART LEGEND AIRLINE FORMAT
PROFILE VIEW
Recommended Altitude Descent Table
1
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When not already state-supplied, a DME ribbon, beginning at the final approach fix (FAF), will be shown for all
non-precision approaches when a suitable DME is used in the procedure.
Conversion Table
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The aircraft approach speeds have been adjusted to better match the aircraft categories C and D.
APPROACH AND AIRPORT CHART MINIMUMS
Landing Minimums
1
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Typical depiction of landing minimums for runways approved for ILS CAT IIIA operations.
Take-off Minimums
1
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CAUTION: Legend pages titled “AIRLINE FORMAT” contain information specific to charts created for airlines. These legend pages include only those items that are unique to the airline format. For information
not covered in the “AIRLINE FORMAT” legend, refer to the “NEW FORMAT” and regular “APPROACH
CHART LEGEND.”
SID/DP/STAR OVERVIEW CHART LEGEND AIRLINE FORMAT
SID/DP/STAR overview charts are to-scale; however, they are not intended for navigation purpose. They serve
mainly to enhance terrain and general situational awareness and to provide basic information useful in flight
planning. If ordered by your airline, these optional overview charts serve as supplementary information only in
conjunction with the associated SID/DP/STAR charts.
The following pages briefly explain the differences and symbols used on the airline overview charts. Blue as an
additional color serves to better differentiate between primary and secondary information.
CHART FORMAT DESCRIPTION INFORMATION
AIRLINE FORMAT
APPROACH CHART LEGEND AIRLINE FORMAT
Sample Overview Chart
187
188
CHART FORMAT DESCRIPTION INFORMATION
AIRLINE FORMAT
APPROACH CHART LEGEND AIRLINE FORMAT
LEGEND
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Airline chart icon.
Index number (special chart for airlines).
Standard terminal arrival overview.
Standard terminal arrival routes to all available runways.
Highest of portrayed terrain high point/man-made structures, or terrain contours in the charted plan
view. Higher terrain or man-made structures may exist which have not been portrayed.
North arrow.
Large water area, lake, or river.
Special use airspace (prohibited, restricted, danger areas).
Secondary airport.
DME distance circles preferably based on a VORDME on or in the vicinity of the airport concerned.
Where no suitable VORDME is available, DME distance circles may be centered on ILS/LOCDME,
stand-alone DME or TACAN locations. For quick identification, the box of the concerned radio aid
is printed blue.
TMA boundary with name and airspace classification.
Brown box indicating the corresponding layer’s top elevation within the plan view.
Signs and Markings Information
190
SIGNS AND MARKINGS INFORMATION
ICAO RECOMMENDED AIRPORT SIGNS, RUNWAY AND TAXIWAY MARKINGS
ICAO Recommended Airport Signs, Runway and Tax iway Markings
MANDATORY INSTRUCTION SIGNS
APPLICATION
A mandatory instruction sign identifies a location beyond which an aircraft taxiing shall not proceed unless authorized by ATC. At uncontrolled airports, use appropriate precautions prior to proceeding. Mandatory instruction
signs may include runway designation signs, category I, II or III holding position signs, runway-holding position signs and NO ENTRY signs. Runway-holding position markings are supplemented at a taxiway/runway or
a runway/runway intersection with a runway designation sign. A runway designation sign at a taxiway/runway
intersection or a runway/runway intersection will be supplemented with a location sign in the outboard (farthest
from the taxiway) position, as appropriate. A NO ENTRY sign is provided when entry into an area is prohibited.
LOCATION
A runway designation sign at a taxiway/runway intersection or a runway/taxiway intersection will be located on
each side of the runway-holding position marking facing into the direction of approach to the runway. A category
I, II or III holding position sign will be located on each side of the runway-holding position marking facing into the
direction of the approach to the critical area. A runway-holding position sign will be located on each side of the
runway-holding position facing the approach to the obstacle limitation surface or ILS/MLS critical/sensitive area,
as appropriate.
CHARACTERISTICS
Mandatory instruction signs have a red background, with white inscriptions. The inscriptions on a runway designation sign will consist of the runway designations of the intersecting runway properly oriented to the viewing
direction. The inscriptions on a category I, II or III or joint II/III holding position sign will consist of the runway
designator followed by CAT I, CAT II or CAT III as appropriate. The inscriptions on a runway-holding position
sign will consist of the taxiway designation and a number.
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SIGNS AND MARKINGS INFORMATION
ICAO RECOMMENDED AIRPORT SIGNS, RUNWAY AND TAXIWAY MARKINGS
191
INFORMATION SIGNS
APPLICATION
An information sign identifies a specific location or routing. Information signs include: direction, location, destination, runway exit and runway vacated signs. A runway exit sign is provided to identify a runway exit. A runway
vacated sign is provided where the exit taxiway has no centerline lights and there is a need to indicate leaving
the runway, the ILS/MLS critical/sensitive area. A destination sign indicates the direction to a specific destination,
such as cargo, general aviation, etc. A combined location and direction sign indicates routing information prior
to a taxiway intersection. A direction sign identifies the designation and direction at a taxiway intersection. A
location sign is provided in conjunction with a runway designation sign except at a runway/runway intersection.
LOCATION
Information signs are located on the left-hand side of the taxiway in line with the taxiway intersection marking.
Where there is no taxiway intersection marking the sign is installed at least 40m away from the centerline of the
intersecting taxiway. A runway exit sign is located on the same side of the runway as the exit is located (i.e. left
or right). A runway vacated sign is located at least on one side of the taxiway.
CHARACTERISTICS
An information sign other than a location sign consists of an inscription in black on a yellow background. A
location sign consist of an inscription in yellow on a black background. A runway exit sign consist of the exit
taxiway designator and an arrow indicating the direction to follow. A runway vacated sign depicts the runwayholding position marking as shown in the example in Pattern A in the example under “Runway-Holding Position
Markings“. The inscriptions on a destination sign comprise an alpha, alphanumerical or numerical message
identifying the destination plus an arrow indicating the direction to proceed. The inscriptions on a direction sign
comprise an alpha, alphanumerical message identifying the taxiway(s) plus an arrow or arrows appropriately
oriented as shown in the example. The inscription on a location sign comprise the destination of the location
taxiway, runway or other pavement the aircraft is on or is entering.
NOTE: Generally, signs should be lighted if the runway or taxiway on which they are installed is lighted.
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192
SIGNS AND MARKINGS INFORMATION
ICAO RECOMMENDED AIRPORT SIGNS, RUNWAY AND TAXIWAY MARKINGS
MANDATORY INSTRUCTION MARKINGS
APPLICATION
Where it is impracticable to install a mandatory instruction sign a mandatory instruction marking is provided
on the surface of the pavement. Where operationally required, such as on taxiways exceeding 60m in width, a
mandatory instruction sign may be supplemented by a mandatory instruction marking.
LOCATION
The mandatory instruction marking is located on the left-hand side of the taxiway center line marking on the
holding side of the runway-holding position marking.
CHARACTERISTICS
Mandatory instruction markings consist of an inscription in white on a red background. Except for a NO ENTRY
marking, the inscription provides information identical to that of the associated mandatory instruction sign. A NO
ENTRY marking consists of an inscription in white reading NO ENTRY on a red background.
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RUNWAY-HOLDING POSITION MARKINGS
APPLICATION AND LOCATION
Runway-holding position markings are located at runway holding positions.
CHARACTERISTICS
At an intersection of a taxiway and a non-precision, non-instrument or take-off runway or where a single runwayholding position is provided at an intersection of a taxiway and a precision approach category I, II or III runway,
the runway-holding position marking will be shown as in pattern A. Where two or three runway-holding positions
are provided at such an intersection, the runway-holding position marking closer to the runway will be as shown
as in pattern A, and the markings farther from the runway as in pattern B. Where a pattern B runway-holding
position marking exceeds 60m in length, the term CAT II or CAT III as appropriate will be marked on the surface
at the ends of the runway-holding position marking. The runway-holding position marking displayed at a runway/
runway intersection will be perpendicular to the centerline of the runway forming part of the standard taxiroute.
The runway-holding position marking will be shown as in pattern B.
SIGNS AND MARKINGS INFORMATION
ICAO RECOMMENDED AIRPORT SIGNS, RUNWAY AND TAXIWAY MARKINGS
193
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INTERMEDIATE HOLDING POSITION MARKINGS
APPLICATION AND LOCATION
An intermediate holding position marking is displayed at an intersection of two paved taxiways. It is positioned
across the taxiway coincident with a stop bar or intermediate holding position lights, where provided.
CHARACTERISTICS
An intermediate holding position marking consists of a single broken yellow line.
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STOP BARS
APPLICATION
A stop bar is provided at every runway-holding position when it is intended that the runway will be used in RVR
conditions less than 350m or between 350m and 550m. A stop bar will be provided at an intermediate holding
position to supplement markings with lights or where normal stop bar lights might be obscured.
LOCATION
Stop bars are located across the taxiway at the point where it is desired that traffic stop. Additional lights may
be provided at the taxiway edge.
CHARACTERISTICS
Stop bars consist of lights spaced at intervals across the taxiway, showing red in the intended direction of
approach to the intersection or runway-holding position. Stop bars installed at a runway-holding position will
be unidirectional, showing red in the direction of approach to the runway.
194
SIGNS AND MARKINGS INFORMATION
ICAO RECOMMENDED AIRPORT SIGNS, RUNWAY AND TAXIWAY MARKINGS
RUNWAY GUARD LIGHTS
APPLICATION
Runway guard lights, configuration A, are located at each taxiway/runway intersection associated with a runway
intended for use in:
RVR conditions less than 550m where a stop bar is not installed; and
RVR conditions between 550m and 1200m where traffic density is medium or low.
Configuration A or B or both will be provided at each taxiway/runway intersection where the configuration of the
intersection needs to be enhanced, such as on a wide throat taxiway.
LOCATION
Runway guard lights, configuration A, are located at each side of a taxiway, whereas in configuration B they are
located across the taxiway.
CHARACTERISTICS
Runway guard lights are unidirectional flashing yellow lights.
Configuration A
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Configuration B
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RUNWAY MARKINGS
Runway markings are white.
THRESHOLD MARKINGS
APPLICATION AND LOCATION
Threshold markings are provided at the threshold of a paved instrument and non-instrument runway intended
for use by international commercial air transport.
CHARACTERISTICS
Runway threshold markings consist of a pattern of longitudinal stripes of uniform dimensions disposed symmetrically about the centerline of a runway. The number of stripes shall be in accordance with the runway width as
follows:
SIGNS AND MARKINGS INFORMATION
ICAO RECOMMENDED AIRPORT SIGNS, RUNWAY AND TAXIWAY MARKINGS
RUNWAY WIDTH
18m
23m
30m
45m
60m
195
NUMBER OF STRIPES
4
6
8
12
16
Where a runway designator is placed within a threshold marking, there will be a minimum of three stripes on
each side of the runway centerline. Stripes are at least 30m long.
RUNWAY DESIGNATION MARKINGS
APPLICATION AND LOCATION
Runway designation markings are located at the thresholds of a paved runway.
CHARACTERISTICS
Runway designation markings consists of a two-digit number located at the threshold. On parallel runways each
runway designation number is supplemented by a letter in the order from left to right when viewed from the
direction of approach.
RUNWAY CENTERLINE MARKINGS
APPLICATION AND LOCATION
A runway centerline marking is provided on a paved runway along the centerline.
CHARACTERISTICS
Runway centerline markings consist of a line of uniformly spaced stripes and gaps. Stripes are normally 30m
long, gaps 20m long.
HIGH SPEED TAXIWAY TURN-OFF INDICATOR LIGHTS (HSTIL)
ICAO term is Rapid Exit Taxiway Indicator Lights (RETIL)
APPLICATION
HSTIL should be provided on a runway intended for use in RVR conditions less than 350m and/or where traffic
density is heavy.
LOCATION
A set of HSTIL shall be located on the runway on the same side of the runway centerline as the associated high
speed turn-off taxiway, in the configuration shown below.
CHARACTERISTICS
HSTIL are fixed unidirectional yellow lights, aligned so as to be visible to the pilot of a landing airplane in the
direction of approach to the runway.
Point of
tangency
(328')
100m
(197')
60m
RETILs
2m lateral
spacing
(328')
100m
(328')
100m
2m
2m
2m
Runway centerline
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SIGNS AND MARKINGS INFORMATION
ICAO RECOMMENDED AIRPORT SIGNS, RUNWAY AND TAXIWAY MARKINGS
RUNWAY TOUCHDOWN ZONE MARKINGS
APPLICATION
A touchdown zone marking is provided in the touchdown zone of a paved precision approach runway and
non-precision approach runway or non-instrument runway where additional identification of the touchdown zone
is required.
LOCATION AND CHARACTERISTICS
A touchdown zone marking shall consists of pairs of rectangular markings symmetrically disposed about the
runway centerline with the number of pairs are related to the landing distance available (LDA).
A touchdown zone marking shall conform to either of the two runway patterns shown below.
LDA or DISTANCE BETWEEN THRESHOLDS
less than 900m
less than 1200m, but not less than 900m
less than 1500m, but not less than 1200m
less than 2400m, but not less than 1500m
2400m or more
PAIR(S) OF MARKINGS
1
2
3
4
6
RUNWAY AIMING POINT MARKINGS
APPLICATION
An aiming point marking will be provided at each approach end of a paved instrument or non-instrument runway.
LOCATION AND CHARACTERISTICS
An aiming point marking consists of two conspicuous stripes in conformity with the dimensions shown for the
runway patterns in the example shown under “Runway Touchdown Zone and Aiming Point Markings“.
SIGNS AND MARKINGS INFORMATION
ICAO RECOMMENDED AIRPORT SIGNS, RUNWAY AND TAXIWAY MARKINGS
197
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RUNWAY SIDE MARKINGS STRIPE MARKING
APPLICATION
Runway side stripe markings are provided between the thresholds of a paved runway where there is lack of
contrast between the runway edges and the shoulders. Runway side stripe markings are provided on precision
approach runways.
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SIGNS AND MARKINGS INFORMATION
ICAO RECOMMENDED AIRPORT SIGNS, RUNWAY AND TAXIWAY MARKINGS
LOCATION AND CHARACTERISTICS
Runway side stripe markings consist of two stripes, one placed along each edge of the runway no more than
30m from the runway centerline regardless of the runway width.
DISPLACED THRESHOLD MARKINGS
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CLOSED RUNWAYS AND TAXIWAYS OR PARTS THEREOF
APPLICATION AND LOCATION
A closed marking will be displayed at each end of a runway or portion thereof, declared permanently closed
to the use of all aircraft. Additionally, markings are placed so that the maximum interval between the markings
does not exceed 300m. On a taxiway, a closed markings shall marking shall be placed at least at each end of a
taxiway or portion thereof that is closed.
CHARACTERISTICS
The closed marking is shaped like a cross. The marking is white when displayed on a runway and yellow when
displayed on a taxiway.
NON LOAD-BEARING SURFACES
The boundary between load-bearing surfaces and non load-bearing surfaces, such as shoulders for taxiways,
holding bays, aprons and other non load-bearing surfaces which, if used, might result in damage to the aircraft
are indicated by a taxi side stripe. This marking consists of a pair of solid lines the same color as the taxiway
centerline marking.
PRE-THRESHOLD AREA MARKING (CHEVRON MARKING)
When the paved surface prior to the threshold exceeds 60m in length and is not suitable for use by aircraft, the
entire length will be marked with a chevron marking (preferably yellow) pointing in the direction of the runway
threshold.
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FLIGHT SUPPLEMENT BOOKLET
Chart Change Notices
NavData Change Data
NAVDATA CHANGE DATA
AERONAUTICAL INFORMATION COMPATIBILITY
201
Aeronautical Information Compatibility
Jeppesen Airway Manual Charts are the same publications which Jeppesen has provided to the aviation
community for many years. Jeppesen NavData has not been around for quite as long, but has established
and maintained the same reputation for accuracy, reliability, and dependability with those customers
who use computerized navigational systems and other computer navigation data bases from Jeppesen.
For those who subscribe to both services, slight differences may occasionally be noted between what
is seen on the chart and what is generated from the navigation data base. These differences may be
caused by any or all of the following:
1. DIFFERENCES IN PUBLICATION CRITERIA
Jeppesen computerized NavData is updated and issued every 28 days. This is a relatively quick and simple
operation for the user, since all of the changes are included on the updated tape or disk which is loaded into the
aircraft navigation system or a main-frame computer system. The charts are quite a different story, as each chart
must be individually updated and published. The new charts are then collated and mailed, and once received
by the customer, must be filed individually in the Airway Manual. Variations, such as differences in information
cut-off dates and lead time requirements, may bring about distribution in one medium before the other. These
differences are generally resolved in the Jeppesen NavData Change Notices and the Jeppesen Chart Change
Notices. The Change Notices provide a weekly or bi-weekly update to the NavData and Chart services. A review
of the Jeppesen Change Notices pages prior to using either service will help to ensure that you have the most
current information.
2. DIFFERENCES IN THE METHOD USED TO DETERMINE BEARING
AND DISTANCE VALUE ON CHARTS AND IN COMPUTERIZED
NAVIGATIONAL SYSTEMS
Bearings and distances on airways, approach transitions, and instrument approaches are published in a country's Aeronautical Information Publication (AIP). Almost exclusively, these values are taken from the AIP and
published on Jeppesen charts. In contrast, the navigation data base contains exact locations of the navaids
used to form tracks of airways, approach transitions, and instrument approaches. System software computes
great circle route bearings and distances based on the most current navaid information on the desired route,
and presents this data on the system display. Slight differences in bearing and distance may not be changed
in the AIP, and therefore, may not change on the Jeppesen charts. But if navaid information has changed even
minutely, differences may show up because the bearings and distances displayed are computed by the navigation system or computer flight planning software each time a particular track is called up.
3. DIFFERENCES IN WAYPOINT NAMES AND COORDINATES
Waypoint names published on Jeppesen charts are taken directly from official government sources. In some
countries, there are no restrictions on the number of characters used in the name. Computerized navigation
system software limits waypoint names to a maximum of five characters. Therefore, waypoint names with more
than five characters will be abbreviated for entry into the navigation data base. Jeppesen has included an explanation of the method used to abbreviate these names on NavData pages 5 through 10, titled “NavData Name
Conventions”. Note that the basic structure of the name is retained, and it should be relatively easy to tie that
abbreviation generated by the data base to the complete name of the waypoint on the chart. In addition, there
are unnamed turning points and intersections depicted on charts which must be included in the navigation data
base. Therefore, certain names may appear in a computerized system which do not appear on a chart. The
method used to identify these turning points and intersections is also included in “NavData Name Conventions”.
On standard Enroute and Area charts, for unnamed, or named with name other than five characters and no
State assigned identifier, fixes/reporting points/ mileage breaks
-andFor entry points on STAR charts and exit points on SID charts:
– The NavData identifier is published, adjacent to the point involved, within square brackets, and in italic type.
EXAMPLE: [ABC73]. Should changes occur to a charted NavData identifier prior to the re-issue of the chart,
the change will be announced in a special section of the Jeppesen Chart Change Notices titled “NavData
Identifiers”. NavData identifiers are Jeppesen derived only, and should not be used for ATC flight plan filing
or used in ATC communications.
Coordinates on Jeppesen charts may also differ slightly from those generated by a computer. As stated in
paragraph 1 above, the navigation data base is updated completely every 28 days. The charts, on the other
hand, may accumulate small changes over a longer period of time. Because of these differences in publication
schedules, there may be very slight differences between the charts and the NavData generated information.
202
NAVDATA CHANGE DATA
AERONAUTICAL INFORMATION COMPATIBILITY
4. INCOMPATIBILITY OF SOME ROUTES AND INSTRUMENT APPROACHES
WITH COMPUTERIZED NAVIGATION SYSTEM SOFTWARE
By nature of their design, some routes and instrument approach procedures are not usable by certain computerized navigation systems. For example, consider an approach transition from the enroute structure to an
instrument approach. In most cases these are named and defined as STARs, or they are tied into particular
instrument approach procedures. To be compatible with computerized navigation system software, one of the
above prerequisites must be present, that is, the transitions must be either named STARs, or connected to instrument approach procedures. But occasionally an AIP will define an approach transition which is not a named
STAR and which is not connected to an instrument approach procedure. When neither of the conditions is met,
approach transitions of this type may not be entered into the navigation data base. Certain approaches are also
incompatible with system software, and may not be entered into the navigation data base. In most cases, these
restrictions do not apply to publication of Jeppesen charts. All types of routes and approaches may be published
on Jeppesen charts, but depending on the capabilities of the computerized navigation system, they may not
appear in the system data base, and therefore you may not be able to call them up on your system display.
SUMMARY
Any or all of the above may cause slight differences between charts and information generated from the navigation data base. The Jeppesen NavData and Chart Change Notices should be reviewed prior to using either
Jeppesen service. As a final note, be sure to obtain a preflight briefing to ensure that you have knowledge of
any last minute changes affecting your flight.
NAVDATA CHANGE DATA
NAVDATA IDENTIFIERS ON JEPPESEN CHARTS
203
NavData Identifiers on Jeppes en Charts
On standard Enroute and Area Charts, for unnamed, or named with name other than five characters and no
State assigned identifier, fixes/reporting points/mileage breaks
– and –
For entry points on STAR charts and exit points on SID charts:
– The NavData identifier is published, adjacent to the point involved, within square brackets, and in italic type.
Example: [ABC73].
NavData identifiers are Jeppesen derived only, and should not be used for A TC flight plan filing or used in ATC
communications.
The identifiers are shown as in the examples below, always in italic type and always enclosed within square
brackets.
1
176236832000
AIRSPACE FIX NAMED ONLY “115° W”
1176236832000
AIRWAY/ROUTE TURNING POINT
1
176236832000
STAR Chart - “Tango Hotel” entry point from the enroute structure has more than five characters in its name.
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NAVDATA CHANGE DATA
NAVDATA NAME CONVENTIONS
NavData Name Conventions
WAYPOINT IDENTIFIERS
Waypoint names entered into the navigation data base are limited to a maximum of five characters. Official
waypoint names assigned by a country's aviation information authority often have other than five characters. For
compatibility with the navigation data base, waypoint identifiers are assigned to all waypoints in accordance with
the ground rules set forth as follows:
a. VOR, VORDME, VORTAC, TACAN and Non-Directional Beacons (NDB). Waypoints located at any of the
above types of facilities will take on the official I-, 2-, 3-, or 4-character identifier of the facility In question.
Examples:
Los Angeles VORTAC
Tyndall TACAN
Ft. Nelson NDB
Newark NDB
LAX
PAM
YE
EWR
b. NDB
NDB as Waypoint Concept
For systems employing the “NDB as Waypoint” concept, waypoints located at NDBs will be identified by the
use of the station identifier followed by the alpha characters “NB”.
Examples:
Ft. Nelson NDB
Newark NDB
YENB
EWRNB
c. Named RNAV Waypoints, Intersections and Reporting Points. In many countries, these waypoints are
assigned unique 5-character names, with the identifier the same as the name. For waypoints not so named,
identifiers are developed using the following rules sequentially until 5 or fewer character groups emerge.
1. One-Word Names
(a) Use the full name if five characters or less are involved.
Examples:
– ACRA, LOGAN, PIKE, DOT
(b) Eliminate double letters.
Examples:
– KIMMEL becomes KIMEL
– COTTON becomes KOTON
– RABBITT becomes RABIT
(c) Keep first letter, first vowel and last letter. Drop other vowels starting from right to left.
Examples:
– ADOLPH becomes ADLPH
– BAILEY becomes BAILY
– BURWELL becomes BURWL
(d) Drop consonants, starting from right to left.
Examples:
– ANDREWS becomes ANDRS
– BRIDGEPORT becomes BRIDT
2. Multiple Word Names
Use the first letter of the first word and abbreviate the last word using the above rules for one-word
names to reduce it to four characters.
Examples:
– CLEAR LAKE becomes CLAKE
– ROUGH AND READY becomes RREDY
3. Phonetic Letter Names
(a) When an ICAO phonetic alpha character is used as a waypoint name (Alpha, Bravo, Charlie,
etc.), use the rules established in paragraph C.1 above. When more than one waypoint in a
country has the same phonetic name, obtain uniqueness by applying rule E below.
Examples:
– Waypoint November becomes NOVMR
– Waypoint Charlie becomes CHARE
NAVDATA CHANGE DATA
NAVDATA NAME CONVENTIONS
205
– Waypoint Alpha remains ALPHA
(b) When a double phonetic, such as Tango India, is used as the waypoint name, use the rules
established in paragraph C.2 above.
(c) When a phonetic alpha character followed by a numeric and/or other alpha characters (A1, A1N,
B2, etc.), is used as the waypoint name, it will appear the same in the data base as shown on
aeronautical charts.
d. Unnamed Waypoints
1. Unnamed Turn Points, Intersections and Bearing/Distance Waypoints (For bearing/distance waypoints on terminal area procedures, see paragraph F.2)
(a) If an unnamed turn point, intersection or bearing/distance waypoint is colocated with a named
waypoint or NAVAID station on a different route structure (e.g., low level or approach), the name
or identifier of the colocated waypoint is used.
Example:
– Unnamed turn point on J2 between Lake Charles (LCH) and New Orleans (MSY) VORTACs
is coincidental with the Lafayette (LFT) low level VORTAC. LFT is used as the identifier code
for the turn point.
(b) Identifier codes for unnamed turn points, intersections or bearing/distance way-points that are
not coincidental with named waypoints should be constructed by taking the identifier code of the
reference NAVAID for the turn point/intersection/(bearing/distance waypoint) (expected to be the
nearest NAVAID serving the airway structure in which it is located) and the distance from this
NAVAID to the turn point/intersection/(bearing/distance waypoint). If the distance is 99 nautical
miles or less, the NAVAID identifier is placed first, followed by the distance. If the distance is
100 nautical miles or more, the last two digits only are used and placed ahead of the NAVAID
identifier.
Examples: TIZ15
NAVAID
INW
CSN
DISTANCE
18
106
CODE
INW18
06CSN
2. FIR, UIR and Controlled Airspace Reporting Positions
In cases where the government authority does not provide unique 5-letter or less waypoint names, and
in cases where the government supplied name cannot be converted to a unique 5-letter identifier using
rules C.1, C.2, and C.3, the following rules are applied in developing an identifier for such waypoints.
(a) FIR – use the three characters “FIR” plus a numeric from 02 to 99. An identifier so developed is
unique within the geographical area code.
Example: FIR09
(b) UIR – use the three characters “UIR” plus a numeric from 02 to 99. an identifier so developed
is unique within the geographical area code.
Example: UIR39
(c) FIR/UIR – Use “FIR” and a numeric as indicated above.
Example: FIR69
(d) Controlled Airspace – use the 3-letter characters for the type of controlled airspace plus a
numeric from 02 to 99. These are Terminal Waypoints and as such are unique within the
Terminal Area. Examples of controlled airspace types are:
TMA
CTA
CTR
TIZ
ATZ
Terminal Control Area
Control Area
Control Zone
Traffic Information Zone
Aerodrome Traffic Zone
Example: CTR03
3. Reporting Positions Defined by Coordinates
Entry/Exit positions to Oceanic Control Areas are often defined by waypoints which are “undesignated”, made available in source documentation as geographical coordinates (Latitude/Longitude)
expressed in full degrees. In cases where such positions are to be entered into the data base, the
following rules are applied:
(a) Positions in the northern hemisphere use the letters “N” and “E”, the southern hemisphere use
the letters “S” and “W” and numerics for latitude and longitude as follows:
(1) Latitude, use values provided by source. Latitude will always precede longitude.
206
NAVDATA CHANGE DATA
NAVDATA NAME CONVENTIONS
(2) Longitude, use only the last two values of the three digit longitude value. Placement of the
letter designator in the five character set indicates what the first digit is published as. The
letter designator will be the last character if the longitude is less than 100 degrees and will
be the third character if the longitude is 100 degrees or greater.
(3) The letter “N” is used for north latitude and west longitude. The letter “E” is used for north
latitude and east longitude. The letter “S” is used for south latitude and east longitude.
The letter “W” is used for south latitude and west longitude.
(b) Examples:
N latitude/W longitude
N52 00/W075 00 = 5275N
N50 00/W040 00 = 5040N
N07 00/W008 00 = 0708N
N75 00/W170 00 = 75N70
N07 00/W120 00 = 07N20
N latitude/E longitude
N50 00/E020 00 = 5020E
N75 00/E050 00 = 7550E
N06 00/E008 00 = 0608E
N75 00/E150 00 = 75E50
N06 00/E110 00 = 06E10
S latitude/W longitude
S52 00/W075 00 = 5275W
S50 00/W040 00 = 5040W
S07 00/W008 00 = 0708W
S75 00/W170 00 = 75W70
S07 00/W120 00 = 07W20
S latitude/E longitude
S50 00/E020 00 = 5020S
S75 00/E050 00 = 7550S
S06 00/E008 00 = 0608S
S75 00/E150 00 = 75S50
S06 00/E110 00 = 06S10
e. Duplicate Identifiers
1. Should application of these rules result in more than one waypoint having the same identifier, a new
identifier is generated for each waypoint by developing a four (or less) character identifier and adding
a suffix number or letter.
Examples:
SHAWNEE (COLO) SHAE1
SHAWNEE (CAL) SHAE2
2. If the suffix number reaches 10, start over with one and place the suffix in the fourth- character position.
The original fourth character is placed in the fifth-character position.
Example:
SHAWNEE (OKLA) SHA1E
f. Terminal Waypoints
The following rules are applied in developing identifiers for waypoints used solely in terminal area procedures. Such waypoint identifiers will be unique only for the airport specified. A way-point identifier used in a
terminal area cannot be repeated in that terminal area but can be used in an enroute area encompassed by
the same geographical area code. Terminal waypoint identifiers can be repeated in areas covered by different geographical codes. These Identifier developing rules are only applied when the waypoints in question
have not been assigned official names/identifiers by the government authority.
1. Airport-Related Waypoints (Single Approach Procedure for given runway coded)
Single Approach Procedure for given runway coded and Waypoints common to more than one
approach: The following two-character codes are to be added to the runway identifier to create an
airport-related waypoint identifier when no named waypoint has been established by the government
source for the fix type:
NAVDATA CHANGE DATA
NAVDATA NAME CONVENTIONS
FF
AF
IF
CF
MA
SD
=
=
=
=
=
=
207
Final Approach Fix
Initial Approach Fix
Intermediate Approach Fix
Final Approach Course Fix
Missed Approach Point Fix
Step-Down Fix
NOTE: if multiple step-down fix waypoints need to be created, replace “D” with another character,
retain the “S”.
RC
RW
* OM
* MM
* IM
* BM
TD
* See also rule G
=
=
=
=
=
=
=
Examples:
Runway Centerline Fix
Runway Fix
Outer Marker Fix
Middle Marker Fix
Inner Marker Fix
Backcourse Marker Fix
Touchdown point inboard of runway threshold
FF36
MA09L
2. Airport-Related Waypoints (Multiple Approach Procedure for given runway coded.)
Multiple approach Procedures for a given runway coded for which common waypoints cannot be established:
– The following two-character codes are to be added to the runway identifier to create an airportrelated waypoint identifier when no named waypoint has been established by the government
source for the fix type:
Fx
Ax
Ix
Cx
Mx
Sx
Rx
Tx
=
=
=
=
=
=
Final Approach Fix, where “x” equals the Type of procedure in question
Initial Approach Fix, where “x” equals the Type of procedure in question
Intermediate Approach Fix, where “x” equals the Type of procedure in question
Final Approach Course Fix, where “x” equals the Type of procedure in question
Missed Approach Point Fix, where “x” equals the Type of procedure in question
Step-Down Fix Note: if multiple step-down fix waypoints need to be created,
replace “D” with another character, retain the “S”.
= Runway Centerline Fix, where “X” equals the Type of procedure in question
= Touchdown Fix inboard of runway threshold, where “X” equals the Type of
procedure in question
These procedure type characters do not appear on the Jeppesen Approach Charts.
The convention above for Multiple Approaches/Multiple Waypoints result in the following table:
Waypoint
Type
IAF
IF
FACF
FAF
MAP
TDP
Step-Down
FEP
Waypoint codes based on the procedure route type.
ILS (I)
AI
II
CI
FI
MI
TI
SI
EI
RNAV (R)
ILS(L)
AL
IL
CL
FF
ML
TL
SL
EL
TACAN (T)
ILS(B)
AB
IB
CB
FB
MB
TB
SB
EB
IGS (G)
VOR(V)
AV
IV
CV
FV
MV
TV
SV
EV
LDA (X)
NDB (N)
AN
IN
CN
FN
MN
TN
SN
EN
SDF (U)
MLS (M)
AM
IM
CM
FM
MM
TM
SM
EM
GPS (P)
208
NAVDATA CHANGE DATA
NAVDATA NAME CONVENTIONS
Waypoint
Type
IAF
IF
FACF
FAF
MAP
TDP
Step-Down
FEP
AR
IR
CR
FR
MR
TR
SR
ER
AT
IT
CT
FT
MT
TT
ST
ET
IAF
IF
FACF
FAF
MAP
TDP
Step-Down
FEP
MLS (W)
AW
IW
CW
FW
MW
TW
SW
EW
MLS (Y)
AY
IY
CY
FY
MY
TY
SY
EY
IAF
IF
FACF
FAF
MAP
TDP
Step-Down
FEP
VOR (S)
AS
IS
CS
FS
MS
TS
SS
ES
Waypoint codes based on the procedure route type.
AG
IG
CG
FG
MG
TG
SG
EG
NDB+DME(Q)
AQ
IQ
CQ
FQ
MQ
TQ
SQ
EQ
AX
IX
CX
FX
MX
TX
SX
EX
AU
IU
CU
FU
MU
TU
SU
EU
AP
IP
CP
FP
MP
TP
SP
EP
FMS (F)
1F
2F
3F
4F
5F
6F
7F
8F
GLS (J)
AJ
IJ
CJ
FJ
MJ
TJ
SJ
EJ
VORDME (D)
AD
ID
CD
FD
MD
TD
SD
ED
NOTE: “C-T-L” is “Circle-To-Land” Approach
the prefixes indicated in the table above assume that a unique geographical position (Latitude/Longitude) is required for each Waypoint and the “common waypoint” idea cannot be used. Should a single
waypoints’ geographical position be such that it will serve as the same waypoint type for more than
one coded approach procedure, a “common waypoint”; the Single Approach/Common Waypoint convention shall be used.
Note on prefixes for FMS(F) Approach Waypoints:
As the majority of the prefixes generated using the standard convention and the Route Type “F” produced duplicates or two character codes that would be easily confused with other coded, the numerical/alpha/runway identifier concept is used.
3. Bearing/Distance Waypoints
Identifiers are developed by the application of the following rules:
(a) The first character is “D”.
(b) Characters 2 through 4 signify the VHF NAVAID radial on which the waypoint lies.
(c) The last character is the DME arc radius defining the position of the waypoint on the radial. This
radius is expressed as the equivalent letter of the alphabet, i.e., A = 1NM, G = 7NM, P = 16NM,
etc.
Examples:
NAVDATA CHANGE DATA
NAVDATA NAME CONVENTIONS
209
D185J
1176231329000
D250P
1176232150000
(d) If distance is greater than 26NM, use the convention in paragraph D or E.
(e) If the arc radius is provided in official government source as nautical miles and tenths of nautical
miles, the letter of the alphabet will reflect values rounded to full nautical miles, i.e., 10.5nm =
11nm or K, 10.4nm = 10nm or J. All values between 0.1 and 1.4 will be character “A”.
g. Approach Marker Identification Priority Convention
1. If the approach marker is named, use its name.
Example: PlKKE OM Runway 26 will be PlKKE
2. If it is unnamed but an NDB, use the NDB ident followed by the letters NB
Example: Ft. Nelson LOM will be YENB
3. If it is unnamed and not an NDB, use letters OM followed by the runway number.
Example: Outer Marker for Runway 26 becomes OM26
210
NAVDATA CHANGE DATA
NAVDATA NOTAM SERVICE
NavData Change Notices Service
GENERAL
Jeppesen NavData Change Notices are provided to operators of airborne navigation systems using a navigation
database produced and updated from information supplied by Jeppesen.
GEOGRAPHIC AREAS
The world is covered by ten Aeronautical Radio Inc. (ARINC) geographic areas, and the NavData Change Notices
are issued in ten individual geographic coverages that correspond to the ARINC areas. Refer to NavData Pages
101 through 103 for a complete explanation of the ARINC and NavData coverages.
CONTENT
NavData Change Notices are issued weekly, and include significant temporary and permanent information
changes affecting the flight data stored in your aircraft FMCS. Entries are published until the temporary
condition no longer exists, or until the permanent change has been included in your NavData update.
All times are local unless otherwise indicated.
A vertical bar indicates new or revised information.
NAVDATA EFFECTIVE DATES
The NavData effective dates are highlighted in a box on the beginning page of each NavData Change Notices
revision to ensure there is no confusion as to which 28 day update cycle the information applies to.
Every four weeks there are two sets of dates highlighted, the current cycle and the upcoming cycle. Entries still
effective at the time of the Friday NavData Change Notices publication date and included in the next Thursday
cycle update are followed by “(Until date)”. Entries for changes effective with the new cycle and received too late
for inclusion are prefaced with “From date”.
COPYRIGHT NOTICE
The graphics, pictorials, arrangements and compiled information on Jeppesen NavData Change Notices are
protected from unauthorized use and copying by the United States Copyright laws. The protected materials may
not be copied, reproduced, stored in a retrieval system, retransmitted in whole or in part, or used for database
updating, in any form or by any means, whether electrical, mechanical, by photocopying, recording or otherwise,
without the prior written consent of Jeppesen.
Jeppesen NavData Change Notices highlight only significant changes affecting Jeppesen navigation data that
may be currently stored in your aircraft navigation system database. Check for NOTAMs and other pertinent
information prior to flight.
NAVDATA CHANGE DATA
NAVDATA CHANGE NOTICES
211
NAVDATA CHANGE NOT ICES
WORLDWIDE GEOGRAPHIC COVERAGES
To ensure you can easily locate NavData Change Notices applicable to your particular areas of operation, each
page is identified by a coverage code. NavData Change Notices coverage codes, and the areas covered by each,
are shown on the following worldwide chart. These areas are coincidental with the established Aeronautical
Radio Incorporated (ARINC) navigation data geographical areas. The associated ARINC navigation data area
codes, which may appear in your navigation data base, are also provided.
NAVDATA CHANGE NOTICES
CODE
US
CA
LA
SA
P
SP
E
EE
A
ME
NAVDATA CHANGE NOTICES
AREA NAME
United States
Canada/Alaska
Latin America
South America
Pacific
South Pacific
Europe
Eastern Europe/China
Africa
Middle East/South Asia
ARINC AREA CODE
USA
CAN
LAM
SAM
PAC
SPA
EUR
EEU
AFR
MES
Example:
NavData Change Notices United States Page US-1 contains Change Notices applicable to
the forty-eight United States, plus the portion of the Gulf of Mexico and the Atlantic Ocean
shown on the following chart.
1176237077000
1176237077000
USA is the ARINC area code for the same area.
NOTE: NavData Change Notices are provided only for your area of operation. You may or may not receive all
of the coverages listed above.
212
NAVDATA CHANGE DATA
NAVDATA CHANGE NOTICES
1
279046603000
NAVDATA CHANGE DATA
NAVDATA CHANGE NOTICES
213
1
225816570000
FLIGHT SUPPLEMENT BOOKLET
Enroute
Enroute Data - General
216
ENROUTE DATA - GENERAL
ARINC Services and Communic ations
AIR/GROUND VOICE SERVICES
ARINC-1/2 – DOMESTIC U. S. VHF NETWORK:
a.
b.
c.
d.
e.
f.
Airborne coverage throughout the United States (continuous coverage above 20,000 feet).
On-the-ground coverage at most major airports within the United States.
Phone-patch capabilities for enroute message traffic.
Message delivery via ARINC AvinetSM Service or via telephone.
Capability to check on enroute, destination, and alternate field weather.
Direct Dialing capability for aircraft equipped with DTMF microphones (dual tone multi-frequency)
ARINC-3/4 – INTERNATIONAL HF NETWORK:
a. Company message relay service and phone-patch capability via Long Distance Operational Control Frequencies (LDOCF).
b. Message delivery via Avinet.
c. Telephone delivery for non-Avinet subscribers.
d. Weather observations and forecasts available.
e. SELCAL-equipped aircraft need not monitor HF continuously.
ARINC-5/6 – MEXICO VHF NETWORK:
Provides services identical to the Domestic U.S. VHF Network where indicated within Mexico
ARINC-7/BLK– ASIA AREA HF LDOC COVERAGE:
Company message relay service and phone-patch capability via Long Distance Operational Control Frequencies
(LDOCF).
GROUND COMMUNICATIONS CENTERS
NEW YORK (NYC)
Address:
613 Johnson Ave.
Bohemia, Long Island
NY
11716-2696
Tel:
(631) 244-2480
Fax:
(631) 563-2412
ADNS: NYCXGXA
SAN FRANCISCO (SFO)
Address:
6011 Industrial Way
Livermore
CA
94550
Tel:
(925) 294-8400
Fax:
(925) 294-9597
ADNS: SFOXGXA
Direct questions to ARINC Service Desk (800) 633-6882 or (703) 637-6360.
ENROUTE DATA - GENERAL
ARINC
ARINC Serv ic es
217
218
ENROUTE DATA - GENERAL
ARINC
1310655777432
ENROUTE DATA - GENERAL
ARINC
219
1310655777432
220
ENROUTE DATA - GENERAL
ARINC
1
302030694000
ENROUTE DATA - GENERAL
ARINC
221
1
302030694000
222
ENROUTE DATA - GENERAL
ARINC
1302030694000
ENROUTE DATA - GENERAL
ARINC
223
1302030694000
224
ENROUTE DATA - GENERAL
ARINC
1
302030694000
ENROUTE DATA - GENERAL
STOCKHOLM RADIO
225
Stockholm Radio
LONG DISTANCE OPERATIONAL CONTROL
Period: FEB 12- APR 12
1326898626018
storadio@aviolinx.com
226
ENROUTE DATA - GENERAL
STOCKHOLM RADIO
1326898626018
ENROUTE DATA - GENERAL
OCEANIC LONG-RANGE NAVIGATION INFORMATION
227
Oceanic Long-Range Navigation Information
BASIC OCEANIC LONG-RANGE NAVIGATION AND
COMMUNICATION REQUIREMENTS
Any operation which is conducted in international oceanic airspace on an IFR flight plan, a VFR controlled
flight plan, or at night, and is continued beyond the published range of normal airways navigation facilities (NDB,
VOR/DME), is considered to be a long-range navigation operation. Accurate navigational performance is required
to support the separation minima which air traffic control units apply. These separation minima can be found in
the International Civil Aviation Organization (ICAO) Regional Supplementary Procedures Document 7030 and
the Oceanic Air Traffic Control Handbook (FAA Order 7110.83).
Federal Aviation Regulation (FAR) 91.703 requires that civil aircraft must comply with ICAO, Annex 2 when operating over the high seas. In addition, ICAO, Annex 6, Part II stipulates that an airplane operated in international
airspace be provided with navigation equipment which will enable it to proceed in accordance with the flight plan
and with the requirements of air traffic services.
Annex 2 further requires that an aircraft shall adhere to the “current flight plan unless a request for a change has
been made and clearance obtained from the appropriate air traffic control facility.” Annex 2 also requires that
“unless otherwise authorized or directed by the appropriate air traffic control unit, controlled flights shall, insofar
as practicable: (a) when on an established ATS route, operate along the centerline of that route; or (b) when on
another route, operate directly between the navigation facilities and/or points defining that route.” In the event
that a controlled flight inadvertently deviates from its current flight plan, the following action shall be taken:
a. Deviation from track: if the aircraft is off track, action shall be taken forthwith to adjust the heading of the
aircraft to regain track as soon as practicable.
b. Variation in true airspeed: if the average true airspeed at cruising level between reporting points varies or
is expected to vary by plus or minus 5 percent of the true airspeed, from that given in the flight plan, the
appropriate air traffic services unit shall be so informed.
c. Change in time estimate: if the time estimate for the next applicable report point, flight information region
boundary or destination aerodrome, whichever comes first, is found to be in error in excess of three minutes
from that notified to air traffic services, or such other period of time as is prescribed by the appropriate ATS
authority or on the basis of air navigation regional agreements, a revised estimated time shall be notified
as soon as possible to the appropriate air traffic services unit.
ICAO, Annex 6, Part II contains standards and recommended practices adopted as the minimum standards for
all airplanes engaged in general aviation international air navigation. It requires that those airplanes operated
in accordance with Instrument Flight Rules (IFRs), at night, or on a VFR controlled flight have installed and
approved radio communication equipment capable of conducting two-way communication at any time during the
flight with such aeronautical stations and on such frequencies as may be prescribed by the appropriate authority.
All of the aforementioned requirements contained in Annex 2 are incorporated in Section 91.1 of the FARs for
those aircraft operating under United States civil certification in international oceanic airspace.
USE OF VERY HIGH FREQUENCY (VHF) AND HIGH FREQUENCY
(HF) FOR COMMUNICATION
Due to the inherent line of sight limitations of VHF radio equipment when used for communications in international
oceanic airspace, those aircraft operating on an IFR or controlled VFR flight plan beyond the communications
capability of VHF are required , as per ICAO, Annex 2, to maintain a continuous listening watch and communications capability on the assigned HF frequencies . Although these frequencies will be designated by Air Traffic
Control, actual communication will be with general purpose communication facilities such as international flight
service stations or Aeronautical Radio, Inc. (ARINC). These facilities are responsible for the relay of position
reports and other pertinent information between the aircraft and Air Traffic Control.
SPECIAL NORTH ATLANTIC, CARIBBEAN AND PACIFIC
AREA COMMUNICATIONS
VHF air-to-air frequencies enable aircraft engaged on flights over remote and oceanic areas out of range of VHF
ground stations to exchange necessary operational information and to facilitate the resolution of operational
problems. Air-to-air frequencies are charted on appropriate Jeppesen Enroute charts.
GUARD OF VHF EMERGENCY FREQUENCY
Pilots should remember that there is a need to continuously guard the VHF emergency frequency 121.5 MHz
when on long over-water flights, except when communications on other VHF channels, equipment limitations,
or cockpit duties prevent simultaneous guarding of two channels. Guarding of 121.5 MHz is particularly critical
when operating in proximity to flight information region (FIR) boundaries.
USE OF NON-DIRECTIONAL BEACON (NDB) FOR NAVIGATION
The use of an NDB as the primary source of navigation for long-range oceanic flight presents the operator with
numerous limitations and restrictions that are inherent in low frequency radio equipment and the low frequency
signals they receive. These include:
228
ENROUTE DATA - GENERAL
OCEANIC LONG-RANGE NAVIGATION INFORMATION
NDB navigation aids of the highest power (2000 or more watts) which are maintained and flight-checked as
suitable for air navigation, but are limited in their usable service and/or reception range to no more than 75
nautical miles from the facility, at any altitude .
Although the operator may be able to receive standard (AM/amplitude modulation) broadcast stations with NDB
equipment, primary dependence on these facilities for air navigation is a questionable operating practice. The
following are some of the inherent problems associated with reception of these stations:
a. Infrequent identification of the station.
b. Identification of foreign language stations may be impossible without some knowledge of the language.
c. Transmitter sites are not always collocated with studio facilities.
d. Termination of service without notice.
e. Weather systems causing erratic and unreliable reception of signal.
f. Atmospheric disturbances causing erratic and unreliable reception of signal.
g. No flight checks conducted to verify the suitability and reliability of the facility and its signal for use in air
navigation.
h. Fluctuation (bending) of signal due to shoreline/mountain effect.
i. Standard broadcast stations are not dedicated for air navigation purposes.
Considering the aforementioned limitations, the operator should be able to navigate the aircraft so as to maintain
the track/course and the tolerances specified in the Air Traffic Control Clearance (as per ICAO, Annex 2 and the
Regional Supplementary Procedures Document 7030). Realizing that an error of 10 degrees, at a distance of
2000 miles, equates to approximately 350 miles of course deviation, the inadequacies of the non-directional
beacon as the sole source of navigation for oceanic flight must be evaluated carefully.
SPECIAL EMERGENCY (AIR PIRACY)
a. A special emergency is a condition of air piracy, or other hostile act by a person(s) aboard an aircraft, which
threatens the safety of the aircraft or its passengers.
b. The pilot of an aircraft reporting a special emergency condition should:
1. If circumstances permit applydistress or urgency radio-telephony procedures. Include the details of
the special emergency.
2. If circumstances do not permit the use of prescribed distress or urgency procedures, transmit:
(a) On the air/ground frequency in use at the time.
(b) As many as possible of the following elements spoken distinctly and in the following order:
(1) Name of the station addressed (time and circumstances permitting).
(2) The identification of the aircraft and present position.
(3) The nature of the special emergency condition and pilot intentions (circumstances permitting).
(4) If unable to provide this information, use code words and/or transponder as follows: state
“TRANSPONDER SEVEN FIVE ZERO ZERO.” Meaning: “I am being hijacked/forced to a
new destination;” and/or use Transponder Setting MODE 3/A, Code 7500.
NOTE: Code 7500 will never be assigned by ATC without prior notification from the pilot that his aircraft is
being subjected to unlawful interference. The pilot should refuse the assignment of Code 7500 in any other
situation and inform the controller accordingly. Code 7500 will trigger the special emergency indicator in all
radar ATC facilities.
c. Air traffic controllers will acknowledge and confirm receipt of transponder Code 7500 by asking the pilot to
verify it. If the aircraft is not being subjected to unlawful interference, the pilot should respond to the query
by broadcasting in the clear that he is not being subjected to unlawful interference. Upon receipt of this
information, the controller will request the pilot to verify the code selection depicted in the code selector
windows in the transponder control panel and change the code to the appropriate setting. If the pilot replies
in the affirmative or does not reply, the controller will not ask further questions but will flight follow, respond
to pilot requests and notify appropriate authorities.
d. If it is possible to do so without jeopardizing the safety of the flight, the pilot of a hijacked passenger aircraft,
after departing from the cleared routing over which the aircraft was operating, will attempt to do one or more
of the following things, insofar as circumstances may permit:
1. Maintain a true airspeed of no more than 400 knots, and preferably an altitude of between 10,000 and
25,000 feet.
2. Fly a course toward the destination which the hijacker has announced.
e. If these procedures result in either radio contact or air intercept, the pilot will attempt to comply with any
instructions received which may direct him to an appropriate landing field.
ENROUTE DATA - GENERAL
DESIGNATORS OF ATS ROUTES AND ITS USE IN VOICE COMMUNICATIONS
229
Designators of ATS Routes and Its Use in Voice Communications
According to ICAO Annex 11 basic designators for ATS routes shall consist of a maximum of five, in no
case exceed six, alpha/numeric characters in order to be usable by both ground and airborne automation
systems. The designator shall indicate the type of the route, that means: high/low altitude, specific airborne navigation equipment requirements (RNAV), aircraft type using the route primarily or exclusively.
COMPOSITION OF DESIGNATORS
a. The basic designator consists of one letter of the alphabet followed by a number from 1 to 999. The letters
may be:
1.
A, B, G, R
—
2.
L, M, N, P
—
3.
H, J, V, W
—
4.
Q, T, Y, Z
—
for routes which form part of the regional networks of ATS routes and
are not area navigation routes;
for area navigation routes which form part of the regional networks
of ATS routes;
for routes which do not form part of the regional networks of ATS
routes and are not area navigation routes;
for area navigation routes which do not form part of the regional
networks of ATS routes.
b. Where applicable, one supplementary letter shall be added as a prefix to the basic designator as follows:
1.
2.
K
U
—
—
3.
S
—
to indicate a low level route established for use primarily by helicopters;
to indicate that the route or portion thereof is established in the upper
airspace;
to indicate a route established exclusively for use by supersonic aircraft
during acceleration/deceleration and while in supersonic flight.
c. Where applicable, a supplementary letter may be added after the basic designator of the ATS route as a
suffix as follows:
1.
F
—
2.
G
—
3.
Y
—
4.
Z
—
to indicate that on the route or portion thereof advisory service only
is provided;
to indicate that on the route or portion thereof flight information service
only is provided;
for RNP1 routes at and above FL200 to indicate that all turns on the
route between 30 and 90 degrees shall be made within the tolerance
of a tangential arc between the straight leg segments defined with a
radius of 22.5 NM;
for RNP1 routes at and below FL190 to indicate that all turns on the
route between 30 and 90 degrees shall be made within the tolerance
of a tangential arc between the straight leg segments defined with
a radius of 15 NM.
USE OF DESIGNATORS IN COMMUNICATIONS
In voice communications, the basic letter of a designator should be spoken in accordance with the ICAO spelling
alphabet.
Where the prefixes K, U or S, specified above, are used in voice communications, they should be pronounced
as:
K = “Kopter”
U = “Upper” and
S = “Supersonic”
as in the English language.
Where suffixes “F”, “G”, “Y” or “Z” specified above are used, the flight crew should not be required to use them
in voice communications.
Example:
A11
UR5
KB34
UW456 F
will
will
will
will
be
be
be
be
spoken Alfa 11
spoken Upper Romeo 5
spoken Kopter Bravo 34
spoken Upper Whiskey 456
230
ENROUTE DATA - GENERAL
COMPANY OPERATIONAL CONTROL
Company Operational Control
HF SSB FACILITIES
a. ARINC has established HF SSB Long Distance Operational Control Facilities at New York and San Francisco Communication Centers, and remote facilities in Barrow, Alaska, Santa Cruz, Bolivia, Guam and Hat
Yai, Thailand.
NOTE: ARINC is a paid service. Aircraft operators desiring to make use of these facilities should make prior
arrangements with ARINC for the handling of their traffic.
b. The purpose of this service is to provide direct voice communications between flight crews and their company control offices via HF SSB communications using “Phone Patch” techniques primarily in the international environment. Aircraft may use the frequencies listed below from any location where VHF coverage
is unavailable. The only limiting factor being the actual propagation of the radio signals, which may vary
depending upon the frequency, time of day, latitude, local atmospheric noise level and sun spot activity.
c. These facilities may be used for “flight regularity” messages. “Flight regularity” messages include those
messages that require immediate action on the part of flight crews, aircraft operators, or agencies acting
for aircraft operators for the efficient and expeditious utilization of aircraft to avoid serious delays or travel
interruptions to passengers and/or cargo, or to avoid situations that could cause the aircraft operator to suffer significant economic penalties. Communications concerning air traffic control and meteorological data
for international flights are considered “Flight Safety” messages and are usually handled on the ICAO Major
World Air Route Area High Frequency and VHF Enroute Radio Telephone Networks or VHF ATS facilities.
d. These operational control communications are available 24 hours per day; generally, the higher frequencies
will be used during daylight hours and the lower frequencies during the hours of darkness:
HF SSB LDOCF
FREQUENCIES
GUARDED (kHz)
3494
6640
8933
11342
13348
17925
21964
ARINC STATION LOCATION & CALL SIGN
NEW YORK
SAN
FRANCISCO
SANTA CRUZ,
BOLIVIA
(Remote)
PACIFICGUAM
(Remote)
BARROW, AK
(Remote)
HAT YAI,
THAILAND
(Remote)
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
Worldwide Operational Control. (Phone patch service available.)
X
X
X
X
X
X
NOTE: ARINC stations transmitting SELCAL signals on these frequencies will utilize SSB full carrier mode.
e. The ARINC facilities are equipped to provide through “Phone Patch” direct voice communications between
flight crews and operational control offices or the ground radio operator may also accept messages from
the aircraft for relay via normal air-ground delivery channels and vice versa.
f. Aircraft operators with SATCOM Voice can contact ARINC Aeronautical Stations using the following direct
dial telephone numbers:
ARINC Center
SFO
NYC
Direct Dial
925-371-3920
631-244-2492
Inmarsat Security Code
436625
436623
RADIOTELEPHONY PROCEDURES
a. The air/ground/air radio channel is “one-way” (send or receive) only; break-ins and interruptions are not
possible. In the normal “at rest” condition, the ground talker receives the aircraft transmission. When the
ground talker speaks, a voice-operated relay switches the radio channel from receive to send and the aircraft
receives his transmission. If the ground talker and the aircraft transmit simultaneously, neither will receive
the other. Thus each should indicate the end of his transmission with the words “over” or “go ahead.” The
ground talker should precede each transmission with an “err” or “uhh” to allow the voice-operated relay
time to complete its switching function. If a malfunction of the voice-operated relay should occur during a
connection, the ARINC Radio Operator will manually switch the channel between send and receive and the
conversation can proceed in exactly the same manner.
b. Flight crews placing a call to their operational control office will call on one of the listed frequencies. The
following is an example of the typical voice procedure used in a “Phone Patch” request from an aircraft:
ENROUTE DATA - GENERAL
COMPANY OPERATIONAL CONTROL
Aircraft:
Aero Sta:
Aircraft:
Aero Sta:
Aircraft:
231
“New York, Trans Jet 468.”
“Trans Jet 468, New York, go ahead.”
“Trans Jet 468 requests ‘Phone Patch’ with Trans Jet Ops Office at Kennedy.”
“Roger Trans Jet 468. Standby for a ‘Phone Patch’. New York.”
“Trans Jet 468, standing by.”
c. The ARINC radio operator will then set up the “Phone Patch” as explained above and the voice procedure
will continue as follows:
Aero Sta:
Aircraft:
Ops Office:
Aircraft:
Aircraft:
Aero Sta:
“Trans Jet 468, ‘Phone Patch’ to Trans Jet Ops is ready. Go ahead with your
message. New York.”
“Trans Jet Ops, this is Trans Jet 468, we are at 40 West. We are having trouble
with the number 4 compressor. We have performed corrective procedures listed
in the manual but we still have abnormal readings. Do you want us to proceed to
Philadelphia or should we divert to Kennedy for maintenance? Go ahead.”
“Trans Jet 468, divert to Kennedy. Philadelphia maintenance not equipped to
handle compressors. We will alert Kennedy maintenance. Plan to continue to
Philadelphia after compressor repaired. Trans Jet Ops. Over.”
“Roger, divert to Kennedy. Trans Jet 468.”
“New York, Trans Jet 468 ‘Phone Patch’ completed.”
“Trans Jet 468, Roger, New York.”
The ARINC radio operator will then disconnect the “Phone Patch.”
d. Flight crews operating in the European, North Atlantic, South American, Caribbean, and Pacific Areas will
be expected to continue to pass their routine air-ground messages on the ICAO Major World Air Route Area
(MWARA) Enroute Radiotelephone HF or VHF Networks while operating on international routes. Therefore,
aircraft operating on international routes in the areas of the world mentioned above will be expected to
maintain a listening watch or SELCAL guard on the appropriate ICAO/MWARA frequencies.
e. Aircraft equipped with dual HF transceivers may wish to maintain watch on both ICAO/MWARA and ARINC
HF SSB Long Distance Operational Control Facility frequencies. Aircraft equipped with only one HF transceiver, and beyond the range of VHF communications, will be expected to maintain watch on ICAO/MWARA
frequencies and to switch to ARINC HF SSB Long Distance Operational Control Facility frequencies only
after coordination with the ICAO aeronautical station providing radio guard for the FIR/CTA in which the
aircraft is operating.
FLIGHT SUPPLEMENT BOOKLET
Radio Aids
Radio Data - General
234
RADIO DATA - GENERAL
General Information
The general information contained on the following pages is provided for use as ‘quick reference’. It has
been compiled from a variety of sources. Additional information can be found elsewhere in the Radio
Aids section.
FREQUENCY BANDS
Radio frequencies lie within a relatively narrow range of the electro-magnetic spectrum between approximately
10 kHz and 300 GHz. This range is divided into bands, more or less in accordance with the propagation characteristics of the frequencies. These bands are:
VLF
LF
MF
HF
VHF
UHF
Very Low Frequency
Low Frequency
Medium Frequency
High Frequency
Very High Frequency
Ultra High Frequency
SHF
EHF
Super High Frequency
Extremely High Frequency
0 - 30 kHz
30 kHz - 300 kHz
300 kHz - 3 MHz
3 MHz - 30 MHz
30 MHz - 300 MHz*
300 MHz - 3 GHz*
3 GHz - 30 GHz
30 GHz - 300 GHz
*200 MHz - 3 GHz is considered UHF in Aviation.
All VHF markers (FAN TYPE, OUTER, INNER and ZONE) operate on 75 MHz (75,000 KHz), and are tone
modulated as follows:
FM
3000 Hz
Fan Marker (100 Watts)
LFM
Low-Powered Fan Marker (5 Watts)
3000 Hz
MM
Middle Marker
1300 Hz
400 Hz
OM
Outer Marker
Z
3000 Hz
Station Location Marker
FREQUENCY ALLOCATION
Frequency allocation is established to provide a clear channeling between the various functions performed by
aeronautical navaids and communications facilities. Although a general allocation plan is recognized on a worldwide basis, variations may occur within certain ranges. The listing below is intended to provide that allocation
most generally used by civil operators.
NAVIGATION AIDS
190 - 535 kHz
190 - 1750 kHz
Non-directional Beacon (standard).
108.0 - 117.975 MHz
108.0 - 111.975 MHz
108.0 - 111.975 MHz
111.975 - 117.975 MHz
328.6 - 335.4 MHz
960.0 - 1215.0 MHz
1563.42 - 1587.42 MHz
Nondirectional Radio Beacon (low power) and Radio
Range (low power).
Non-directional Beacon (standard).
Marker Beacon.
VOR test facility (VOT).
ILS localizer (on odd-tenths plus twentieth frequencies,
108.1, 108.3 etc.)
VOR (even tenths or even tenths plus a twentieth of MHz).
VOR (even and odd tenths of MHz).
ILS glide slope.
DME and TACAN.
GPS
RADIO DATA - GENERAL
235
AIRBORNE STATIONS
410 kHz
475 kHz
International DF (outside continental USA).
Working frequency exclusively for aircraft on sea flights
desiring an intermediate frequency.
International frequency for aircraft and ships over the
seas. Transmission on this frequency (except for urgent
and safety messages and signals) must cease twice each
hour, for three minute periods beginning at 15 and 45
minutes past each hour.
Lighter-than-aircraft.
500 kHz
3281 kHz
117.975 - 137.0 MHz AIR TRAFFIC CONTROL OPERATIONS
The minimum separation between assignable frequencies in the aeronautical mobile (R) service shall be 8.33
kHz.
It is recognized that in some regions or areas, 100 kHz, 50 kHz or 25 kHz channel spacing provides an adequate
number of frequencies suitably related to international and national air services and that equipment designed
specifically for 100 kHz, 50 kHz or 25 kHz channel spacing will remain adequate for services operating within
such regions or areas. It is further recognized that assignments based on 25 kHz channel spacing as well as
8.33 kHz channel spacing may continue to co-exist within one region or area.
118 - 121.4 MHz inclusive
121.5 MHz
121.6 - 121.9917 MHz inclusive
International and National Aeronautical Mobile Services
121.5 MHz
International and National Aerodrome Surface
Communications
National Aeronautical Mobile Services
Auxiliary frequency SAR
National Aeronautical Mobile Services with the exception
of 123.45 MHz.
Worldwide air-to-air communications
International and National Aeronautical Mobile Services
National Aeronautical Mobile Services
International and National Aeronautical Mobile Services
International and National Aeronautical Mobile Services
Reserved for VHF air-ground data link communications.
122 - 123.05 MHz inclusive
123.1 MHz
123.15 - 123.6917 MHz inclusive
123.45 MHz
123.7 - 129.6917 MHz inclusive
129.7 - 130.8917 MHz
130.9 - 136.875 MHz inclusive
136.9 - 136.975 MHz inclusive
EFFECTIVE RANGE OF RADIO TRANSMISSION
The range of VHF transmissions is normally about 7% more than an actual line of sight, and can be determined
by the formula:
1143832334000
Where:
D
h
K
=
=
=
=
=
distance in nautical miles;
height of the aircraft station above earth;
(corresponding to an effective earth’s radius of 4/3 of the actual radius);
2.22 when h is expressed in metres; and
1.23 when h is expressed in feet.
Listed below is the appropriate range for VHF transmissions over flat terrain:
AIRCRAFT ALTITUDE
500 ft
1000 ft
1500 ft
2000 ft
3000 ft
5000 ft
RANGE (NM)
28 NM
39 NM
48 NM
55 NM
69 NM
87 NM
AIRCRAFT ALTITUDE
10,000 ft
15,000 ft
20,000 ft
30,000 ft
40,000 ft
RANGE (NM)
122 NM
152 NM
174 NM
213 NM
246 NM
236
RADIO DATA - GENERAL
TYPES OF SIGNAL EMISSIONS
Designation
New
Old
A0
NON
A1A
A1
A2A
A2
A3A
R3E
H3E
J3E
–
B7E
A3
A3A
A3H
A3J
A3B
–
B8E
–
A4
A4
R3C
J3C
R7B
B9W
A4A
–
A7A
A9B
Type of Transmissions
Characteristics Supplementary
–
–
Telegraphy without the use of a modulating
audio frequency (by on-off keying).
–
Telegraphy by the on-off keying of an
amplitude-modulating audio frequency or
audio frequencies, or by the on-off keying of
the modulated emission (special case; an
unkeyed emission amplitude modulated).
Telephony.
Double Sideband.
Single sideband, reduced carrier.
Single sideband, full carrier.
Single sideband, suppressed carrier.
Two independent sidebands.
Two independent sidebands containing
quantized or digital information.
Two independent sidebands containing
analogueinformation.
Facsimile (by a frequency modulated
sub-carrier).
Single sideband, reduced carrier.
Single sideband, suppressed carrier.
Multichannel voice-frequency telegraphy.
Single sideband, reduced carrier.
Two independent sidebands.
Cases not covered by the above, e.g., a
combination of telephony and telegraphy.
With no modulation.
RADIO DATA - GENERAL
SECTION 1. AIR NAVIGATION AIDS
237
SECTION 1. NAVIGATION AIDS
Information about Radio Aids published in this section is extracted from the United States Federal Aviation Administration’s (FAA) Aeronautical Information Manual (AIM). It is provided for reference use only.
The information is generally applicable around the world. Regional variations may exist. Within the section itself, additional references may be made to U.S. Federal Aviation Regulations (FARs). Relevant
FARs can be obtained separately from Jeppesen, or they are available directly from the U.S. FAA by mail
or via the internet.
1-1-1
GENERAL
a. Various types of air navigation aids are in use today, each serving a special purpose. These aids have varied
owners and operators, namely: the Federal Aviation Administration (FAA), the military services, private
organizations, individual states and foreign governments. The FAA has the statutory authority to establish,
operate, maintain air navigation facilities and to prescribe standards for the operation of any of these aids
which are used for instrument flight in federally controlled airspace. These aids are tabulated in the Airport/
Facility Directory (A/FD).
b. Pilots should be aware of the possibility of momentary erroneous indications on cockpit displays when the
primary signal generator for a ground-based navigational transmitter (for example, a glideslope, VOR, or
nondirectional beacon) is inoperative. Pilots should disregard any navigation indication, regardless of its
apparent validity, if the particular transmitter was identified by NOTAM or otherwise as unusable or inoperative.
1-1-2
NONDIRECTIONAL RADIO BEACON (NDB)
a. A low or medium frequency radio beacon transmits nondirectional signals whereby the pilot of an aircraft
properly equipped can determine bearings and “home” on the station. These facilities normally operate
in a frequency band of 190 to 535 kilohertz (kHz), according to ICAO Annex 10 the frequency range for
NDBs is between 190 and 1750 kHz, and transmit a continuous carrier with either 400 or 1020 hertz (Hz)
modulation. All radio beacons except the compass locators transmit a continuous three-letter identification
in code except during voice transmissions.
b. When a radio beacon is used in conjunction with the Instrument Landing System markers, it is called a
Compass Locator.
c. Voice transmissions are made on radio beacons unless the letter “W” (without voice) is included in the class
designator (HW).
d. Radio beacons are subject to disturbances that may result in erroneous bearing information. Such disturbances result from such factors as lightning, precipitation static, etc. At night, radio beacons are vulnerable
to interference from distant stations. Nearly all disturbances which affect the Automatic Direction Finder
(ADF) bearing also affect the facility’s identification. Noisy identification usually occurs when the ADF needle is erratic. Voice, music or erroneous identification may be heard when a steady false bearing is being
displayed. Since ADF receivers do not have a “flag” to warn the pilot when erroneous bearing information
is being displayed, the pilot should continuously monitor the NDB’s identification.
1-1-3
VHF OMNI-DIRECTIONAL RANGE (VOR)
a. VORs operate within the 108.0 to 117.95 MHz frequency band and have a power output necessary to
provide coverage within their assigned operational service volume. They are subject to line-of-sight restrictions, and the range varies proportionally to the altitude of the receiving equipment.
NOTE: Normal service ranges for the various classes of VORs are given in Navigational Aid (NAVAID)
Service Volumes, paragraph 1-1-8.
b. Most VORs are equipped for voice transmission on the VOR frequency. VORs without voice capability are
indicated by the letter “W” (without voice) included in the class designator (VORW).
c. The only positive method of identifying a VOR is by its Morse Code identification or by the recorded
automatic voice identification which is always indicated by use of the word “VOR” following the range’s
name. Reliance on determining the identification of an omnirange should never be placed on listening to
voice transmissions by the Flight Service Station (FSS) (or approach control facility) involved. Many FSSs
remotely operate several omniranges with different names. In some cases, none of the VORs have the
name of the “parent” FSS. During periods of maintenance, the facility may radiate a T-E-S-T code
(– • ••• –) or the code may be removed.
d. Voice identification has been added to numerous VORs. The transmission consists of a voice announcement, “AIRVILLE VOR” alternating with the usual Morse Code identification.
e. The effectiveness of the VOR depends upon proper use and adjustment of both ground and airborne equipment.
1. Accuracy. The accuracy of course alignment of the VOR is excellent, being generally plus or minus
1 degree.
2. Roughness. On some VORs, minor course roughness may be observed, evidenced by course needle
or brief flag alarm activity (some receivers are more susceptible to these irregularities than others).
At a few stations, usually in mountainous terrain, the pilot may occasionally observe a brief course
238
RADIO DATA - GENERAL
SECTION 1. AIR NAVIGATION AIDS
needle oscillation, similar to the indication of “approaching station.” Pilots flying over unfamiliar routes
are cautioned to be on the alert for these vagaries, and in particular, to use the “to/from” indicator to
determine positive station passage.
(a) Certain propeller revolutions per minute (RPM) settings or helicopter rotor speeds can cause
the VOR Course Deviation Indicator to fluctuate as much as plus or minus six degrees. Slight
changes to the RPM setting will normally smooth out this roughness. Pilots are urged to check
for this modulation phenomenon prior to reporting a VOR station or aircraft equipment for unsatisfactory operation.
1-1-4
VOR RECEIVER CHECK
a. The FAA VOR test facility (VOT) transmits a test signal which provides users a convenient means to determine the operational status and accuracy of a VOR receiver while on the ground where a VOT is located.
The airborne use of VOT is permitted; however, its use is strictly limited to those areas/altitudes specifically
authorized in the A/FD or appropriate supplement.
b. To use the VOT service, tune in the VOT frequency on your VOR receiver. With the Course Deviation Indicator (CDI) centered, the omni-bearing selector should read 0 degrees with the to/from indication showing
“from” or the omni-bearing selector should read 180 degrees with the to/from indication showing “to.” Should
the VOR receiver operate an RMI (Radio Magnetic Indicator), it will indicate 180 degrees on any omni-bearing selector (OBS) setting. Two means of identification are used. One is a series of dots and the other is a
continuous tone. Information concerning an individual test signal can be obtained from the local FSS.
c. Periodic VOR receiver calibration is most important. If a receiver’s Automatic Gain Control or modulation
circuit deteriorates, it is possible for it to display acceptable accuracy and sensitivity close into the VOR or
VOT and display out-of-tolerance readings when located at greater distances where weaker signal areas
exist. The likelihood of this deterioration varies between receivers, and is generally considered a function
of time. The best assurance of having an accurate receiver is periodic calibration. Yearly intervals are recommended at which time an authorized repair facility should recalibrate the receiver to the manufacturer’s
specifications.
d. Federal Aviation Regulations (14 CFR Section 91.171) provides for certain VOR equipment accuracy
checks prior to flight under instrument flight rules. To comply with this requirement and to ensure
satisfactory operation of the airborne system, the FAA has provided pilots with the following means of
checking VOR receiver accuracy:
1. VOT or a radiated test signal from an appropriately rated radio repair station.
2. Certified airborne check points.
3. Certified check points on the airport surface.
e. A radiated VOT from an appropriately rated radio repair station serves the same purpose as an FAA VOR
signal and the check is made in much the same manner as a VOT with the following differences:
1. The frequency normally approved by the Federal Communications Commission is 108.0 MHz.
2. Repair stations are not permitted to radiate the VOR test signal continuously; consequently, the owner
or operator must make arrangements with the repair station to have the test signal transmitted. This
service is not provided by all radio repair stations. The aircraft owner or operator must determine which
repair station in the local area provides this service. A representative of the repair station must make
an entry into the aircraft logbook or other permanent record certifying to the radial accuracy and the
date of transmission. The owner, operator or representative of the repair station may accomplish the
necessary checks in the aircraft and make a logbook entry stating the results. It is necessary to verify
which test radial is being transmitted and whether you should get a “to” or “from” indication.
f. Airborne and ground check points consist of certified radials that should be received at specific points on
the airport surface or over specific landmarks while airborne in the immediate vicinity of the airport.
1. Should an error in excess of plus or minus 4 degrees be indicated through use of a ground check,
or plus or minus 6 degrees using the airborne check, Instrument Flight Rules (IFR) flight shall not be
attempted without first correcting the source of the error.
CAUTION: No correction other than the correction card figures supplied by the manufacturer should
be applied in making these VOR receiver checks.
2. Locations of airborne check points, ground check points and VOTs are published in the A/FD.
3. If a dual system VOR (units independent of each other except for the antenna) is installed in the aircraft, one system may be checked against the other. Turn both systems to the same VOR ground
facility and note the indicated bearing to that station. The maximum permissible variations between
the two indicated bearings is 4 degrees.
1-1-5
TACTICAL AIR NAVIGATION (TACAN)
a. For reasons peculiar to military or naval operations (unusual siting conditions, the pitching and rolling of a
naval vessel, etc.) the civil VOR/Distance Measuring Equipment (DME) system of air navigation was considered unsuitable for military or naval use. A new navigational system, TACAN, was therefore developed
by the military and naval forces to more readily lend itself to military and naval requirements. As a result,
RADIO DATA - GENERAL
SECTION 1. AIR NAVIGATION AIDS
239
the FAA has integrated TACAN facilities with the civil VOR/DME program. Although the theoretical, or technical principles of operation of TACAN equipment are quite different from those of VOR/DME facilities, the
end result, as far as the navigating pilot is concerned, is the same. These integrated facilities are called
VORTACs.
b. TACAN ground equipment consists of either a fixed or mobile transmitting unit. The airborne unit in conjunction with the ground unit reduces the transmitted signal to a visual presentation of both azimuth and
distance information. TACAN is a pulse system and operates in the Ultrahigh Frequency (UHF) band of
frequencies. Its use requires TACAN airborne equipment and does not operate through conventional VOR
equipment.
1-1-6
VHF OMNI-DIRECTIONAL RANGE/TACTICAL AIR
NAVIGATION (VORTAC)
a. A VORTAC is a facility consisting of two components, VOR and TACAN, which provides three individual
services: VOR azimuth, TACAN azimuth and TACAN distance (DME) at one site. Although consisting of
more than one component, incorporating more than one operating frequency, and using more than one
antenna system, a VORTAC is considered to be a unified navigational aid. Both components of a VORTAC
are envisioned as operating simultaneously and providing the three services at all times.
b. Transmitted signals of VOR and TACAN are each identified by three-letter code transmission and are interlocked so that pilots using VOR azimuth with TACAN distance can be assured that both signals being
received are definitely from the same ground station. The frequency channels of the VOR and the TACAN
at each VORTAC facility are “paired” in accordance with a national plan to simplify airborne operation.
1-1-7
DISTANCE MEASURING EQUIPMENT (DME)
a. In the operation of DME, paired pulses at a specific spacing are sent out from the aircraft (this is the interrogation) and are received at the ground station. The ground station (transponder) then transmits paired
pulses back to the aircraft at the same pulse spacing but on a different frequency. The time required for
the round trip of this signal exchange is measured in the airborne DME unit and is translated into distance
(nautical miles) from the aircraft to the ground station.
b. Operating on the line-of-sight principle, DME furnishes distance information with a very high degree of
accuracy. Reliable signals may be received at distances up to 199 NM at line-of-sight altitude with an accuracy of better than 1 /2 mile or 3 percent of the distance, whichever is greater. Distance information received
from DME equipment is SLANT RANGE distance and not actual horizontal distance.
c. Operating frequency range of a DME according to ICAO Annex 10 is from 960 MHz to 1215 MHz. Aircraft
equipped with TACAN equipment will receive distance information from a VORTAC automatically, while
aircraft equipped with VOR must have a separate DME airborne unit.
d. VOR/DME, VORTAC, Instrument Landing System (ILS)/DME, and localizer (LOC)/DME navigation facilities established by the FAA provide course and distance information from collocated components under a
frequency pairing plan. Aircraft receiving equipment which provides for automatic DME selection assures
reception of azimuth and distance information from a common source when designated VOR/DME, VORTAC, ILS/DME, and LOC/DME are selected.
e. Due to the limited number of available frequencies, assignment of paired frequencies is required for certain
military noncollocated VOR and TACAN facilities which serve the same area but which may be separated
by distances up to a few miles.
f. VOR/DME, VORTAC, ILS/DME, and LOC/DME facilities are identified by synchronized identifications which
are transmitted on a time share basis. The VOR or localizer portion of the facility is identified by a coded
tone modulated at 1020 Hz or a combination of code and voice. The TACAN or DME is identified by a coded
tone modulated at 1350 Hz. The DME or TACAN coded identification is transmitted one time for each three
or four times that the VOR or localizer coded identification is transmitted. When either the VOR or the DME
is inoperative, it is important to recognize which identifier is retained for the operative facility. A single coded
identification with a repetition interval of approximately 30 seconds indicates that the DME is operative.
g. Aircraft equipment which provides for automatic DME selection assures reception of azimuth and distance
information from a common source when designated VOR/DME, VORTAC and ILS/DME navigation facilities are selected. Pilots are cautioned to disregard any distance displays from automatically selected DME
equipment when VOR or ILS facilities, which do not have the DME feature installed, are being used for
position determination.
1-1-8
NAVIGATIONAL AID (NAVAID) SERVICE VOLUMES
a. Most air navigation radio aids which provide positive course guidance have a designated standard service
volume (SSV). The SSV defines the reception limits of unrestricted NAVAIDs which are usable for random/
unpublished route navigation.
b. A NAVAID will be classified as restricted if it does not conform to flight inspection signal strength and course
quality standards throughout the published SSV. However, the NAVAID should not be considered usable
at altitudes below that which could be flown while operating under random route IFR conditions (14 CFR
240
RADIO DATA - GENERAL
SECTION 1. AIR NAVIGATION AIDS
Section 91.177), even though these altitudes may lie within the designated SSV. Service volume restrictions
are first published in Notices to Airmen (NOTAMs) and then with the alphabetical listing of the NAVAIDs in
the A/FD.
c. Standard Service Volume limitations do not apply to published IFR routes or procedures.
d. VOR/DME/TACAN Standard Service Volumes (SSV).
1. Standard service volumes (SSVs) are graphically shown in FIG 1-1-1, FIG 1-1-2, FIG 1-1-3, FIG 1-1-4,
and FIG 1-1-5. The SSV of a station is indicated by using the class designator as a prefix to the station
type designation.
EXAMPLE: TVOR, LDME, and HVORTAC.
FIGURE 1-1-1
Standard High Altitude Service Volume
(See FIG 1-1-5 for altitudes below 1,000 feet).
1234995548000
FIGURE 1-1-2
Standard Low Altitude Service Volume
(See FIG 1-1-5 for altitudes below 1,000 feet).
