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LEGENDS AND TABLES
LIST OF CONTENTS
1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Airport Operational Information (AOI) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
3. Terminal and approach charts . . . . . . . . 3.1
3.2
3.3
3.4
3.5
3.6
3.7
3.8
Planview in general . . . . . . . . . . . . . . . . . . . . . . . 6
Meters to feet conversion . . . . . . . . . . . . . . . . . . 21
Airport Facility Chart (AFC) specific . . . . . . . . . . . . 24
Standard Arrival Route (STAR) specific . . . . . . . . . 25
Instrument Approach Chart (IAC) specific . . . . . . . 26
3.5.1 Planview . . . . . . . . . . . . . . . . . . . . . . . . 27
3.5.2 Runway description . . . . . . . . . . . . . . . . 27
3.5.3 Profile and distance/altitude table . . . . . . 30
3.5.4 Approach minima table . . . . . . . . . . . . . . 36
Standard Instrument Departure
(SID) specific . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Standard Instrument Departure Procedure
Text (SIDPT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
Minimum Radar Vectoring Chart
(MRC) specific . . . . . . . . . . . . . . . . . . . . . . . . . . 42
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4. Ground charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.1 Planview in general . . . . . . . . . . . . . . . . . . . . . .
4.2 Airport parking chart specific . . . . . . . . . . . . . . . .
4.3 Low visibility chart specific . . . . . . . . . . . . . . . . .
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1.
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GENERAL
HEADER
The manual is set up in a way to allow easy and quick handling by the pilot in daily operations.
The sequence of airports in the manual is determined by:
country name
city name
airport name.
The charts are organized in chart types with colored header labels for quick and easy recognition and
have a fixed sequence within each individual airport.
The following examples also indicate the numbering and the sequence of the charts within each airport
section.
The page number consists of a chapter number for each chart type and a sequential chart number within
the chapter.
Note: Continuous numbering is made within the chart types of the Lido master manual. This can cause
interruptions of page numbering within a customized manual, where the customer is not using all charts
available. Therefore the check for completeness has to be made with the list of contents, rather than with
the page numbers only.
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Special color codes
In all parts of the manual a special color code is used to identify temporary or company information.
Special coloring appears as hatching in chart labels, as border marking on text pages or as color coded
charts. Temporary charts are shown with white stripes on the respective chart type color. Company text
information is either marked with a yellow stripe or printed on yellow paper.
The following colors are used:
Tailored or customized charts always carry the logo of the respective customer in the page frame.
Any customer defined information being displayed on the charts is shown in magenta color (except for
customized minima).
AIRPORT CHARTS
General purpose and use of
All types of airport charts in Lido’s Route Manual Standard use the same symbology, adapted for every
specific chart type. Consistent elements are handled in the same way as on RFCs whenever possible.
The Airport Facility Chart (AFC) supports flight operations within the
Terminal Control Area (TMA) after take-off or before landing. Single
AFCs are always shown on the front side of the sheet with the Airport
Ground Chart (AGC) on the reverse side.
The Airport Ground Chart (AGC) covers the airport ground layout and
shows the runways, taxiways and apron areas. The AGC is normally
shown on the reverse side of the AFC. RWY information used for takeoff is provided on the AGC.
The Airport Parking Chart (APC) is the supplement to the AGC showing
details concerning the apron situation and parking stands.
The Low Visibility Chart (LVC) is very similar to the AGC. Differences
include additional symbols, format and the low visibility taxi procedure
text.
The Engine Out Standard Instrument Departure chart (EOSID) is published whenever operationally required or officially published in the AIP
and displays engine out procedures to be followed after take off for the
individual customer and/or aircraft type. The layout is based on the SID,
slightly differing in format or layout.
The Standard Instrument Departure Chart (SID) displays the published
departure routes and procedures. The textual description for the procedure is separated from the planview and available in the Standard Instrument Departure Procedure Text (SIDPT).
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LEGENDS AND TABLES
The Standard Instrument Departure Procedure Text (SIDPT) provides
the textual description of the SID procedures wherever published in the
respective AIP. The SIDPT is organized in three columns: SID, ROUTING, ALTITUDES. The contents of the SID text page correspond to the
procedures on the SID charts.