1234995548000
RADIO DATA - GENERAL
SECTION 1. AIR NAVIGATION AIDS
241
FIGURE 1-1-3
Standard Terminal Service Volume
(See FIG 1-1-4 for altitudes below 1,000 feet).
1234995548000
2. Within 25 NM, the bottom of the T service volume is defined by the curve in FIG 1-1-4. Within 40 NM,
the bottoms of the L and H service volumes are defined by the curve in FIG 1-1-5. (See TBL 1-1-1.)
TABLE 1-1-1 VOR/DME/TACAN Standard Service Volumes
SSV Class Designator
T (Terminal)
L (Low Altitude)
H (High Altitude)
Altitude and Range Boundaries
From 1,000 feet above ground level (AGL) up to and including 12,000 feet
AGL at radial distances out to 25 NM.
From 1,000 feet AGL up to and including 18,000 feet AGL at radial
distances out to 40 NM.
From 1,000 feet AGL up to and including 14,500 feet AGL at radial
distances out to 40 NM. From 14,500 AGL up to and including 60,000
feet at radial distances out to 100 NM. From 18,000 feet AGL up to and
including 45,000 feet AGL at radial distances out to 130 NM.
e. Nondirectional Radio Beacon (NDB)
1. NDBs are classified according to their intended use.
2. The ranges of NDB service volumes are shown in TBL 1-1-2. The distances (radius) are the same at
all altitudes.
TABLE 1 -1-2 NDB Service Volumes
Class
Distance (Radius)
15 NM
Compass Locator
MH
25 NM
H
50 NM*
HH
75 NM
* Service ranges of individual facilities may be less than 50 nautical miles (NM). Restrictions to service
volumes are first published as a Notice to Airmen and then with the alphabetical listing of the NAVAID
in the A/FD.
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FIGURE 1-1-4
Service Volume Lower Edge Terminal
1
234995548000
FIGURE 1-1-5
Service Volume Lower Edge Standard High and Low
1
234995548000
1-1-9
INSTRUMENT LANDING SYSTEM (ILS)
a. General
1. The ILS is designed to provide an approach path for exact alignment and descent of an aircraft on
final approach to a runway.
2. The ground equipment consists of two highly directional transmitting systems and, along the approach,
three (or fewer) marker beacons. The directional transmitters are known as the localizer and glide
slope transmitters.
3. The system may be divided functionally into three parts:
(a) Guidance information: localizer, glide slope;
(b) Range information: marker beacon, DME; and
(c) Visual information: approach lights, touchdown and centerline lights, runway lights.
4. Precision radar, or compass locators located at the Outer Marker (OM) or Middle Marker (MM), may
be substituted for marker beacons. DME, when specified in the procedure, may be substituted for the
OM.
5. Where a complete ILS system is installed on each end of a runway; (i.e., the approach end of Runway
4 and the approach end of Runway 22) the ILS systems are not in service simultaneously.
b. Localizer
1. The localizer transmitter operates on one of 40 ILS channels within the frequency range of 108.10 to
111.95 MHz. Signals provide the pilot with course guidance to the runway centerline.
RADIO DATA - GENERAL
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243
2. The approach course of the localizer is called the front course and is used with other functional parts,
e.g., glide slope, marker beacons, etc. The localizer signal is transmitted at the far end of the runway.
It is adjusted for a course width of (full scale fly-left to a full scale fly-right) of 700 feet at the runway
threshold.
3. The course line along the extended centerline of a runway, in the opposite direction to the front course
is called the back course.
CAUTION: Unless the aircraft’s ILS equipment includes reverse sensing capability, when flying
inbound on the back course it is necessary to steer the aircraft in the direction opposite the needle
deflection when making corrections from off-course to on-course. This “flying away from the needle”
is also required when flying outbound on the front course of the localizer. Do not use back course
signals for approach unless a back course approach procedure is published for that particular runway
and the approach is authorized by ATC.
4. Identification is in International Morse Code and consists of a three-letter identifier preceded by the
letter I (••) transmitted on the localizer frequency.
EXAMPLE: I-DIA
5. The localizer provides course guidance throughout the descent path to the runway threshold from a
distance of 18 NM from the antenna between an altitude of 1,000 feet above the highest terrain along
the course line and 4,500 feet above the elevation of the antenna site. Proper off-course indications
are provided throughout the following angular areas of the operational service volume:
(a) To 10 degrees either side of the course along a radius of 18 NM from the antenna; and
(b) From 10 to 35 degrees either side of the course along a radius of 10 NM. (See FIG 1-1-6.)
FIGURE 1-1-6
Limits of Localizer Coverage
1234995548000
6. Unreliable signals may be received outside these areas.
c. Localizer Type Directional Aid (LDA)
1. The LDA is of comparable use and accuracy to a localizer but is not part of a complete ILS. The LDA
course usually provides a more precise approach course than the similar Simplified Directional Facility
(SDF) installation, which may have a course width of 6 or 12 degrees.
2. The LDA is not aligned with the runway. Straight-in minimums may be published where alignment
does not exceed 30 degrees between the course and runway. Circling minimums only are published
where this alignment exceeds 30 degrees.
3. A very limited number of LDA approaches also incorporate a glideslope. These are annotated in the
plan view of the instrument approach chart with a note, “LDA/Glideslope.” These procedures fall under
a newly defined category of approaches called Approach with Vertical Guidance (APV) described in
paragraph 5-4-5, Instrument Approach Procedure Charts, subparagraph a7(b), Approach with Vertical
Guidance (APV). LDA minima for with and without glideslope is provided and annotated on the minima
lines of the approach chart as S-LDA/GS and S-LDA. Because the final approach course is not aligned
with the runway centerline, additional maneuvering will be required compared to an ILS approach.
d. Glide Slope/Glide Path
1. The UHF glide slope transmitter, operating on one of the 40 ILS channels within the frequency range
329.15 MHz, to 335.00 MHz radiates its signals in the direction of the localizer front course. The term
“glide path” means that portion of the glide slope that intersects the localizer.
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CAUTION: False glide slope signals may exist in the area of the localizer back course approach which
can cause the glide slope flag alarm to disappear and present unreliable glide slope information. Disregard all glide slope signal indications when making a localizer back course approach unless a glide
slope is specified on the approach and landing chart.
2. The glide slope transmitter is located between 750 feet and 1,250 feet from the approach end of the
runway (down the runway) and offset 250 to 650 feet from the runway centerline. It transmits a glide
path beam 1.4 degrees wide (vertically). The signal provides descent information for navigation down
to the lowest authorized decision height (DH) specified in the approved ILS approach procedure. The
glidepath may not be suitable for navigation below the lowest authorized DH and any reference to
glidepath indications below that height must be supplemented by visual reference to the runway environment. Glidepaths with no published DH are usable to runway threshold.
3. The glide path projection angle is normally adjusted to 3 degrees above horizontal so that it intersects
the MM at about 200 feet and the OM at about 1,400 feet above the runway elevation. The glide slope
is normally usable to the distance of 10 NM. However, at some locations, the glide slope has been
certified for an extended service volume which exceeds 10 NM.
4. Pilots must be alert when approaching the glidepath interception. False courses and reverse sensing
will occur at angles considerably greater than the published path.
5. Make every effort to remain on the indicated glide path.
CAUTION: Avoid flying below the glide path to assure obstacle/terrain clearance is maintained.
6. The published glide slope threshold crossing height (TCH) DOES NOT represent the height of the
actual glide path on-course indication above the runway threshold. It is used as a reference for planning purposes which represents the height above the runway threshold that an aircraft’s glide slope
antenna should be, if that aircraft remains on a trajectory formed by the four-mile-to-middle marker
glidepath segment.
7. Pilots must be aware of the vertical height between the aircraft’s glide slope antenna and the main
gear in the landing configuration and, at the DH, plan to adjust the descent angle accordingly if the
published TCH indicates the wheel crossing height over the runway threshold may not be satisfactory.
Tests indicate a comfortable wheel crossing height is approximately 20 to 30 feet, depending on the
type of aircraft.
NOTE: The TCH for a runway is established based on several factors including the largest aircraft
category that normally uses the runway, how airport layout effects the glide slope antenna placement,
and terrain. A higher than optimum TCH, with the same glide path angle, may cause the aircraft to
touch down further from the threshold if the trajectory of the approach is maintained until the flare.
Pilots should consider the effect of a high TCH on the runway available for stopping the aircraft.
e. Distance Measuring Equipment (DME)
1. When installed with the ILS and specified in the approach procedure, DME may be used:
(a) In lieu of the OM;
(b) As a back course (BC) final approach fix (FAF); and
(c) To establish other fixes on the localizer course.
2. In some cases, DME from a separate facility may be used within Terminal Instrument Procedures
(TERPS) limitations:
(a) To provide ARC initial approach segments;
(b) As a FAF for BC approaches; and
(c) As a substitute for the OM.
f. Marker Beacon
1. ILS marker beacons have a rated power output of 3 watts or less and an antenna array designed to
produce an elliptical pattern with dimensions, at 1,000 feet above the antenna, of approximately 2,400
feet in width and 4,200 feet in length. Airborne marker beacon receivers with a selective sensitivity
feature should always be operated in the “low” sensitivity position for proper reception of ILS marker
beacons.
2. Ordinarily, there are two marker beacons associated with an ILS, the OM and MM. Locations with a
Category II ILS also have an Inner Marker (IM). When an aircraft passes over a marker, the pilot will
receive the indications shown in TBL 1-1-3.
(a) The OM normally indicates a position at which an aircraft at the appropriate altitude on the
localizer course will intercept the ILS glide path.
(b) The MM indicates a position approximately 3,500 feet from the landing threshold. This is also
the position where an aircraft on the glide path will be at an altitude of approximately 200 feet
above the elevation of the touchdown zone.
(c) The IM will indicate a point at which an aircraft is at a designated decision height (DH) on the
glide path between the MM and landing threshold.
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245
TABLE 1-1-3 Marker Passage Indications
Marker
OM
MM
IM
BC
Light
BLUE
AMBER
WHITE
WHITE
Code
- - • - • • • • •
• • • •
3. A back course marker normally indicates the ILS back course final approach fix where approach
descent is commenced.
g. Compass Locator
1. Compass locator transmitters are often situated at the MM and OM sites. The transmitters have a
power of less than 25 watts, a range of at least 15 miles and operate between 190 and 535 kHz. At
some locations, higher powered radio beacons, up to 400 watts, are used as OM compass locators.
These generally carry Transcribed Weather Broadcast (TWEB) information.
2. Compass locators transmit two letter identification groups. The outer locator transmits the first two
letters of the localizer identification group, and the middle locator transmits the last two letters of the
localizer identification group.
h. ILS Frequency (See TBL 1-1-4.)
TABLE 1-1-4 Frequency Pairs Allocated for ILS
Localizer MHz
108.10
108.15
108.3
108.35
108.5
108.55
108.7
108.75
108.9
108.95
109.1
109.15
109.3
109.35
109.50
109.55
109.70
109.75
109.90
109.95
110.1
110.15
110.3
110.35
110.5
110.55
110.70
110.75
110.90
110.95
111.10
111.15
111.30
111.35
111.50
Glide Slope
334.70
334.55
334.10
333.95
329.90
329.75
330.50
330.35
329.30
329.15
331.40
331.25
332.00
331.85
332.60
332.45
333.20
333.05
333.80
333.65
334.40
334.25
335.00
334.85
329.60
329.45
330.20
330.05
330.80
330.65
331.70
331.55
332.30
332.15
332.9
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TABLE 1-1-4 Frequency Pairs Allocated for ILS (continued)
Localizer MHz
111.55
111.70
111.75
111.90
111.95
Glide Slope
332.75
333.5
333.35
331.1
330.95
i. ILS Minimums
1. The lowest authorized ILS minimums, with all required ground and airborne systems components
operative, are:
(a) Category I. Decision Height (DH) 200 feet and Runway Visual Range (RVR) 2,400 feet (with
touchdown zone and centerline lighting, RVR 1,800 feet), or (with Autopilot or FD or HUD, RVR
1,800 feet);
(b) Special Authorization Category I. DH 150 feet and Runway Visual Range (RVR) 1,400 feet,
HUD to DH;
(c) Category II. DH 100 feet and RVR 1,200 feet (with autoland or HUD to touchdown and noted
on authorization, RVR 1,000 feet);
(d) Special Authorization Category II with Reduced Lighting. DH 100 feet and RVR 1,200 feet
with autoland or HUD to touchdown and noted on authorization (touchdown zone, centerline
lighting, and ALSF-2 are not required);
(e) Category IIIa. No DH or DH below 100 feet and RVR not less than 700 feet;
(f) Category IIIb. No DH or DH below 50 feet and RVR less than 700 feet but not less than 150
feet; and
(g) Category IIIc. No DH and no RVR limitation.
NOTE: Special authorization and equipment required for Categories II and III.
j. Inoperative ILS Components
1. Inoperative localizer. When the localizer fails, an ILS approach is not authorized.
2. Inoperative glide slope. When the glide slope fails, the ILS reverts to a nonprecision localizer
approach.
REFERENCEJeppesen approach charts include adjustments to minimums due to inoperative airborne or ground
system equipment.
k. ILS Course Distortion
1. All pilots should be aware that disturbances to ILS localizer and glide slope courses may occur when
surface vehicles or aircraft are operated near the localizer or glide slope antennas. Most ILS installations are subject to signal interference by either surface vehicles, aircraft or both. ILS CRITICAL
AREAS are established near each localizer and glide slope antenna.
2. ATC issues control instructions to avoid interfering operations within ILS critical areas at controlled
airports during the hours the Airport Traffic Control Tower (ATCT) is in operation as follows:
(a) Weather Conditions. Less than ceiling 800 feet and/or visibility 2 miles.
(1) Localizer Critical Area. Except for aircraft that land, exit a runway, depart or miss
approach, vehicles and aircraft are not authorized in or over the critical area when an
arriving aircraft is between the ILS final approach fix and the airport. Additionally, when
the ceiling is less than 200 feet and/or the visibility is RVR 2,000 or less, vehicle and
aircraft operations in or over the area are not authorized when an arriving aircraft is inside
the ILS MM.
(2) Glide Slope Critical Area. Vehicles and aircraft are not authorized in the area when an
arriving aircraft is between the ILS final approach fix and the airport unless the aircraft
has reported the airport in sight and is circling or side stepping to land on a runway other
than the ILS runway.
(b) Weather Conditions. At or above ceiling 800 feet and/or visibility 2 miles.
(1) No critical area protective action is provided under these conditions.
(2) A flight crew, under these conditions, should advise the tower that it will conduct an
AUTOLAND or COUPLED approach to ensure that the ILS critical areas are protected
when the aircraft is inside the ILS MM.
EXAMPLE: Glide slope signal not protected.
3. Aircraft holding below 5,000 feet between the outer marker and the airport may cause localizer signal
variations for aircraft conducting the ILS approach. Accordingly, such holding is not authorized when
weather or visibility conditions are less than ceiling 800 feet and/or visibility 2 miles.
RADIO DATA - GENERAL
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247
4. Pilots are cautioned that vehicular traffic not subject to ATC may cause momentary deviation to ILS
course or glide slope signals. Also, critical areas are not protected at uncontrolled airports or at airports with an operating control tower when weather or visibility conditions are above those requiring
protective measures. Aircraft conducting coupled or autoland operations should be especially alert in
monitoring automatic flight control systems. (See FIG 1-1-7.)
NOTE: Unless otherwise coordinated through Flight Standards, ILS signals to Category I runways are
not flight inspected below 100 feet AGL. Guidance signal anomalies may be encountered below this
altitude.
FIGURE 1-1-7
FAA Instrument Landing Systems
1
234995548000
1-1-10
SIMPLIFIED DIRECTIONAL FACILITY (SDF)
a. The SDF provides a final approach course similar to that of the ILS localizer. It does not provide glide slope
information. A clear understanding of the ILS localizer and the additional factors listed below completely
describe the operational characteristics and use of the SDF.
b. The SDF transmits signals within the range of 108.10 to 111.95 MHz.
c. The approach techniques and procedures used in an SDF instrument approach are essentially the same
as those employed in executing a standard localizer approach except the SDF course may not be aligned
with the runway and the course may be wider, resulting in less precision.
d. Usable off-course indications are limited to 35 degrees either side of the course centerline. Instrument
indications received beyond 35 degrees should be disregarded.
e. The SDF antenna may be offset from the runway centerline. Because of this, the angle of convergence
between the final approach course and the runway bearing should be determined by reference to the
instrument approach procedure chart. This angle is generally not more than 3 degrees. However, it should
be noted that inasmuch as the approach course originates at the antenna site, an approach which is continued beyond the runway threshold will lead the aircraft to the SDF offset position rather than along the
runway centerline.
f. The SDF signal is fixed at either 6 degrees or 12 degrees as necessary to provide maximum flyability and
optimum course quality.
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g. Identification consists of a three-letter identifier transmitted in Morse Code on the SDF frequency. The
appropriate instrument approach chart will indicate the identifier used at a particular airport.
1-1-11
MICROWAVE LANDING SYSTEM (MLS)
a. General
1. The MLS provides precision navigation guidance for exact alignment and descent of aircraft on
approach to a runway. It provides azimuth, elevation, and distance.
2. Both lateral and vertical guidance may be displayed on conventional course deviation indicators or
incorporated into multipurpose cockpit displays. Range information can be displayed by conventional
DME indicators and also incorporated into multipurpose displays.
3. The MLS supplements the ILS as the standard landing system in the U.S. for civil, military, and international civil aviation. At international airports, ILS service is protected to 2010.
4. The system may be divided into five functions:
(a) Approach azimuth;
(b) Back azimuth;
(c) Approach elevation;
(d) Range; and
(e) Data communications.
5. The standard configuration of MLS ground equipment includes:
(a) An azimuth station to perform functions (a) and (e) above. In addition to providing azimuth
navigation guidance, the station transmits basic data which consists of information associated
directly with the operation of the landing system, as well as advisory data on the performance
of the ground equipment.
(b) An elevation station to perform function (c).
(c) Distance Measuring Equipment (DME) to perform range guidance, both standard DME (DME/N)
and precision DME (DME/P).
6. MLS Expansion Capabilities. The standard configuration can be expanded by adding one or more
of the following functions or characteristics.
(a) Back azimuth. Provides lateral guidance for missed approach and departure navigation.
(b) Auxiliary data transmissions. Provides additional data, including refined airborne positioning,
meteorological information, runway status, and other supplementary information.
(c) Expanded Service Volume (ESV) proportional guidance to 60 degrees.
7. MLS identification is a four-letter designation starting with the letter M. It is transmitted in International
Morse Code at least six times per minute by the approach azimuth (and back azimuth) ground equipment.
b. Approach Azimuth Guidance
1. The azimuth station transmits MLS angle and data on one of 200 channels within the frequency range
of 5031 to 5091 MHz.
2. The equipment is normally located about 1,000 feet beyond the stop end of the runway, but there is
considerable flexibility in selecting sites. For example, for heliport operations the azimuth transmitter
can be collocated with the elevation transmitter.
3. The azimuth coverage extends: (See FIG 1-1-8.)
(a) Laterally, at least 40 degrees on either side of the runway centerline in a standard configuration,
(b) In elevation, up to an angle of 15 degrees and to at least 20,000 feet, and
(c) In range, to at least 20 NM.
RADIO DATA - GENERAL
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249
FIGURE 1-1-8
Coverage Volume Azimuth
1234995548000
c. Elevation Guidance
1. The elevation station transmits signals on the same frequency as the azimuth station. A single frequency is time-shared between angle and data functions.
2. The elevation transmitter is normally located about 400 feet from the side of the runway between
runway threshold and the touchdown zone.
3. Elevation coverage is provided in the same airspace as the azimuth guidance signals:
(a) In elevation, to at least +15 degrees;
(b) Laterally, to fill the Azimuth lateral coverage; and
(c) In range, to at least 20 NM. (See FIG 1-1-9.)
FIGURE 1-1-9
Coverage Volumes Elevation
1234995548000
d. Range Guidance
1. The MLS Precision Distance Measuring Equipment (DME/P) functions the same as the navigation
DME described in paragraph 1-1-7, Distance Measuring Equipment (DME), but there are some technical differences. The beacon transponder operates in the frequency band 962 to 1105 MHz and
responds to an aircraft interrogator. The MLS DME/P accuracy is improved to be consistent with the
accuracy provided by the MLS azimuth and elevation stations.
2. A DME/P channel is paired with the azimuth and elevation channel. A complete listing of the 200
paired channels of the DME/P with the angle functions is contained in FAA Standard 022 (MLS Interoperability and Performance Requirements).
3. The DME/N or DME/P is an integral part of the MLS and is installed at all MLS facilities unless a waiver
is obtained. This occurs infrequently and only at outlying, low density airports where marker beacons
or compass locators are already in place.
e. Data Communications
1. The data transmission can include both the basic and auxiliary data words. All MLS facilities transmit
basic data. Where needed, auxiliary data can be transmitted.
2. Coverage limits. MLS data are transmitted throughout the azimuth (and back azimuth when provided)
coverage sectors.
3. Basic data content. Representative data include:
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RADIO DATA - GENERAL
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(a) Station identification;
(b) Exact locations of azimuth, elevation and DME/P stations (for MLS receiver processing functions);
(c) Ground equipment performance level; and
(d) DME/P channel and status.
4. Auxiliary data content: Representative data include:
(a) 3-D locations of MLS equipment;
(b) Waypoint coordinates;
(c) Runway conditions; and
(d) Weather (e.g., RVR, ceiling, altimeter setting, wind, wake vortex, wind shear).
f. Operational Flexibility
1. The MLS has the capability to fulfill a variety of needs in the approach, landing, missed approach and
departure phases of flight. For example:
(a) Curved and segmented approaches;
(b) Selectable glide path angles;
(c) Accurate 3-D positioning of the aircraft in space; and
(d) The establishment of boundaries to ensure clearance from obstructions in the terminal area.
2. While many of these capabilities are available to any MLS-equipped aircraft, the more sophisticated
capabilities (such as curved and segmented approaches) are dependent upon the particular capabilities of the airborne equipment.
g. Summary
1. Accuracy. The MLS provides precision three-dimensional navigation guidance accurate enough for
all approach and landing maneuvers.
2. Coverage. Accuracy is consistent throughout the coverage volumes.
(See FIG 1-1-10.)
FIGURE 1-1-10
Coverage Volumes
3-D Representation
1234995548000
3. Environment. The system has low susceptibility to interference from weather conditions and airport
ground traffic.
4. Channels. MLS has 200 channels- enough for any foreseeable need.
5. Data. The MLS transmits ground-air data messages associated with the systems operation.
6. Range information. Continuous range information is provided with an accuracy of about 100 feet.
RADIO DATA - GENERAL
SECTION 1. AIR NAVIGATION AIDS
1-1-12
251
NAVAID IDENTIFIER REMOVAL DURING MAINTENANCE
During periods of routine or emergency maintenance, coded identification (or code and voice, where applicable)
is removed from certain FAA NAVAIDs. Removal of identification serves as a warning to pilots that the facility is
officially off the air for tune-up or repair and may be unreliable even though intermittent or constant signals are
received.
NOTE: During periods of maintenance VHF ranges may radiate a T-E-S-T code (– • ••• –).
NOTE: DO NOT attempt to fly a procedure that is NOTAMed out of service even if the identification is present.
In certain cases, the identification may be transmitted for short periods as part of the testing.
1-1-13
NAVAIDS WITH VOICE
a. Voice equipped enroute radio navigational aids are under the operational control of either an FAA Automated Flight Service Station (AFSS) or an approach control facility. The voice communication is available
on some facilities. Hazardous Inflight Weather Advisory Service (HIWAS) broadcast capability is available
on selected VOR sites throughout the conterminous U.S. and does not provide two-way communication.
The availability of two-way voice communication and HIWAS is indicated in the A/FD and aeronautical
charts.
b. Unless otherwise noted on the chart, all radio navigation aids operate continuously except during shutdowns for maintenance. Hours of operation of facilities not operating continuously are annotated on charts
and in the A/FD.
1-1-14
USER REPORTS ON NAVAID PERFORMANCE
a. Users of the National Airspace System (NAS) can render valuable assistance in the early correction
of NAVAID malfunctions by reporting their observations of undesirable NAVAID performance. Although
NAVAIDs are monitored by electronic detectors, adverse effects of electronic interference, new obstructions
or changes in terrain near the NAVAID can exist without detection by the ground monitors. Some of the
characteristics of malfunction or deteriorating performance which should be reported are: erratic course
or bearing indications; intermittent, or full, flag alarm; garbled, missing or obviously improper coded
identification; poor quality communications reception; or, in the case of frequency interference, an audible
hum or tone accompanying radio communications or NAVAID identification.
b. Reporters should identify the NAVAID, location of the aircraft, time of the observation, type of aircraft and
describe the condition observed; the type of receivers in use is also useful information. Reports can be
made in any of the following ways:
1. Immediate report by direct radio communication to the controlling Air Route Traffic Control Center
(ARTCC), Control Tower, or FSS. This method provides the quickest result.
2. By telephone to the nearest FAA facility.
3. By FAA Form 8740-5, Safety Improvement Report, a postage-paid card designed for this purpose.
These cards may be obtained at FAA FSSs, Flight Standards District Offices, and General Aviation
Fixed Base Operations.
c. In aircraft that have more than one receiver, there are many combinations of possible interference between
units. This can cause either erroneous navigation indications or, complete or partial blanking out of the
communications. Pilots should be familiar enough with the radio installation of the particular airplanes they
fly to recognize this type of interference.
1-1-15
LORAN
NOTE: In accordance with the 2010 DHS Appropriations Act, the U.S. Coast Guard (USCG) terminated the
transmission of all U.S. LORAN• C signals on 08 Feb 2010. The USCG also terminated the transmission of
the Russian American signals on 01 Aug 2010, and the Canadian LORAN• C signals on 03 Aug 2010. For more
information, visit http://www.navcen.uscg.gov. Operators should also note that TSO• C60b, AIRBORNE AREA
NAVIGATION EQUIPMENT USING LORAN• C INPUTS, has been canceled by the FAA.
a. Introduction
1. The LOng RAnge Navigation-C (LORAN) system is a hyperbolic, terrestrial-based navigation system
operating in the 90-110 kHz frequency band. LORAN, operated by the U.S. Coast Guard (USCG),
has been in service for over 50 years and is used for navigation by the various transportation modes,
as well as, for precise time and frequency applications. The system is configured to provide reliable,
all weather navigation for marine users along the U.S. coasts and in the Great Lakes.
2. In the 1980’s, responding to aviation user and industry requests, the USCG and FAA expanded LORAN
coverage to include the entire continental U.S. This work was completed in late 1990, but the LORAN
system failed to gain significant user acceptance and primarily due to transmitter and user equipment performance limitations, attempts to obtain FAA certification of nonprecision approach capable
receivers were unsuccessful. More recently, concern regarding the vulnerability of Global Positioning
System (GPS) and the consequences of losing GPS on the critical U.S. infrastructure (e.g., NAS) has
renewed and refocused attention on LORAN.
3. LORAN is also supported in the Canadian airspace system. Currently, LORAN receivers are only
certified for enroute navigation.
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4. Additional information can be found in the “LORAN-C User Handbook,” COMDT PUB- P16562.6, or
the website http://www.navcen.uscg.gov.
b. LORAN Chain
1. The locations of the U.S. and Canadian LORAN transmitters and monitor sites are illustrated in FIG
1-1-11. Station operations are organized into subgroups of four to six stations called “chains.” One
station in the chain is designated the “Master” and the others are “secondary” stations. The resulting
chain based coverage is seen in FIG 1-1-12.
FIGURE 1-1-11
U.S. and Canadian LORAN System Architecture
1
234995548000
FIGURE 1-1-12
LORAN Chain Based Coverage
1
234995548000
RADIO DATA - GENERAL
SECTION 1. AIR NAVIGATION AIDS
253
2. The LORAN navigation signal is a carefully structured sequence of brief radio frequency pulses centered at 100 kHz. The sequence of signal transmissions consists of a pulse group from the Master (M)
station followed at precise time intervals by groups from the secondary stations, which are designated
by the U.S. Coast Guard with the letters V, W, X, Y and Z. All secondary stations radiate pulses in
groups of eight, but for identification the Master signal has an additional ninth pulse. (See FIG 1-1-13.)
The timing of the LORAN system is tightly controlled and synchronized to Coordinated Universal Time
(UTC). Like the GPS, this is a Stratum 1 timing standard.
3. The time interval between the reoccurrence of the Master pulse group is called the Group Repetition
Interval (GRI). The GRI is the same for all stations in a chain and each LORAN chain has a unique
GRI. Since all stations in a particular chain operate on the same radio frequency, the GRI is the key
by which a LORAN receiver can identify and isolate signal groups from a specific chain.
EXAMPLE: Transmitters in the Northeast U.S. chain (FIG 1-1-14) operate with a GRI of 99,600
microseconds which is shortened to 9960 for convenience. The master station (M) at Seneca, New
York, controls secondary stations (W) at Caribou, Maine; (X) at Nantucket, Massachusetts; (Y) at
Carolina Beach, North Carolina, and (Z) at Dana, Indiana. In order to keep chain operations precise,
monitor receivers are located at Cape Elizabeth, ME; Sandy Hook, NJ; Dunbar Forest, MI, and
Plumbrook, OH. Monitor receivers continuously measure various aspects of the quality (e.g., pulse
shape) and accuracy (e.g., timing) of LORAN signals and report system status to a control station.
4. The line between the Master and each secondary station is the “baseline” for a pair of stations. Typical
baselines are from 600 to 1,000 nautical miles in length. The continuation of the baseline in either
direction is a “baseline extension.”
5. At the LORAN transmitter stations there are cesium oscillators, transmitter time and control equipment, a transmitter, primary power (e.g., commercial or generator) and auxiliary power equipment
(e.g., uninterruptible power supplies and generators), and a transmitting antenna (configurations may
either have 1 or 4 towers) with the tower heights ranging from 700 to 1350 feet tall. Depending on the
coverage area requirements a LORAN station transmits from 400 to 1,600 kilowatts of peak signal
power.
6. The USCG operates the LORAN transmitter stations under a reduced staffing structure that is made
possible by the remote control and monitoring of the critical station and signal parameters. The actual
control of the transmitting station is accomplished remotely at Coast Guard Navigation Center (NAVCEN) located in Alexandria, Virginia. East Coast and Midwest stations are controlled by the NAVCEN.
Stations on the West Coast and in Alaska are controlled by the NAVCEN Detachment (Det), located
in Petaluma, California. In the event of a problem at one of these two 24 hour-a-day staffed sites,
monitoring and control of the entire LORAN system can be done at either location. If both NACEN and
NAVCEN Det are down or if there is an equipment problem at a specific station, local station personnel
are available to operate and perform repairs at each LORAN station.
7. The transmitted signal is also monitored in the service areas (i.e., area of published LORAN coverage)
and its status provided to NAVCEN and NAVCEN Det. The System Area Monitor (SAM) is a single site
used to observe the transmitted signal (signal strength, time difference, and pulse shape). If an out-oftolerance situation that could affect navigation accuracy is detected, an alert signal called “Blink” is
activated. Blink is a distinctive change in the group of eight pulses that can be recognized automatically
by a receiver so the user is notified instantly that the LORAN system should not be used for navigation.
Out-of-tolerance situations which only the local station can detect are also monitored. These situations
when detected cause signal transmissions from a station to be halted.
8. Each individual LORAN chain provides navigation-quality signal coverage over an identified area as
shown in FIG 1-1-15 for the West Coast chain, GRI 9940. The chain Master station is at Fallon, Nevada,
and secondary stations are at George, Washington; Middletown, California, and Searchlight, Nevada.
In a signal coverage area the signal strength relative to the normal ambient radio noise must be adequate to assure successful reception. Similar coverage area charts are available for all chains.
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FIGURE 1-1-13
The LORAN Pulse and Pulse Group
1234995548000
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255
FIGURE 1-1-14
Northeast U.S. LORAN Chain
1
234995548000
256
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FIGURE 1-1-15
West Coast U.S. LORAN Chain
1234995548000
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257
c. The LORAN Receiver
1. For a currently certified LORAN aviation receiver to provide navigation information for a pilot, it must
successfully receive, or “acquire,” signals from three or more stations in a chain. Acquisition involves
the time synchronization of the receiver with the chain GRI, identification of the Master station signals
from among those checked, identification of secondary station signals, and the proper selection of
the tracking point on each signal at which measurements are made. However, a new generation of
receivers has been developed that use pulses from all stations that can be received at the pilot’s
location. Use of “all-in-view” stations by a receiver is made possible due to the synchronization of
LORAN stations signals to UTC. This new generation of receivers, along with improvements at the
transmitting stations and changes in system policy and operations doctrine may allow for LORAN’s
use in nonprecision approaches. At this time these receivers are available for purchase, but none have
been certified for aviation use.
2. The basic measurements made by certified LORAN receivers are the differences in time-of-arrival
between the Master signal and the signals from each of the secondary stations of a chain. Each “time
difference” (TD) value is measured to a precision of about 0.1 microseconds. As a rule of thumb, 0.1
microsecond is equal to about 100 feet.
3. An aircraft’s LORAN receiver must recognize three signal conditions:
(a) Usable signals;
(b) Absence of signals, and
(c) Signal blink.
4. The most critical phase of flight is during the approach to landing at an airport. During the approach
phase the receiver must detect a lost signal, or a signal Blink, within 10 seconds of the occurrence
and warn the pilot of the event. At this time there are no receivers that are certified for nonprecision
approaches.
5. Most certified receivers have various internal tests for estimating the probable accuracy of the current
TD values and consequent navigation solutions. Tests may include verification of the timing alignment
of the receiver clock with the LORAN pulse, or a continuous measurement of the signal- to-noise ratio
(SNR). SNR is the relative strength of the LORAN signals compared to the local ambient noise level.
If any of the tests fail, or if the quantities measured are out of the limits set for reliable navigation, then
an alarm will be activated to alert the pilot.
6. LORAN signals operate in the low frequency band (90-110 kHz) that has been reserved for marine
navigation signals. Adjacent to the band, however, are numerous low frequency communications transmitters. Nearby signals can distort the LORAN signals and must be eliminated by the receiver to
assure proper operation. To eliminate interfering signals, LORAN receivers have selective internal filters. These filters, commonly known as “notch filters,” reduce the effect of interfering signals.
7. Careful installation of antennas, good metal-to-metal electrical bonding, and provisions for precipitation noise discharge on the aircraft are essential for the successful operation of LORAN receivers. A
LORAN antenna should be installed on an aircraft in accordance with the manufacturer’s instructions.
Corroded bonding straps should be replaced, and static discharge devices installed at points indicated
by the aircraft manufacturer.
d. LORAN Navigation
1. An airborne LORAN receiver has four major parts:
(a) Signal processor;
(b) Navigation computer;
(c) Control/display, and
(d) Antenna.
2. The signal processor acquires LORAN signals and measures the difference between the time-ofarrival of each secondary station pulse group and the Master station pulse group. The measured TDs
depend on the location of the receiver in relation to the three or more transmitters.
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FIGURE 1-1-16
First Line-of-Position
1234995548000
(a) The first TD will locate an aircraft somewhere on a line-of-position (LOP) on which the receiver
will measure the same TD value.
(b) A second LOP is defined by a TD measurement between the Master station signal and the signal
from another secondary station.
FIGURE 1-1-17
Second Line-of-Position
1234995548000
(c) The intersection of the measured LOPs is the position of the aircraft.
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259
FIGURE 1-1-18
Intersection of Lines-of-Position
1234995548000
3. The navigation computer converts TD values to corresponding latitude and longitude. Once the time
and position of the aircraft are established at two points, distance to destination, cross track error,
ground speed, estimated time of arrival, etc., can be determined. Cross track error can be displayed
as the vertical needle of a course deviation indicator, or digitally, as decimal parts of a mile left or right
of course.
e. Notices to Airmen (NOTAMs) are issued for LORAN chain or station outages. Domestic NOTAM (D)s are
issued under the identifier “LRN.” International NOTAMs are issued under the KNMH series. Pilots may
obtain these NOTAMs from FSS briefers upon request.
f. LORAN status information. To find out more information on the LORAN system and its operational status
you can visit http://www.navcen.uscg.gov/loran/default.htm or contact NAVCEN’s Navigational Information Service (NIS) watchstander, phone (703) 313-5900, fax (703) 313-5920.
NOTE: In accordance with the 2010 DHS Appropriations Act, the U.S. Coast Guard (USCG) terminated the
transmission of all U.S. LORAN• C signals on 08 Feb 2010. The USCG also terminated the transmission of
the Russian American signals on 01 Aug 2010, and the Canadian LORAN• C signals on 03 Aug 2010. For
more information, visit http://www.navcen.uscg.gov. Operators should also note that TSO• C60b, AIRBORNE AREA NAVIGATION EQUIPMENT USING LORAN• C INPUTS, has been canceled by the FAA.
g. LORAN’s future. The U.S. will continue to operate the LORAN system in the short term. During this time,
the FAA LORAN evaluation program, being conducted with the support of a team comprising government,
academia, and industry, will identify and assess LORAN’s potential contributions to required navigation
services for the National Airspace System (NAS), and support decisions regarding continued operation of
the system. If the government concludes LORAN should not be kept as part of the mix of federally provided radio navigation systems, it will give the users of LORAN reasonable notice so that they will have the
opportunity to transition to alternative navigation aids.
1-1-16
VHF DIRECTION FINDER
a. The VHF Direction Finder (VHF/DF) is one of the common systems that helps pilots without their being
aware of its operation. It is a ground-based radio receiver used by the operator of the ground station. FAA
facilities that provide VHF/DF service are identified in the A/FD.
b. The equipment consists of a directional antenna system and a VHF radio receiver.
c. The VHF/DF receiver display indicates the magnetic direction of the aircraft from the ground station each
time the aircraft transmits.
d. DF equipment is of particular value in locating lost aircraft and in helping to identify aircraft on radar.
REFERENCEAIM, Direction Finding Instrument Approach Procedure, Paragraph 6-2-3.
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INERTIAL REFERENCE UNIT (IRU), INERTIAL NAVIGATION SYSTEM
(INS), AND ATTITUDE HEADING REFERENCE SYSTEM (AHRS)
a. IRUs are self-contained systems comprised of gyros and accelerometers that provide aircraft attitude (pitch,
roll, and heading), position, and velocity information in response to signals resulting from inertial effects on
system components. Once aligned with a known position, IRUs continuously calculate position and velocity.
IRU position accuracy decays with time. This degradation is known as “drift.”
b. INSs combine the components of an IRU with an internal navigation computer. By programming a series
of waypoints, these systems will navigate along a predetermined track.
c. AHRSs are electronic devices that provide attitude information to aircraft systems such as weather radar
and autopilot, but do not directly compute position information.
1-1-18
DOPPLER RADAR
Doppler Radar is a semiautomatic self-contained dead reckoning navigation system (radar sensor plus computer) which is not continuously dependent on information derived from ground based or external aids. The
system employs radar signals to detect and measure ground speed and drift angle, using the aircraft compass
system as its directional reference. Doppler is less accurate than INS, however, and the use of an external reference is required for periodic updates if acceptable position accuracy is to be achieved on long range flights.
1-1-19
GLOBAL POSITIONING SYSTEM (GPS)
a. System Overview
1. System Description. The Global Positioning System is a satellite-based radio navigation system, which
broadcasts a signal that is used by receivers to determine precise position anywhere in the world.
The receiver tracks multiple satellites and determines a pseudorange measurement that is then used
to determine the user location. A minimum of four satellites is necessary to establish an accurate
three-dimensional position. The Department of Defense (DOD) is responsible for operating the GPS
satellite constellation and monitors the GPS satellites to ensure proper operation. Every satellite's
orbital parameters (ephemeris data) are sent to each satellite for broadcast as part of the data message embedded in the GPS signal. The GPS coordinate system is the Cartesian earth-centered
earth-fixed coordinates as specified in the World Geodetic System 1984 (WGS-84).
2. System Availability and Reliability
(a) The status of GPS satellites is broadcast as part of the data message transmitted by the GPS
satellites. GPS status information is also available by means of the U.S. Coast Guard navigation information service: (703) 313-5907, Internet: http://www.navcen.uscg.gov/. Additionally,
satellite status is available through the Notice to Airmen (NOTAM) system.
(b) The operational status of GNSS operations depends upon the type of equipment being used. For
GPS-only equipment TSO-C129(a), the operational status of nonprecision approach capability
for flight planning purposes is provided through a prediction program that is embedded in the
receiver or provided separately.
3. Receiver Autonomous Integrity Monitoring (RAIM). When GNSS equipment is not using integrity information from WAAS or LAAS, the GPS navigation receiver using RAIM provides GPS signal integrity
monitoring. RAIM is necessary since delays of up to two hours can occur before an erroneous satellite transmission can be detected and corrected by the satellite control segment. The RAIM function is
also referred to as fault detection. Another capability, fault exclusion, refers to the ability of the receiver
to exclude a failed satellite from the position solution and is provided by some GPS receivers and by
WAAS receivers.
4. The GPS receiver verifies the integrity (usability) of the signals received from the GPS constellation
through receiver autonomous integrity monitoring (RAIM) to determine if a satellite is providing corrupted information. At least one satellite, in addition to those required for navigation, must be in view
for the receiver to perform the RAIM function; thus, RAIM needs a minimum of 5 satellites in view, or
4 satellites and a barometric altimeter (baro-aiding) to detect an integrity anomaly. [Baro• aiding satisfies the RAIM requirement in lieu of a fifth satellite.] For receivers capable of doing so, RAIM needs
6 satellites in view (or 5 satellites with baro-aiding) to isolate the corrupt satellite signal and remove
it from the navigation solution. Baro-aiding is a method of augmenting the GPS integrity solution by
using a nonsatellite input source. GPS derived altitude should not be relied upon to determine aircraft altitude since the vertical error can be quite large and no integrity is provided. To ensure that
baro-aiding is available, the current altimeter setting must be entered into the receiver as described in
the operating manual.
5. RAIM messages vary somewhat between receivers; however, generally there are two types. One
type indicates that there are not enough satellites available to provide RAIM integrity monitoring and
another type indicates that the RAIM integrity monitor has detected a potential error that exceeds the
limit for the current phase of flight. Without RAIM capability, the pilot has no assurance of the accuracy
of the GPS position.
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261
6. Selective Availability. Selective Availability (SA) is a method by which the accuracy of GPS is intentionally degraded. This feature is designed to deny hostile use of precise GPS positioning data. SA was
discontinued on May 1, 2000, but many GPS receivers are designed to assume that SA is still active.
New receivers may take advantage of the discontinuance of SA based on the performance values in
ICAO Annex 10, and do not need to be designed to operate outside of that performance.
7. The GPS constellation of 24 satellites is designed so that a minimum of five are always observable by
a user anywhere on earth. The receiver uses data from a minimum of four satellites above the mask
angle (the lowest angle above the horizon at which it can use a satellite).
8. The DOD declared initial operational capability (IOC) of the U.S. GPS on December 8, 1993. The FAA
has granted approval for U.S. civil operators to use properly certified GPS equipment as a primary
means of navigation in oceanic airspace and certain remote areas. Properly certified GPS equipment
may be used as a supplemental means of IFR navigation for domestic enroute, terminal operations,
and certain instrument approach procedures (IAPs). This approval permits the use of GPS in a manner that is consistent with current navigation requirements as well as approved air carrier operations
specifications.
b. VFR Use of GPS
1. GPS navigation has become a great asset to VFR pilots, providing increased navigation capability and
enhanced situational awareness, while reducing operating costs due to greater ease in flying direct
routes. While GPS has many benefits to the VFR pilot, care must be exercised to ensure that system
capabilities are not exceeded.
2. Types of receivers used for GPS navigation under VFR are varied, from a full IFR installation being
used to support a VFR flight, to a VFR only installation (in either a VFR or IFR capable aircraft) to
a hand-held receiver. The limitations of each type of receiver installation or use must be understood
by the pilot to avoid misusing navigation information. (See TBL 1-1-6.) In all cases, VFR pilots should
never rely solely on one system of navigation. GPS navigation must be integrated with other forms
of electronic navigation (when possible), as well as pilotage and dead reckoning. Only through the
integration of these techniques can the VFR pilot ensure accuracy in navigation.
3. Some critical concerns in VFR use of GPS include RAIM capability, database currency and antenna
location.
(a) RAIM Capability. Many VFR GPS receivers and all hand-held units have no RAIM alerting capability. Loss of the required number of satellites in view, or the detection of a position error, cannot
be displayed to the pilot by such receivers. In receivers with no RAIM capability, no alert would
be provided to the pilot that the navigation solution had deteriorated, and an undetected navigation error could occur. A systematic cross-check with other navigation techniques would identify
this failure, and prevent a serious deviation. See subparagraphs a4 and a5 for more information
on RAIM.
(b) Database Currency
(1) In many receivers, an up-datable database is used for navigation fixes, airports, and instrument procedures. These databases must be maintained to the current update for IFR
operation, but no such requirement exists for VFR use.
(2) However, in many cases, the database drives a moving map display which indicates Special Use Airspace and the various classes of airspace, in addition to other operational
information. Without a current database the moving map display may be outdated and
offer erroneous information to VFR pilots wishing to fly around critical airspace areas,
such as a Restricted Area or a Class B airspace segment. Numerous pilots have ventured into airspace they were trying to avoid by using an outdated database. If you don’t
have a current database in the receiver, disregard the moving map display for critical navigation decisions.
(3) In addition, waypoints are added, removed, relocated, or re-named as required to meet
operational needs. When using GPS to navigate relative to a named fix, a current database must be used to properly locate a named waypoint. Without the update, it is the pilot’s
responsibility to verify the waypoint location referencing to an official current source, such
as the Airport/Facility Directory, Sectional Chart, or Enroute Chart.
(c) Antenna Location
(1) In many VFR installations of GPS receivers, antenna location is more a matter of convenience than performance. In IFR installations, care is exercised to ensure that an adequate clear view is provided for the antenna to see satellites. If an alternate location is
used, some portion of the aircraft may block the view of the antenna, causing a greater
opportunity to lose navigation signal.
(2) This is especially true in the case of hand-helds. The use of hand-held receivers for VFR
operations is a growing trend, especially among rental pilots. Typically, suction cups are
used to place the GPS antennas on the inside of cockpit windows. While this method
has great utility, the antenna location is limited to the cockpit or cabin only and is rarely
optimized to provide a clear view of available satellites. Consequently, signal losses may
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occur in certain situations of aircraft-satellite geometry, causing a loss of navigation signal.
These losses, coupled with a lack of RAIM capability, could present erroneous position
and navigation information with no warning to the pilot.
(3) While the use of a hand-held GPS for VFR operations is not limited by regulation, modification of the aircraft, such as installing a panel- or yoke-mounted holder, is governed by
14 CFR Part 43. Consult with your mechanic to ensure compliance with the regulation,
and a safe installation.
4. As a result of these and other concerns, here are some tips for using GPS for VFR operations:
(a) Always check to see if your unit has RAIM capability. If no RAIM capability exists, be suspicious
of your GPS position when any disagreement exists with the position derived from other radio
navigation systems, pilotage, or dead reckoning.
(b) Check the currency of the database, if any. If expired, update the database using the current
revision. If an update of an expired database is not possible, disregard any moving map display
of airspace for critical navigation decisions. Be aware that named waypoints may no longer exist
or may have been relocated since the database expired. At a minimum, the waypoints planned
to be used should be checked against a current official source, such as the Airport/Facility Directory, or a Sectional Aeronautical Chart.
(c) While hand-helds can provide excellent navigation capability to VFR pilots, be prepared for intermittent loss of navigation signal, possibly with no RAIM warning to the pilot. If mounting the
receiver in the aircraft, be sure to comply with 14 CFR Part 43.
(d) Plan flights carefully before taking off. If you wish to navigate to user-defined waypoints, enter
them before flight, not on-the-fly. Verify your planned flight against a current source, such as
a current sectional chart. There have been cases in which one pilot used waypoints created
by another pilot that were not where the pilot flying was expecting. This generally resulted in a
navigation error. Minimize head-down time in the aircraft and keep a sharp lookout for traffic,
terrain, and obstacles. Just a few minutes of preparation and planning on the ground will make
a great difference in the air.
(e) Another way to minimize head-down time is to become very familiar with your receiver’s operation. Most receivers are not intuitive. The pilot must take the time to learn the various keystrokes,
knob functions, and displays that are used in the operation of the receiver. Some manufacturers
provide computer-based tutorials or simulations of their receivers. Take the time to learn about
your particular unit before you try to use it in flight.
5. In summary, be careful not to rely on GPS to solve all your VFR navigational problems. Unless an
IFR receiver is installed in accordance with IFR requirements, no standard of accuracy or integrity
has been assured. While the practicality of GPS is compelling, the fact remains that only the pilot can
navigate the aircraft, and GPS is just one of the pilot’s tools to do the job.
c. VFR Waypoints
1. VFR waypoints provide VFR pilots with a supplementary tool to assist with position awareness while
navigating visually in aircraft equipped with area navigation receivers. VFR waypoints should be used
as a tool to supplement current navigation procedures. The uses of VFR waypoints include providing
navigational aids for pilots unfamiliar with an area, waypoint definition of existing reporting points,
enhanced navigation in and around Class B and Class C airspace, and enhanced navigation around
Special Use Airspace. VFR pilots should rely on appropriate and current aeronautical charts published
specifically for visual navigation. If operating in a terminal area, pilots should take advantage of the
Terminal Area Chart available for that area, if published. The use of VFR waypoints does not relieve
the pilot of any responsibility to comply with the operational requirements of 14 CFR Part 91.
2. VFR waypoint names (for computer-entry and flight plans) consist of five letters beginning with the
letters “VP” and are retrievable from navigation databases. The VFR waypoint names are not intended
to be pronounceable, and they are not for use in ATC communications. On VFR charts, stand-alone
VFR waypoints will be portrayed using the same four-point star symbol used for IFR waypoints. VFR
waypoints collocated with visual check points on the chart will be identified by small magenta flag
symbols. VFR waypoints collocated with visual check points will be pronounceable based on the name
of the visual check point and may be used for ATC communications. Each VFR waypoint name will
appear in parentheses adjacent to the geographic location on the chart. Latitude/longitude data for all
established VFR waypoints may be found in the appropriate regional Airport/Facility Directory (A/FD).
3. VFR waypoints shall not be used to plan flights under IFR. VFR waypoints will not be recognized by
the IFR system and will be rejected for IFR routing purposes.
4. When filing VFR flight plans, pilots may use the five letter identifier as a waypoint in the route of flight
section if there is an intended course change at that point or if used to describe the planned route of
flight. This VFR filing would be similar to how a VOR would be used in a route of flight. Pilots must use
the VFR waypoints only when operating under VFR conditions.
5. Any VFR waypoints intended for use during a flight should be loaded into the receiver while on the
ground and prior to departure. Once airborne, pilots should avoid programming routes or VFR waypoint chains into their receivers.
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6. Pilots should be especially vigilant for other traffic while operating near VFR waypoints. The same
effort to see and avoid other aircraft near VFR waypoints will be necessary, as was the case with
VORs and NDBs in the past. In fact, the increased accuracy of navigation through the use of GPS will
demand even greater vigilance, as off-course deviations among different pilots and receivers will be
less. When operating near a VFR waypoint, use whatever ATC services are available, even if outside
a class of airspace where communications are required. Regardless of the class of airspace, monitor
the available ATC frequency closely for information on other aircraft operating in the vicinity. It is also
a good idea to turn on your landing light(s) when operating near a VFR waypoint to make your aircraft
more conspicuous to other pilots, especially when visibility is reduced. See paragraph 7-5-2, VFR in
Congested Areas, for more information.
d. General Requirements
1. Authorization to conduct any GPS operation under IFR requires that:
(a) GPS navigation equipment used must be approved in accordance with the requirements specified in Technical Standard Order (TSO) TSO-C129, or equivalent, and the installation must be
done in accordance with Advisory Circular AC 20-138, Airworthiness Approval of Global Positioning System (GPS) Navigation Equipment for Use as a VFR and IFR Supplemental Navigation
System, or Advisory Circular AC 20-130A, Airworthiness Approval of Navigation or Flight Management Systems Integrating Multiple Navigation Sensors, or equivalent. Equipment approved
in accordance with TSO-C115a does not meet the requirements of TSO-C129. Visual flight
rules (VFR) and hand-held GPS systems are not authorized for IFR navigation, instrument
approaches, or as a principal instrument flight reference. During IFR operations they may be
considered only an aid to situational awareness.
(b) Aircraft using GPS navigation equipment under IFR must be equipped with an approved and
operational alternate means of navigation appropriate to the flight. Active monitoring of alternative navigation equipment is not required if the GPS receiver uses RAIM for integrity monitoring.
Active monitoring of an alternate means of navigation is required when the RAIM capability of
the GPS equipment is lost.
(c) Procedures must be established for use in the event that the loss of RAIM capability is predicted
to occur. In situations where this is encountered, the flight must rely on other approved equipment, delay departure, or cancel the flight.
(d) The GPS operation must be conducted in accordance with the FAA-approved aircraft flight manual (AFM) or flight manual supplement. Flight crew members must be thoroughly familiar with the
particular GPS equipment installed in the aircraft, the receiver operation manual, and the AFM
or flight manual supplement. Unlike ILS and VOR, the basic operation, receiver presentation
to the pilot, and some capabilities of the equipment can vary greatly. Due to these differences,
operation of different brands, or even models of the same brand, of GPS receiver under IFR
should not be attempted without thorough study of the operation of that particular receiver and
installation. Most receivers have a built-in simulator mode which will allow the pilot to become
familiar with operation prior to attempting operation in the aircraft. Using the equipment in flight
under VFR conditions prior to attempting IFR operation will allow further familiarization.
(e) Aircraft navigating by IFR approved GPS are considered to be area navigation (RNAV) aircraft
and have special equipment suffixes. File the appropriate equipment suffix in accordance with
TBL 5-1-2, on the ATC flight plan. If GPS avionics become inoperative, the pilot should advise
ATC and amend the equipment suffix.
(f) Prior to any GPS IFR operation, the pilot must review appropriate NOTAMs and aeronautical
information. (See GPS NOTAMs/Aeronautical Information.)
(g) Air carrier and commercial operators must meet the appropriate provisions of their approved
operations specifications.
e. Use of GPS for IFR Oceanic, Domestic Enroute, and Terminal Area Operations
1. GPS IFR operations in oceanic areas can be conducted as soon as the proper avionics systems are
installed, provided all general requirements are met. A GPS installation with TSO-C129 authorization
in class A1, A2, B1, B2, C1, or C2 may be used to replace one of the other approved means of longrange navigation, such as dual INS. (See TBL 1-1-5 and TBL 1-1-6.) A single GPS installation with
these classes of equipment which provide RAIM for integrity monitoring may also be used on short
oceanic routes which have only required one means of long-range navigation.
2. GPS domestic enroute and terminal IFR operations can be conducted as soon as proper avionics
systems are installed, provided all general requirements are met. The avionics necessary to receive
all of the ground-based facilities appropriate for the route to the destination airport and any required
alternate airport must be installed and operational. Ground-based facilities necessary for these routes
must also be operational.
(a) GPS enroute IFR RNAV operations may be conducted in Alaska outside the operational service volume of ground-based navigation aids when a TSO-C145a or TSO-C146a GPS/WAAS
system is installed and operating. Ground-based navigation equipment is not required to be
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installed and operating for enroute IFR RNAV operations when using GPS WAAS navigation
systems. All operators should ensure that an alternate means of navigation is available in the
unlikely event the GPS WAAS navigation system becomes inoperative.
TABLE 1-1-5 GPS IFR Equipment Classes/Categories
TSO-C129
Equipment
Class
Int. Nav Sys.
to Prov. RAIM
Equiv.
RAIM
Enroute
Oceanic
Nonprecision
Approach Capable
Terminal
Class A - GPS sensor and navigation capability.
yes
yes
yes
yes
yes
A1
yes
yes
yes
yes
no
A2
Class B - GPS sensor data to an integrated navigation system (i.e. FMS, multi-sensor navigation system,
etc.).
yes
yes
yes
yes
yes
B1
yes
yes
yes
yes
no
B2
yes
yes
yes
yes
yes
B3
yes
yes
yes
yes
no
B4
Class C - GPS sensor data to an integrated navigation system (as in Class B) which provides enhanced
guidance to an autopilot, or flight director, to reduce flight tech. errors. Limited to 14 CFR Part 121 or
equivalent criteria.
yes
yes
yes
yes
yes
C1
yes
yes
yes
yes
no
C2
yes
yes
yes
yes
yes
C3
yes
yes
yes
yes
no
C4
TABLE 1-1-6 GPS Approval Required/Authorized Use
Equipment
Type1
Hand held4
VFR Panel
Mount4
IFR Enroute
and
Terminal
IFR
Oceanic/
Remote
IFR
Enroute,
Terminal,
and
Approach
Installation
Approval
Required
Operational
Approval
Required
IFR
Enroute2
IFR
Terminal2
X
X
X
X
X
X
X
X
X
X
X
X
IFR
Approach3
Oceanic
Remote
In Lieu of ADF
and/or DME3
X5
X
X
X
X
X
X
1
To determine equipment approvals and limitations, refer to the AFM, AFM supplements, or pilot guides.
2
Requires verification of data for correctness if database is expired.
3
Requires current database or verification that the procedure has not been amended since the expiration of the database.
4
VFR and hand-held GPS systems are not authorized for IFR navigation, instrument approaches, or as a primary instrument
flight reference. During IFR operations they may be considered only an aid to situational awareness.
5
Hand-held receivers require no approval. However, any aircraft modification to support the hand-held receiver; i.e.,
installation of an external antenna or a permanent mounting bracket, does require approval.
3. The GPS Approach Overlay Program is an authorization for pilots to use GPS avionics under IFR
for flying designated nonprecision instrument approach procedures, except LOC, LDA, and simplified
directional facility (SDF) procedures. These procedures are now identified by the name of the procedure and “or GPS” (e.g., VOR/DME or GPS RWY 15). Other previous types of overlays have either
been converted to this format or replaced with stand-alone procedures. Only approaches contained
in the current onboard navigation database are authorized. The navigation database may contain
information about nonoverlay approach procedures that is intended to be used to enhance position
orientation, generally by providing a map, while flying these approaches using conventional NAVAIDs.
RADIO DATA - GENERAL
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265
This approach information should not be confused with a GPS overlay approach (see the receiver
operating manual, AFM, or AFM Supplement for details on how to identify these approaches in the
navigation database).
NOTE: Overlay approaches are predicated upon the design criteria of the ground-based NAVAID used
as the basis of the approach. As such, they do not adhere to the design criteria described in paragraph
5-4-5k, Area Navigation (RNAV) Instrument Approach Charts, for stand-alone GPS approaches.
4. GPS IFR approach operations can be conducted as soon as proper avionics systems are installed
and the following requirements are met:
(a) The authorization to use GPS to fly instrument approaches is limited to U.S. airspace.
(b) The use of GPS in any other airspace must be expressly authorized by the FAA Administrator.
(c) GPS instrument approach operations outside the U.S. must be authorized by the appropriate
sovereign authority.
f. Equipment and Database Requirements
1. Authorization to fly approaches under IFR using GPS avionics systems requires that:
(a) A pilot use GPS avionics with TSO-C129, or equivalent, authorization in class A1, B1, B3, C1,
or C3; and
(b) All approach procedures to be flown must be retrievable from the current airborne navigation
database supplied by the TSO-C129 equipment manufacturer or other FAA approved source.
The system must be able to retrieve the procedure by name from the aircraft navigation database, not just as a manually entered series of waypoints.
(c) Prior to using a procedure or waypoint retrieved from the airborne navigation database, the pilot
should verify the validity of the database. This verification should include the following preflight
and in-flight steps:
(1) Preflight:
[a] Determine the date of database issuance, and verify that the date/time of proposed
use is before the expiration date/time.
[b] Verify that the database provider has not published a notice limiting the use of the
specific waypoint or procedure.
(2) Inflight:
[a] Determine that the waypoints and transition names coincide with names found on
the procedure chart. Do not use waypoints, which do not exactly match the spelling
shown on published procedure charts.
[b] Determine that the waypoints are generally logical in location, in the correct order,
and that their orientation to each other is as found on the procedure chart, both
laterally and vertically.
NOTE: There is no specific requirement to check each waypoint latitude and longitude, type of waypoint and/or altitude constraint, only the general relationship of
waypoints in the procedure, or the logic of an individual waypoint’s location.
[c] If the cursory check of procedure logic or individual waypoint location, specified in
[b] above, indicates a potential error, do not use the retrieved procedure or waypoint
until a verification of latitude and longitude, waypoint type, and altitude constraints
indicate full conformity with the published data.
g. GPS Approach Procedures
As the production of stand-alone GPS approaches has progressed, many of the original overlay approaches
have been replaced with stand-alone procedures specifically designed for use by GPS systems. The title
of the remaining GPS overlay procedures has been revised on the approach chart to “or GPS” (e.g., VOR
or GPS RWY 24). Therefore, all the approaches that can be used by GPS now contain “GPS” in the title
(e.g., “VOR or GPS RWY 24,” “GPS RWY 24,” or “RNAV (GPS) RWY 24”). During these GPS approaches,
underlying ground-based NAVAIDs are not required to be operational and associated aircraft avionics need
not be installed, operational, turned on or monitored (monitoring of the underlying approach is suggested
when equipment is available and functional). Existing overlay approaches may be requested using the GPS
title, such as “GPS RWY 24” for the VOR or GPS RWY 24.
NOTE: Any required alternate airport must have an approved instrument approach procedure other than
GPS that is anticipated to be operational and available at the estimated time of arrival, and which the aircraft
is equipped to fly.
h. GPS NOTAMs/Aeronautical Information
1. GPS satellite outages are issued as GPS NOTAMs both domestically and internationally. However,
the effect of an outage on the intended operation cannot be determined unless the pilot has a RAIM
availability prediction program which allows excluding a satellite which is predicted to be out of service
based on the NOTAM information.
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2. The term UNRELIABLE is used in conjunction with GPS NOTAMs. The term UNRELIABLE is an advisory to pilots indicating the expected level of service may not be available. GPS operation may be
NOTAMed UNRELIABLE due to testing or anomalies. Air Traffic Control will advise pilots requesting
a GPS or RNAV (GPS) approach of GPS UNRELIABLE for:
(a) NOTAMs not contained in the ATIS broadcast.
(b) Pilot reports of GPS anomalies received within the preceding 15 minutes.
3. Civilian pilots may obtain GPS RAIM availability information for nonprecision approach procedures by
specifically requesting GPS aeronautical information from an Automated Flight Service Station during
preflight briefings. GPS RAIM aeronautical information can be obtained for a period of 3 hours (for
example, if you are scheduled to arrive at 1215 hours, then the GPS RAIM information is available
from 1100 to 1400 hours) or a 24 hour time frame at a particular airport. FAA briefers will provide
RAIM information for a period of 1 hour before to 1 hour after the ETA hour, unless a specific time
frame is requested by the pilot. If flying a published GPS departure, a RAIM prediction should also be
requested for the departure airport.
4. The military provides airfield specific GPS RAIM NOTAMs for nonprecision approach procedures at
military airfields. The RAIM outages are issued as M-series NOTAMs and may be obtained for up to
24 hours from the time of request.
5. Receiver manufacturers and/or database suppliers may supply “NOTAM” type information concerning
database errors. Pilots should check these sources, when available, to ensure that they have the most
current information concerning their electronic database.
i. Receiver Autonomous Integrity Monitoring (RAIM)
1. RAIM outages may occur due to an insufficient number of satellites or due to unsuitable satellite geometry which causes the error in the position solution to become too large. Loss of satellite reception and
RAIM warnings may occur due to aircraft dynamics (changes in pitch or bank angle). Antenna location on the aircraft, satellite position relative to the horizon, and aircraft attitude may affect reception
of one or more satellites. Since the relative positions of the satellites are constantly changing, prior
experience with the airport does not guarantee reception at all times, and RAIM availability should
always be checked.
2. If RAIM is not available, another type of navigation and approach system must be used, another destination selected, or the trip delayed until RAIM is predicted to be available on arrival. On longer flights,
pilots should consider rechecking the RAIM prediction for the destination during the flight. This may
provide early indications that an unscheduled satellite outage has occurred since takeoff.
3. If a RAIM failure/status annunciation occurs prior to the final approach waypoint (FAWP), the
approach should not be completed since GPS may no longer provide the required accuracy.
The receiver performs a RAIM prediction by 2 NM prior to the FAWP to ensure that RAIM is available at
the FAWP as a condition for entering the approach mode. The pilot should ensure that the receiver
has sequenced from “Armed” to “Approach” prior to the FAWP (normally occurs 2 NM prior).
Failure to sequence may be an indication of the detection of a satellite anomaly, failure to arm the
receiver (if required), or other problems which preclude completing the approach.
4. If the receiver does not sequence into the approach mode or a RAIM failure/status annunciation occurs
prior to the FAWP, the pilot should not descend to Minimum Descent Altitude (MDA), but should proceed to the missed approach waypoint (MAWP) via the FAWP, perform a missed approach, and contact
ATC as soon as practical. Refer to the receiver operating manual for specific indications and instructions associated with loss of RAIM prior to the FAF.
5. If a RAIM failure occurs after the FAWP, the receiver is allowed to continue operating without an annunciation for up to 5 minutes to allow completion of the approach (see receiver operating manual). If the
RAIM flag/status annunciation appears after the FAWP, the missed approach should be executed immediately.
j. Waypoints
1. GPS approaches make use of both fly-over and fly-by waypoints. Fly-by waypoints are used when
an aircraft should begin a turn to the next course prior to reaching the waypoint separating the two
route segments. This is known as turn anticipation and is compensated for in the airspace and terrain
clearances. Approach waypoints, except for the MAWP and the missed approach holding waypoint
(MAHWP), are normally fly-by waypoints.
Fly-over waypoints are used when the aircraft must fly over the point prior to starting a turn. New
approach charts depict fly-over waypoints as a circled waypoint symbol. Overlay approach charts and
some early stand alone GPS approach charts may not reflect this convention.
2. Since GPS receivers are basically “To-To” navigators, they must always be navigating to a defined
point. On overlay approaches, if no pronounceable five-character name is published for an approach
waypoint or fix, it was given a database identifier consisting of letters and numbers. These points
will appear in the list of waypoints in the approach procedure database, but may not appear on the
approach chart. A point used for the purpose of defining the navigation track for an airborne computer
system (i.e., GPS or FMS) is called a Computer Navigation Fix (CNF). CNFs include unnamed DME
RADIO DATA - GENERAL
SECTION 1. AIR NAVIGATION AIDS
k.
l.
m.
n.
267
fixes, beginning and ending points of DME arcs and sensor final approach fixes (FAFs) on some GPS
overlay approaches. To aid in the approach chart/database correlation process, the FAA has begun a
program to assign five-letter names to CNFs and to chart CNFs on various National Oceanic Service
aeronautical products. These CNFs are not to be used for any air traffic control (ATC) application,
such as holding for which the fix has not already been assessed. CNFs will be charted to distinguish
them from conventional reporting points, fixes, intersections, and waypoints. The CNF name will be
enclosed in parenthesis, e.g., (MABEE), and the name will be placed next to the CNF it defines. If
the CNF is not at an existing point defined by means such as crossing radials or radial/DME, the
point will be indicated by an “X.” The CNF name will not be used in filing a flight plan or in aircraft/ATC
communications. Use current phraseology, e.g., facility name, radial, distance, to describe these fixes.
3. Unnamed waypoints in the database will be uniquely identified for each airport but may be repeated
for another airport (e.g., RW36 will be used at each airport with a runway 36 but will be at the same
location for all approaches at a given airport).
4. The runway threshold waypoint, which is normally the MAWP, may have a five letter identifier (e.g.,
SNEEZ) or be coded as RW## (e.g., RW36, RW36L). Those thresholds which are coded as five letter
identifiers are being changed to the RW## designation. This may cause the approach chart and database to differ until all changes are complete. The runway threshold waypoint is also used as the center
of the Minimum Safe Altitude (MSA) on most GPS approaches. MAWPs not located at the threshold
will have a five letter identifier.
Position Orientation
As with most RNAV systems, pilots should pay particular attention to position orientation while using GPS.
Distance and track information are provided to the next active waypoint, not to a fixed navigation aid.
Receivers may sequence when the pilot is not flying along an active route, such as when being vectored
or deviating for weather, due to the proximity to another waypoint in the route. This can be prevented by
placing the receiver in the nonsequencing mode. When the receiver is in the nonsequencing mode, bearing
and distance are provided to the selected waypoint and the receiver will not sequence to the next waypoint
in the route until placed back in the auto sequence mode or the pilot selects a different waypoint. On overlay approaches, the pilot may have to compute the along-track distance to stepdown fixes and other points
due to the receiver showing along track distance to the next waypoint rather than DME to the VOR or ILS
ground station.
Conventional Versus GPS Navigation Data
There may be slight differences between the course information portrayed on navigational charts and a
GPS navigation display when flying authorized GPS instrument procedures or along an airway. All magnetic
tracks defined by any conventional navigation aids are determined by the application of the station magnetic
variation. In contrast, GPS RNAV systems may use an algorithm, which applies the local magnetic variation
and may produce small differences in the displayed course. However, both methods of navigation should
produce the same desired ground track when using approved, IFR navigation system. Should significant
differences between the approach chart and the GPS avionics' application of the navigation database arise,
the published approach chart, supplemented by NOTAMs, holds precedence.
Due to the GPS avionics' computation of great circle courses, and the variations in magnetic variation, the
bearing to the next waypoint and the course from the last waypoint (if available) may not be exactly 180°
apart when long distances are involved. Variations in distances will occur since GPS distance-to-waypoint
values are along-track distances (ATD) computed to the next waypoint and the DME values published on
underlying procedures are slant-range distances measured to the station. This difference increases with
aircraft altitude and proximity to the NAVAID.
Departures and Instrument Departure Procedures (DPs)
The GPS receiver must be set to terminal (+/-1 NM) CDI sensitivity and the navigation routes contained
in the database in order to fly published IFR charted departures and DPs. Terminal RAIM should be automatically provided by the receiver. (Terminal RAIM for departure may not be available unless the waypoints
are part of the active flight plan rather than proceeding direct to the first destination.) Certain segments of
a DP may require some manual intervention by the pilot, especially when radar vectored to a course or
required to intercept a specific course to a waypoint. The database may not contain all of the transitions or
departures from all runways and some GPS receivers do not contain DPs in the database. It is necessary
that helicopter procedures be flown at 70 knots or less since helicopter departure procedures and missed
approaches use a 20:1 obstacle clearance surface (OCS), which is double the fixed-wing OCS, and turning
areas are based on this speed as well.
Flying GPS Approaches
1. Determining which area of the TAA the aircraft will enter when flying a “T” with a TAA must be accomplished using the bearing and distance to the IF(IAF). This is most critical when entering the TAA in the
vicinity of the extended runway centerline and determining whether you will be entering the right or left
base area. Once inside the TAA, all sectors and stepdowns are based on the bearing and distance to
the IAF for that area, which the aircraft should be proceeding direct to at that time, unless on vectors.
(See FIG 5-4-3 and FIG 5-4-4.)
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2. Pilots should fly the full approach from an Initial Approach Waypoint (IAWP) or feeder fix unless specifically cleared otherwise. Randomly joining an approach at an intermediate fix does not assure terrain
clearance.
3. When an approach has been loaded in the flight plan, GPS receivers will give an “arm” annunciation
30 NM straight line distance from the airport/heliport reference point. Pilots should arm the approach
mode at this time, if it has not already been armed (some receivers arm automatically). Without arming,
the receiver will not change from enroute CDI and RAIM sensitivity of +/-5 NM either side of centerline
to +/-1 NM terminal sensitivity. Where the IAWP is inside this 30 mile point, a CDI sensitivity change
will occur once the approach mode is armed and the aircraft is inside 30 NM. Where the IAWP is
beyond 30 NM from the airport/heliport reference point, CDI sensitivity will not change until the aircraft
is within 30 miles of the airport/heliport reference point even if the approach is armed earlier. Feeder
route obstacle clearance is predicated on the receiver being in terminal (+/-1 NM) CDI sensitivity and
RAIM within 30 NM of the airport/heliport reference point, therefore, the receiver should always be
armed (if required) not later than the 30 NM annunciation.
4. The pilot must be aware of what bank angle/turn rate the particular receiver uses to compute turn
anticipation, and whether wind and airspeed are included in the receiver’s calculations. This information should be in the receiver operating manual. Over or under banking the turn onto the final approach
course may significantly delay getting on course and may result in high descent rates to achieve the
next segment altitude.
5. When within 2 NM of the FAWP with the approach mode armed, the approach mode will switch to
active, which results in RAIM changing to approach sensitivity and a change in CDI sensitivity. Beginning 2 NM prior to the FAWP, the full scale CDI sensitivity will smoothly change from +/-1 NM to +/-0.3
NM at the FAWP. As sensitivity changes from +/-1 NM to +/-0.3 NM approaching the FAWP, with the
CDI not centered, the corresponding increase in CDI displacement may give the impression that the
aircraft is moving further away from the intended course even though it is on an acceptable intercept
heading. Referencing the digital track displacement information (cross track error), if it is available in
the approach mode, may help the pilot remain position oriented in this situation. Being established on
the final approach course prior to the beginning of the sensitivity change at 2 NM will help prevent
problems in interpreting the CDI display during ramp down. Therefore, requesting or accepting vectors which will cause the aircraft to intercept the final approach course within 2 NM of the FAWP is not
recommended.
6. When receiving vectors to final, most receiver operating manuals suggest placing the receiver in the
nonsequencing mode on the FAWP and manually setting the course. This provides an extended final
approach course in cases where the aircraft is vectored onto the final approach course outside of
any existing segment which is aligned with the runway. Assigned altitudes must be maintained until
established on a published segment of the approach. Required altitudes at waypoints outside the
FAWP or stepdown fixes must be considered. Calculating the distance to the FAWP may be required
in order to descend at the proper location.
7. Overriding an automatically selected sensitivity during an approach will cancel the approach mode
annunciation. If the approach mode is not armed by 2 NM prior to the FAWP, the approach mode will
not become active at 2 NM prior to the FAWP, and the equipment will flag. In these conditions, the
RAIM and CDI sensitivity will not ramp down, and the pilot should not descend to MDA, but fly to the
MAWP and execute a missed approach. The approach active annunciator and/or the receiver should
be checked to ensure the approach mode is active prior to the FAWP.
8. Do not attempt to fly an approach unless the procedure in the on-board database is current and
identified as “GPS” on the approach chart. The navigation database may contain information about
nonoverlay approach procedures that is intended to be used to enhance position orientation, generally by providing a map, while flying these approaches using conventional NAVAIDs. This approach
information should not be confused with a GPS overlay approach (see the receiver operating manual,
AFM, or AFM Supplement for details on how to identify these procedures in the navigation database).
Flying point to point on the approach does not assure compliance with the published approach procedure. The proper RAIM sensitivity will not be available and the CDI sensitivity will not automatically
change to +/-0.3 NM. Manually setting CDI sensitivity does not automatically change the RAIM sensitivity on some receivers. Some existing nonprecision approach procedures cannot be coded for use
with GPS and will not be available as overlays.
9. Pilots should pay particular attention to the exact operation of their GPS receivers for performing
holding patterns and in the case of overlay approaches, operations such as procedure turns. These
procedures may require manual intervention by the pilot to stop the sequencing of waypoints by the
receiver and to resume automatic GPS navigation sequencing once the maneuver is complete. The
same waypoint may appear in the route of flight more than once consecutively (e.g., IAWP, FAWP,
MAHWP on a procedure turn). Care must be exercised to ensure that the receiver is sequenced to the
appropriate waypoint for the segment of the procedure being flown, especially if one or more fly-overs
are skipped (e.g., FAWP rather than IAWP if the procedure turn is not flown). The pilot may have to
sequence past one or more fly-overs of the same waypoint in order to start GPS automatic sequencing
at the proper place in the sequence of waypoints.
RADIO DATA - GENERAL
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269
10. Incorrect inputs into the GPS receiver are especially critical during approaches. In some cases, an
incorrect entry can cause the receiver to leave the approach mode.
11. A fix on an overlay approach identified by a DME fix will not be in the waypoint sequence on the GPS
receiver unless there is a published name assigned to it. When a name is assigned, the along track
to the waypoint may be zero rather than the DME stated on the approach chart. The pilot should be
alert for this on any overlay procedure where the original approach used DME.
12. If a visual descent point (VDP) is published, it will not be included in the sequence of waypoints. Pilots
are expected to use normal piloting techniques for beginning the visual descent, such as ATD.
13. Unnamed stepdown fixes in the final approach segment will not be coded in the waypoint sequence
of the aircraft’s navigation database and must be identified using ATD. Stepdown fixes in the final
approach segment of RNAV (GPS) approaches are being named, in addition to being identified by
ATD. However, since most GPS avionics do not accommodate waypoints between the FAF and MAP,
even when the waypoint is named, the waypoints for these stepdown fixes may not appear in the
sequence of waypoints in the navigation database. Pilots must continue to identify these stepdown
fixes using ATD.
o. Missed Approach
1. A GPS missed approach requires pilot action to sequence the receiver past the MAWP to the
missed approach portion of the procedure. The pilot must be thoroughly familiar with the activation
procedure for the particular GPS receiver installed in the aircraft and must initiate appropriate action
after the MAWP. Activating the missed approach prior to the MAWP will cause CDI sensitivity to
immediately change to terminal (+/-1NM) sensitivity and the receiver will continue to navigate to the
MAWP. The receiver will not sequence past the MAWP. Turns should not begin prior to the MAWP.
If the missed approach is not activated, the GPS receiver will display an extension of the inbound
final approach course and the ATD will increase from the MAWP until it is manually sequenced after
crossing the MAWP.
2. Missed approach routings in which the first track is via a course rather than direct to the next waypoint
require additional action by the pilot to set the course. Being familiar with all of the inputs required
is especially critical during this phase of flight.
p. GPS Familiarization
Pilots should practice GPS approaches under visual meteorological conditions (VMC) until thoroughly proficient with all aspects of their equipment (receiver and installation) prior to attempting flight by IFR in
instrument meteorological conditions (IMC). Some of the areas which the pilot should practice are:
1. Utilizing the receiver autonomous integrity monitoring (RAIM) prediction function;
2. Inserting a DP into the flight plan, including setting terminal CDI sensitivity, if required, and the conditions under which terminal RAIM is available for departure (some receivers are not DP or STAR
capable);
3. Programming the destination airport;
4. Programming and flying the overlay approaches (especially procedure turns and arcs);
5. Changing to another approach after selecting an approach;
6. Programming and flying “direct” missed approaches;
7. Programming and flying “routed” missed approaches;
8. Entering, flying, and exiting holding patterns, particularly on overlay approaches with a second waypoint in the holding pattern;
9. Programming and flying a “route” from a holding pattern;
10. Programming and flying an approach with radar vectors to the intermediate segment;
11. Indication of the actions required for RAIM failure both before and after the FAWP; and
12. Programming a radial and distance from a VOR (often used in departure instructions).
1-1-20
WIDE AREA AUGMENTATION SYSTEM (WAAS)
a. General
1. The FAA developed the Wide Area Augmentation System (WAAS) to improve the accuracy, integrity
and availability of GPS signals. WAAS will allow GPS to be used, as the aviation navigation system,
from takeoff through Category I precision approach when it is complete. WAAS is a critical component
of the FAA’s strategic objective for a seamless satellite navigation system for civil aviation, improving
capacity and safety.
2. The International Civil Aviation Organization (ICAO) has defined Standards and Recommended Practices (SARPs) for satellite-based augmentation systems (SBAS) such as WAAS. Japan and Europe
are building similar systems that are planned to be interoperable with WAAS: EGNOS, the European
Geostationary Navigation Overlay System, and MSAS, the Japan Multifunctional Transport Satellite
(MTSAT) Satellite-based Augmentation System. The merging of these systems will create a worldwide
seamless navigation capability similar to GPS but with greater accuracy, availability and integrity.
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3. Unlike traditional ground-based navigation aids, WAAS will cover a more extensive service area. Precisely surveyed wide-area ground reference stations (WRS) are linked to form the U.S. WAAS network. Signals from the GPS satellites are monitored by these WRSs to determine satellite clock and
ephemeris corrections and to model the propagation effects of the ionosphere. Each station in the
network relays the data to a wide-area master station (WMS) where the correction information is computed. A correction message is prepared and uplinked to a geostationary satellite (GEO) via a ground
uplink station (GUS). The message is then broadcast on the same frequency as GPS (L1, 1575.42
MHz) to WAAS receivers within the broadcast coverage area of the WAAS GEO.
4. In addition to providing the correction signal, the WAAS GEO provides an additional pseudorange
measurement to the aircraft receiver, improving the availability of GPS by providing, in effect, an additional GPS satellite in view. The integrity of GPS is improved through real-time monitoring, and the
accuracy is improved by providing differential corrections to reduce errors. The performance improvement is sufficient to enable approach procedures with GPS/WAAS glide paths (vertical guidance).
5. The FAA has completed installation of 25 WRSs, 2 WMSs, 4 GUSs, and the required terrestrial communications to support the WAAS network. Prior to the commissioning of the WAAS for public use,
the FAA has been conducting a series of test and validation activities. Enhancements to the initial
phase of WAAS will include additional master and reference stations, communication satellites, and
transmission frequencies as needed.
6. GNSS navigation, including GPS and WAAS, is referenced to the WGS-84 coordinate system. It should
only be used where the Aeronautical Information Publications (including electronic data and aeronautical charts) conform to WGS-84 or equivalent. Other countries civil aviation authorities may impose
additional limitations on the use of their SBAS systems.
b. Instrument Approach Capabilities
1. A new class of approach procedures which provide vertical guidance, but which do not meet the ICAO
Annex 10 requirements for precision approaches has been developed to support satellite navigation
use for aviation applications worldwide. These new procedures called Approach with Vertical Guidance
(APV), are defined in ICAO Annex 6, and include approaches such as the LNAV/VNAV procedures
presently being flown with barometric vertical navigation (Baro-VNAV). These approaches provide
vertical guidance, but do not meet the more stringent standards of a precision approach. Properly
certified WAAS receivers will be able to fly these LNAV/VNAV procedures using a WAAS electronic
glide path, which eliminates the errors that can be introduced by using Barometric altimetry.
2. A new type of APV approach procedure, in addition to LNAV/VNAV, is being implemented to take
advantage of the high accuracy guidance and increased integrity provided by WAAS. This WAAS generated angular guidance allows the use of the same TERPS approach criteria used for ILS approaches.
The resulting approach procedure minima, titled LPV (localizer performance with vertical guidance),
may have decision altitudes as low as 200 feet height above touchdown with visibility minimums as
low as 1 /2 mile, when the terrain and airport infrastructure support the lowest minima. LPV minima is
published on the RNAV (GPS) approach charts (see paragraph 5-4-5, Instrument Approach Procedure Charts).
3. A new nonprecision WAAS approach, called Localizer Performance (LP) is being added in locations
where the terrain or obstructions do not allow publication of vertically guided LPV procedures. This
new approach takes advantage of the angular lateral guidance and smaller position errors provided
by WAAS to provide a lateral only procedure similar to an ILS Localizer. LP procedures may provide
lower minima than a LNAV procedure due to the narrower obstacle clearance surface.
NOTE: WAAS receivers certified prior to TSO C-145b and TSO C-146b, even if they have LPV capability, do not contain LP capability unless the receiver has been upgraded. Receivers capable of flying
LP procedures must contain a statement in the Flight Manual Supplement or Approved Supplemental
Flight Manual stating that the receiver has LP capability, as well as the capability for the other WAAS
and GPS approach procedure types.
4. WAAS provides a level of service that supports all phases of flight, including RNAV (GPS) approaches
to LNAV, LP, LNAV/VNAV and LPV lines of minima, within system coverage. Some locations close to
the edge of the coverage may have a lower availability of vertical guidance.
c. General Requirements
1. WAAS avionics must be certified in accordance with Technical Standard Order (TSO) TSO-C145A,
Airborne Navigation Sensors Using the (GPS) Augmented by the Wide Area Augmentation System
(WAAS); or TSO-146A, Stand-Alone Airborne Navigation Equipment Using the Global Positioning System (GPS) Augmented by the Wide Area Augmentation System (WAAS), and installed in accordance
with Advisory Circular (AC) 20-130A, Airworthiness Approval of Navigation or Flight Management
Systems Integrating Multiple Navigation Sensors, or AC 20-138A, Airworthiness Approval of Global
Positioning System (GPS) Navigation Equipment for Use as a VFR and IFR Navigation System.
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2. GPS/WAAS operation must be conducted in accordance with the FAA-approved aircraft flight manual
(AFM) and flight manual supplements. Flight manual supplements will state the level of approach
procedure that the receiver supports. IFR approved WAAS receivers support all GPS only operations
as long as lateral capability at the appropriate level is functional. WAAS monitors both GPS and WAAS
satellites and provides integrity.
3. GPS/WAAS equipment is inherently capable of supporting oceanic and remote operations if the operator obtains a fault detection and exclusion (FDE) prediction program.
4. Air carrier and commercial operators must meet the appropriate provisions of their approved operations specifications.
5. Prior to GPS/WAAS IFR operation, the pilot must review appropriate Notices to Airmen (NOTAMs) and
aeronautical information. This information is available on request from an Automated Flight Service
Station. The FAA will provide NOTAMs to advise pilots of the status of the WAAS and level of service
available.
(a) The term UNRELIABLE is used in conjunction with GPS and WAAS NOTAMs. The term UNRELIABLE is an advisory to pilots indicating the expected level of WAAS service (LNAV/VNAV,
LPV) may not be available; e.g., !BOS BOS WAAS LPV AND LNAV/VNAV MNM UNREL
WEF 0305231700 - 0305231815. WAAS UNRELIABLE NOTAMs are predictive in nature and
published for flight planning purposes. Upon commencing an approach at locations NOTAMed
WAAS UNRELIABLE, if the WAAS avionics indicate LNAV/VNAV or LPV service is available,
then vertical guidance may be used to complete the approach using the displayed level of
service. Should an outage occur during the approach, reversion to LNAV minima may be
required.
(1) Area-wide WAAS UNAVAILABLE NOTAMs indicate loss or malfunction of the WAAS
system. In flight, Air Traffic Control will advise pilots requesting a GPS or RNAV (GPS)
approach of WAAS UNAVAILABLE NOTAMs if not contained in the ATIS broadcast.
(2) Site-specific WAAS UNRELIABLE NOTAMs indicate an expected level of service, e.g.,
LNAV/VNAV or LPV may not be available. Pilots must request site-specific WAAS NOTAMs
during flight planning. In flight, Air Traffic Control will not advise pilots of WAAS UNRELIABLE NOTAMs.
(3) When the approach chart includes the notes “WAAS outages may occur daily. WAAS
VNAV NOTAM service not provided,” site-specific WAAS UNRELIABLE NOTAMs or Air
Traffic advisories are not provided for outages in WAAS LNAV/VNAV and LPV vertical
service. Vertical outages may occur daily at these locations due to being close to the
edge of WAAS system coverage. Use LNAV minima for flight planning at these locations,
whether as a destination or alternate. For flight operations at these locations, when the
WAAS avionics indicate that LNAV/VNAV or LPV service is available, then the vertical
guidance may be used to complete the approach using the displayed level of service.
Should an outage occur during the procedure, reversion to LNAV minima may be required.
NOTE: Area-wide WAAS UNAVAILABLE NOTAMs apply to all airports in the WAAS
UNAVAILABLE area designated in the NOTAM, including approaches at airports where
an approach chart is annotated with the notes identified above.
6. GPS/WAAS was developed to be used within SBAS GEO coverage (WAAS or other interoperable
system) without the need for other radio navigation equipment appropriate to the route of flight to be
flown. Outside the SBAS coverage or in the event of a WAAS failure, GPS/WAAS equipment reverts
to GPS-only operation and satisfies the requirements for basic GPS equipment.
7. Unlike TSO-C129 avionics, which were certified as a supplement to other means of navigation, WAAS
avionics are evaluated without reliance on other navigation systems. As such, installation of WAAS
avionics does not require the aircraft to have other equipment appropriate to the route to be flown.
(a) Pilots with WAAS receivers may flight plan to use any instrument approach procedure authorized for use with their WAAS avionics as the planned approach at a required alternate, with the
following restrictions. When using WAAS at an alternate airport, flight planning must be based
on flying the RNAV (GPS) LNAV minima line, or minima on a GPS approach procedure, or
conventional approach procedure with “or GPS” in the title. Code of Federal Regulation (CFR)
Part 91 nonprecision weather requirements must be used for planning. Upon arrival at an alternate, when the WAAS navigation system indicates that LNAV/VNAV or LPV service is available,
then vertical guidance may be used to complete the approach using the displayed level of service. The FAA has begun to provide alternate minimums for RNAV (GPS) and stand-alone GPS
procedures so they may be used by approach-approved WAAS receivers at alternate airports.
Some approach procedures will still depict “NA” for other reasons, such as a lack of weather
reporting, so this term cannot be removed from all procedures. Since every procedure must
be individually evaluated, the addition of alternate minimums for RNAV (GPS) and stand-alone
GPS procedures will take some time.
d. Flying Procedures with WAAS
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1. WAAS receivers support all basic GPS approach functions and provide additional capabilities. One of
the major improvements is the ability to generate glide path guidance, independent of ground equipment or barometric aiding. This eliminates several problems such as hot and cold temperature effects,
incorrect altimeter setting or lack of a local altimeter source. It also allows approach procedures to
be built without the cost of installing ground stations at each airport or runway. Some approach certified receivers may only generate a glide path with performance similar to Baro-VNAV and are only
approved to fly the LNAV/VNAV line of minima on the RNAV (GPS) approach charts. Receivers with
additional capability (including faster update rates and smaller integrity limits) are approved to fly the
LPV line of minima. The lateral integrity changes dramatically from the 0.3 NM (556 meter) limit for
GPS, LNAV, and LNAV/VNAV approach mode, to 40 meters for LPV. It also provides vertical integrity
monitoring, which bounds the vertical error to 50 meters for LNAV/VNAV and LPVs with minima of
250' or above, and bounds the vertical error to 35 meters for LPVs with minima below 250'.
2. When an approach procedure is selected and active, the receiver will notify the pilot of the most accurate level of service supported by the combination of the WAAS signal, the receiver, and the selected
approach using the naming conventions on the minima lines of the selected approach procedure. For
example, if an approach is published with LPV minima and the receiver is only certified for LNAV/VNAV,
the equipment would indicate “LNAV/VNAV available,” even though the WAAS signal would support
LPV. If flying an existing LNAV/VNAV procedure with no LPV minima, the receiver will notify the pilot
“LNAV/VNAV available,” even if the receiver is certified for LPV and the signal supports LPV. If the
signal does not support vertical guidance on procedures with LPV and/or LNAV/VNAV minima, the
receiver annunciation will read “LNAV available.” On lateral only procedures with LP and LNAV minima the receiver will indicate “LP available” or “LNAV available” based on the level of lateral service
available. Once the level of service notification has been given, the receiver will operate in this mode
for the duration of the approach procedure, unless that level of service becomes unavailable. The
receiver cannot change back to a more accurate level of service until the next time an approach is
activated.
NOTE: Receivers do not “fail down” to lower levels of service once the approach has been activated.
If only the vertical off flag appears, the pilot may elect to use the LNAV minima if the rules under
which the flight is operating allow changing the type of approach being flown after commencing the
procedure. If the lateral integrity limit is exceeded on an LP approach, a missed approach will be
necessary since there is no way to reset the lateral alarm limit while the approach is active.
3. Another additional feature of WAAS receivers is the ability to exclude a bad GPS signal and continue operating normally. This is normally accomplished by the WAAS correction information. Outside
WAAS coverage or when WAAS is not available, it is accomplished through a receiver algorithm called
FDE. In most cases this operation will be invisible to the pilot since the receiver will continue to operate
with other available satellites after excluding the “bad” signal. This capability increases the reliability
of navigation.
4. Both lateral and vertical scaling for the LNAV/VNAV and LPV approach procedures are different than
the linear scaling of basic GPS. When the complete published procedure is flown, +/-1 NM linear
scaling is provided until two (2) NM prior to the FAF, where the sensitivity increases to be similar to
the angular scaling of an ILS. There are two differences in the WAAS scaling and ILS: 1) on long final
approach segments, the initial scaling will be +/-0.3 NM to achieve equivalent performance to GPS
(and better than ILS, which is less sensitive far from the runway); 2) close to the runway threshold,
the scaling changes to linear instead of continuing to become more sensitive. The width of the final
approach course is tailored so that the total width is usually 700 feet at the runway threshold. Since the
origin point of the lateral splay for the angular portion of the final is not fixed due to antenna placement
like localizer, the splay angle can remain fixed, making a consistent width of final for aircraft being
vectored onto the final approach course on different length runways. When the complete published
procedure is not flown, and instead the aircraft needs to capture the extended final approach course
similar to ILS, the vector to final (VTF) mode is used. Under VTF the scaling is linear at +/-1 NM until
the point where the ILS angular splay reaches a width of +/-1 NM regardless of the distance from the
FAWP.
5. The WAAS scaling is also different than GPS TSO-C129 in the initial portion of the missed approach.
Two differences occur here. First, the scaling abruptly changes from the approach scaling to the
missed approach scaling, at approximately the departure end of the runway or when the pilot requests
missed approach guidance rather than ramping as GPS does. Second, when the first leg of the missed
approach is a Track to Fix (TF) leg aligned within 3 degrees of the inbound course, the receiver will
change to 0.3 NM linear sensitivity until the turn initiation point for the first waypoint in the missed
approach procedure, at which time it will abruptly change to terminal (+/-1 NM) sensitivity. This allows
the elimination of close in obstacles in the early part of the missed approach that may cause the DA
to be raised.
6. A new method has been added for selecting the final approach segment of an instrument approach.
Along with the current method used by most receivers using menus where the pilot selects the airport, the runway, the specific approach procedure and finally the IAF, there is also a channel number
selection method. The pilot enters a unique 5-digit number provided on the approach chart, and the
receiver recalls the matching final approach segment from the aircraft database. A list of information
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273
including the available IAFs is displayed and the pilot selects the appropriate IAF. The pilot should
confirm that the correct final approach segment was loaded by cross checking the Approach ID, which
is also provided on the approach chart.
7. The Along-Track Distance (ATD) during the final approach segment of an LNAV procedure (with a
minimum descent altitude) will be to the MAWP. On LNAV/VNAV and LPV approaches to a decision
altitude, there is no missed approach waypoint so the along-track distance is displayed to a point
normally located at the runway threshold. In most cases the MAWP for the LNAV approach is located
on the runway threshold at the centerline, so these distances will be the same. This distance will
always vary slightly from any ILS DME that may be present, since the ILS DME is located further down
the runway. Initiation of the missed approach on the LNAV/VNAV and LPV approaches is still based on
reaching the decision altitude without any of the items listed in 14 CFR Section 91.175 being visible,
and must not be delayed until the ATD reaches zero. The WAAS receiver, unlike a GPS receiver,
will automatically sequence past the MAWP if the missed approach procedure has been designed for
RNAV. The pilot may also select missed approach prior to the MAWP, however, navigation will continue
to the MAWP prior to waypoint sequencing taking place.
1-1-21
GROUND BASED AUGMENTATION SYSTEM (GBAS)
LANDING SYSTEM (GLS)
a. General
1. The GLS provides precision navigation guidance for exact alignment and descent of aircraft on
approach to a runway. It provides differential augmentation to the Global Navigation Satellite System
(GNSS).
NOTE: GBAS is the ICAO term for Local Area Augmentation System (LAAS).
2. LAAS was developed as an “ILS look• alike” system from the pilot perspective. LAAS is based on
GPS signals augmented by ground equipment and has been developed to provide GLS precision
approaches similar to ILS at airfields.
3. GLS provides guidance similar to ILS approaches for the final approach segment; portions of the GLS
approach prior to and after the final approach segment will be based on Area Navigation (RNAV) or
Required Navigation Performance (RNP).
4. The equipment consists of a GBAS Ground Facility (GGF), four reference stations, a VHF Data Broadcast (VDB) uplink antenna, and an aircraft GBAS receiver.
b. Procedure
1. Pilots will select the five digit GBAS channel number of the associated approach within the Flight
Management System (FMS) menu or manually select the five digits (system dependent). Selection of
the GBAS channel number also tunes the VDB.
2. Following procedure selection, confirmation that the correct LAAS procedure is loaded can be accomplished by cross checking the charted Reference Path Indicator (RPI) or approach ID with the cockpit
displayed RPI or audio identification of the RPI with Morse Code (for some systems).
3. The pilot will fly the GLS approach using the same techniques as an ILS, once selected and identified.
1-1-22
PRECISION APPROACH SYSTEMS OTHER THAN ILS, GLS, AND MLS
a. General
Approval and use of precision approach systems other than ILS, GLS and MLS require the issuance of
special instrument approach procedures.
b. Special Instrument Approach Procedure
1. Special instrument approach procedures must be issued to the aircraft operator if pilot training, aircraft equipment, and/or aircraft performance is different than published procedures. Special instrument
approach procedures are not distributed for general public use. These procedures are issued to an
aircraft operator when the conditions for operations approval are satisfied.
2. General aviation operators requesting approval for special procedures should contact the local Flight
Standards District Office to obtain a letter of authorization. Air carrier operators requesting approval
for use of special procedures should contact their Certificate Holding District Office for authorization
through their Operations Specification.
c. Transponder Landing System (TLS)
1. The TLS is designed to provide approach guidance utilizing existing airborne ILS localizer, glide slope,
and transponder equipment.
2. Ground equipment consists of a transponder interrogator, sensor arrays to detect lateral and vertical
position, and ILS frequency transmitters. The TLS detects the aircraft’s position by interrogating its
transponder. It then broadcasts ILS frequency signals to guide the aircraft along the desired approach
path.
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3. TLS instrument approach procedures are designated Special Instrument Approach Procedures. Special aircrew training is required. TLS ground equipment provides approach guidance for only one aircraft at a time. Even though the TLS signal is received using the ILS receiver, no fixed course or
glidepath is generated. The concept of operation is very similar to an air traffic controller providing
radar vectors, and just as with radar vectors, the guidance is valid only for the intended aircraft. The
TLS ground equipment tracks one aircraft, based on its transponder code, and provides correction signals to course and glidepath based on the position of the tracked aircraft. Flying the TLS corrections
computed for another aircraft will not provide guidance relative to the approach; therefore, aircrews
must not use the TLS signal for navigation unless they have received approach clearance and completed the required coordination with the TLS ground equipment operator. Navigation fixes based on
conventional NAVAIDs or GPS are provided in the special instrument approach procedure to allow
aircrews to verify the TLS guidance.
d. Special Category I Differential GPS (SCAT-I DGPS)
1. The SCAT-I DGPS is designed to provide approach guidance by broadcasting differential correction
to GPS.
2. SCAT-I DGPS procedures require aircraft equipment and pilot training.
3. Ground equipment consists of GPS receivers and a VHF digital radio transmitter. The SCAT-I DGPS
detects the position of GPS satellites relative to GPS receiver equipment and broadcasts differential
corrections over the VHF digital radio.
4. Category I Ground Based Augmentation System (GBAS) will displace SCAT-I DGPS as the public use
service.
REFERENCEAIM, Para 5-4-7f, Instrument Approach Procedures.
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PERFORMANCE (RNP)
275
Section 2. Area Navigation (RNAV)/Required Navigation Performance (RNP)
1-2-1
AREA NAVIGATION (RNAV)
a. General. RNAV is a method of navigation that permits aircraft operation on any desired flight path within
the coverage of ground or space based navigation aids or within the limits of the capability of self-contained
aids, or a combination of these. In the future, there will be an increased dependence on the use of RNAV
in lieu of routes defined by ground-based navigation aids.
RNAV routes and terminal procedures, including departure procedures (DPs) and standard terminal arrivals
(STARs), are designed with RNAV systems in mind. There are several potential advantages of RNAV routes
and procedures:
1. Time and fuel savings,
2. Reduced dependence on radar vectoring, altitude, and speed assignments allowing a reduction in
required ATC radio transmissions, and
3. More efficient use of airspace.
In addition to information found in this manual, guidance for domestic RNAV DPs, STARs, and routes may
also be found in Advisory Circular 90-100A, U.S. Terminal and En Route Area Navigation (RNAV) Operations.
b. RNAV Operations. RNAV procedures, such as DPs and STARs, demand strict pilot awareness and maintenance of the procedure centerline. Pilots should possess a working knowledge of their aircraft navigation
system to ensure RNAV procedures are flown in an appropriate manner. In addition, pilots should have
an understanding of the various waypoint and leg types used in RNAV procedures; these are discussed in
more detail below.
1. Waypoints. A waypoint is a predetermined geographical position that is defined in terms of latitude/
longitude coordinates. Waypoints may be a simple named point in space or associated with existing
navaids, intersections, or fixes. A waypoint is most often used to indicate a change in direction, speed,
or altitude along the desired path. RNAV procedures make use of both fly-over and fly-by waypoints.
(a) Fly-by waypoints. Fly-by waypoints are used when an aircraft should begin a turn to the next
course prior to reaching the waypoint separating the two route segments. This is known as turn
anticipation.
(b) Fly-over waypoints. Fly-over waypoints are used when the aircraft must fly over the point prior
to starting a turn.
NOTE: FIG 1-2-1 illustrates several differences between a fly-by and a fly-over waypoint.
FIGURE 1-2-1
Fly-by and Fly-over Waypoints
1300743358000
2. RNAV Leg Types. A leg type describes the desired path proceeding, following, or between waypoints
on an RNAV procedure. Leg types are identified by a two-letter code that describes the path (e.g.,
heading, course, track, etc.) and the termination point (e.g., the path terminates at an altitude, distance, fix, etc.). Leg types used for procedure design are included in the aircraft navigation database,
but not normally provided on the procedure chart. The narrative depiction of the RNAV chart describes
how a procedure is flown. The “path and terminator concept” defines that every leg of a procedure has
a termination point and some kind of path into that termination point. Some of the available leg types
are described below.
(a) Track to Fix. A Track to Fix (TF) leg is intercepted and acquired as the flight track to the following
waypoint. Track to a Fix legs are sometimes called point-to-point legs for this reason. Narrative:
“on track 087 to CHEZZ WP.” See FIG 1-2-2.
(b) Direct to Fix. A Direct to Fix (DF) leg is a path described by an aircraft’s track from an initial
area direct to the next waypoint. Narrative: “left turn direct BARGN WP.” See FIG 1-2-3.
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FIGURE 1-2-2
Track to Fix Leg Type
1300744642000
FIGURE 1-2-3
Direct to Fix Leg Type
1300743297000
(c) Course to Fix. A Course to Fix (CF) leg is a path that terminates at a fix with a specified course
at that fix. Narrative: “on course 078 to PRIMY WP.” See FIG 1-2-4.
FIGURE 1-2-4
Course to Fix Leg Type
1300743194000
(d) Radius to Fix. A Radius to Fix (RF) leg is defined as a constant radius circular path around a
defined turn center that terminates at a fix. See FIG 1-2-5.
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277
FIGURE 1-2-5
Radius to Fix Leg Type
1300740988000
(e) Heading. A Heading leg may be defined as, but not limited to, a Heading to Altitude (VA), Heading to DME range (VD), and Heading to Manual Termination, i.e., Vector (VM). Narrative: “climb
heading 350 to 1500”, “heading 265, at 9 DME west of PXR VORTAC, right turn heading 360”,
“fly heading 090, expect radar vectors to DRYHT INT.”
3. Navigation Issues. Pilots should be aware of their navigation system inputs, alerts, and annunciations in order to make better-informed decisions. In addition, the availability and suitability of particular
sensors/systems should be considered.
(a) GPS. Operators using TSO-C129 systems should ensure departure and arrival airports are
entered to ensure proper RAIM availability and CDI sensitivity.
(b) DME/DME. Operators should be aware that DME/DME position updating is dependent on FMS
logic and DME facility proximity, availability, geometry, and signal masking.
(c) VOR/DME. Unique VOR characteristics may result in less accurate values from VOR/DME position updating than from GPS or DME/DME position updating.
(d) Inertial Navigation. Inertial reference units and inertial navigation systems are often coupled
with other types of navigation inputs, e.g., DME/DME or GPS, to improve overall navigation
system performance.
NOTE: Specific inertial position updating requirements may apply.
4. Flight Management System (FMS). An FMS is an integrated suite of sensors, receivers, and computers, coupled with a navigation database. These systems generally provide performance and RNAV
guidance to displays and automatic flight control systems.
Inputs can be accepted from multiple sources such as GPS, DME, VOR, LOC and IRU. These inputs
may be applied to a navigation solution one at a time or in combination. Some FMSs provide for the
detection and isolation of faulty navigation information.
When appropriate navigation signals are available, FMSs will normally rely on GPS and/or DME/DME
(that is, the use of distance information from two or more DME stations) for position updates. Other
inputs may also be incorporated based on FMS system architecture and navigation source geometry.
NOTE: DME/DME inputs coupled with one or more IRU(s) are often abbreviated as DME/DME/IRU
or D/D/I.
1-2-2
REQUIRED NAVIGATION PERFORMANCE (RNP)
a. General. RNP is RNAV with on-board navigation monitoring and alerting, RNP is also a statement of navigation performance necessary for operation within a defined airspace. A critical component of RNP is the
ability of the aircraft navigation system to monitor its achieved navigation performance, and to identify for
the pilot whether the operational requirement is, or is not being met during an operation. This on-board
performance monitoring and alerting capability therefore allows a lessened reliance on air traffic control
intervention (via radar monitoring, automatic dependent surveillance (ADS), multilateration, communications), and/or route separation to achieve the overall safety of the operation. RNP capability of the aircraft
is a major component in determining the separation criteria to ensure that the overall containment of the
operation is met.
The RNP capability of an aircraft will vary depending upon the aircraft equipment and the navigation infrastructure. For example, an aircraft may be equipped and certified for RNP 1.0, but may not be capable of
RNP 1.0 operations due to limited navaid coverage.
b. RNP Operations.
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PERFORMANCE (RNP)
1. RNP Levels. An RNP “level” or “type” is applicable to a selected airspace, route, or procedure. As
defined in the Pilot/Controller Glossary, the RNP Level or Type is a value typically expressed as a
distance in nautical miles from the intended centerline of a procedure, route, or path. RNP applications
also account for potential errors at some multiple of RNP level (e.g., twice the RNP level).
(a) Standard RNP Levels. U.S. standard values supporting typical RNP airspace are as specified
in TBL 1-2-1 below. Other RNP levels as identified by ICAO, other states and the FAA may also
be used.
TABLE 1-2-1 U.S. Standard RNP Levels
RNP Level
Typical Application
Primary Route Width (NM) - Centerline
to Boundary
0.1 to 1.0
RNP SAAAR Approach Segments
0.1 to 1.0
0.3 to 1.0
RNP Approach Segments
0.3 to 1.0
1
Terminal and En Route
1.0
2
En Route
2.0
NOTE:
1. The “performance” of navigation in RNP refers not only to the level of accuracy of a particular sensor or aircraft navigation
system, but also to the degree of precision with which the aircraft will be flown.
2. Specific required flight procedures may vary for different RNP levels.
(b) Application of Standard RNP Levels. U.S. standard levels of RNP typically used for various
routes and procedures supporting RNAV operations may be based on use of a specific navigational system or sensor such as GPS, or on multi-sensor RNAV systems having suitable
performance.
(c) Depiction of Standard RNP Levels. The applicable RNP level will be depicted on affected
charts and procedures.
c. Other RNP Applications Outside the U.S. The FAA and ICAO member states have led initiatives in implementing the RNP concept to oceanic operations. For example, RNP-10 routes have been established in the
northern Pacific (NOPAC) which has increased capacity and efficiency by reducing the distance between
tracks to 50 NM. (See TBL 1-2-2).
d. Aircraft and Airborne Equipment Eligibility for RNP Operations. Aircraft meeting RNP criteria will have
an appropriate entry including special conditions and limitations in its Aircraft Flight Manual (AFM), or supplement. Operators of aircraft not having specific AFM-RNP certification may be issued operational approval
including special conditions and limitations for specific RNP levels.
NOTE: Some airborne systems use Estimated Position Uncertainty (EPU) as a measure of the current
estimated navigational performance. EPU may also be referred to as Actual Navigation Performance (ANP)
or Estimated Position Error (EPE).
TABLE 1-2-2 RNP Levels Supported for International Operations
RNP Level
1-2-3
Typical Application
4
Projected for oceanic/remote areas where 30 NM horizontal separation is applied
10
Oceanic/remote areas where 50 NM lateral separation is applied
USE OF SUITABLE AREA NAVIGATION (RNAV) SYSTEMS ON
CONVENTIONAL PROCEDURES AND ROUTES
a. Discussion. This paragraph sets forth policy, while providing operational and airworthiness guidance
regarding the suitability and use of RNAV systems when operating on, or transitioning to, conventional,
non-RNAV routes and procedures within the U.S. National Airspace System (NAS):
1. Use of a suitable RNAV system as a Substitute Means of Navigation when a Very-High Frequency
(VHF) Omni-directional Range (VOR), Distance Measuring Equipment (DME), Tactical Air Navigation
(TACAN), VOR/TACAN (VORTAC), VOR/DME, Non-directional Beacon (NDB), or compass locator
facility including locator outer marker and locator middle marker is out-of-service (that is, the navigation aid (NAVAID) information is not available); an aircraft is not equipped with an Automatic Direction
Finder (ADF) or DME; or the installed ADF or DME on an aircraft is not operational. For example, if
equipped with a suitable RNAV system, a pilot may hold over an out-of-service NDB.
2. Use of a suitable RNAV system as an Alternate Means of Navigation when a VOR, DME, VORTAC,
VOR/DME, TACAN, NDB, or compass locator facility including locator outer marker and locator middle
marker is operational and the respective aircraft is equipped with operational navigation equipment
that is compatible with conventional navaids. For example, if equipped with a suitable RNAV system,
a pilot may fly a procedure or route based on operational VOR system without monitoring the VOR.
NOTE:
1. Additional information and associated requirements are available in Advisory Circular 90-108 titled
“Use of Suitable RNAV Systems on Conventional Routes and Procedures.”
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PERFORMANCE (RNP)
279
2. Good planning and knowledge of your RNAV system are critical for safe and successful operations.
3. Pilots planning to use their RNAV system as a substitute means of navigation guidance in lieu of an
out-of-service NAVAID may need to advise ATC of this intent and capability.
4. The navigation database should be current for the duration of the flight. If the AIRAC cycle will change
during flight, operators and pilots should establish procedures to ensure the accuracy of navigation
data, including suitability of navigation facilities used to define the routes and procedures for flight. To
facilitate validating database currency, the FAA has developed procedures for publishing the amendment date that instrument approach procedures were last revised. The amendment date follows the
amendment number, e.g., Amdt 4 14Jan10. Currency of graphic departure procedures and STARs
may be ascertained by the numerical designation in the procedure title. If an amended chart is published for the procedure, or the procedure amendment date shown on the chart is on or after the
expiration date of the database, the operator must not use the database to conduct the operation.
b. Types of RNAV Systems that Qualify as a Suitable RNAV System. When installed in accordance with
appropriate airworthiness installation requirements and operated in accordance with applicable operational
guidance (e.g., aircraft flight manual and Advisory Circular material), the following systems qualify as a
suitable RNAV system:
1. An RNAV system with TSO-C129/-C145/-C146 equipment, installed in accordance with AC 20-138,
Airworthiness Approval of Global Positioning System (GPS) Navigation Equipment for Use as a VFR
and IFR Supplemental Navigation System, or AC 20-130A, Airworthiness Approval of Navigation or
Flight Management Systems Integrating Multiple Navigation Sensors, and authorized for instrument
flight rules (IFR) en route and terminal operations (including those systems previously qualified for
“GPS in lieu of ADF or DME” operations), or
2. An RNAV system with DME/DME/IRU inputs that is compliant with the equipment provisions of AC
90-100A, U.S. Terminal and En Route Area Navigation (RNAV) Operations, for RNAV routes. A table
of compliant equipment is available at the following website:
http://www.faa.gov/about/office_org/headquarters_offices/avs/offices/afs/afs400/afs470/policy_guidance/
NOTE: Approved RNAV systems using DME/DME/IRU, without GPS/WAAS position input, may only be
used as a substitute means of navigation when specifically authorized by a Notice to Airmen (NOTAM) or
other FAA guidance for a specific procedure. The NOTAM or other FAA guidance authorizing the use of
DME/DME/IRU systems will also identify any required DME facilities based on an FAA assessment of the
DME navigation infrastructure.
c. Uses of Suitable RNAV Systems. Subject to the operating requirements, operators may use a suitable
RNAV system in the following ways.
1. Determine aircraft position relative to, or distance from a VOR (see NOTE 5 below), TACAN, NDB,
compass locator, DME fix; or a named fix defined by a VOR radial, TACAN course, NDB bearing, or
compass locator bearing intersecting a VOR or localizer course.
2. Navigate to or from a VOR, TACAN, NDB, or compass locator.
3. Hold over a VOR, TACAN, NDB, compass locator, or DME fix.
4. Fly an arc based upon DME.
NOTE:
1. The allowances described in this section apply even when a facility is explicitly identified as required
on a procedure (for example, “Note ADF required”).
2. These operations do not include lateral navigation on localizer-based courses (including localizer
back-course guidance) without reference to raw localizer data.
3. Unless otherwise specified, a suitable RNAV system cannot be used for navigation on procedures
that are identified as not authorized (“NA”) without exception by a NOTAM. For example, an operator
may not use a RNAV system to navigate on a procedure affected by an expired or unsatisfactory flight
inspection, or a procedure that is based upon a recently decommissioned NAVAID.
4. Pilots may not substitute for the NAVAID (for example, a VOR or NDB) providing lateral guidance for
the final approach segment. This restriction does not refer to instrument approach procedures with
“or GPS” in the title when using GPS or WAAS. These allowances do not apply to procedures that
are identified as not authorized (NA) without exception by a NOTAM, as other conditions may still
exist and result in a procedure not being available. For example, these allowances do not apply to a
procedure associated with an expired or unsatisfactory flight inspection, or is based upon a recently
decommissioned NAVAID.
5. For the purpose of paragraph c, “VOR” includes VOR, VOR/DME, and VORTAC facilities and “compass
locator” includes locator outer marker and locator middle marker.
d. Alternate Airport Considerations. For the purposes of flight planning, any required alternate airport must
have an available instrument approach procedure that does not require the use of GPS. This restriction
includes conducting a conventional approach at the alternate airport using a substitute means of navigation
that is based upon the use of GPS. For example, these restrictions would apply when planning to use GPS
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RADIO DATA - GENERAL
SECTION 2. AREA NAVIGATION (RNAV) AND REQUIRED NAVIGATION
PERFORMANCE (RNP)
equipment as a substitute means of navigation for an out-of-service VOR that supports an ILS missed
approach procedure at an alternate airport. In this case, some other approach not reliant upon the use of
GPS must be available. This restriction does not apply to RNAV systems using TSO-C145/-C146 WAAS
equipment. For further WAAS guidance see AIM 1-1-20.
RADIO DATA - GENERAL
SECTION 5. SURVEILLANCE SYSTEMS
281
Section 5. Surveillance Systems
4-5-1
RADAR
a. Capabilities
1. Radar is a method whereby radio waves are transmitted into the air and are then received when they
have been reflected by an object in the path of the beam. Range is determined by measuring the
time it takes (at the speed of light) for the radio wave to go out to the object and then return to the
receiving antenna. The direction of a detected object from a radar site is determined by the position
of the rotating antenna when the reflected portion of the radio wave is received.
2. More reliable maintenance and improved equipment have reduced radar system failures to a negligible
factor. Most facilities actually have some components duplicated, one operating and another which
immediately takes over when a malfunction occurs to the primary component.
b. Limitations
1. It is very important for the aviation community to recognize the fact that there are limitations to radar
service and that ATC controllers may not always be able to issue traffic advisories concerning aircraft
which are not under ATC control and cannot be seen on radar. (See FIG 4-5-1.)
FIGURE 4-5-1
Limitations to Radar Service
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(a) The characteristics of radio waves are such that they normally travel in a continuous straight line
unless they are:
(1) “Bent” by abnormal atmospheric phenomena such as temperature inversions;
(2) Reflected or attenuated by dense objects such as heavy clouds, precipitation, ground
obstacles, mountains, etc.; or
(3) Screened by high terrain features.
(b) The bending of radar pulses, often called anomalous propagation or ducting, may cause many
extraneous blips to appear on the radar operator's display if the beam has been bent toward the
ground or may decrease the detection range if the wave is bent upward. It is difficult to solve the
effects of anomalous propagation, but using beacon radar and electronically eliminating stationary and slow moving targets by a method called moving target indicator (MTI) usually negate
the problem.
(c) Radar energy that strikes dense objects will be reflected and displayed on the operator's scope
thereby blocking out aircraft at the same range and greatly weakening or completely eliminating
the display of targets at a greater range. Again, radar beacon and MTI are very effectively used to
combat ground clutter and weather phenomena, and a method of circularly polarizing the radar
beam will eliminate some weather returns. A negative characteristic of MTI is that an aircraft
flying a speed that coincides with the canceling signal of the MTI (tangential or “blind” speed)
may not be displayed to the radar controller.
(d) Relatively low altitude aircraft will not be seen if they are screened by mountains or are below
the radar beam due to earth curvature. The only solution to screening is the installation of strategically placed multiple radars which has been done in some areas.
(e) There are several other factors which affect radar control. The amount of reflective surface of
an aircraft will determine the size of the radar return. Therefore, a small light airplane or a sleek
jet fighter will be more difficult to see on radar than a large commercial jet or military bomber.
Here again, the use of radar beacon is invaluable if the aircraft is equipped with an airborne
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RADIO DATA - GENERAL
SECTION 5. SURVEILLANCE SYSTEMS
transponder. All ARTCCs' radars in the conterminous U.S. and many airport surveillance radars
have the capability to interrogate Mode C and display altitude information to the controller from
appropriately equipped aircraft. However, there are a number of airport surveillance radars that
don't have Mode C display capability and; therefore, altitude information must be obtained from
the pilot.
(f) At some locations within the ATC en route environment, secondary-radar-only (no primary radar)
gap filler radar systems are used to give lower altitude radar coverage between two larger radar
systems, each of which provides both primary and secondary radar coverage. In those geographical areas served by secondary-radar only, aircraft without transponders cannot be provided with radar service. Additionally, transponder equipped aircraft cannot be provided with
radar advisories concerning primary targets and weather.
REFERENCE-Pilot/Controller Glossary Term- Radar.
(g) The controller's ability to advise a pilot flying on instruments or in visual conditions of the aircraft's
proximity to another aircraft will be limited if the unknown aircraft is not observed on radar, if no
flight plan information is available, or if the volume of traffic and workload prevent issuing traffic
information. The controller's first priority is given to establishing vertical, lateral, or longitudinal
separation between aircraft flying IFR under the control of ATC.
c. FAA radar units operate continuously at the locations shown in the Airport/Facility Directory, and their services are available to all pilots, both civil and military. Contact the associated FAA control tower or ARTCC
on any frequency guarded for initial instructions, or in an emergency, any FAA facility for information on the
nearest radar service.
4-5-2
AIR TRAFFIC CONTROL RADAR BEACON SYSTEM (ATCRBS)
a. The ATCRBS, sometimes referred to as secondary surveillance radar, consists of three main components:
1. Interrogator. Primary radar relies on a signal being transmitted from the radar antenna site and for
this signal to be reflected or “bounced back” from an object (such as an aircraft). This reflected signal is
then displayed as a “target” on the controller's radarscope. In the ATCRBS, the Interrogator, a ground
based radar beacon transmitter-receiver, scans in synchronism with the primary radar and transmits
discrete radio signals which repetitiously request all transponders, on the mode being used, to reply.
The replies received are then mixed with the primary returns and both are displayed on the same
radarscope.
2. Transponder. This airborne radar beacon transmitter-receiver automatically receives the signals from
the interrogator and selectively replies with a specific pulse group (code) only to those interrogations
being received on the mode to which it is set. These replies are independent of, and much stronger
than a primary radar return.
3. Radarscope. The radarscope used by the controller displays returns from both the primary radar
system and the ATCRBS. These returns, called targets, are what the controller refers to in the control
and separation of traffic.
b. The job of identifying and maintaining identification of primary radar targets is a long and tedious task for
the controller. Some of the advantages of ATCRBS over primary radar are:
1. Reinforcement of radar targets.
2. Rapid target identification.
3. Unique display of selected codes.
c. A part of the ATCRBS ground equipment is the decoder. This equipment enables a controller to assign
discrete transponder codes to each aircraft under his/her control. Normally only one code will be assigned
for the entire flight. Assignments are made by the ARTCC computer on the basis of the National Beacon
Code Allocation Plan. The equipment is also designed to receive Mode C altitude information from the
aircraft.
NOTE: Refer to figures with explanatory legends for an illustration of the target symbology depicted on
radar scopes in the NAS Stage A (en route), the ARTS III (terminal) Systems, and other nonautomated
(broadband) radar systems. (See FIG 4-5-2 and FIG 4-5-3.)
d. It should be emphasized that aircraft transponders greatly improve the effectiveness of radar systems.
REFERENCE-AIM, Transponder Operation, Paragraph 4-1-19.
RADIO DATA - GENERAL
SECTION 5. SURVEILLANCE SYSTEMS
283
FIGURE 4-5-2
ARTS III Radar Scope With Alphanumeric Data
1
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NOTE: A number of radar terminals do not have ARTS equipment. Those facilities and certain ARTCCs
outside the contiguous U.S. would have radar displays similar to the lower right hand subset. ARTS facilities
and NAS Stage A ARTCCs, when operating in the nonautomation mode, would also have similar displays
and certain services based on automation may not be available.
EXAMPLE:
1. Areas of precipitation (can be reduced by CP)
2. Arrival/departure tabular list
3. Trackball (control) position symbol (A)
4. Airway (lines are sometimes deleted in part)
5. Radar limit line for control
6. Obstruction (video map)
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RADIO DATA - GENERAL
SECTION 5. SURVEILLANCE SYSTEMS
7. Primary radar returns of obstacles or terrain (can be removed by MTI)
8. Satellite airports
9. Runway centerlines (marks and spaces indicate miles)
10. Primary airport with parallel runways
11. Approach gates
12. Tracked target (primary and beacon target)
13. Control position symbol
14. Untracked target select code (monitored) with Mode C readout of 5,000'
15. Untracked target without Mode C
16. Primary target
17. Beacon target only (secondary radar) (transponder)
18. Primary and beacon target
19. Leader line
20. Altitude Mode C readout is 6,000'
NOTE: Readouts may not be displayed because of nonreceipt of beacon information, garbled beacon
signals, and flight plan data which is displayed alternately with the altitude readout.
21. Ground speed readout is 240 knots
NOTE: Readouts may not be displayed because of a loss of beacon signal, a controller alert that a pilot was
squawking emergency, radio failure, etc.
22. Aircraft ID
23. Asterisk indicates a controller entry in Mode C block. In this case 5,000' is entered and “05” would
alternate with Mode C readout.
24. Indicates heavy
25. “Low ALT” flashes to indicate when an aircraft's predicted descent places the aircraft in an unsafe
proximity to terrain.
NOTE: This feature does not function if the aircraft is not squawking Mode C. When a helicopter or aircraft is
known to be operating below the lower safe limit, the “low ALT” can be changed to “inhibit” and flashing ceases.
26. NAVAIDs
27. Airways
28. Primary target only
29. Nonmonitored. No Mode C (an asterisk would indicate nonmonitored with Mode C)
30. Beacon target only (secondary radar based on aircraft transponder)
31. Tracked target (primary and beacon target) control position A
32. Aircraft is squawking emergency Code 7700 and is nonmonitored, untracked, Mode C
33. Controller assigned runway 36 right alternates with Mode C readout
NOTE: A three letter identifier could also indicate the arrival is at specific airport.
34. Ident flashes
35. Identing target blossoms
36. Untracked target identing on a selected code
37. Range marks (10 and 15 miles) (can be changed/offset)
38. Aircraft controlled by center
39. Targets in suspend status
40. Coast/suspend list (aircraft holding, temporary loss of beacon/target, etc.)
41. Radio failure (emergency information)
42. Select beacon codes (being monitored)
43. General information (ATIS, runway, approach in use)
44. Altimeter setting
45. Time
46. System data area
RADIO DATA - GENERAL
SECTION 5. SURVEILLANCE SYSTEMS
285
FIGURE 4-5-3
NAS Stage A Controllers View Plan Display This figure illustrates the controller’s radar scope (PVD)
when operating in the full automation (RDP) mode, which is normally 20 hours per day. (When not in
automation mode, the display is similar to the broadband mode shown in the ARTS III radar scope figure.
Certain ARTCCs outside the contiguous U.S. also operate in “broadband” mode.)
1
234990062000
EXAMPLE:
Target symbols:
1. Uncorrelated primary radar target [o] [+]
2. Correlated primary radar target
See note below.
3. Uncorrelated beacon target [ / ]
4. Correlated beacon target [ \ ]
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5. Indenting beacon target
NOTE: In Number 2 correlated means the association of radar data with the computer projected track
of an identified aircraft.
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RADIO DATA - GENERAL
SECTION 5. SURVEILLANCE SYSTEMS
Position symbols:
6. Free track (no flight plan tracking)
7. Flat track (flight plan tracking)
8. Coast (beacon target lost) [#]
9. Present position hold
Data block information:
10. Aircraft ident
See note below.
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11. Assigned altitude FL280, Mode C altitude same or within
200' of assigned altitude.
See note below.
12. Computer ID #191, handoff is to sector 33 (0-33 would mean handoff accepted) See note below.
13. Assigned altitude 17,000', aircraft is climbing, Mode C readout was 14,300 when last beacon interrogation
was received.
14. Leader line connecting target symbol and data block
15. Track velocity and direction vector line (projected ahead of target)
16. Assigned altitude 7,000, aircraft is descending, last Mode C readout (or last reported altitude) was
100' above FL230
17. Transponder code shows in full data block only when different than assigned code
18. Aircraft is 300' above assigned altitude
19. Reported altitude (no Mode C readout) same as assigned. (An “n” would indicate no reported altitude.)
20. Transponder set on emergency Code 7700 (EMRG flashes to attract attention)
21. Transponder Code 1200 (VFR) with no Mode C
22. Code 1200 (VFR) with Mode C and last altitude readout
23. Transponder set on radio failure Code 7600 (RDOF flashes)
24. Computer ID #228, CST indicates target is in coast status
25. Assigned altitude FL290, transponder code (these two items constitute a “limited data block”)
NOTE: Numbers 10, 11, and 12 constitute a “full data block”
Other symbols:
26. Navigational aid
27. Airway or jet route
28. Outline of weather returns based on primary radar. “H” represents areas of high density precipitation
which might be thunderstorms. Radial lines indicated lower density precipitation.
29. Obstruction
30. Airports
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4-5-3
SURVEILLANCE RADAR
a. Surveillance radars are divided into two general categories: Airport Surveillance Radar (ASR) and Air Route
Surveillance Radar (ARSR).
1. ASR is designed to provide relatively short-range coverage in the general vicinity of an airport and to
serve as an expeditious means of handling terminal area traffic through observation of precise aircraft
locations on a radarscope. The ASR can also be used as an instrument approach aid.
2. ARSR is a long-range radar system designed primarily to provide a display of aircraft locations over
large areas.
3. Center Radar Automated Radar Terminal Systems (ARTS) Processing (CENRAP) was developed to
provide an alternative to a nonradar environment at terminal facilities should an ASR fail or malfunction. CENRAP sends aircraft radar beacon target information to the ASR terminal facility equipped with
ARTS. Procedures used for the separation of aircraft may increase under certain conditions when a
facility is utilizing CENRAP because radar target information updates at a slower rate than the normal
ASR radar. Radar services for VFR aircraft are also limited during CENRAP operations because of
the additional workload required to provide services to IFR aircraft.
RADIO DATA - GENERAL
SECTION 5. SURVEILLANCE SYSTEMS
287
b. Surveillance radars scan through 360 degrees of azimuth and present target information on a radar display
located in a tower or center. This information is used independently or in conjunction with other navigational
aids in the control of air traffic.
4-5-4
PRECISION APPROACH RADAR (PAR)
a. PAR is designed for use as a landing aid rather than an aid for sequencing and spacing aircraft. PAR equipment may be used as a primary landing aid (See Chapter 5, Air Traffic Procedures, for additional information), or it may be used to monitor other types of approaches. It is designed to display range, azimuth, and
elevation information.
b. Two antennas are used in the PAR array, one scanning a vertical plane, and the other scanning horizontally. Since the range is limited to 10 miles, azimuth to 20 degrees, and elevation to 7 degrees, only the
final approach area is covered. Each scope is divided into two parts. The upper half presents altitude and
distance information, and the lower half presents azimuth and distance.
4-5-5
AIRPORT SURFACE DETECTION EQUIPMENT - MODEL X (ASDE-X)
a. The Airport Surface Detection Equipment - Model X (ASDE-X) is a multi-sensor surface surveillance system
the FAA is acquiring for airports in the United States. This system will provide high resolution, short-range,
clutter free surveillance information about aircraft and vehicles, both moving and fixed, located on or near
the surface of the airport's runways and taxiways under all weather and visibility conditions. The system
consists of:
1. A Primary Radar System. ASDE-X system coverage includes the airport surface and the airspace
up to 200 feet above the surface. Typically located on the control tower or other strategic location on
the airport, the Primary Radar antenna is able to detect and display aircraft that are not equipped with
or have malfunctioning transponders.
2. Interfaces. ASDE-X contains an automation interface for flight identification via all automation platforms and interfaces with the terminal radar for position information.
3. ASDE-X Automation. A Multi-sensor Data Processor (MSDP) combines all sensor reports into a single target which is displayed to the air traffic controller.
4. Air Traffic Control Tower Display. A high resolution, color monitor in the control tower cab provides
controllers with a seamless picture of airport operations on the airport surface.
b. The combination of data collected from the multiple sensors ensures that the most accurate information
about aircraft location is received in the tower, thereby increasing surface safety and efficiency.
c. The following facilities have been projected to receive ASDE-X:
Table 4-5-1
STL
CLT
SDF
DFW
ORD
LAX
ATL
IAD
SEA
MKE
MCO
PVD
PHX
MEM
RDU
HOU
BDL
SJC
SAT
SMF
FLL
HNL
OAK
IND
Lambert-St. Louis International
Charlotte Douglas International
Louisville International Standiford
Dallas/Ft. Worth International
Chicago O'Hare International
Los Angeles International
Hartsfield Atlanta International
Washington Dulles International
Seattle-Tacoma International
General Mitchell International
Orlando International
Theodore Francis Green State
Phoenix Sky Harbor International
Memphis International
Raleigh-Durham International
William P. Hobby (Houston, TX)
Bradley International
San Jose International
San Antonio International
Sacramento International
Ft. Lauderdale/Hollywood
Honolulu International - Hickam AFB
Metropolitan Oakland International
Indianapolis International
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RADIO DATA - GENERAL
SECTION 5. SURVEILLANCE SYSTEMS
Table 4-5-1 (continued)
TPA
BUR
CMH
MDW
COS
SNA
ONT
AUS
RNO
ABQ
SJU
4-5-6
Tampa International
Burbank-Glendale-Pasadena
Port Columbus International
Chicago Midway
Colorado Springs Municipal
John Wayne - Orange County
Ontario International
Austin-Bergstrom International
Reno/Tahoe International
Albuquerque International Sunport
San Juan International
TRAFFIC INFORMATION SERVICE (TIS)
a. Introduction
The Traffic Information Service (TIS) provides information to the cockpit via data link, that is similar to VFR
radar traffic advisories normally received over voice radio. Among the first FAA-provided data services, TIS
is intended to improve the safety and efficiency of “see and avoid” flight through an automatic display that
informs the pilot of nearby traffic and potential conflict situations. This traffic display is intended to assist the
pilot in visual acquisition of these aircraft. TIS employs an enhanced capability of the terminal Mode S radar
system, which contains the surveillance data, as well as the data link required to “uplink” this information
to suitably-equipped aircraft (known as a TIS “client”). TIS provides estimated position, altitude, altitude
trend, and ground track information for up to 8 intruder aircraft within 7 NM horizontally, +3,500 and -3,000
feet vertically of the client aircraft (see FIG 4-5-4, TIS Proximity Coverage Volume). The range of a target
reported at a distance greater than 7 NM only indicates that this target will be a threat within 34 seconds
and does not display an precise distance. TIS will alert the pilot to aircraft (under surveillance of the Mode
S radar) that are estimated to be within 34 seconds of potential collision, regardless of distance of altitude.
TIS surveillance data is derived from the same radar used by ATC; this data is uplinked to the client aircraft
on each radar scan (nominally every 5 seconds).
b. Requirements
1. In order to use TIS, the client and any intruder aircraft must be equipped with the appropriate cockpit
equipment and fly within the radar coverage of a Mode S radar capable of providing TIS. Typically, this
will be within 55 NM of the sites depicted in FIG 4-5-5, Terminal Mode S Radar Sites. ATC communication is not a requirement to receive TIS, although it may be required by the particular airspace or
flight operations in which TIS is being used.
FIGURE 4-5-4
TIS Proximity Coverage Volume
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RADIO DATA - GENERAL
SECTION 5. SURVEILLANCE SYSTEMS
289
FIGURE 4-5-5
Terminal Mode S Radar Sites
1
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RADIO DATA - GENERAL
SECTION 5. SURVEILLANCE SYSTEMS
FIGURE 4-5-6
Traffic Information Service (TIS)
Avionics Block Diagram
1
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2. The cockpit equipment functionality required by a TIS client aircraft to receive the service consists of
the following (refer to FIG 4-5-6):
(a) Mode S data link transponder with altitude encoder.
(b) Data link applications processor with TIS software installed.
(c) Control-display unit.
(d) Optional equipment includes a digital heading source to correct display errors caused by “crab
angle” and turning maneuvers.
NOTE: Some of the above functions will likely be combined into single pieces of avionics, such
as (a) and (b).
RADIO DATA - GENERAL
SECTION 5. SURVEILLANCE SYSTEMS
291
3. To be visible to the TIS client, the intruder aircraft must, at a minimum, have an operating transponder
(Mode A, C or S). All altitude information provided by TIS from intruder aircraft is derived from Mode
C reports, if appropriately equipped.
4. TIS will initially be provided by the terminal Mode S systems that are paired with ASR-9 digital primary
radars. These systems are in locations with the greatest traffic densities, thus will provide the greatest
initial benefit. The remaining terminal Mode S sensors, which are paired with ASR-7 or ASR-8 analog
primary radars, will provide TIS pending modification or relocation of these sites. See FIG 4-5-5, Terminal Mode S Radar Sites, for site locations. There is no mechanism in place, such as NOTAMs, to
provide status update on individual radar sites since TIS is a nonessential, supplemental information
service.
The FAA also operates en route Mode S radars (not illustrated) that rotate once every 12 seconds.
These sites will require additional development of TIS before any possible implementation. There are
no plans to implement TIS in the en route Mode S radars at the present time.
c. Capabilities
1. TIS provides ground-based surveillance information over the Mode S data link to properly equipped
client aircraft to aid in visual acquisition of proximate air traffic. The actual avionics capability of each
installation will vary and the supplemental handbook material must be consulted prior to using TIS.
A maximum of eight (8) intruder aircraft may be displayed; if more than eight aircraft match intruder
parameters, the eight “most significant” intruders are uplinked. These “most significant” intruders are
usually the ones in closest proximity and/or the greatest threat to the TIS client.
2. TIS, through the Mode S ground sensor, provides the following data on each intruder aircraft:
(a) Relative bearing information in 6-degree increments.
(b) Relative range information in 1/8 NM to 1 NM increments (depending on range).
(c) Relative altitude in 100-foot increments (within 1,000 feet) or 500-foot increments (from 1,0003,500 feet) if the intruder aircraft has operating altitude reporting capability.
(d) Estimated intruder ground track in 45-degree increments.
(e) Altitude trend data (level within 500 fpm or climbing/descending >500 fpm) if the intruder aircraft
has operating altitude reporting capability.
(f) Intruder priority as either an “traffic advisory” or “proximate” intruder.
3. When flying from surveillance coverage of one Mode S sensor to another, the transfer of TIS is an
automatic function of the avionics system and requires no action from the pilot.
4. There are a variety of status messages that are provided by either the airborne system or ground
equipment to alert the pilot of high priority intruders and data link system status. These messages
include the following:
(a) Alert. Identifies a potential collision hazard within 34 seconds. This alert may be visual and/or
audible, such as a flashing display symbol or a headset tone. A target is a threat if the time to the
closest approach in vertical and horizontal coordinates is less than 30 seconds and the closest
approach is expected to be within 500 feet vertically and 0.5 nautical miles laterally.
(b) TIS Traffic. TIS traffic data is displayed.
(c) Coasting. The TIS display is more than 6 seconds old. This indicates a missing uplink from the
ground system. When the TIS display information is more than 12 seconds old, the “No Traffic”
status will be indicated.
(d) No Traffic. No intruders meet proximate or alert criteria. This condition may exist when the TIS
system is fully functional or may indicate “coasting” between 12 and 59 seconds old (see (c)
above).
(e) TIS Unavailable. The pilot has requested TIS, but no ground system is available. This condition
will also be displayed when TIS uplinks are missing for 60 seconds or more.
(f) TIS Disabled. The pilot has not requested TIS or has disconnected from TIS.
(g) Good-bye. The client aircraft has flown outside of TIS coverage.
NOTE: Depending on the avionics manufacturer implementation, it is possible that some of these
messages will not be directly available to the pilot.
5. Depending on avionics system design, TIS may be presented to the pilot in a variety of different displays, including text and/or graphics. Voice annunciation may also be used, either alone or in combination with a visual display. FIG 4-5-6, Traffic Information Service (TIS), Avionics Block Diagram,
shows an example of a TIS display using symbology similar to the Traffic Alert and Collision Avoidance System (TCAS) installed on most passenger air carrier/commuter aircraft in the U.S. The small
symbol in the center represents the client aircraft and the display is oriented “track up,” with the 12
o'clock position at the top. The range rings indicate 2 and 5 NM. Each intruder is depicted by a symbol
positioned at the approximate relative bearing and range from the client aircraft. The circular symbol
near the center indicates an “alert” intruder and the diamond symbols indicate “proximate” intruders.
292
RADIO DATA - GENERAL
SECTION 5. SURVEILLANCE SYSTEMS
6. The inset in the lower right corner of FIG 4-5-6, Traffic Information Service (TIS), Avionics Block Diagram, shows a possible TIS data block display. The following information is contained in this data
block:
(a) The intruder, located approximately four o'clock, three miles, is a “proximate” aircraft and currently not a collision threat to the client aircraft. This is indicated by the diamond symbol used
in this example.
(b) The intruder ground track diverges to the right of the client aircraft, indicated by the small arrow.
(c) The intruder altitude is 700 feet less than or below the client aircraft, indicated by the “-07”
located under the symbol.
(d) The intruder is descending >500 fpm, indicated by the downward arrow next to the “-07” relative
altitude information. The absence of this arrow when an altitude tag is present indicates level
flight or a climb/descent rate less than 500 fpm.
NOTE: If the intruder did not have an operating altitude encoder (Mode C), the altitude and
altitude trend “tags” would have been omitted.
d. Limitations
1. TIS is NOT intended to be used as a collision avoidance system and does not relieve the pilot responsibility to “see and avoid” other aircraft (see paragraph 5-5-8, See and Avoid). TIS shall not be for
avoidance maneuvers during IMC or other times when there is no visual contact with the intruder aircraft. TIS is intended only to assist in visual acquisition of other aircraft in VMC. No recommended
avoidance maneuvers are provided for, nor authorized, as a direct result of a TIS intruder display or TIS alert.
2. While TIS is a useful aid to visual traffic avoidance, it has some system limitations that must be fully
understood to ensure proper use. Many of these limitations are inherent in secondary radar surveillance. In other words, the information provided by TIS will be no better than that provided to ATC.
Other limitations and anomalies are associated with the TIS predictive algorithm.
(a) Intruder Display Limitations. TIS will only display aircraft with operating transponders installed.
TIS relies on surveillance of the Mode S radar, which is a “secondary surveillance” radar similar
to the ATCRBS described in paragraph 4-5-2.
(b) TIS Client Altitude Reporting Requirement. Altitude reporting is required by the TIS client
aircraft in order to receive TIS. If the altitude encoder is inoperative or disabled, TIS will be
unavailable, as TIS requests will not be honored by the ground system. As such, TIS requires
altitude reporting to determine the Proximity Coverage Volume as indicated in FIG 4-5-4. TIS
users must be alert to altitude encoder malfunctions, as TIS has no mechanism to determine
if client altitude reporting is correct. A failure of this nature will cause erroneous and possibly
unpredictable TIS operation. If this malfunction is suspected, confirmation of altitude reporting
with ATC is suggested.
(c) Intruder Altitude Reporting. Intruders without altitude reporting capability will be displayed
without the accompanying altitude tag. Additionally, nonaltitude reporting intruders are assumed
to be at the same altitude as the TIS client for alert computations. This helps to ensure that the
pilot will be alerted to all traffic under radar coverage, but the actual altitude difference may be
substantial. Therefore, visual acquisition may be difficult in this instance.
(d) Coverage Limitations. Since TIS is provided by ground-based, secondary surveillance radar,
it is subject to all limitations of that radar. If an aircraft is not detected by the radar, it cannot
be displayed on TIS. Examples of these limitations are as follows:
(1) TIS will typically be provided within 55 NM of the radars depicted in FIG 4-5-5, Terminal
Mode S Radar Sites. This maximum range can vary by radar site and is always subject
to “line of sight” limitations; the radar and data link signals will be blocked by obstructions,
terrain, and curvature of the earth.
(2) TIS will be unavailable at low altitudes in many areas of the country, particularly in mountainous regions. Also, when flying near the “floor” of radar coverage in a particular area,
intruders below the client aircraft may not be detected by TIS.
(3) TIS will be temporarily disrupted when flying directly over the radar site providing coverage
if no adjacent site assumes the service. A ground-based radar, like a VOR or NDB, has a
zenith cone, sometimes referred to as the cone of confusion or cone of silence. This is the
area of ambiguity directly above the station where bearing information is unreliable. The
zenith cone setting for TIS is 34 degrees: Any aircraft above that angle with respect to the
radar horizon will lose TIS coverage from that radar until it is below this 34 degree angle.
The aircraft may not actually lose service in areas of multiple radar coverage since an
adjacent radar will provide TIS. If no other TIS-capable radar is available, the “Good-bye”
message will be received and TIS terminated until coverage is resumed.
(e) Intermittent Operations. TIS operation may be intermittent during turns or other maneuvering,
particularly if the transponder system does not include antenna diversity (antenna mounted on
the top and bottom of the aircraft). As in (d) above, TIS is dependent on two-way, “line of sight”
RADIO DATA - GENERAL
SECTION 5. SURVEILLANCE SYSTEMS
293
communications between the aircraft and the Mode S radar. Whenever the structure of the client
aircraft comes between the transponder antenna (usually located on the underside of the aircraft) and the ground-based radar antenna, the signal may be temporarily interrupted.
(f) TIS Predictive Algorithm. TIS information is collected one radar scan prior to the scan during
which the uplink occurs. Therefore, the surveillance information is approximately 5 seconds old.
In order to present the intruders in a “real time” position, TIS uses a “predictive algorithm” in its
tracking software. This algorithm uses track history data to extrapolate intruders to their expected
positions consistent with the time of display in the cockpit. Occasionally, aircraft maneuvering
will cause this algorithm to induce errors in the TIS display. These errors primarily affect relative
bearing information; intruder distance and altitude will remain relatively accurate and may be
used to assist in “see and avoid.” Some of the more common examples of these errors are as
follows:
(1) When client or intruder aircraft maneuver excessively or abruptly, the tracking algorithm
will report incorrect horizontal position until the maneuvering aircraft stabilizes.
(2) When a rapidly closing intruder is on a course that crosses the client at a shallow angle
(either overtaking or head on) and either aircraft abruptly changes course within 1 /4 NM,
TIS will display the intruder on the opposite side of the client than it actually is.
These are relatively rare occurrences and will be corrected in a few radar scans once the
course has stabilized.
(g) Heading/Course Reference. Not all TIS aircraft installations will have onboard heading reference information. In these installations, aircraft course reference to the TIS display is provided
by the Mode S radar. The radar only determines ground track information and has no indication
of the client aircraft heading. In these installations, all intruder bearing information is referenced
to ground track and does not account for wind correction. Additionally, since ground-based radar
will require several scans to determine aircraft course following a course change, a lag in TIS
display orientation (intruder aircraft bearing) will occur. As in (f) above, intruder distance and
altitude are still usable.
(h) Closely-Spaced Intruder Errors. When operating more than 30 NM from the Mode S sensor,
TIS forces any intruder within 3/8 NM of the TIS client to appear at the same horizontal position
as the client aircraft. Without this feature, TIS could display intruders in a manner confusing to
the pilot in critical situations (e.g. a closely-spaced intruder that is actually to the right of the
client may appear on the TIS display to the left). At longer distances from the radar, TIS cannot
accurately determine relative bearing/distance information on intruder aircraft that are in close
proximity to the client.
Because TIS uses a ground-based, rotating radar for surveillance information, the accuracy
of TIS data is dependent on the distance from the sensor (radar) providing the service. This is
much the same phenomenon as experienced with ground-based navigational aids, such as VOR
or NDB. As distance from the radar increases, the accuracy of surveillance decreases. Since
TIS does not inform the pilot of distance from the Mode S radar, the pilot must assume that
any intruder appearing at the same position as the client aircraft may actually be up to 3/8 NM
away in any direction. Consistent with the operation of TIS, an alert on the display (regardless of
distance from the radar) should stimulate an outside visual scan, intruder acquisition, and traffic
avoidance based on outside reference.
e. Reports of TIS Malfunctions
1. Users of TIS can render valuable assistance in the early correction of malfunctions by reporting their
observations of undesirable performance. Reporters should identify the time of observation, location,
type and identity of aircraft, and describe the condition observed; the type of transponder processor,
and software in use can also be useful information. Since TIS performance is monitored by maintenance personnel rather than ATC, it is suggested that malfunctions be reported in the following ways:
(a) By radio or telephone to the nearest Flight Service Station (FSS) facility.
(b) By FAA Form 8740-5, Safety Improvement Report, a postage-paid card designed for this purpose. These cards may be obtained at FAA FSSs, General Aviation District Offices, Flight Standards District Offices, and General Aviation Fixed Based Operations.
4-5-7
AUTOMATIC DEPENDANT SURVEILLANCE-BROADCAST
(ADS–B) SERVICES
a. Introduction
1. Automatic Dependent Surveillance• Broadcast (ADS• B) is a surveillance technology being deployed
throughout the NAS (see FIG 4• 5• 7). The ADS• B system is composed of aircraft avionics and a
ground infrastructure. Onboard avionics determine the position of the aircraft by using the GNSS and
transmit its position along with additional information about the aircraft to ground stations for use by
ATC and other ADS• B services. This information is transmitted at a rate of approximately once per
second.
294
RADIO DATA - GENERAL
SECTION 5. SURVEILLANCE SYSTEMS
2. In the United States, ADS• B equipped aircraft exchange information is on one of two frequencies:
978 or 1090 MHz. The 1090 MHz frequency is associated with Mode A, C, and S transponder operations. 1090 MHz transponders with integrated ADS• B functionality extend the transponder message
sets with additional ADS• B information. This additional information is known as an “extended squitter” message and referred to as 1090ES. ADS• B equipment operating on 978 MHz is known as the
Universal Access Transceiver (UAT).
3. ADS B avionics can have the ability to both transmit and receive information. The transmission of
ADS• B information from an aircraft is known as ADS• B Out. The receipt of ADS• B information by an
aircraft is known as ADS• B In. On January 1, 2020, all aircraft operating within the airspace defined in
14 CFR part 91, §91.225 will be required to transmit the information defined in §91.227 using ADS• B
Out avionics.
4. In general, operators flying at 18,000 feet and above will require equipment which uses 1090 ES.
Those that do not fly above 18,000 may use either UAT or 1090ES equipment. (Refer to 14 CFR
91.225 and 91.227.) While the regulation will not require it, operators equipped with ADS• B In will
realize additional benefits from ADS• B broadcast services: Traffic Information Service – Broadcast
(TIS• B) (paragraph 4• 5• 8) and Flight Information Service • Broadcast (FIS• B) (paragraph 4• 5• 9).
FIG 4-5-7
ADS-B, TIS-B, AND FIS-B:
Broadcast Services Architecture
1
300227205000
b. ADS-B Certification and Performance Requirements
ADS• B equipment may be certified as a surveillance source for air traffic separation services using ADS• B
Out. ADS• B equipment may also be certified for use with ADS• B In advisory services that enable appropriately equipped aircraft to display traffic and flight information. Refer to the aircraft’s flight manual supplement
or Pilot Operating Handbook for the capabilities of a specific aircraft installation.
c. ADS-B Capabilities
1. ADS-B enables improved surveillance services, both air• to• air and air• to• ground, especially in areas
where radar is ineffective due to terrain or where it is impractical or cost prohibitive. Initial NAS applications of air• to• air ADS• B are for “advisory” use only, enhancing a pilot’s visual acquisition of other
nearby equipped aircraft either when airborne or on the airport surface. Additionally, ADS• B will enable
ATC and fleet operators to monitor aircraft throughout the available ground station coverage area.
2. ADS• B avionics typically allow pilots to enter the aircraft’s call sign and Air Traffic Control
(ATC)• assigned transponder code, which will be transmitted to other aircraft and ground receivers.
Pilots are cautioned to use care when selecting and entering the aircraft’s identification and
transponder codes. Some installations may require separate entries of this information into both
RADIO DATA - GENERAL
SECTION 5. SURVEILLANCE SYSTEMS
295
the ADS• B system and the transponder. Therefore, it is extremely important to ensure that the
transponder and ADS• B codes being transmitted are identical to avoid false conflict alerts
within the ATC system.
3. ADS B systems integrated with the transponder will automatically set the applicable emergency status
when 7500, 7600, or 7700 are entered into the transponder. ADS B systems not integrated with the
transponder, or systems with optional emergency codes, will require that the appropriate emergency
code is entered through a pilot interface. ADS• B is intended for in• flight and airport surface use.
ADS• B systems should be turned “on” — and remain “on” — whenever operating in the air and
moving on the airport surface. Civil and military Mode A/C transponders and ADS• B systems
should be adjusted to the “on” or normal operating position as soon as practical, unless the
change to “standby” has been accomplished previously at the request of ATC. Mode S transponders
should be left on whenever power is applied to the aircraft.
d. ATC Surveillance Services using ADS-B — Procedures and Recommended Phraseology — For Use
In Alaska Only
Radar procedures, with the exceptions found in this paragraph, are identical to those procedures prescribed
for radar in AIM Chapter 4 and Chapter 5.
1. Preflight:
If a request for ATC services is predicated on ADS-B and such services are anticipated when either
a VFR or IFR flight plan is filed, the aircraft's “N” number or call-sign as filed in “Block 2” of the Flight
Plan shall be entered in the ADS-B avionics as the aircraft's flight ID.
2. Inflight:
When requesting ADS-B services while airborne, pilots should ensure that their ADS-B equipment is
transmitting their aircraft's “N” number or call sign prior to contacting ATC. To accomplish this, the pilot
must select the ADS-B “broadcast flight ID” function.
NOTE: The broadcast “VFR” or Standby” mode built into some ADS-B systems will not provide ATC
with the appropriate aircraft identification information. This function should first be disabled before
contacting ATC.
3. Aircraft with an Inoperative/Malfunctioning ADS-B Transmitter or in the Event of an Inoperative Ground
Broadcast Transceiver (GBT).
(a) ATC will inform the flight crew when the aircraft's ADS-B transmitter appears to be inoperative
or malfunctioning:
PHRASEOLOGY:
YOUR ADS-B TRANSMITTER APPEARS TO BE INOPERATIVE/MALFUNCTIONING. STOP
ADS-B TRANSMISSIONS.
(b) ATC will inform the flight crew when the GBT transceiver becomes inoperative or malfunctioning,
as follows:
PHRASEOLOGY:
(Name of facility) GROUND BASED TRANSCEIVER INOPERATIVE/MALFUNCTIONING. (And
if appropriate) RADAR CONTACT LOST.
NOTE: An inoperative or malfunctioning GBT may also cause a loss of ATC surveillance services.
(c) ATC will inform the flight crew if it becomes necessary to turn off the aircraft's ADS-B transmitter.
PHRASEOLOGY:
STOP ADS-B TRANSMISSIONS.
(d) Other malfunctions and considerations:
Loss of automatic altitude reporting capabilities (encoder failure) will result in loss of ATC altitude
advisory services.
e. ADS-B Limitations
1. The ADS-B cockpit display of traffic is NOT intended to be used as a collision avoidance system and
does not relieve the pilot's responsibility to “see and avoid” other aircraft. (See paragraph 5-5-8, See
and Avoid). ADS-B shall not be used for avoidance maneuvers during IMC or other times when there
is no visual contact with the intruder aircraft. ADS-B is intended only to assist in visual acquisition
of other aircraft. No avoidance maneuvers are provided nor authorized, as a direct result of an
ADS-B target being displayed in the cockpit.
2. Use of ADS-B radar services is limited to the service volume of the GBT.
NOTE: The coverage volume of GBTs are limited to line-of-sight.
f. Reports of ADS-B Malfunctions
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RADIO DATA - GENERAL
SECTION 5. SURVEILLANCE SYSTEMS
Users of ADS-B can provide valuable assistance in the correction of malfunctions by reporting instances of
undesirable system performance. Reports should identify the time of observation, location, type and identity
of aircraft, and describe the condition observed; the type of avionics system and its software version in use
should also be included. Since ADS-B performance is monitored by maintenance personnel rather than
ATC, it is suggested that malfunctions be reported in any one of the following ways:
1. By radio or telephone to the nearest Flight Service Station (FSS) facility.
2. By FAA Form 8740-5, Safety Improvement Report, a postage-paid card is designed for this purpose.
These cards may be obtained from FAA FSSs, Flight Standards District Offices, and general aviation
fixed-based operators.
3. By reporting the failure directly to the FAA Safe Flight 21 program at 1-877-FLYADSB or http://www.
adsb.gov.
4-5-8
TRAFFIC INFORMATION SERVICE-BROADCAST (TIS-B)
TIS• B is the broadcast of ATC derived traffic information to ADS• B equipped (1090ES or UAT) aircraft from
ground radio stations. The source of this traffic information is derived from ground• based air traffic surveillance
radar sensors. TIS• B service will be available throughout the NAS where there are both adequate surveillance
coverage (radar) from ground sensors and adequate broadcast coverage from ADS• B ground radio stations.
The quality level of traffic information provided by TIS• B is dependent upon the number and type of ground
sensors available as TIS• B sources and the timeliness of the reported data.
a. TIS-B Requirements.
In order to receive TIS-B service, the following conditions must exist:
1. Aircraft must be equipped with an ADS-B transmitter/receiver or transceiver, and a cockpit display of
traffic information (CDTI).
2. Aircraft must fly within the coverage volume of a compatible ground radio station that is configured for
TIS• B uplinks. (Not all ground radio stations provide TIS• B due to a lack of radar coverage or because
a radar feed is not available).
3. Aircraft must be within the coverage of and detected by at least one ATC radar serving the ground
radio station in use.
b. TIS-B Capabilities.
1. TIS• B is intended to provide ADS• B equipped aircraft with a more complete traffic picture in situations
where not all nearby aircraft are equipped with ADS• B Out. This advisory• only application is intended
to enhance a pilot’s visual acquisition of other traffic.
2. Only transponder• equipped targets (i.e., Mode A/C or Mode S transponders) are transmitted through
the ATC ground system architecture. Current radar siting may result in limited radar surveillance coverage at lower altitudes near some airports, with subsequently limited TIS• B service volume coverage.
If there is no radar coverage in a given area, then there will be no TIS• B coverage in that area.
c. TIS-B Limitations.
1. TIS-B is NOT intended to be used as a collision avoidance system and does not relieve the pilot's
responsibility to “see and avoid” other aircraft, in accordance with 14CFR §91.113b. TIS-B must not be
used for avoidance maneuvers during times when there is no visual contact with the intruder aircraft.
TIS-B is intended only to assist in the visual acquisition of other aircraft.
NOTE: No aircraft avoidance maneuvers are authorized as a direct result of a TIS-B target being displayed in the cockpit.
2. While TIS-B is a useful aid to visual traffic avoidance, its inherent system limitations must be understood to ensure proper use.
(a) A pilot may receive an intermittent TIS-B target of themselves, typically when maneuvering (e.g.,
climbing turns) due to the radar not tracking the aircraft as quickly as ADS-B.
(b) The ADS• B• to• radar association process within the ground system may at times have difficulty
correlating an ADS• B report with corresponding radar returns from the same aircraft. When
this happens the pilot may see duplicate traffic symbols (i.e., “TIS• B shadows”) on the cockpit
display.
(c) Updates of TIS• B traffic reports will occur less often than ADS• B traffic updates. TIS• B position updates will occur approximately once every 3• 13 seconds depending on the type of radar
system in use within the coverage area. In comparison, the update rate for ADS• B is nominally
once per second.
(d) The TIS• B system only uplinks data pertaining to transponder• equipped aircraft. Aircraft without a transponder will not be displayed as TIS• B traffic.
(e) There is no indication provided when any aircraft is operating inside or outside the TIS-B service
volume, therefore it is difficult to know if one is receiving uplinked TIS-B traffic information.
3. Pilots and operators are reminded that the airborne equipment that displays TIS-B targets is for pilot situational awareness only and is not approved as a collision avoidance tool. Unless there is an imminent
emergency requiring immediate action, any deviation from an air traffic control clearance in response
RADIO DATA - GENERAL
SECTION 5. SURVEILLANCE SYSTEMS
297
to perceived converging traffic appearing on a TIS-B display must be approved by the controlling ATC
facility before commencing the maneuver, except as permitted under certain conditions in 14CFR
§91.123. Uncoordinated deviations may place an aircraft in close proximity to other aircraft under ATC
control not seen on the airborne equipment and may result in a pilot deviation or other incident.
d. Reports of TIS-B Malfunctions
Users of TIS-B can provide valuable assistance in the correction of malfunctions by reporting instances
of undesirable system performance. Reporters should identify the time of observation, location, type and
identity of the aircraft, and describe the condition observed; the type of avionics system and its software
version used. Since TIS-B performance is monitored by maintenance personnel rather than ATC, it is suggested that malfunctions be reported in anyone of the following ways:
1. By radio or telephone to the nearest Flight Service Station (FSS) facility.
2. By FAA Form 8740-5, Safety Improvement Report, a postage-paid card is designed for this purpose.
These cards may be obtained from FAA FSSs, Flight Standards District Offices, and general aviation
fixed-based operators.
3. By reporting the failure directly to the FAA Surveillance and Broadcast Services Program Office at
1• 877• FLYADSB or http://www.adsb.gov.
4-5-9 FLIGHT INFORMATION SERVICE-BROADCAST (FIS-B)
a. FIS• B is a ground broadcast service provided through the ADS• B Services network over the 978 MHz UAT
data link. The FAA FIS• B system provides pilots and flight crews of properly equipped aircraft with a cockpit display of certain aviation weather and aeronautical information. FIS• B service availability is expected
across the NAS in 2013 and is currently available within certain regions.
b. The weather products provided by FIS-B are for information only. Therefore, these products do not meet
the safety and regulatory requirements of official weather products. The weather products displayed on
FIS-B should not be used as primary weather products, i.e., aviation weather to meet operational and safety
requirements. Official weather products (primary products) can be obtained from a variety of sources including ATC, AFSSs, and, if applicable, AOCC VHF/HF voice, which can transmit aviation weather, NOTAMS,
and other operational aeronautical information to aircraft in flight. FIS-B augments the traditional ATC/FSS/
AOCC services by providing additional information and, for some products, offers the advantage of being
displayed graphically. By using FIS-B for orientation and information, the usefulness of information received
from official sources may be enhanced, but the user should be alert and understand any limitations associated with individual products. FIS-B provides the initial basic products listed below at no-charge to the
user. Additional products are envisioned, but may incur subscription charges to the user. FIS-B reception
is line-of-sight within the service volume of the ground infrastructure.