The Standard Arrival Route Chart (STAR) displays the published arrival
routes and procedures.
The STARs are generally published without a textual description. If
however a textual description is necessary it is either printed on the
chart planview or on a separate STAR procedure text page (STARPT).
The Instrument Approach Chart (IAC) supports pilots during approach
and missed approach. The IAC provides a sophisticated approach profile for vertical navigation, detailled information for conduct of continuous descent for non precision approaches, detailled RWY information
and approach minima.
The Visual Approach Chart (VAC) supports official visual procedures
providing detailed information about man made and topographical features within the visual maneuvering area. No vertical profile is shown
for visual procedures.Visual approach minima are listed at the lower
end of the VAC.
The Minimum Radar vectoring Chart (MRC) provides radar vectoring
sectors with associated minimum altitudes wherever available in official sources (AIP).
Page frame information
Depending on the paper size of the manual - either A4 or A5 format - the headers appear in the following
way:
A5 manual:
Large planview:
Small planview:
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A4 manual:
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Explanation of the individual items
1
Change remark providing information about the revised items.
2
Chart name.
3
City and airport name (if deviating).
4
Copyright note.
5
Country.
6
7
Customer logo on tailored charts (containing customer specific, additional or deviating information).
Header label colored according to chart type (see also AIRPORT CHARTS).
8
IATA and ICAO airport code.
9
Page Identification Number.
10
Page number according to chart type.
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LEGENDS AND TABLES
The Revision date is always a sheet date.
If two or more charts are combined on one sheet, and during a revision cycle only one chart is
affected by to changes this revised chart determines the revision date. The change remark of
the unaffected chart still carries the change remark of its last revision but is dimmed to indicate
that it was not changed in the current cycle (equivalent to “Change: NIL”).
12
With Effect From (WEF) date, only added if the chart becomes effective later than indicated in the revision date.
For Tempo Charts two dates (begin-, end-date) indicating
the period of affectiveness for a certain chart can be added
instead of a single WEF date.
Begin- and end-date are separated by a slash.
Abbreviations may be used to describe - especially - the end
of the period of effectiveness.
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2.
AIRPORT OPERATIONAL INFORMATION (AOI)
The AOI is the textual description of the basic general information about the airport as well as possible
differences to the country standard
General
– Airport hours
– Airport information
– Operation
– Warnings
– Other information
Arrival
– Speed restrictions
– Communication
– Communication failure
– Arrival Procedure
– Company information
– Other information
Departure
– Take-off minima
– Speed restrictions
– Communications
– Communication failure
– Departure Procedure
– ATC Slot, Clearance
– De-icing
– Warnings
– Company information
– Other information
Headers are omitted in case of NIL information.
If a separate AOI chapter is unnecessary and not printed for a certain airport, a remark is added on the
AFC accordingly.
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3.
TERMINAL AND APPROACH CHARTS
3.1
PLANVIEW IN GENERAL
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All the terminal and approach charts feature planviews being very similar and only having slight differences between the different chart types. Therefore a general explanation of all features on these planviews will be provided followed by a detailled description of the chart specifics.
All chart planviews feature a topographical display, are oriented to magnetic north and provide to scale
information.
AFC sample:
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IAC sample:
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The Aerodrome Elevation is provided in feet and shown in
bold font in the chart information pictograph generally positioned in the lower left part of the chart planview.
Also see under Chart Information.
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Airports: Generally only airports that are in civil use and
provide at least one runway with minimum dimensions of
30m width and 1500m length are shown on the chart. The
airports will be charted with city- and/or airport name, 4 letter code and longest runway in hundreds of meters .
Airport with largest RWY ≥45m width and ≥1500m
length.
Airport with largest RWY ≥30m width and ≥1500m
length.
As exceptions airports that are not meeting the above requirements but are mentioned in the context of warning
and/or caution notes in the corresponding AIP or are upon
customer request will also be displayed.
customer request
caution/warning note with runway layout
Note: As an exeception and to avoid congestion only airports
with a minimum RWY length of 2000m will be charted for
the territory of the United States (excluding Alaska).
2
Airspaces: Only controlled airspace – with sectors – class
D, C, B or A related to the charted airport, are labeled with
lower limit, upper limit and airspace class. (Generally airspaces are shown with limiting up to FL 100).