1. Airmen's Meteorological Conditions (AIRMET) – Text/graphical report – A concise description of
expected occurrence of specified en route weather phenomena.
REFERENCE – Advisory Circular AC-00-45, “Aviation Weather Services.”
2. Convective Significant Meteorological Conditions (SIGMET) – Text report/graphical – Convective SIGMETs (also known internationally as SIGMET for Convection) are issued for the contiguous U.S. Each
bulletin includes one or more Convective SIGMETs for a specific region of the CONUS. Convective
SIGMETs issued for thunderstorms and related phenomena do not include references to all weather
associated with thunderstorms such as turbulence, icing, low-level wind shear and IFR conditions.
REFERENCE – Advisory Circular AC-00-45, “Aviation Weather Services.”
3. Aviation Routine Weather Reports (METAR) – Text reports – Surface meteorological data. The body of
the report includes airport identifier, time of observation, wind, visibility, runway visual range, present
weather phenomena, sky conditions, temperature, dew point, and altimeter setting. Remarks may be
appended to the end.
REFERENCE – Advisory Circular AC-00-45, “Aviation Weather Services.”
4. Special Aviation Reports (SPECI) – Text reports – Non-routine, unscheduled report when any of SPECI
criteria have been met. Contains all data elements found in METAR plus additional information which
elaborates on data.
REFERENCE – Reference Advisory Circular AC-00-45, “Aviation Weather Services.”
5. Next Generation Radar (NEXRAD) (CONUS and Regional) – Derived from Next Generation Weather
Radar (WSR-88D). Radar mosaic consists of multiple single site radar images combined to produce a
graphical image on a regional or national scale. Regional and national radar mosaics can be found at
the National Weather Service (NWS) Doppler Radar Images web site: http://radar.weather.gov/ridge/.
REFERENCE – Advisory Circular AC-00-45, “Aviation Weather Services.”
6. Notice to Airmen (NOTAM) Distant and Flight Data Center (D/FDC) – Text/graphical reports – includes
Temporary Flight Restrictions (TFRs) – TFR text and graphic reports, prescribes procedures used to
obtain, format, and disseminate information on unanticipated or temporary changes to components
of or hazards in the NAS until the associated aeronautical charts and related publications have been
amended.
REFERENCE – FAA Order JO 7930.2, Notices to Airmen (NOTAM).
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RADIO DATA - GENERAL
SECTION 5. SURVEILLANCE SYSTEMS
7. Pilot Weather Reports (PIREP) – Text report – Pilots report observations to assist other pilots with flight
planning and preparation, help NWS verify forecast products, and create more accurate products for
aviation community.
REFERENCE – Advisory Circular AC-00-45, “Aviation Weather Services.”
8. Significant Meteorological Information (SIGMET) – Text/graphical report – Potentially hazardous en
route phenomena such as thunderstorms and hail, turbulence, icing, sand and dust storms, tropical
cyclones, and volcanic ash in an area affecting 3,000 square miles or an area deemed to have a
significant effect on safety of aircraft operations.
REFERENCE – Advisory Circular AC-00-45, “Aviation Weather Services.”
9. Special Use Airspace (SUA) Status – Text/graphical report – Establishes/designates airspace in the
interest of National Defense, security and/or welfare. Charted SUA identifies to other airspace users
where these activities occur. SUA is airspace of defined dimensions wherein activities must be confined because of their nature, or wherein limitations may be imposed upon aircraft operations that are
not a part of those activities.
REFERENCE – FAA Order JO 7400.2G, Procedures for Handling Airspace Matters.
10. Terminal Aerodrome Forecast (TAF) and their amendments (AMEND) – Text report – Routine forecast
that gives a concise statement of expected meteorological conditions for a specified time period within
five statute miles (SM) of the center of the airport's runway complex (terminal). TAFs are amended
whenever they become, in the forecaster's judgment, unrepresentative of existing or expected conditions, particularly regarding those elements and events significant to aircraft and airports. An amended
forecast is identified by TAF AMD (in place of TAF) on the first line of the forecast text.
REFERENCE – Advisory Circular AC-00-45, “Aviation Weather Services.”
11. Temperature Aloft - Text report - Computer prepared forecasts, based on North American Mesoscale
(NAM) forecast model run, of temperature at specified times, altitudes, and locations.
REFERENCE – Advisory Circular AC-00-45, “Aviation Weather Services.”
12. Winds Aloft – Text report – Computer prepared forecasts, based on North American Mesoscale (NAM)
forecast model run, of wind direction and wind speed at specified times, altitudes, and locations.
REFERENCE – Advisory Circular AC-00-45, “Aviation Weather Services.”
Table 4-5-2 — FIS-B Basic Product Update and Transmission Intervals
Product
AIRMET
Convective SIGMET
METAR/SPECI
NEXRAD Reflectivity (CONUS)
NEXRAD Reflectivity (Regional)
NOTAM-D/FDC
PIREP
SIGMET
SUA Status
TAF/AMEND
Temperature Aloft
Winds Aloft
FIS-B Service Update Interval1
As available
As available
Hourly/as available
5 Minutes
5 Minutes
As available
As available
As available
As available
8 hours/as available
6 hours
6 hours
FIS-B Service Transmission
Interval2
5 minutes
5 minutes
5 minutes
15 minutes
2.5 minutes
10 minutes
10 minutes
5 minutes
10 minutes
10 minutes
10 minutes
10 minutes
1
The Update Interval is the rate at which the product data is available from the source.
2
The Transmission Interval is the amount of time within which a new or updated product transmission must be
completed and the rate or repetition interval at which the product is rebroadcast.
NOTE: Details concerning the content, format, and symbols of the various data link products provided should
be obtained from the specific avionics manufacturer.
4-5-10 AUTOMATIC DEPENDENT SURVEILLANCE-REBROADCAST (ADS• R)
ADS• R is a datalink translation function of the ADS• B ground system required to accommodate the two separate
operating frequencies (978 MHz and 1090 ES). The ADS• B system receives the ADS• B messages transmitted
on one frequency and ADS• R translates and reformats the information for rebroadcast and use on the other
frequency. This allows ADS• B In equipped aircraft to see nearby ADS• B Out traffic regardless of the operating
link of the other aircraft. Aircraft operating on the same ADS• B frequency exchange information directly and do
not require the ADS• R translation function.
RADIO DATA - GENERAL
299
Direction Finding Procedures
Information about Direction Finding Procedures published in this section is extracted from ICAO Annex
10. It is provided for reference use only. The information is generally applicable around the world.
Regional variations may exist.
ICAO AERONAUTICAL TELECOMMUNICATION STANDARDS — ANNEX 10
6.2
DIRECTION FINDING INTRODUCTORY NOTES
1. Direction-finding stations work either singly or in groups of two or more stations under the direction of a
main direction-finding station.
2. A direction-finding station working alone can only determine the direction of an aircraft in relation to itself.
6.2.1 Recommendation — A direction-finding station working alone should give the following, as requested:
1. true bearing of the aircraft, using the appropriate phrase;
2. true heading to be steered by the aircraft, with no wind, to head for the direction-finding station using the
appropriate phrase;
3. magnetic bearing of the aircraft, using the appropriate phrase;
4. magnetic heading to be steered by the aircraft, with no wind, to make for the station using appropriate
phrase.
6.2.2 Recommendation — When direction-finding stations work as a network to determine the position of an
aircraft, the bearing taken by each station should be sent immediately to the station controlling the directionfinding network to enable the position of the aircraft to be determined.
6.2.2.1 Recommendation — The station controlling the network should, on request, give the aircraft its position in one of the following ways:
1. position in relation to a point of reference or in latitude and longitude, using the appropriate phrase;
2. true bearing of the aircraft in relation to the direction-finding station or other specified point using the appropriate phrase, and its distance from the direction-finding station or point, using the appropriate phrase;
3. magnetic heading to steer with no wind, to make for the direction-finding station or other specified point
using the appropriate phrase, and its distance from the direction-finding station or point, using the appropriate phrase.
6.2.3 Aircraft stations shall normally make request for bearings, courses or positions, to the aeronautical station
responsible, or to the station controlling the direction-finding network.
6.2.4 To request a bearing, heading or position, the aircraft station shall call the aeronautical station or the
direction-finding control station on the listening frequency. The aircraft shall then specify the type of service that
is desired by the use of the appropriate phrase.
6.2.5 In radiotelephony, an aircraft station which requests a bearing shall end the transmission by repeating its
call sign. If the transmission has been too short for the direction-finding station to obtain a bearing, the aircraft
shall give a longer transmission for two periods of the approximately ten seconds, or alternatively provide such
other signals as may be requested by the direction-finding station.
6.2.5.1 In radiotelephony, an aircraft station which requests a bearing shall end the transmission by repeating
its call sign. If the transmission has been too short for the direction-finding station to obtain a bearing, the aircraft
shall give a longer transmission for two periods of the approximately ten seconds, or alternatively provide such
other signals as may be requested by the direction-finding station.
NOTE: Certain types of VHF/DF stations require the provision of a modulated signal (voice transmission) in
order to take a bearing.
6.2.6 When a direction-finding station is not satisfied with its observation, it shall request the aircraft station to
repeat the transmission.
6.2.7 When a heading or bearing has been requested, the direction-finding station shall advise the aircraft
station in the following form:
1. the appropriate phrase;
2. bearing or heading in degrees in relation to the direction-finding station, sent as three figures;
3. class of bearing;
4. time of observation, if necessary.
6.2.8 When a position has been requested, the direction-finding control station, after plotting all simultaneous
observations, shall determine the observed position of the aircraft and shall advise the aircraft station in the
following form:
1. the appropriate phrase;
2. the position;
3. class of position;
4. time of observation.
300
RADIO DATA - GENERAL
6.2.9 As soon as the aircraft station has received the bearing, heading or position it shall repeat back the
message for confirmation, or correction.
6.2.10 When positions are given by bearing or heading and distance from a known point other than the station
making the report, the reference point shall an aerodrome, prominent town or geographic feature. An aerodrome
shall be given in preference to other places. When a large city or town is used as a reference place, the bearing
or heading, and the distance given shall be measured from its center.
6.2.11 When the position is expressed in latitude and longitude, groups of figures for degrees and minutes shall
be used followed by the letter N or S for latitude and the letter E or W for longitude, respectively. In radiotelephony
the words NORTH, SOUTH, EAST or WEST shall be used.
6.2.12 According to the estimate by the direction-finding station of the accuracy of the observation, bearings
and positions shall be classified as follows:
Bearings
Class
Class
Class
Class
“A”
“B”
“C”
“D”
—
—
—
—
Accurate within plus or minus 2 degrees;
Accurate within plus or minus 5 degrees;
Accurate within plus or minus 10 degrees;
Accuracy less than Class C.
Class
Class
Class
Class
“A”
“B”
“C”
“D”
—
—
—
—
Accurate within 9.3 km (5 NM);
Accurate within 37 km (20 NM);
Accurate within 92 km (50 NM);
Accuracy less than Class C.
Positions
6.2.13 Direction-finding stations shall have authority to refuse to give bearings, headings or positions when
conditions are unsatisfactory or when bearings do not fall within the calibrated limits of the station, stating the
reason at the time of refusal.
RADIO DATA - GENERAL
NAVIGATION AIDS LEGEND
301
Navigation Aids Legend
LEGEND
The listings are in alphabetical sequence by country. The following information is provided:
Name
Ident
Freq.
Class
Official name (followed by location name, when different than navaid name).
Identifier.
Frequency. VOR ghost frequency for TACAN or DME.
The following codes are used:
VOR
TACAN (channels 17-59 and 70-126)
TACAN (channels 1-16 and 60-69)
DME
Terminal Class
High Altitude Class
Low Altitude Class
Class Unrestricted
Not co-located VOR and TACAN or DME1
V
NDB (2000 watts or more)
NDB (50 - 1999 watts)
NDB (Less than 50 watts)
Used as LOM
Used as ILS back course locator
Locator (no class specified)
Marine Beacon
H
H
H
H
H
H
M
T
M
D
T
H
L
U
N
H
M
O
C
L
Voice capability:
Scheduled Weather Broadcast
No Voice on navaid frequency
(omitted on TACAN and DME facilities)
Automatic Transcribed Weather Broadcast
EXAMPLE:
(H) VORDME
(H) VORTAC
(H) TACAN
(T) VOR
(HH) NDB (2000 watts or more)
1
B
W
A
V
V
V
H
D
T
T
H
H
H
T
H
W
N1
W
The letter “N” indicates that the VOR and TACAN or DME facility are separated by at least 6 seconds (one tenth
of a minute) of either longitude or latitude. The TACAN (T) or DME (D) facility class code is included with the
VOR listing and the INS coordinates shown are for the VOR facility. On the line immediately below this listing
the TACAN or DME facility information is listed with the TACAN or DME coordinates. To further highlight the
difference in coordinates TACAN or DME identifier is offset below the VOR identifier.
INS Coordinates
VAR/Stn Decl
Elev.
In avionics keyboarding format, latitude and longitude in degrees, minutes and tenths of
minutes.
Magnetic variation/station declination.
Station elevation, shown only for those navaids with DME capability and if this
information is officially published by State authority.
ILS COMPONENTS
An ILS listing is provided at the end of each country listing. It is in alphabetical sequency by location name, and
includes both localizer and outer marker/locator information.
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RADIO DATA - GENERAL
NAVIGATION AIDS LEGEND
LOCALIZER AND OUTER MARKER/LOCATOR
1
147269534000
LOCALIZER CLASS
Localizer
LOC
MLS
SDF
LDA
Microwave Landing System
Simplified Directional Aid
Localizer Directional Aid
LOCATOR/MARKER CLASS
Locator Outer Marker
Outer Marker
LOM
OM
PHONETIC ALPHABET AND MORSE CODE
LETTER
A
B
C
D
E
F
G
H
I
NUMERAL
1
2
3
4
5
6
7
8
9
0
WORD
Alfa
Bravo
Charlie
Delta
Echo
Foxtrot
Golf
Hotel
India
CODE
•—
—•••
—•—•
—••
•
••—•
——•
••••
••
LETTER
J
K
L
M
N
O
P
Q
R
WORD
Juliett
Kilo
Lima
Mike
November
Oscar
Papa
Quebec
Romeo
CODE
•———
—•—
•—••
——
—•
———
•——•
——•—
•—•
CODE
•————
••———
•••——
••••—
•••••
—••••
——•••
———••
————•
—————
LETTER
S
T
U
V
W
X
Y
Z
WORD
Sierra
Tango
Uniform
Victor
Whiskey
X-ray
Yankee
Zulu
CODE
•••
—
••—
•••—
•——
—••—
—•——
——••
FLIGHT SUPPLEMENT BOOKLET
Meteorology
Meteorology Service for International
Air Navigation
METEOROLOGY SERVICE FOR INTERNATIONAL
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METEOROLOGICAL SERVICE FOR INTERNATIONAL AIR NAVIGATION - ANNEX 3
Meteorological Service for International Air Navigation - Annex 3
In this part of the METEOROLOGY section, selected Chapters and paragraphs have been extracted from
ICAO Annex 3 – Meteorological Service for International Air Navigation. Chapter and paragraph numbers
reflect those contained in the Annex.
CHAPTER 1 – DEFINITIONS
1.1
DEFINITIONS
When the following terms are used in the Standards and Recommended Practices for Meteorological Service
for International Air Navigation, they have the following meanings:
AERODROME CLIMATOLOGICAL SUMMARY — Concise summary of specified meteorological elements at
an aerodrome, based on statistical data.
AERODROME CLIMATOLOGICAL TABLE — Table providing statistical data on the observed occurrence of
one or more meteorological elements at an aerodrome.
AERODROME METEOROLOGICAL OFFICE — An office, located at an aerodrome, designated to provide
meteorological service for international air navigation.
AERONAUTICAL FIXED TELECOMMUNICATION NETWORK (AFTN) — A world-wide system of aeronautical
fixed circuits provided, as part of the aeronautical fixed service, for the exchange of messages and/or digital data
between aeronautical fixed stations having the same or compatible communications characteristics.
AERONAUTICAL METEOROLOGICAL STATION — A station designated to make observations and meteorological reports for use in international air navigation.
AIRCRAFT OBSERVATION — The evaluation of one or more meteorological elements made from an aircraft
in flight.
AIRMET INFORMATION — Information issued by a meteorological watch office concerning the occurrence or
expected occurrence of specified en route weather phenomena which may affect the safety of low-level aircraft
operations and which was not already included in the forecast issued for low-level flights in the flight information
region concerned or sub-area thereof.
AIR-REPORT — A report from an aircraft in flight prepared in conformity with requirements for position, and
operational and/or meteorological reporting.
NOTE: Details of the AIREP form are given in PANS-ATM (Doc 4444).
AUTOMATIC DEPENDENT SURVEILLANCE (ADS) — A surveillance technique in which aircraft automatically
provide, via a data link, data derived from on-board navigation and position-fixing systems, including aircraft
identification, four-dimensional position and additional data as appropriate.
BRIEFING — Oral commentary on existing and/or expected meteorological conditions.
CLOUD OF OPERATIONAL SIGNIFICANCE — A cloud with the height of cloud base below 1500m (5000ft) or
below the highest minimum sector altitude, whichever is greater, or a cumulonimbus cloud or a towering cumulus
cloud at any height.
CONSULTATION — Discussion with a meteorologist or another qualified person of existing and/or expected
meteorological conditions relating to flight operations; a discussion includes answers to questions.
EXTENDED RANGE OPERATION — Any flight by an aeroplane with two turbine engines where the flight time at
the one engine inoperative cruise speed (in ISA and still air conditions), from a point on the route to an adequate
alternate aerodrome, is greater than the threshold time approved by the State of the Operator.
FLIGHT DOCUMENTATION — Written or printed documents, including charts or forms, containing meteorological information for a flight.
FORECAST — A statement of expected meteorological conditions for a specified time or period, and for a specified area or portion of airspace.
GAMET AREA FORECAST — An area forecast in abbreviated plain language for low-level flights for a flight
information region or sub-area thereof, prepared by the meteorological office designated by the meteorological
authority concerned and exchanged with meteorological offices in adjacent flight information regions, as agreed
between the meteorological authorities concerned.
GRID POINT DATA IN DIGITAL FORM — Computer processed meteorological data for a set of regularly spaced
points on a chart, for transmission from a meteorological computer to another computer in a code form suitable
for automated use.
NOTE: In most cases such data are transmitted on medium or high speed telecommunications channels.
HUMAN FACTORS PRINCIPLES — Principles which apply to aeronautical design, certification, training, operations and maintenance and which seek safe interface between the human and other system components by
proper consideration to human performance.
INTERNATIONAL AIRWAYS VOLCANO WATCH (IAVW) — International arrangements for monitoring and providing warnings to aircraft of volcanic ash in the atmosphere.
NOTE: The IAVW is based on the co-operation of aviation and non-aviation operational units using information
derived from observing sources and networks that are provided by States. The watch is coordinated by ICAO
with the co-operation of other concerned international organizations.
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METEOROLOGICAL AUTHORITY — The authority providing or arranging for the provision of meteorological
service for international air navigation on behalf of a Contracting State.
METEOROLOGICAL BULLETIN — A text comprising meteorological information preceded by an appropriate
heading.
METEOROLOGICAL INFORMATION — Meteorological report, analysis, forecast and any other statement relating to existing or expected meteorological conditions.
METEOROLOGICAL OFFICE — An office designated to provide meteorological service for international air
navigation.
METEOROLOGICAL REPORT — A statement of observed meteorological conditions related to a specified time
and location.
METEOROLOGICAL SATELLITE — An artificial Earth satellite making meteorological observations and transmitting these observations to Earth.
OBSERVATION (Meteorological) — The evaluation of one or more meteorological elements.
PREVAILING VISIBILITY — The greatest visibility value, observed in accordance with the definition “visibility”,
which is reached within at least half the horizon circle or within at least half of the surface of the aerodrome.
These areas could comprise contiguous or non-contiguous sectors.
NOTE: This value may be assessed by human observation and/or instrumented systems. When instruments are
installed, they are used to obtain the best estimate of the prevailing visibility.
PROGNOSTIC CHART — A forecast of a specified meteorological element(s) for a specified time or period and
a specified surface or portion of airspace, depicted graphically on a chart.
REGIONAL AIR NAVIGATION AGREEMENT — Agreement approved by the Council of ICAO normally on the
advice of a regional air navigation meeting.
RUNWAY VISUAL RANGE — The range over which the pilot of an aircraft on the centre line of a runway can
see the runway surface markings or the lights delineating the runway or identifying its centre line.
SIGMET INFORMATION — Information issued by a meteorological watch office concerning the occurrence or
expected occurrence of specified en route weather phenomena which may affect the safety of aircraft operations.
STANDARD ISOBARIC SURFACE — An isobaric surface used on a world-wide basis for representing and
analyzing the conditions in the atmosphere.
TROPICAL CYCLONE — Generic term for a non-frontal synoptic-scale cyclone originating over tropical or
sub-tropical waters with organized convection and definite cyclonic surface wind circulation.
TROPICAL CYCLONE ADVISORY CENTRE (TCAC) — A meteorological centre designated by regional air navigation agreement to provide advisory information to meteorological watch offices, world area forecast centres
and international OPMET databanks regarding the position, forecast direction and speed of movement, central
pressure and maximum surface wind of tropical cyclones.
UPPER-AIR CHART — A meteorological chart relating to a specified upper-air surface or layer of the atmosphere.
VISIBILITY — Visibility for aeronautical purposes is the greater of:
a. the greatest distance at which a black object of suitable dimensions, situated near the ground, can be seen
and recognized when observed against a bright background;
b. the greatest distance at which lights in the vicinity of 1,000 candelas can be seen and identified against an
unlit background.
NOTE: The two distances have different values in air of a given extinction coefficient, and the latter b. varies with
the background illumination. The former a. is represented by the meteorological optical range (MOR).
VOLCANIC ASH ADVISORY CENTRE (VAAC) — A meteorological centre designated by regional air navigation
agreement to provide advisory information to meteorological watch offices, area control centres, flight information centres, world area forecast centres, relevant regional area forecast centres and international OPMET data
banks regarding the lateral and vertical extent and forecast movement of volcanic ash in the atmosphere following volcanic eruptions.
VOLMET BROADCAST — Provision of current aerodrome meteorological reports (METAR) and special meteorological reports (SPECI), aerodrome forecasts (TAF), SIGMET by means of continuous and repetitive voice
broadcasts for aircraft in flight.
VOLMET DATA LINK SERVICE (D-VOLMET) — Provision of current METAR, SPECI, TAF, SIGMET, special
air-reports not covered by SIGMET and, where available, AIRMET via data link.
WORLD AREA FORECAST CENTRE (WAFC) — A meteorological centre designated to prepare and issue
significant weather forecasts and upper-air forecasts in digital and/or pictorial form on a global basis direct States
by appropriate means as part of the aeronautical fixed service.
WORLD AREA FORECAST SYSTEM (WAFS) — A world-wide system by which world area forecast centres
provide aeronautical meteorological en-route forecasts in uniform standardized formats.
1.2
TERMS USED WITH A LIMITED MEANING
For the purpose of Annex 3, the following terms are used with a limited meaning as indicated below:
METEOROLOGY SERVICE FOR INTERNATIONAL
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a. to avoid confusion in respect of the term “service” between the meteorological service considered as an
administrative entity and the service which is provided, “meteorological authority” is used for the former and
“service” for the latter;
b. “provide” is used solely in connection with the provision of service;
c. “issue” is used solely in connection with cases where the obligation specifically extends to sending out the
information to a user;
d. “make available” is used solely in connection with cases where the obligation ends with making the information accessible to a user; and
e. “supply” is used solely in connection with cases where either c. or d. applies.
CHAPTER 2 – GENERAL PROVISIONS
2.1
OBJECTIVE, DETERMINATION AND PROVISION OF METEOROLOGICAL SERVICE
2.1.1 The objective of meteorological service for international air navigation shall be to contribute towards the
safety, regularity and efficiency of international air navigation.
2.1.2 This objective shall be achieved by supplying the following users: operators, flight crew members, air
traffic services units, search and rescue services units, airport managements and others concerned with the
conduct or development of international air navigation, with the meteorological information necessary for the
performance of their respective functions.
2.1.3 Each Contracting State shall determine the meteorological service which it will provide to meet the needs
of international air navigation. This determination shall be made in accordance with the provisions of this Annex
and with due regard to regional air navigation agreements; it shall include the determination of the meteorological
service to be provided for international air navigation over international waters and other areas which lie outside
the territory of the State concerned.
2.1.4 Each Contracting State shall designate the authority, hereinafter referred to as the meteorological authority, to provide or to arrange for the provision of meteorological service for international air navigation on its behalf.
Details of the meteorological authority so designated shall be included in the State aeronautical information publication, in accordance with Annex 15, Appendix 1, GEN 1.1 (not published herein).
2.1.5 Each Contracting State shall ensure that the designated meteorological authority complies with the
requirements of the World Meteorological Organization in respect of qualifications and training of meteorological
personnel providing services for international air navigation.
2.2
SUPPLY, QUALITY ASSURANCE AND USE OF METEOROLOGICAL INFORMATION
2.2.1 Close liaison shall be maintained between those concerned with the supply and those concerned with the
use of meteorological information on matters which affect the provision of meteorological service for international
air navigation.
2.2.2 Recommendation – Until 14 November 2012, in order to meet the objective of meteorological service
for international air navigation, the Contracting State should ensure that the designated meteorological authority
referred to in 2.1.4 establishes and implements a properly organized quality system comprising procedures,
processes and resources necessary to provide for the quality management of the meteorological information to
be supplied to users listed in 2.1.2.
2.2.3 From 15 November 2012, each Contracting State shall ensure that the designated meteorological authority referred to in 2.1.4 establishes and implements a properly organized quality system comprising procedures,
processes and resources necessary to provide for the quality management of the meteorological information to
be supplied to users listed in 2.1.2.
2.2.4 Recommendation – The quality system established in accordance with 2.2.2 should be in conformity
with the International Organization for Standardization (ISO) 9000 series of quality assurance standards, and
certified by an approved organization.
NOTE: International Organization for Standardization (ISO) 9000 series of quality assurance standards provide a
basic framework for the development of a quality assurance programme. The details of a successful programme
are to be formulated by each State and in most cases are unique to the State organization. Guidance on the
establishment and implementation of a quality system is given in the Manual on the Quality Management System
for the provision of Meteorological Service to International Air Navigation (Doc 9873).
2.2.5 Recommendation – The quality system should provide the users with assurance that the meteorological
information supplied complies with the stated requirements in terms of the geographical and spatial coverage,
format and content, time and frequency of issuance and period of validity, as well as the accuracy of measurements, observations and forecasts. Where the quality system indicates that the meteorological information to be
supplied to the users does not comply with the stated requirements, and automatic error correction procedures
are not appropriate, such information should not be supplied to the users unless it is validated with the originator.
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METEOROLOGY SERVICE FOR INTERNATIONAL
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METEOROLOGICAL SERVICE FOR INTERNATIONAL AIR NAVIGATION - ANNEX 3
NOTE 1: Requirements concerning the geographical and spatial coverage, format and content, time and frequency of issuance and period of validity of meteorological information to be supplied to aeronautical users are
given in Chapters 3, 4, 6 to 10 and Appendices 2, 3, 5 to 9 of Annex 3 and the relevant regional air navigation
plans. Guidance concerning the accuracy of measurement and observation, and accuracy of forecasts is given
in Attachments A and B respectively to Annex 3.
2.2.6 Recommendation – In regard to the exchange of meteorological information for operational purposes,
the quality system should include verification and validation procedures and resources for monitoring adherence
to the prescribed transmission schedules for individual messages and/or bulletins required to be exchanged, and
at the times of their filing for transmission. The quality system should be capable of detecting excessive transit
times of messages and bulletins received.
NOTE: Requirements concerning the exchange of operational meteorological information are given in Chapter
11 and Appendix 10 of Annex 3.
2.2.7 Recommendation – Demonstration of compliance of the quality system applied should be by audit. If
non-conformity of the system is identified, action should be initiated to determine and correct the cause. All audit
observations should be evidenced and properly documented.
2.2.8 The meteorological information supplied to the users listed in 2.1.2 shall be consistent with Human Factors principles and shall be in forms which require a minimum of interpretation by users, as specified in the
following chapters.
NOTE: Guidance material on the application of Human Factors principles can be found in the Human Factors
Training Manual (DOC 9683).
2.3
NOTIFICATIONS REQUIRED FROM OPERATORS
2.3.1 An operator requiring meteorological service or changes in existing meteorological service shall notify,
sufficiently in advance, the meteorological authority or the meteorological office(s) concerned. The minimum
amount of advance notice required shall be as agreed between the meteorological authority or meteorological
office(s) and the operator.
2.3.2 The meteorological authority shall be notified by the operator requiring service when:
a. new routes or new types of operations are planned;
b. changes of a lasting character are to be made in scheduled operations; and
c. other changes, affecting the provision of meteorological service, are planned.
Such information shall contain all details necessary for the planning of appropriate arrangements by the meteorological authority.
2.3.3 The aerodrome meteorological office, or the meteorological office concerned, shall be notified by the
operator or a flight crew member:
a. of flight schedules;
b. when non-scheduled flights are to be operated;
c. when flights are delayed, advanced or cancelled.
2.3.4 Recommendation – The notification to the aerodrome meteorological office, or the meteorological office
concerned, of individual flights should contain the following information except that, in the case of scheduled
flights, the requirement for some or all of this information may be waived by agreement between the meteorological office and the operator:
a. aerodrome of departure and estimated time of departure;
b. destination and estimated time of arrival;
c. route to be flown and estimated times of arrival at, and departure from, any intermediate aerodrome(s);
d. alternate aerodromes needed to complete the operational flight plan and taken from the relevant list contained in the regional air navigation plan;
e. cruising level;
f. type of flight, whether under visual or instrument flight rules;
g. type of meteorological information requested for a flight crew member, whether flight documentation and/or
briefing or consultation;
h. time(s) at which briefing, consultation and/or flight documentation are required.
CHAPTER 3 – WORLD AREA FORECAST SYSTEM AND
METEOROLOGICAL OFFICES
NOTE: Technical specifications and detailed criteria related to this chapter are given in Appendix 2.
3.1
OBJECTIVE OF THE WORLD AREA FORECAST SYSTEM
The objective of the world area forecast system shall be to supply meteorological authorities and other users with
global aeronautical meteorological en-route forecasts in digital form. This objective shall be achieved through a
comprehensive, integrated, worldwide and, as far as practicable, uniform system, and in a cost-effective manner,
taking full advantage of evolving technologies.
METEOROLOGY SERVICE FOR INTERNATIONAL
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3.2
WORLD AREA FORECAST CENTRES
3.2.1 A Contracting State, having accepted the responsibility for providing a WAFC within the framework of the
world area forecast system, shall arrange for that centre:
a. to prepare for grid points for all required levels global forecasts of:
1. upper wind;
2. upper-air temperature and humidity;
3. geopotential altitude of flight levels;
4. flight level and temperature of tropopause;
5. direction, speed and flight level of maximum wind;
6. cumulonimbus clouds;
7. icing; and
8. turbulence;
NOTE: Gridded global forecasts of cumulonimbus clouds, icing and turbulence are currently of an experimental nature, labelled as “trial forecast” and distributed only through the Internet-based file transfer protocol (FTP) services.
b. to prepare global forecasts of significant weather (SIGWX) phenomena;
c. to issue the forecasts referred to in a. and b. in digital form to meteorological authorities and other users,
as approved by the Contracting State on advice from the meteorological authority;
d. to receive information concerning the accidental release of radioactive materials into the atmosphere, from
its associated WMO regional specialized meteorological centre (RSMC) for the provision of transport model
products for radiological environmental emergency response, in order to include the information in SIGWX
forecasts; and
e. to establish and maintain contact with VAACs for the exchange of information on volcanic activity in order
to coordinate the inclusion of information on volcanic eruptions in SIGWX forecasts.
3.2.2 In case of interruption of the operation of a WAFC, its functions should be carried out by the other WAFC.
NOTE: Back-up procedures to be used in case of interruption of the operation of a WAFC are updated by the
World Area Forecast System Operations Group (WAFSOPSG) as necessary; the latest revision can be found
at the WAFSOPSG website at: www.icao.int/anb/wafsopsg.
3.3
METEOROLOGICAL OFFICES
3.3.1 Each Contracting State shall establish one or more aerodrome and/or meteorological office which shall
be adequate for the provision of meteorological service required to satisfy the needs of international air navigation.
3.3.2 An aerodrome meteorological office shall carry out all or some of the following functions as necessary to
meet the needs of flight operations at the aerodrome:
a. prepare and/or obtain forecasts and other relevant information for flights with which it is concerned; the
extent of its responsibilities to prepare forecasts shall be related to the local availability and use of en-route
and aerodrome forecast material received from other offices;
b. prepare and/or forecasts of local meteorological conditions;
c. maintain a continuos survey of meteorological conditions over the aerodromes for which it is designated to
prepare forecasts;
d. provide briefing, consultation and flight documentation to flight crew members and/or flight operations personnel;
e. supply other meteorological information to aeronautical users;
f. display the available meteorological information;
g. exchange meteorological information with other meteorological offices; and
h. supply information received on pre-eruption volcanic activity, a volcanic eruption or volcanic ash cloud, to
its associated air traffic services unit, aeronautical information service unit and meteorically watch office as
agreed between the meteorological, aeronautical information service and ATS authorities concerned.
3.3.3 The aerodromes for which landing forecasts are required shall be determined by regional air navigation
agreement.
3.3.4 For aerodromes without meteorological offices
a. the meteorological authority concerned shall designate one or more meteorological offices to supply meteorological information as required; and
b. the competent authorities shall establish means by which such information can be supplied to the aerodromes concerned.
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3.4
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METEOROLOGICAL WATCH OFFICES
3.4.1 A Contracting State, having accepted the responsibility for providing air traffic services within a flight information region or control area, shall establish one or more meteorological watch offices. or arrange for another
Contracting State to do so.
3.4.2 A meteorological watch office shall:
a. maintain continuous watch over meteorological conditions affecting flight operations within its area of
responsibility;
b. prepare SIGMET and other information relating to its area of responsibility;
c. supply SIGMET information and, as required, other meteorological information to associated air traffic services units;
d. disseminate SIGMET information;
e. when required by regional air navigation agreement, in accordance with 7.2.1;
1. prepare AIRMET information related to its area of responsibility;
2. supply AIRMET information to associated air traffic services units; and
3. disseminate AIRMET information;
f. supply information received on pre-eruption volcanic activity, a volcanic eruption and volcanic ash cloud for
which a SIGMET has not already been issued, to its associated ACC/FIC, as agreed between the meteorological and ATS authorities concerned, and to its associated VAAC as determined by regional air navigation
agreement; and
g. supply information received concerning accidental release of radioactive materials into the atmosphere,
in the area for which it maintains watch or adjacent areas, to its associated ACC/FIC, as agreed between
the meteorological and ATS authorities concerned, and to aeronautical information service units, as agreed
between the meteorological and appropriate civil aviation authorities concerned. The information shall comprise location, date and time of the accident, and forecast trajectories of the radioactive materials.
NOTE: The information is provided by WMO regional specialized meteorological centres (RSMC) for the provision of transport model products for radiological environmental emergency response, at the request of the
delegated authority of the State in which the radioactive material was released into the atmosphere, or the International Atomic Energy Agency (IAEA). The information is sent by the RSMC to a single contact point of the
national meteorological service in each State. This contact point has the responsibility of redistributing the RSMC
products within the State concerned. Furthermore, the information is provided by IAEA to RSMC co-located with
VAAC London (designated as the focal point) which in turn notifies the ACCs concerned about the release.
3.4.3 Recommendation – The boundaries of the area over which meteorological watch is to be maintained by
a meteorological watch office should be coincident with the boundaries of a flight information region or a control
area or a combination of flight information regions and/or control areas.
3.5
VOLCANIC ASH ADVISORY CENTERS
3.5.1 A Contracting State, having accepted, by regional air navigation agreement, the responsibility for providing VAAC within the framework of the international airways volcano watch, shall arrange for that center to
respond to a notification that a volcano has erupted, or is expected to erupt or volcanic ash is reported in its area
of responsibility, by arranging for that center to:
a. monitor relevant geostationary and polar-orbiting satellite data to detect existence and extent of volcanic
ash in the atmosphere in the are concerned;
b. activate the volcanic ash numerical trajectory/dispersion model in order to forecast the movement of any
ash ‘cloud’ which has been detected or reported;
NOTE: The numerical model may be its own or, by agreement, that of another VAAC.
c. issue advisory information regarding the extent and forecast movement of the volcanic ash ‘cloud’ to:
1. meteorological watch offices, area control centers and flight information centers serving flight information regions in its area of responsibility which may be affected;
2. other VAACs whose areas of responsibility may be affected;
3. world area forecast centers, international OPMET data banks, international NOTAM offices, and centers designated by regional air navigation agreement for the operation of aeronautical fixed service
satellite distribution systems; and
4. airlines requiring the advisory information through the AFTN address provided specifically for this purpose; and
NOTE: The AFTN address to be used by the VAACs is given in the Handbook on the International Airways
Volcano Watch (IAVW) (Doc 9766) and at: http://www.icao.int/icao/en/anb/met/index.html
d. issue updated advisory information to the meteorological watch offices, area control centers, flight information centers and VAACs referred to in c. as necessary, but at least six hours until such time as the volcanic
ash ‘cloud’ is no longer identifiable from satellite data, no further reports of volcanic ash are received from
the area, and no further eruptions of the volcano are reported.
3.5.2 Volcanic ash advisory centers shall maintain a 24-hour watch.
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3.5.3 In case of interruption of the operation of a VAAC, its functions shall be carried out by another VAAC or
another meteorological center, as designated by the VAAC Provider State concerned.
NOTE: Back-up procedures to be used in case of interruption of the operation of a VAAC are included in the
Handbook on the International Airways Volcano Watch (IAVW) (Doc 9766).
3.6
STATE VOLCANO OBSERVATORIES
Contracting States that maintain volcano observatories monitoring active volcanoes shall arrange that selected
State volcano observatories, as designated by regional air navigation agreement, observing:
a. significant pre-eruption volcanic activity, or a cessation thereof;
b. a volcanic eruption, or a cessation thereof; and/or
c. volcanic ash in the atmosphere
shall send this information as quickly as practicable to its associated ACC, MWO and VAAC.
NOTE: Pre-eruption volcanic activity in this context means unusual and/or increasing volcanic activity which
could presage a volcanic eruption.
3.7
TROPICAL CYCLONE ADVISORY CENTERS
A contracting State having accepted, by regional air navigation agreement, the responsibility for providing a
TCAC shall arrange for that center to:
a. monitor the development of tropical cyclones in its area of responsibility, using geostationary and polarorbiting satellite data, radar data and other meteorological information;
b. issue advisory information concerning the position of the cyclone center, its direction and speed of movement, central pressure and maximum surface wind near the center, in abbreviated plain language to:
1. meteorological watch offices in its area of responsibility;
2. other TCACs whose area of responsibility may be affected; and
3. world area forecast centers, international OPMET databanks, and centers designated by regional air
navigation agreement for the operation of aeronautical fixed service satellite distribution systems; and
c. issue updated advisory information to meteorological watch offices for each tropical cyclone, as necessary,
but at least every six hours.
CHAPTER 4 – METEOROLOGICAL OBSERVATIONS AND REPORTS
NOTE: Technical specifications and detailed criteria related to this chapter are given in Appendix 3.
4.1
AERONAUTICAL METEOROLOGICAL STATIONS AND OBSERVATIONS
4.1.1 Each Contracting State shall establish, at aerodromes in its territory; such aeronautical meteorological
stations as it determines to be necessary. An aeronautical meteorological station may be a separate station or
may be combined with a synoptic station.
NOTE: Aeronautical meteorological stations may include sensors installed outside the aerodrome, where considered justified, by the meteorological authority to ensure the compliance of meteorological service for international
air navigation with the provisions of Annex 3.
4.1.2 Recommendation – Each Contracting State should establish, or arrange for the establishment of, aeronautical meteorological stations on off-shore structures or at other points of significance in support of helicopter
operations to off-shore structures, if required by regional air navigation agreement.
4.1.3 Aeronautical meteorological stations shall make routine observations at fixed intervals. At aerodromes,
the routine observations shall be supplemented by special observations whenever specified changes occur in
respect of surface wind, visibility, runway visual range, present weather, clouds and/or air temperature.
4.1.4 Each Contracting State should arrange for its aeronautical meteorological stations to be inspected at sufficiently frequent intervals to ensure that a high standard of observations is maintained, that instruments and all
their indicators are functioning correctly, and that the exposure of the instruments has not changed significantly.
NOTE: Guidance on the inspection of aeronautical meteorological stations including the frequency of inspections
is given in the Manual on Automatic Meteorological Observing Systems at Aerodromes (Doc 9837).
4.1.5 At aerodromes, with runways intended for Category II and III instrument approach and landing operations, automated equipment for measuring or assessing, as appropriate, and for monitoring and remote indicating
of surface wind, visibility, runway visual range, height of cloud base, air and dew-point temperatures and atmospheric pressure shall be installed to support approach and landing and take-off operations. These devices shall
be integrated automatic systems for acquisition, processing, dissemination and display in real time of the meteorological parameters affecting landing and take-off operations. The design of integrated automatic systems shall
observe Human Factors principles and include back-up procedures.
NOTE 1: Categories of precision approach and landing operations are defined in Annex 6, Part I.
NOTE 2: Guidance material on the application of Human Factors principles can be found in the Human Factors
Training Manual (Doc 9683).
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4.1.6 Recommendation – At aerodromes, with runways intended for Category I instrument approach and
landing operations, automated equipment for measuring or assessing, as appropriate, and for monitoring and
remote indicating of surface wind, visibility, runway visual range, height of cloud base, air and dew-point temperatures and atmospheric pressure should be installed to support approach and landing and take-off operations.
These devices should be integrated automatic systems for acquisition, processing, dissemination and display in
real time of the meteorological parameters affecting landing and take-off operations. The design of integrated
automatic systems should observe Human Factors principles and include back-up procedures.
4.1.7 Recommendation – Where an integrated semi-automatic system is used for the dissemination/display
of meteorological information, it should be capable of accepting the manual insertion of data covering those
meteorological elements which cannot be observed by automatic means.
4.1.8 The observations shall form basis for the preparation of reports to be disseminated at the aerodrome of
origin and for reports to be disseminated beyond the aerodrome of origin.
4.1.9 Owing to the variability of meteorological elements in space and time, to limitations of observing techniques and to limitations caused by definitions of some of the elements, the specific value of any of the elements
given in a report shall be understood by the recipient to be best approximation to actual conditions at the time
of observation.
NOTE: Guidance on the operationally desirable accuracy of measurement or observation is given in Attachment
A.
4.2
AGREEMENT BETWEEN AIR TRAFFIC SERVICES AUTHORITIES
AND METEOROLOGICAL AUTHORITIES
Recommendation – An agreement between the meteorological authority and the appropriate ATS authority
should be established to cover, amongst other things:
a. the provision in air traffic services units of displays related to integrated automatic systems;
b. the calibration and maintenance of these displays/instruments;
c. the use to be made of the displays/instruments by air traffic services personnel;
d. as and where necessary, supplementary visual observations (e.g. of meteorological phenomena of operational significance in the climb-out and approach areas) if and when made by air traffic services personnel
to update or supplement the information supplied by the meteorological station;
e. meteorological information obtained from aircraft taking off or landing (e.g. on wind shear); and
f. if available, meteorological information obtained from ground weather radar.
NOTE: Guidance on the subject of coordination between ATS and meteorological services is contained in the
Manual on Coordination between Air Traffic services, Aeronautical Information Service and Aeronautical Meteorological Services (DOC 9377).
4.3
ROUTINE OBSERVATIONS AND REPORTS
4.3.1 At Aerodromes, routine observations shall be made throughout the 24 hours each day, except as otherwise agreed between the meteorological authority, the appropriate ATS authority and the operator concerned.
Such observations shall be made at intervals of one hour or, if so determined by regional air navigation agreement, at intervals of one half-hour. At other aeronautical meteorological stations, such observations shall be
made as determined by the meteorological authority taking into account the requirements of air traffic services
units and aircraft operations.
4.3.2 Reports of routine observations shall be issued as:
a. local routine reports only for dissemination at the aerodrome of origin (intended for arriving and departing
aircraft); and
b. METAR for dissemination beyond the aerodrome of origin (mainly intended for flight planning, VOLMET
broadcasts and D-VOLMET).
NOTE: Meteorological information used in ATIS (voice-ATIS and D-ATIS) is to be extracted from the local routine
report, in accordance with Annex 11, 4.3.6.1g).
4.3.3 At aerodromes that are not operational throughout 24 hours in accordance with 4.3.1, METAR shall be
issued prior to the aerodrome resuming operations in accordance with regional air navigation agreement.
4.4
SPECIAL OBSERVATIONS AND REPORTS
4.4.1 A list of criteria for special observations shall be established by the meteorological authority, in consultation with the appropriate ATS authority, operators and others concerned.
4.4.2 Reports of special observations shall be issued as:
a. local special reports, only for dissemination at the aerodrome of origin (intended for arriving and departing
aircraft); and
b. SPECI for dissemination beyond the aerodrome of origin (mainly intended for flight planning, VOLMET
broadcasts and D-VOLMET) unless METAR are issued at half-hourly intervals.
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NOTE: Meteorological information used in ATIS (voice-ATIS and D-ATIS) is to be extracted from the local special
report, in accordance with Annex 11, 4.3.6.1g).
4.4.3 At aerodromes that are operational throughout 24 hours in accordance with 4.3.1, following the resumption of the issuance of METAR, SPECI shall be issued, as necessary.
4.5
CONTENTS OF REPORTS
4.5.1 Local routine and special reports and METAR and SPECI shall contain the following elements in order
indicated
a. identification of the type of report;
b. location indicator;
c. time of observation;
d. identification of an automated or missing report, when applicable;
e. surface wind direction and speed;
f. visibility;
g. runway visual range, when applicable;
h. present weather;
i. cloud amount, cloud type (only for cumulonimbus and towering cumulus clouds) and height of cloud base
or, where measured, vertical visibility;
j. air temperature and dew-point temperature; and
k. QNH and, when applicable, QFE (QFE included only in local routine and special reports).
NOTE: The location indicators referred to under b. and their significations are published in Location Indicators
DOC 7910).
4.5.2 Recommendation – In addition to elements listed under 4.5.1 a. to k. local routine and special reports
and METAR and SPECI should contain supplementary information to be placed after element k.
4.5.3 Optional elements included under supplementary information shall be included in METAR and SPECI in
accordance with regional air navigation agreement.
4.6
OBSERVING AND REPORTING METEOROLOGICAL ELEMENTS
4.6.1
Surface Wind
4.6.1.1 The mean direction and the mean speed of the surface wind shall be measured, as well as significant
variations of wind direction and speed, and reported in degrees true and meters per second (or knots), respectively.
4.6.1.2 Recommendation – When local routine and special reports are used for departing aircraft, the surface
wind observations for these reports should be representative of conditions along the runway; when local routine
and special reports are used for arriving aircraft, the surface wind observations for these reports should be
representative of the touchdown zone.
4.6.1.3 Recommendation – For METAR and SPECI, the surface wind observations should be representative
of conditions above the whole runway where the is only one run way and the whole runway complex where there
is more than one runway.
4.6.2
Visibility
4.6.2.1 The visibility as defined in Chapter 1 shall be measured or observed, and reported in meters or kilometers.
4.6.2.2 Recommendation – When local routine and special reports are used for departing aircraft, the visibility
observations for these reports should be representative of conditions along the runway; when local routine and
special reports are used for arriving aircraft, the visibility observations for these reports should be representative
of the touchdown zone of the runway.
4.6.2.3 Recommendation – For METAR and SPECI the visibility observations should be representative of the
aerodrome.
4.6.3
Runway Visual Range
NOTE: Guidance on the subject of runway visual range is contained in the Manual of Runway Visual Range
Observing and reporting Practices (DOC 9328).
4.6.3.1 Runway visual range as defined in Chapter 1 shall be assessed on all runways intended for Category
II and III instrument approach and landing operations.
4.6.3.2 Recommendation – Runway visual range as defined in Chapter 1 should be assessed on all runways
intended for use during periods of reduced visibility, including:
a. precision approach runways intended for Category I instrument approach and landing operations; and
b. runways used for take-off and having high-intensity edge lights and/or center line lights.
NOTE: Precision approach runways are defined in Annex 14, Volume I, Chapter 1, under ‘Instrument runway’.
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4.6.3.3 The runway visual range, assessed in accordance with 4.6.3.1 and 4.6.3.2, shall be reported in meters
throughout periods when either the visibility or the runway visual range is less than 1500m.
4.6.3.4 Runway visual range assessments shall be representative of:
a. the touchdown zone of the runway intended for non-precision or Category I instrument approach and landings operations;
b. the touchdown zone and the mid-point of the runway intended for Category II instrument approach and
landing operations; and
c. the touchdown zone, the mid-point and stop-end of the runway intended for Category III instrument
approach and landing operations.
4.6.3.5 The units providing air traffic service and aeronautical information service for an aerodrome shall be
kept informed without delay of changes in the serviceability status of the automated equipment used for assessing runway visual range.
4.6.4
Present Weather
4.6.4.1 The present weather occurring at the aerodrome and/or its vicinity shall be observed and reported
as necessary. The following present weather phenomena shall be identified, as a minimum: precipitation and
freezing precipitation (including intensity thereof), fog, freezing fog and thunderstorms (including thunderstorms
in the vicinity).
4.6.4.2 Recommendation – For local routine and special reports, the present weather information should be
representative of conditions at the aerodrome.
4.6.4.3 Recommendation – For METAR and SPECI, the present weather information should be representative
of conditions at the aerodrome and, for certain specified weather phenomena, in its vicinity,
4.6.4.4 Recommendation – Where observations are made using automatic observing systems, provisions
should be made for manual insertion of those present weather elements which cannot be determined adequately
by that equipment.
4.6.5
Clouds
4.6.5.1 Cloud amount, cloud type and height of cloud base shall be observed, and reported as necessary to
describe the clouds of operational significance. When the sky is obscured, vertical visibility shall be observed
and reported, where measured, in lieu of cloud amount, cloud type and height of cloud base. The height of cloud
base and vertical visibility shall be reported in meters (or feet).
4.6.5.2 Recommendation – Cloud observations for local routine and special reports should be representative
of the approach area.
4.6.5.3 Recommendation – Cloud observations for METAR and SPECI should be representative of the aerodrome and its vicinity.
4.6.6
4.6.6.1
sius.
Air Temperature and dew-point temperature
The air temperature and the dew-point temperature shall be measured and reported in degrees Cel-
4.6.6.2 Recommendation – Observation of air temperature and dew-point temperature for local routine and
special reports and METAR and SPECI should be representative for the whole runway complex.
4.6.7
Atmospheric Pressure
The atmospheric pressure shall be measured, and QNH and QFE values shall be computed and reported in
hectopascals.
4.6.8
Supplementary information
Recommendation – Observations made at aerodromes should include the available supplementary information
concerning significant meteorological conditions, particularly those in the approach and climb-out areas. Where
practicable, the information should identify the location of the meteorological condition.
4.7
REPORTING OF INFORMATION FROM AUTOMATIC OBSERVING SYSTEMS
4.7.1 Recommendation – METAR and SPECI from automatic observing systems should be used by States
in a position to do so during non-operational hours of the aerodrome, and during operational hours of the aerodrome as determined by the meteorological authority in consultation with users based on the availability and
efficient use of personnel.
NOTE: Guidance on the use of automatic meteorological observing systems is given in the Manual on Automatic
Meteorological Observing Systems at Aerodromes (Doc 9837).
4.7.2 Recommendation – Local routine and special reports from automatic systems should be used by States
in a position to do so during operational hours of the aerodrome as determined by the meteorological authority
in consultation with users based on the availability and efficient use of personnel.
4.7.3 Local routine and special reports and METAR and SPECI from automatic observing systems shall be
identified with the word "AUTO".
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4.8
OBSERVATION AND REPORTS OF VOLCANIC ACTIVITY
Recommendation – The occurrence of pre-eruption volcanic activity, volcanic eruptions and volcanic ash cloud
should be reported without delay to the associated air traffic services unit, aeronautical information services unit
and meteorological watch office. The report should be made in the form of a volcanic activity report comprising
the following information in the order indicated:
a. message type, VOLCANIC ACTIVITY REPORT;
b. station identifier, location indicator or name of station;
c. date/time of message;
d. location of volcano and name, if known; and
e. concise description of event including, as appropriate, level of intensity of volcanic activity, occurrence of an
eruption and its date and time and the existence of a volcanic ash cloud in the area together with direction
of ash cloud movement and height.
NOTE: Pre-eruption volcanic activity in this context means unusual and/or increasing volcanic activity which
could presage a volcanic eruption.
CHAPTER 5 – AIRCRAFT OBSERVATIONS AND REPORTS
NOTE: Technical specifications and detailed criteria related to this chapter are given in Annex 4.
5.1
OBLIGATIONS OF STATES
Each Contracting State shall arrange, according to the provisions of this chapter, for observations to be made
by aircraft of its registry operating on international air routes and for the recording and reporting of these observations.
5.2
TYPES OF AIRCRAFT OBSERVATIONS
The following aircraft observations shall be made:
a. routine aircraft observations during en-route and climb-out phases of the flight; and
b. special and other non-routine aircraft observations during any phase of the flight.
5.3
ROUTINE AIRCRAFT OBSERVATIONS - DESIGNATION
5.3.1 Recommendation – When air-ground data link is used and automatic dependent surveillance (ADS) or
secondary surveillance radar (SSR) Mode S is being applied, automated routine observations should be made
every 15 minutes during the en-route phase and every 30 seconds during climb-out phase for the first 10 minutes
of the flight.
5.3.2 Recommendation – For helicopter operations to and from aerodromes on offshore structures, routine
observations should be made from helicopters at points and times as agreed between the meteorological authorities and the helicopter operators concerned.
5.3.3 In the case of air routes with high density traffic (e.g. organized tracks), an aircraft from among the aircraft
operating at each flight level shall be designated, at approximately hourly intervals, to make routine observations
in accordance with 5.3.1. The designation procedures shall be subject to regional air navigation agreement.
5.3.4 In the case of the requirement to report during the climb-out phase, an aircraft shall be designated, at
approximately hourly intervals, at each aerodrome to make routine observations in accordance with 5.3.1.
5.4
ROUTINE AIRCRAFT OBSERVATIONS - EXEMPTIONS
Aircraft not equipped with air-ground data link shall be exempted from making routine aircraft observations.
5.5
SPECIAL AIRCRAFT OBSERVATIONS
Special observations shall be made by all aircraft whenever the following conditions are encountered or
observed:
a. moderate or severe turbulence; or
b. moderate or severe icing; or
c. severe mountain wave; or
d. thunderstorms, without hail, that are obscured, embedded, widespread or in squall lines; or
e. thunderstorms, with hail, that are obscured, embedded, widespread or in squall lines; or
f. heavy duststorm or heavy sandstorm; or
g. volcanic ash cloud; or
h. pre-eruption volcanic activity or a volcanic eruption.
NOTE: Pre-eruption volcanic activity in this context means unusual and/or increasing volcanic activity
which could presage a volcanic eruption.
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OTHER NON-ROUTINE AIRCRAFT OBSERVATIONS
When other meteorological conditions not listed under 5.5; e.g., wind shear, are encountered and which, in the
opinion of the pilot-in-command, may affect the safety or markedly affect the efficiency of other aircraft operations, the pilot-in-command shall advise the appropriate air traffic services unit as soon as practicable.
NOTE: Icing, turbulence and, to a large extent, wind shear, are elements which, for the time being, cannot be
satisfactorily observed from the ground and for which in most cases aircraft observations represent the only
available evidence.
5.7
REPORTING OF AIRCRAFT OBSERVATIONS DURING FLIGHT
5.7.1 Aircraft observations shall be reported by air-ground data link. Where air-ground data link is not available
or appropriate, aircraft observations during flight shall be reported by voice communications.
5.7.2 Aircraft observations shall be reported during flight at the time the observation is made or as soon thereafter as is practicable.
5.7.3
Aircraft observations shall be reported as air-reports.
5.8
RELAY OF AIR-REPORTS BY ATS UNITS
The meteorological authority concerned shall make arrangements with the appropriate ATS authority to ensure
that, on receipt by the ATS units:
a. special air-reports by voice communications, the ATS units relay them without delay to their associated
meteorological watch office; and
b. routine and special air-reports by data link communications, the ATS units relay them without delay to their
associated meteorological watch office and WAFCs.
5.9
RECORDING AND POST-FLIGHT REPORTING OF AIRCRAFT
OBSERVATIONS OF VOLCANIC ACTIVITY
Special aircraft observations of pre-eruption volcanic activity, a volcanic eruption or volcanic ash cloud shall
be recorded on the special air-report of volcanic activity form. A copy of the form shall be included with the
flight documentation provided to flights operating on routes which, in the opinion of the meteorological authority
concerned, could be affected by volcanic ash clouds.
CHAPTER 6 – FORECASTS
NOTE: Technical specifications and detailed criteria related to this chapter are given in Appendix 5.
6.1
INTERPRETATION AND USE OF FORECASTS
6.1.1 Owing to the variability of meteorological elements in space and time, to limitations of forecasting techniques and to limitations caused by the definitions of some of the elements, the specific value of any of the
elements given in a forecast shall be understood by the recipient to be the most probable value which the element is likely to assume during the period of the forecast. Similarly, when the time of occurrence or change of
an element is given in a forecast, this time shall be understood to be the most probable time.
6.1.2 The issue of a new forecast by a meteorological office, such as a routine aerodrome forecast, shall be
understood to cancel automatically any forecast of the same type previously issued for the same place and for
the same period of validity or part thereof.
6.2
AERODROME FORECASTS
6.2.1 An aerodrome forecast shall be prepared, on the basis of regional air navigation agreement, by the meteorological office designated by the meteorological authority concerned.
NOTE: The aerodromes for which aerodrome forecasts are to be prepared and the period of validity of these
forecasts are listed in the relevant facilities and services implementation document (FASID).
6.2.2 An aerodrome forecast shall be issued at a specified time and consist of a concise statement of the
expected meteorological conditions at an aerodrome for a specified period.
6.2.3 Aerodrome forecasts and amendments thereto shall be issued as TAF and include the following information in the order indicated:
a. identification of the type of forecast;
b. location indicator;
c. time and issue of forecast;
d. identification of a missing forecast, when applicable;
e. date and period of validity of forecast;
f. identification of a cancelled forecast, when applicable;
g. surface wind;
h. visibility;
i. weather;
j. cloud; and
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k. expect significant changes to one or more of these elements during the period of validity.
Optional elements shall be included in TAF in accordance with regional air navigation agreement.
NOTE: The visibility included in TAF refers to the forecast prevailing visibility.
6.2.4 Meteorological offices preparing TAF shall keep the forecasts under continuous review and, when necessary, shall issue amendments promptly. The length of the forecast messages and the number of changes
indicated in the forecast shall be kept to a minimum.
6.2.5
TAF that cannot be kept under continuos review shall be cancelled.
6.2.6 Recommendation – The period of validity of routine TAF should be not less than 6 hours nor more than
30 hours; this period of validity should be determined by regional air navigation agreement. Routine TAF valid
for less than 12 hours should be issued every 3 hours and those valid for 12 to 30 hours should be issued every
6 hours.
6.2.7 When issuing TAF, meteorological offices shall ensure that not more than one TAF is valid at an aerodrome at any given time.
6.3
LANDING FORECASTS
6.3.1 A landing forecast shall be prepared by the meteorological office designated by the meteorological authority concerned as determined by regional air navigation agreement; such forecasts are intended to meet requirements of local users and of aircraft within about one hour’s flying time from the aerodrome.
6.3.2
Landing forecasts shall be prepared in the form of a trend forecast.
6.3.3 A trend forecast shall consist of a concise statement of expected significant changes in the meteorological conditions at that aerodrome to be appended to a local routine or local special report, or a METAR or SPECI.
The period of validity of a trend forecast shall be 2 hours from the time of the report which forms part of the
landing forecast
6.4
FORECASTS FOR TAKE-OFF
6.4.1 A forecast for take-off shall be prepared by the meteorological office designated by the meteorological
authority concerned.
6.4.2 Recommendation – A forecast for take-off should refer to a specified period of time and should contain
information on expected conditions over the runway complex in regard to surface wind direction and speed and
any variations thereof, temperature, pressure (QNH), and any other elements as agreed locally.
6.4.3 Recommendation – A forecast for take-off should be supplied to operators and flight crew members on
request within the 3 hours before the expected time of departure.
6.4.4 Recommendation – Meteorological offices preparing forecasts for take-off should keep the forecasts
under continuos review and, when necessary, should issue amendments promptly.
6.5
AREA FORECASTS FOR LOW LEVEL FLIGHTS
6.5.1 Recommendation – When the density of traffic operating below flight level 100 (or up to flight level 150 in
mountainous areas, or higher, where necessary) warrants the routine issue and dissemination of area forecasts
for such operations, the frequency of issue, the form and the fixed time or period of validity of those forecasts
and the criteria of amendments thereto shall be determined by the meteorological authority in consultation with
the users.
6.5.2 When the density of traffic operating below flight level 100 warrants the issuance of AIRMET information in accordance with 7.2.1, area forecasts for such operations shall be prepared in a format agreed upon
between the meteorological authorities concerned. When abbreviated plain language is used, the forecast shall
be prepared as a GAMET area forecast, employing approved ICAO abbreviations and numerical values; when
chart form is used, the forecast shall be prepared as a combination of forecasts of upper wind and upper-air
temperature, and of SIGWX phenomena. The area forecasts shall be issued to cover the layer between ground
and flight level 100 (or up to flight level 150 in mountainous areas, or higher, where necessary) and shall contain information on en-route weather phenomena hazardous to low-level flights, in support of the issuance of
AIRMET information, and additional information required by low-level flights.
6.5.3 Area forecasts for low-level flights prepared in support of the issuance of AIRMET information shall be
issued every 6 hours and transmitted to meteorological offices concerned not later than one hour prior to the
beginning of their validity period.
CHAPTER 7 – SIGMET AND AIRMET INFORMATION, AERODROME
WARNINGS AND WIND SHEAR WARNINGS AND ALERTS
NOTE: Technical specifications and detailed criteria related to this chapter are given in Appendix 6.
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SIGMET INFORMATION
7.1.1 SIGMET information shall be issued by a meteorological watch office and shall give a concise description in abbreviated plain language concerning the occurrence and/or expected occurrence of specified en route
weather phenomena, which may affect the safety of aircraft operations, and of the development of those phenomena in time and space.
7.1.2 SIGMET information shall be cancelled when the phenomena are no longer occurring or are no longer
expected to occur in the area.
7.1.3 The period of validity of a SIGMET message shall be not more than 4 hours. In the special case of
SIGMET messages for volcanic ash cloud and tropical cyclones, the period of validity shall be extended up to 6
hours.
7.1.4 Recommendation – SIGMET messages concerning volcanic ash cloud and tropical cyclones should be
based on advisory information provided by VAACs and TCACs, respectively, designated by regional air navigation agreement.
7.1.5 Close coordination shall be maintained between the meteorological watch office and the associated
area control center/flight information centre to ensure that information on volcanic ash included in SIGMET and
NOTAM messages is consistent.
7.1.6 SIGMET messages shall be issued not more than 4 hours before the commencement of the period of
validity. In the special case of SIGMET messages for volcanic ash cloud and tropical cyclones, these messages
shall be issued as soon as practicable but not more than 12 hours before the commencement of the period of
validity. SIGMET messages for volcanic ash and tropical cyclones shall be updated at least every 6 hours.
7.2
AIRMET INFORMATION
7.2.1 AIRMET information shall be issued by a meteorological watch office in accordance with regional air
navigation agreement, taking into account the density of the air traffic operating below flight level 100. AIRMET
information shall give a concise description in abbreviated plain language concerning the occurrence and/or
expected occurrence of specified en-route weather phenomena, which have not been included in Section I of
the area forecast for low-level flights issued in accordance with Chapter 6, section 6.5 and which may affect the
safety of low-level flights, and of the development of those phenomena in time and space.
7.2.2 AIRMET information shall be cancelled when the phenomena are no longer occurring or are no longer
expected to occur in the area.
7.2.3
The period of validity of an AIRMET message shall be not more than 4 hours.
7.3
AERODROME WARNINGS
7.3.1 Aerodrome warnings shall be issued by the meteorological office designated by the meteorological
authority concerned and shall give concise information of meteorological conditions which could adversely
affect aircraft on the ground, including parked aircraft, and the aerodrome facilities and services.
7.3.2 Recommendation – Aerodrome warnings should be cancelled when the conditions are no longer occurring and/or no longer expected to occur at the aerodrome.
7.4
WIND SHEAR WARNINGS AND ALERTS
NOTE: Guidance on the subject is contained in the Manual on Low-level Wind Shear (Doc 9817). Wind shear
alerts are expected to complement wind shear warnings and together are intended to enhance situational awareness of wind shear.
7.4.1 Wind shear warnings shall be prepared by the meteorological office designated by the meteorological
authority concerned for aerodromes where wind shear is considered a factor, in accordance with local arrangements with the appropriate ATS unit and operators concerned. Wind shear warnings shall give concise information on the observed or expected existence of wind shear which could adversely affect aircraft on the approach
path or take-off path or during circling approach between runway level and 500m (1600ft) above that level and
aircraft on the runway during the landing roll or take-off run. Where local topography has been shown to produce
significant wind shears at heights in excess of 500m (1600ft) above runway level, then 500m (1600ft) shall not
be considered restrictive.
7.4.2 Recommendation – Wind shear warnings for arriving aircraft and/or departing aircraft should be cancelled when aircraft reports indicate that wind shear no longer exists or, alternatively, after an agreed elapsed
time. The criteria for the cancellation of a wind shear warning should be defined locally for each aerodrome, as
agreed between the meteorological authority, the appropriate ATS authority and the operators concerned.
7.4.3 At aerodromes where wind shear is detected by automated, ground-based, wind shear remote-sensing or
detection equipment, wind shear alerts generated by these systems shall be issued. Wind shear alerts shall give
concise, up-to-date information related to the observed existence of wind shear involving a headwind/tailwind
change of 7.5m/s (15kt) or more which could adversely affect aircraft on the final approach path or initial take-off
path and aircraft on the runway during the landing roll or take-off run.
7.4.4 Recommendation – Wind shear alerts should be updated at least every minute. The wind shear alert
should be cancelled as soon as the headwind/tailwind change falls below 7.5m/s (15kt).
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CHAPTER 8 - AERONAUTICAL CLIMATOLOGICAL INFORMATION
NOTE: Technical specifications and detailed criteria related to this chapter are given in Appendix 7
8.1
GENERAL PROVISIONS
NOTE: In cases where it is impracticable to meet the requirements for aeronautical climatological information
on a national basis, the collection, processing and storage of observational data may be affected through computer facilities available for international use, and the responsibility for the preparation of required aeronautical
climatological information may be delegated by agreement between the meteorological authorities concerned.
8.1.1 Aeronautical climatological information required for the planning of flight operations shall be prepared in
the form of aerodrome climatological tables and aerodrome climatological summaries. Such information shall
be supplied to aeronautical users agreed between the meteorological authority and those users.
NOTE: Climatological data required for aerodrome planning purposes are set out in Annex 14, Volume I, 3.1.4.
8.1.2 Recommendation – Aeronautical climatological information should normally be based on observations
made over a period of at least 5 years and the period should be indicated in the information supplied.
8.1.3 Recommendation – Climatological data related to sites for new aerodromes and to additional runways
at existing aerodromes should be collected starting as early as possible before commissioning of those aerodromes or runways.
8.2
AERODROME CLIMATOLOGICAL TABLES
Recommendation – Each Contracting State should made arrangements for collecting and retaining the necessary observational data and have the capability:
a. to prepare aerodrome climatological tables for each regular and alternate international aerodrome within
its territory; and
b. to make available such climatological tables to an aeronautical user within a time period as agreed between
the meteorological authority and that user.
8.3
AERODROME CLIMATOLOGICAL SUMMARIES
Recommendation – Aerodrome climatological summaries should follow the procedures prescribed by the World
Meteorological Organization. Where computer facilities are available to store, process and retrieve the information, the summaries should be published, or otherwise made available to aeronautical users on request. Where
such computer facilities are not available, the summaries should be prepared using the models specified by the
World Meteorological Organization, and should be published and kept up to date as necessary.
8.4
COPIES OF METEOROLOGICAL OBSERVATIONAL DATA
Each meteorological authority, on request and to the extent practicable, shall make available to any other meteorological authority, to operators and to others concerned with the application of meteorology to international air
navigation, meteorological observational data required for research, investigation or operational analysis.
CHAPTER 9 - SERVICE FOR OPERATORS AND FLIGHT CREW MEMBERS
9.1
GENERAL PROVISIONS
9.1.1 Meteorological information shall be supplied to operators and flight crew members for:
a. pre-flight planning by operators;
b. in-flight re-planning by operators using centralized operational control of flight operations;
c. use by flight crew members before departure; and
d. aircraft in flight.
9.1.2 Meteorological information supplied to operators and flight crew members shall cover the flight in respect
of time, altitude and geographical extent. Accordingly, the information shall relate to appropriate fixed times,
or periods of time, and shall extent to the aerodrome of intended landing, also covering the meteorological
conditions expected between the aerodrome of intended landing and alternate aerodromes designated by the
operator.
9.1.3 Meteorological information supplied to operators and flight crew members shall be up to date and include
the following information, as established by meteorological authority in consultation with operators concerned:
a. forecast of
1. upper wind and upper-air temperature;
2. upper-air humidity;
3. geopotential altitude of flight levels;
4. flight level and temperature of tropopause;
5. direction, speed and flight level of maximum wind; and
6. SIGWX phenomena;
NOTE: Forecasts of upper-air humidity and geopotential altitude of flight levels are used only in automatic
flight planning and need not be displayed.
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b. METAR or SPECI (including trend forecasts as issued in accordance with regional air navigation agreement) for the aerodromes of departure and intended landing, and for take-off, en-route and destination
alternate aerodromes;
c. TAF or amended TAF for the aerodromes of departure and intended landing, and for take-off, en-route and
destination alternate aerodromes;
d. forecasts for take-off;
e. SIGMET information and appropriate special air-reports relevant to the whole route;
NOTE: Appropriate special air-reports will be those not already used in the preparation of SIGMET.
f. volcanic ash and tropical cyclone advisory information relevant to the whole route;
g. subject to regional air navigation agreement, GAMET area forecast and/or area forecasts for low-level
flights in chart form prepared in support of the issuance of AIRMET information, and AIRMET information
for low-level flights relevant to the whole route;
h. aerodrome warnings for the local aerodrome;
i. meteorological satellite images; and
j. ground-based weather radar information.
9.1.4 Forecasts listed under 9.1.3 a) shall be generated from the digital forecasts provided by the WAFCs
whenever these forecasts cover the intended flight path in respect of time, altitude and geographical extent,
unless otherwise agreed between the meteorological authority and the operator concerned.
9.1.5 When forecasts are identified as being originated by the WAFCs, no modifications shall be made to their
meteorological content.
9.1.6 Charts generated from the digital forecasts provided by the WAFCs shall be made available, as required
by operators, for fixed areas of coverage as shown in Appendix 8, Figures A8-1, A8-2 and A8-3.
9.1.7 When forecasts of upper wind and uppercair temperature listed under 9.1.3 a) 1) are supplied in chart
form, they shall be fixed time prognostic charts for flight levels as specified in Appendix 2, 1.2.2 a). When forecasts of SIGWX phenomena listed under 9.1.3 a) 6) are supplied in chart form, they shall be fixed time prognostic
charts for an atmospheric layer limited by flight levels as specified in Appendix 2, 1.3.2 and Appendix 5, 4.3.2.
9.1.8 The forecasts of upper wind and upper-air temperature and of SIGWX phenomena above flight level
100 requested for pre-flight planning and in-flight re-planning by the operator shall be supplied as soon as they
become available, but not later than 3 hours before departure. Other meteorological information requested for
pre-flight planning and in-flight re-planning by the operator shall be supplied as soon as is practicable.
9.1.9 Where necessary, the meteorological authority of the State providing service for operators and flight
crew members shall initiate coordinating action with the meteorological authorities of other States with a view to
obtaining from them reports and/or forecasts required.
9.1.10 Meteorological information shall be supplied to operators and flight crew members at the location to be
determined by the meteorological authority, after consultation with the operators and at the time to be agreed
upon between the meteorological office and the operator concerned. The service for pre-flight planning shall be
confined to flights originating within the territory of the State concerned. At an aerodrome without a meteorological office, arrangements for the supply of meteorological information shall be as agreed upon between the
meteorological authority and the operator concerned.
9.2
BRIEFING, CONSULTATION AND DISPLAY
NOTE: The requirements for the use of automated pre-flight information systems in providing briefing, consultation and display are given in 9.4.
9.2.1 Briefing and/or consultation shall be provided, on request, to flight crew members and/or other flight
operations personnel. Its purpose shall be to supply the latest available information on existing and expected
meteorological conditions along the route to be flown, at the aerodrome of intended landing, alternate aerodromes and other aerodromes as relevant, either to explain and amplify the information contained in the flight
documentation or, if so agreed between the meteorological authority and the operator, in lieu of flight documentation.
9.2.2 Meteorological information used for briefing and consultation shall include any or all of the information
listed in 9.1.3.
9.2.3 If the meteorological office expresses an opinion on the development of the meteorological conditions at
an aerodrome which differs appreciably from the aerodrome forecast included in the flight documentation, the
attention of flight crew members shall be drawn to the divergence. The portion of the briefing dealing with the
divergence shall be recorded at the time of briefing and this record shall be made available to the operator.
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9.2.4 The required briefing, consultation, display and/or flight documentation shall normally be provided by the
meteorological office associated with the aerodrome of departure. At an aerodrome where these services are
not available, arrangements to meet the requirements of flight crew members shall be as agreed upon between
the meteorological authority and the operator concerned. In exceptional circumstances, such as an undue delay,
the meteorological office associated with the aerodrome shall provide or, if that is not practicable, arrange for
the provision of a new briefing, consultation and/or flight documentation as necessary.
9.2.5 Recommendation – The flight crew member or other flight operations personnel for whom briefing,
consultation and/or flight documentation has been requested should visit the meteorological office at the time
agreed upon between the meteorological office and the operator concerned. Where local circumstances at an
aerodrome make personal briefing or consultation impracticable, the meteorological office should provide those
services by telephone or other suitable telecommunication facilities.
9.3
FLIGHT DOCUMENTATION
NOTE: The requirements for the use of automated pre-flight information systems in providing flight documentation are given in 9.4.
9.3.1 Flight documentation to be made available shall comprise information listed under 9.1.3 a) 1) and 6),
b), c), e), f) and, if appropriate, g). However, when agreed between the meteorological authority and operator
concerned, flight documentation for flights of two hours' duration or less, after a short stop or turnaround, shall be
limited to the information operationally needed, but in all cases the flight documentation shall at least comprise
information on 9.1.3 b), c), e), f) and, if appropriate, g).
9.3.2 Whenever it becomes apparent that the meteorological information to be included in the flight documentation will differ materially from that made available for pre-flight planning and in-flight re-planning, the operator
shall be advised immediately and, if practicable, be supplied with the revised information as agreed between the
operator and the meteorological office concerned.
9.3.3 Recommendation – In cases where a need for amendment arises after the flight documentation has
been supplied. and before take-off of the aircraft, the meteorological office should, as agreed locally, issue the
necessary amendment or updated information to the operator or to the local air traffic services unit, for transmission to the aircraft.
9.3.4 The meteorological authority shall retain information supplied to flight crew members, either as printed
copies or in computer files, for a period of at least 30 days from the date of issue. This information shall be made
available, on request, for inquiries or investigations and, for these purposes, shall be retained until the inquiry or
investigation is completed.
9.4
AUTOMATED PRE-FLIGHT INFORMATION SYSTEMS FOR BRIEFING,
CONSULTATION, FLIGHT PLANNING AND FLIGHT DOCUMENTATION
9.4.1 Where the meteorological authority uses automated pre-flight information systems to supply and display
meteorological information to operators and flight crew members for self-briefing, flight planning and flight documentation purposes, the information supplied and displayed shall comply with the relevant provisions in 9.1 to
9.3 inclusive.
9.4.2 Recommendation – Automated pre-flight information systems providing for a harmonized, common point
of access to meteorological information and aeronautical information services information by operators, flight
crew members and other aeronautical personnel concerned should be established by an agreement between
the meteorological authority and the relevant civil aviation authority or the agency to which the authority to provide service has been delegated in accordance with Annex 15, 3.1.1 c.
NOTE: The meteorological and aeronautical information services information concerned is specified in 9.1 to
9.3 and Appendix 8 and in Annex 15, 8.1 and 8.2 respectively.
9.4.3 Where automated pre-flight information systems are used to provide a harmonized, common point of
access to meteorological information and aeronautical information services information by operators, flight crew
members and other aeronautical personnel concerned, the meteorological authority concerned shall remain
responsible for the quality control and quality management if meteorological information by means of such systems in accordance with Chapter 2, 2.2.2.
NOTE: The responsibilities relating to aeronautical information services information and the quality assurance
of the information is given in Annex 15, Chapter 3.
9.5
INFORMATION FOR AIRCRAFT IN FLIGHT
9.5.1 Meteorological information for use by aircraft in flight shall be supplied by a meteorological office to its
associated air traffic services unit and through D-VOLMET or VOLMET broadcasts as determined by regional
air navigation agreement. Meteorological information for planning by the operator for aircraft in flight shall be
supplied on request, as agreed between the meteorological authority or authorities and the operator concerned.
9.5.2 Meteorological information for use by aircraft in flight shall be supplied to air traffic services units in accordance with specifications of Chapter 10.
9.5.3 Meteorological information shall be supplied through D-VOLMET or VOLMET broadcast in accordance
with the specifications of Chapter 11.
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CHAPTER 10 - INFORMATION FOR AIR TRAFFIC SERVICES, SEARCH AND
RESCUE SERVICES AND AERONAUTICAL INFORMATION SERVICES
NOTE: Technical specifications and detailed criteria related to this chapter are given in Appendix 9.
10.1
INFORMATION FOR AIR TRAFFIC SERVICES UNITS
10.1.1 The meteorological authority shall designate a meteorological office to be associated with each air traffic
services unit. The associated meteorological office shall, after coordination with air traffic services unit, supply,
or arrange for the supply of, up-to-date meteorological information to the unit necessary for the conduct of its
functions.
10.1.2 Recommendation – The associated meteorological office for an aerodrome control tower or approach
control unit should be an aerodrome meteorological office.
10.1.3 The associated meteorological office for a flight information center or area control center shall be a
meteorological watch office.
10.1.4 Recommendation – Where, owing to local circumstances, it is convenient for the duties of an associated meteorological office to be shared between two or more meteorological offices, the division of responsibility
should be determined by the meteorological authority in consultation with the appropriate ATS authority.
10.1.5 Any meteorological information requested by an air traffic services unit in connection with an aircraft
emergency shall be supplied as rapidly as possible.
10.2
INFORMATION FOR SEARCH AND RESCUE SERVICES UNITS
Meteorological offices designated by the meteorological authority in accordance with regional air navigation
agreement shall supply search and rescue services units with the meteorological information they require in a
form established by mutual agreement. For that purpose, the designated meteorological office shall maintain
liaison with the search and rescue services unit throughout a search and rescue operation.