Note: Not on IACs.
3
Airways will be labeled as follows (if applicable)
– MAA (see Maximum Authorized Altitude)
– airway name (with type information)
– segment distance
– MEA (see Minimum Enroute Altitude)
– MTCA (see Minimum Terrain Clearance Altitude)
– even/odd indicator (see Even/Odd Indicator)
– different to procedures, consistent with RFC.
Multiple airway names are separated by a slash.
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If an airway is limited to one direction a direction indicator
arrow is added to the name.
The airway type can either be conventional or RNAV.
– On conventional charts only the connecting RNAV airways will be labeled as RNAV airways. Either with ”R”
or the RNP value, if available (e.g. RNP 5).
– On RNAV charts only the conventional airways will be labeled with ”C”.
– On combined charts either type of airway will be labeled.
4
Altitude limitation at defined procedure points.
S Maximum altitude ”at or below”
S At altitude
S Minimum altitude ”at or above”
5000
5000
5000
S In between
8000
6000
”at or between”
5
Approach data box is provided on AFCs only.
For details refer to AFC legend.
6
Approach Procedure Designator Box is provided on IACs
only.
For details refer to IAC legend.
7
By ATC:
For segments that are only available by special ATC clearance a remark (ATC) is added.
8
Border Text: Waypoints or navaids of procedure or airway
legs which lie outside of the chart frame, are shown along
the border. Waypoint name or navaid identification with frequency are indicated in such cases.
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Chart information is normally placed in the lower left
part of the chart, providing
S Local magnetic variation.
S Chart orientation
S Aerodrome elevation
10
COM Frequencies are provided on procedure charts in the
upper right corner of the chart frame. The box may be moved
for optimal placement.
The callsign prefix is assumed to be the city name of the respective airport. Only if the callsign prefix is deviating from
the city name, the prefix will be added in the communications box, e.g. City name is ”Windsor Locks”, the callsign
prefix is ”Bradley”.
Frequencies operating hours deviating from H24, as well as
other restrictions/instructions related to the relevant frequencies are provided in the communications box on the
AFC.
Times are generally shown in UTC (for more information
about World Local Times see the corresponding chapter).
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If ATIS broadcast is available via data link, a preceding ”D-”
is added.
Company Information
Company derived information displayed on chart planviews
is always shown in magenta. This can be textual and/or
graphical information.
11
Compass rose is shown centered to an airport facility with
a radius of 10NM on IACs and 20NM on the other charts.
The compass rose is part of the distance circles.
12
Distance circles: are shown in 10NM steps up to 50NM, labeled with distance and reference fix.
The compass rose forms part of the distance circles.
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The Even/Odd Indicator is only provided on airway segments, if the respective airway requires different flight levels (even/odd) than specified in officially published cruising
tables.
FIR boundaries are provided on all chart types (except IACs)
indicating the FIR name followed by the suffix ”FIR” and 4
letter identifier.
13
Grid lines are oriented to true north.
The grid size (magnitude) of the grid is depending on the
chart scale, generally 1°, 30’ or 15’.
The grid lines are not shown on IACs.
14
Grid ticks: The chart frame provides coordinate grid information aligned to true north. At least two coordinates are
shown along the left and upper frame.
15
Headings are shown as a three digit number with a degree
symbol and a preceding ”H”.
16
Highest obstruction within the chart planview or inset.
This might either be a terrain high spot, a man made obstacle or a topographical area.
17
Holding patterns:
Standard timed holding pattern with minimum and maximum holding altitude or FL if officially published.
Standard timed holding patterns are generally shown with
a fixed symbol thus being not to scale. Exceptions can be
made on special charts or when operationally required.
Any standard timed racetrack pattern will generally be
shown to scale, taking the maximum procedure design
speeds into account (e.g. New PANS OPS, TERPS).
Holding patterns being defined by DME distances and/or
waypoint definition lines are shown to scale.
Blue figures in a holding pattern are missed approach altitudes and are shown if deviating from the respective minimum holding altitude (MHA).
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A holding altitude or FL with the remark (ATC), is only permitted to fly with ATC clearance.