10.3
INFORMATION FOR AERONAUTICAL INFORMATION SERVICES UNITS
The meteorological authority, in coordination with the appropriate civil aviation authority, shall arrange for the
supply of up-to-date meteorological information to relevant aeronautical information services units, as necessary,
for the conduct of their functions.
CHAPTER 11- REQUIREMENTS FOR AND USE OF COMMUNICATIONS
NOTE 1: Technical specification and detailed criteria related to this chapter are given in Appendix10.
NOTE 2: It is recognized that it is for each Contracting State to decide upon it own internal organization and
responsibility for implementing the telecommunication facilities referred to this chapter.
11.1
REQUIREMENTS FOR COMMUNICATIONS
11.1.1 Suitable telecommunications facilities shall be made available to permit aerodrome meteorological
offices and, as necessary, aeronautical meteorological stations to supply the required meteorological information to air traffic services units on the aerodromes for which those offices and stations are responsible, and
in particular to aerodrome control towers, approach control offices and the aeronautical telecommunications
stations serving these aerodromes.
11.1.2 Suitable telecommunications facilities shall be made available to permit meteorological watch offices
to supply the required meteorological information to air traffic services and search and rescue services units in
respect of the flight information regions, control areas and search and rescue regions for which those offices are
responsible, and in particular to flight information centers, area control centers and rescue coordination centers
and the associated aeronautical telecommunications stations.
11.1.3 Suitable telecommunication facilities shall be made available to permit world area forecast centers to
supply the required world area forecast system products to meteorological offices, meteorological authorities
and other users.
11.1.4 Telecommunication facilities between meteorological offices and, as necessary, aeronautical meteorological stations and aerodrome control towers or approach control offices shall permit communications by direct
speech, the speed with which the communications can be established being such that required points may normally be contacted within approximately 15 seconds.
11.1.5 Recommendation – Telecommunication facilities between meteorological offices and flight information
centers, area control centers, rescue coordination centers and aeronautical telecommunication stations should
permit:
a. communications by direct speech, the speed with which the communications can be established being
such that the required points may normally be contacted within approximately 15 seconds; and
b. printed communications, when a record is required by the recipient; the message transmit time should not
exceed 5 minutes.
NOTE: In 11.1.4 and 11.1.5 ‘approximately 15 seconds’ refers to telephony communications involving switchboard operation and ‘5 minutes’ refer to printed communications involving transmission.
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11.1.6 Recommendation – The telecommunication facilities required in accordance with 11.1.4 and 11.1.5
should be supplemented, as and where necessary, by other forms of visual or audio communications, for example, closed-circuit television or separate information processing systems.
11.1.7 Recommendation – As agreed between the meteorological authority and operators, provision should
be made to enable operators to establish suitable telecommunications facilities for obtaining meteorological information from aerodrome meteorological offices or other appropriate sources.
11.1.8 Suitable telecommunications facilities shall be made available to permit meteorological offices to
exchange operational meteorological information with other meteorological offices.
11.1.9 Recommendation – The telecommunications facilities used for the exchange of operational meteorological information should be the aeronautical fixed service or, for the exchange of non-time critical operational
meteorological information, the public Internet, subject to availability, satisfactory operation and bilateral/multilateral and/or regional air navigation agreements.
NOTE 1: Three aeronautical fixed service satellite distribution systems providing for global coverage are used
to support the global exchanges of operational meteorological information. Provisions relating to the satellite
distribution systems are given in Annex 10, Volume III, Part 1, 10.1 and 10.2.
NOTE 2: Guidance material on non-time-critical operational meteorological information and relevant aspects of
the public Internet is provided in the Guidelines on the Use of the Public Internet for Aeronautical Applications
(Doc 9855).
11.2
USE OF AERONAUTICAL FIXED SERVICE COMMUNICATIONS AND THE
PUBLIC INTERNET - METEOROLOGICAL BULLETINS
Meteorological bulletins containing operational meteorological information to be transmitted via aeronautical
fixed service or the public Internet shall be originated by the appropriate meteorological office or aeronautical
meteorological station.
NOTE: Meteorological bulletins containing operational meteorological information authorized for transmission
via aeronautical fixed service are listed in Annex 10, Volume II, Chapter 4, together with the relevant priorities
and priority indicators.
11.3
USE OF AERONAUTICAL FIXED SERVICE COMMUNICATIONS - WORLD
AREA FORECAST SYSTEM PRODUCTS
Recommendation – World area forecast system products in digital form should be transmitted using binary
data communication techniques. The method and channels used for dissemination of the products should be as
determined by regional air navigation agreement.
11.4
USE OF AERONAUTICAL MOBILE SERVICE COMMUNICATION
The content and format of meteorological information transmitted to aircraft and by aircraft shall be consistent
with the provisions of this Annex.
11.5
USE OF AERONAUTICAL DATA LINK SERVICE - CONTENTS OF D-VOLMET
D-VOLMET shall contain current METAR and SPECI together with trend forecasts where available, TAF and
SIGMET, special air-reports not covered by SIGMET and, where available, AIRMET.
NOTE: The requirement to provide METAR and SPECI may be met by the data-link information service (D-FIS)
application entitled ‘Data link-aerodrome routine meteorological report (D-METAR) service’; the requirement to
provide TAF may be met by the D-FIS application entitled ‘Data link-aerodrome forecast (D-TAF) service’; and
the requirement to provide SIGMET and AIRMET messages may be met by the D-FIS application entitled ‘Data
link-SIGMET (D-SIGMET) service’. The details of these data link services are specified in the Manual of Air
Traffic Services Data Link Applications (Doc 9694).
11.6
USE OF AERONAUTICAL BROADCAST SERVICE - CONTENTS
OF VOLMET BROADCASTS
11.6.1 Continuous VOLMET broadcasts, normally on very high frequencies (VHF) shall contain current METAR
and SPECI, together with trend forecasts where available.
11.6.2 Scheduled VOLMET broadcasts, normally on high frequencies (HF), shall contain current METAR and
SPECI, together with trend forecasts where available and, where so determined by regional air navigation agreement, TAF and SIGMET.
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Meteorological Serv ic e for International Air Navigation / Model Charts and Forms - Annex 3
APPENDIX 1 FLIGHT DOCUMENTATION - MODEL CHARTS AND FORMS
MODEL A
MODEL IS
MODEL SWH
MODEL SWM
MODEL SWL
MODEL
MODEL
MODEL
MODEL
MODEL
MODEL
TCG
VAG
STC
SVA
SGE
SN
OPMET information
Upper wind and temperature chart for standard isobaric surface
Example 1 - Arrows, feathers and pennants (Mercartor projection)
Example 2 - Arrows, feathers and pennants (Polar stereographic projection)
Significant weather chart (high level)
Example - Polar stereographic projection (showing the jet stream vertical extent)
Significant weather chart (medium level)
Significant weather chart (low level)
Example 1
Example 2
Tropical cyclone advisory information in graphical format
Volcanic ash advisory information in graphical format
SIGMET for tropical cyclone in graphical format
SIGMET for volcanic ash in graphical format
SIGMET for phenomena other than tropical cyclone and volcanic ash in graphical format
Sheet of notations used in flight documentation
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APPENDIX 1 - MODEL A - OPMET INFORMATION
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Meteorological Serv ice for International Air Navigation / Model Charts - Annex 3
APPENDIX 1 - MODEL IS - UPPER WIND AND TEMPERATURE
CHART FOR ISOBARIC SURFACE
EXAMPLE 1: ARROWS, FEATHERS AND PENNANTS (MERCATOR PROJECTION)
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APPENDIX 1 - MODEL IS - UPPER WIND AND TEMPERATURE CHART
FOR STANDARD ISOBARIC SURFACE
EXAMPLE 2: ARROWS, FEATHERS AND PENNANTS (POLAR STEREOGRAPHIC PROJECTION)
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APPENDIX 1 - MODEL SWH - SIGNIFICANT WEATHER CHART (HIGH LEVEL)
EXAMPLE: POLAR STEREOGRAPHIC PROJECTION (SHOWING THE JET STREAM VERTICAL EXTEND)
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APPENDIX 1 - MODEL SWM - SIGNIFICANT WEATHER CHART (MEDIUM LEVEL)
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EXAMPLE 1
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EXAMPLE 2
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APPENDIX 1 - MODEL TCG - CYCLONE ADVISORY INFORMATION
IN GRAPHICAL FORMAT
1290674883000
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APPENDIX 1 - MODEL VAG - VOLCANIC ASH ADVISORY INFORMATION
IN GRAPHICAL FORMAT
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APPENDIX 1 - MODEL STC - SIGMET FOR TROPICAL CYCLONE
IN GRAPHICAL FORMAT
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APPENDIX 1 - MODEL SVA - SIGMET FOR VOLCANIC ASH
IN GRAPHICAL FORMAT
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APPENDIX 1 - MODEL SGE - SIGMET FOR PHENOMENA OTHER THAN
TROPICAL CYCLONE AND VOLCANIC ASH IN GRAPHICAL FORMAT
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Meteorological Service for International Air Navigation / SIGMET N otations - Annex 3
APPENDIX 1. MODEL SN – SHEET OF NOTATIONS USED IN
FLIGHT DOCUMENTATION
1
SYMBOLS FOR SIGNIFICANT WEATHER
Tropical cyclone
Drizzle
1145640356000
1145640356000
Severe squall line1
Rain
1
1145640356000
145640356000
1
Moderate turbulence
Snow
145640356000
1145640356000
1
Severe turbulence
Shower
Hail
145640356000
1145640356000
1145640356000
Mountain waves
Widespread blowing snow
1
1145640356000
145640356000
Moderate aircraft icing
Severe sand or dust haze
1145640356000
1145640356000
Widespread sandstorm or duststorm
Severe aircraft icing
1145640356000
1145640356000
1
Widespread fog
1
145640356000
Widespread haze
207059668000
1
Radioactive materials in the atmosphere2
Widespread mist
207059692000
1145640356000
Volcanic eruption3
Widespread smoke
1
1145640356000
207059732000
Mountain obscuration
1
Freezing precipitation4
207059780000
1145640356000
1
In flight documentation for flights operating up to FL 100, this symbol refers to “squall line”.
2
The following information should be included at the side of the chart: radioactive materials symbol; Latitude/longitude
of accident site; Date and time of accident; check NOTAM for further information.
3
The following information should be included at the side of the chart: Volcanic eruption symbol; Name
and international number of volcano (if known); Latitude/longitude; Date and time of the first eruption (if
known); check SIGMETS and NOTAM or ASHTAM for volcanic ash.
4
This symbol does not refer to icing due to precipitation coming into contact with an aircraft which is at a very low temperature.
NOTE: Height indications between which phenomena are expected, top above base as per chart legend.
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2
FRONTS AND CONVERGENCE ZONES AND OTHER SYMBOLS USED
1313484373455
Cold front at the surface
12
Position, speed and
level of max. wind
28309653000
1313484373455
Warm front at the surface
Convergence line
12
07060097000
1313484373455
Freezing level
Occluded front at the surface
1145640356000
1313484373455
Quasi-stationary front at the
surface
Intertropical
convergence zone
1145640356000
Tropopause high
State of the sea
1145640356000
1313484373455
Sea surface
temperature
Tropopause low
1313484373455
1145640356000
Widespread strong
surface wind1
Tropopause level
1313484373455
1145640356000
1
313484373455
Wind arrows indicate the maximum wind in jet and the flight level at which it occurs. If the maximum wind
speed is 60 m/s (120 kt) or more, the flight levels between which winds are greater than 40 m/s (80 kt) is
placed below the maximum wind level. In the example, winds are greater than 40 m/s (80 kt) between FL
220 and FL 400.
The heavy line delineating the jet axis begins/ends at the points where a wind speed of 40 m/s (80 kt)
is forecast.
Symbol used whenever the height of the jet axis changes by +/- 3000 ft or the speed changes by +/- 20 kt.
1313
484373455
1
This symbol refers to widespread surface wind speeds exceeding 15 m/s (30 kt).
3
3.1
ABBREVIATIONS USED TO DESCRIBE CLOUDS
TYPE
CI = Cirrus
CC = Cirrocumulus
CS = Cirrostratus
AC = Altocumulus
AS = Altostratus
NS = Nimbostratus
SC = Stratocumulus
ST = Stratus
CU = Cumulus
CB = Cumulonimbus
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3.2
AMOUNT
Clouds except CB:
FEW = few (1/8th to 2/8ths)
SCT = scattered (3/8th to 4/8ths)
BKN = broken (5/8ths to 7/8ths)
OVC = overcast (8/8ths)
CB only:
ISOL = individual CBs (isolated)
OCNL = well separated CBs (occasional)
FRQ = CBs with little or no separation (frequent)
EMBD = CBs embedded in layers of other clouds or concealed by haze (embedded)
3.3
HEIGHTS
Heights are indicated on SWH and SWM charts in flight levels (FL), top over base.
When XXX is used, tops or bases are outside the layer of the atmosphere to which the chart applies.
In SWL charts:
a. Heights are indicated as altitudes above mean sea level;
b. The abbreviation SFC is used to indicate ground level.
4
4.1
DEPICTING OF LINES AND SYSTEMS ON SPECIFIC CHARTS
SWH AND SWM — SIGNIFICANT WEATHER CHARTS (HIGH AND MEDIUM)
Scalloped line
Heavy broken line
Heavy solid line
interrupted by wind
arrow and flight level
Flight levels inside
small rectangles
4.2
= demarcation of areas of significant weather
= delineation of area of CAT
= position of jet stream axis with indication of wind direction, speed in kt or km/h and
height in flight levels. The vertical extent of the jet stream is indicated (in flight
levels), e.g. FL270 accompanied by 240/290 indicates that the jet extends from
FL240 to FL290.
=
height in flight levels of tropopause at spot locations; e.g.,
. Low and High
points of the tropopause topography are indicated by the letters L or H respectively
inside a pentagon with the height in flight levels.
Display explicit FL for JET dephts and tropopause height even if outside forecast
bounds.
1276588679000
SWL — SIGNIFICANT WEATHER CHART (LOW LEVEL)
X
L
H
Scalloped lines
Dashed lines
=
=
=
=
=
position of pressure centres given in hectopascals;
centre of low pressure;
centre of high pressure;
demarcation of area of significant weather
altitude of 0°C isotherm in feet (hectofeet) or metres
i.e., 0°C level is at an
NOTE: 0°C level may also be indicated by;
altitude of 6,000 ft.
= speed in kt or km/h of movement of frontal systems, depressions or anticyclones
Figures on arrows
Figure inside the state = total wave height in feet or metres
of the sea symbol
Figure inside the sea = sea surface temperature in °C
surface temperature
symbol
= wind in kt or km/h
Figures inside the
strong surface wind
symbol
1276588679000
4.3
ARROWS, FEATHERS AND PENNANTS
Arrows indicate direction. Number of pennants and/or feathers correspond to speed.
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EXAMPLE:
1
145640356000
270° / 115 kt (equivalent to 57.5 m/s)
Pennants correspond to 50 kt or 25 m/s;
Feather correspond to 10 kt or 5 m/s;
Half-feather correspond to 5 kt or 2.5 m/s.
A conversion factor of 1 to 2 is used.
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Meteorological Service for International Air Navigation / World Area Forec ast - Annex 3
Appendix 2 - Technical Specifications Related To World Area Forecast
System And Meteorological Offices
Table A2-1. Template for advisory message for volcanic ash
Key:
M
O
=
=
=
=
inclusion mandatory, part of every message ;
inclusion optional ;
a double line indicates that the text following it should be placed on the subsequent line
NOTE 1: The ranges and resolutions for the numerical elements included in advisory messages for volcanic ash
are shown in Appendix 6, Table A6-4.
NOTE 2: The explanations for the abbreviations can be found in the Procedures for Air Navigation Services ICAO Abbreviations and Codes (PANS-ABC, Doc 8400).
NOTE 3: Inclusion of a "colon " after each element heading is mandatory.
NOTE 4: The numbers 1 to 18 are included only for clarity and they are not part of the advisory message, as
shown in the example.
Table A2-1 - Template for advisory message for volcanic ash
Element
Template(s)
Detailed Content
Identification
1 of the type of
Type of message
VA ADVISORY
message (M)
2 Time of origin (M) Year, month, day, time in DTG:
nnnnnnnn/nnnnZ
UTC
nnnnnnnnnnnn
3 Name of VAAC
Name of VAAC
VAAC:
(M)
4 Name of volcano Name and IAVCEI1
VOLCANO: nnnnnnnnnnnnnn
nnnnnnnn
(M)
number of volcano
[nnnnnn]
or UNKNOWN or
UNNAMED
5 Location of
Location of volcano in
PSN:
Nnnnn or Snnnn
volcano (M)
degrees and minutes
or
UNKNOWN or
UNNAMED
nnnnnnnnnnnnnn
6 State or region
State, or region if ash is AREA:
nnnnnn
(M)
not reported over a State
Examples
VA ADVISORY
DTG:
VAAC:
VOLCANO:
KARYMSKY
1000-13
VOLCANO:
UNNAMED
PSN:
N5403
E15927
PSN:
UNKNOWN
AREA:
RUSSIA
SUMMIT
ELEV:
ADVISORY
NR:
1536M
7 Summit elevation Summit elevation in m
(or ft)
8 Advisory number Advisory number: year in
(M)
full and message number
(separate sequence for
each volcano)
9 Information
Information source using
source (M)
free text
nnnM (or
SUMMIT
ELEV:
nnnnnFT)
ADVISORY nnnn/nnnn
NR:
INFO
SOURCE:
Free text up to 32 INFO
characters
SOURCE:
1 Colour code (O)
0
Aviation colour code
AVIATION
COLOUR
CODE:
AVIATION
COLOUR
CODE:
1 Eruption details
1 (M)
Eruption details
(including date/time
of eruption(s))
1 Time of
2 observation of
ash (M)
Day and time (in UTC) of OBS VA
observation of volcanic DTG:
ash
RED or ORANGE
or YELLOW
or GREEN or
UNKNOWN or
NOT GIVEN or
NIL
ERUPTION Free text up to 64
DETAILS: characters
or UNKNOWN
nn/nnnnZ
20080923/
0130Z
TOKYO
2008/4
MTSAT-1R
KVERT
KEMSD
RED
ERUPTION
DETAILS:
ERUPTION
AT 20080923/
0000Z FL300
REPORTED
OBS VA
DTG:
23/0100Z
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Table A2-1 - Template for advisory message for volcanic ash (continued)
Element
1 Observed or
3 estimated ash
cloud (M)
Detailed Content
Horizontal (in degrees
and minutes) and vertical
extent at the time of
observation of the
observed or estimated
ash cloud or, if the
base is unknown, the
top of the observed or
estimated ash cloud;
movement of the
observed or estimated
ash cloud
OBS VA
CLD or
EST VA
CLD:
Examples
Template(s)
TOP FLnnn or
OBS VA
FL250/300
SFC/FLnnn or
CLD:
N5400
FLnnn/nnn
E15930 2
[nnKM WID LINE
N5400
BTN [nnNM WID
E16100 LINE BTN)]
N5300
Nnn[nn] or
E15945 Snn[nn] Wnnn[nn]
MOV SE
or Ennn[nn] 20KT
Nnn[nn] or
SFC/FL200
Snn[nn] Wnnn[nn]
N5130
or Ennn[nn] E16130 Nnn[nn] or
N5130
Snn[nn] Wnnn[nn]
E16230 or Ennn[nn] N5230
Nnn[nn] or
E16230 Snn[nn] Wnnn[nn]
N5230
or Ennn[nn] E16130 Nnn[nn] or
MOV SE
Snn[nn] Wnnn[nn]
15KT
or Ennn[nn]]3 - or
TOP FL240
TOP FLnnn or
MOV W
SFC/FLnnn or
40KMH
FLnnn/nnn
VA NOT
MOV N nnKMH
IDENTIFI(or KT) or
ABLE FM
MOV NE nnKMH
SATELLITE
(or KT) or
DATA WIND
MOV E nnKMH
FL050/070
(or KT) or
180/12MPS
MOV SE nnKMH
(or KT) or
MOV S nnKMH
(or KT) or
MOV SW nnKMH
(or KT) or
MOV W nnKMH
(or KT) or
MOV NW nnKMH
(or KT)4
VA NOT
IDENTIFIABLE
FM SATELLITE
DATA WIND
FLnnn/nnn
nnn/nn[n]MPS
(or KT)4 or
WIND FLnnn/nnn
VRBnnMPS (or
KT) or WIND
SFC/FLnnn
nnn/nn(n)MPS
(or KT) or WIND
SFC/FLnnn
VRBnnMPS (or
KT)
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Table A2-1 - Template for advisory message for volcanic ash (continued)
Element
1 Forecast height
4 and position of
the ash clouds
(+6 HR) (M)
1 Forecast height
5 and position of
the ash clouds
(+12 HR) (M)
Detailed Content
Template(s)
nn/nnnnZ
Day and time (in UTC) (6 FCST VA
hours from the Time of CLD +6HR: SFC or FLnnn/
observation of ash given
[FL]nnn
in Item 12)
[nnKM WID LINE2
Forecast height and
BTN (nnNM WID
position in degrees and
LINE BTN)]
minutes) for each cloud
Nnn[nn] or
mass for that fixed valid
Snn[nn] Wnnn[nn]
time
or Ennn[nn] Nnn[nn] or
Snn[nn] Wnnn[nn]
or Ennn[nn] Nnn[nn] or
Snn[nn] Wnnn[nn]
or Ennn[nn] Nnn[nn] or
Snn[nn] Wnnn[nn]
or Ennn[nn] Nnn[nn] or
Snn[nn] Wnnn[nn]
or Ennn[nn]] 3
or
NO VA EXP
or
NOT AVBL
or
NOT PROVIDED
nn/nnnnZ
Day and Time (in UTC) FCST VA
(12 hours from the “Time CLD +12
SFC or FLnnn/
HR:
of observation of ash”
[FL]nnn
given in Item 12);
[nnKM WID LINE2
Forecast height and
BTN (nnNM WID
position (in degrees and
LINE BTN)]
minutes) for each cloud
Nnn[nn] or
mass for that fixed valid
Snn[nn] Wnnn[nn]
time
or Ennn[nn] Nnn[nn] or
Snn[nn] Wnnn[nn]
or Ennn[nn] Nnn[nn] or
Snn[nn] Wnnn[nn]
or Ennn[nn] Nnn[nn] or
Snn[nn] Wnnn[nn]
or Ennn[nn] Nnn[nn] or
Snn[nn] Wnnn[nn]
or Ennn[nn]] 3
or
NO VA EXP
or
NOT AVBL
or
NOT PROVIDED
Examples
FCST VA
23/0700Z
CLD +6 HR: FL250/350
N5130
E16030N5130
E16230 N5330
E16230 N5330
E16030 SFC/FL180
N4830
E16330 N4830
E16630 N5130
E16630 N5130
E16330
NO VA EXP
NOT AVBL
NOT
PROVIDED
FCST VA
23/1300Z
CLD +12 HR SFC/FL270
N4830
E16130 N4830
E16600 N5300
E16600 N5300
E16130 NO VA EXP
NOT AVBL
NOT
PROVIDED
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Table A2-1 - Template for advisory message for volcanic ash (continued)
Element
1 Forecast height
6 and position of
the ash clouds
(+18 HR) (M)
1
7
1
8
Examples
Detailed Content
Template(s)
nn/nnnnZ
FCST VA
23/1900Z
Day and Time (in UTC) FCST VA
CLD +18 HR NO VA EXP
(18 hours from the “Time CLD +18
SFC or FLnnn/
HR:
of observation of ash”
[FL]nnn
NOT AVBL
given in Item 12);
[nnKM WID LINE2
NOT
Forecast height and
BTN (nnNM WID
PROVIDED
position (in degrees and
LINE BTN)]
minutes) for each cloud
Nnn[nn] or
mass for that fixed valid
Snn[nn] Wnnn[nn]
time
or Ennn[nn] Nnn[nn] or
Snn[nn] Wnnn[nn]
or Ennn[nn] Nnn[nn] or
Snn[nn] Wnnn[nn]
or Ennn[nn] Nnn[nn] or
Snn[nn] Wnnn[nn]
or Ennn[nn] Nnn[nn] or
Snn[nn] Wnnn[nn]
or Ennn[nn] 3
or
NO VA EXP
or
NOT AVBL
or
NOT PROVIDED
Remarks, as necessary RMK:
Free text up to 256 RMK:
Remarks (M)
LATEST REP
characters
FM KVERT
(0120Z)
or
INDICATES
NIL
ERUPTION HAS
CEASED.
TWO DISPERSING
VA CLD ARE
EVIDENT ON
SATELLITE
IMAGERY
NIL
Next advisory (M) Year, month, day and
NXT ADVI- nnnnnnnn/nnnnZ NXT
20080923/
ADVISORY: 0730Z
time in UTC
SORY:
or
NO LATER
NO LATER THAN
THAN
nnnnnnnn/nnnnZ
nnnnnnnn/
or
nnnnZ
NO FURTHER
NO
ADVISORIES
FURTHER
or
ADVISORIES
WILL BE ISSUED
WILL BE
BY
ISSUED BY
nnnnnnnn/nnnnZ
nnnnnnnn/
nnnnZ
1
International Association of Volcanology and Chemistry of the Earth's Interior (IAVCEI).
2
A straight line between two points drawn on a map in the Mercator projection or a straight line between
two points which crosses lines of longitude at a constant angle.
3
Up to 4 selected layers.
4
If ash reported (e.g. AIREP) but not identifiable from satellite data.
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Example A2-1. Advisory message for volcanic ash
FVFE01 RJTD 230130
VA ADVISORY
DTG:
VAAC:
VOLCANO:
PSN:
AREA:
20080923/0130Z
TOKYO
KARYMSKY 1000-13
N5403 E15927
SUMMIT ELEV:
ADVISORY NR:
INFO SOURCE:
AVIATION COLOUR CODE:
ERUPTION DETAILS:
OBS VA DTG:
OBS VA CLD:
FCST VA CLD + 6 HR:
FCST VA CLD + 12 HR:
FCST VA CLD + 18 HR:
RMK:
NXT ADVISORY:
RUSSIA
1536M
2008/4
MTSAT-1R KVERT KEMSD
RED
ERUPTION AT 20080923/0000Z FL300 REPORTED
23/0100Z
FL250/300 N5400 E15930 - N5400 E16100 - N5300 E15945 MOV
SE 20KT
SFC/FL200 N5130 E16130 - N5130 E16230 - N5230 E16230 - N5230
E16130 MOV SE 15KT
23/0700Z FL250/350 N5130 E16030 - N5130 E16230 - N5330 E16230
- N5330 E16030 SFC/FL180 N4830 E16330 - N4830 E1660 - N5130
E16630 - N5130 E16330
23/1300Z SFC/FL270 N4830 E16130 - N4830 E16600 - N5300 E16600
- N5300 E1630
23/1900Z NO VA EXP
LATEST REP FM KVERT (0120Z) INDICATES ERUPTION HAS
CEASED.
TWO DISPERSING VA CLD ARE EVIDENT ON SATELLITE IMAGERY
20080923/0730Z
Table A2-2. Template for advisory message for tropical cyclones
Key:
=
=
a double line indicates that the text following it should be placed on the subsequent line
NOTE 1: The ranges and resolutions for the numerical elements included in advisory messages for tropical
cyclones are shown in Appendix 6, Table A 6-4.
NOTE 2: The explanations for the abbreviations can be found in the Procedures for Air Navigation Services ICAO Abbreviations and Codes (PANS-ABC, Doc 8400).
NOTE 3: All the elements are mandatory.
NOTE 4: Inclusion of a "colon " after each element heading is mandatory.
NOTE 5: The numbers 1 to 19 are included only for clarity and they are not part of the advisory message, as
shown in the example.
Table A2-2 - Template for advisory message for tropical cyclones
Element
Template(s)
Detailed Content
Identification
1 of the type of
Type of message
TC ADVISORY
message (M)
2 Time of origin (M) Year, month, day, time in DTG:
nnnnnnnn/nnnnZ
UTC of issue
3 Name of TCAC
Name of TCAC (location TCAC: nnnn or nnnnnnnnnn
indicator or full name)
4 Name of tropical Name of tropical cyclone TC:
cyclone
or “NIL” for unnamed
tropical cyclone
5 Advisory number Advisory number
NR:
(starting with “01” for
each cyclone)
nnnnnnnnnnnn or
NIL
nn
Examples
TC ADVISORY
DTG:
20040925/1600Z
TCAC:
TCAC:
TC:
YUFO1
MIAMI
GLORIA
NR:
01
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Table A2-2 - Template for advisory message for tropical cyclones (continued)
Element
6 Position of the
centre
Detailed Content
Position of the centre of
the tropical cyclone (in
degrees and minutes)
Direction and speed
of movement given
in sixteen compass
points and km/h (or kt),
respectively, or moving
slowly (< 6 km/h (3kt))
or stationary (< 2km/h
(1kt))
Template(s)
Nnn[nn] or Snn[nn] PSN:
Wnnn[nn] or
Ennn[nn]
7 Direction and
MOV: N nnKMH (or KT) or MOV:
speed of
NNE nnKMH (or KT)
movement
or
NE nnKMH (or KT)
or
ENE nnKMH (or KT)
or
E nnKMH (or KT) or
ESE nnKMH (or KT)
or
SE nnKMH (or KT)
or
SSE nnKMH (or KT)
or
S nnKMH (or KT) or
SSW nnKMH (or
KT) or
SW nnKMH (or KT)
or
WSW nnKMH (or
KT) or
W nnKMH (or KT) or
WNW nnKMH (or
KT) or
NW nnKMH (or KT)
or
NNW nnKMH (or
KT) or
SLW or STNR
8 Central pressure Central pressure (in hPa) C:
nnnHPA
C:
9 Maximum
MAX
nn[n]MPS
Maximum surface wind MAX
WIND: (or nn[n]KT)
WIND:
surface wind
near the centre (mean
over 10 minutes, in km/h
(or kt))
1 Forecast of
FCST
FCST nn/nnnnZ
Day and time (in UTC)
0 centre postion
(6 hours from the “DTG” PSN
Nnn[nn] or Snn[nn] PSN +6
(+6 HR)
HR
+6 HR: Wnnn(nn) or
given in item 2):
Ennn[nn]
Forecast position (in
degrees and minutes) of
the centre of the tropical
cyclone
1 Forecast of
FCST
Forecast of maximum
FCST nn[n]MPS
1 maximum
surface wind (6 hours
MAX
MAX
(or nn[n]KT)
WIND
surface wind (+ 6 after the “DTG” given in WIND
+6 HR:
HR)
item 2)
+6 HR:
1 Forecast of
FCST
FCST nn/nnnnZ
Day and time (in UTC)
2 centre postion
(12 hours from the “DTG” PSN
Nnn[nn] or Snn[nn] PSN
+12 HR
+12
(+12 HR)
given in item 2):
Wnnn(nn) or
HR:
Ennn[nn]
Forecast position (in
degrees and minutes) of
the centre of the tropical
cyclone
PSN:
Examples
N2706 W07306
NW 20 KMH
965HPA
22MPS
25/2200Z
N2748 W07350
22MPS
26/0400Z
N2830 W07430
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Table A2-2 - Template for advisory message for tropical cyclones (continued)
Element
1 Forecast of
3 maximum
surface wind (+
12 HR)
1 Forecast of
4 centre postion
(+18 HR)
1 Forecast of
5 maximum
surface wind (+
18 HR)
1 Forecast of
6 centre postion
(+24 HR)
1 Forecast of
7 maximum
surface wind (+
24HR)
Detailed Content
Forecast of maximum
surface wind (12 hours
after the “DTG” given in
item 2)
FCST
MAX
WIND
+12
HR:
FCST
Day and time (in UTC)
(18 hours from the “DTG” PSN
+18
given in item 2):
HR:
Forecast position (in
degrees and minutes) of
the centre of the tropical
cyclone
Forecast of maximum
FCST
surface wind (18 hours MAX
after the “DTG” given in WIND
item 2)
+18
HR:
FCST
Day and time (in UTC)
(24 hours from the “DTG” PSN
+24
given in item 2):
HR:
Forecast position (in
degrees and minutes) of
the centre of the tropical
cyclone
Forecast of maximum
FCST
surface wind (24 hours MAX
after the “DTG” given in WIND
item 2)
+24
HR:
Remarks, as necessary RMK:
1 Remarks
8
1 Expected time of Expected year, month,
NXT
9 issuance of next day and time (in UTC) of MSG:
issuance of next advisory
advisory
1
Template(s)
nn[n]MPS
(or nn[n]KT)
nn/nnnnZ
Nnn[nn] or Snn[nn]
Wnnn(nn) or
Ennn[nn]
nn[n]MPS
(or nn[n]KT)
nn/nnnnZ
Nnn[nn] or Snn[nn]
Wnnn(nn) or
Ennn[nn]
nn[n]MPS
(or nn[n]KT)
Free text up to 256
characters or NIL
[BFR] nnnnnnnn/
nnnnZ
or
NO MSG EXP
Examples
22MPS
FCST
MAX
WIND
+12
HR:
26/1000Z
FCST
PSN
N2852 W07500
+18 HR
21MPS
FCST
MAX
WIND
+18
HR:
26/1600Z
FCST
PSN
N2912 W07530
+24 HR
FCST
MAX
WIND
+24
HR:
RMK:
20MPS
NXT
MSG:
20040925/2000Z
Fictitious location.
Example A2-2. Advisory message for tropical cyclones
DTG:
TCAC:
TC:
NR:
PSN:
MOV:
C:
MAX WIND:
FCST PSN + 6 HR
FCST MAX WIND + 6 HR
FCST PSN + 12 HR:
FCST MAX WIND + 12 HR:
FCST PSN + 18 HR:
FCST MAX WIND + 18 HR:
FCST PSN + 24 HR:
FCST MAX WIND + 24 HR:
RMK
NXT MSG:
TC ADVISORY
19970925/1600Z
YUFO
GLORIA
01
N2706 W07306
NW 20KMH
965HPA
22MPS
25/2200Z N2748 W07350
22MPS
26/0400Z N2830 W07430
22MPS
26/1000Z N2852 W07500
21MPS
26/1600Z N2912 W07530
20MPS
NIL
19970925/2000Z
NIL
348
METEOROLOGY SERVICE FOR INTERNATIONAL
AIR NAVIGATION
METEOROLOGICAL SERVICE FOR INTERNATIONAL AIR NAVIGATION - ANNEX 3
Meteorological Serv ic e for International Air Navigation / METAR and SPECI - Annex 3
Appendix 3 - Technical Specifications Related To Meteorological Observations And Reports
Key:
Table A3-1 - Template for the local routine (MET REPORT) and local (SPECIAL) reports
=
M
inclusion mandatory, part of every message
=
inclusion conditional, dependent on meteorological conditions
C
=
inclusion optional
O
NOTE 1: The ranges and resolutions for the numerical elements included in the local routine and special reports
are shown in Table A3-4 of this appendix.
NOTE 2: The explanations for the abbreviations used can be found in the Procedures for Air Navigation Services
- ICAO Abbreviations and Codes (PANS-ABC, Doc 8400).
Element as
specified in
Chapter 4
Identification of the
type of
report (M)
Location
indicator (M)
Time of the
observation
(M)
Identification of an
automated
report (C)
Surface
wind (M)
Detailed
content
Examples
Template(s)
Type of report MET REPORT or SPECIAL
MET REPORT
SPECIAL
ICAO location nnnn
indiactor (M)
nnnnnnZ
Day and
actual time
of the
observation
in UTC
Automated
AUTO
report
identifier (C)
YUDO1
Name of the
element (M)
WIND
Runway (O)2
RWY nn[L] or RWY nn[C] or RWY nn[R}
Runway
TDZ
section (O)3
Wind direction nnn/
(M)
Wind speed
(M)
VRB BTN nnn/ AND nnn/ or CALM
VRB
[ABV] n[n][n]MPS (or [ABV] n[n]KT)
MAX [ABV] nn [n] MNM n [n]
Significant
speed
variations (C)4
—
VRB
Significant
BTN
directional
variations (C)5 nnn/
AND
nnn/
Runway
MID
sections (O)3
221630Z
AUTO
WIND 240/4MPS
(WIND 240/8KT)
WIND RWY 18 TDZ 190/6MPS
(WIND RWY 18 TDZ
190/12KT)
WIND VRB1MPS WIND CALM
(WIND VRB2KT)
WIND VRB BTN 350/AND
050/1MPS
(WIND VRB BTN 350/AND
050/2KT)
WIND 270/ABV49MPS
(WIND 270/ABV99KT)
WIND 120/3MPS MAX9 MNM2
(WIND 120/6KT MAX18
MNM4)
WIND 020/5MPS VRB BTN
350/ AND 070/
(WIND 020/10KT VRB BTN
350/ AND 070/)
WIND RWY 14R MID
140/6MPS
(WIND RWY 14R MID
140/12KT)
METEOROLOGY SERVICE FOR INTERNATIONAL
349
AIR NAVIGATION
METEOROLOGICAL SERVICE FOR INTERNATIONAL AIR NAVIGATION - ANNEX 3
Element as
specified in
Chapter 4
Detailed
content
Examples
Template(s)
Wind direction nnn/
(O)3
Wind speed
(O)3
Significant
speed
variations (C)4
Significant
directional
variations (C)5
Runway
section (O)3
VRB BTN nnn/ AND nnn/ or CALM
VRB
[ABV] n[n][n]MPS (or [ABV] n[n]KT)
MAX [ABV] nn [n] MNM n [n]
VRB
BTN
nnn/
AND
nnn/
END
—
WIND RWY 27 TDZ 240/8MPS
MAX14 MNM5 END 250/7MPS
(WIND RWY 27 TDZ 240/16KT
MAX28 MNM10 END
250/14KT)
Wind direction nnn/
(O)3
Wind speed
(O)3
Significant
speed
variations (C)4
Significant
directional
variations (C)5
Visibility (M) Name ot the
element (M)
Runway (O)2
RVR(C)6
Runway
section (O)3
Visibilty (M)
Runway
section (O)3
Visibility (O)3
Runway
section (O)3
Visibility (O)3
Name of the
element (M)
Runway (C)7
Runway
section (C)8
RVR (M)
Runway
section (C)8
RVR (C)8
VRB BTN nnn/ AND nnn/ or CALM
VRB
[ABV] n[n][n]MPS (or [ABV] n[n]KT
MAX [ABV] nn [n] MNM n [n]
VRB
BTN
nnn/
AND
nnn/
VIS
—
RWY nn[L] or RWY nn[C] or RWY
nn[R]
TDZ
CAVOK
CAVOK
VIS
350M
VIS 7KM
VIS
10KM
VIS RWY 09 TDZ 800M END
1200M
nn[n][n]M or n[n]KM
MID
nn[n][n]M or n[n]KM
END
nn[n][n]M or n[n]KM
RVR
VIS RWY 18C TDZ 6KM RWY
27 TDZ 4000M
RVR RWY 32 400M
RVR RWY 20 1600M
RWY nn[L] or RWY nn[C] or RWY
nn[R]
TDZ
[ABV or BLW] nn[n][n]M
MID
[ABV or BLW] nn[n][n]M
RVR RWY 10L BLW 50M
RVR RWY 14 ABV 2000M
RVR RWY 10 BLW 150M
RVR RWY 12 ABV 1200M
RVR RWY12 TDZ 1100M MID
ABV 1400M
350
METEOROLOGY SERVICE FOR INTERNATIONAL
AIR NAVIGATION
METEOROLOGICAL SERVICE FOR INTERNATIONAL AIR NAVIGATION - ANNEX 3
Element as
specified in
Chapter 4
Present
weather
(C)9 '10
Detailed
content
Runway
section (C)8
END
RVR (C)8
Intensity
of present
weather (C)9
Characteristics and type
of present
weather (C)9,
[ABV or BLW] nn[n][n]M
FBL or —
MOD
or HVY
DZ or RA or
IC or FG or BR or
SN or SG or
SA or DU or HZ or
PL or DS or
FU or VA or SQ or
SS or FZDZ
PO or FC or TS or
or FZUP12
BCFG or BLDU or
or FC13 or
BLSA or BLSN or
FZRA or SHGR DRDU or DRSA or
or SHGS or
DRSN or FZFG or
SHRA or SHSN MIFG or PRFG
or SHUP12
or TSGR or
TSGS or TSRA
or TSSN or
TSUP12 or UP12
11
Cloud (M)14 Name of the
element (M)
Runway (O)2
RVR RWY 16 TDZ 600M MID
500M END 400M
RVR RWY 26 500M RWY 20
800M
Air
Name of the
temperature element (M)
(M)
Air
temperature
(M)
Dew-point
Name of the
temperature element (M)
(M)
Dew-point
temperature
(M)
Pressure
Name of the
values (M) element (M)
QNH (M)
MOD RA
HVY
TSRA
HVY DA
FBL SN
HVY TSRASN
FBL
SNRA
FBL DZ
FG
HVY
SHSN
BLSN
HVY
TSUP
HZ
FG
VA
MIFG
CLD
RWY nn[L] or RWY nn[C] or RWY
nn[R]
Cloud amount FEW
OBSC NSC or
(M) or vertical or
NCD12
visibility (O)9 SCT or
BKN or
OVCor
///12
Cloud type
CB or —
(C)9
TCU
Height of
cloud base
or the value
of vertical
visibility (C)9
Examples
Template(s)
nn[n][
n] M (or
nnn[n]
FT)
[VER
VIS
nn[n]M
(or
VER
VIS
nnn[n]
FT)
T
CLD NSC
CLD SCT 300M OVC 600M
(CLD SCT 1000FT OVC
2000FT)
CLD OBSC VER VIS 150M
(CLD OBSC VER VIS 500FT)
CLD BKN TCU 270M
(CLD BKN TCU 900FT)
CLD RWY 08R BKN 60M,
RWY 26 BKN 90M)
(CLD RWY 08R BKN 200FT
RWY 26 BKN 300FT)
CLD /// CB 400M (CLD /// CB
1200FT)
CLD NCD
T17
TMS08
[MS]nn
DP
DP15
DPMS18
[MS]nn
QNH
nnnnHPA
QNH 0995HPA
QNH 1009HPA
METEOROLOGY SERVICE FOR INTERNATIONAL
351
AIR NAVIGATION
METEOROLOGICAL SERVICE FOR INTERNATIONAL AIR NAVIGATION - ANNEX 3
Element as
specified in
Chapter 4
Detailed
content
Name of the
element (O)
QFE (O)
Template(s)
QFE
Examples
QNH 1022HPA QFE 1001HPA
QNH 0987HPA QFE RWY 18
0956HPA RWY 24 0955HPA
[RWY nn[L] or RWY nn[C] or RWY nn[R]]
nnnHPA
[RWY nn[L] or RWY nn[C] or RWY nn[R]
nnnHPA]
Supplemen- Significant
CB or TS or MOD TURB or SEV TURB or WS FC IN APCH
tary informeteorologi- or GR or SEV SQL or MOD ICE or SEV ICE
WS IN APCH 60M-WIND:
mation (C)9 cal phenom- or FZDZ or FZRA or SEV MTW or SS or DS
360/13MPS
ena (C)9
or BLSN or FC15
WS RWY 12
Location of the IN APCH [nnnnM-WIND nnn/nnMPS] or IN
phenomenon CLIMB-OUT [nnnnM-WIND nnn/nnMPS]
(C)9
(IN APCH [nnnnFT-WIND nnn/nnKT] or IN
CLIMB-OUT [nnnnFT-WIND nnn/nnKT] or
RWY nn[n]
Recent
REFZDZ or REFZRA or REDZ or RE[SH]RA or REFZRA
weather (C)9, RERASN or RE[SH]SN or RESG or RESHGR CB IN CLIMB-OUT RETSRA
10
or RESHGS or REBLSN or RESS or REDS or
RETSRA or RETSSN or RETSGR or RETSGS
or REFC or REPL or or REUP12 or REFZUP12
or RETSUP12 or RESHUP12 or REVA or RETS
Trend
Name of the TREND
forecast16
element (M)
TREND TREND BECMG
Change
NOSIG BECMG or TEMPO
NOSIG FEW 600M
indicator (M)17
(TREND BECMG
FEW 2000FT)
Period of
FMnnnn and/or TLnnnn or
change (C)9
ATnnnn
TREND TEMPO 250/18MPS
Wind (C)9
nnn/[ABV]n[n][n]MPS
[MAX[ABV]nn[n]] (or nnn/[ABV]n[n]KT MAX25
[MAX[ABV]nn])
TREND TEMPO 250/36KT
MAX50
Visibility (C)9
VIS nn[n][n]M or
CAVOK TREND BECMG AT1800 VIS
10KM NSW
VIS n[n]KM
TREND BECMG TL1700 VIS
800M FG
TREND BECMG FM1030
TL1130 CAVOK
Weather
FBLor —
NSW
TREND TEMPO TL1200 VIS
phenomenon
MOD
600M BECMG AT1230 VIS
9
intensity (C)
or HVY
8KM NSW CLD NSC
352
METEOROLOGY SERVICE FOR INTERNATIONAL
AIR NAVIGATION
METEOROLOGICAL SERVICE FOR INTERNATIONAL AIR NAVIGATION - ANNEX 3
Element as
specified in
Chapter 4
Detailed
content
Weather phenomenon:
characteristics and type
(C)9,10,11
Name of the
element (C)9
Cloud amount
and vertical
visibility (C)9
Cloud type
(C)9
Height of
cloud base
or the value
of vertical
visibility (C)9
Template(s)
DZ or
RA or
SN or
SG or
PL or
DS or
SS or
FZDZ
or
FZRA
or
SHGR
or
SHGS
or
SHRA
or
SHSN
or
TSGR
or
TSGS
or
TSRA
or
TSSN
CLD
IC or FG
or BR
or SA
or DU
or HZ
or FU
or VA or
SQ or
PO or
FC or
TS or
BCFG
or
BLDU or
BLSA or
BLSN or
DRDU
or
DRSA
or
DRSN
or
FZFG or
MIFG or
PRFG
FEW
or
SCT or
BKN or
OVC
CB or
TCU
nn[n][n]
M (or
nnn[n]
FT)
OBSC
Fictitous location.
Optional values for one or more runways.
3
Optinal values for one or more sections of the runway
4
To be included in accordance with 4.1.5.2 c)
5
To be included in accordance with 4.1.5.2 b)1)
6
To be included if visibility or RVR < 1500m
7
To be included in accordance with 4.3.6.4 d)
8
To be included in accordance with 4.3.6.4 c)
9
To be included whenever applicable.
11
NSC
[VER
VIS
nn[n]M
(or VER
VIS
nnn[n]
FT)]
2
10
TREND TEMPO FM0300
TL0430 MOD FZRA
TREND BECMG FM1900 VIS
500M HVY SNRA
TREND BECMG FM1100 MOD
SN TEMPO FM1130 BLSN
—
1
Examples
TREND BECMG AT 1130 CLD
OVC 300M
(TREND BECMG AT 1130 CLD
OVC 1000FT)
TREND TEMPO TL1530 HVY
SHRA CLD BKN CB 360M
(TREND TEMPO TL1530 HVY
SHRA CLD BKN CB 1200FT)
One or more, up to a maximum of three groups, in accordance with 4.4.2.8 a), 4.8.1.1 and Appendix 5, 2.2.4.3
Precipitation types listed under 4.4.2.3 a) may be combined in accordance with 4.4.2.8 c) and Appendix 5, 2.2.4.1. Only
moderate or heavy precipitation to be indicated in trend forecast in accordance with Appendix 5, 2.2.4.1.
12
For automated reports only
13
Heavy used to indicate tornado or waterspout; moderate used to indicate funnel cloud not reaching the ground
14
Up to four cloud layers in accordance with 4.5.4.2 e)
15
Abbreviation plain language may be used in accordance with 4.8.1.2.
16
To be included in accordance with Chapter 6, 6.3.2.
17
Number of change indicators to be kept to a minimum in accordance with Appendix 5, 2.2.1, normally not exceeding three groups.
METEOROLOGY SERVICE FOR INTERNATIONAL
353
AIR NAVIGATION
METEOROLOGICAL SERVICE FOR INTERNATIONAL AIR NAVIGATION - ANNEX 3
Table A3-2 - Template for METAR and SPECI
Key:
M
C
O
=
=
=
inclusion mandatory, part of every message
inclusion conditional, dependent on meteorological conditions or method of observation
inclusion optional
NOTE 1: The ranges and resolutions for the numerical elements included in METAR and SPECI are shown in
Table A3-5 of this appendix.
NOTE 2: The explanations for the abbreviations used can be found in the Procedures for Air Navigation Services
- ICAO Abbreviations and Codes (PANS-ABC, Doc 8400).
Element as
Detailed
specified in
Template(s)
content
Chapter 4
Identification Type of report METAR, METAR COR, SPECI or SPECI COR
of the type of (M)
report (M)
Location
indicator (M)
Time of the
observation
(M)
ICAO location nnnn
indicator (M)
Day and actual nnnnnnZ
time of the
observation in
UTC (M)
Automated or AUTO or NIL
missing report
identifier (C)
Indentification of an
automated
or missing
report (C)2
END OF METAR IF THE REPORT IS MISSING.
Surface wind Wind direction nnn
(M)
(M)
Wind speed
[P]nn[n]
(M)
Visibility (M)
Significant
speed
variations (C)3
Units of
measurement
(M)
Significant
directional
variations (C)4
Prevailing
or minimum
visibility (M)5
AUTO
NIL
24004
MPS
(24008
KT)
19006
MPS
(19012
KT)
00000
MPS
(00000
KT)
140P149
MPS
(140P99
KT)
12003G09MPS
(12006G18KT)
24008G14MPS
(24016G28KT)
VRB
MPS (or KT)
nnnn
METAR
METAR COR
SPECI
YUDO1
221630Z
G[P]nn[n]
nnnVnnn
Examples
–
VRB01
MPS
(VRB02
KT)
02005MPS 350V070)
02010KT 350V070)
C
A
V
O
K
0350
7000
9999
0800
CAVOK
354
METEOROLOGY SERVICE FOR INTERNATIONAL
AIR NAVIGATION
METEOROLOGICAL SERVICE FOR INTERNATIONAL AIR NAVIGATION - ANNEX 3
Element as
specified in
Chapter 4
RVR(C)7
Detailed
content
Examples
Template(s)
Minimum
visibility and
direction of
the minimum
visibility (C)6
nnnn[N] or nnnn[NE] or nnnn[E] or
nnnn[SE] or nnnn[S] or nnnn[SW] or
nnnn[W] or nnnn[NW]
Name of the
element (M)
Runway (M)
R
RVR (M)
[P or M]nnnn
nn[L]/or nn[C)]/ or nn[R]/
RVR
V[P or M]nnnn
variations (C)8
RVR past
U, D or N
tendency (C) 9
Present
weather (C)
2, 10
Intensity or
proximity
of present
weather (C)
– or +
–
2000
1200NW
6000
2800E
6000
2800
R32/0400
R12R/1700
R10/M0050
R14L/P2000
R16L/0650 R16C/0500
R16R/0450 R17L/0450
R20/0700V1200
R19/0350VP1200
R12/1100U
R26/0550N R20/0800D
R09/0375V0600U
R10/M0150V0500D
VC
11
Characteristics and type
of present
weather (M)
12
DZ or
RA or
SN or
SG or
PL or
DS or
SS or
FZDZ
or
FZRA
or
FZUP13
or
FC14 or
SHGR
or
SHGS
or
SHRA
or
SHSN
or
SHUP
or
TSGR
or
TSGS
or
TSRA
or
TSSN
or
TSUP
or UP13
IC or FG or
BR or SA or
DU or HZ or
FU or VA or
SQ or PO or
TS or
FC or TS or
BCFG or
BLDU or
BLSA or
BLSN or
DRDU or
DRSA or
DRSN or
FZFG or
MIFG or
PRFG
FG or
PO or
FC or
DS or
SS or
TS or
SH or
BLSN or
BLSA or
BLDU or
VA
RA
+TSRA
+DZ
-SN
+TSRASN
-SNRA
DZ FG
+SHSN
BLSN
UP
FZUP
TSUP
FZUP
HZ
FG
VA
MIFG
VCFG
VCSH
VCTS
VCBLSA
METEOROLOGY SERVICE FOR INTERNATIONAL
355
AIR NAVIGATION
METEOROLOGICAL SERVICE FOR INTERNATIONAL AIR NAVIGATION - ANNEX 3
Element as
Detailed
specified in
content
Chapter 4
Cloud (M)15 Cloud amount
and height of
cloud base
or vertical
visibility (M)
Cloud Type
(C) 2
Air and
dew-point
temperature
(M)
Pressure
values (M)
Air and
dew-point
temperatures
(M)
Name of the
element (M)
QNH (M)
Supplemen- Recent
tary informa- weather (C)
2, 10
tion (C)
Wind shear
(C)2
Trend
forecast
(O)18
Sea-surface
temperature
and state of
the sea (C) 16
Sta- Runway
te of designathe tor (M)
run- Runway
way deposits
(C) (M)
17
Extent of
runway
contamination
(M)
Depth of
deposit
(M)
Friction
coefficient or
braking
action
(M)
Change
indicator (M)19
Period of
change (C)2
Wind (C)2
Examples
Template(s)
FEWn- VVnnn or VV///
nn or SCTnnn
or BKNnnn or
OVCnnn or
////// 13
CB or –
TCU or
/// 13
FEW015 VV005
OVC030 VV///
NSC
SCT010
BKN025///
OVC020
NSC or
NCD 13
BKN009 TCU
SCT008
BKN025CB
//////CB
17/10
02/M08
M01/M10
[M]nn/[M]nn
NCD
Q
Q0995
Q1009
nnnn
Q1022
Q0987
REFZDZ or REFZRA or REDZ or RE[SH]RA or REFZRA
RERASN or RE[SH]SN or RESG or RESHGR RETSRA
or RESHGS or REBLSN or RESS or REDS or
RETSRA or RETSSN or RETSGR or RETSGS
or RETS or REFC or REVA or REPL or REUP
13 or REFZUP 13 or RETSUP 13 or RESHUP13
WS Rnn[L] or WS Rnn[C] or WS Rnn[R] or WS WS R03
ALL RWY
WS ALL RWY
WSR18C
W[M]nn/Sn
W15/S2
R/SN
OCLO
R nn [L]/ or Rnn[C]/ or Rnn[R]/
CLRD//
n or /
R99/421594
R/SNOCLO
R14L/CLRD//
n or /
nn or //
nn or //
NOSIG BECMG or TEMPO
FMnnnn and/or TLnnnn or
ATnnnn
nnn[P]nn[n]]MPS (or nnn[P[nn[G[P]
nn]KT)
NOSIG
BECMG
FEW020
TEMPO 25018G25MPS
(TEMPO 25035G50KT)
356
METEOROLOGY SERVICE FOR INTERNATIONAL
AIR NAVIGATION
METEOROLOGICAL SERVICE FOR INTERNATIONAL AIR NAVIGATION - ANNEX 3
Element as
specified in
Chapter 4
Detailed
content
Prevailing
visibility (C)2
nnnn
Weather
phenomenon:
intensity (C)11
Weather
phenomenon:
characteristics
and type (C)2,
–or +
—
DZ or
RA or
SN or
SG or
PL or
DS or
SS or
FZDZ
or
FZRA
or
SHGR
or
SHGS
or
SHRA
or
SHSN
or
TSGR
or
TSGS
or
TSRA
or
TSSN
FEW
nnn or
SCT
nnn or
BKN
nnn or
OVC
nnn
CB or
TCU
IC or FG
or BR or
SA or DU
or HZ or
FU or VA
or SQ or
PO or FC
or TS or
BCFG or
BLDU or
BLSA or
BLSN or
DRDU or
DRSA or
DRSN or
FZFG or
MIFG or
PRFG
10, 12
Cloud amount
and height of
cloud base
or vertical
visibility (C)
2
Cloud type
(C)2
Examples
Template(s)
C
A
V
O
K
VVnnn or
SCTnnn or
BKNnnn or
OVC nnn
—
BECMG FM1030 TL1130
CAVOK
BECMG TL1700 0800 FG
BECMG AT1800 9000 NSW
BECMG FM1900 0500
+SNRA
BECMG FM1100 SN TEMPO
FM1130 BLSN
TEMPO FM0330 TL0430
FZRA
NSW
NSC
TEMPO TL1200 0600
BECMG AT1200 8000 NSW
NSC
BECMG AT1130 OVC010
TEMPO TL1530 +SHRA
BKN012CB
1
Fictitous location.
2
To be included whenever applicable.
3
To be included in accordance with 4.1.5.2c).
4
To be included in accordance with 4.1.5.2 b) 1).
5
To be included in accordance with 4.2.4.4 b).
6
To be included in accordance with 4.2.4.4 a).
7
To be included if visibility or RVR <1500m; for up to a maximum of four runways in accordance with 4.3.6.5 b).
8
To be included in accordance with 4.3.6.6 b).
9
To be included in accordance with 4.3.6.6 a).
10
One or more, up to a maximum of three groups, in accordance with 4.4.2.8 a), 4.8.1.1 and Appendix 5, 2.2.4.1.
11
To be included whenever applicable; no qualifier for moderate intensity in accordance with 4.4.2.7.
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12
Precipitation types listed under 4.4.2.3 a) may be combined in accordance with 4.4.2.8 c) and Appendix 5, 2.2.4.1. Only
moderate or heavy precipitation to be indicated in trend forecast in accordance with Appendix 5, 2.2.4.1.
13
For automated reports only.
14
Heavy used to indicate tornado or waterspout; moderate (no qualifier) to indicate funnel cloud not reaching the ground.
15
Up to four cloud layers in accordance with 4.5.4.3 e).
16
To be included in accordance with 4.8.1.5 a).
17
To be included in accordance with 4.8.1.5 b).
18
To be included in accordance with Chapter 6, 6.3.2.
19
Number of change indicators to be kept to a minimum in accordance with Appendix 5, 2.2.1, normally not exceeding three groups.
Table A3-3 - Use of change indicators in trend forecast
Change Indicator
NOSIG
BECMG
TEMPO
Time Indicator and Period
Meaning
—
No significant changes are forecast
FMn1 n1 n1 n1 TLn2 n2 n2 n2 the change is
commence at n1 n1 n1 n1 UTC and
forecast to
be completed by n2 n2 n2 n2 UTC
TLnnnn
commence at the beginning of
the trend forecast period and be
completed by nnnn UTC
FMnnnn
commence at nnnn UTC and be
completed by the end of the trend
forecast period
ATnnnn
occur at nnnn UTC (specified time)
—
a. commence at the beginning of
the trend forecast period and
be completed by the end of the
trend forecast period; or
b. the time is uncertain
FMn1 n1 n1 n1 TLn2 n2 n2 n2 temporary
commence at n1 n1 n1 n1 UTC and
fluctuations are
cease by n2 n2 n2 n2 UTC
forecast to
TLnnnn
commence at the beginning of the
trend forecast period and cease by
nnnn UTC
FMnnnn
commence at nnnn UTC and cease
by the end of the trend forecast
period
—
commence at the beginning of the
trend forecast period and cease by
the end of the trend forecast period
Tables A3-4. Ranges and resolutions for the numerical elements included in local reports
Elements as specified in Chapter 4
Runway
Wind direction
Wind speed
Visibility
RVR
Vertical Visibility
°true
MPS
KT
M
M
KM
KM
M
M
M
M
M
FT
FT
Range
01 - 36
010 - 360
1 - 991
1 - 1991
0 - 750
800 - 4900
5 - 9
10 0 - 375
400 - 750
800 - 2000
0 - 752
90 - 600
0 - 2502
300 - 2000
Resolution
1
10
1
1
50
100
1
0 (fixed value: 10 KM
25
50
100
15
30
50
100
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Tables A3-4. Ranges and resolutions for the numerical elements included in local reports (continued)
Elements as specified in Chapter 4
Clouds: height of cloud
base
Air temperature
Dew-point temperature
QNH; QFE
M
M
FT
FT
°C
Range
0 - 752
90 - 3000
0 - 2502
300 - 10000
- 80 - + 60
Resolution
15
30
50
100
1
hPa
0500 - 1100
1
1
There is no aeronautical requirement to report surface wind speeds of 50 m/s (100 kt) or more; however, provision has
been made for reporting wind speeds up to 99 m/s (199 kt) for non-aeronautical purposes, as necessary.
2
Under circumstances as specified in 4.5.4.3; otherwise a resolution of 30m (100ft) is to be used.
Table A3-5. Ranges and resolutions for the numerial elements included in METAR and SPECI
Element as specified in Chapter 4
Runway
Wind direction
Wind speed
Visibility
RVR
Vertical visibility
Clouds: height of cloud base
Air temperature; Dew-point temperature
QNH
Sea-surface temperature
State of the sea
State of the runway: Runway designator
Runway deposits
Extent of runway
contamination
Depth of deposit
Friction coefficient/
braking action
1
(no units)
(no units)
(no units)
Range
01 - 36
000 - 360
00 - 991
00 - 1991
0000 - 0750
0800 - 4900
5000 - 9000
10000 0000 - 0375
0400 - 0750
0800 - 2000
000 - 020
000 - 100
-80 - +60
0850 - 1100
-10 - +40
0 - 9
01 - 36; 88; 99
0 - 9
1; 2; 5; 9
Resolution
1
10
1
1
50
100
1000
0 (fixed value: 9999)
25
50
100
1
1
1
1
1
1
1
1
–
(no units)
(no units)
00 - 90; 92 - 99
00 - 95; 99
1
1
no units
°true
MPS
KT
M
M
M
M
M
M
M
30's M (100's FT)
30's M (100's FT)
°C
hPa
°C
(no units)
There is no aeronautical requirement to report surface wind speeds of 50 m/s (100 kt) or more; however, provision has
been made for reporting wind speeds up to 99 m/s (199 kt) for non-aeronautical purposes, as necessary.
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Example A3-1 Routine report
a. Local routine report (same location and weather conditions as METAR):
MET REPORT YUDO 221630Z WIND 240/4MPS VIS 600M RVR RWY 12 TDZ 1I000M MOD DZ FG
CLD SCT 300M OVC 600M T17 DP16 QNH 1018 HPA TREND BECMG TL1700 VIS 800M FG BECMG
AT1800 VIS 10KM NSW
b. METAR for YUDO (Donlon/International): 1
METAR YUDO 221630Z 24004MPS 0600 R12/1000U DZ FG SCT010 OVC020 17/16 Q1018 BECMG
TL1700 0800 FG BECMG AT 1800 9999 NSW
Meaning of both reports:
Routine report for Donlon/International 1 issued on the 22nd of the month at 1630 UTC; surface wind direction
240 degrees; wind speed 4 meters per second; visibility (along the runway(s) in the local routine report;
prevailing visibility in METAR) 600 meters; runway visual range representative of the touchdown zone for
runway 12 is 1000 meters and the runway visual range values have shown an upward tendency during
previous 10 minutes (RVR tendency to be included in METAR only); and moderate drizzle and fog; scattered
cloud at 300 meters; overcast at 600 meters; air temperature 17 degrees Celsius; dew-point temperature
16 degrees Celsius; QNH 1018 hectopascals; trend during next 2 hours, visibility (along the runway(s) in
the local routine report; prevailing visibility in METAR) becoming 800 meters in fog by 1700 UTC; at 1800
UTC visibility (along the runway(s) in the local routine report; prevailing visibility in METAR) becoming 10
kilometers or more and nil significant weather.
NOTE: In this example, the primary units "meter per second" and "meter" were used for wind speed and
height of cloud base, respectively. However, in accordance with Annex 5, the corresponding non-SI alternative
units "knot" and "foot" may be used instead.
1
Fictitious location
Example A3-2 Special report
a. Local special report (same location and weather conditions as SPECI):
SPECIAL YUDO 151115Z WIND 050/25KT MAX37 MNM10 VIS 1200M RVR RWY 05 ABV 1800M HVY
TSRA CLD BKN CB 500FT T25 DP22 QNH 1008 HPA TREND TEMPO TL1200 VIS 600M BECMG
AT1200 VIS 8KM NSW NSC'.
b. SPECI for YUDO (Donlon/International1 ): SPECI YUDO 151115Z 05025G37KT 3000 1200NE+TSRA
BKNO05CB 25/22 Q1008 TEMPO TL1200 0600 BECMG AT1200 8000 NSW NSC
Meaning of both reports:
Selected special report for Donlon/International 1 issued on the 15th of the month at 1115 UTC; surface wind
direction 050 degrees; wind speed 25 knots gusting between 10 and 37 knots (minimum wind speed not
to be included in SPECI) visibility 1200 meters (along the runway(s) in the local special report); prevailing
visibility 3000 meters (in SPECI) with minimum visibility 1200 meters to north east (directional variations
to be included in SPECI only); RVR above 1800 meters on runway 05 (RVR not required in SPECI with
prevailing visibility of 3000 meters); thunderstorm with heavy rain; broken cumulonimbus cloud at 500 feet;
air temperature 25 degrees Celsius; dew-point temperature 22 degrees Celsius; QNH 1008 hectopascals;
trend during next 2 hours, visibility (along the runway(s) in the local special report; prevailing visibility in
SPECI) temporarily 600 meters from 1115 to 1200, becoming at 1200 UTC visibility (along the runway(s) in
the local special report; prevailing visibility in SPECI) 8 kilometers, thunderstorm ceases and nil significant
weather and nil significant cloud.
NOTE: In this example, the non-SI alternative units "knot" and 'foot" were used for wind speed and height of
cloud base, respectively However, in accordance with Annex 5, the corresponding primary units "meter per
second" and "meter" may be used instead.
1
Fictitious location
Example A3-3 Volcanic activity report
VOLCANIC ACTIVITY REPORT YUSB 1 231500 MT TROJEEN1 VOLCANO N5605 W12652 ERUPTED
231445 LARGE ASH CLOUD EXTENDING TO APPROX 30000 FEET MOVING SW
Meaning:
Volcanic activity report issued by Siby/Bistock meteorological station at 1500 UTC on the 23rd of the
month. Mt. Trojeen volcano 56 degrees 5 minutes north 126 degrees 52 minutes west erupted at 1445
UTC on the 23rd; a large ash cloud was observed extending to approximately 30 000 feet and moving
in a south-westerly direction.
1
Fictitious location
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Meteorological Serv ic e for International Air Navigation / Aircraft Observations - Annex 3
Appendix 4. Technical Specifications related to Aircraft Observations and Reports
(See Chapter 5 of this Annex)
1. CONTENTS OF AIR-REPORTS
1.1
ROUTINE AIR-REPORTS BY AIR-GROUND DATA LINK
1.1.1 When air-ground data link is used and automatic dependent surveillance (ADS) or SSR Mode S is being
applied, the elements contained in routine air-reports shall be
Message type designator
Aircraft identification
Data block 1
Latitude
Longitude
Level
Time
Data block 2
Wind direction
Wind speed
Wind quality flag
Temperature
Turbulence (if available)
Humidity (if available)
NOTE: When ADS or SSR Mode S is being applied, the requirements of routine air-reports may be met by the
combination of the basic ADS/SSR Mode S data block (data block 1) and the meteorological information data
block (data block 2), available from ADS or SSR Mode S reports. The ADS message format is specified in the
PANS-ATM (Doc 4444), 4.11.4 and Chapter 13 and the SSR Mode S message format is specified in Annex 10,
Volume III, Part I - Digital Data Communication Systems, Chapter 5.
1.1.2 When air-ground data link is used while ADS and SSR Mode S are not being applied, the elements
contained in routine reports shall be:
Message type designator
Section 1 (Position information)
Aircraft identification
Position or latitude and longitude
Time
Flight level or altitude
Next position and time over
Ensuing significant point
Section 2 (Operational information)
Estimated time of arrival
Endurance
Section 3 (Meteorological information)
Air temperature
Wind direction
Wind speed
Turbulence
Aircraft icing
Humidity (if available)
NOTE: When air-ground data link is used while ADS and SSR Mode S are not being applied, the requirements
of routine air-reports may be met by the controller pilot data link communication (CPDLC) application entitled
"Position report". The details of this data link application are specified in the Manual of Air Traffic Services Data
Link Applications (Doc 9694) and in Annex 10, Volume III, Part I.
1.2
SPECIAL AIR-REPORTS BY AIR-GROUND DATA LINK
When air-ground data link is used, the elements contained in special air-reports shall be:
Message type designator
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Aircraft identification
Data block 1
Latitude
Longitude
Level
Time
Data block 2
Wind direction
Wind speed
Wind quality flag
Temperature
Turbulence (if available)
Humidity (if available)
Data block 3
Condition prompting the issuance of a special air-report (one condition to be selected from the list presented in Table A4-1).
NOTE 1: The requirements of special air-reports may be met by the data link fight information service (D-FIS)
application entitled "Special air-report service". The details of this data link application are specified in Doc 9694.
NOTE 2: In the case of a special air-report of pre-eruption volcanic activity, volcanic eruption or volcanic ash
cloud, additional requirements are indicated in 4.2.
1.3
SPECIAL AIR-REPORTS BY VOICE COMMUNICATIONS
When voice communications are used, the elements contained in routine air-reports shall be:
Message type designator
Section 1 (Position information):
Aircraft identification
Position or latitude and longitude
Time
Level or range of levels
Section 3 (Meteorological information):
Conditions prompting the issuance of a special air-report, to be selected from the list presented in Table
A4-1.
NOTE 1: Air-reports are considered routine by default. The message type designator for special air-reports is
specified in the PANS-ATM (Doc 4444), Appendix 1.
NOTE 2: In the case of a special air-report of pre-eruption volcanic activity, volcanic eruption or volcanic ash
cloud, additional requirements are indicated in 4.2.
2. CRITERIA FOR REPORTING
2.1
GENERAL
When air-ground data link is used, the wind direction, wind speed, wind quality flag, temperature, turbulence and
humidity included in air-reports shall be reported in accordance with the following criteria.
2.2
WIND DIRECTION
The wind direction shall be reported in terms of degrees true, rounded to the nearest whole degree.
2.3
WIND SPEED
The wind speed shall be reported in meters per second or knots, rounded to the nearest 1 m/s (1 knot). The
units of measurement used for the wind speed shall be indicated.
2.4
WIND QUALITY FLAG
The wind quality flag shall be reported as 0 when the roll angle is less than 5 degrees and as 1 when the roll
angle is 5 degrees or more.
2.5
AIR TEMPERATURE
The temperature shall be reported to the nearest tenth of a degree Celsius.
2.6
TURBULENCE
The turbulence shall be reported in terms of the cube root of the eddy dissipation rate (EDR).
362
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2.6.1
Routine air-reports
The turbulence shall be reported during the en-route phase of the flight and shall refer to the 15-minute period
immediately preceding the observation. Both the average and peak value of turbulence, together with the time
of occurrence of the peak value to the nearest minute, shall be observed. The average and peak values shall
be reported in terms of the cube root of EDR. The time of occurrence of the peak value shall be reported as
indicated in Table A4-2. The turbulence shall be reported during the climb-out phase for the first 10 minutes
of the flight and shall refer to the 30-second period immediately preceding the observation. The peak value of
turbulence shall be observed.
2.6.2
Interpretation of the turbulence report
Turbulence shall be considered:
a. severe when the peak value of the cube root of EDR exceeds 0.7;
b. moderate when the peak value of the cube root of EDR is above 0.4 and below or equal to 0.7;
c. light when the peak value of the cube root of EDR is above 0.1 and below or equal 0.4;
d. nil when the peak value of the cube root of EDR is below or equal to 0.1.
NOTE: The EDR is an aircraft-independent measure of turbulence. However, the relationship between the EDR
value and the perception of turbulence is a function of aircraft type, and the mass, altitude, configuration and
airspeed of the aircraft. The EDR values given above describe the severity levels for a medium-sized transport
aircraft under typical en-route conditions (i.e. altitude, airspeed and weight).
2.6.3
Special air-reports
Special air-reports on turbulence shall be made during any phase of the flight whenever the peak value of the
cube root of EDR exceeds 0.7. The special air-report on turbulence shall be made with reference to the 1 minute
period immediately preceding the observation. Both the average and peak value of turbulence shall be observed.
The average and peak values shall be reported in terms of the cube root of EDR. Special air-reports shall be
issued every minute until such time as the peak values of the cube root of EDR fall below 0.4.
2.7
HUMIDITY
The humidity shall be reported as the relative humidity, rounded to the nearest whole per cent.
NOTE: The ranges and resolutions for the meteorological elements included in air-reports are shown in Table
A4-3.
Table A4-1. Template for the special air-report (downlink)
Key:
M
C
=
=
inclusion mandatory, part of every message
inclusion conditional; included whenever available
NOTE: Message to be prompted by the pilot-in-command. Currently only the condition "SEV TURB" can be
automated (see 2.6.3).
Element as specified
in Chapter 5
Detailed content
Message type designator (M) Type of the air-report (M)
Aircraft identification (M)
Aircraft radiotelephony call
sign (M)
DATA BLOCK 1
Latitude (M)
Latitude in degrees and
minutes (M)
Longitude (M)
Longitude in degrees and
minutes (M)
Level (M)
Flight level (M)
Time (M)
DATA BLOCK 2
Wind direction (M)
Wind speed (M)
Wind quality flag (M)
Temperature (M)
Template(s)
ARS
nnnnnn
Examples
ARS
VA812
Nnnnn or Snnnn
S4506
Wnnnnn or Ennnnn
E01056
FLnnn or FLnnn to
FLnnn
FL330
FL280 to FL310
OBS AT 1216Z
Time of occurrence in hours
and minutes (M)
OBS AT nnnnZ
Wind direction in degrees (M)
Wind speed in kilometres per
hour (or knots) (M)
nnn/
nnnKMH (or nnnKT)
Wind quality flag (M)
Air temperature in tenths of
degrees C (M)
n
T[M]nnn
262/
40MPS
(080KT)
1
T127
TM455
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Element as specified
in Chapter 5
Turbulence (C)
Humidity (C)
Detailed content
Turbulence in hundredths
of m2/3 s-1 and the time of
occurrence of the peak value
(C)1
Relative humidity in per cent
(C)
DATA BLOCK 3
Condition prompting the
issuance of a special
air-report (M)
1
Template(s)
EDRnnn/nn
Examples
EDR064/08
RHnnn
RH054
SEV TURB [EDRnnn]2 SEV TURB EDR076
or
VA CLD FL050/100
SEV ICE or
SEV MTW or
TS GR3 or
TS3 or
HVY SS4 or
VA CLD [FL nnn/nnn] or
VA5 [MT nnnnnnnnnn
nnnnnnnnnn] or
MOD TURB [EDRnnn]2
or
MOD ICE
The time of occurrence to be reported in accordance with Tables A4-2.
2
The turbulence index to be reported in accordance with 2.6.3.
3
Obscured, embedded or widespread thunderstorms or thunderstorms in squall lines.
4
Duststorm or sandstorm.
5
Pre-eruption volcanic activity or a volcanic eruption.
Table A4-2. Time of occurrence of the peak value to be reported
Peak value of turbulence occurring during the one-minute
period ....... minutes prior to the observation
0 - 1
1 - 2
2 - 3
...
13 - 14
14 - 15
No timing information available
Value to be reported
0
1
2
...
13
14
15
Table A4-3. Ranges and resolutions for the meteorological elements included in air-reports
Element as specified in Chapter 5
°true
Wind direction:
Wind speed:
MPS
KT
Wind quality flag:
(index)1
Temperature:
°C
m2/3 s-1
Turbulence: routine air-report:
(time of
occurrence)1
m2/3 s-1
Turbulence: special air-report:
Humidity:
1
Non-dimensional
%
Range
000 - 360
00 - 125
00 - 250
0 - 1
-80 - +60
0 - 2
0 - 15
Resolution
1
2
1
1
0.1
0.01
1
0 - 2
0 - 100
0.01
1
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Meteorological Serv ice for International Air Traffic / Forec ast - Annex 3
Appendix 5. Technical Specifications related to forecasts
(See Chapter 6 of this Annex.)
1. CRITERIA RELATED TO TAF
1.1
TAF FORMAT
1.1.1 TAF shall be issued in accordance with the template shown in Table A5-1 and disseminated in the TAF
code form prescribed by the World Meteorological Organization.
NOTE: The TAF code form is contained in WMO Publication No. 306, Manual on Codes, Volume I.1, Part A Alphanumeric Codes.
1.1.2 Recommendation - TAF should be disseminated, under bilateral agreements between States in a position to do so, in the WMO BUFR code form, in addition to the dissemination of the TAF in accordance with 1.1.1.
NOTE: The BUFR code form is contained in WMO Publication No. 306, Manual on Codes, Volume I.2, Part B Binary Codes.
1.2
INCLUSION OF METEOROLOGICAL ELEMENTS IN TAF
NOTE: Guidance on operationally desirable accuracy of forecasts is given in Attachment B.
1.2.1
Surface wind
In forecasting surface wind, the expected prevailing direction shall be given. When it is not possible to forecast
a prevailing surface wind direction due to its expected variability, for example, during light wind conditions [less
than 1.5 m/s (3 kt)] or thunderstorms, the forecast wind direction shall be indicated as variable using “VRB”.
When the wind is forecast to be less than 0.5 m/s (1 kt) the forecast wind speed shall be indicated as calm.
When the forecast maximum speed (gust) exceeds the forecast mean wind speed by 5 m/s (10 kt) or more, the
forecast maximum wind speed shall be indicated. When a wind speed of 50 m/s (100 kt) or more is forecast, it
shall be indicated to be more than 49 m/s (99 kt).
1.2.2
Visibility
Recommendation. - When the visibility is forecast to be less than 800 m it should be expressed in steps of 50
m; when it is forecast to be 800 m or more but less than 5 km, in steps of 100 m; 5 km or more but less than
10 km in kilometer steps and when it is forecast to be 10 km, or more it should be expressed as 10 km, except
when conditions of CAVOK are forecast to apply. The prevailing visibility should be forecast. When visibility is
forecast to vary in different directions and the prevailing visibility cannot be forecast, the lowest forecast visibility
should be given.
1.2.3
Weather phenomena
One or more, up to a maximum of three, of the following weather phenomena or combinations thereof together
with their characteristics and, where appropriate, intensity should be forecast if they are expected to occur at the
aerodrome:
– freezing precipitation
– freezing fog
– moderate or heavy precipitation (including showers thereof)
– low drifting dust, sand or snow
– blowing dust, sand or snow
– duststorm
– sandstorm
– thunderstorm (with or without precipitation)
– squall
– funnel cloud (tornado or waterspout)
– other weather phenomena given in Appendix 3, 4.4.2.3, as agreed by the meteorological authority with the
ATS authority and operators concerned.
The expected end of occurrence of those phenomena should be indicated by the abbreviation “NSW”.
1.2.4
Cloud
Recommendation. - Cloud amount should be forecast using the abbreviations “FEW”, “SCT“, “BKN” or “OVC”
as necessary. When it is expected that the sky will remain or become obscured and clouds cannot be forecast
and information on vertical visibility is available at the aerodrome, the vertical visibility should be forecast in the
form “VV” followed by the forecast value of the vertical visibility. When several layers or masses of cloud are
forecast, their amount and height of base should be included in the following order:
a) the lowest layer or mass regardless of amount, to be forecast as FEW, SCT, BKN or OVC as appropriate;
b) the next layer or mass covering more than 2/8, to be forecast as SCT, BKN or OVC as appropriate;
c) the next higher layer or mass covering more than 4/8, to be forecast as BKN or OVC as appropriate; and
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365
d) cumulonimbus clouds, whenever forecast and not already included under a) to c).
Cloud information should be limited to cloud of operational significance, when no cloud of operational significance is forecast, and "CAVOK" is not appropriate, the abbreviation "NSC" should be used.
1.2.5
Temperature
Recommendation. - When forecast temperatures are included in accordance with regional air navigation agreement, the maximum and minimum temperatures expected to occur during the period of validity of the TAF should
be given, together with their corresponding times of occurrence.
1.3
USE OF CHANGE GROUPS
1.3.1 The criteria used for the inclusion of change groups in TAF or for the amendments of TAF shall be based
on any of the following weather phenomena or combinations thereof being forecast to begin or end or change
in intensity:
– freezing precipitation
– moderate or heavy precipitation (including showers thereof)
– thunderstorm (with precipitation)
– duststorm
– sandstorm.