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Holding insets are used whenever necessary because of
congestion or holding patterns lying outside the chart planview.
18
Initial Approach Altitude is the minimum altitude between the IAF and IF providing an obstacle clearance of at
least 300m (984ft) in the primary area.
For further details refer to part Rules and Regulations (RAR).
19
Insets are used to either show:
S Blow ups of congested areas (e.g. initial climbs),
S Continuations of procedures lying outside the chart
planview.
Insets can either be:
S To scale with or without scale information (topography),
S Not to scale (without topography).
20
Intermediate Approach Altitude is the minimum altitude
between the IF and FAF/FAP with a reducing obstacle clearance from 300m (984ft) to 150m (492ft) in the primary
area.
For further details refer to part Rules and Regulations RAR).
21
Main airport of the corresponding chart is charted with its
main runway layout and the city and/or airport name.
22
Maximum Authorized Altitude (MAA):
The MAA is presented on each airway segment whenever
published in the AIP either in FL or ft) and is different from
the associated airspace limitations (e.g. lower vs. upper airspace).
If different MAAs apply for each direction on the same airway segment, a direction indicator is added.
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Different MAAs applied to different airways on the same
segment are separated by a slash.
If one of a combination of MAAs is according the associated
airspace limitations (lower vs. upper airspace) that is indicated by three dots.
23
Minimum Enroute Altitude (MEA)
is presented on each airway segment whenever it is published in the AIP (either in FL or ft) and is deviating from the
associated airspace limitations (e.g. lower vs. upper airspace).
If different MEAs apply for each direction on the same airway segment, a direction indicator is added.
Multiple MEAs applied for different airways on the same
segment are separated by a slash.
If one of a combination of MEAs is according the associated
airspace limitations (lower vs. upper airspace) that is indicated by three dots.
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Minimum Grid Altitude (MGA) is the lowest safe altitude
to be flown off-track.
The MGA is calculated by rounding up the elevation of the
highest obstruction within the respective grid area to the
next 100ft and adding an increment of
S 1000ft for terrain or obstructions up to 6000ft
or
S 2000ft for terrain or obstructions above 6000ft.
e.g. 6345ft obstacle
= 6400ft rounded up
+ 2000ft buffer
= 8400ft MGA
Shown in hundreds of feet.
Lowest indicated MGA is 2000ft.
This value is also provided for terrain and obstacles that
would result in a MGA below 2000ft. Exception is over water
areas where the MGA can be omitted.
MGAs below 10’000ft are shown in purple, at and above
10’000ft in red.
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Minimum Sector Altitude (MSA) is shown for each MSA
sector.
The sector boundaries are formed by limiting radials, QDMs
or tracks depending on the reference facility and the limiting
circle.
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MSA limiting circle is shown centered to the reference navaid or the Airport Reference Point (ARP), normally having
a radius of 25NM.
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A MSA pictograph is used when the characteristics of the
MSA sectors cannot completely be drawn from the chart
planview alone.
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According to ICAO regulations the MSA provides an obstacle
clearance of at least 300m (984ft).
Minimum Terrain Clearance Altitude (MTCA):
The MTCA is provided for all airway segments, on STARS (to
the IAF) and on selected SIDs (for segments lying outside the
coverage of the MSA) always shown in red italic font.
For SIDs and STARS the MTCA is calculated for an area of
5 NM on either side of the centerline of each procedure segment and around a navaid/waypoint where the MTCA is provided.
For airways the buffering area extends to 10NM.
The MTCA is calculated by rounding up the elevation of the
highest obstruction within the respective safety area to the
next 100ft and adding an increment of
S 1000ft for terrain or obstructions up to 6000ft
or
S 2000ft for terrain or obstructions above 6000ft.
e.g. 2345ft obstacle
= 2400ft rounded up
+ 1000ft buffer
= 3400ft MTCA
Values shown in feet.
Lowest indicated MTCA is 3100ft, meaning that wherever
no MTCA is provided 3000ft can be considered a safe flight
altitude.
Consecutive segments having an identical MTCA can be
combined by MTCA break symbols providing the label only
once.
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Any MTCA being calculated with other than the above mention policies will be shown in brackets with reference to the
calculation method.
In rare cases the MTCA calculated for a specific segment
can be higher than the respective published official minimum altitude.
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This is due to the difference in buffer calculation and/or the
definition of the safety area.
For details refer to part Rules and Regulations (RAR)
Missed approach: All items related to the missed approach
procedure are shown in blue color.
Navaids are shown with the navaid symbol and the navaid
flag including:
Navaid name (the name will be omitted if multiple navaids
of the same type share the name)
S frequency and identifier
S morse code
S INS coordinates (not on IACs)
ILS DME
ILS
LLZ DME
LLZ
VOR/DME, VORTAC
VOR
with ATIS broadcast
with HIWAS broadcast
with meteo broadcast
oriented to true north
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DME only/ TACAN only
NDB
If two navaids are co-located and have the same name and
indentifier only one symbol and a combined navaid flag is
charted.
Outer marker
Middle marker
Inner marker
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Obstacles with their associated top elevation that might
appear as:
Lighted obstacle
Single obstacle
Group of obstacles
The display of obstacles is filtered to display an obstacle only if:
a) its top elevation is more than 100ft above aerodrome elevation in a 1NM radius around the
airport reference point (ARP), climbing 100ft with each NM up to a distance of 5NM.
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b)outside the 5NM radius - the obstacle ALT protrudes the upper limit of the topographical
layer which it is located in (also refer to section “topography”).
31
Procedure designator:
SID and STAR designators are shown in colored arrows with
procedure name(s) indicating the direction of the procedure.
For details refer to the relevant chapter within SID/STAR
specifics.
32
Procedure tracks are drawn by specific lines that are interrupted by heading or track indication.
terminal procedure line
airway procedure line
transitions
missed approach procedure line
visual track
terminal procedure continued by radar vectors
33
Procedure fixes:
IAF: Initial Approach Fix, placed above navaid box or WPT
name.
IF: Intermediate Fix
FAF: Final Approach Fix
FAP: Final Approach Point
MAPt: Missed Approach Point
D: descent point for continuous descent
The identical symbology is used to indicate RNAV procedure
fixes such as initial approach waypoint (IAWP), intermediate
waypoint (IWP), etc.
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Radials are shown as a three digit number with a preceding
”R” on procedures or waypoint definition lines.
35
Remarks, cautions, warnings and special notes are
shown on the chart planview in white boxes. FPL relevant
notes are published in the Airport Operational Information
(AOI).
Scalebar is generally shown in 2NM steps on the left-hand
side of planview frame, allowing deviations depending on
the chart size and scale.
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Special Use Airspaces (SUAs)
Danger and restricted areas are displayed with the airspace
identification.
Prohibited areas are displayed with the airspace name and
its vertical limits.
38
Speed Limit Point (SLP)
39
Terrain high spot elevation representing the local maximum within the surrounding topography.
Total Approach Distance from Initial Approach Fix (IAF to
Final Approach Fix / Final Approach Point (FAF/FAP).
May differ from sum of legs due to rounding.
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Topography is shown to locate high terrain elevation as
well as coastlines, water surface, rivers, cities or other
geographic information of interest.
The color coding of terrain elevation on IACs starts with
white at airport elevation changing to darker brown in the
following way:
1st layer: white, max. 500ft above aerodrome elevation
(rounded mathematically to the nearest 500ft step).
2nd layer: light beige, 501-max. 1000ft above aerodrome elevation.
3rd layer: beige, 1001-max. 2000ft above aerodrome
elevation.
4th layer: dark beige, 2001-3000ft above aerodrome
elevation.
5th layer: light brown, 3001-4000ft above aerodrome
elevation (flexible).
6th layer: brown, beyond 4001ft above aerodrome elevation (flexible to cover the highest topographical feature
within the planview).
On AFC, SID, STAR and MRC the first two layers are combined to one layer of a maximum vertical
extension of 1000ft.
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The topographical steps shown in the legend on each planview indicate the maximum elevation
in feet above MSL.
No man-made obstacles are included in the respective maximum elevations which is symbolized by the obstacle symbol in the respective altitude box.
For obstacle policy refer to section “obstacles”.
Exception: The last layer covers the highest topographical feature and any man-made
obstacle.