1.3.2 Recommendation. - The criteria used for the inclusion of change groups in TAF or for the amendment
of TAF should be based on the following:
a. when the mean surface wind direction is forecast to change by 60° or more, the mean speed before and/or
after the change being 5 m/s (10 kt) or more;
b. when the mean surface wind speed is forecast to change by 5 m/s (10 kt) or more;
c. when the variation from the mean surface wind speed (gusts) is forecast to increase by 5 m/s (10 kt) or
more, the mean speed before and/or after the change being 7.5 m/s (15 kt) or more;
d. when the surface wind is forecast to change through values of operational significance. The threshold values should be established by the meteorological authority in consultation with the appropriate ATS authority
and operators concerned, taking into account changes in the wind which would:
1. require a change in runway(s) in use; and
2. indicate that the runway tailwind and crosswind components will change through values representing
the main operating limits for typical aircraft operating at the aerodrome;
e. when the visibility is forecast to improve and change to or pass through one or more of the following values,
or when the visibility is forecast to deteriorate and pass through one or more of the following values:
1. 150, 350, 600, 800, 1500 or 3000 m; or
2. 5000 m in cases where significant numbers of flights are operated in accordance with the visual flight
rules;
f. when any of the following weather phenomena or combinations thereof are forecast to begin or end:
– ice crystals
– freezing fog
– low drifting dust, sand or snow
– blowing dust, sand or snow
– thunderstorm (without precipitation)
– squall
– funnel cloud (tornado or waterspout);
g. when the height of base of the lowest layer or mass of cloud of BKN or OVC extent is forecast to lift and
change to or pass through one or more of the following values, or when the height of the lowest layer or
mass of cloud of BKN or OVC extent is forecast to lower and pass through one or more of the following
values:
1. 30, 60, 150 or 300 m (100, 200, 500 or 1000 ft); or
2. 450 m (1500 ft), in cases where significant numbers of flights are operated in accordance with the
visual flight rules;
h. when the amount of a layer or mass of cloud below 450 m (1500 ft) is forecast to change:
1. from NSC, FEW or SCT to BKN or OVC; or
2. from BKN or OVC to NSC, FEW or SCT;
i. when the vertical visibility is forecast to improve and change to or pass through one or more of the following
values, or when the vertical visibility is forecast to deteriorate and pass through one or more of the following
values: 30, 60, 150 or 300 m (100, 200, 500 or 1000 ft); and
j. any other criteria based on local aerodrome operating minima, as agreed between the meteorological
authority and the operators.
366
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NOTE: Other criteria based on local aerodrome operating minima are to be considered in parallel with similar
criteria for issuance of SPECI developed in response to Appendix 3, 2.3.3 h.
1.3.3 Recommendation. - When a change in any of the elements given in Chapter 6, 6.2.3 is required to be
indicated in accordance with the criteria given in 1.3.2, the change indicators “BECMG” or “TEMPO” should be
used followed by the time period during which the change is expected to occur.
The time period should be indicated as the beginning and end of the period in whole hours UTC. Only those
elements for which a significant change is expected should be included following a change indicator. However,
in the case of significant changes in respect of cloud, all cloud groups, including layers or masses not expected
to change, should be indicated.
1.3.4 Recommendation. - The change indicator “BECMG” and the associated time group should be used to
describe changes where the meteorological conditions are expected to reach or pass through specified threshold
values at a regular or irregular rate and at an unspecified time during the time period. The time period should
normally not exceed 2 hours but in any case should not exceed 4 hours.
1.3.5 Recommendation. - The change indicator “TEMPO” and the associated time group should be used to
describe expected frequent or infrequent temporary fluctuations in the meteorological conditions which reach or
pass specified threshold values and last for a period of less than one hour in each instance and, in the aggregate, cover less than one-half of the forecast period during which the fluctuations are expected to occur. If the
temporary fluctuation is expected to last one hour or longer, the change group “BECMG” should be used in
accordance with 1.3.4 or the validity period should be subdivided in accordance with 1.3.6.
1.3.6 Recommendation. - Where one set of prevailing weather conditions is expected to change significantly
and more or less completely to a different set of conditions, the period of validity should be subdivided into
self-contained periods using the abbreviation “FM” followed immediately by a four-figure time group in whole
hours and minutes UTC indicating the time the change is expected to occur. The subdivided period following the
abbreviation “FM” should be self-contained and all forecast conditions given before the abbreviation should be
superseded by those following the abbreviation.
1.4
USE OF PROBABILITY GROUPS
Recommendation. - The probability of occurrence of an alternative value of a forecast element or elements
should be indicated, as necessary, by use of the abbreviation “PROB” followed by the probability in tens of per
cent and the time period during which the alternative value(s) is (are) expected to apply. The probability information should be placed after the element or elements forecast and be followed by the alternative value of the
element or elements. The probability of a forecast of temporary fluctuations in meteorological conditions should
be indicated, as necessary, by use of the abbreviation “PROB” followed by the probability in tens of per cent,
placed before the change indicator “TEMPO” and associated time group. A probability of an alternative value or
change of less than 30 per cent should not be considered sufficiently significant to be indicated. A probability of
an alternative value or change of 50 per cent or more, for aviation purposes, should not be considered a probability but instead should be indicated, as necessary, by use of the change indicators “BECMG” or “TEMPO” or
by subdivision of the validity period using the abbreviation “FM”. The probability group should not be used to
qualify the change indicator “BECMG” nor the time indicator “FM”.
1.5
NUMBERS OF CHANGE AND PROBABILITY GROUPS
Recommendation. - The number of change and probability groups should be kept to a minimum and should
not normally exceed five groups.
1.6
DISSEMINATION OF TAF
TAF and amendments thereto shall be disseminated to international OPMET data banks and the centres designated by regional air navigation agreement for the operation of aeronautical fixed service satellite distribution
systems, in accordance with regional air navigation agreement.
2. CRITERIA RELATED TO TREND FORECASTS
2.1
FORMAT OF TREND FORECASTS
Trend forecasts shall be issued in accordance with the templates shown in Appendix 3, Tables A3-1 and A3-2.
The units and scales used in the trend forecast shall be the same as those used in the report to which it is
appended.
NOTE: Examples of trend forecasts are given in Appendix 3.
2.2
INCLUSION OF METEOROLOGICAL ELEMENTS IN TREND FORECASTS
2.2.1
General provisions
The trend forecast shall indicate significant changes in respect of one or more of the elements: surface wind,
visibility, weather and clouds. Only those elements shall be included for which a significant change is expected.
However, in the case of significant changes in respect of cloud, all cloud groups, including layers or masses not
expected to change, shall be indicated. In the case of a significant change in visibility, the phenomenon causing
the reduction of visibility shall also be indicated. When no change is expected to occur, this shall be indicated
by the term “NOSIG”.
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2.2.2
Surface wind
The trend forecast shall indicate changes in the surface wind which involve:
a. a change in the mean wind direction of 60° or more, the mean speed before and/or after the change being
5 m/s (10 kt) or more;
b. a change in mean wind speed of 5 m/s (10 kt) or more; and
c. changes in the wind through values of operational significance. The threshold values shall be established
by the meteorological authority in consultation with the appropriate ATS authority and operators concerned,
taking into account changes in the wind which would:
1. require a change in runway(s) in use; and
2. indicate that the runway tailwind and crosswind components will change through values representing
the main operating limits for typical aircraft operating at the aerodrome.
2.2.3
Visibility
When the visibility is expected to improve and change to or pass through one or more of the following values,
or when the visibility is expected to deteriorate and pass through one or more of the following values: 150, 350,
600, 800, 1500 or 3000 m, the trend forecast shall indicate the change. When significant numbers of flights are
conducted in accordance with the visual flight rules, the forecast shall additionally indicate changes to or passing
through 5000 m.
NOTE: In trend forecasts appended to local routine and special reports, visibility refers to the forecast visibility
along the runway(s); in trend forecasts appended to METAR and SPECI, visibility refers to the forecast prevailing
visibility.
2.2.4
Weather phenomena
2.2.4.1 The trend forecast shall indicate the expected onset, cessation or change in intensity of one or more
of the following weather phenomena or combinations thereof:
– freezing precipitation
– moderate or heavy precipitation (including showers thereof)
– thunderstorm (with precipitation)
– duststorm
– sandstorm
– other weather phenomena given in Appendix 3, 4.4.2.3, only if they are expected to cause a significant change
in visibility.
2.2.4.2 The trend forecast shall indicate the expected onset or cessation of one or more, up to a maximum of
three, of the following weather phenomena or combinations thereof:
– ice crystals
– freezing fog
– low drifting dust, sand or snow
– blowing dust, sand or snow
– thunderstorm (with or without precipitation)
– squall
– funnel cloud (tornado or waterspout).
2.2.4.3 The total number of phenomena reported in 2.2.4.1 and 2.2.4.2 shall not exceed three.
2.2.4.4 The expected end of occurrence of the weather phenomena shall be indicated by the abbreviation
“NSW”.
2.2.5
Clouds
When the height of the base of a cloud layer of BKN or OVC extent is expected to lift and change to or pass
through one or more of the following values, or when the height of the base of a cloud layer of BKN or OVC
extent is expected to lower and pass through one or more of the following values: 30, 60, 150, 300 and 450 m
(100, 200, 500, 1000 and 1500 ft), the trend forecast shall indicate the change. When the height of the base
of a cloud layer is below or is expected to fall below or rise above 450 m (1500 ft), the trend forecast shall
also indicate changes in cloud amount from FEW, or SCT increasing to BKN or OVC, or changes from BKN or
OVC decreasing to FEW or SCT. When no clouds of operational significance are forecast and “CAVOK” is not
appropriate, the abbreviation “NSC” shall be used.
2.2.6
Vertical visibility
When the sky is expected to remain or become obscured and vertical visibility observations are available at the
aerodrome, and the vertical visibility is forecast to improve and change to or pass through one or more of the
following values, or when the vertical visibility is forecast to deteriorate and pass through one or more of the
following values: 30, 60, 150 or 300 m (100, 200, 500 or 1000 ft), the trend forecast shall indicate the change.
368
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2.2.7
Additional criteria
Criteria for the indication of changes based on local aerodrome operating minima, additional to those specified
in 2.2.2 to 2.2.6, shall be used as agreed between the meteorological authority and the operator(s) concerned.
2.3
USE OF CHANGE GROUPS
2.3.1 When a change is expected to occur, the trend forecast shall begin with one of the change indicators
“BECMG” or “TEMPO”.
2.3.2 The change indicator “BECMG” shall be used to describe forecast changes where the meteorological
conditions arc expected to reach or pass through specified values at a regular or irregular rate. The period during
which, or the time at which, the change is forecast to occur shall be indicated, using the abbreviations “FM”, “TL”,
or “AT”, as appropriate, each followed by a time group in hours and minutes. When the change is forecast to begin
and end wholly within the trend forecast period, the beginning and end of the change shall be indicated by using
the abbreviations “FM” and “TL”, respectively, with their associated time groups. When the change is forecast
to commence at the beginning of the trend forecast period but be completed before the end of that period, the
abbreviation “FM” and its associated time group shall be omitted and only “TL” and its associated time group
shall be used. When the change is forecast to begin during the trend forecast period and be completed at the
end of that period, the abbreviation ”TL” and its associated time group shall be omitted and only “FM” and its
associated time group shall be used. When the change is forecast to occur at a specified time during the trend
forecast period, the abbreviation “AT” followed by its associated time group shall be used. When the change is
forecast to commence at the beginning of the trend forecast period and be completed by the end of that period or
when the change is forecast to occur within the trend forecast period but the time is uncertain, the abbreviations
“FM”, “TL” or “AT” and their associated time groups shall be omitted and the change indicator “BECMG” shall be
used alone.
2.3.3 The change indicator “TEMPO” shall be used to describe forecast temporary fluctuations in the meteorological conditions which reach or pass specified values and last for a period of less than one hour in each
instance and, in the aggregate, cover less than one-half of the period during which the fluctuations are forecast
to occur. The period during which the temporary fluctuations are forecast to occur shall be indicated, using the
abbreviations “FM” and/or “TL”, as appropriate, each followed by a time group in hours and minutes. When the
period of temporary fluctuations in the meteorological conditions is forecast to begin and end wholly within the
trend forecast period, the beginning and end of the period of temporary fluctuations shall be indicated by using
the abbreviations “FM” and “TL”, respectively, with their associated time groups. When the period of temporary
fluctuations is forecast to commence at the beginning of the trend forecast period but cease before the end of
that period, the abbreviation “FM” and its associated time group shall be omitted and only “TL” and its associated
time group shall be used. When the period of temporary fluctuations is forecast to begin during the trend forecast
period and cease by the end of that period, the abbreviation “TL” and its associated time group shall be omitted
and only “FM” and its associated time group shall be used. When the period of temporary fluctuations is forecast
to commence at the beginning of the trend forecast period and cease by the end of that period, both abbreviations “FM” and “TL” and their associated time groups shall be omitted and the change indicator “TEMPO” shall
be used alone.
2.4
USE OF THE PROBABILITY INDICATOR
The indicator “PROB” shall not be used in trend forecasts.
3. CRITERIA RELATED TO FORECASTS FOR TAKE-OFF
3.1
FORMAT OF FORECASTS FOR TAKE-OFF
Recommendation. - The format of the forecast should be as agreed between the meteorological authority and
the operator concerned. The order of the elements and the terminology, units and scales used in forecasts for
take-off should be the same as those used in reports for the same aerodrome.
3.2
AMENDMENTS TO FORECASTS FOR TAKE-OFF
Recommendation. - The criteria for the issuance of amendments for forecasts for take-off for surface wind direction and speed, temperature and pressure and any other elements agreed locally should be agreed between the
meteorological authority and the operators concerned. The criteria should be consistent with the corresponding
criteria for special reports established for the aerodrome in accordance with Appendix 3, 2.3.1.
4. CRITERIA RELATED TO AREA FORECASTS FOR LOW-LEVEL FLIGHTS
4.1
FORMAT AND CONTENT OF GAMET AREA FORECASTS
When prepared in GAMET format, area forecasts shall contain two sections: Section I related to information on
en-route weather phenomena hazardous to low-level flights, prepared in support of the issuance of AIRMET
information, and Section II related to additional information required by low-level flights. The content and order
of elements in a GAMET area forecast, when prepared, shall be in accordance with the template shown in Table
A5-3. Additional elements in Section II shall be included in accordance with regional air navigation agreement.
Elements which are already covered by a SIGMET message shall be omitted from GAMET area forecasts.
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4.2
369
AMENDMENTS TO GAMET AREA FORECASTS
When a weather phenomenon hazardous to low-level flights has been included in the GAMET area forecast and
the phenomenon forecast does not occur, or is no longer forecast, a GAMET AMD shall be issued, amending
only the weather element concerned.
NOTE: Specifications regarding the issuance of AIRMET information amending the area forecast in respect of
weather phenomena hazardous for low-level flights are given in Appendix 6.
4.3
CONTENT OF AREA FORECASTS FOR LOW-LEVEL FLIGHTS IN CHART FORM
4.3.1 When chart form is used for area forecasts for low-level flights, the forecast of upper wind and upper-air
temperature shall be issued for points separated by no more than 500km (300NM) and for at least the following
altitudes: 600, 1500 and 3000m (2000, 5000 and 10000ft), and 4500m (15000ft) in mountainous areas.
4.3.2 When chart form is used for area forecasts for low-level flights, the forecast of SIGWX phenomena shall
be issued as low-level SIGWX forecast for flight levels up to 100 (or up to flight level 150 in mountainous areas,
or higher, where necessary). Low-level SIGWX forecasts shall include the following items:
a. the phenomena warranting the issuance of a SIGMET as given in Appendix 6 and which are expected to
affect low-level flights; and
b. the elements in area forecasts for low-level flights as given in Table A5-3 except elements concerning:
1. upper winds and temperatures; and
2. forecast QNH.
NOTE: Guidance on the use of terms "ISOL", "OCNL" and "FRQ" referring to cumulonimbus and towering cumulus clouds, and thunderstorms is given in Appendix 6.
4.4
EXCHANGE OF AREA FORECASTS FOR LOW-LEVEL FLIGHTS
Area forecasts for low-level flights prepared in support of the issuance of AIRMET information shall be exchanged
between meteorological offices responsible for the issuance of flight documentation for low-level flights in the
flight information regions concerned.
Table A5-1. Template for TAF
Key:
M
C
O
=
=
=
inclusion mandatory, part of every message
inclusion conditional, dependent on meteorological condition or method of Observation
inclusion optional
NOTE 1: The ranges and resolutions for the numerical elements included in TAF are shown in Table A5-4
of this appendix.
NOTE 2: The explanations for the abbreviations used can be found in the Procedures for Air Navigation
Services - ICAO Abbreviations and Codes (PANS-ABC, Doc 8400).
Element as
specified in
Chapter 6
Identification
of the type of
forecast (M)
Location
indicator (M)
Time of issue of
forecast (M)
Identification
of a missing
forecast (C)
END OF TAF IF
Day and period
of validity of
forecast (M)
Identification
of a cancelled
forecast (C)
END OF TAF IF
Detailed content
Type of forecast (M)
Template(s)
TAF or TAF AMD or TAF COR
ICAO location indicator nnnn
(M)
Day and time of issue nnnnnnZ
of the forecast in UTC
(M)
Missing forecast
NIL
identifier (C)
THE FORECAST IS MISSING
Day and period of the nnnn/nnnn
validity of the forecast
in UTC (M)
Cancelled forecast
CNL
identifier (C)
THE FORECAST IS CANCELLED.
Examples
TAF
TAF AMD
YUDO1
160000Z
NIL
1606/1624
0812/0918
CNL
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Element as
specified in
Chapter 6
Surface wind
(M)
Detailed content
Wind direction (M)
Template(s)
nnn or VRB2
Wind speed (M)
[P]nn[n]
Significant speed
G[P]nn[n]
variations (C)3
Units of measurement MPS (or KT)
(M)
Visibility (M)
Prevailing visibility (M) nnnn
Weather (C)4 5
Intensity of weather
phenomena (C)6
Characteristics and
type of weather
phenomena (C)7
Cloud (M)8
Cloud amount and
height of base or
vertical visibility (M)
Cloud type (C)4
- or +
DZ or RA or
SN or SG or
PL or DS or
SS or
FZDZ or
FZRA or
SHGR or
SHGS or
SHRA or
SHSN or
TSGR or
TSGS or
TSRA or
TSSN
C
A
V
O
K
Examples
24004MPS;
VRB01MPS
(24008KT);
(VRB02KT)
19005MPS
(19010KT)
00000MPS
(00000KT)
140P49MPS
(140P99KT)
12003G09MPS
(12006G18KT)
24008G14MPS
(24016G28KT)
0350
CAVOK
7000
9000
9999
—
IC or FG
or
BR or SA
or
DU or HZ
or
FU or VA
or
SQ or PO
or
FC or TS
or
BCFG or
BLDU or
BLSA or
BLSN or
DRDU or
DRSA or
DRSN or
FZFG or
MIFG or
PRFG
FEWnnn or VVnnn NSC
SCTnnn or or
BKNnnn or
VV///
OVCnnn
CB or TCU —
RA
+TSRA
-FZDZ PRFG
HZ
FG
+TSRASN
SNRA FG
FEW010
VV005
OVC020
VV///
SCT005 BKN012
SCT008 BKN025CB
NSC
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Element as
specified in
Chapter 6
Temperature
(O)9
Detailed content
Name of the element
(M)
Maximum temperature
(M)
Time of occurrence
of the maximum
temperature (M)
Name of the element
(M)
Minimum temperature
(M)
Time of occurrence
of the minimum
temperature (M)
Change or probability
indicator (M)
Expected
significant
changes to
one or more
Period of occurrence
of the above
or change (M)
elements during
Wind (C)4
the period of
validity (C)4, 10
Template(s)
371
Examples
TX25/1013Z TN09/1005Z
TX05/2112Z TNM02/2103Z
TX
[M]nn/
nnnnZ
TN
[M]nn/
nnnnZ
PROB30 [TEMPO] or PROB40
[TEMPO] or BECMG or
TEMPO or FM
nnnn/nnnn
nnn[P]nn[n][G[P]nn[n]]MPS
or
VRBnnMPS
(or
nnn[P]nn[G[P]nn]KT
or
VRBnnKT)
Prevailing visibility (C)4 nnnn
C
A
V
O
K
Weather phenomenon: - or +
intensity (C)6
—
Weather phenomenon: DZ or RA or
characteristics and
SN or SG
type (C) 4, 7
or
PL or DS or
IC or
FG or
BR or
SA or
DU or
HZ or
NSW
TEMPO 0815/0818
25017G25MPS
(TEMPO 0815/0818
25034G50KT)
TEMPO 2212/2214
17006G13MPS 1000
TSRA SCT010CB BKN020
(TEMPO 2212/2214
17012G26KT 1000
TSRA SCT010CB BKN020)
BECMG 3010/3011
00000MPS 2400 OVC010
(BECMG 3010/3011
00000KT 2400 OVC010)
PROB30 1412/1414 0800 FG
BECMG 1412/1414 RA
TEMPO 2503/2504 FZRA
TEMPO 0612/0615 BLSN
PROB40 TEMPO 2923/3001
0500 FG
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Element as
specified in
Chapter 6
Detailed content
Template(s)
FU or
VA or
SQ or
PO or
FC or
TS or
BCFG
or
BLDU
or
BLSA
or
BLSN
or
DRDU
or
DRSA
or
DRSN
or
FZFG
or
MIFG
or
PRFG
FEWnnn or VVnnn NSC
SCTnnn or or VV///
BKNnnn or
OVCnnn
CB
Examples
SS or
FZDZ or
FZRA or
SHGR or
SHGS or
SHRA or
SHSN or
TSGR or
TSGS or
TSRA or
TSSN
Cloud amount and
height of base or
vertical visibility (C)4
Cloud type (C)4
FM051230 15015KMH 9999
BKN020
(FM051230 15008KT 9999
BKN020)
BECMG 1618/1620 8000
NSW NSC
BECMG 2306/2308
SCT015CB BKN020
1
Fictitious location.
2
To be used in accordance with 1.2.1.
3
To be included in accordance with 1.2.1.
4
To be included whenever applicable.
5
One or more, up to a maximum of three, groups in accordance with 1.2.3.
6
To be included whenever applicable in accordance with 1.2.3. No qualifier for moderate intensity.
7
Weather phenomena to be included in accordance with 1.2.3.
8
Up to four cloud layers in accordance with 1.2.4.
9
To be included in accordance with 1.2.5, consisting of up to a maximum of four temperatures (two
maximum temperatures and two minimum temperatures).
10
To be included in accordance with 1.3, 1.4 and 1.5.
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Table A5-2. Use of change and time indicators in TAF
Change or time
indicator
FM
BECMG
TEMPO
PROBnn
—
TEMPO
Time period
Meaning
nd nd nh nh nm used to indicate a significant change in most weather elements
nm
occurring at nd nd day, nh nh hours and nm nm minutes (UTC); all the
elements given before "FM" are to be included following “FM” (i.e. they
are all superseded by those following the abbreviation)
nd1 nd1 nh1 nh1 the change is forecast to commence at nd1 nd1 day and nh1 nh1 hours
nd2 nd2 nh2 nh2 (UTC) and be completed by nd2 nd2 day and nh2 nh2 hours (UTC);
only those elements for which a change is forecast are to be given
following “BECMG”; the time period nd1 nd1 nh1 nh1 /nd2 nd2 nh2 nh2
nh2 should normally be less than 2 hours and in any case should not
exceed 4 hours
nd1 nd1 nh1 nh1 temporary fluctuations are forecast to commence at nd1 nd1 day and
nd2 nd2 nh2 nh2 nh1 nh1 hours (UTC) and cease by nd2 nd2 day and nh2 nh2 hours (UTC);
only those elements for which fluctuations are forecast are to be given
following “TEMPO”; temporary fluctuations should not last more than
one hour in each instance, and in the aggregate, cover less than half
of the period nd1 nd1 nh1 nh1 /nd2 nd2 nh2 nh2
nd1 nd1 nh1 nh1 probability of occurrence (in%) of —
nd2 nd2 nh2 nh2 an alternative value of a forecast
nd1 nd1 nh1 nh1 element or elements; nn = 30 or
probability of occurrence of
nd2 nd2 nh2 nh2 nn = 40 only; to be placed after the temporary fluctuations
element(s) concerned
Table A5-3. Template for GAMET
Key:
M
C
O
=
=
=
=
=
Element
Location
indicator of
FIR/CTA (M)
inclusion mandatory, part of every message
inclusion conditional, dependent on meteorological conditions
inclusion optional
double line indicates that the text following it should be placed on the subsequent line
Detailed content
ICAO location indicator
of the ATS unit serving
the FIR or CTA to which
the GAMET refers (M)
Identification
Message identification
(M)
(M)
Validity period Day-time groups
(M)
indicating the period
of validity in UTC (M)
Location indicator of
Location
indicator of
meteorological office
meteorological originating the message
with a separating
office (M)
hyphen (M)
Location indicator and
Name of the
FIR/CTA or part name of the FIR/CTA,
or part thereof for which
thereof (M)
the GAMET is issued
(M)
1
Fictitious location
Template
Examples
nnnn
YUCC1
GAMET
GAMET
VALID nnnnnn/nnnnnn
VALID 220600/221200
nnnn-
YUDO-1
nnnn nnnnnnnnnn FIR[/n] [BLW
FLnnn] or
nnnn nnnnnnnnnn CTA[/n] [BLW
FLnnn]
YUCC AMSWELL FIR/2 BLW
FL120
YUCC AMSWELL FIR
374
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Template
Element
Indicator for the
beginning of
Section I (M)
Surface wind
(C)
Detailed content
Identifier
and time
Indicator to identify the
beginning of Section I
(M)
Widespread surface
SFC
wind exeeding 15m/s WSPD:
(30kt)
[nn/nn]
Content
SECN I
[n]nn MPS
(or
[n]nn KT)
Examples
Location
SECN I
[N of Nnn SFC WSPD: 10/12 16 MPS
or Snn] or SFC WSPD: 40 KT E OF
[S of Nnn W110
or Snn] or
[W of Wnnn
or Ennn] or
[E of Wnnn
or Ennn] or
[nnnnnnnn
nn]1
Widespread surface
SFC VIS: 06/08 3000 M BR
SFC VIS: nnnn M FG
Surface
N of N51
or BR
visibility (C)
visibility below 5 000m [nn/nn]
including the weather
or SA or
phenomena causing
DU
the reduction in visibility
or HZ or FU
or VA or PO
or DS or SS
or DZ or RA
or SN or
SG
or IC or FC
GR or GS
or PL or SQ
SIGWX: 11/12 ISOL TS
SIGWX:
ISOL TS
Significant
Significant
[nn/nn]
weather (C)
weather conditions
SIGWX: 12/14 SS S OF N35
or OCNL
encompassing
TS
thunderstorms and
or FRQ TS
heavy sandstorm and
or OBSC
duststorm
TS
or EMBD
TS
or HVY DS
or HVY SS
or SQL TS
or ISOL
TSGR
or OCNL
TSGR
or FRQ
TSGR
or OBSC
TSGR
or EMBD
TSGR
or SQL
TSGR
or VA
Mountain
Mountain obscuration MT OBSC: nnnnnnnn
MT OBSC: MT PASSES S
nn1
obscuration (C)
[nn/nn]
OF N48
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Element
Detailed content
Cloud (C)
Widespread areas of
broken or overcast
cloud with height
of base less than
300m (1000ft) above
ground level (AGL)
or above mean sea
level (AMSL) and/or
any or occurrence of
cumulonimbus (CB)
or towering cumulus
(TCU) clouds
Icing (C)
Icing (except for that
occurring in convective
clouds and for severe
icing for which a
SIGMET message has
already been issued)
Turbulence (C)
Turbulence (except
for that occurring in
convective clouds and
for severe turbulence
for which a SIGMET
message has already
been issued)
Mountain wave Mountain wave (except
(C)
for severe mountain
wave for which a
SIGMET message has
already been issued)
SIGMET (C)
SIGMET messages
applicable to the
FIR/CTA concerned
or a sub-area thereof,
for which the area
forecast is valid
or HAZARDOUS WX NIL (C)3
Indicator for the Indicator to identify the
beginning of Section II
beginning of
(M)
Section II (M)
Template
Identifier
Content
and time
SIG CLD: BKN or
OVC
[nn/nn]
nnn[n]/
nnn[n] M
(or nnn[n]/
nnn[n]
FT) AGL
or AMSL
ISOL
or OCNL or
FRQ
or OBSC
or EMBD
CB2 or
TCU2
nnn[n]/
nnn[n] M
(or nnn[n]/
nnn[n] FT)
AGL or
AMSL
ICE:
MOD
[nn/nn]
FLnnn/nnn
or MOD
ABV FLnnn
or SEV
FLnnn/nnn
or SEV
ABV FLnnn
TURB:
MOD
[nn/nn]
FLnnn/nnn
or MOD
ABV FLnnn
or SEV
FLnnn/nnn
or SEV
ABV FLnnn
MTW:
MOD
[nn/nn]
FLnnn/nnn
or MOD
ABV FLnnn
or SEV
FLnnn/nnn
or SEV
ABV FLnnn
n[,n] [,n]
SIGMET
APPLICABLE:
375
Examples
Location
SIG CLD: 06/09 OVC
800/1100 FT AGL N OF N51
10/12 ISOL TCU 1200/8000
FT AGL
ICE: MOD FL050/080
TURB: MOD ABV FL090
MTW: MOD ABV FL080 N
OF N63
SIGMET APPLICABLE: 3,5
HAZARDOUS WX NIL
SECN II
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Template
Identifier
Content
and time
Pressure
Pressure centres
PSYS: [nn] L [n]nnn
centres and
and fronts and their
HPA
fronts (M)
expected movements
or H [n]nnn
and developments
HPA
or FRONT
or NIL
MOV N or
NE or E or
SE or S
or SW or
W or NW
nnKMH
(nnKT)
WKN or NC
or INTSF
[n]nnn
Upper winds and
Upper
WIND/T:
M (or
upper-air temperatures
winds and
[n]nnn FT)
for at least the following
temperatures
nnn/[n]nn
altitudes: 600, 1500
(M)
MPS (or
and 3000m (2000,
nnn/[n]nn
5000 and 10000 ft)
KT) PSnn
or MSnn
FEW or
Cloud (M)
Cloud information not CLD:
SCT or
[nn/nn]
included in Section I
BKN or
giving type, height of
OVC
base and top above
ground level (AGL) or
ST or SC
above mean sea level
or CU or
(AMSL)
AS or AC or
NS [n]nnn/
[n]nnn M
(or [n]nnn/
[n]nnn FT)
AGL or
AMSL or
NIL
FZLVL:
[ABV] nnnn
Freezing level Height indication of
FT AGL or
(M)
0°C level(s) above
AMSL
ground level (AGL) or
above mean sea level
(AMSL), if lower than
the top of the airspace
for which the forecast
is supplied
[n]nnn HPA
Forecast QNH Forecast lowest ONH MNM
QNH:
(M)
during the period of
validity
SEA:
Tnn HGT
Sea-surface
Sea-surface
[n]n M
temperature and state
temperature
and state of sea of the sea if required by
regional air navigation
(O)
agreement
nnnnnn
Volcanic
VA:
Name of volcano
nnnn or NIL
eruptions (M)
Element
Detailed content
Examples
Location
Nnnnn or
PSYS: 06 L 1004 HPA N5130
Snnnn
E01000 MOV NE 25KT WKN
Wnnnnn or
Ennnnn
or Nnnnn
or Snnnn
Wnnnnn
or Ennnnn
TO Nnnnn
or Snnnn
Wnnnnn or
Ennnnn
Nnnnn or
Snnnn
Wnnnnn or
Ennnnn
or [N of
Nnn or
Snn]
or [S of Nnn
or Snn]
or [W of
Wnnn or
Ennn]
or [E of
Wnnn or
Ennn]
or
[nnnnnnnn
nn]1
WIND/T: 2000 FT 270/18
MPS PS03 5000 FT 250/20
MPS MS02 10000 FT 240/22
MPS MS11
CLD: BKN SC 2500/8000 FT
AGL
FZLVL: 3000 FT AGL
MNM QNH: 1004 HPA
SEA: T15 HGT 5 M
VA: ETNA
1
Free text describing well-known geographical locations should be kept to a minimum.
2
The location of the CB and/or TCU should be specified in addition to any widespread areas of
broken or overcast cloud as given in the example.
3
When no elements are included in Section I.
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377
Table A5-4. Ranges and resolutions for the numerical elements included in TAF
Element as specified in Chapter 6
° true
Wind direction:
Wind speed:
MPS
KT
Visibility:
M
M
M
M
Vertical visibility:
30's M (100's
FT)
30's M (100's
Cloud: height of base:
FT)
Air temperature (maximum and minimum):
°C
1
Range
000 - 360
00 - 991
00 - 1991
0000 - 0750
0800 - 4900
5 000 - 9000
10000 –
000 - 020
Resolution
10
1
1
50
100
1 000
0 (fixed value: 9999
1
000 - 100
1
-80 - +60
1
There is no aeronautical requirement to report surface wind speeds of 50m/s (100kt) or more; however, provision has
been made for reporting wind speeds up to 99m/s (199kt) for non-aeronautical purposes, as necessary.
EXAMPLE:
A5-1. TAF
TAF for YUDO (Donlon/International)1
TAF YUDO 160000Z 1606/1624 13005MPS 9000 BKN020 BECMG 1606/1608 SCT015CB BKN020 TEMPO
1608/1612 17006G12MPS 1000 TSRA SCT010CB BKN020 FM161230 15004MPS 9999 BKN020
Meaning of the forecast:
TAF for Donlon/International1 issued on the 16th of the month at 0000 UTC valid from 0600 UTC to 2400 UTC
on the 16th of the month; surface wind direction 130 degrees; wind speed 5 meters per second; visibility 9 kilometers, broken cloud at 600 meters; becoming between 0600 UTC and 0800 UTC on the 16th of the month,
scattered cumulonimbus cloud at 450 meters and broken cloud at 600 meters; temporarily between 0800 UTC
and 1200 UTC on the 16th of the month surface wind direction 170 degrees; wind speed 6 meters per second
gusting to 12 meters per second; visibility 1000 meters in a thunderstorm with moderate rain, scattered cumulonimbus cloud at 300 meters and broken cloud at 600 meters; from 1230 UTC on the 16th of the month surface
wind direction 150 degrees; wind speed 4 meters per second; visibility 10 kilometers or more; and broken cloud
at 600 meters.
1 Fictitious location
NOTE: In this example, the primary units "meter per second" and "meter" were used for wind speed and height
of cloud base, respectively. However, in accordance with Annex 5, the corresponding non-SI alternative units
"knot" and 'foot" may be used instead.
EXAMPLE:
A5-2. Cancellation of TAF
Cancellation of TAF for YUDO (Donlon/International)1
TAF AMD YUDO 161500Z 1606/1624 CNL
Meaning of the forecast:
Amended TAF for Donlon/International1 issued on the 16th of the month at 1500 UTC cancelling the previously
issued TAF valid from 0600 UTC to 2400 UTC on the 16th of the month.
1 Fictitious location
EXAMPLE:
A5-3. GAMET area forecast
YUCC GAMET VALID 220600/221200 YUDO
AMSWELL FIR/2 BLW FL120
SECN I
SFC WSPD:
10/12 16 MPS
SFC VIS:
06/08 3000 M BR N OF N51
SIGWX:
11/12 ISOL TS
SIG CLD:
06/09 OVC 800/11 00 FT AGL N OF N51 10/12 ISOL TCU 1200/8000 FT AGL
ICE:
MOD FL050/080
TURB:
MOD ABV FL090
3, 5
SIGMETS APPLICABLE:
378
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A5-3. GAMET area forecast (continued)
SECN II
PSYS:
WIND/T:
CLD:
FZLVL:
MNM QNH:
SEA:
VA:
Meaning:
Section I:
surface wind speeds:
surface visibility:
significant weather
phenomena:
significant clouds:
icing:
turbulence:
SIGMET messages:
Section II:
pressure systems:
winds and temperatures:
clouds:
freezing level:
minimum QNH:
sea:
volcanic ash:
1 Fictitious locations
06 L 1004 HPA N5130 E01000 MOV NE 25 KT WKN
2000 FT 270/18 MPS PS03 5000 FT 250/20 MPS MS02 10000 FT 240/22
MPS MS11
BKN SC 2500/8000 FT AGL
3000 FT AGL
1004 HPA
T15 HGT 5M
NIL
An area forecast for low-level flights (GAMET) issued for sub-area two of the
Amswell1 flight information region (identified by YUCC Amswell area control
centre) for below flight level 120 by the Donlon/International1 meteorological
office (YUDO); the message is valid from 0600 UTC to 1200 UTC on the 22nd
of the month.
between 1000 UTC and 1200 UTC 16 meters per second;
between 0600 UTC and 0800 UTC 3000 meters north of 51 degrees north
(due to mist);
between 1100 UTC and 1200 UTC isolated thunderstorms without hail;
between 0600 UTC and 0900 UTC overcast base 800, top 1100 feet above
ground level north of 51 degrees north; between 1000 UTC and 1200 UTC
isolated towering cumulus base 1200, top 8000 feet above ground level;
moderate between flight level 050 and 080;
moderate above flight level 090 (at least up to flight level 120);
3 and 5 applicable to the validity period and sub-area concerned.
at 0600 UTC low pressure of 1 004 hectopascals at 51.5 degrees north 10.0
degrees east, expected to move north-eastwards at 25 knots and to weaken;
at 2 000 feet above ground level wind direction 270 degrees; wind speed 18
meters per second, temperature plus 3 degrees Celsius; at 5 000 feet above
ground level wind direction 250 degrees; wind speed 20 meters per second,
temperature minus 2 degrees Celsius; at 10 000 feet above ground level wind
direction 240 degrees; wind speed 22 meters per second, temperature minus
11 degrees Celsius;
broken stratocumulus, base 2500 feet, top 8 000 feet above ground level;
3000 feet above ground level;
1004 hectopascals;
surface temperature 15 degrees Celsius; and state of sea 5 meters;
nil.
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Meteorological Service for International Air Traffic / SIGMET, AIRMET, WSW - Annex 3
Appendix 6. Technical Specifications related to Sigmet and Airmet Information, Aerodrome
Warnings and Wind Shear Warnings and Alerts
(See Chapter 7 of this Annex.)
NOTE: Data type designators to be used in abbreviated headings for SIGMET, AIRMET tropical cyclone and volcanic ash advisory messages are given in WMO Publication No. 386, Manual on the Global Telecommunication
System.
1. SPECIFICATIONS RELATED TO SIGMET INFORMATION
1.1
FORMAT OF SIGMET MESSAGES
1.1.1 The content and order of elements in a SIGMET message shall be in accordance with the template shown
in Table A6-1.
1.1.2
Messages containing SIGMET information for subsonic aircraft shall be identified as "SIGMET".
1.1.3 The sequence number referred to in the template in Table A6-1 shall correspond with the number of
SIGMET messages issued for the flight information region since 0001 UTC on the day concerned. The meteorological watch offices whose area of responsibility encompasses more than one FIR and/or CTA shall issue
separate SIGMET messages for each FIR and/or CTA within its area of responsibility.
1.1.4 In accordance with the template in Table A6-1, only one of the following phenomena shall be included in
a SIGMET message, using the abbreviations as indicated below:
At cruising levels (irrespective of altitude):
Thunderstorm
obscured
embedded
frequent
squall line
obscured with hail
embedded with hail
frequent, with hail
squall line with hail
Tropical Cyclone
tropical cyclone with 10-minute surface wind speed of 17 m/s
(34 kt) or more
Turbulence
severe turbulence
Icing
severe icing
icing due to freezing rain
Mountain Wave
severe mountain wave
Duststorm
heavy duststorm
Sandstorm
heavy sandstorm
Volcanic Ash
volcanic ash
Radioactive Cloud
OBSC TS
EMBD TS
FRQ TS
SQL TS
OBSC TSGR
EMBD TSGR
FRQ TSGR
SQL TSGR
TC (+ cyclone name)
SEV TURB
SEV ICE
SEV ICE (FZRA)
SEV MTW
HVY DS
HVY SS
VA (+ volcano name, if known)
RDOACT CLD
1.1.5 SIGMET information shall not contain unnecessary descriptive material. In describing the weather phenomena for which the SIGMET is issued, no descriptive material additional to that given in 1.1.4 shall be included.
SIGMET information concerning thunderstorms or a tropical cyclone shall not include references to associated
turbulence and icing.
1.1.6 Recommendation. - Meteorological watch offices in a position to do so should issue SIGMET information in graphical format using the WMO BUFR code form, in addition to the issuance of this SIGMET information
in abbreviated plain language in accordance with 1.1.1.
NOTE: The BUFR code form is contained in WMO Publication No. 306, Manual on Codes, Volume 1.2, Part B Binary Codes.
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1.2
DISSEMINATION OF SIGMET MESSAGES
1.2.1 SIGMET messages shall be disseminated to meteorological watch offices, WAFCs and to other meteorological offices in accordance with regional air navigation agreement. SIGMET messages for volcanic ash shall
also be disseminated to VAACs.
1.2.2 SIGMET messages shall be disseminated to international OPMET data banks and the centres designated by regional air navigation agreement for the operation of aeronautical fixed service satellite distribution
systems, in accordance with regional air navigation agreement.
2. SPECIFICATIONS RELATED TO AIRMET INFORMATION
2.1
FORMAT OF AIRMET MESSAGES
2.1.1 The content and order of elements in an AIRMET message shall be in accordance with the template
shown in Table A6-1.
2.1.2 The sequence number referred to in the template in Table A6-1 shall correspond with the number of
AIRMET messages issued for the flight information region since 0001 UTC on the day concerned. The meteorological watch offices whose area of responsibility encompasses more than one FIR and/or CTA shall issue
separate AIRMET messages for each FIR and/or CTA within its area of responsibility.
2.1.3
The flight information region shall be divided in sub-areas, as necessary.
2.1.4 In accordance with the template in Table A6-1, only one of the following phenomena shall be included in
an AIRMET message, using the abbreviations as indicated below:
At cruising levels below flight level 100 (or below flight level 150 in mountainous areas, or higher, where necessary):
- Surface Wind Speed
- widespread mean surface wind speed above
15 m/s (30 kt)
- Surface Visibility
- widespread areas affected by reduction of
-
-
-
SFC WSPD
(+ wind speed and units)
SFC VIS
visibility to less than 5000 m, including the
(+ visibility)
weather phenomenon causing the reduction of
(+ one of the following weather phenomena or
visibility
combination thereof: BR, DS, DU, DZ, FC, FG, FU. GR,
GS, HZ, IC, PL, PO, RA, SA, SG, SN, SQ, SS or VA)
Thunderstorms
- isolated thunderstorms without hail
ISOL TS
- occasional thunderstorms without hail
OCNL TS
- isolated thunderstorms with hail
ISOL TSGR
- occasional thunderstormes with hail
OCNL TSGR
Mountain Obscuration
- mountains obscured
MT OBSC
Cloud
- widespread areas of broken or overcast cloud
with height of base less than 300 m (1000 ft)
above ground level:
- broken
BKN CLD (+ height of the base and top and units)
- overcast
OVC CLD (+ height of the base and top and units)
- cumulonimbus clouds
which are:
- isolated
ISOL CB
- occasional
OCNL CB
- frequent
FRQ CB
- towering cumulus clouds
which are:
- isolated
ISOL TCU
- occasional
OCNL TCU
- frequent
FRQ TCU
Icing
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- moderate icing (except for icing in convective
clouds)
- Turbulence
- moderate turbulence (except for turbulence in
convective clouds)
- Mountain Wave
- moderate mountain wave
381
MOD ICE
MOD TURB
MOD MTW
2.1.5 AIRMET information shall not contain unnecessary descriptive material. In describing the weather phenomena for which the AIRMET is issued, no descriptive material additional to that given in 2.1.4 shall be included.
AIRMET information concerning thunderstorms or cumulonimbus clouds shall not include references to associated turbulence and icing.
NOTE: The specifications for SIGMET information which is also applicable to low-level flights are given in 1.1.4.
2.2
DISSEMINATION OF AIRMET MESSAGES
2.2.1 Recommendation. - AIRMET messages should be disseminated to meteorological watch offices in adjacent flight information regions and to other meteorological offices, as agreed by the meteorological authorities
concerned.
2.2.2 Recommendation. - AIRMET messages should be transmitted to international operational meteorological data banks and the centres designated by regional air navigation agreement for the operation of aeronautical
fixed service satellite distribution systems, in accordance with regional air navigation agreement.
3. SPECIFICATIONS RELATED TO SPECIAL AIR-REPORTS
NOTE: This appendix deals with the uplink of special air-reports. The general specifications related to special
air-reports are in Appendix 4.
3.1 Recommendation. - Special air-reports should be uplinked for 60 minutes after their issuance.
3.2 Recommendation. - Information on wind and temperature included in automated special air-reports should
not be uplinked to other aircraft in flight.
4. DETAILED CRITERIA RELATED TO SIGMET AND AIRMET MESSAGES
AND SPECIAL AIR-REPORTS (UPLINK)
4.1
IDENTIFICATION OF THE FLIGHT INFORMATION REGION
Recommendation. - In cases where the airspace is divided into a flight information region (FIR) and an upper
flight information region (UIR), the SIGMET should be identified by the location indicator of the air traffic services
unit serving the FIR.
NOTE: The SIGMET message applies to the whole airspace within the lateral limits of the FIR, i.e. to the FIR
and to the UIR. The particular areas and/or flight levels affected by the meteorological phenomena causing the
issuance of the SIGMET are given in the text of the message.
4.2
CRITERIA RELATED TO PHENOMENA INCLUDED IN SIGMET AND AIRMET
MESSAGES AND SPECIAL AIR-REPORTS (UPLINK)
4.2.1 Recommendation. - An area of thunderstorms and cumulonimbus clouds should be considered:
a) obscured (OBSC) if it is obscured by haze or smoke or cannot be readily seen due to darkness;
b) embedded (EMBD) if it is embedded within cloud layers and cannot be readily recognized;
c) isolated (ISOL) if it consists of individual features which affect, or are forecast to affect, an area with a
maximum spatial coverage less than 50 per cent of the area concerned (at a fixed time or during the
period of validity); and
d) occasional (OCNL) if it consists of well-separated features which affect, or are forecast to affect, an area
with a maximum spatial coverage between 50 and 75 per cent of the area concerned (at a fixed time or
during the period of validity).
4.2.2 Recommendation. - An area of thunderstorms should be considered frequent (FRQ) if within that area
there is little or no separation between adjacent thunderstorms with a maximum spatial coverage greater than
75 per cent of the area affected, or forecast to be affected, by the phenomenon (at a fixed time or during the
period of validity).
4.2.3 Recommendation. - Squall line (SQL) should indicate a thunderstorm along a line with little or no space
between individual clouds.
4.2.4
sary.
Recommendation. - Hail (GR) should be used as a further description of the thunderstorm, as neces-
4.2.5 Recommendation. - Severe and moderate turbulence (TURB) should refer only to: low-level turbulence
associated with strong surface winds; rotor streaming; or turbulence whether in cloud or not in cloud (CAT).
Turbulence should not be used in connection with convective clouds.
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4.2.6 Turbulence shall be considered:
a) severe whenever the peak value of the cube root of EDR exceeds 0.7; and
b) moderate whenever the peak value of the cube root of EDR is above 0.4 and below or equal to 0.7.
4.2.7 Recommendation. - Severe and moderate icing (ICE) should refer to icing in other than convective
clouds. Freezing rain (FZRA) should refer to severe icing conditions caused by freezing rain.
4.2.8 Recommendation. - A mountain wave (MTW) should be considered:
a) severe whenever an accompanying downdraft of 3.0 m/s (600 ft/min) or more and/or severe turbulence is
observed or forecast; and
b) moderate whenever an accompanying downdraft of 1.75-3.0 m/s (350-600 ft/min) and/or moderate turbulence is observed or forecast.
5. SPECIFICATIONS RELATED TO AERODROME WARNINGS
5.1
FORMAT AND DISSEMINATION OF AERODROME WARNINGS
5.1.1 The aerodrome warnings shall be issued in accordance with the template in Table A6-2 where required
by operators or aerodrome services, and shall be disseminated in accordance with local arrangements to those
concerned.
5.1.2 The sequence number referred to in the template in Table A6-2 shall correspond with the number of
aerodrome warnings issued for the aerodrome since 0001 UTC on the day concerned.
5.1.3 Recommendation. - In accordance with the template in Table A6-2, aerodrome warnings should relate
to the occurrence or expected occurrence of one or more of the following phenomena:
– tropical cyclone (to be included if the 10-minute mean surface wind speed at the aerodrome is expected to
be 17 m/s (34 kt) or more)
– thunderstorm
– hail
– snow (including the expected or observed snow accumulation)
– freezing precipitation
– hoar frost or rime
– sandstorm
– duststorm
– rising sand or dust
– strong surface wind and gusts
– squall
– frost
– volcanic ash
– tsunami
– volcanic ash deposition
– toxic chemicals
– other phenomena as agreed locally.
5.1.4 Recommendation. - The use of text additional to the abbreviations listed in the template in Table A6-2
should be kept to a minimum. The additional text should be prepared in abbreviated plain language using
approved ICAO abbreviations and numerical values. If no ICAO approved abbreviations are available, English
plain language text should be used.
5.2
QUANTITATIVE CRITERIA FOR AERODROME WARNINGS
Recommendation. - When quantitative criteria are necessary for the issue of aerodrome warnings covering, for
example, the expected maximum wind speed or the expected total snowfall, the criteria should be established
by agreement between the meteorological office and the users of the warnings.
6. SPECIFICATIONS RELATED TO WIND SHEAR WARNINGS
6.1
DETECTION OF WIND SHEAR
Recommendation - Evidence of the existence of wind shear should be derived from:
a) ground-based wind shear remote-sensing equipment, for example, Doppler radar;
b) ground-based wind shear detection equipment, for example, a system of surface wind and/or pressure
sensors located in an array monitoring a specific runway or runways and associated approach and departure paths;
c) aircraft observations during the climb-out or approach phases of flight to be made in accordance with
Chapter 5; or
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383
d) other meteorological information, for example, from appropriate sensors located on existing masts or towers in the vicinity of the aerodrome or nearby areas of high ground.
NOTE: Wind shear conditions are normally associated with the following phenomena:
– thunderstorms, microbursts, funnel cloud (tornado or waterspout), and gust fronts
– frontal surfaces
– strong surface winds coupled with local topography
– sea breeze fronts
– mountain waves (including low-level rotors in the terminal area)
– low-level temperature inversions.
6.2
FORMAT AND DISSEMINATION OF WIND SHEAR WARNINGS AND ALERTS
NOTE: Information on wind shear is also to be included as supplementary information in local routine and special
reports and METAR and SPECI in accordance with the templates in Appendix 3, Tables A3-1 and A3-2.
6.2.1 The wind shear warnings shall be issued in accordance with the template in Table A6-3 and shall be
disseminated in accordance with local arrangements to those concerned.
6.2.2 The sequence number referred to in the template in Table A6-3 shall correspond with the number of wind
shear warnings issued for the aerodrome since 0001 UTC on the day concerned.
6.2.3 Recommendation. - The use of text additional to the abbreviations listed in the template in Table A6-3
should be kept to a minimum. The additional text should be prepared in abbreviated plain language using
approved ICAO abbreviations and numerical values. If no ICAO approved abbreviations are available, English
plain language text should be used.
6.2.4 Recommendation. - When an aircraft report is used to prepare a wind shear warning, or to confirm a
warning previously issued, the corresponding aircraft report, including the aircraft type, should be disseminated
unchanged in accordance with local arrangements to those concerned.
NOTE 1: Following reported encounters by both arriving and departing aircraft two different wind shear warnings
may exist, one for arriving aircraft and one for departing aircraft.
NOTE 2: Specifications for reporting the intensity of wind shear are still undergoing development. It is recognized,
however, that pilots, when reporting wind shear, may use the qualifying terms "moderate", "strong" or "severe",
based to a large extent on their subjective assessment of the intensity of the wind shear encountered.
6.2.5 The wind shear alerts shall be disseminated from automated, ground-based, wind shear remote-sensing
or detection equipment in accordance with local arrangements to those concerned.
6.2.6 Recommendation. - Where microbursts are observed, reported by pilots or detected by ground-based,
wind shear detection or remote-sensing equipment, the wind shear warning and wind shear alert should include
a specific reference to microburst.
6.2.7 Where information from ground-based wind shear detection or remote-sensing equipment is used to
prepare a wind shear warning, the warning should, if practicable, relate to specific sections of the runway and
distances along the approach path or take-off path as agreed between the meteorological authority, the appropriate ATS authority and the operators concerned.
Key:
Table A6-1. Template for SIGMET and AIRMET messages and special air-reports (uplink)
–
M
inclusion mandatory, part of every message
–
inclusion conditional, included whenever applicable
C
–
=
a double line indicates that the text following it should be placed on the subsequent line
NOTE: The ranges and resolutions for the numerical elements included in SIGMET/AIRMET messages and in
special air-reports are shown in Table A6-4 of this appendix.
384
METEOROLOGY SERVICE FOR INTERNATIONAL
AIR NAVIGATION
METEOROLOGICAL SERVICE FOR INTERNATIONAL AIR TRAFFIC - ANNEX 3
Element as
specified in
Chapter 5 and
Detailed
Appendix 6
content
SIGMET
Location
ICAO location nnnn
indicator of
indicator of
FIR/CTA (M)2
the ATS unit
serving the FIR
or CTA to which
the SIGMET/
AIRMET refers
(M)
Message
Identification
SIGMET [nn]n
(M)
identification
and sequence
number4 (M)
Template(s)
AIRMET
AIRMET [nn]n
Validity period
(M)
Date-time
groups
indicating
the period of
validity in UTC
(M)
VALID nnnnnn/nnnnnn
Location
indicator of
MWO (M)
Location
indicator
of MWO
originating the
message with
a separating
hyphen (M)
Location
indicator and
name of the
FIR/CTA6 for
which the
SIGMET/
AIRMET
is issued
or aircraft
radiotelephony
call sign (M)
nnnn—
nnnn
nnnnnnnnnn
FIR[/UIR] or
nnnn
nnnnnnnnnn
CTA
nnnn
nnnnnnnnnn
FIR[/n]
SPECIAL
AIR-REPORT1
—
ARS
_5
nnnnnn
Examples
YUCC3
YUDD3
SIGMET 5
SIGMET A3
AIRMET 2
ARS
VALID 221215/
221600
VALID 101520/
101800
VALID 251600/
252200
YUDO— 3
YUSO—3
YUCC AMSWELL
FIR3
YUDD SHANLON
FIR/UIR3
YUCC AMSWELL
FIR/23
YUDD SHANLON
FIR3
VA812
IF THE SIGMET IS TO BE CANCELLED, SEE DETAILS AT THE END OF THE TEMPLATE.
Phenomenon
TS
SEV TURB
Description of OBSC8 TS [GR9 SFC WSPD
(M)7
phenomenon
] EMBD 10 FRQ11 nn[n]MPS
TSGR
FRQ TS
causing the
TS [GR] SQL12 (or SFC WSPD
OBSC TSGR
issuance of
TS [GR]
nn[n]KT)
EMBD TSGR
SIGMET /
AIRMET (C)
TC GLORIA
TC NN
Name of the
FIR/ CTA
or aircraft
identification
(M)
METEOROLOGY SERVICE FOR INTERNATIONAL
AIR NAVIGATION
METEOROLOGICAL SERVICE FOR INTERNATIONAL AIR TRAFFIC - ANNEX 3
Element as
specified in
Chapter 5 and
Appendix 6
Template(s)
Detailed
content
SIGMET
TC nnnnnnnnnn
or NN13
SEV TURB14
SEV ICE15 SEV
ICE (FZRA)15
SEV MTW16
HVY DS HVY
SS
VA[ERUPTION]
[MT
nnnnnnnnnn]
[LOC
Nnn[nn] or
Snn[nn]
Ennn[nn] or
Wnnn[nn]
VA CLD
RDOACT CLD
Observed
or forecast
phenomenon
(M)
385
Indication
whether the
information is
observed and
expected to
continue, or
forecast (M)
OBS [AT nnnnZ]
FCST [AT nnnnZ]
AIRMET
SFC VIS nnnnM
(nn)17
SPECIAL
AIR-REPORT1
SEV TURB
SEV ICE
ISOL18 TS[GR]9
OCNL19 TS[GR]
MT OBSC
BKN CLD
nnn/[ABV]
nnnnM (or BKN
CLD nnn/[ABV]
nnnnFT)
SEV MTW
HVY SS
VA CLD [FL
nnn/nnn]
VA [MT
nnnnnnnnnn]
MOD TURB
MOD ICE
Examples
VA ERUPTION
MT ASHVAL
LOC S15
E073 VA CLD
MOD TURB
MOD MTW
ISOL CB
BKN CLD
120/900M
(BKN CLD
400/3000FT)
OVC CLD270/
ABV3000M (OVC
CLD 900/ABV
10000FT)
SEV ICE
OVC CLD
nnn/[ABV] nnnnM
(or OVC CLD
nn/[ABV] nnnnFT)
ISOL18 CB20
OCNL19 CB
FRQ11 CB
ISOL18 TCU 20
OCNL19 TCU20
FRQ11 TCU
MOD TURB14
MOD ICE15 MOD
MTW16
RDOACT CLD
OBS AT nnnnZ
OBS AT 1210Z
OBS
FCST AT 1815Z
386
METEOROLOGY SERVICE FOR INTERNATIONAL
AIR NAVIGATION
METEOROLOGICAL SERVICE FOR INTERNATIONAL AIR TRAFFIC - ANNEX 3
Element as
specified in
Chapter 5 and
Detailed
Appendix 6
content
Location (C)21 Location
(referring to
latitude and
longitude (in
degrees and
minutes) or
locations or
geographic
features
well known
internationally)
Template(s)
SIGMET
AIRMET
Nnn[nn] Wnnn[nn] or
Nnn[nn] Ennn[nn] or
Snn[nn] Wnnn[nn] or
Snn[nn] Ennn[nn]
or
N OF Nnn[nn] or
S OF Nnn[nn] or
N OF Snn[nn] or
S OF Snn[nn] or
(AND]
W OF Wnnn[nn] or
E OF Wnnn[nn] or
W OF Ennn[nn] or
E OF Ennn[nn]
or
[N OF, NE OF, E OF, SE OF, S
OF, SW OF, W OF, NW OF] [LINE]
Nnn[nn] or Snn[nn] Wnnn[nn] or
Ennn[nn] - Nnn[nn] or Snn[nn]
Wnnn[nn] or Ennn[nn]
or
[N OF, NE OF, E OF, SE OF, S
OF, SW OF, W OF, NW OF AT
nnnnnnnnnnnn
or
WI Nnn[nn] or Snn[nn] Wnnn[nn] or
Ennn[nn] Nnn[nn] or Snn[nn] Wnnn[nn] or
Ennn[nn] Nnn[nn] or Snn[nn] Wnnn[nn] or
Ennn[nn] [Nnn[nn] or Snn[nn] Wnnn[nn] or
Ennn[nn] Nnn[nn] or Snn[nn] Wnnn[nn] or
Ennn[nn]]
SPECIAL
AIR-REPORT1
Nnnnn Wnnnnn
or
Nnnnn Wnnnnn
or
Snnnn Wnnnnn
or
Snnnn Ennnnn
Examples
S OF N54
N OF N50
N2020 W07005
YUSB3
N2706 W07306
N48 E010
N OF N1515 AND
W OF E13530
W OF E1554
N OF LINE S2520
W11510 - S2520
W12010
WI N6030 E02550 N6055 E02500 N6050 E02630
METEOROLOGY SERVICE FOR INTERNATIONAL
AIR NAVIGATION
METEOROLOGICAL SERVICE FOR INTERNATIONAL AIR TRAFFIC - ANNEX 3
Element as
Template(s)
specified in
Chapter 5 and
Detailed
SPECIAL
Appendix 6
content
SIGMET
AIRMET
AIR-REPORT1
FLnnn or nnnnM
Flight level and [SFC/]FLnnn or [SFC/]nnnnM (or
Level (C)21
(or nnnnFT)
extent22 (C)
[SFC/]nnnnFT) or FLnnn/nnn or
TOP FLnnn or [TOP] ABV FLnnn
or23
CB TOP [ABV] FLnnn WI nnnKM
OF CENTRE
(or CB TOP [ABV] FLnnn WI nnnNM
OF CENTRE) or
CB TOP [BLW] FLnnn WI nnnKM
OF CENTRE
(or CB TOP [BLW] FLnnn WI
nnnNM OF CENTRE)
or24
FLnnn/nnn [APRX nnnKM BY
nnnKM]
[nnKM WID LINE25 BTN (nnNM
WID LINE BTN)]
[Nnn[nn] or Snn[nn] Wnnn[nn] or
Ennn[nn]
- Nnn[nn] or Snn[nn] Wnnn[nn] or
Ennn[nn]
[- Nnn[nn] or Snn[nn] Wnnn[nn] or
Ennn[nn]]
[ - Nnn[nn] or Snn[nn] Wnnn[nn] or
Ennn[nn]]
(or FLnnn/nnn [APRX nnnNM BY
nnnNM]
[Nnn[nn] or Snn(nn] Wnnn[nn] or
Ennn[nn]
- Nnn[nn] or Snn[nn] Wnnn[nn] or
Ennn[nn]
[ - Nnn[nn] or Snn[nn] Wnnn[nn] or
Ennn[nn]]
[ - Nnn[nn] or Snn[nn] Wnnn(nn] or
Ennn[nn]])
Movements
Movement
MOV N [nnKMH] or MOV NNE
or expected
or expected
[nnKMH] or MOV NE [nnKMH]
movement
movement
or MOV ENE [nnKMH] or MOV E
(C)21
(direction and [nnKMH] or MOV ESE [nnKMH] or
speed) with
MOV SE [nnKMH] or MOV SSE
reference to
[nnKMH] or MOV S [nnKMH] or
one of the
MOV SSW [nnKMH] or MOV SW
eight points
[nnKMH] or MOV WSW [nnKMH]
of compass or or MOV W [nnKMH] or MOV WNW
stationary (C)
[nnKMH] or MOV NW [nnKMH] or
MOV NNW [nnKMH] (or MOV N
[nnKT] or MOV NNE [nnKT] or MOV
NE [nnKT] or MOV ENE [nnKT or
MOV E [nnKT] or MOV ESE [nnKT]
or MOV SE [nnKT] or MOV SSE
[nnKT] or MOV S [nnKT] or MOV
SSW [nnKT] or MOV SW [nnKT]
or MOV WSW [nnKT] or MOV W
[nnKT] or MOV WNW [nnKT] or
MOV NW [nnKT] or MOV NNW
[nnKT]) or STNR
387
Examples
FL180
FL050/080
TOP FL390
SFC/FL070
TOP ABV FL100
FL310/450
CB TOP FL500 WI
270KM OF
CENTRE
(CB TOP FL500
WI 150NM OF
CENTRE)
FL310/350 APRX
220KM BY 35KM
FL390
MOV E 40KMH
(MOV E 20KT)
MOV SE
STNR
388
METEOROLOGY SERVICE FOR INTERNATIONAL
AIR NAVIGATION
METEOROLOGICAL SERVICE FOR INTERNATIONAL AIR TRAFFIC - ANNEX 3
Element as
specified in
Chapter 5 and
Detailed
Appendix 6
content
Expected
Changes in
intensity (C)21 changes in
intensity (C)
Forecast
Forecast
position (C)21
position of
22
volcanic ash
cloud or the
centre of the TC
at the end of the
validity period
of the SIGMET
message (C)
Template(s)
SIGMET
AIRMET
INTSF or WKN or NC
SPECIAL
AIR-REPORT1
-
Examples
WKN
FCST nnnnZ TC CENTRE
Nnn[nn]
or Snn[nn]
Wnnn[nn] or
Ennn[nn]
or
FCST nnnnZ VA
CLD APRX
[nnKM WID
LINE25 BTN
(nnNM WID
LINE BTN)]
Nnn[nn]
or Snn[nn]
Wnnn[nn] or
Ennn[nn]
- Nnn[nn]
or Snn[nn]
Wnnn[nn] or
Ennn[nn]
- Nnn[nn]
or Snn[nn]
Wnnn[nn] or
Ennn[nn]
[ - Nnn[nn]
or Snn[nn]
Wnnn[nn] or
Ennn[nn]]
[ - Nnn[nn]
or Snn[nn]
Wnnn[nn]
or Ennn[nn]]
[AND]26
-
FCST 2200Z TC
CENTRE N2740
W07345
FCST 1700 VA
CLD
APRX S15 E075 S15 E081 S17 E083 S18 E079 S15 E075
CNL SIGMET
[nn]nnnnnnn
/nnnnnn or
CNL SIGMET
[nn]nnnnnnn
/nnnnnn [VA
MOV TO nnnn
FIR]24
-
CNL SIGMET 2
101200/10160027
CNL SIGMET 3
251030/251430 VA
MOV TO YUDO
FIR27
CNL AIRMET
151520/15180027
OR
Cancellation
of SIGMET/
AIRMET27 (C)
Cancellation
of SIGMET/
AIRMET
referring to its
identification
CNL AIRMET
(nn)nnnnnnn/
nnnnnn
1
No wind and temperature to be uplinked to other aircraft in flight in accordance with 3.2.
2
See 4.1.
3
Fictitious location.
4
In accordance with 1.1.3 and 2.1.2.
5
See 3.1.
6
See 2.1.3.
7
In accordance with 1.1.4 and 2.1.4.
8
In accordance with 4.2.1 a).
9
In accordance with 4.2.4.
10
In accordance with 4.2.1 b).
METEOROLOGY SERVICE FOR INTERNATIONAL
AIR NAVIGATION
METEOROLOGICAL SERVICE FOR INTERNATIONAL AIR TRAFFIC - ANNEX 3
389
11
In accordance with 4.2.2.
12
In accordance with 4.2.3.
13
Used for unnamed tropical cyclones.
14
In accordance with 4.2.5 and 4.2.6.
15
In accordance with 4.2.7.
16
In accordance with 4.2.8.
17
In accordance with 2.1.4.
18
In accordance with 4.2.1 c).
19
In accordance with 4.2.1 d).
20
The use of cumulonimbus, CB and towering cumulus, TCU, is restricted to AIRMETs in accordance with 2.1.4.
21
In the case of the same phenomenon covering more than one area within the FIR, these elements can be repeated, as necessary.
22
Only for SIGMET messages for volcanic ash cloud and tropical cyclones.
23
Only for SIGMET messages for tropical cyclones.
24
Only for SIGMET messages for volcanic ash.
25
26
27
A straight line between two points drawn on a map in the Mercator projection or a straight line between
two points which crosses lines of longitude at a constant angle.
To be used for two volcanic ash clouds or two centres of tropical cyclones simultaneously affecting the FIR concerned.
End of the message (as the SIGMET/AIRMET message is being cancelled).
NOTE: In accordance with 1.1.5 and 2.1.5, severe or moderate icing and severe or moderate turbulence (SEV
ICE, MOD ICE, SEV TURB, MOD TURB) associated with thunderstorms, cumulonimbus clouds or tropical
cyclones should not be included.
Key:
M
C
-
inclusion mandatory, part of every message
inclusion conditional, included whenever applicable
NOTE 1: The ranges and resolutions for the numerical elements included in wind shear warnings are shown in
Table A 6-4 of this appendix.
NOTE 2: The explanations for the abbreviations can be found in the Procedures for Air Navigation Services ICAO Abbreviations and Codes (PANS-ABC, Doc 8400).
Table A6-2. Template for aerodrome warnings
Element
Location indicator of the
aerodrome (M)
Identification of the type
of message (M)
Validity period (M)
Detailed content
Template
Example
Location indicator of the nnnn
YUCC1
aerodrome
Type of message and
AD WRNG [n]n
AD WRNG 2
sequence number
Day and time of validity
VALID nnnnnn/nnnnnn
VALID 211230/211530
period in UTC
IF THE AERODROME WARNING IS TO BE CANCELLED, SEE DETAILS AT THE END OF THE TEMPLATE.
390
METEOROLOGY SERVICE FOR INTERNATIONAL
AIR NAVIGATION
METEOROLOGICAL SERVICE FOR INTERNATIONAL AIR TRAFFIC - ANNEX 3
Table A6-2. Template for aerodrome warnings (continued)
Element
Phenomenon (M)2
Detailed content
Description of
phenomenon causing
the issuance of the
aerodrome warning
Template
TC3 nnnnnnnnnn or
[HVY] TS or
GR or
[HVY] SN [nnCM]3 or
[HVY] FZRA or
[HVY] FZDZ or
RIME4 or
[HVY] SS or
[HVY] DS or
SA or
DU or
SFC WSPD nn[n]MPS
MAX nn[n]
(SFC WSPD nn[n]KT
MAX nn[n]) or
SFC WIND nnn/nn[n]MPS
MAXnn[n]
(SFC WIND nnn/nn[n]KT
MAX nn[n]) or
SQ or
FROST or
TSUNAMI or
VA[DEPO] or
TOX CHEM or
free text up to 32
characters5
OBS [AT nnnnZ] or
FCST
Indication whether the
information is observed
and expected to continue,
or forecast
Changes in intensity (C) Expected changes in
INTSF or
intensity
WKN or
NC
OR
CNL AD WRNG [n]n
Cancellation of
Cancellation of
nnnnnn/nnnnnn
aerodrome warning6
aerodrome warning
referring to its
identification
Observed or forecast
phenomenon (M)
1
Fictitious location.
2
One phenomenon or a combination thereof, in accordance with 5.1.3.
3
In accordance with 5.1.3.
4
Hoar frost or rime in accordance with 5.1.3.
5
In accordance with 5.1.4.
6
End of the message (as the aerodrome warning is being cancelled).
Key:
M
C
=
=
Example
TC ANDREW
HVY SN 25CM
SFC WSPD 20MPS MAX 30
VA
TSUNAMI
OBS AT 1200Z
OBS
WKN
CNL AD WRNG 2
211230/2115306
inclusion mandatory, part of every message
inclusion conditional, included whenever applicable
NOTE 1: The ranges and resolutions for the numerical elements included in wind shear warnings are shown in
Table A 6-4 of this appendix.
NOTE 2: The explanations for the abbreviations can be found in the Procedures for Air Navigation Services ICAO Abbreviations and Codes (PANS-ABC, Doc 8400).
METEOROLOGY SERVICE FOR INTERNATIONAL
AIR NAVIGATION
METEOROLOGICAL SERVICE FOR INTERNATIONAL AIR TRAFFIC - ANNEX 3
391
Table A6-3. Template for wind shear warnings
Element
Location indicator of the
aerodrome (M)
Identification of the type
of message (M)
Time of origin and
validity period (M)
Detailed content
Location indicator of the
aerodrome
Type of message and
sequence number
Day and time of issue
and, where applicable,
validity period in UTC
Template
Example
nnnn
YUCC1
WS WRNG [n]n
WS WRNG 1
nnnnnn [VALID TL nnnnnn] or
[VALID nnnnnn/nnnnnn]
211230 VALID TL
211330
221200 VALID
221215/221315
IF THE WIND SHEAR WARNING IS TO BE CANCELLED, SEE DETAILS AT THE END OF THE TEMPLATE.
Phenomenon (M)
Identification of the
[MOD] or [SEV] WS IN APCH or WS APCH RWY12
phenomenon and its
MOD WS RWY34
[MOD] or [SEV] WS [APCH]
location
RWYnnn
or
WS IN CLIMB-OUT
[MOD] or [SEV] WS IN
CLIMB-OUT
or
[MOD] or [SEV] WS CLIMB-OUT MBST APCH RWY26
RWYnnn or
MBST IN APCH or
MBST [APCH] RWYnnn
or
MBST IN CLIMB-OUT or
MBST IN CLIMB-OUT
MBST CLIMB-OUT RWYnnn
REP AT nnnn nnnnnnnn or
REP AT 1510 B747
Observed, reported or Identification whether
the phenomenon is
forecast phenomenon
OBS [AT nnnn] or
OBS AT 1205
observed or reported
(M)
FCST
FCST
and expected to
continue or forecast
SFC WIND: 320/5MPS
SFC WIND: nnn/nnMPS (or
Details of the
Description of
nnn/nnKT) nnnM (nnnFT)-WIND: 60M-WIND: 360/13MPS
phenomenon (C)2
phenomenon causing
the issuance of the wind nnn/nnMPS (or nnn/nnKT)
(SFC WIND: 320/10KT
shear warning
or
200FT-WIND:
nnKMH (or nnKT) ASPEEDL
360/26KT)
nnKM (or nnNM)
60KMH LOSS 4KM
FNA RWYnn
FNA RWY13 (30KT
LOSS 2NM FNA
or
RWY13)
nnKMH (or nnKT) ASPEEDG
nnKM (or nnNM) FNA RWYnn
OR
Cancellation of wind
Cancellation of wind
CNL WS WRNG [n]n
CNL WS WRNG
shear warning3
shear warning referring nnnnnn/nnnnnn
1211230/21133033
to its identification
1
Fictitious location.
2
Additional provisions in 6.2.3.
3
End of the message (as the wind shear warning is being cancelled).
Table A6-4. Ranges and resolutions for the numerical elements included in volcanic ash and tropical
cyclone advisory messages, SIGMET/AIRMET messages and aerodrome and wind shear warnings
Element as specified in Appendices 2 and 6
M
Summit elevation:
FT
Advisory number:
for VA (index)1
for TC (index)1
Maximum surface wind: MPS
KT
Range
000 - 8100
000 - 27000
000 - 2000
00 - 99
00 - 99
00 - 199
Resolution
1
1
1
1
1
1
392
METEOROLOGY SERVICE FOR INTERNATIONAL
AIR NAVIGATION
METEOROLOGICAL SERVICE FOR INTERNATIONAL AIR TRAFFIC - ANNEX 3
Table A6-4. Ranges and resolutions for the numerical elements included in volcanic
ash and tropical cyclone advisory messages, SIGMET/AIRMET messages and
aerodrome and wind shear warnings (continued)
Element as specified in Appendices 2 and 6
hPa
Central pressure:
Surface wind speed:
MPS
KT
M
Surface visibility:
M
M
Cloud: height of base:
FT
M
Cloud: height of top:
M
FT
FT
Latitudes:
°(degrees)
'(minutes)
Longitudes:
° (degrees)
'(minutes)
Flight levels:
Movement:
KMH
KT
1
Range
850 - 1050
15 - 49
30 - 99
0000 - 0750
0800 - 5000
000 - 300
000 - 1000
000 - 2970
3000 - 20000
000 - 9900
10000 - 60000
00 - 90
00 - 60
000 -180
00 - 60
000 - 650
0 - 300
0 - 150
Resolution
1
1
1
50
100
30
100
30
300
100
1000
1
1
1
1
10
10
5
Non-dimensional
EXAMPLE: A6-1. SIGMET and AIRMET message and the corresponding cancellations
SIGMET
YUDD SIGMET 2 VALID 101200/101600 YUSO YUDD SHANLON FIR/UIR OBSC TS FCST
S OF N54 TOP FL390 MOV E WKN
AIRMET
YUDD AIRMET 1 VALID 151520/151800 YUSO YUDD SHANLON FIR ISOL TS OBS
N OF S50 TOP ABV FL 100 STNR WKN
Cancellation of SIGMET
YUDD SIGMET 3 VALID 101345/101600 YUSO - YUDD
SHANLON FIR/UIR CNL SIGMET 2 101200/101600
Cancellation of AIRMET
YUDD AIRMET 2 VALID 151650/151800 YUSO - YUDD
SHANLON FIR CNL AIRMET 1 151520/151800
EXAMPLE:
A6-2. SIGMET message for tropical cyclone
YUCC SIGMET 3 VALID 251600/252200 YUDO YUCC AMSWELL FIR TC GLORIA OBS AT 1600Z N2706 W07306 CB TOP FL500 WI 150NM OF CENTRE
MOV NW 10KT NC FCST 2200Z TC CENTRE N2740 W07345
Meaning:
The third SIGMET message issued for the AMSWELL1 flight information region (identified by YUCC Amswell
area control centre) by the Donlon/International1 meteorological watch office (YUDO) since 0001 UTC; the message is valid from 1600 UTC to 2200 UTC on the 25th of the month; tropical cyclone Gloria was observed at
1600 UTC at 27 degrees 06 minutes north and 73 degrees 6 minutes west with cumulonimbus top at flight level
500 within 150 nautical miles of the centre; the tropical cyclone is expected to move northwestwards at 10 knots
and not to undergo any changes in intensity; the forecast position of the centre of the tropical cyclone at 2200
UTC is expected to be at 27 degrees 40 minutes north and 73 degrees 45 minutes west.
1 Fictitious locations
EXAMPLE:
Example A6-3. SIGMET message for volcanic ash
YUDD SIGMET 2 VALID 211100/211700 YUSO YUDD SHANLON FIR/UIR VA ERUPTION MT ASHVAL LOC S1500 E07348 VA CLD OBS AT 1100Z FL310/450
APRX 220KM BY 35KM S1500 E07348 - S1530 E07642 MOV SE 65KMH FCST 1700Z VA CLD APRX S1506
E07500 - S1518 E08112 - 51712 E08330 - S1824 E07836
Meaning:
METEOROLOGY SERVICE FOR INTERNATIONAL
AIR NAVIGATION
METEOROLOGICAL SERVICE FOR INTERNATIONAL AIR TRAFFIC - ANNEX 3
393
The second SIGMET message issued for the SHANLON1 flight information region (identified by YUDD Shanlon
area control centre/upper flight information region) by the Shanlon/International1 meteorological watch office
(YUSO) since 0001 UTC; the message is valid from 1100 UTC to 1700 UTC on the 21st of the month; volcanic
ash eruption of Mount Ashval1 located at 15 degrees south and 73 degrees 48 minutes east; volcanic ash cloud
observed at 1100 UTC between flight levels 310 and 450 in an approximate area of 220 km by 35 km between 15
degrees south and 73 degrees 48 minutes east, and 15 degrees 30 minutes south and 76 degrees 42 minutes
east; the volcanic ash cloud is expected to move east-southeastwards at 65 kilometres per hour; at 1700 UTC
the volcanic ash cloud is forecast to be located approximately in an area bounded by the following points: 15
degrees 6 minutes south and 75 degrees east, 15 degrees 18 minutes south and 81 degrees 12 minutes south,
17 degrees 12 minutes south and 83 degrees 30 minutes east, and 18 degrees 24 minutes south and 78 degrees
36 minutes east.
1 Fictitious locations
EXAMPLE:
A6-4. SIGMET message severe turbulence
YUCC SIGMET 5 VALID 221215/221600 YUDO YUCC AMSWELL FIR SEV TURB OBS AT 1210Z YUSB FL250 MOV E 40KMH WKN
Meaning:
The fifth SIGMET message issued for the AMSWELL1 flight information region (identified by YUCC Amswell area
control centre) by the Donlon/International1 meteorological watch office (YUDO) since 0001 UTC; the message
is valid from 1215 UTC to 1600 UTC on the 22nd of the month; severe turbulence was observed at 1210 UTC
over Siby/Bistock* aerodrome (YUSB) at flight level 250; the turbulence is expected to move eastwards at 40
kilometres per hour and to weaken in intensity.
1 Fictitious locations
EXAMPLE:
A6-5. AIRMET message for moderate mountain wave
YUCC AIRMET 2 VALID 221215/221600 YUDO YUCC AMSWELL FIR MOD MTW OBS AT 1205Z AND FCST N48 El0 FL080 STNR NC
Meaning:
The second AIRMET message issued for the AMSWELL1 flight information region (identified by YUCC Amswell
area control centre) by the Donlon/Intemational1 meteorological watch office (YUDO) since 0001 UTC; the message is valid from 1215 UTC to 1600 UTC on the 22nd of the month; moderate mountain wave was observed at
1205 UTC at 48 degrees north and 10 degrees east at flight level 080; the mountain wave is expected to remain
stationary and not to undergo any changes in intensity.