42
Track distance is provided for each segment.
terminal procedure
AWY
43
Tracks or bearings are shown as a three digit number with
a degree symbol on procedures or waypoint definition lines.
Transition Level and Transition Altitude are shown in the
lower right corner.
44
45
Waypoint coordinate: A waypoint will always be shown
with INS coordinates (except on IACs) whenever it is serving
in a conventional procedure.
46
Waypoint name
47
Waypoint or procedure point definition can either be by
a bearing or radial,
or a DME distance
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Waypoint symbols
S Conventional: Whenever a waypoint is defined exclusively as a conventional waypoint.
S RNAV: Whenever a waypoint is defined as RNAV waypoint, even for combined conventional and RNAV procedures.
S Compulsory: Whenever a waypoint is defined as compulsory for at least one procedure.
S Fly over: Whenever a waypoint is defined as fly-over for
at least one procedure.
S Fly-by: Whenever a waypoint is defined exclusively as a
fly-by waypoint.
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Whichever is earlier:
Conditional AIP text instructions such as “... at 2000ft or 3
DME3 CHE (whichever is earlier) turn left ...“ are symbolized
in the chart planview.
Whichever is later:
Conditional AIP text instructions such as “... at 3500ft or
DME4 FKO (whichever is later) turn left ...” are symbolized
in the chart planview.
3.2
METERS TO FEET CONVERSION
The m-ft conversion is provided whenever m-values are published in the respective AIP.
In general only those values applying to a specific procedure are converted.
As an exception on SID, STAR and AFC a table with the officially published cruising levels above transition altitude is provided.
The reference for QFE to QNH conversions (AD or THR elevation) is used according to the respective AIP
guidelines.
LIDO does not provide an in-house policy.
All procedure values being at or below transition altitude are converted from meters to feet and rounded
up to the next ten feet.
All values above transition altitude are taken from the officially published cruising tables (FL conversion).
For the procedures displayed on chart planviews the corresponding official meter value is given in the
conversion table only.
Exceptions:
Aerodrome Elevation and Threshold Elevation are generally only
provided with their converted feet-value.
On some charts however (QNH-QNH-conversion) the original
m-value for the Aerodrome Elevation is additionally provided in
brackets.
QNH
QFE
MSA
QNH
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Transition altitude
QNH
QFE
Note: m values referenced to QFE carry the suffix ”QFE”, QNH values are printed without suffix.
Conversion tables are provided on the chart planview.
Altitude conversion (below transition altitude) QNH / QNH:
Indication of conversion datum:
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Altitude conversion (below transition altitude) QFE / QNH:
Indication of conversion and reference datum:
Pressure difference:
The QNH can be calculated from a given QFE.
For example:
QFE (as by ATC/ATIS)
998hPa
Delta hPa +
23hPa
QNH
1021 hPa
Flight level conversion (above transition altitude) according the
officially published cruising tables:
On SID, STAR and AFC a table derived from the officially published cruising tables with all values above the transition altitude is provided.
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AIRPORT FACILITY CHART (AFC) specific
The AFC consists of the components:
S Planview
S RWY information
S COM information
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The AFC planview features a general overview over the aerodrome area, displays all navaids within
the coverage of the chart planview and provides information about all arrival and departure procedures.
The procedures are displayed and labeled only with their last (SID) or first segment (STAR).
COM frequencies:
Frequencies are shown in a green
box.
Frequencies operation hours are only
shown if the FREQ is not operative
24h. Times are shown in UTC.
The Symbol ‡ indicates that during
periods of Daylight Savings Time effective hours will be one hour earlier
than shown (for more information
about World Local Times see the corresponding chapter).
RWY information
For all runways on the respective airport. For details refer to IAC RWY description section.
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LEGENDS AND TABLES
Approach Data Box:
The approach data box with its pointer to the approach direction, inbound
track and glidepath figures, features
the best approach for the corresponding RWY including:
S The approach type having the
lowest minimum.
S Corresponding frequency and
callsign
S Morse code
S Minimum altitude steps with distance reference.
For any non precision approach every
altitude step would relate to the continuous descent angle.
The first altitude to be the descent
point and all LIDO calculated crossing altitudes printed in italic font.