1 Fictitious locations
394
METEOROLOGY SERVICE FOR INTERNATIONAL
AIR NAVIGATION
AERODROME WEATHER REPORT
Aerodrome Weather Report
AERODROME WEATHER REPORT – METAR AND SPECI DECODE
METAR or
SPECI
COR
CCCC
YYGGgg
Z
NIL
AUTO
ddd
ff
G
fm fm
IDENTIFICATION GROUPS
METAR – Aviation routine weather report code name
SPECI – Aviation special weather report code name
COR – Code word used as appropriate
ICAO four-letter location indicator
In individual messages, day of the month and time of observation in hours and
minutes UTC
Indicator of UTC
NIL – Code word used as appropriate
Fully automated observation indicator
SURFACE WIND
Mean wind direction in degrees
true rounded off to nearest 10
degrees (VRB = VARIABLE
when ff < 3kt)
Mean wind speed (10-minute
00000 = calm
mean or since discontinuity)
Indicator of Gust - if necessary
Maximum wind speed (gust) - if
necessary
Wind speed units used
P199KMH (P99KT,
P49 MPS) mean ff or
fm fm = 200 KMH (100
KT, 50 MPS) or more
KMH or KT or MPS
Followed when there is a variation in wind direction of 60° or more but less than 180° and wind speed >
3 KT by group below:
dn d n dn
Extreme direction of wind
V
Indicator of Variability
dx d x dx
Other extreme direction of wind (measured clockwise)
PREVAILING VISIBILITY
Prevailing visibility in metres or lowest visibility if visibility is not the same and
fluctuating and the prevailing visibility less than 5000m.
9999 = 10 km or more
Followed when visibility is not the same and minimum visibility is not prevailing and visibility < 1 500 m or
visibility < 50% of prevailing and less than 5000m by the group below:
Vn Vn Vn Vn
Lowest visibility
NDV
Abbreviation for no directional variations.
Followed by
Vn Vn Vn Vn
Lowest visibility
Dv
General direction of lowest visibility or most operationally significant if minimum
visibility observed in more than one direction.
VVVV
RUNWAY VISUAL RANGE (RVR) WHERE REQUIRED, UP TO FOUR ACTIVE RUNWAYS
Indicator of RVR
Runway designator – for parallel runways may have LL, L, C, R or RR appended
(L = left; C = centre; R = right)
VR VR VR VR
RVR (10-minute mean) at the touchdown zone P2000 = more than 2 000 m,
M0050 = less than 50 m
i
RVR tendency indicator over past 10 minutes. U = upward; D = downward; N =
no distinct change. Omitted if possible to determine
Replaced when there are significant variations in RVR by the group below:
R
Indicator of RVR
DR DR
Runway designator – for parallel runways may have LL, L C, R or RR
VR VR VR VR
RVR in metres (one-minute mean minimum value during last 10 minutes)
R
DR DR
METEOROLOGY SERVICE FOR INTERNATIONAL
AIR NAVIGATION
AERODROME WEATHER REPORT
395
RUNWAY VISUAL RANGE (RVR) WHERE REQUIRED, UP TO FOUR ACTIVE RUNWAYS
V
Indicator of significant Variation
VR VR VR VR
RVR in metres (one-minute mean maximum value during last 10 minutes)
i
RVR tendency indicator
Note:
25 m STEP if RVR < 400 m
50 m STEP if 400 < RVR < 800 m
100 m STEP if RVR > 800 m
w’w’
PRESENT WEATHER
Present weather (see table w’w’ at the end of this sequence)
CLOUDS*
Cloud amount:
FEW – FEW (1 – 2 oktas)
SCT – SCaTtered (3 – 4 oktas)
BKN – BroKeN (5 – 7 oktas)
OVC – OVerCast (8 oktas)
h s h s hs
Height of base of clouds in units of 30 m (100 ft)
(CC)
Cloud type – only CB (cumulonimubs) or TCU (towering cumulus) indicated or ///
if it cannot be observed by automatic system
Replaced when sky is obscured and information on vertical visibility is available by the group below:
VV
Indicator of Vertical Visibility
h s h s hs
Vertical visibility in units of 30 m (100 ft) /// = vertical visibility unavailable
Replaced when there are no such clouds, no restriction on vertical visibility and CAVOK is not appropriate by:
NSC
Nil Significant Cloud
Replaced when automatic system is used and no cloud detected by:
NCD
No Cloud Detected
* Clouds of operational significance (i.e. below 1 500 m (5000 ft) or below the highest minimum sector
altitude, whichever is greater, and CB or TCU)
Ns Ns Ns
CAVOK
Ceiling And Visibility OK. Replaces visibility RVR, present weather and cloud if:
Visibility is 10 km or more
(1)
(2)
No cumulonimbus, towering cumulus and no other cloud below 1 500 m (5 000 ft) or below the
highest minimum sector altitude, whichever is greater, and
(3)
No significant present weather (see table w’w’ at the end of this sequence)
T’T’
T’d T’d
Q
PH PH PH PH
TEMP AND DEW POINT
Temperature in whole degrees Celsius (if below 0°C preceded by M)
Dew-point temperature in whole degrees Celsius (if below 0°C preceded by M)
PRESSURE
Indicator of QNH in hectopascals. If Q = A then QNH is in inches
QNH rounded down to the whole nearest hectopascal or to tenths and hundreths
of an inch , depending on indicator
SUPPLEMENTARY INFORMATION
RECENT WEATHER
RE
w’w’
Indicator of REcent weather
REcent weather since previous report (intensity NOT to be reported)
WIND SHEAR
WS
R
Wind Shear
RUNWAY
396
METEOROLOGY SERVICE FOR INTERNATIONAL
AIR NAVIGATION
AERODROME WEATHER REPORT
SUPPLEMENTARY INFORMATION
Runway designator – for parallel runways, may have LL, L, C, R or RR appended
(L = left; C = centre; R = right)
Replaced when all runways are affected by wind shear by: WS ALL RWY
STATE OF THE SEA / SURFACE TEMP
W
Group indicator letter
T s Ts
Temperature in whole degrees Celsius
Indicator of state of the sea
S
S’
State of water surface
S’
STATE OF THE SEA
Descriptive terms
Code figure
Calm (glassy)
0
Calm (rippled)
1
Smooth (wavelets)
2
Slight
3
Moderate
4
Rough
5
Very rough
6
High
7
Very high
8
Phenomenal
9
DR DR
STATE OF THE RUNWAY **
RDR DR
Indicator of runway
ER
Runway deposits
Extent of runway contamination
CR
eR e R
Depth of deposit
BR BR
Friction coefficient/breaking action
** State of the runway to be provided by appropriate airport authority
TREND FORECAST
TWO HOURS FROM TIME OF OBSERVATION
CHANGE INDICATORS
TTTTT or NOSIG
BECMG
TEMPO
NOSIG
CHANGE AND TIME
TT
GGgg
FORECAST WIND
ddd
BECoMinG, used where changes are expected to reach or pass
through specified values at a regular or irregular rate
TEMPOrary fluctuations of less than one hour and in aggregate
less than half the period indicated by GGG e Ge
NO SIGNIFICANT CHANGE
Can be AT or FM = FROM or TL = TILL
Associated time group in hours and minutes UTC
Forecast mean wind direction in degrees true,
rounded to nearest 10 degrees (VRB = VARIABLE)
Forecast mean wind speed
Indicator of Gust
Forecast maximum wind speed (gust)
Wind speed units
ff
00000 = calm
G
fm fm
KMH or KT or MPS
FORECAST VISIBILITY
VVVV
Forecast prevailing visibility in metres 9999 = 10 km or more
FORECAST WEATHER
w’w’
Forecast significant weather (see table w’w’ at the edn of this sequence)
Replaced when significant weather ends by:
NSW
Nil Significant Weather
FORECAST CLOUDS OF OPERATIONAL SIGNIFICANCE OR VERTICAL VISIBILITY
METEOROLOGY SERVICE FOR INTERNATIONAL
AIR NAVIGATION
AERODROME WEATHER REPORT
397
TREND FORECAST
TWO HOURS FROM TIME OF OBSERVATION
Ns Ns Ns
Forecast cloud amount
h s h s hs
Forecast height of base of cloud
(CC)
Cloud type - only CB
Replaced when sky expected to be obscured and vertical visibility forecasts are undertaken by:
VV
Indicator of Vertical Visibility
h s h s hs
Vertical visibility in units of 30 m (100 ft)
Replaced when no cumulonimbus, towering cumulus and no other cloud below 1 500 m (5 000 ft) or highest
minimum sector altitude, whichever is greater, are forecast and CAVOK is not appropriate by:
NSC
Nil Significant Cloud
RMK
Information included by national decision but not disseminated internationally
w’w’ SIGNIFICANT PRESENT, FORECAST AND RECENT WEATHER
QUALIFIER
WEATHER PHENOMENA
Intensity of
Proximity
Descriptor
Precipitation
Obscuration
Other
1
2
3
4
5
–
MI
DZ
Drizzle
BR
Mist
Light
Shallow
PO
Dust/sand
Moderate
whirls (dust
BC
RA
Rain
FG
Fog
Patches
(no
devils)
qualifier)
+
PR
FU
Heavy
Partial (covering SN
Snow
Smoke
SQ
Squalls
part of the
or wellSG
Snow grains VA
Volcanic ash FC
Funnel
developed
aerodrome)
cloud(s)
DU
Widespread
in the case
(tornado or
dust
of PO and
waterspout)
FC
In the
DR
Ice crystals
VC
Low drifting
IC
SA
Sand
SS
Sandstorm
vicinity
(diamond
BL
Blowing
HZ
Haze
DS
Duststorm
dust)
PL
Ice pellets
SH
Shower(s)
Thunderstorm
TS
GR Hail
FZ
Freezing
GS
Small hail
(supercooled)
and/or snow
pellets
UP
Unknown
Precipitation
1.
The w’w’ groups are constructed by considering columns 1 to 5 in the table above in
NOTES:
sequence, that is intensity, followed by description, followed by weather phenomena. An
example could be: + SHRA (heavy shower(s) of rain).
2.
First precipitation type listed is the predominate precipitation type. Any second or third
precipitation type has no intensity qualifier and is of equal or of less intensity than the
first precipitation type.
3.
DR (low drifting) less than two metres above ground, BL (blowing) two metres or more
above ground.
4.
GR is used when hailstone diameter is 5 mm or more. When less than 5 mm, GS is used.
5.
BR – visibility at least 1 000 m but not more than 5 000 m. FG – visibility less than 1 000 m.
6.
VC – between approximately 8 km and 16 km from the aerodrome reference point.
398
METEOROLOGY SERVICE FOR INTERNATIONAL
AIR NAVIGATION
AERODROME WEATHER FORECAST
Aerodrome Weather Forec ast
AERODROME WEATHER FORECAST - TAF DECODE
TAF or
TAF AMD or
TAF COR
CCCC
YYGGgg
Z
NIL
Y1 Y1 G1 G1 /Y2 Y2 G2 G2
CNL
ddd
ff
G
fm fm
KMH or KT or MPS
VVVV
IDENTIFICATION GROUPS
Code names for Aerodrome Forecast,
Amended Aerodrome Forecast and
Corrected Aerodrome Forecast, respectively
ICAO four-letter location indicator
Date and time of issue of forecast in UTC
Indicator of UTC
Indicator of missing forecast
Y1 Y1 day of month, period of validity beginning G1 G1 in hours UTC and Y2 Y2
day of month, period of validity ending G2 G2 in hours UTC
Indicator of cancelled forecast
FORECAST SURFACE WIND
Mean wind direction in
00000 = calm
degrees true rounded to
nearest 10 degrees
(VRB=VARIABLE when ff
< 3kt)
Mean wind speed
Indicator of Gust
Maximum wind speed
(gust)
Wind speed units used
P199 KMH (P99 KT, P49
MPS) mean fm fm = 200
KMH (100 KT, 50 MPS) or
more
FORECAST PREVAILING VISIBILITY
Prevailing visibility in metres
9999 = 10 km or more
w’w’ FORECAST SIGNIFICANT WEATHER
QUALIFIER
WEATHER PHENOMENA
Intensity of
Proximity
Descriptor
Precipitation
Obscuration
1
2
3
4
–
MI
DZ
Drizzle
BR
Mist
Light
Shallow
PO
Moderate
BC
RA
Rain
FG
Fog
Patches
(no
qualifier)
+
FU
PR
Partial
Heavy
Smoke
SQ
SN
Snow
(covering
or wellVA
Volcanic ash FC
SG
Snow grains
part of the
developed
DU
Widespread
IC
Ice crystals
aerodrome)
in the case
dust
(diamond dust)
of PO and
FC
In the
DR
Low drifting
PL
Ice pellets
VC
SA
Sand
SS
vicinity
BL
GR Hail
HZ
Haze
DS
Blowing
SH
Shower(s)
GS
Small hail
and/or snow
TS
Thunderstorm
pellets
Other
5
Dust/sand
whirls (dust
devils)
Squalls
Funnel
cloud(s)
(tornado or
waterspout)
Sandstorm
Duststorm
METEOROLOGY SERVICE FOR INTERNATIONAL
AIR NAVIGATION
AERODROME WEATHER FORECAST
399
w’w’ FORECAST SIGNIFICANT WEATHER
QUALIFIER
WEATHER PHENOMENA
Intensity of
Proximity
Descriptor
Precipitation
Obscuration
Other
1
2
3
4
5
FZ
Freezing
UP
Unknown
(supercooled)
Precipitation
Replaced when significant weather phenomenon forecast to end by:
NSW
Nil Significant Weather
1.
The w’w’ groups are constructed by considering columns 1 to 5 in the table above in
NOTES:
sequence, that is intensity, followed by description, followed by weather phenomena. An
example could be: + SHRA (heavy shower(s) of rain).
2.
A precipitation combination has dominant type first.
3.
DR (low drifting) less than two metres above ground, BL (blowing) two metres or more
above ground.
4.
GR is used when hailstone diameter is 5 mm or more. When less than 5 mm, GS is used.
5.
BR – visibility at least 1 000 m but not more than 5 000 m. FG – visibility less than 1 000 m.
6.
VC – between approximately 8 km and 16 km from the aerodrome reference point.
FORECAST CLOUD AMOUNT AND HEIGHT*
Cloud amount:
FEW - FEW (1-2 oktas)
SCT - SCaTtered (3-4 oktas)
BKN - BroKeN (5-7 oktas)
OVC - OVerCast (8 oktas)
h s h s hs
Height of base of cloud in units of 30 m (100 ft)
(cc)
Cloud type - only CB (cumulonimbus) is indicated
Replaced when sky is expected to be obscured and information on vertical visibility is available by:
VV
Indicator of Vertical Visibility
h s h s hs
Vertical visibility in units of 30 m (100 ft)
Replaced when no cumulonimbus , towering cumulus and no other cloud below 1500 m (5000 ft) or below
the highest minimum sector altitude, whichever is greater, are forecast and CAVOK and SKC are not
appropriate by:
NSC
Nil Significant Cloud
*
Clouds of operational significance (i.e. below 1 500 m (5 000 ft) or below highest minimum sector
altitude, whichever is greater, and CB or TCU)
Ns Ns Ns
CAVOK
Ceiling And Visibility OK. Replaces visibility, weather and cloud if:
(1)
Visibility is forecast to be 10 km or more
(2)
No cumulonimbus cloud and no other cloud forecast below 1 500 m (5 000 ft) or
below the highest minimum sector altitude, whichever is greater, and
(3)
No significant weather forecast (see table w’w’ above)
SIGNIFICANT CHANGES IN FORECAST CONDITIONS INDICATED BY:
PROBABILITY
PROB
PROBability
C2 C 2
Only 30 or 40 used, indicating 30% or 40%
TIME
YYGG/Ye Ye Ge Ge
Beginning YYGG and end Ye Ye Ge Ge of forecast period in day of month and hours
UTC
Probability is used to indicate the probability of occurence of:
(a)
an alternative element or elements
temporary fluctuations
(b)
CHANGE
400
TTTTT
METEOROLOGY SERVICE FOR INTERNATIONAL
AIR NAVIGATION
AERODROME WEATHER FORECAST
SIGNIFICANT CHANGES IN FORECAST CONDITIONS INDICATED BY:
Type of significant change:
BECMG
BECoMinG, used where changes are expected to reach or pass through
specified values at a regular or irregular rate
TEMPO
TEMPOrary fluctuations of less than one hour and in aggregate less than
half the period indicated by YYGG/Ye Ye Ge Ge
TIME
YYGG/Ye Ye Ge Ge
Beginning YYGG and end Ye Ye Ge Ge of forecast period in day on month and hours
UTC
OR
If one set of weather conditions is expected to change more or less completely to a different set of conditions,
thus indicating the beginning of another self-contained part of the forecast, by:
TTYYGGgg
This takes the form FMYYGGgg where FM is the abbreviation for FroM and YYGGgg is the day of month
and time in hours and minutes UTC. All forecast conditions before this group are superseded by conditions
indicated after the group.
BY REGIONAL AGREEMENT
FORECAST TEMPERATURE
TX, TN
TX, TN Indicators of maximum and minimum forecast temperatures, respectively
TF TF
TF TF Forecast temperature at YF YF GF GF Temperatures below 0°C preceded by M
Y F Y F G F GF
YF YF GF GF Valid day, time UTC to which forecast temperature refers
Z
Z Indicator of UTC
FORECAST TURBULENCE CONDITIONS (OPTIONAL)
Six digits for all turbulence groups, first digit always 5
Second digit Turbulence type
0
None
1
Light turbulence
2
Moderate turbulence in clear air, occasional
3
Moderate turbulence in clear air, frequent
4
Moderate turbulence in cloud, occasional
5
Moderate turbulence in cloud, frequent
6
Severe turbulence in clear air, occasional
7
Severe turbulence in clear air, frequent
8
Severe turbulence in cloud, occasional
9
Severe turbulence in cloud, frequent
Third to fifth digit: height of lowest turbulence layer in units of 30m (100ft) above the aerodrome
Sixth digit
Thickness of layer
0
Up to top of cloud
1
300m/1000ft
2
600m/2000ft
3
900m/3000ft
4
1200m/4000ft
5
1500m/5000ft
6
1800m/6000ft
7
2100m/7000ft
8
2400m/8000ft
9
2700m/9000ft
FORECAST ICING CONDITIONS (OPTIONAL)
Six digits for all icing groups, first digit always 6
Second digit Icing type
0
No icing
1
Light icing
2
Light icing in cloud
3
Light icing in precipitation
METEOROLOGY SERVICE FOR INTERNATIONAL
AIR NAVIGATION
AERODROME WEATHER FORECAST
4
5
6
7
8
9
Moderate icing
Moderate icing in cloud
Moderate icing in precipitation
Severe icing
Severe icing in cloud
Severe icing in precipitation
Third to fifth digit: height of lowest turbulence layer in units of 30m (100ft) above the aerodrome
Thickness of layer
Sixth digit
0
Up to top of cloud
1
300m/1000ft
2
600m/2000ft
3
900m/3000ft
4
1200m/4000ft
5
1500m/5000ft
6
1800m/6000ft
7
2100m/7000ft
8
2400m/8000ft
9
2700m/9000ft
401
Meteorological Operational
Telecommunications Network - Europe
(MOTNE) Broadcast Information
METEOROLOGICAL OPERATIONAL TELECOM403
MUNICATIONS NETWORK - EUROPE (MOTNE)
BROADCAST INFORMATION
DECODE OF EIGHT FIGURE GROUP APPENDED TO MOTNE/OPMET BROADCASTS
Decode of Eight Figure Group appended to MOTNE/OPMET Broadcas ts
DECODE OF EIGHT FIGURE GROUP APPENDED TO MOTNE/
OPMET BROADCASTS
The first two digits indicate the Runway Designator.
The third digit indicates the Runway Deposits.
The fourth digit indicates the extent of runway contamination.
The fifth and sixth digits indicate the depth of deposit.
The seventh and eighth digits indicate the friction co-efficient or Braking Action.
RUNWAY DESIGNATOR (FIRST AND SECOND DIGITS)
The two digits correspond to the runway designator (e.g. 09, 27 etc.). In the case of parallel runways, the ‘Left”
runway is indicated by the designator only (e.g. 09L as 09) while the “Right” runway has 50 added so that 09R
becomes 59 and 27R becomes 77. Whenever all runways are affected the figure group 88 will be used.
NOTE: 99 may sometimes appear as the first two digits. This does not purport to be a runway indicator but
means that the information is a repetition of the last message because no new message has been received in
time for transmission.
RUNWAY DEPOSITS (THIRD DIGIT)
The runway deposit expressed as a single figure as follows:
0 — Clear and dry
1 — Damp
2 — Wet or water patches
3 — Rime of frost covered (Depth normally less than 1mm)
4 — Dry snow
5 — Wet snow
6 — Slush
7 — Ice
8 — Compacted or rolled snow
9 — Frozen ruts or ridges
/ — Type of deposit not reported (e.g., due to runway clearance in progress).
EXTENT OF RUNWAY CONTAMINATION (FOURTH DIGIT)
The extent of runway contamination is expressed as a single digit in accordance with the following scale:
1 — Less than 10% of runway contaminated (covered)
2 — 11% to 25% of runway contaminated (covered)
5 — 26% to 50% of runway contaminated (covered)
9 — 51% to 100% of runway contaminated (covered)
/ — not reported (e.g., due to runway clearance in progress).
DEPTH OF DEPOSIT (FIFTH AND SIXTH DIGITS)
The depth of deposit is indicated by two digits in accordance with the following scale:
00 less than 1mm
01 = 1 mm
02 = 2 mm
etc.
10 = 10 mm
etc.
15 = 15 mm
etc.
20 = 20 mm
etc. up to
90 = 90 mm
NOTE: Code 91 is not used.
Thereafter, the depth is indicated by:
92 = 10 cm
93 = 15 cm
404
METEOROLOGICAL OPERATIONAL TELECOMMUNICATIONS NETWORK - EUROPE (MOTNE)
BROADCAST INFORMATION
DECODE OF EIGHT FIGURE GROUP APPENDED TO MOTNE/OPMET BROADCASTS
94 = 20 cm
95 = 25 cm
96 = 30 cm
97 = 35 cm
98 = 40 cm or more
99 = runway or runways non-operational due to snow, slush, ice, large drifts or runway clearance, but depth
not reported.
// = Depth of deposit operationally not significant or not measurable.
The quoted depth is the mean of a number of readings or, if operationally significant, the greatest depth measured.
FRICTION CO-EFFICIENT OR BRAKING ACTION (SEVENTH AND EIGHTH DIGITS)
The friction co-efficient is denoted by two digits or, if the co-efficient is not available, the braking action is denoted
by two digits.
a. Friction co-efficient
EXAMPLE:
28 - friction co-eficient 0.28
35 - friction co-efficien 0.35
etc.
b. Braking action
95 = Good
94 = Medium / Good
93 = Medium
92 = Medium / Poor
91 = Poor
99 = Unreliable
// = Braking action not reported; Runway not operational, Aerodrome closed; etc.
NOTE 1: Where Braking Action is assessed at a number of points along a runway, the mean value will be transmitted or, if operationally significant, the lowest value.
NOTE 2: If measuring equipment does not allow measurement of friction with satisfactory reliability, which may
be the case when a runway is contaminated by wet snow, slush, or loose snow, the figures 99 will be used.
EXAMPLES
NOTE: The occasion may arise when a new report or a valid report is not available in time for dissemination with
the appropriate METAR message. In this case, the previous runway state report will be repeated, as indicated
by the figures 99 in place of the runway designator.
99421594 — Dry snow covering 11% to 25 % ot the runway: depth 15 mm; braking action medium to good.
14//99// — Runway 14 non-operational due to runway clearance in progress.
14////// — Runway 14 contaminated but reports are not available or are not updated due to aerodrome closure
or curfew, etc.
88////// — All runways are contaminated but reports are not available or are not updated due to aerodrome closure
or curfew, etc.
14CLRD// — Runway 14 contamination has ceased to exist.
(No further reports will be sent unless recontamination occurs).
METEOROLOGICAL OPERATIONAL TELECOM405
MUNICATIONS NETWORK - EUROPE (MOTNE)
BROADCAST INFORMATION
AERODROME PAVEMENT CONDITION REPORTS (THROUGH SNOWTAM/MOTNE)
Aerodrome Pavement Condition Reports (through SNOWTAM/MOTNE)
AERODROME PAVEMENT CONDITION REPORTS (THROUGH
SNOWTAM/MOTNE)
During winter period information on runway condition for the listed European airports is published via SNOWTAM
or is included at the end of METAR (MOTNE) messages.
Following European countries do not specify the airports providing this information: Bosnia-Herzegovina,
Greece, Italy, Malta, Norway, Portugal and Russia.
Aalborg
Aarhus
Aberdeen (Dyce)
Ajaccio (Campo dell’Oro)
Amsterdam (Schiphol)
Ankara (Esenboga)
Antwerpen (Deurne)
Arad
Asturias
Barcelona
Basle-Muhlhouse
Bastia (Poretta)
Beauvais (Tille)
Belfast (Aldergrove)
Belfast (Belfast City)
Belgrade (Nikola Tesla)
Berlin (Schonefeld)
Berlin (Tegel)
Berlin (Tempelhof)
Biarritz (Bayonne-Anglet)
Biggin Hill
Bilbao
Billund
Birmingham
Blackpool
Bordeaux (Merignac)
Bornholm (Ronne)
Bournemouth
Bratislava (M.R.Stefanik)
Bremen
Brest (Bretagne)
Bristol
Brussels (National)
Bucharest (Baneasa-Aurel Vlaicu)
Bucharest (Henri Coanda)
Budapest (Ferihegy)
Burgas
Cambridge
Cardiff
Carlisle
Chalons (Vatry)
Charleroi (Brussels-South)
Cherbourg (Maupertus)
Clermont-Ferrand/Auvergne
Cologne-Bonn
Connaugh
Constanta (Mihail Kogalniceanu-Constanta)
Copenhagen (Kastrup)
Copenhagen (Roskilde)
Cork
406
METEOROLOGICAL OPERATIONAL TELECOMMUNICATIONS NETWORK - EUROPE (MOTNE)
BROADCAST INFORMATION
AERODROME PAVEMENT CONDITION REPORTS (THROUGH SNOWTAM/MOTNE)
Coventry
Dijon (Longvic)
Dinard (Pleurtuit Saint-Malo)
Donegal
Dresden
Dublin
Dusseldorf
East Midlands
Edinburgh
Erfurt
Esbjerg
Exeter
Frankfurt/Main
Galway
Gdansk (Lecha Walesy)
Geneva
Girona
Glasgow
Goma Oryahovitsa
Goteborg (Landvetter)
Graz
Grenoble (Saint-Geoirs)
Groningen (Eelde)
Guernsey
Hamburg
Hannover
Hawarden
Helsinki (Vantaa)
Humberside
Innsbruck
Inverness
Isle of Man
Istanbul (Ataturk)
Jersey
Jonkoping
Jyvaskyla
Kardla
Karup
Kaunas (Gamykla)
Kerry
Kirkwall
Klagenfurt
Kosice
Krakow (Balice)
Kuopio
Kuressaare
Leeds Bradford
Leipzig-Halle
Le Touquet (Paris Plage)
Liege (Bierset)
Liepaja
Lille (Lesquin)
Linz
Liverpool
Ljubljana
London (City)
London (Gatwick)
London (Heathrow)
London (Luton)
METEOROLOGICAL OPERATIONAL TELECOM407
MUNICATIONS NETWORK - EUROPE (MOTNE)
BROADCAST INFORMATION
AERODROME PAVEMENT CONDITION REPORTS (THROUGH SNOWTAM/MOTNE)
London (Stansted)
Lulea (Kallax)
Luxembourg
Lydd
Lyon (Bron)
Lyon (Saint Exupery)
Maastricht (Maastricht-Aachen)
Madrid (Barajas)
Malmo (Sturup)
Manchester
Maribor
Marseille-Provence
Menorca
Metz-Nancy-Lorraine
Montpellier/Mediterranee
Munich
Munster-Osnabruck
Nancy (Essey)
Nantes-Atlantique
Newcastle
Nice/Cote d’Azur
Norwich
Norrkopping (Kungsangen)
Nurnberg
Odense
Ohrid
Oostend-Brugge (Oostende)
Oulu
Palanga
Palma de Mallorca
Pamplona
Paris (Charles-De-Gaulle)
Paris (Le Bourget)
Paris (Orly)
Parnu
Pau-Pyrenees
Perpignan (Rivesaltes)
Piestany
Plovdiv
Poprad (Tatry)
Poznan (Lawica)
Prague
Prestwick
Quimper (Pluguffan)
Reims (Champagne)
Rennes (Saint Jaques)
Riga
Rotterdam
Rovaniemi
Saarbrucken
Saint-Etienne (Boutheon)
Salzburg
San Sebastian
Santander
Santiago
Shannon
Siauliai Intl
Sibiu
Skopje
408
METEOROLOGICAL OPERATIONAL TELECOMMUNICATIONS NETWORK - EUROPE (MOTNE)
BROADCAST INFORMATION
AERODROME PAVEMENT CONDITION REPORTS (THROUGH SNOWTAM/MOTNE)
Sliac
Sligo
Sofia
Sonderborg
Southampton
Southend
Stauning
Stockholm (Arlanda)
Stockholm (Bromma)
Stockholm (Vaesteraas)
Stornoway
Strasbourg (Entzheim)
Stuttgart
Sumburgh
Sundsvall-Harnosand
Tallinn
Tampere (Pirkkala)
Tarbes (Lourdes-Pyrenees)
Targu Mures (Transilvania)
Tartu (Ulenurme)
Teeside
Thisted
Timisoara (Traian Vuia)
Tirana
Toulouse (Blagnac)
Toussus-Le-Noble
Trenain
Turku
Umea
Varna
Vienna (Schwechat)
Vigo
Vilnius
Visby
Vitoria (Forondo)
Vojens/Skrydstrup
Warsaw (Okecie)
Waterford
Weston
Wick
Zagreb
Zilina
Zurich
FLIGHT SUPPLEMENT BOOKLET
Tables and Codes
Tables and Codes - Reference
Information
TABLES AND CODES - REFERENCE INFORMATION
REFERENCE TABLES
411
Reference Tables
ALTIMETER SETTING
SETTING
QNE (Standard) 29.92 in. Hg. —
1013.25 hPa — 1013.25 mb
QNH (Sea Level)
QFE (Station)
AT AIRPORT
Variable elevation reading above or
below actual elevation
Actual elevation reading when
aircraft on ground
Zero elevation reading when aircraft
on ground
IN THE AIR
Positive separation by pressure
level but at varying actual altitudes
Altitude indicated (without
consideraton of temperature)
Height above ground indicated
(without consideration of
temperature)
1145373526000
412
TABLES AND CODES - REFERENCE INFORMATION
REFERENCE TABLES
PHONETIC ALPHABET AND MORSE CODE
1
145373526000
METRIC MULTIPLES AND SUB-MULTIPLES
Multiplying Factor
1 000 000 000 000 = 1012
1 000 000 000 = 109
1 000 000 = 106
1 000 =103
100=102
10=101
1
Prefix
terra
giga
mega
kilo
hecto
deka
Symbol
T
G
M
k
h
da
Examples
megahertz, etc.
kilogram, kilometer, etc.
meter, gram, liter, etc.
TABLES AND CODES - REFERENCE INFORMATION
REFERENCE TABLES
Multiplying Factor
Prefix
deci
centi
milli
micro
nano
0.1=10-1
0.01=10-2
0.001=10-3
0.000 001=10-6
0.000 000 001=10-9
0.000 000 000 001=10-12
Symbol
d
c
m
µ
n
p
pico
413
Examples
milligram, millimeter, etc.
WIND COMPONENT TABLES
ANGLE BETWEEN WIND DIRECTION AND HEADING (LEFT OR RIGHT)
WIND SPEED
KNOTS
10
20
30
40
50
60
70
80
HEADWIND COMPONENT
5
-5
-5
-4
-4
-3
-3
-2
-1
10
-10
-9
-9
-8
-6
-5
-3
-2
15
-15
-14
-13
-11
-10
-8
-5
-3
20
-20
-19
-17
-15
-13
-10
-7
-3
25
-25
-23
-22
-19
-16
-13
-9
-4
30
-29
-28
-26
-23
-19
-15
-10
-5
35
-34
-33
-30
-27
-22
-18
-12
-6
40
-39
-38
-35
-31
-26
-20
-14
-7
45
-44
-42
-39
-34
-29
-23
-15
-8
50
-49
-47
-43
-38
-32
-25
-17
-9
55
-54
-52
-48
-42
-35
-28
-19
-9
60
-59
-56
-52
-46
-39
-30
-21
-10
65
-64
-61
-56
-50
-42
-33
-22
-11
70
-69
-66
-61
-54
-45
-35
-24
-12
ANGLE BETWEEN WIND DIRECTION AND HEADING (LEFT OR RIGHT)
WIND SPEED
KNOTS
10
20
30
40
50
60
70
80
CROSSWIND COMPONENT
5
1
2
3
3
4
4
5
5
10
2
3
5
6
8
9
9
10
15
3
5
8
10
11
13
14
15
20
3
7
10
13
15
17
19
20
25
4
9
13
16
19
22
23
25
30
5
10
15
19
23
26
28
29
35
6
12
18
22
27
30
33
34
40
7
14
20
26
31
35
38
39
45
8
15
23
29
34
39
42
44
50
9
17
25
32
38
43
47
49
55
9
19
28
35
42
48
52
54
60
10
21
30
39
46
52
56
59
65
11
22
33
42
50
56
61
64
70
12
24
35
45
54
61
66
69
ANGLE BETWEEN WIND DIRECTION AND HEADING (LEFT OR RIGHT)
WIND SPEED
KNOTS
100
110
120
130
140
150
160
170
TAILWIND COMPONENT
5
+1
+2
+3
+3
+4
+4
+5
+5
10
+2
+3
+5
+6
+8
+9
+9
+10
15
+3
+5
+8
+10
+11
+13
+14
+15
20
+3
+7
+10
+13
+15
+17
+19
+20
25
+4
+9
+13
+16
+19
+22
+23
+25
30
+5
+10
+15
+19
+23
+26
+28
+29
35
+6
+12
+18
+22
+27
+30
+33
+34
40
+7
+14
+20
+26
+31
+35
+38
+39
45
+8
+15
+23
+29
+34
+39
+42
+44
414
TABLES AND CODES - REFERENCE INFORMATION
REFERENCE TABLES
ANGLE BETWEEN WIND DIRECTION AND HEADING (LEFT OR RIGHT)
WIND SPEED
KNOTS
100
110
120
130
140
150
160
170
TAILWIND COMPONENT
50
+9
+17
+25
+32
+38
+43
+47
+49
55
+9
+19
+28
+35
+42
+48
+52
+54
60
+10
+21
+30
+39
+46
+52
+56
+59
65
+11
+22
+33
+42
+50
+56
+61
+64
70
+12
+24
+35
+45
+54
+61
+66
+69
PRESSURE ALTITUDE
Inches of
Mercury
.00
.01
.02
.03
.04
.05
.06
.07
.08
.09
21.00
9475
9462
9450
9438
9425
9413
9401
9388
9376
9364
21.10
9352
9339
9327
9315
9303
9290
9278
9266
9254
9241
21.20
9229
9217
9205
9192
9180
9168
9156
9144
9131
9119
21.30
9107
9095
9083
9071
9058
9046
9034
9022
9010
8998
21.40
8986
8973
8961
8949
8937
8925
8913
8901
8889
8877
21.50
8864
8852
8840
8828
8816
8804
8792
8780
8768
8756
21.60
8744
8732
8720
8708
8696
8684
8672
8660
8648
8636
21.70
8624
8612
8600
8588
8576
8564
8552
8540
8528
8516
21.80
8504
8492
8480
8468
8456
8444
8432
8420
8408
8397
21.90
8385
8373
8361
8349
8337
8325
8313
8301
8290
8278
22.00
8266
8254
8242
8230
8218
8207
8195
8183
8171
8159
22.10
8147
8136
8124
8112
8100
8088
8077
8065
8053
8041
22.20
8029
8018
8006
7994
7982
7971
7959
7947
7935
7924
22.30
7912
7900
7888
7877
7865
7853
7841
7830
7918
7806
22.40
7795
7783
7771
7760
7748
7736
7725
7713
7701
7690
22.50
7678
7666
7655
7643
7631
7620
7608
7597
7585
7573
22.60
7562
7550
7538
7527
7515
7504
7492
7481
7469
7457
22.70
7446
7434
7423
7411
7400
7388
7377
7365
7353
7342
22.80
7330
7319
7307
7296
7284
7273
7261
7250
7238
7227
22.90
7215
7204
7192
7181
7169
7158
7146
7135
7124
7112
23.00
7101
7089
7078
7066
7055
7044
7032
7021
7009
6998
23.10
6986
6975
6964
6952
6941
6929
6918
6907
6895
6884
23.20
6873
6861
6850
6839
6827
6816
6804
6793
6782
6770
23.30
6759
6748
6737
6725
6714
6703
6691
6680
6669
6657
23.40
6646
6635
6624
6612
6601
6590
6578
6567
6556
6545
23.50
6533
6522
6511
6500
6488
6477
6466
6455
6444
6432
23.60
6421
6410
6399
6388
6376
6365
6354
6343
6332
6320
23.70
6309
6298
6287
6276
6265
6253
6242
6231
6220
6209
23.80
6198
6187
6176
6164
6153
6142
6131
6120
6109
6098
23.90
6087
6076
6064
6053
6042
6031
6020
6009
5998
5987
24.00
5976
5965
5954
5943
5932
5921
5910
5899
5888
5877
24.10
5866
5855
5844
5832
5821
5810
5799
5788
5777
5767
24.20
5756
5745
5734
5723
5712
5701
5690
5679
5668
5657
24.30
5646
5635
5624
5613
5602
5591
5580
5569
5558
5548
24.40
5537
5526
5515
5504
5493
5482
5471
5460
5449
5439
24.50
5428
5417
5406
5395
5384
5373
5363
5352
5341
5330
24.60
5319
5308
5297
5287
5276
5265
5254
5243
5233
5222
24.70
5211
5200
5189
5179
5168
5157
5146
5135
5125
5114
24.80
5103
5092
5082
5071
5060
5049
5039
5028
5017
5006
24.90
4996
4985
4974
4963
4953
4942
4931
4921
4910
4899
25.00
4888
4878
4867
4856
4846
4835
4824
4814
4803
4792
25.10
4782
4771
4760
4750
4739
4728
4718
4707
4696
4686
25.20
4675
4665
4654
4643
4633
4622
4612
4601
4590
4580
25.30
4569
4559
4548
4537
4527
4516
4506
4495
4484
4474
25.40
4463
4453
4442
4432
4421
4411
4400
4390
4379
4368
25.50
4358
4347
4337
4326
4316
4305
4295
4284
4274
4263
TABLES AND CODES - REFERENCE INFORMATION
REFERENCE TABLES
415
Inches of
Mercury
.00
.01
.02
.03
.04
.05
.06
.07
.08
.09
25.60
4253
4242
4232
4221
4211
4200
4190
4179
4169
4159
25.70
4148
4138
4127
4117
4106
4096
4085
4075
4064
4054
25.80
4044
4033
4023
4012
4002
3992
3981
3971
3960
3950
25.90
3939
3929
3919
3908
3898
3888
3877
3867
3856
3846
26.00
3836
3825
3815
3805
3794
3784
3774
3763
3753
3743
26.10
3732
3722
3712
3701
3691
3681
3670
3660
3650
3639
26.20
3629
3619
3609
3598
3588
3578
3567
3557
3547
3537
26.30
3526
3516
3506
3495
3485
3475
3465
3454
3444
3434
26.40
3424
3414
3403
3393
3383
3373
3362
3352
3342
3332
26.50
3322
3311
3301
3291
3281
3271
3260
3250
3240
3230
26.60
3220
3210
3199
3189
3179
3169
3159
3149
3138
3128
26.70
3118
3108
3098
3088
3078
3067
3057
3047
3037
3027
26.80
3017
3007
2997
2987
2976
2966
2956
2946
2936
2926
26.90
2916
2906
2896
2886
2876
2866
2855
2845
2835
2825
27.00
2815
2805
2795
2785
2775
2765
2755
2745
2735
2725
27.10
2715
2705
2695
2685
2675
2665
2655
2645
2635
2625
27.20
2615
2605
2595
2585
2575
2565
2555
2545
2535
2525
27.30
2515
2505
2495
2485
2475
2465
2455
2445
2435
2426
27.40
2416
2406
2396
2386
2376
2366
2356
2346
2336
2326
27.50
2316
2307
2297
2287
2277
2267
2257
2247
2237
2227
27.60
2218
2208
2198
2188
2178
2168
2158
2149
2139
2129
27.70
2119
2109
2099
2089
2080
2070
2060
2050
2040
2030
27.80
2021
2011
2001
1991
1981
1972
1962
1952
1942
1932
27.90
1923
1913
1903
1893
1884
1874
1864
1854
1844
1835
28.00
1825
1815
1805
1796
1786
1776
1766
1757
1747
1737
28.10
1727
1718
1708
1698
1689
1679
1669
1659
1650
1640
28.20
1630
1621
1611
1601
1592
1582
1572
1562
1553
1543
28.30
1533
1524
1514
1504
1495
1485
1475
1466
1456
1446
28.40
1437
1427
1417
1408
1398
1389
1379
1369
1360
1350
28.50
1340
1331
1321
1312
1302
1292
1283
1273
1264
1254
28.60
1244
1235
1225
1216
1206
1196
1187
1177
1168
1158
28.70
1149
1139
1129
1120
1110
1101
1091
1082
1072
1063
28.80
1053
1044
1034
1024
1015
1005
996
986
977
967
28.90
958
948
939
929
920
910
901
891
882
872
29.00
863
853
844
834
825
815
806
796
787
778
29.10
768
759
749
740
730
721
711
702
693
683
29.20
674
664
655
645
636
627
617
608
598
589
29.30
579
570
561
551
542
532
523
514
504
495
29.40
486
476
467
457
448
439
429
420
411
401
29.50
392
382
373
364
354
345
336
326
317
308
29.60
298
289
280
270
261
252
242
233
224
215
29.70
205
196
187
177
168
159
149
140
131
122
29.80
112
103
94
84
75
66
57
47
38
29
29.90
20
10
1
-8
-17
-27
-36
-45
-54
-64
30.00
-73
-82
-91
-100
-110
-119
-128
-137
-147
-156
30.10
-165
-174
-183
-193
-202
-211
-220
-229
-238
-248
30.20
-257
-266
-275
-284
-294
-303
-312
-321
-330
-339
30.30
-348
-358
-367
-376
-385
-394
-403
-413
-422
-431
30.40
-440
-449
-458
-467
-476
-486
-495
-504
-513
-522
30.50
-531
-540
-549
-558
-568
-577
-586
-595
-604
-613
30.60
-622
-631
-640
-649
-658
-667
-676
-686
-695
-704
30.70
-713
-722
-731
-740
-749
-758
-767
-776
-785
-794
30.80
-803
-812
-821
-830
-839
-848
-857
-866
-875
-884
30.90
-893
-902
-911
-920
-929
-938
-947
-956
-965
-974
31.00
-983
-992
-1001
-1010
-1019
-1028
-1037
-1046
-1055
-1064
416
TABLES AND CODES - REFERENCE INFORMATION
REFERENCE TABLES
INCHES TO HECTOPASCALS (OR MILLIBARS)
1 inch of mercury = 33.863 hectopascals = 33.863 millibars
.01
.02
.03
.04
.05
.06
.07
HECTOPASCALS (or MILLIBARS)
Inches of
Mercury
.00
.08
.09
21.0
711.1
711.5
711.8
712.2
712.5
712.8
713.2
21.1
714.5
714.9
715.2
715.5
715.9
716.2
716.6
713.5
713.9
714.2
716.9
717.2
21.2
717.9
718.3
718.6
718.9
719.3
719.6
717.6
719.9
720.3
720.6
21.3
721.3
721.6
722.0
722.3
722.7
721.0
723.0
723.3
723.7
724.0
21.4
724.7
725.0
725.4
725.7
724.3
726.0
726.4
726.7
727.1
727.4
21.5
728.1
728.4
728.8
727.7
729.1
729.4
729.8
730.1
730.4
730.8
21.6
731.5
731.8
731.1
732.1
732.5
732.8
733.2
733.5
733.8
734.2
21.7
734.8
734.5
735.2
735.5
735.9
736.2
736.5
736.9
737.2
737.6
21.8
737.9
738.2
738.6
738.9
739.2
739.6
739.9
740.3
740.6
740.9
741.3
21.9
741.6
742.0
742.3
742.6
743.0
743.3
743.7
744.0
744.3
744.7
22.0
745.0
745.3
745.7
746.0
746.4
746.7
747.0
747.4
747.7
748.1
22.1
748.4
748.7
749.1
749.4
749.7
750.1
750.4
750.8
751.1
751.4
22.2
751.8
752.1
752.5
752.8
753.1
753.5
753.8
754.2
754.5
754.8
22.3
755.2
755.5
755.8
756.2
756.5
756.9
757.2
757.5
757.9
758.2
22.4
758.6
758.9
759.2
759.6
759.9
760.2
760.6
760.9
761.3
761.6
22.5
761.9
762.3
762.6
763.0
763.3
763.6
764.0
764.3
764.6
765.0
22.6
765.3
765.7
766.0
766.3
766.7
767.0
767.4
767.7
768.0
768.4
22.7
768.7
769.1
769.4
769.7
770.1
770.4
770.7
771.1
771.4
771.8
22.8
772.1
772.4
772.8
773.1
773.5
773.8
774.1
774.5
774.8
775.1
22.9
775.5
775.8
776.2
776.5
776.8
777.2
777.5
777.9
778.2
778.5
23.0
778.9
779.2
779.5
779.9
780.2
780.6
780.9
781.2
781.6
781.9
23.1
782.3
782.6
782.9
783.3
783.6
784.0
784.3
784.6
785.0
785.3
23.2
785.6
786.0
786.3
786.7
787.0
787.3
787.7
788.0
788.4
788.7
23.3
789.0
789.4
789.7
790.0
790.4
790.7
791.1
791.4
791.7
792.1
23.4
792.4
792.8
793.1
793.4
793.8
794.1
794.4
794.8
795.1
795.5
23.5
795.8
796.1
796.5
796.8
797.2
797.5
797.8
798.2
798.5
798.9
23.6
799.2
799.5
799.9
800.2
800.5
800.9
801.2
801.6
801.9
802.2
23.7
802.6
802.9
803.3
803.6
803.9
804.3
804.6
804.9
805.3
805.6
23.8
806.0
806.3
806.6
807.0
807.3
807.7
808.0
808.3
808.7
809.0
23.9
809.3
809.7
810.0
810.4
810.7
811.0
811.4
811.7
812.1
812.4
24.0
812.7
813.1
813.4
813.8
814.1
814.4
814.8
815.1
815.4
815.8
24.1
816.1
816.5
816.8
817.1
817.5
817.8
818.2
818.5
818.8
819.2
24.2
819.5
819.8
820.2
820.5
820.9
821.2
821.5
821.9
822.2
822.6
24.3
822.9
823.2
823.6
823.9
824.2
824.6
824.9
825.3
825.6
825.9
24.4
826.3
826.6
827.0
827.3
827.6
828.0
828.3
828.7
829.0
829.3
24.5
829.7
830.0
830.3
830.7
831.0
831.4
831.7
832.0
832.4
832.7
24.6
833.1
833.4
833.7
834.1
834.4
834.7
835.1
835.4
835.8
836.1
24.7
836.4
836.8
837.1
837.5
837.8
838.1
838.5
838.8
839.1
839.5
24.8
839.8
840.2
840.5
840.8
841.2
841.5
841.9
842.2
842.5
842.9
24.9
843.2
843.6
843.9
844.2
844.6
844.9
845.2
845.6
845.9
846.3
25.0
846.6
846.9
847.3
847.6
848.0
848.3
848.6
849.0
849.3
849.6
25.1
850.0
850.3
850.7
851.0
851.3
851.7
852.0
852.4
852.7
853.0
25.2
853.4
853.7
854.0
854.4
854.7
855.1
855.4
855.7
856.1
856.4
25.3
856.8
857.1
857.4
857.8
858.1
858.5
858.8
859.1
859.5
859.8
25.4
860.1
860.5
860.8
861.2
861.5
861.8
862.2
862.5
862.9
863.2
25.5
863.5
863.9
864.2
864.5
864.9
865.2
865.6
865.9
866.2
866.6
25.6
866.9
867.3
867.6
867.9
868.3
868.6
868.9
869.3
869.6
870.0
25.7
870.3
870.6
871.0
871.3
871.7
872.0
872.3
872.7
873.0
873.4
25.8
873.7
874.0
874.4
874.7
875.0
875.4
875.7
876.1
876.4
876.7
25.9
877.1
877.4
877.8
878.1
878.4
878.8
879.1
879.4
879.8
880.1
26.0
880.5
880.8
881.1
881.5
881.8
882.2
882.5
882.8
883.2
883.5
26.1
883.8
884.2
884.5
884.9
885.2
885.5
885.9
886.2
886.6
886.9
26.2
887.2
887.6
887.9
888.3
888.6
888.9
889.3
889.6
889.9
890.3
TABLES AND CODES - REFERENCE INFORMATION
REFERENCE TABLES
1 inch of mercury = 33.863 hectopascals = 33.863 millibars
.01
.02
.03
.04
.05
.06
.07
HECTOPASCALS (or MILLIBARS)
Inches of
Mercury
.00
26.3
890.6
891.0
891.3
891.6
892.0
892.3
892.7
26.4
894.0
894.3
894.7
895.0
895.4
895.7
896.0
26.5
897.4
897.7
898.1
898.4
898.7
899.1
26.6
900.8
901.1
901.5
901.8
902.1
26.7
904.2
904.5
904.8
905.2
26.8
907.6
907.9
908.2
26.9
910.9
911.3
27.0
914.3
27.1
417
.08
.09
893.0
893.3
893.7
896.4
896.7
897.1
899.4
899.8
900.1
900.4
902.5
902.8
903.2
903.5
903.8
905.5
905.9
906.2
906.5
906.9
907.2
908.6
908.9
909.2
909.6
909.9
910.3
910.6
911.6
912.0
912.3
912.6
913.0
913.3
913.6
914.0
914.7
915.0
915.3
915.7
916.0
916.4
916.7
917.0
917.4
917.7
918.1
918.4
918.7
919.1
919.4
919.7
920.1
920.4
920.8
27.2
921.1
921.4
921.8
922.1
922.5
922.8
923.1
923.5
923.8
924.1
27.3
924.5
924.8
925.2
925.5
925.8
926.2
926.5
926.9
927.2
927.5
27.4
927.9
928.2
928.5
928.9
929.2
929.6
929.9
930.2
930.6
930.9
27.5
931.3
931.6
931.9
932.3
932.6
933.0
933.3
933.6
934.0
934.3
27.6
934.6
935.0
935.3
935.7
936.0
936.3
936.7
937.0
937.4
937.7
27.7
938.0
938.4
938.7
939.0
939.4
939.7
940.1
940.4
940.7
941.1
27.8
941.4
941.8
942.1
942.4
842.8
943.1
943.4
943.8
944.1
944.5
27.9
944.8
945.1
945.5
945.8
946.2
946.5
946.8
947.2
947.5
947.9
28.0
948.2
948.5
948.9
949.2
949.5
949.9
950.2
950.6
950.9
951.2
28.1
951.6
951.9
952.3
952.6
952.9
953.3
953.6
953.9
954.3
954.6
28.2
955.0
955.3
955.6
956.0
956.3
956.7
957.0
957.3
957.7
958.0
28.3
958.3
958.7
959.0
959.4
959.7
960.0
960.4
960.7
961.1
961.4
28.4
961.7
962.1
962.4
962.8
963.1
963.4
963.8
964.1
964.4
964.8
28.5
965.1
965.5
965.8
966.1
966.5
966.8
967.2
967.5
967.8
968.2
28.6
968.5
968.8
969.2
969.5
969.9
970.2
970.5
970.9
971.2
971.6
28.7
971.9
972.2
972.6
972.9
973.2
973.6
973.9
974.3
974.6
974.9
28.8
975.3
975.6
976.0
976.3
976.6
977.0
977.3
977.7
978.0
978.3
28.9
978.7
979.0
979.3
979.7
980.0
980.4
980.7
981.0
981.4
981.7
29.0
982.1
982.4
982.7
983.1
983.4
983.7
984.1
984.4
984.8
985.1
29.1
985.4
985.8
986.1
986.5
986.8
987.1
987.5
987.8
988.2
988.5
29.2
988.8
989.2
989.5
989.8
990.2
990.5
990.9
991.2
991.5
991.9
29.3
992.2
992.6
992.9
993.2
993.6
993.9
994.2
994.6
994.9
995.3
29.4
995.6
995.9
996.3
996.6
997.0
997.3
997.6
998.0
998.3
998.6
29.5
999.0
999.3
999.7
1000.0
1000.4
1000.7
1001.0
1001.4
1001.7
1002.0
29.6
1002.4
1002.7
1003.1
1003.4
1003.7
1004.1
1004.4
1004.7
1005.1
1005.4
29.7
1005.8
1006.1
1006.4
1006.8
1007.1
1007.5
1007.8
1008.1
1008.5
1008.8
29.8
1009.1
1009.5
1009.8
1010.2
1010.5
1010.8
1011.2
1011.5
1011.9
1012.2
29.9
1012.5
1012.9
1013.2
1013.5
1013.9
1014.2
1014.6
1014.9
1015.2
1015.6
30.0
1015.9
1016.3
1016.6
1016.9
1017.3
1017.6
1018.0
1018.3
1018.6
1019.0
30.1
1019.3
1019.6
1020.0
1020.3
1020.7
1021.0
1021.3
1021.7
1022.0
1022.4
30.2
1022.7
1023.0
1023.4
1023.7
1024.0
1024.4
1024.7
1025.1
1025.4
1025.7
30.3
1026.1
1026.4
1026.8
1027.1
1027.4
1027.8
1028.1
1028.4
1028.8
1029.1
30.4
1029.5
1029.8
1030.1
1030.5
1030.8
1031.2
1031.5
1031.8
1032.2
1032.5
30.5
1032.9
1033.2
1033.5
1033.9
1034.2
1034.5
1034.9
1035.2
1035.6
1035.9
30.6
1036.2
1036.6
1036.9
1037.3
1037.6
1037.9
1038.3
1038.6
1038.9
1039.3
30.7
1039.6
1040.0
1040.3
1040.6
1041.0
1041.3
1041.7
1042.0
1042.3
1042.7
30.8
1043.0
1043.3
1043.7
1044.0
1044.4
1044.7
1045.0
1045.4
1045.7
1046.1
30.9
1046.4
1046.7
1047.1
1047.4
1047.8
1048.1
1048.4
1048.8
1049.1
1049.4
8
9
HECTOPASCALS (OR MILLIBARS) TO INCHES
(1 hectopascal = 1 millibar = 0.02953 inches of mercury)
1
2
3
4
5
6
7
INCHES OF MERCURY
hPa or
mb
0
710
20.97
21.00
21.03
21.05
21.08
21.11
21.14
21.17
21.20
21.23
720
21.26
21.29
21.32
21.35
21.38
21.41
21.44
21.47
21.50
21.53
730
21.56
21.59
21.62
21.65
21.67
21.70
21.73
21.76
21.79
21.82
418
TABLES AND CODES - REFERENCE INFORMATION
REFERENCE TABLES
(1 hectopascal = 1 millibar = 0.02953 inches of mercury)
1
2
3
4
5
6
7
INCHES OF MERCURY
hPa or
mb
0
8
9
740
21.85
21.88
21.91
21.94
21.97
22.00
22.03
750
22.15
22.18
22.21
22.24
22.27
22.30
22.32
22.06
22.09
22.12
22.35
22.38
760
22.44
22.47
22.50
22.53
22.56
22.59
22.41
22.62
22.65
22.68
770
22.74
22.77
22.80
22.83
22.86
22.71
22.89
22.92
22.94
22.97
780
23.03
23.06
23.09
23.12
23.00
23.15
23.18
23.21
23.24
23.27
790
23.33
23.36
23.39
23.30
23.42
23.45
23.48
23.51
23.54
23.56
800
23.62
23.65
23.59
23.68
23.71
23.74
23.77
23.80
23.83
23.86
810
23.92
23.89
23.95
23.98
24.01
24.04
24.07
24.10
24.13
24.16
820
24.19
24.21
24.24
24.27
24.30
24.33
24.36
24.39
24.42
24.45
24.48
830
24.51
24.54
24.57
24.60
24.63
24.66
24.69
24.72
24.75
24.78
840
24.81
24.83
24.86
24.89
24.92
24.95
24.98
25.01
25.04
25.07
850
25.10
25.13
25.16
25.19
25.22
25.25
25.28
25.31
25.34
25.37
860
25.40
25.43
25.45
25.48
25.51
25.54
25.57
25.60
25.63
25.66
870
25.69
25.72
25.75
25.78
25.81
25.84
25.87
25.90
25.93
25.96
880
25.99
26.02
26.05
26.07
26.10
26.13
26.16
26.19
26.22
26.25
890
26.28
26.31
26.34
26.37
26.40
26.43
26.46
26.49
26.52
26.55
900
26.58
26.61
26.64
26.67
26.70
26.72
26.75
26.78
26.81
26.84
910
26.87
26.90
26.93
26.96
26.99
27.02
27.05
27.08
27.11
27.14
920
27.17
27.20
27.23
27.26
27.29
27.32
27.34
27.37
27.40
27.43
930
27.46
27.49
27.52
27.55
27.58
27.61
27.64
27.67
27.70
27.73
940
27.76
27.79
27.82
27.85
27.88
27.91
27.94
27.96
27.99
28.02
950
28.05
28.08
28.11
28.14
28.17
28.20
28.23
28.26
28.29
28.32
960
28.35
28.38
28.41
28.44
28.47
28.50
28.53
28.56
28.58
28.61
970
28.64
28.67
28.70
28.73
28.76
28.79
28.82
28.85
28.88
28.91
980
28.94
28.97
29.00
29.03
29.06
29.09
29.12
29.15
29.18
29.21
990
29.23
29.26
29.29
29.32
29.35
29.38
29.41
29.44
29.47
29.50
1000
29.53
29.56
29.59
29.62
29.65
29.68
29.71
29.74
29.77
29.80
1010
29.83
29.85
29.88
29.91
29.94
29.97
30.00
30.03
30.06
30.09
1020
30.12
30.15
30.18
30.21
30.24
30.27
30.30
30.33
30.36
30.39
1030
30.42
30.45
30.47
30.50
30.53
30.56
30.59
30.62
30.65
30.68
1040
30.71
30.74
30.77
30.80
30.83
30.86
30.89
30.92
30.95
30.98
1050
31.01
31.04
31.07
31.10
31.12
31.15
31.18
31.21
31.24
31.27
8
9
MILLIMETERS TO HECTOPASCALS (OR MILLIBARS)
(1 millimeter of mercury = 1.3332 hectopascals = 1.3332 millibars)
1
2
3
4
5
6
7
HECTOPASCALS (or MILLIBARS)
MM of
Mercury
0
530
706.6
707.9
709.3
710.6
711.9
713.3
714.6
715.9
717.3
718.6
540
719.9
721.3
722.6
723.9
725.3
726.6
727.9
729.3
730.6
731.9
550
733.3
734.6
735.9
737.3
738.6
739.9
741.3
742.6
743.9
745.3
560
746.6
747.9
749.3
750.6
751.9
753.3
754.6
755.9
757.3
758.6
570
759.9
761.3
762.6
763.9
765.3
766.6
767.9
769.3
770.6
771.9
580
773.3
774.6
775.9
777.3
778.6
779.9
781.3
782.6
783.9
785.3
590
786.6
787.9
789.3
790.6
791.9
793.3
794.6
795.9
797.3
798.6
600
799.9
801.3
802.6
803.9
805.3
806.6
807.9
809.3
810.6
811.9
610
813.3
814.6
815.9
817.3
818.6
819.9
821.3
822.6
823.9
825.3
620
826.6
827.9
829.3
830.6
831.9
833.3
834.6
835.9
837.3
838.6
630
839.9
841.3
842.6
843.9
845.2
846.6
847.9
849.3
850.6
851.9
640
853.3
854.6
855.9
857.3
858.6
859.9
861.3
862.6
863.9
865.3
650
866.6
867.9
869.3
870.6
871.9
873.3
874.6
875.9
877.3
878.6
660
879.9
881.3
882.6
883.9
885.3
886.6
887.9
889.3
890.6
891.9
670
893.3
894.6
895.9
897.3
898.6
899.9
901.3
902.6
903.9
905.3
680
906.6
907.9
909.3
910.6
911.9
913.3
914.6
915.9
917.3
918.6
690
919.9
921.3
922.6
923.9
925.3
926.6
927.9
929.3
930.6
931.9
700
933.3
934.6
935.9
937.3
938.6
939.9
941.3
942.6
943.9
945.3
TABLES AND CODES - REFERENCE INFORMATION
REFERENCE TABLES
(1 millimeter of mercury = 1.3332 hectopascals = 1.3332 millibars)
1
2
3
4
5
6
7
HECTOPASCALS (or MILLIBARS)
MM of
Mercury
0
710
946.6
947.9
949.3
950.6
951.9
953.3
954.6
720
959.9
961.3
962.6
963.9
965.3
966.6
967.9
730
973.3
974.6
975.9
977.3
978.6
979.9
740
986.6
987.9
989.3
990.6
991.9
750
999.9
1001.3
1002.6
1003.9
760
1013.3
1014.6
1015.9
770
1026.6
1027.9
1029.2
780
1039.9
1041.2
790
1053.2
800
1066.6
419
8
9
955.9
957.3
958.6
969.3
970.6
971.9
981.3
982.6
983.9
985.3
993.3
994.6
995.9
997.3
998.6
1005.3
1006.6
1007.9
1009.3
1010.6
1011.9
1017.2
1018.6
1019.9
1021.2
1022.6
1023.9
1025.2
1030.6
1031.9
1033.2
1034.6
1035.9
1037.2
1038.6
1042.6
1043.9
1045.2
1046.6
1047.9
1049.2
1050.6
1051.9
1054.6
1055.9
1057.2
1058.6
1059.9
1061.2
1062.6
1063.9
1065.2
1067.9
1069.2
1070.6
1071.9
1073.2
1074.6
1075.9
1077.2
1078.6
CONVERSIONS
METERS PER SECOND TO FEET PER MINUTE
MPS
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
FPM
197
394
591
787
984
1181
1378
1575
1772
1969
2165
2362
2559
2756
2953
3150
3346
3543
3740
3937
(mps = 196.85 fpm)
MPS
1.5
2.5
3.5
4.5
5.5
6.5
7.5
8.5
9.5
10.5
11.5
12.5
13.5
14.5
15.5
16.5
17.5
18.5
19.5
FPM
295
492
689
885
1082
1279
1476
1673
1870
2067
2263
2460
2657
2854
3051
3248
3444
3641
3838
METERS PER SECOND TO KNOTS
Meters p/sec.
0
2
4
6
8
10
12
14
16
18
20
22
(1 mps = 1.9438 knots)
Knots
Meters p/sec.
1
3.9
3
7.8
5
7
11.7
15.6
9
19.4
11
23.3
13
27.2
15
31.1
17
35.0
19
38.9
21
42.8
23
Knots
1.9
5.8
9.7
13.6
17.5
21.4
25.3
29.2
33.0
36.9
40.8
44.7
420
TABLES AND CODES - REFERENCE INFORMATION
REFERENCE TABLES
Meters p/sec.
24
26
28
30
32
34
36
38
40
42
44
46
48
50
52
54
56
58
60
62
64
66
68
70
72
74
76
78
(1 mps = 1.9438 knots)
Knots
Meters p/sec.
46.6
25
50.5
27
54.4
29
58.3
31
62.2
33
66.1
35
70
37
73.9
39
77.8
41
81.6
43
85.5
45
89.4
47
93.3
49
97.2
51
101.1
53
105.0
55
57
108.8
112.7
59
116.6
61
120.5
63
124.4
65
128.3
67
132.2
69
136.1
71
140.0
73
143.8
75
77
147.7
151.6
79
Knots
48.6
52.5
56.4
60.3
64.1
68.0
71.9
75.8
79.7
83.6
87.5
91.4
95.2
99.1
103.0
106.9
110.8
114.7
118.6
122.5
126.3
130.2
134.1
138.0
141.9
145.8
149.7
153.6
TEMPERATURES
°C
-40
-38
-36
-34
-32
-30
-28
-26
-24
-22
-20
-18
-16
-14
-12
-10
-8
-6
-4
-2
°F
-40.0
-36.4
-32.8
-29.2
-25.6
-22.0
-18.4
-14.8
-11.2
- 7.6
- 4.0
- 0.4
3.2
6.8
10.4
14.0
17.6
21.2
24.8
28.4
(CELSIUS/FAHRENHEIT)
°C
-39
-37
-35
-33
-31
-29
-27
-25
-23
-21
-19
-17
-15
-13
-11
- 9
-7
-5
-3
-1
°F
-38.2
-34.6
-31.0
-27.4
-23.8
-20.2
-16.6
-13.0
- 9.4
- 5.8
- 2.2
1.4
5.0
8.6
12.2
15.8
19.4
23.0
26.6
30.2
TABLES AND CODES - REFERENCE INFORMATION
REFERENCE TABLES
°C
0
2
4
6
8
10
12
14
16
18
20
22
24
26
28
30
32
34
36
38
40
42
44
46
48
50
52
54
°F
32.0
35.6
39.2
42.8
46.4
50.0
53.6
57.2
60.8
64.4
68.0
71.6
75.2
78.8
82.4
86.0
89.6
93.2
96.8
100.4
104.0
107.6
111.2
114.8
118.4
122.0
125.6
129.2
(CELSIUS/FAHRENHEIT)
°C
1
3
5
7
9
11
13
15
17
19
21
23
25
27
29
31
33
35
37
39
41
43
45
47
49
51
53
55
421
°F
33.8
37.4
41.0
44.6
48.2
51.8
55.4
59.0
62.6
66.2
69.8
73.4
77.0
80.6
84.2
87.8
91.4
95.0
98.6
102.2
105.8
109.4
113.0
116.6
120.2
123.8
127.4
131.0
WEIGHT
Lbs
1145373526000
2.2046
4
7
9
11
13
15
18
20
22
44
66
88
110
132
154
176
198
220
441
661
Kgs
Lbs
1
2
3
4
5
6
7
8
9
10
20
30
40
50
60
70
80
90
100
200
300
Kgs
1145373526000
.45359
1
1
2
2
3
3
4
4
4
9
14
18
23
27
32
36
41
45
91
136
422
TABLES AND CODES - REFERENCE INFORMATION
REFERENCE TABLES
Lbs
1145373526000
882
1102
1323
1543
1764
1984
2205
Kgs
Lbs
400
500
600
700
800
900
1000
Kgs
1145373526000
181
227
272
318
363
408
454
DISTANCES
KILOMETERS
to SM
0.62137
1.24
1.86
2.49
3.11
3.73
4.35
4.97
5.59
6.21
12.43
18.64
24.85
31.07
37.28
43.50
49.71
55.92
62.14
124.27
186.41
248.55
310.69
372.82
434.96
497.10
559.23
621.37
1
2
3
4
5
6
7
8
9
10
20
30
40
50
60
70
80
90
100
200
300
400
500
600
700
800
900
1000
to NM
0.53996
1.08
1.62
2.16
2.70
3.24
3.78
4.32
4.86
5.40
10.80
16.20
21.60
27.00
32.40
37.80
43.20
48.60
54.00
107.99
161.99
215.98
269.98
323.97
377.97
431.97
485.96
539.96
STATUTE MILES
to KM
1.6093
3.22
4.83
6.44
8.05
9.66
11.27
12.87
14.48
16.09
32.19
1
2
3
4
5
6
7
8
9
10
20
to NM
0.86898
1.74
2.61
3.48
4.34
5.21
6.08
6.95
7.82
8.69
17.38
TABLES AND CODES - REFERENCE INFORMATION
REFERENCE TABLES
423
STATUTE MILES
to KM
48.28
64.37
80.47
96.56
112.65
128.75
144.84
160.93
321.87
482.30
643.74
804.67
965.61
1126.54
1287.48
1448.41
1609.34
30
40
50
60
70
80
90
100
200
300
400
500
600
700
800
900
1000
to NM
26.07
34.76
43.45
52.14
60.83
69.52
78.20
86.90
173.80
260.69
347.59
434.49
521.39
608.28
695.18
782.01
868.98
NAUTICAL MILES
to KM
1.8520
3.70
5.56
7.41
9.26
11.11
12.96
14.82
16.67
18.52
37.04
55.56
74.08
92.60
111.12
129.64
148.16
166.68
185.20
370.40
555.60
740.80
926.00
1111.20
1296.40
1481.60
1666.80
1852.00
1
2
3
4
5
6
7
8
9
10
20
30
40
50
60
70
80
90
100
200
300
400
500
600
700
800
900
1000
to SM
1.1508
2.30
3.45
4.60
5.75
6.90
8.06
9.21
10.36
11.51
23.02
34.52
46.03
57.54
69.05
80.56
92.06
103.57
115.08
230.16
345.23
460.31
575.39
690.47
805.55
920.62
1035.70
1150.78
424
TABLES AND CODES - REFERENCE INFORMATION
REFERENCE TABLES
METERS to FEET
Meters
1145373526000
Ft
.3048
1
1
1
2
2
2
2
3
3
6
9
12
15
18
21
24
27
30
61
91
122
152
183
213
244
274
305
Meters
Ft
1145373526000
1
2
3
4
5
6
7
8
9
10
20
30
40
50
60
70
80
90
100
200
300
400
500
600
700
800
900
1000
3.2808
7
10
13
16
20
23
26
30
33
66
98
131
164
197
230
262
295
328
656
984
1312
1640
1968
2296
2625
2953
3281
METERS to YARDS
Meters
1145373526000
.9144
2
3
4
5
5
6
7
8
9
18
27
36
46
55
64
73
82
91
183
274
Yds
Meters
1
2
3
4
5
6
7
8
9
10
20
30
40
50
60
70
80
90
100
200
300
Yds
1145373526000
1.0936
2
3
4
5
7
8
9
10
11
22
33
44
55
66
77
88
99
110
219
329
TABLES AND CODES - REFERENCE INFORMATION
REFERENCE TABLES
425
METERS to YARDS
Meters
1145373526000
Yds
366
457
549
640
732
823
914
Meters
Yds
1145373526000
400
500
600
700
800
900
1000
438
548
658
767
877
987
1096
INCHES to MILLIMETERS (mm)
Inches
1145373526000
mm
.03937
.07874
.11811
.15748
.19685
.23622
.27559
.31496
.35433
.3937
.7874
1.1811
1.5748
1.9685
2.3622
2.7559
3.1496
3.5433
3.9370
7.8140
11.8110
15.7480
19.6850
23.6220
27.5590
31.4960
35.4330
39.3701
Inches
mm
1145373526000
1
2
3
4
5
6
7
8
9
10
20
30
40
50
60
70
80
90
100
200
300
400
500
600
700
800
900
1000
25.4
50.8
76.2
101.6
127.0
152.4
177.8
203.2
228.6
254.0
508.0
762.0
1016.0
1270.0
1524.0
1778.0
2032.0
2286.0
2540.0
5080.0
7620.0
10160.0
12700.0
15240.0
17780.0
20320.0
22860.0
25400.0
VOLUME
Imp Gal
1145373526000
.83267
2
2
3
4
5
6
7
7
8
17
U.S. Gal
Imp Gal
1
2
3
4
5
6
7
8
9
10
20
U.S. Gal
1145373526000
1.2010
2
4
5
6
7
8
10
11
12
24
426
TABLES AND CODES - REFERENCE INFORMATION
REFERENCE TABLES
Imp Gal
U.S. Gal
1145373526000
25
33
42
50
58
67
75
83
167
250
333
416
500
583
666
750
833
U.S. Gal
1145373526000
Liter
.26418
1
1
1
1
2
2
2
2
3
5
8
11
13
16
18
21
24
26
53
79
106
132
158
185
211
238
264
Imp Gal
36
48
60
72
84
96
108
120
240
360
480
600
721
841
961
1081
1201
U.S. Gal
Liter
Liter
1145373526000
3.7853
8
11
15
19
23
26
30
34
38
76
114
151
189
227
265
303
341
378
757
1136
1514
1893
2271
2650
3028
3407
3785
Imp Gal
1
2
3
4
5
U.S. Gal
1145373526000
1
2
3
4
5
6
7
8
9
10
20
30
40
50
60
70
80
90
100
200
300
400
500
600
700
800
900
1000
1145373526000
.21997
.4
.7
.9
1
Imp Gal
30
40
50
60
70
80
90
100
200
300
400
500
600
700
800
900
1000
Liter
1145373526000
4.5460
9
14
18
23
TABLES AND CODES - REFERENCE INFORMATION
REFERENCE TABLES
Imp Gal
1145373526000
Liter
1
2
2
2
2
4
7
9
11
13
15
18
20
22
44
66
88
110
132
154
176
198
220
Imp Gal
427
Liter
1145373526000
6
7
8
9
10
20
30
40
50
60
70
80
90
100
200
300
400
500
600
700
800
900
1000
27
32
36
41
45
91
136
182
227
273
318
364
409
455
909
1364
1818
2273
2728
3182
3637
4091
4546
OIL VOLUME/WEIGHT
(approximate according to Temp)
U.S. Gal
1145373526000
.13333
.3
.4
.5
.7
.8
.9
1.1
1.2
1.3
3
4
5
7
8
9
11
12
13
27
40
53
67
80
93
Lbs
U.S. Gal
1
2
3
4
5
6
7
8
9
10
20
30
40
50
60
70
80
90
100
200
300
400
500
600
700
Lbs
1145373526000
7.5000
15
22
30
38
45
52
60
68
75
150
225
300
375
450
525
600
675
750
1500
2250
3000
3750
4500
5250
428
TABLES AND CODES - REFERENCE INFORMATION
REFERENCE TABLES
OIL VOLUME/WEIGHT
(approximate according to Temp)
U.S. Gal
1145373526000
Lbs
107
120
133
U.S. Gal
Lbs
1145373526000
800
900
1000
6000
6750
7500
OIL VOLUME/WEIGHT
(approximate according to Temp)
Liter
1145373526000
Lbs
.50471
1.0
1.5
2.0
2.5
3.0
3.5
4.0
4.5
5.0
10
15
20
25
30
35
40
45
50
101
151
202
252
303
353
404
454
505
Liter
Lbs
1145373526000
1
2
3
4
5
6
7
8
9
10
20
30
40
50
60
70
80
90
100
200
300
400
500
600
700
800
900
1000
1.9813
4
6
8
10
12
14
16
18
20
40
59
79
99
119
139
158
178
198
396
594
792
991
1189
1387
1585
1783
1981
OIL VOLUME/WEIGHT
(approximate according to Temp)
Liter
1145373526000
1.1127
2
3
4
6
7
8
9
10
11
22
33
44
Kg
Liter
1
2
3
4
5
6
7
8
9
10
20
30
40
Kg
1145373526000
.89871
2
3
4
5
5
6
7
8
9
18
27
36
TABLES AND CODES - REFERENCE INFORMATION
REFERENCE TABLES
429
OIL VOLUME/WEIGHT
(approximate according to Temp)
Liter
Kg
1145373526000
56
67
78
89
100
111
222
334
445
556
668
779
890
1001
1113
Liter
Kg
1145373526000
50
60
70
80
90
100
200
300
400
500
600
700
800
900
1000
45
54
63
72
81
90
180
270
360
449
539
629
719
809
899
TURBINE FUEL VOLUME/WEIGHT
(up to 5 pounds variation per 100 gallons due to fuel grade and temperature)
Liter
1145373526000
0.57
1.1
1.7
2.3
2.8
3.4
4
4.5
5.1
5.7
11
17
23
28
34
40
45
51
57
110
170
230
280
340
400
450
510
570
Lbs
Liter
1
2
3
4
5
6
7
8
9
10
20
30
40
50
60
70
80
90
100
200
300
400
500
600
700
800
900
1000
Lbs
1145373526000
1.8
3.6
5.4
7.2
9.0
11
13
14
16
18
36
54
72
90
110
130
140
160
180
360
540
720
900
1100
1300
1400
1600
1800
430
TABLES AND CODES - REFERENCE INFORMATION
REFERENCE TABLES
TURBINE FUEL VOLUME/WEIGHT
(up to 5 pounds variation per 100 gallons due to fuel grade and temperature)
U.S. Gal
Lbs
1145373526000
U.S. Gal
0.15
.3
.45
.6
.75
.9
1.05
1.2
1.35
1.5
3
4.5
6
7.5
9
10.5
12
13.5
15
30
45
60
75
90
105
120
135
150
Lbs
1145373526000
1
2
3
4
5
6
7
8
9
10
20
30
40
50
60
70
80
90
100
200
300
400
500
600
700
800
900
1000
6.7
13
20
27
33
40
47
53
60
67
130
200
270
330
400
470
530
600
670
1300
2000
2700
3300
4000
4700
5300
6000
6700
TURBINE FUEL VOLUME/WEIGHT
(up to 5 pounds variation per 100 gallons due to fuel grade and temperature)
Liter
1145373526000
1.25
2.5
3.8
5.0
6.2
7.5
8.8
10
11
12
25
38
50
62
75
88
100
110
120
250
Kg
Liter
1
2
3
4
5
6
7
8
9
10
20
30
40
50
60
70
80
90
100
200
Kg
1145373526000
.8
1.6
2.4
3.2
4.0
4.8
5.6
6.4
7.2
8
16
24
32
40
48
56
64
72
80
160
TABLES AND CODES - REFERENCE INFORMATION
REFERENCE TABLES
431
TURBINE FUEL VOLUME/WEIGHT
(up to 5 pounds variation per 100 gallons due to fuel grade and temperature)
Liter
Kg
1145373526000
380
500
620
750
880
1000
1100
1200
Liter
Kg
1145373526000
300
400
500
600
700
800
900
1000
240
320
400
480
560
640
720
800
AVIATION GAS VOLUME/WEIGHT
(approximate according to temperature)
Gal
Lbs
1145373526000
.167
.3
.5
.7
.8
1.0
1.2
1.3
1.5
1.7
3
5
7
8
10
12
13
15
17
33
50
67
83
100
117
133
150
167
Gal
Lbs
1145373526000
1
2
3
4
5
6
7
8
9
10
20
30
40
50
60
70
80
90
100
200
300
400
500
600
700
800
900
1000
6.00
12
18
24
30
36
42
48
54
60
120
180
240
300
360
420
480
540
600
1200
1800
2400
3000
3600
4200
4800
5400
6000
AVIATION GAS VOLUME/WEIGHT
(approximate according to temperature)
Liter
1145373526000
.631
1
2
2
3
4
4
5
Lbs
Liter
1
2
3
4
5
6
7
8
Lbs
1145373526000
1.58
3
5
6
8
10
11
13
432
TABLES AND CODES - REFERENCE INFORMATION
REFERENCE TABLES
AVIATION GAS VOLUME/WEIGHT
(approximate according to temperature)
Liter
1145373526000
Lbs
6
6
13
19
25
32
38
44
50
57
63
126
189
252
315
378
442
505
568
631
Liter
Lbs
1145373526000
9
10
20
30
40
50
60
70
80
90
100
200
300
400
500
600
700
800
900
1000
14
16
32
48
63
79
95
111
127
143
158
317
476
634
793
951
1110
1268
1427
1585
AVIATION GAS VOLUME WEIGHT
(approximate according to temperature)
Liter
1145373526000
1.39
3
4
6
7
8
10
11
12
14
28
42
56
70
83
97
111
125
139
278
417
556
695
834
974
1113
1252
1391
Kg
Liter
1
2
3
4
5
6
7
8
9
10
20
30
40
50
60
70
80
90
100
200
300
400
500
600
700
800
900
1000
Kg
1145373526000
.719
1
2
3
4
4
5
6
6
7
14
22
29
36
43
50
58
65
72
144
216
288
359
431
503
575
647
719
TABLES AND CODES - REFERENCE INFORMATION
REFERENCE TABLES
433
ALTIMETER CORRECTIONS
Extracted from ICAO Document 8186; Vol I; Part VI; Chapter 3 – ALTIMETER SETTING PROCEDURES.