3.4
STANDARD ARRIVAL ROUTE (STAR) specific
The STAR generally only consists of the chart planview. A separate STAR procedure text is only provided in exceptional cases. If provided, a note is given in the upper right corner.
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Procedure Designator:
The procedure designator is generally provided on the first
segment of the respective procedure. The designator consists of:
S orange arrow
S procedure name (with suffix if applicable).
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If procedures are combined they will be in alphabetical order and separated by a slash.
On combined charts (conventional and RNAV) RNAV procedures will carry the suffix RNAV.
Other suffixes indicate other constraints on combined
charts (e.g. prop only, jet only).
3.5
INSTRUMENT APPROACH CHART (IAC) specific
The chart sequence of the IACs is generally determined by,
1st priority: type of approach (ILS, RNAV GPS, VOR,
NDB, Visual, Circling, ...), including subtypes
2nd priority: runway (RWY 07,RWY 18, RWY25, ...),
left before center, before right (RWY 07L, RWY
07C, RWY 07R, RWY 18, ....)
The IAC consists of the components:
Planview
S RWY description
S Profile and distance/altitude table
S Approach minima
Subtypes to the IAC are
– Letdown
– VAC
The VAC may either show a
– Visual
– Circling
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LEGENDS AND TABLES
LIDO defines the subtypes as follows:
LETDOWN: An instrument procedure bringing the pilot into a position to land by visual means at
airports where no instrument approach procedure to a specific runway is published. A letdown ends
at the MAPt and usually has to be continued with a circling to the RWY of intended landing.
VISUAL: A flight procedure that has to be executed by visual means but is due to a prescribed flight
track that can either defined by visual- and/or instrumental means. A Visual may or may not begin
at the end (MAPt) of a specific instrument part (ILS, LLZ; VOR; Letdown etc.)
CIRCLING: A flight procedure within a specified area (NEW PANS-OPS or TERPS). The circling has
to be executed solely by visual means and usually begins at the end (MAPt) of a specific instrument
part (ILS, LLZ, VOR, Letdown etc.)
3.5.1 Planview
Localizer symbol always reaching from threshold to FAP/
FAF without giving any reference to signal coverage.
Note: May not yet be implemented on early charts.
Airspaces: Terminal Areas (TMA) as well as Control Zones
(CTR) are not provided on IACs.
FIR boundaries: Not provided on IACs.
Grid Line: Not provided on IACs.
Minimum Grid Altitude (MGA): Not provided on IACs.
6
Approach Procedure Designator Box is provided on IACs
only and placed in the upper right corner of the chart. The
following information is provided.
S Full procedure name
(navaids that require tuning of a distinct frequency are
separated by a “+” symbol)
S All required navaids for the respective approach including identifier and frequency
S The respective morse code will only be shown if not repeated in the planview (e.g. ILS).
3.5.2 Runway description
The runway description shows the runway including approach lights with information relevant for landing.
1
Approach Light System (here:P2F)
2
Approach Light System Abbreviations
Identification letter of the approach light system, with intensity (high, medium, low or variable:
H, M, L or HL, ML). See also LIGHT, VISUAL AIDS, ARRESTING SYSTEMS part .
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P2: ICAO standard CAT II + III
Approach light system with red side row lights the last
300m. Centerline lights white; longitudinal spacing 30m.
Minimum two crossbars located 150m and 300m from
THR.
P1: ICAO standard CAT I
Centerline lights white; longitudinal spacing 30m, except
US lighting system spacing 60m.
At least one crossbar located 300m from THR.
S: ICAO standard simple approach light system
MAX longitudinal spacing of lights 60m. At least one crossbar located 300m from THR.
N: Non standard lights
Any approach light system, which does not meet the above
requirements.
Suffix F: (P2F, SF, NF)
Indicates that sequenced flashing lights are available (normally from beginning of approach light system to 300m
from THR).
Suffix R: (P1R)
Runway alignment indicator lights (RAIL), mainly used in US
approach light systems. Instead of barrettes from the beginning of the approach light system to 420m, there are only
sequenced flashing lights available.
3
Approach light system length is provided whenever deviating from standard, which is 900m for ICAO and 720m
for U.S. approach light systems.
4
Centerline lights (RCLL) (last 900-300m white/red intermittent, last 300-0m red).