NOTE: This chapter deals with altimeter corrections for pressure, temperature and, where appropriate, wind and
terrain effects. The pilot is responsible for these corrections except when under radar vectoring. In that case, the
radar controller shall issue clearances such that the prescribed obstacle clearance will exist at all times, taking
the cold temperature correction into account.
PRESSURE CORRECTION
Flight Levels
When flying at levels with the altimeter set to 1013.2 hPa, the minimum safe altitude must be corrected for
deviations in pressure when the pressure is lower than the standard atmosphere (1013 hPa). An appropriate
correction is 10m (30 ft) per hPa below 1013 hPa. Alternatively, the correction can be obtained from standard
correction graphs or tables supplied by the operator.
QNH/QFE
When using the QNH or QFE altimeter setting (giving altitude or height above QFE datum respectively), a pressure correction is not required.
TEMPERATURE CORRECTION
Requirement for Temperature Correction
The calculated minimum safe altitudes/heights must be adjusted when the ambient temperature on the surface
is much lower than that predicted by the standard atmosphere. In such conditions, an approximate correction
is 4 per cent height increase for every 10° C below standard temperature as measured at the altimeter setting
source. This is safe for all altimeter setting source altitudes for temperatures above -15°.
Tabulated Corrections
For colder temperatures, a more accurate correction should be obtained from Tables 1 and 2 below. These tables
are calculated for a sea level aerodrome. They are therefore conservative when applied at higher aerodromes.
NOTE 1: The corrections have been rounded up to the next 5m or 10 ft increment.
NOTE 2: Temperature values from the reporting station (normally the aerodrome) nearest to the position of the
aircraft should be used.
Table 1 – Values to be added by the pilot to minimum promulgated heights/altitudes (m)
Height above the elevation of the altimeter setting source (metres)
Aerodrome
Temperature (°C)
60
90
120
150
180
210
240
270
300
450
600
900
1200
1500
0
-10
-20
-30
-40
-50
5
10
10
15
15
20
5
10
15
20
25
30
10
15
20
25
30
40
10
15
25
30
40
45
10
25
25
35
45
55
15
20
30
40
50
65
15
25
35
45
60
75
15
30
40
55
65
80
20
30
45
60
75
90
25
45
65
85
110
135
35
60
85
115
145
180
50
90
130
170
220
270
70
120
170
230
290
360
85
150
215
285
365
450
Table 2 – Values to be added by the pilot to minimum promulgated heights/altitudes (ft)
Aerodrome
Temperature
(°C)
200
300
400
500
Height above the elevation of the altimeter setting source (feet)
600
700
800
900
1000
1500
2000
3000
4000
5000
0
-10
-20
-30
-40
-50
20
20
30
40
50
60
20
30
50
60
80
90
30
40
60
80
100
120
30
50
70
100
120
150
40
60
90
120
150
180
40
70
100
140
170
210
50
80
120
150
190
240
50
90
130
170
220
270
60
100
140
190
240
300
90
150
210
280
360
450
120
200
280
380
480
590
170
290
420
570
720
890
230
390
570
760
970
1190
280
490
710
950
1210
1500
NOTAM Reference Information
NOTAM REFERENCE INFORMATION
NOTAMS
435
Notams
INTRODUCTION
NOTAMs promulgating significant information changes are disseminated from locations all over the world.
NOTAMs are intended to supplement Aeronautical Information Publications and provide a fast medium for
disseminating information at a short notice. The following format and codes are used in disseminating NOTAMs.
TYPICAL NOTAM — IN THE SYSTEM NOTAM FORMAT
1
224010069000
FORMAT EXPLANATION OF SYSTEM NOTAM
NOTAMN — New NOTAM
NOTAMR — Replaces a previous NOTAM
NOTAMC — Cancels a NOTAM
NOTAMS — SNOWTAM
NOTAM format item Q is divided into eight separate qualifier fields.
a.
FIR — ICAO location indicator plus “XX” if applicable to more than one FIR.
b.
NOTAM CODE — If the subject of the NOTAM (second and third letter of NOTAM code) is not in the
NOTAM Code , the following letters should be used to reference the subject category.
QAGXX = AGA
c.
TRAFFIC —
d.
PURPOSE —
e.
SCOPE —
QCOXX = COM
QRCXX = RAC
I = IFR
V = VFR
IV = IFR/VFR
N = Selected for the immediate attention of aircraft operators.
B = Selected for preflight information bulletins.
O = Operationally significant for IFR flights.
M = Miscellaneous.
A = Aerodrome
QXXXX = Other
436
f.
g.
h.
NOTAM REFERENCE INFORMATION
NOTAMS
E = Enroute
W = Navigational warning
LOWER — Used when applicable to indicate lower limits of the affected area. Default value of 000 is
used when limit is not defined.
UPPER — Used when applicable to indicate upper limit of the affected area. Default value of 999 is
used when limit is not defined.
COORDINATES RADIUS — Latitude and longitude present approximate center of a circle whose
radius encompasses the whole area of influence.
NOTAM format items A thru G provide information on location, times, changes and limits.
A)
ICAO location indicator of aerodrome or FIR.
B)
Ten figure date-time group indicating when the NOTAM comes into force.
C)
Ten figure date-time group or PERM indicating the duration of the NOTAM. If the duration of
the NOTAM is uncertain, the approximate duration must be indicated using the date-time group
followed by EST.
D)
Specified periods for changes being reported, otherwise omitted.
E)
Decoded NOTAM code in plain language. ICAO abbreviations may be used where appropriate.
These items are normally applicable to navigational warnings or airspace restrictions clearly
F)
} indicating reference datum and units of measurement. Item F provides the lower limit and item
G)
G provides the upper limit.
SOME STATES ARE STILL PROMULGATING CLASS I NOTAMS IN THE PREVIOUS FORMAT.
PREVIOUS NOTAM FORMAT AND EXPLANATION
1
224010069000
A)
B)
ICAO location indicator of aerodrome or FIR.
Eight figure date-time group, WIE (with immediate effect), or WEF (with effect from) indicating
when the NOTAM comes into force.
Eight figure date-time group, PERM, or UFN (until further notice) indicating the duration of the
NOTAM. If the duration of the NOTAM is UFN, the approximate duration of the information should
also be indicated.
Specified periods for changes being reported, otherwise omitted.
NOTAM code, abbreviated plain language or both.
C)
D)
E)
F)
G)
}
These items are normally applicable to navigational warnings or airspace restrictions clearly
indicating reference datum and units of measurement.
NOTAM CODE
SECOND AND THIRD LETTERS
SECOND AND THIRD LETTERS (Q__ __)
CODE
UNIFORM ABBREVIATED
PHRASEOLOGY
SIGNIFICATION
AGA
Lighting facilities (L)
LA
Approach light system (specify runway and type)
als
NOTAM REFERENCE INFORMATION
NOTAMS
437
SECOND AND THIRD LETTERS (Q__ __)
CODE
LB
LC
LD
LE
LF
LG
LH
LI
LJ
LK
LL
LM
LP
LR
LS
LT
LU
LV
LW
LX
LY
LZ
SIGNIFICATION
Aerodrome beacon
Runway centerline lights (specify runway)
Landing direction indicator lights
Runway edge lights (specify runway)
Sequenced flashing lights (specify runway)
Pilot-controlled lighting
High intensity runway lights (specify runway)
Runway end identifier lights (specify runway)
Runway alignment indicator lights (specify runway)
Category II components of approach lighting system (specify
runway)
Low intensity runway lights (specify runway)
Medium intensity runway lights (specify runway)
Precision approach path indicator (PAPI) (specify runway)
All landing area lighting facilities
Stopway lights (specify runway)
Threshold lights (specify runway)
Helicopter approach path indicator
Visual approach slope indicator system (specify type and
runway)
Heliport lighting
Taxiway centerline lights (specify taxiway)
Taxiway edge lights (specify taxiway)
Runway touchdown zone lights (specify runway)
AGA
Movement and landing area (M)
MA
Movement area
MB
Bearing strength (specify part of landing area or movement
area)
MC
Clearway (specify runway)
MD
Declared distances (specify runway)
Taxiing guidance system
MG
MH
Runway arresting gear (specify runway)
MK
Parking area
MM
Daylight markings (specify threshold, centerline, etc.)
MN
Apron
MO
Stopbar (specify taxiway)
MP
Aircraft stands (specify)
MR
Runway (specify runway)
MS
Stopway (specify runway)
MT
Threshold (specify runway)
MU
Runway turning bay (specify runway)
MW
Strip/shoulder (specify runway)
MX
Taxiway(s) (specify)
MY
Rapid exit taxiway (specify)
AGA
Facilities and services (F)
FA
Aerodrome
FB
Friction Measuring Device (specify type)
FC
Ceiling measurement equipment
FD
Docking system (specify AGNIS, BOLDS, etc.)
UNIFORM ABBREVIATED
PHRASEOLOGY
abn
rcll
ldi lgt
redl
sequenced flg lgt
pcl
high intst rwy lgt
rwy end id lgt
rai lgt
cat II components als
low intst rwy lgt
medium intst rwy lgt
papi
ldg area lgt fac
stwl
thr lgt
hapi
vasis
heliport lgt
twy cl lgt
twy edge lgt
rtzl
mov area
bearing strength
cwy
declared dist
tgs
rag
prkg area
day markings
apron
stopbar
acft stand
rwy
swy
thr
rwy turning bay
strip/shoulder
twy
rapid exit twy
ad
friction measuring device
ceiling measurement eqpt
dckg system
438
NOTAM REFERENCE INFORMATION
NOTAMS
SECOND AND THIRD LETTERS (Q__ __)
CODE
FE
FF
FG
FH
FI
FJ
FL
FM
FO
FP
FS
FT
SIGNIFICATION
Oxygen (specify type)
Fire fighting and rescue
Ground movement control
Helicopter alighting area/platform
Aircraft de-icing(specify)
Oils (specify type)
Landing direction indicator
Meteorological service (specify type)
Fog dispersal system
Heliport
Snow removal equipment
Transmissometer (specify runway and, where applicable,
designator(s) of transmissometer(s))
Fuel availability
Wind direction indicator
Customs
UNIFORM ABBREVIATED
PHRASEOLOGY
oxygen
fire and rescue
gnd mov ctl
hel alighting area
acft de-ice
oil
ldi
met
fg dispersal
heliport
sn removal eqpt
transmissometer
FU
FW
FZ
ATM
Airspace organization (A)
AA
Minimum altitude (specify enroute/crossing/safe)
AC
Control zone (CTR)
AD
Air defense identification zone (ADIZ)
AE
Control area (CTA)
AF
Flight information region
AH
Upper control area
AL
Minimum usable flight level
AN
Area navigation route
AO
Oceanic control area
AP
Reporting point (specify name or coded designator)
AR
ATS route (specify)
AT
Terminal control area (TMA)
AU
Upper flight information region (UIR)
AV
Upper advisory area (UDA)
AX
Significant point
AZ
Aerodrome traffic zone
ATM
Air traffic and VOLMET services (S)
SA
Automatic terminal information service (ATIS)
SB
ATS reporting office
Area control center
SC
fuel avbl
wdi
cust
SE
Flight information service
Aerodrome flight information service
SF
Flow control center
SL
SO
Oceanic area control center
Approach control service
SP
Flight service station
SS
Aerodrome control tower
ST
Upper area control center
SU
SV
VOLMET Broadcast
Upper advisory service (specify)
SY
ATM
Air traffic procedures (P)
fis
afis
flow ctl center
oac
app
mnm alt
ctr
adiz
cta
fir
uta
mnm usable fl
rnav route
oca
rep
ats rte
tma
uir
uda
sig
atz
atis
aro
acc
fss
twr
uac
volmet
upper advisory ser
NOTAM REFERENCE INFORMATION
NOTAMS
439
SECOND AND THIRD LETTERS (Q__ __)
CODE
PA
PB
PC
PD
PE
PF
PH
PI
PK
PL
PM
SIGNIFICATION
Standard instrument arrival (specify route designator)
Standard VFR arrival
Contingency procedure
Standard instrument departure (specify route designator)
Standard VFR department
Flow control procedure
Holding procedure
Instrument approach procedure (specify type and runway)
VFR approach procedure
Flight plan processing, filing and related contingency
Aerodrome operating minima (specify procedure and amended
minimum)
Noise operating restrictions
Obstacle clearance altitude and height (specify procedure)
Radio failure procedure
Transition altitude or transition level (specify)
Missed approach procedure (specify runway)
Minimum holding altitude (specify fix)
ADIZ procedure
PN
PO
PR
PT
PU
PX
PZ
CNS
Communication and surveillance facilities (C)
CA
Air/ground facility (specify service and frequency)
CB
Automatic dependent surveillance – broadcast (details)
Automatic dependent surveillance – contract (details)
CC
CD
CE
CG
CL
CM
CP
CR
Controller-pilot datalink communications (details)
Enroute surveillance radar
Ground controlled approach system
Selective calling system
Surface movement radar
Precision approach radar (specify runway)
IO
IS
IT
IU
IW
IX
IY
std vfr arr
contingency proc
sid
std vfr dep
flow ctl proc
hldg proc
inst apch proc
vfr apch proc
fpl
opr minima
noise opr restrictions
oca och
rdo failure proc
ta/trl
missed apch proc
mnm hldg alt
adiz proc
a/g fac
ads-b
ads-c
cpdlc
rsr
gca
selcal
smr
par
sre
Surveillance radar element of precision approach radar
system (specify wavelength)
Secondary surveillance radar
Terminal area surveillance radar
tar
Glide path (ILS) (specify runway)
Inner marker (ILS) (specify runway)
Localizer (ILS) (specify runway)
Middle marker (ILS)(specify runway)
Localizer (not associated with ILS)
Outer marker (ILS) (specify runway)
ILS Category I (specify runway)
ILS Category II (specify runway)
ILS Category III (specify runway)
Microwave landing system (specify runway)
Locator, outer (ILS) (specify runway)
Locator, middle (ILS) (specify runway)
ils
ils dme
ils gp
ils im
ils llz
ils mm
llz
ils om
ils cat I
ils cat II
ils cat III
mls
ils lo
ils lm
CS
CT
CNS
Instrument and microwave landing systems (I)
Instrument landing system (specify runway)
IC
ID
DME associated with ILS
IG
II
IL
IM
IN
UNIFORM ABBREVIATED
PHRASEOLOGY
star
ssr
440
NOTAM REFERENCE INFORMATION
NOTAMS
SECOND AND THIRD LETTERS (Q__ __)
CODE
UNIFORM ABBREVIATED
PHRASEOLOGY
SIGNIFICATION
CNS
GNSS services (G)
GA
GNSS airfield-specific operations (specify operation)
GW
GNSS area-wide operations (specify operation)
CNS
Terminal and enroute navigation facilities (N)
NA
All radio navigation facilities (except. . .)
NB
Non-directional radio beacon
NC
DECCA
ND
Distance measuring equipment
NF
Fan marker
NL
Locator (specify identification)
NM
VOR/DME
NN
TACAN
NO
OMEGA
NT
VORTAC
NV
VOR
NX
Direction finding station (specify type and frequency)
Navigation warnings
Airspace restrictions (R)
RA
Airspace reservation (specify)
RD
Danger area (specify)
RM
Military operating area
RO
Overflying of . . . (specify)
RP
Prohibited area (specify)
RR
Restricted area
RT
Temporary restricted area (specify area)
Navigation warnings
Warnings (W)
WA
Air display
WB
Aerobatics
WC
Captive balloon or kite
WD
Demolition of explosives
WE
Exercises (specify)
WF
Air refuelling
WG
Glider flying
WH
Blasting
WJ
Banner/target towing
WL
Ascent of free balloon
WM
Missile, gun or rocket firing
WP
Parachute jumping exercise, paragliding or hang gliding
WR
Radioactive materials or toxic chemicals (specify)
Burning or blowing gas
WS
WT
Mass movement of aircraft
WU
Unmanned aircraft
WV
Formation flight
WW
Significant volcanic activity
WY
Aerial survey
WZ
Model flying
Other information (O)
gnss airfield
gnss area
all rdo nav fac
ndb
decca
dme
fan mkr
l
vor/dme
tacan
omega
vortac
vor
df
airspace reservation
..d..
moa
overflying
..p..
..r..
tempo restricted area
air display
aerobatics
captive balloon/kite
demolition of explosives
exer
air refuelling
gld fly
blasting
banner/target towing
ascent of free balloon
missile/gun/rocket frng
pje/paragliding/hang gliding
radioactive materials/toxic
chemicals
burning/blowing gas
mass mov of acft
ua
formation flt
significant volcanic act
aerial survey
model fly
NOTAM REFERENCE INFORMATION
NOTAMS
441
SECOND AND THIRD LETTERS (Q__ __)
CODE
OA
OB
OE
OL
OR
UNIFORM ABBREVIATED
PHRASEOLOGY
SIGNIFICATION
ais
obst
acft entry rqmnts
obst lgt
rcc
Aeronautical information service
Obstacle (specify details)
Aircraft entry requirements
Obstacle lights on . . . (specify)
Rescue co-ordination center
FOURTH AND FIFTH LETTERS
FOURTH AND FIFTH LETTERS
CODE
UNIFORM ABBREVIATED
PHRASEOLOGY
SIGNIFICATION
Availability (A)
Withdrawn for maintenance
AC
AD
Available for daylight operation
AF
Flight checked and found reliable
AG
Operating but ground checked only, awaiting flight check
AH
Hours of service are now . . . (specify)
AK
Resumed normal operation
AL
Operative (or reoperative) subject to previously published
limitations/conditions
AM
Military operations only
AN
Available for night operation
AO
Operational
AP
Available, prior permission required
AR
Available on request
Unserviceable
AS
AU
Not available (specify reason if appropriate)
AW
Completely withdrawn
AX
Previously promulgated shutdown has been cancelled
Changes (C)
Activated
CA
CC
Completed
Deactivated
CD
Erected
CE
CF
Operating frequency(ies) changed to
Downgraded to
CG
CH
Changed
Identification or radio call sign changed to
CI
Realigned
CL
Displaced
CM
CN
Cancelled
CO
Operating
CP
Operating on reduced power
Temporarily replaced by
CR
Installed
CS
CT
On test, do not use
Hazard conditions (H)
withdrawn maint
avbl day ops
fltck okay
opr but gnd ck only, awaiting flt ck
hr ser
okay
opr subj previous cond
mil ops only
avbl ngt ops
opr
avbl ppr
avbl o/r
u/s
not avbl
withdrawn
promulgated shutdown cnl
act
cmpl
deactivated
erected
opr freq changed to
downgraded to
changed
ident/rdo call sign changed to
realigned
displaced
cnl
opr
opr reduced pwr
tempo rplcd by
instl
on test, do not use
442
NOTAM REFERENCE INFORMATION
NOTAMS
FOURTH AND FIFTH LETTERS
CODE
SIGNIFICATION
Braking action is. . .
a. Poor
b. Medium/Poor
c. Poor
d. Medium/Good
e. Good
HB
Friction coefficient is. . . (specify friction measuring device
used)
HC
Covered by compacted snow to a depth of
HD
Covered by dry snow to a depth of
HE
Covered by water to a depth of
HF
Totally free of snow and ice
HG
Grass cutting in progress
HH
Hazard due to (specify)
HI
Covered by ice
HJ
Launch planned. . .(specify balloon flight identification
or project code name, launch site, planned period of
launch(es) - date/time, expected climb direction, estimated
time to pass 18,000m (60,000 ft), or reaching cruise level
if at or below 18,000m (60,000 ft), together with estimated
location)
HK
Bird migration in progress (specify direction)
HL
Snow clearance completed
HM
Marked by
HN
Covered by wet snow or slush to a depth of
HO
Obscured by snow
HP
Snow clearance in progress
HQ
Operation cancelled. . .(specify balloon flight identification
or project code name)
HR
Standing water
HS
Sanding in progress
HT
Approach according to signal area only
HU
Launch in progress. . .(specify balloon flight identification
or project code name, launch site, date/time of launch(es),
estimated time passing 18,000m (60,000 ft), or reaching
cruising level if at or below 18,000m (60,000 ft), together
with estimated location, estimated date/time of termination
of the flight and planned location of ground contact, when
applicable)
HV
Work completed
HW
Work in progress
HX
Concentration of birds
HY
Snow banks exist (specify height)
HZ
Covered by frozen ruts and ridges
Limitations (L)
LA
Operating on auxiliary power supply
LB
Reserved for aircraft based therein
LC
Closed
LD
Unsafe
LE
Operating without auxiliary power supply
LF
Interference from
LG
Operating without identification
LH
Unserviceable for aircraft heavier than
UNIFORM ABBREVIATED
PHRASEOLOGY
HA
ba is . . .
friction coefficient is
cov compacted sn depth
cov dry sn depth
cov water depth
free of sn and ice
grass cutting inpr
hazard due
cov ice
launch plan
bird migration inpr
snow clr cmpl
marked by
cov wet sn/slush depth
obscured by sn
snow clr inpr
opr cnl
standing water
sanding inpr
apch according signal area only
launch inpr
work cmpl
wip
bird concentration
sn banks hgt
cov frozen ruts and ridges
opr aux pwr
reserved for acft based therein
clsd
unsafe
opr aux wo pwr
interference fm
opr wo ident
u/s acft heavier than
NOTAM REFERENCE INFORMATION
NOTAMS
443
FOURTH AND FIFTH LETTERS
CODE
LI
LK
LL
LN
LP
LR
LS
LT
LV
LW
LX
Other
XX
SIGNIFICATION
Closed to IFR operations
Operating a a fixed light
Usable for length of. .and width of. .
UNIFORM ABBREVIATED
PHRASEOLOGY
clsd ifr ops
opr as f lgt. . .
usable len/wid. . .
clsed to all ngt ops
prohibited to
acft restricted to rwy and twy
subj intrp
ltd to
clsd vfr ops
will take place
opr but caution advised due to
Closed to all night operations
Prohibited to
Aircraft restricted to runways and taxiways
Subject to interruption
Limited to
Closed to VFR operations
Will take place
Operating but caution advised due to
(XX)
Where 4th and 5th letter code does not cover the situation (plain language following the NOTAM
use XX and supplement by plain language
Code)
SNOWTAM Reference Information
SNOWTAM REFERENCE INFORMATION
SNOWTAM
445
Snowtam
Extracted from ICAO Annex 15 — AERONAUTICAL INFORMATION SERVICES
ORIGINATION AND DISTRIBUTION
Notification of the presence or removal or significant changes in hazardous conditions due to snow, slush, ice
or water on the movement area is to be made preferably by use of the SNOWTAM format, or the NOTAM Code
and plain language.
Information concerning snow, ice and standing water on aerodrome pavements shall, when reported by means
of a SNOWTAM, contain information in the order shown in the following SNOWTAM Format.
SNOWTAM FORMAT
1
143831523000
446
SNOWTAM REFERENCE INFORMATION
SNOWTAM
GUIDANCE FOR THE COMPLETION OF THE SNOWTAM FORMAT
GENERAL
a.
b.
c.
d.
When reporting on two or three runways, repeat Items C to P inclusive.
Items together with their indicator must be dropped completely, where no information is to be included.
Metric units must be used and the unit of measurement not reported.
The maximum validity of SNOWTAM is 24 hours. New SNOWTAM must be issued whenever there is a
significant change in conditions. The following changes relating to runway conditions are considered as
significant:
1. a change in the coefficient of friction of about 0.05;
2. changes in depth of deposit greater than the following:
– 20mm for dry snow;
– 10mm for wet snow;
– 3mm for slush;
3. a change in the available length or width of a runway of 10 per cent or more;
4. any change in the type of deposit or extent of coverage which requires reclassification in Items F or T
of the SNOWTAM;
5. when critical snow banks exist on one or both sides of the runway, any change in the height or distance
from centerline;
6. any change in the conspicuity of runway lighting caused by obscuring of the lights;
7. any other conditions known to be significant according to experience or local circumstances.
e. The abbreviated heading “TTAAiiii CCCC MMYYGGgg (BBB)” is included to facilitate the automatic processing of SNOWTAM messages in computer data banks. The explanation of these symbols is:
TT =
AA =
iiii =
CCCC =
MMYGGgg =
data designator for SNOWTAM = SW;
geographical designator for States; e.g., LF = France, EG = United
Kingdom;
SNOWTAM serial number in a four-figure group;
four-letter location indicator of the aerodrome to which the SNOWTAM
refers;
date/time of observation/measurement, whereby:
– MM =
month; e.g., January = 01, December = 12
– YY =
day of the month
– GGgg =
time in hours (GG) and minutes (gg) UTC;
(BBB) =
optional group for: correction to SNOWTAM message previously
disseminated with the same serial number = COR.
NOTE: Brackets in (BBB) are used to indicate that this group is optional.
EXAMPLE: Abbreviated heading of SNOWTAM No. 149 from Zurich, measurement/observation of 7
November at 0620 UTC:
SWLS0149 LSZH 1107 0620
– Item A
Aerodrome location indicator (four-letter location indicator).
– Item B
Eight-figure date/time group – giving time of observation as month, day, hour and minutes in UTC; this item
must always be completed.
– Item C
Lower runway designator number.
– Item D
Cleared runway length in metres, if less than published length (see Item T on reporting on part of runway not
cleared).
– Item E
Cleared runway width in meters, if less than published width; if offset left or right of center line add “L” or “R”
as viewed from the threshold having the lower runway designation number.
SNOWTAM REFERENCE INFORMATION
SNOWTAM
447
– Item F
Deposit over total runway length as explained in SNOWTAM Format. Suitable combinations of these numbers
may be used to indicate varying conditions over runway segments. If more than one deposit is present on the
same portion of the runway, they should be reported in sequence from the top to the bottom. Drifts, depths of
deposit appreciably greater than the average values or other significant characteristics of the deposits may
be reported under ITEM T in plain language.
– Item G
Mean depth in millimeters deposit for each third of total runway length, or “XX” if not measurable or operationally not significant; the assessment to be made to an accuracy of 20mm for dry snow, 10mm for wet snow
and 3mm for slush.
– Item H
Friction measurements on each third of the runway and friction measuring device. Measured or calculated
coefficient (two digits) or, if not available, estimated surface friction (single digit) in the order from the threshold having the lower runway designation number. Insert a code 9 when surface conditions or available friction
measuring device do not permit a reliable surface friction measurement to be made. Use the following abbreviations to indicate the type of friction measuring device used:
BRD — Brakemeter-Dynometer
GRT — Grip Tester
MUM — Mu-meter
RFT — Runway friction tester
SFH — Surface friction tester (high pressure tire)
SFL — Surface friction tester (low pressure tire)
SKH — Skiddometer (high pressure tire)
SKL — Skiddometer (low pressure tire)
TAP — Tapley meter
If other equipment used specify in plain language.
– Item J
Critical Snowbanks: If present insert height in centimeters and distance from edge of runway in metres,
followed by left (“L”) or right (“R”) side or both sides (“LR”), as viewed from the threshold having the lower
runway designation number.
– Item K
If runway lights are obscured insert “YES” followed by “L”, “R” or both “LR” as viewed from the threshold
having the lower runway designation number.
– Item L
When further clearance will be undertaken, enter length and width of runway or “TOTAL” if runway will be
cleared to full dimensions.
– Item M
Enter the anticipated time of completion in UTC.
– Item N
The code for Item F may be used to describe taxiway conditions; enter “NO” if no taxiways serving the associated runway are available.
– Item P
If applicable, enter “YES” followed by the lateral distance in metres.
– Item R
The code for Item F may be used to describe apron conditions; enter “NO” if apron unusable.
– Item S
Enter the anticipated time of next observation/measurement in UTC.
– Item T
Describe in plain language any operationally significant information but always report on length of uncleared
runway (Item D) and extent of runway contamination (Item F) for each third of the runway (if appropriate) in
accordance with the following scale:
10% — if less than 10% of runway contaminated
25% — if 11-25% of runway contaminated
50% — if 26-50% of runway contaminated
100% — if 51-100% of runway contaminated.
448
SNOWTAM REFERENCE INFORMATION
SNOWTAM
EXAMPLE OF COMPLETED SNOWTAM FORMAT
GG EHAMZQZX EDDFZQZX EKCHZQZX
070645 LSZHYNYX
SWLS0149 LSZH 11070620
SNOWTAM 0149
A) LSZH B) 11070620
C) 02 D) . . . P)
C) 09 D) . . . P)
C) 12 D) . . . P)
R) NO S) 11070920 T) DEICING.
DEFINITIONS OF THE VARIOUS TYPES OF SNOW
SLUSH — Water-saturated snow which with a heel-and-toe slap-down motion against the ground will be displaced with a splatter; specific gravity: 0.5 up to 0.8.
NOTE: Combinations of ice, snow and/or standing water may, especially when rain, rain and snow, or snow is
falling, produce substances with specific gravities in excess of 0.8. These substances, due to their high water/ice
content, will have a transparent rather than a cloudy appearance and, at the higher specific gravities, will be
readily distinguishable from slush.
SNOW (on the ground) —
a. Dry Snow: Snow which can be blown if loose or, if compacted by hand, will fall apart again upon release;
specific gravity: up to but not including 0.35.
b. Wet Snow: Snow which, if compacted by hand, will stick together and tend to or form a snowball; specific
gravity: 0.35 up to but not including 0.5.
c. Compacted Snow: Snow which has been compressed into a solid mass that resists further compression
and will hold together or break up into lumps if picked up; specific gravity: 0.5 and over.
Radio Frequency and Time Information
450
RADIO FREQUENCY AND TIME INFORMATION
STANDARD TIME SIGNALS
Standard Time Signals
General
In airspaces such as North Atlantic (NAT) minimum navigation performance specifications (MNPS) airspace, the
time reference system(s) to be used during the flight for calculation of waypoint estimated times of arrival (ETAs)
and waypoint actual times of arrival (ATAs) shall be synchronized to universal coordinated time (UTC). All ETAs
and ATAs passed to air traffic control shall be based on a time reference that has been synchronized to UTC or
equivalent. Acceptable sources of UTC include:
WWV – National Institute of Standards and Technology (Fort Collins, Colorado). WWV operates 24 hours a day
on 2500, 5000, 10000, 15000, 20000 kHz (AM/single sideband (SSB)) and provides UTC voice every minute.
GPS (corrected to UTC) – Available 24 hours a day to those pilots who can access the time signal over their
shipboard GPS equipment.
CHU – National Research Council (NRC) – Available 24 hours a day on 3330, 7850, and 14670 kHz (SSB). In
the final 10-second period of each minute, a bilingual station identification and time announcement is made.
BBC – British Broadcasting Corporation (United Kingdom). The BBC transmits on a number of domestic and
worldwide frequencies and transmits the Greenwich time signal (referenced to UTC) once every hour on most
frequencies, although there are some exceptions.
Any other source shown to the State of Registry or State of Operator (as appropriate) to be an equivalent source
of UTC.
RADIO FREQUENCY AND TIME INFORMATION
STANDARD TIME SIGNALS
451
1
281992739000
452
RADIO FREQUENCY AND TIME INFORMATION
WORLDWIDE LOCAL TIMES
Worldwide Local Times
DIFFERENCES BETWEEN UTC (Z) & LOCAL TIME
Add one hour to derived local time in countries currently observing Daylight Saving Time (Summer Time).
COUNTRY
Afghanistan
Albania
Algeria
American Samoa
Andorra
Angola
Anguilla
Antigua and Barbuda
Argentina
Armenia
Aruba
Australia
LOCAL TIME
UTC + 4.5
UTC + 1
UTC + 1
UTC - 11
UTC + 1
UTC + 1
UTC - 4
UTC - 4
UTC - 3
UTC + 4
UTC - 4
DAYLIGHT SAVING TIME
—
27 MAR 11 0100Z - 30 OCT 11 0100Z
—
—
27 MAR 11 0100Z - 30 OCT 11 0100Z
—
—
—
26 MAR 11 2300Z - 29 OCT 11 2300Z
—
– Norfolk I
UTC + 11.5
—
– Lord Howe I
UTC + 10.5
– Queensland
UTC + 10
(+.5) 02 OCT 10 1530Z - 02 APR 11 1500Z
—
– ACT, New South Wales,
Tasmania, Victoria
UTC + 10
02 OCT 10 1600Z - 02 APR 11 1600Z
– Northern Territory
UTC + 9.5
—
– South Australia
UTC + 9.5
02 OCT 10 1630Z - 02 APR 11 1630Z
—
– Western Australia
UTC + 8
– Christmas I
UTC + 7
—
UTC + 6.5
—
– Cocos (Keeling) I
Austria
Azerbaijan
Azores
Bahamas
Bahrain
Bangladesh
Barbados
Belarus
Belgium
Belize
Benin
Bermuda
Bhutan
Bolivia
Bosnia-Herzegovina
Botswana
Brazil
UTC
UTC
UTC
UTC
UTC
UTC
UTC
UTC
UTC
UTC
UTC
UTC
UTC
UTC
UTC
UTC
+
+
+
+
+
+
+
+
+
+
1
4
1
5
3
6
4
2
1
6
1
4
6
4
1
2
27
26
27
13
—
—
—
MAR
MAR
MAR
MAR
11
11
11
11
– Fernando de Noronha
Archipelago
UTC - 2
—
– coast of Brazil, the Federal
District, and the interior (except
Mato Grosso and Amazonas)
UTC - 3
See Note
– Mato Grosso, Mato Grosso
do Sul, Amazonas, Rondonia,
Roraima and Acre
UTC - 4
See Note
0100Z
2300Z
0100Z
0700Z
-
30
29
30
06
OCT
OCT
OCT
NOV
11
11
11
11
0100Z
2200Z
0100Z
0600Z
27 MAR 11 0000Z - Does not end this year
27 MAR 11 0100Z - 30 OCT 11 0100Z
—
—
13 MAR 11 0600Z - 06 NOV 11 0500Z
—
—
27 MAR 11 0100Z - 30 OCT 11 0100Z
—
RADIO FREQUENCY AND TIME INFORMATION
WORLDWIDE LOCAL TIMES
COUNTRY
LOCAL TIME
453
DAYLIGHT SAVING TIME
NOTE: Daylight saving time will be observed at 00:00 on the third Sunday of October, until 00:00 on the
third Sunday of February. Areas affected include the states of Rio Grande do Sul, Santa Catarina, Parana,
Sao Paulo, Rio de Janeiro, Espirito Santo, Minas Gerais, Goias, Mato Grosso, Mato Grosso do Sul and
the Distrito Federal (Federal District).
—
British Virgin Is
UTC - 4
—
Brunei
UTC + 8
Bulgaria
UTC + 2
27 MAR 11 0100Z - 30 OCT 11 0100Z
—
Burkina Faso
UTC
—
Burundi
UTC + 2
—
Cambodia
UTC + 7
—
Cameroon
UTC + 1
Canary Is.
Canada
UTC
27 MAR 11 0100Z - 30 OCT 11 0100Z
UTC - 3.5
13 MAR 11 0331Z - 06 NOV 11 0231Z
– Atlantic
UTC - 4
13 MAR 11 0600Z - 06 NOV 11 0500Z
– Eastern
UTC - 5
13 MAR 11 0700Z - 06 NOV 11 0600Z
– Central
UTC - 6
– Mountain
UTC - 7
13 MAR 11 0800Z - 06 NOV 11 0700Z
(except Saskatchewan)
13 MAR 11 0900Z - 06 NOV 11 0800Z
– Pacific
Cape Verde
Cayman Is.
Central African Republic
Chad
Chile
UTC - 8
– Newfoundland
– Easter I.
China, PR of
Colombia
Comoros
Congo, DR of
UTC
UTC
UTC
UTC
UTC
UTC
+
+
-
1
5
1
1
4
6
13 MAR 11 1000Z - 06 NOV 11 0900Z
—
—
—
—
—
—
UTC + 8
UTC - 5
UTC + 3
—
—
—
– East
UTC + 2
—
– West
Congo, Republic of
Cook Is
Costa Rica
Cote d'Ivoire
Croatia
Cuba
Cyprus
Czech Republic
Denmark
Djibouti
Dominica
Dominican Republic
Ecuador
UTC + 1
—
UTC + 1
UTC - 10
UTC - 6
UTC
UTC + 1
UTC - 5
UTC + 2
UTC + 1
UTC + 1
UTC + 3
UTC - 4
UTC - 4
UTC - 5
UTC - 6
—
—
—
—
– Galapagos Is.
Egypt
El Salvador
Equatorial Guinea
Eritrea
Estonia
UTC
UTC
UTC
UTC
UTC
+
+
+
+
2
6
1
3
2
27
13
27
27
27
—
—
—
—
—
MAR
MAR
MAR
MAR
MAR
11
11
11
11
11
0100Z
0500Z
0100Z
0100Z
0100Z
-
30
30
30
30
30
OCT
OCT
OCT
OCT
OCT
11
11
11
11
11
0100Z
0500Z
0100Z
0100Z
0100Z
28 APR 11 2200Z - 29 SEP 11 2100Z
—
—
—
27 MAR 11 0100Z - 30 OCT 11 0100Z
454
RADIO FREQUENCY AND TIME INFORMATION
WORLDWIDE LOCAL TIMES
COUNTRY
Ethiopia
Faroe Is.
Fiji Is.
Finland
France
French Guiana
French Polynesia(Tahiti)
– Marquesas Is
– Gambier Is
Gabon
Gambia
Georgia
Germany
Ghana
Gibraltar
Great Britain (UK)
Greece
Greenland
LOCAL TIME
UTC + 3
UTC
UTC + 12
UTC + 2
UTC + 1
UTC - 3
UTC - 10
UTC - 9.5
DAYLIGHT SAVING TIME
—
27 MAR 11 0100Z - 30 OCT 11 0100Z
—
27 MAR 11 0100Z - 30 OCT 11 0100Z
27 MAR 11 0100Z - 30 OCT 11 0100Z
—
—
—
UTC - 9
—
UTC +
UTC
UTC +
UTC +
UTC
UTC +
UTC
UTC +
—
—
—
1
4
1
1
2
27 MAR 11 0100Z - 30 OCT 11 0100Z
—
27 MAR 11 0100Z - 30 OCT 11 0100Z
27 MAR 11 0100Z - 30 OCT 11 0100Z
27 MAR 11 0100Z - 30 OCT 11 0100Z
– East (Ittoqqortoormiit)
UTC - 1
27 MAR 11 0100Z - 30 OCT 11 0100Z
– Central (Nuuk)
UTC - 3
27 MAR 11 0100Z - 30 OCT 11 0100Z
– West (Qaanaaq)
Grenada
Guadeloupe
Guam
Guatemala
Guinea
Guinea-Bissau
Guyana
Haiti
Honduras
UTC - 4
03 APR 11 0600Z - 30 OCT 11 0500Z
—
—
—
—
—
—
—
—
—
—
Hong Kong, PR of China
Hungary
Iceland
India
Indonesia
UTC - 4
UTC - 4
UTC + 10
UTC - 6
UTC
UTC
UTC - 4
UTC - 5
UTC - 6
UTC + 8
UTC + 1
UTC
UTC + 5.5
27 MAR 11 0100Z - 30 OCT 11 0100Z
—
—
– East
UTC + 9
—
– Central
UTC + 8
—
– West
Iran
Iraq
Ireland
Israel
Italy
UTC + 7
—
Jamaica
Japan
Jordan
Kazakhstan
UTC + 3.5
UTC + 3
UTC
UTC + 2
UTC + 1
UTC - 5
UTC + 9
UTC + 2
21 MAR 11 2030Z - 21 SEP 11 1930Z
—
27 MAR 11 0100Z - 30 OCT 11 0100Z
01 APR 11 0000Z - 01 OCT 11 2300Z
27 MAR 11 0100Z - 30 OCT 11 0100Z
—
—
31 MAR 11 2200Z - 27 OCT 11 2200Z
– West
UTC + 5
—
– East
Kenya
UTC + 6
—
UTC + 3
—
RADIO FREQUENCY AND TIME INFORMATION
WORLDWIDE LOCAL TIMES
COUNTRY
LOCAL TIME
DAYLIGHT SAVING TIME
Kiribati
– Line Is
UTC + 14
—
– Phoenix Is
UTC + 13
—
– Gilbert Is
Korea, D.P.R of
Korea, Republic of
Kosovo
Kuwait
Kyrgyzstan
Laos
UTC + 12
—
UTC + 9
UTC + 9
UTC + 1
UTC + 3
UTC + 6
UTC + 7
UTC + 2
UTC + 2
UTC + 2
UTC
UTC + 2
UTC + 1
UTC + 2
UTC + 1
UTC + 8
UTC + 1
UTC + 3
UTC
UTC + 2
UTC + 8
UTC + 5
UTC
UTC + 1
UTC + 12
UTC - 4
UTC
UTC + 4
—
—
Latvia
Lebanon
Lesotho
Liberia
Libya
Liechtenstein
Lithuania
Luxembourg
Macau, PR of China
Macedonia, FYR of
Madagascar
Madeira
Malawi
Malaysia
Maldives
Mali
Malta
Marshall Is
Martinique
Mauritania
Mauritius
Mexico
27 MAR 11 0100Z - 30 OCT 11 0100Z
—
—
—
27 MAR 11 0100Z - 30 OCT 11 0100Z
27 MAR 11 0100Z - 30 OCT 11 0100Z
—
—
—
27 MAR 11 0100Z - 30 OCT 11 0100Z
27 MAR 11 0100Z - 30 OCT 11 0100Z
27 MAR 11 0100Z - 30 OCT 11 0100Z
—
27 MAR 11 0100Z - 30 OCT 11 0100Z
—
27 MAR 11 0100Z - 30 OCT 11 0100Z
—
—
—
—
27 MAR 11 0100Z - 30 OCT 11 0100Z
—
—
—
—
– South, Central and Eastern
UTC - 6
03 APR 11 0800Z - 30 OCT 11 0700Z
– Baja California South,
Chihuahua, Nayarit, Sinaloa,
Sonora
UTC - 7
03 APR 11 0900Z - 30 OCT 11 0800Z
– Baja California North
Micronesia, Federated States of
UTC - 8
13 MAR 11 1000Z - 06 NOV 11 0900Z
– Kosrae, Pohnpei
UTC + 11
—
– Yap, Chuuk
Miquelon I (France)
Moldova
Mongolia
Montenegro
Morocco
Mozambique
Myanmar
UTC + 10
—
Namibia
Nauru I
Nepal
Netherlands
UTC - 3
UTC + 2
UTC + 8
UTC + 1
UTC
UTC + 2
UTC + 6.5
UTC + 1
UTC + 12
UTC + 5.75
UTC + 1
13 MAR 11 0500Z - 06 NOV 11 0400Z
27 MAR 11 0100Z - 30 OCT 11 0100Z
—
27 MAR 11 0100Z - 30 OCT 11 0100Z
—
—
—
04 SEP 11 0100Z - 01 APR 12 0100Z
—
—
27 MAR 11 0100Z - 30 OCT 11 0100Z
455
456
RADIO FREQUENCY AND TIME INFORMATION
WORLDWIDE LOCAL TIMES
COUNTRY
Netherlands Antilles
New Caledonia
New Zealand
– Chatham Is
Nicaragua
Niger
Nigeria
Niue
Northern Mariana Is
Norway
Oman
Pakistan
Palau
Panama
Papua New Guinea
Paraguay
Peru
Philippines
Poland
Portugal
Puerto Rico
Qatar
Reunion
Romania
Russia
LOCAL TIME
UTC - 4
UTC + 11
UTC + 12
UTC + 12.75
UTC - 6
UTC + 1
UTC + 1
UTC - 11
UTC + 10
UTC + 1
UTC + 4
UTC + 5
UTC + 9
UTC - 5
UTC + 10
UTC - 4
UTC - 5
UTC + 8
UTC + 1
UTC
UTC - 4
UTC + 3
UTC + 4
UTC + 2
DAYLIGHT SAVING TIME
—
—
25 SEP 10 1400Z - 02 APR 11 1400Z
25 SEP 10 1400Z - 02 APR 11 1400Z
—
—
—
—
—
27 MAR 11 0100Z - 30 OCT 11 0100Z
—
—
—
—
—
03 OCT 10 0400Z - 10 APR 11 0300Z
—
—
27 MAR 11 0100Z - 30 OCT 11 0100Z
27 MAR 11 0100Z - 30 OCT 11 0100Z
—
—
—
27 MAR 11 0100Z - 30 OCT 11 0100Z
– Kaliningrad
UTC + 2
27 MAR 11 0000Z - Does not end this year
– European part
UTC + 3
26 MAR 11 2300Z - Does not end this year
– Ural region and parts of west
Siberia
UTC + 5
26 MAR 11 2100Z - Does not end this year
– West / and parts of Central
Siberia
UTC + 6
26 MAR 11 2000Z - Does not end this year
– Parts of Central Siberia
UTC + 7
26 MAR 11 1900Z - Does not end this year
– Parts of East Siberia
UTC + 8
26 MAR 11 1800Z - Does not end this year
– Parts of East Siberia and parts
of the Far East
UTC + 9
26 MAR 11 1700Z - Does not end this year
– Parts of the Far East
UTC + 10
26 MAR 11 1600Z - Does not end this year
– Parts of the Far East
Rwanda
UTC + 11
26 MAR 11 1500Z - Does not end this year
—
—
—
St Kitts and Nevis
St Lucia
St Pierre I (France)
St Vincent
Samoa
Sao Tome and Principe
Saudi Arabia
Senegal
Serbia
Seychelles
Sierra Leone
Singapore
Slovakia
UTC + 2
UTC - 4
UTC - 4
UTC - 3
UTC - 4
UTC - 11
UTC
UTC + 3
UTC
UTC + 1
UTC + 4
UTC
UTC + 8
UTC + 1
13 MAR 11 0500Z - 06 NOV 11 0400Z
—
26 SEP 10 1100Z - 02 APR 11 1300Z
—
—
—
27 MAR 11 0100Z - 30 OCT 11 0100Z
—
—
—
27 MAR 11 0100Z - 30 OCT 11 0100Z
RADIO FREQUENCY AND TIME INFORMATION
WORLDWIDE LOCAL TIMES
COUNTRY
Slovenia
Solomon Is.
Somalia
South Africa
Spain
Sri Lanka
Sudan
Suriname
Swaziland
Sweden
Switzerland
Syria
Taiwan
Tajikistan
Tanzania
Thailand
Togo
Tonga
Trinidad and Tobago
Tunisia
Turkey
Turkmenistan
Turks & Caicos Is.
Tuvalu
Uganda
Ukraine
United Arab Emirates
United States of America
LOCAL TIME
UTC + 1
UTC + 11
UTC + 3
UTC + 2
UTC + 1
UTC + 5.5
UTC + 3
UTC - 3
UTC + 2
UTC + 1
UTC + 1
UTC + 2
UTC + 8
UTC + 5
UTC + 3
UTC + 7
UTC
UTC + 13
UTC - 4
UTC + 1
UTC + 2
UTC + 5
UTC - 5
UTC + 12
UTC + 3
UTC + 2
UTC + 4
DAYLIGHT SAVING TIME
27 MAR 11 0100Z - 30 OCT 11 0100Z
—
—
—
27 MAR 11 0100Z - 30 OCT 11 0100Z
—
—
—
—
27 MAR 11 0100Z - 30 OCT 11 0100Z
27 MAR 11 0100Z - 30 OCT 11 0100Z
31 MAR 11 2200Z - 27 OCT 11 2100Z
—
—
—
—
—
—
—
—
27 MAR 11 0100Z - 30 OCT 11 0100Z
—
13 MAR 11 0700Z - 06 NOV 11 0600Z
—
—
27 MAR 11 0100Z - 30 OCT 11 0100Z
—
– Eastern
UTC - 5
13 MAR 11 0700Z - 06 NOV 11 0600Z
– Central
UTC - 6
13 MAR 11 0800Z - 06 NOV 11 0700Z
– Mountain
UTC - 7
– Pacific
UTC - 8
13 MAR 11 0900Z - 06 NOV 11 0800Z
(except Arizona)
13 MAR 11 1000Z - 06 NOV 11 0900Z
– Alaska
UTC - 9
13 MAR 11 1100Z - 06 NOV 11 1000Z
– Alaska (Aleutian Is)
UTC - 10
– Hawaii
United States Virgin Is
Uruguay
UTC - 10
13 MAR 11 1200Z - 06 NOV 11 1100Z
—
UTC - 4
UTC - 3
UTC + 5
UTC + 11
UTC - 4.5
UTC + 7
UTC + 12
UTC + 12
UTC + 3
UTC + 2
UTC + 2
03 OCT 10 0500Z - 13 MAR 11 0400Z
—
—
—
—
—
—
—
—
—
Uzbekistan
Vanuatu
Venezuela
Vietnam
Wake I
Wallis & Futuna Is
Yemen
Zambia
Zimbabwe
—
457
Sunrise and Sunset Tables
SUNRISE AND SUNSET TABLES
SUNRISE AND SUNSET TABLES
459
Sunrise and Sunset Tables
INTRODUCTION
The tables supplied on the following pages provide an easy means to determine the sunrise and sunset for most
any position on the globe.
To obtain the Universal Coordinated Time (UTC) of the sunrise or sunset at a particular place, the longitude
must be converted to time (by means of the Longitude to Time Table) and applied (east longitude subtract, west
add) to the Local Mean Time (LMT) at 0° longitude from the Sunrise and Sunset Tables.
Listings beginning towards the end of the Sunrise and Sunset Tables contain the Local to UTC Conversion
Factors, preselected for your convenience, for many cities throughout the world.
UTC = LMT East (or + West) Longitude to Time Factor
– Find the UTC for the sunrise at Denver, Colorado, USA on 1 October.
Denver is located at 40N and 105W (rounded to nearest degree).
From the Sunrise and Sunset Tables, find the LMT for the sunrise at 0° longitude, 40° N, on 2 October (nearest
day).
It is 05:56.
From the Longitude To Time Table, find the Longitude to Time Factor for 105° longitude.
It is 07:00.
Since the longitude for Denver is west, add 07:00 hours to 05:56 hours to obtain the UTC for the sunrise:
05:56 + 07:00 = 12:56 UTC.
– Find the UTC for the sunset at Frankfurt, Germany on 1 October.
Frankfurt is located at 50N and 009E (rounded to nearest degree).
From the Sunrise and Sunset Tables, find the LMT for the sunset at 0° longitude, 50° N, on 2 October (nearest
day).
It is 17:38.
From the Longitude To Time Table, find the Longitude to Time Factor for 009° longitude.
It is 00:36.
Since the longitude for Frankfurt is east, subtract 00:36 hours from 17:38 hours to obtain the UTC for the
sunset:
17:38 00:36 = 17:02 UTC.
Local time is determined by adding or subtracting the LT conversion factor for the state. These factors are listed
in the Jeppesen Airport Directory.
Many states adopt “summer” or “daylight” time for several months of the year. Consult the Chart NOTAMs section
of the Jeppesen Airway Manual for dates and conversion factors for any particular state.
LONGITUDE TO TIME
Degree (°) to Hours (h) and Minutes (m)
°
0
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
h m
0 00
0 04
0 08
0 12
0 16
0 20
0 24
0 28
0 32
0 36
0 40
0 44
0 48
0 52
0 56
1 00
1 04
°
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
h m
2 00
2 04
2 08
2 12
2 16
2 20
2 24
2 28
2 32
2 36
2 40
2 44
2 48
2 52
2 56
3 00
3 04
°
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
h m
4 00
4 04
4 08
4 12
4 16
4 20
4 24
4 28
4 32
4 36
4 40
4 44
4 48
4 52
4 56
5 00
5 04
°
90
91
92
93
94
95
96
97
98
99
100
101
102
103
104
105
106
h m
6 00
6 04
6 08
6 12
6 16
6 20
6 24
6 28
6 32
6 36
6 40
6 44
6 48
6 52
6 56
7 00
7 04
°
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136
h m
8 00
8 04
8 08
8 12
8 16
8 20
8 24
8 28
8 32
8 36
8 40
8 44
8 48
8 52
8 56
9 00
9 04
°
150
151
152
153
154
155
156
157
158
159
160
161
162
163
164
165
166
h m
10 00
10 04
10 08
10 12
10 16
10 20
10 24
10 28
10 32
10 36
10 40
10 44
10 48
10 52
10 56
11 00
11 04
460
SUNRISE AND SUNSET TABLES
SUNRISE AND SUNSET TABLES
Degree (°) to Hours (h) and Minutes (m) (continued)
17
18
19
20
21
22
23
24
25
26
27
28
29
1
1
1
1
1
1
1
1
1
1
1
1
1
08
12
16
20
24
28
32
36
40
44
48
52
56
47
48
49
50
51
52
53
54
55
56
57
58
59
3
3
3
3
3
3
3
3
3
3
3
3
3
08
12
16
20
24
28
32
36
40
44
48
52
56
77
78
79
80
81
82
83
84
85
86
87
88
89
5
5
5
5
5
5
5
5
5
5
5
5
5
✩ Sun remains continuously above the horizon
LAT
°
N 72
70
68
66
64
62
N 60
58
56
54
52
N 50
45
40
35
30
N 20
N 10
0
S 10
20
S 30
35
40
45
50
S 52
54
56
58
S 60
2
h m
★
★
★
10 27
09 49
22
09 02
08 45
31
19
08 08
07 58
38
22
07 08
06 56
06 35
17
06 00
05 43
24
05 03
04 50
35
04 18
03 56
03 45
33
19
03 03
02 44
5
h m
★
★
11 34
10 21
09 45
20
09 00
08 44
30
18
08 07
07 58
38
22
07 08
06 57
06 36
18
06 02
05 44
26
05 05
04 52
38
04 21
03 59
03 49
37
22
03 08
02 49
8
h m
★
★
11 13
10 14
09 41
09 16
08 58
42
28
17
08 06
07 57
38
22
07 08
06 57
06 37
19
06 03
05 46
28
05 07
04 55
41
24
04 03
03 52
41
28
03 13
02 54
11
h m
★
★
10 56
10 06
09 35
09 12
08 54
39
26
15
08 05
07 56
37
22
07 08
06 57
06 37
20
06 04
05 48
30
05 10
04 57
44
27
04 07
03 57
46
33
03 18
03 00
08
12
16
20
24
28
32
36
40
44
48
52
56
107
108
109
110
111
112
113
114
115
116
117
118
119
7
7
7
7
7
7
7
7
7
7
7
7
7
08
12
16
20
24
28
32
36
40
44
48
52
56
137
138
139
140
141
142
143
144
145
146
147
148
149
9
9
9
9
9
9
9
9
9
9
9
9
9
08
12
16
20
24
28
32
36
40
44
48
52
56
167
168
169
170
171
172
173
174
175
176
177
178
179
180
11
11
11
11
11
11
11
11
11
11
11
11
11
12
08
12
16
20
24
28
32
36
40
44
48
52
56
00
★ Sun remains continuously below the horizon
SUNRISE
January
14
17
h m
h m
★
★
12 05
★
10 41
10 27
09 58
09 49
29
22
09 07
09 02
08 50
08 46
36
32
23
20
12
09
08 02
08 00
07 54
07 52
36
34
21
20
07 08
07 07
06 57
06 56
06 38
06 38
21
22
06 05
06 06
05 49
05 51
32
34
05 12
05 15
05 00
05 03
04 47
04 50
31
35
11
15
04 01
04 06
03 51
03 56
38
44
24
31
03 07
03 15
20
h m
★
11 11
10 13
09 39
09 15
08 56
08 40
27
16
08 06
07 57
07 49
32
18
07 06
06 56
06 38
22
06 07
05 52
36
05 17
05 06
04 54
39
20
04 11
04 01
03 50
37
03 22
23
h m
★
10 46
09 59
29
09 07
08 49
08 35
22
12
08 02
07 54
07 46
30
16
07 05
06 55
06 38
22
06 08
05 54
38
05 20
05 09
04 57
43
25
04 17
04 07
03 57
44
03 30
26
h m
12 04
10 25
09 46
09 19
08 59
43
08 29
17
08 07
07 58
50
07 42
27
14
07 03
06 54
06 37
23
06 09
05 55
40
05 23
13
05 01
04 47
30
04 22
13
04 03
03 52
03 38
29
h m
11 03
10 06
09 33
09 09
08 50
35
08 22
11
08 02
07 53
46
07 39
24
12
07 01
06 52
06 37
23
06 10
05 56
42
05 25
16
05 04
04 51
35
04 28
19
04 10
03 59
03 46
SUNRISE AND SUNSET TABLES
SUNRISE AND SUNSET TABLES
✩ Sun remains continuously above the horizon
LAT
°
N 72
70
68
66
64
62
N 60
58
56
54
52
N 50
45
40
35
30
N 20
N 10
0
S 10
20
S 30
35
40
45
50
S 52
54
56
58
S 60
2
h m
★
★
★
13 41
14 19
14 45
15 06
22
37
15 49
16 00
16 09
29
16 46
17 00
12
17 32
17 50
18 07
25
18 43
19 05
17
32
19 50
20 12
20 22
34
20 48
21 04
21 23
5
h m
★
★
12 36
13 49
14 25
14 50
15 10
27
41
15 53
16 03
16 13
32
16 48
17 02
14
17 34
17 52
18 09
26
18 44
19 05
18
32
19 49
20 11
20 21
33
20 46
21 02
21 21
8
h m
★
★
13 00
13 59
14 32
14 57
15 16
32
45
15 57
16 07
16 16
35
16 51
17 04
16
17 36
17 54
18 10
27
18 45
19 06
18
32
19 49
20 10
20 20
31
44
20 59
21 18
11
h m
★
★
13 20
14 09
14 40
15 03
15 22
37
15 50
16 01
11
16 20
39
16 54
17 07
19
17 38
17 55
18 11
28
18 45
19 06
18
31
19 48
20 08
20 18
29
41
20 56
21 14
✩ Sun remains continuously above the horizon
LAT
°
N 72
70
68
66
64
62
N 60
58
56
54
52
N 50
1
h m
10 33
09 49
09 20
08 59
42
27
08 15
08 05
07 56
48
41
07 35
4
h m
10 09
09 33
09 08
08 48
32
19
08 08
07 59
50
43
36
07 30
7
h m
09 48
09 17
08 55
37
23
11
08 01
07 52
44
37
31
07 25
10
h m
09 28
09 02
08 42
26
14
08 03
07 53
45
38
32
26
07 21
461
★ Sun remains continuously below the horizon
SUNSET
January
14
17
h m
h m
★
★
12 21
★
13 37
13 54
14 20
14 32
14 49
14 58
15 10
15 18
15 28
15 35
43
15 49
15 55
16 01
16 06
11
16
20
16 24
16 29
42
16 46
16 57
17 01
17 10
13
21
24
17 40
17 42
17 57
17 58
18 12
18 14
29
29
18 46
18 46
19 05
19 05
17
16
30
29
19 46
19 45
20 06
20 04
20 16
20 13
26
23
38
35
20 52
20 48
21 09
21 04
20
h m
★
13 11
14 09
14 43
15 07
26
15 42
15 55
16 06
16
25
16 33
16 50
17 04
16
26
17 44
18 00
14
29
18 46
19 04
15
28
19 42
20 01
20 09
19
30
43
20 58
23
h m
★
13 39
14 25
14 55
15 17
35
15 49
16 02
12
22
30
16 38
16 54
17 08
19
29
17 46
18 01
15
30
18 45
19 03
14
26
40
19 58
20 06
15
26
38
20 52
26
h m
12 25
14 01
14 39
15 06
27
43
15 57
16 09
19
28
36
16 43
16 58
17 11
22
32
17 48
18 02
16
30
18 45
19 02
12
24
37
19 54
20 02
11
21
32
20 45
29
h m
13 24
14 21
14 54
15 18
36
15 52
16 05
15
25
34
41
16 48
17 03
15
25
34
17 50
18 04
17
30
18 44
19 00
10
21
34
50
19 57
20 06
15
26
20 38
★ Sun remains continuously below the horizon
SUNRISE
February
13
16
h m
h m
09 10
08 52
08 47
32
30
17
16
08 05
08 04
07 54
07 54
45
07 45
07 37
38
31
32
25
26
19
20
15
07 15
07 10
19
h m
08 35
18
08 04
07 53
44
36
07 29
23
18
13
09
07 05
22
h m
08 18
08 04
07 52
42
34
27
07 21
15
11
06
07 02
06 59
25
h m
08 02
07 49
39
31
24
18
07 12
08
03
07 00
06 56
06 53
28
h m
07 46
35
27
20
14
08
07 03
07 00
06 56
53
50
06 47
462
SUNRISE AND SUNSET TABLES
SUNRISE AND SUNSET TABLES
✩ Sun remains continuously above the horizon
45
40
35
30
N 20
N 10
0
S 10
20
S 30
35
40
45
50
S 52
54
56
58
S 60
21
07 09
06 59
51
06 36
23
06 10
05 57
44
05 28
19
05 08
04 56
40
04 33
25
16
04 06
03 54
17
07 06
06 57
49
06 35
22
06 10
05 58
45
05 31
22
12
05 00
04 46
04 39
31
23
14
04 03
13
07 03
06 55
47
06 33
22
06 11
05 59
47
05 33
25
16
05 05
04 51
04 45
38
30
21
04 11
09
07 00
06 52
45
06 32
21
11
06 00
05 49
05 36
28
19
05 09
04 56
04 50
44
37
29
04 19
✩ Sun remains continuously above the horizon
LAT
°
N 72
70
68
66
64
62
N 60
58
56
54
52
N 50
45
40
35
30
N 20
N 10
0
S 10
20
S 30
35
40
45
50
S 52
1
h m
13 55
14 39
15 08
29
15 46
16 00
16 12
23
32
40
47
16 53
17 07
18
28
37
17 52
18 05
17
30
43
18 59
19 08
18
31
46
19 53
4
h m
14 20
14 56
15 21
41
15 56
16 09
16 20
30
38
46
52
16 58
17 11
22
31
39
17 53
18 06
17
29
42
18 57
19 05
15
27
41
19 48
7
h m
14 42
15 12
35
15 52
16
18
16 28
37
45
52
16 58
17 03
16
25
34
42
17 55
18 07
18
29
41
18 55
19 03
12
23
36
19 42
10
h m
15 02
28
15 48
16 03
16
27
16 36
44
51
16 58
17 03
17 09
20
29
37
44
17 57
18 07
18
28
39
18 52
19 00
09
19
31
19 37
★ Sun remains continuously below the horizon
SUNRISE
07 05
07
06 56
06
49
42
06 31
06
21
11
06 01
06
05 50
05
05 38
05
31
23
13
05 02
04 56
05
50
04
44
36
04 28
04
01
53
46
40
29
20
11
02
52
41
34
26
18
07
02
57
50
43
36
06 56
49
43
37
06 27
19
11
06 02
05 53
05 43
37
30
22
12
05 08
05 03
04 57
51
04 44
06
06
05
05
05
05
04
04
51
45
39
34
25
18
10
03
55
45
40
34
26
17
13
09
04
58
52
06
06
05
05
05
05
46
40
35
31
23
16
10
03
56
47
43
37
30
23
19
15
10
05
00
06
06
05
05
05
05
41
36
32
28
21
15
09
03
57
50
45
40
35
28
25
21
17
13
08
★ Sun remains continuously below the horizon
SUNSET
February
13
16
h m
h m
15 20
15 38
15 43
15 58
16 00
16 13
14
25
26
35
36
44
16 44
16 52
51
16 59
16 58
17 04
17 04
10
09
15
17 14
17 19
24
28
33
36
40
43
47
49
17 58
17 59
18 08
18 09
18
18
27
27
38
36
18 50
18 47
18 57
18 54
19 05
19 01
14
10
26
20
19 31
19 25
19
h m
15 55
16 12
25
36
45
16 53
17 00
06
11
16
20
17 24
32
40
46
17 51
18 01
09
17
25
34
18 44
50
18 57
19 05
15
19 19
22
h m
16 11
25
37
47
16 55
17 02
17 08
13
18
22
26
17 29
37
43
49
17 54
18 02
10
17
24
32
18 42
47
18 53
19 00
09
19 13
25
h m
16 26
39
49
16 57
17 04
10
17 15
20
24
28
31
17 34
41
47
51
17 56
18 03
10
17
23
30
18 38
43
49
18 55
19 03
19 06
28
h m
16 41
16 52
17 00
07
13
18
17 23
27
30
34
37
17 39
45
50
54
17 58
18 05
10
16
22
28
18 35
39
44
50
18 57
19 00
SUNRISE AND SUNSET TABLES
SUNRISE AND SUNSET TABLES
✩ Sun remains continuously above the horizon
54
56
58
S 60
20 01
09
19
20 31
19 55
20 03
13
20 23
49
19 57
20 06
20 15
43
50
19 58
20 07
✩ Sun remains continuously above the horizon
LAT
°
N 72
70
68
66
64
62
N 60
58
56
54
52
N 50
45
40
35
30
N 20
N 10
0
S 10
20
S 30
35
40
45
50
S 52
54
56
58
S 60
3
h m
07 30
21
14
08
07 03
06 59
06 55
52
48
46
43
06 41
36
32
28
25
06 19
14
09
06 04
05 58
05 52
48
44
39
33
05 30
27
24
20
05 16
6
h m
07 14
08
07 02
06 57
53
49
06 46
43
41
39
36
06 35
30
27
24
21
06 17
12
08
06 04
05 59
05 54
51
47
43
38
05 36
33
30
27
05 23
9
h m
06 59
54
49
46
42
40
06 37
35
33
31
30
06 28
25
22
20
18
06 14
11
07
04
06 00
05 56
53
50
47
43
05 41
39
36
34
05 31
12
h m
06 44
40
37
34
32
30
06 28
27
25
24
23
06 22
20
18
16
14
06 12
09
07
04
06 01
05 58
56
54
51
48
05 46
45
43
41
05 38
✩ Sun remains continuously above the horizon
LAT
°
N 72
70
68
66
64
3
h m
16 56
17 05
12
18
23
6
h m
17 11
18
23
28
32
9
h m
17 25
30
34
38
41
12
h m
17 39
42
45
48
50
463
★ Sun remains continuously below the horizon
SUNSET
37
43
51
19 59
19
30
37
43
51
24
29
35
19 42
17
22
27
19 34
10
15
19
19 25
03
07
11
19 16
★ Sun remains continuously below the horizon
SUNRISE
March
15
18
h m
h m
06 28
06 13
26
12
24
12
23
11
21
11
20
11
06 19
06 10
18
10
17
10
17
09
16
09
06 15
06 09
14
09
13
08
12
08
11
07
06 09
06 07
08
06
06
05
04
04
02
03
06 00
06 02
05 58
01
57
06 00
55
05 59
57
53
05 51
05 57
50
56
55
49
47
54
05 46
05 53
21
h m
05 57
58
05 59
06 00
00
01
06 01
01
02
02
02
06 02
03
03
03
04
06 04
04
04
04
04
06 04
03
03
03
02
06 02
02
01
01
06 01
24
h m
05 42
44
46
48
50
51
05 52
53
54
55
55
05 56
57
58
05 59
06 00
06 01
02
03
04
05
06 05
06
06
06
07
06 07
07
08
08
06 08
27
h m
05 26
30
34
37
39
41
05 43
44
46
47
48
05 49
52
53
55
57
05 59
06 01
02
04
05
06 07
08
09
10
12
06 12
13
14
14
06 15
30
h m
05 11
16
21
25
28
31
05 34
36
38
40
41
05 43
46
49
51
53
05 56
05 59
06 01
04
06
06 09
11
12
14
16
06 17
19
20
21
06 23
★ Sun remains continuously below the horizon
SUNSET
March
15
18
h m
h m
17 53
18 07
55
07
56
07
58
08
17 59
08
21
h m
18 20
19
18
17
17
24
h m
18 34
31
29
27
25
27
h m
18 48
44
40
37
34
30
h m
19 02
18 56
51
47
43
464
SUNRISE AND SUNSET TABLES
SUNRISE AND SUNSET TABLES
✩ Sun remains continuously above the horizon
62
N 60
58
56
54
52
N 50
45
40
35
30
N 20
N 10
0
S 10
20
S 30
35
40
45
50
S 52
54
56
58
S 60
27
17 31
34
37
40
42
17 44
49
53
17 57
18 00
18 06
11
15
20
26
18 32
36
40
45
50
18 53
56
18 59
19 03
19 07
35
17 38
41
43
45
47
17 49
53
56
17 59
18 02
18 07
11
15
19
23
18 29
32
35
39
44
18 46
49
52
55
18 58
43
17 46
48
50
51
53
17 54
17 57
18 00
02
04
18 08
11
14
17
21
18 25
28
30
34
38
18 40
42
44
46
18 49
52
17 53
55
56
57
58
17 59
18 01
03
04
06
18 09
11
13
16
18
18 22
23
26
28
31
18 33
34
36
38
18 40
✩ Sun remains continuously above the horizon
LAT
°
N 72
70
68
66
64
62
N 60
58
56
54
52
N 50
45
40
35
30
N 20
N 10
0
S 10
2
h m
04 55
05 02
08
14
18
22
05 25
28
30
32
34
05 36
40
44
47
49
05 53
05 57
06 01
04
5
h m
04 39
48
04 56
05 02
07
12
05 16
19
22
25
28
05 30
35
39
43
46
05 51
05 55
06 00
04
8
h m
04 23
34
43
50
04 57
05 02
05 07
11
14
18
21
05 24
29
34
38
42
05 48
54
05 59
06 04
11
h m
04 06
19
30
39
46
52
04 58
05 02
07
11
14
05 17
24
30
34
39
05 46
52
05 58
06 04
★ Sun remains continuously below the horizon
SUNSET
18 00
18 01
18
01
02
03
03
18 04
18
05
06
07
08
18 10
18
11
12
14
16
18 18
18
19
21
23
25
18 26
18
27
28
29
18 31
18
08
08
08
08
08
09
09
09
09
09
10
10
11
11
12
13
14
15
16
17
18
19
19
20
21
22
16
18 15
15
14
14
14
18 14
13
12
12
12
18 11
11
11
11
11
18 11
11
11
11
12
18 12
12
12
13
18 13
24
18 23
21
21
20
19
18 18
17
15
14
13
18 12
11
10
09
08
18 07
07
06
06
05
18 05
05
04
04
18 04
32
18 30
28
27
25
24
18 23
20
18
17
15
18 13
11
09
07
05
18 04
03
02
18 00
17 59
17 58
57
57
56
17 55
40
18 37
35
33
31
29
18 28
24
21
19
17
18 14
11
08
05
03
18 00
17 58
57
55
52
17 51
50
49
47
17 46
★ Sun remains continuously below the horizon
SUNRISE
April
14
17
h m
h m
03 49
03 32
04 05
03 50
17
04 04
27
15
35
25
43
33
04 49
04 40
54
46
04 59
51
05 03
04 56
07
05 01
05 11
05 05
19
13
25
21
30
27
35
32
05 43
05 41
51
49
05 57
05 56
06 04
06 04
20
h m
03 14
35
03 51
04 04
14
23
04 31
38
44
49
04 54
04 59
05 08
16
23
29
05 39
47
05 56
06 04
23
h m
02 55
03 19
37
03 52
04 04
14
04 22
30
37
43
48
04 53
05 03
12
19
26
05 36
46
05 55
06 04
26
h m
02 35
03 03
24
40
03 53
04 05
04 14
22
29
36
42
04 47
04 58
05 08
16
23
05 34
45
05 55
06 04
29
h m
02 14
02 47
03 10
28
43
03 55
04 05
15
22
29
36
04 41
04 54
05 04
12
20
05 32
44
05 54
06 04
SUNRISE AND SUNSET TABLES
SUNRISE AND SUNSET TABLES
✩ Sun remains continuously above the horizon
20
S 30
35
40
45
50
S 52
54
56
58
S 60
07
06 11
13
15
18
21
06 22
24
26
28
06 30
08
06 12
15
18
22
26
06 28
30
32
34
06 37
09
06 14
18
21
25
30
06 33
35
38
41
06 44
09
06 16
20
24
29
35
06 38
41
44
47
06 51
✩ Sun remains continuously above the horizon
LAT
°
N 72
70
68
66
64
62
N 60
58
56
54
52
N 50
45
40
35
30
N 20
N 10
0
S 10
20
S 30
35
40
45
50
S 52
54
56
58
S 60
2
h m
19 16
08
19 02
18 56
52
48
18 44
41
39
36
34
18 32
28
24
22
19
18 14
10
07
04
18 00
17 56
54
52
49
46
17 44
43
41
39
17 37
5
h m
19 30
21
13
06
19 01
18 56
18 52
48
45
42
39
18 37
32
28
24
21
18 15
10
06
18 02
17 58
17 53
50
47
43
39
17 37
35
33
30
17 28
8
h m
19 45
33
24
16
10
19 04
18 59
55
51
47
44
18 42
36
31
26
22
18 16
10
05
18 00
17 55
17 49
46
42
38
33
17 31
28
25
22
17 19
11
h m
20 00
19 46
35
26
19
12
19 06
19 01
18 57
53
50
18 46
39
34
29
24
18 17
10
18 04
17 59
53
17 46
42
38
33
27
17 24
21
18
14
17 10
465
★ Sun remains continuously below the horizon
SUNRISE
10
06 18
06
22
27
33
40
06 43
06
46
50
06
54
07
06 58
07
11
20
25
30
37
44
48
51
56
00
06
12
06 22
27
33
40
49
06 53
06 57
07 02
07
07 13
13
06 23
29
36
44
53
06 58
07 02
08
14
07 20
14
06 25
32
39
48
06 58
07 03
08
14
20
07 27
15
06 27
34
42
06 51
07 02
07 08
13
20
26
07 34
★ Sun remains continuously below the horizon
SUNSET
April
14
17
h m
h m
20 16
20 32
20 00
20 13
19 47
19 59
37
47
28
37
20
29
19 14
19 21
08
15
19 03
09
18 59
04
55
19 00
18 51
18 56
43
47
37
40
31
33
26
28
18 18
18 19
10
11
18 04
18 03
17 57
17 56
50
48
17 43
17 39
38
34
33
29
27
22
20
14
17 17
17 11
14
07
10
17 03
06
16 58
17 01
16 53
20
h m
20 48
27
20 11
19 57
46
37
19 29
22
16
10
05
19 00
18 51
43
36
30
18 20
11
18 02
17 54
46
17 36
31
24
17
09
17 05
17 00
16 56
50
16 44
23
h m
21 06
20 42
23
20 08
19 55
45
19 36
28
22
16
10
19 05
18 55
46
38
32
18 21
11
18 02
17 53
44
17 33
27
20
12
17 03
16 58
54
48
43
16 36
26
h m
21 26
20 57
35
18
20 05
19 53
19 44
35
28
21
15
19 10
18 58
49
41
34
18 22
11
18 01
17 52
42
17 30
23
16
17 07
16 57
16 52
47
41
35
16 28
29
h m
21 47
21 12
20 48
29
14
20 02
19 51
42
34
27
20
19 15
19 02
18 52
43
36
18 23
11
18 01
17 51
40
17 27
20
12
17 03
16 52
16 47
41
35
28
16 19
466
SUNRISE AND SUNSET TABLES
SUNRISE AND SUNSET TABLES
✩ Sun remains continuously above the horizon
LAT
°
N 72
70
68
66
64
62
N 60
58
56
54
52
N 50
45
40
35
30
N 20
N 10
0
S 10
20
S 30
35
40
45
50
S 52
54
56
58
S 60
2
h m
01 50
02 29
02 56
03 17
33
46
03 57
04 07
16
23
30
04 36
04 49
05 00
09
17
05 31
43
05 54
06 04
16
06 29
37
45
06 55
07 07
07 12
19
25
33
07 41
5
h m
01 22
02 11
02 42
03 05
23
37
03 49
04 00
09
17
24
04 31
45
04 56
05 06
14
05 29
42
05 53
06 05
17
06 31
39
48
06 59
07 11
07 17
24
31
39
07 49
8
h m
00 41
01 51
02 28
02 53
03 12
28
03 41
03 53
04 02
11
19
04 26
41
04 53
05 03
12
05 27
41
05 53
06 05
18
06 33
41
06 51
07 02
16
07 22
29
37
46
07 56
★ Sun remains continuously below the horizon
11
h m
01
02
02
03
03
03
04
04
04
05
05
05
06
06
06
07
07
07
08
✩
29
12
41
02
20
34
46
56
06
14
21
37
49
00
10
26
40
53
06
19
35
44
54
06
20
27
34
42
52
03
✩ Sun remains continuously above the horizon
LAT
°
N 72
70
68
66
64
62
N 60
58
56
54
52
N 50
2
h m
22 11
21 29
21 01
20 40
24
20 10
19 59
48
40
32
25
19 19
5
h m
22 41
21 47
21 15
20 52
33
18
20 06
19 55
46
38
30
19 24
8
h m
23 35
22 07
21 30
21 03
20 43
27
20 13
20 02
19 52
43
35
19 28
20
20
19
19
20
h m
01
02
02
03
03
04
04
04
05
05
05
06
06
06
07
07
07
08
08
✩
✩
21
05
34
55
13
27
40
50
00
09
27
41
53
04
22
38
53
07
23
40
50
02
16
32
40
49
58
10
22
23
h m
01
01
02
02
03
03
04
04
05
05
05
06
06
06
07
07
07
08
08
✩
✩
00
53
25
48
06
22
35
46
56
05
24
39
52
03
22
38
53
08
24
42
53
05
19
36
44
53
03
15
29
26
h m
00
01
02
02
03
03
04
04
05
05
05
06
06
06
07
07
07
08
08
✩
✩
29
41
16
41
01
17
30
42
52
02
21
37
50
01
21
38
53
09
25
44
55
07
22
40
48
58
08
20
34
29
h m
01
02
02
03
03
04
04
05
05
05
06
06
06
07
07
08
08
✩
✩
✩
28
07
34
55
12
26
39
49
59
19
35
49
00
20
38
54
10
26
46
57
09
25
43
52
02
12
25
40
★ Sun remains continuously below the horizon
11
h m
22
21
21
20
SUNRISE
May
14
17
h m
h m
✩
✩
01 02
00 12
01 57
01 40
02 29
02 17
02 53
02 43
03 11
03 03
03 26
03 19
39
33
03 50
45
04 00
03 55
09
04 04
04 17
04 12
33
30
46
44
04 58
04 56
05 08
05 06
05 25
05 23
39
39
05 53
05 53
06 06
06 07
20
21
06 37
06 38
46
48
06 57
06 59
07 09
07 12
24
28
07 31
07 36
39
44
48
07 53
07 58
08 04
08 09
08 16
✩
31
45
15
53
35
21
08
58
48
40
33
SUNSET
May
14
17
h m
h m
✩
✩
23 01
✩
22 01
22 18
21 27
21 39
21 02
21 12
20 43
20 51
20 28
20 35
15
21
20 03
20 09
19 53
19 58
45
49
19 37
19 41
20
h m
22
21
21
20
20
20
19
19
✩
✩
37
51
22
59
42
27
14
03
54
45
23
h m
23
22
21
21
20
20
19
19
✩
✩
01
04
31
07
48
33
20
08
58
49
26
h m
23
22
21
21
20
20
19
✩
✩
43
17
40
15
55
38
24
13
02
53
29
h m
22
21
21
20
20
19
✩
✩
✩
30
49
22
01
43
29
17
06
56
SUNRISE AND SUNSET TABLES
SUNRISE AND SUNSET TABLES
✩ Sun remains continuously above the horizon
45
40
35
30
N 20
N 10
0
S 10
20
S 30
35
40
45
50
S 52
54
56
58
S 60
19 06
18 55
46
37
18 24
12
18 00
17 50
38
17 25
17
17 09
16 58
47
16 41
35
28
20
16 12
19 09
18 58
48
39
18 25
12
18 00
17 49
36
17 22
14
17 05
16 54
42
16 35
29
22
13
16 04
13
19 01
18 50
41
18 26
13
18 00
17 48
35
17 20
11
17 02
16 50
37
16 30
23
15
16 07
15 56
17