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6
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29
Centerline lights (RCLL) spacing in m and light intensity
(high, medium, low or variable: H, M, L or HL, ML). For further details see LIGHT, VISUAL AIDS, ARRESTING SYSTEMS
part.
Centerline lights all white (other non-standard coloring is
specified with additional text).
Designator
8
Edge light spacing and intensity (high, medium, low or
variable: H, M, L or HL, ML). For further details see LIGHT,
VISUAL AIDS, ARRESTING SYSTEMS part.
9
Edge lights: non standard
10
Edge lights: standard edge lights with yellow caution zone
(YCZ) featuring yellow lights for the last 600m but at least
1/3 of total RWY length.
11
Grooved (or similar): G, RWY ungrooved: x
12
14
Landing Distance Available (LDA) beyond THR and displaced THR (not scaled).
Non standard centerline lights (RCLL), or touch-down zone
lights (RTZL) are specified (RCLL only unless all white).
PAPI - Precision Approach Path Indicator
VASIS - Visual Approach Slope Indicator Systems
3-bar VASIS
2-bar VASIS
T-bar VASIS
15
PAPI / VASIS calibration angle
16
Runway End Identifier Light (REIL): flashing lights on
both sides of THR (example below: approach from the left).
Slope information in %
The average runway slope as wells as the touchdown zone
slope (TDZ) (if available covering the first 900m of the landing RWY) are provided.
A negative slope is indicated for downward slopes (e.g.
-0.2%) a positive slope for upward slopes (e.g.+0.3%).
13
17
18
THR elevation and Pressure Difference in hPa.
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19
Runway Touchdown Zone Lights (RTZL), standard 900m.
20
Width in m.
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3.5.3 Profile and distance/altitude table
Non Precision Approach:
For all non-precision approaches a constant descent angle is provided, which is calculated from touchdown zone over a 50ft barrier at threshold and the highest limiting minimum crossing altitude (according
to published AIP step down approach) up to the intermediate approach altitude.
Any delayed descent point being different from the position of the respective final approach fix (FAF) as
well as altitudes being calculated with a constant descent angle that are higher than the published corresponding step down descent altitudes are shown in the profile.
Any calculated constant descent angle will have a minimum glide angle of 3°.
The distance / altitude table is published for non-precision approaches providing the constant descent
angle altitudes and normally shows the corresponding minimum altitude for every other NM.
Note: Also on ILS charts the distance/altitude table refers to the non-precision approach, meaning - in
most cases - the respective localizer approach, or any other non-precisicion approach being combined
with the ILS approach.
Official AIP values are shown in normal font, Lido calculated values in italic font.
The Info table shows in the
1st row
2nd row
3rd row
4th row
The type of non-precision approach (only for ILS charts with associated
non-precision approach) and the calculated descent angle.
The distance reference.
When a suitable DME facility is not available (or for RNAV GPS
approaches) the distance/altitude table will be referenced to
threshold (or displaced threshold if applicable).
The inbound track (only if RWY QFU differs 1° or more, but less
than 20° from inbound track).
The RWY QFU (only if RWY QFU differs 1° or more, but less than
20° from inbound track).
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ILS Approach:
The profile for the ILS approach covers also the Non Precision LLZ approach. In case of glideslope incompatibility of the two approach profiles, the secondary profile (LLZ) is shown with a special symbolic providing descent point, LLZ approach glidepath and calculated step altitudes accordingly.
The Distance/Altitude Table and the Ground Speed/Rate Of Descent Table are based on the non precision
LLZ approach.
Samples
14
8
1
6
16
8
13
12
6
4
5
11
16
9
2
10
6
8
3
7
15
12
11
16
9
2
15
The delayed Descent Point indicates the point where the
calculated continuous descent is commenced.
The distance fix associated with the descent point is printed
in bold font.
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Differing Final Descent: If the final descent for ILS and LLZ
differs in a way that two flight paths need to be displayed
the ILS related information is printed in grey font.
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1
Distance Reference can either be a facility providing DME
information or runway threshold and is always provided
with the first distance fix.
Associated distances are shown at specified step points.
A distance reference navaid will not be shown if it is located
behind the runway.
All distance fixes (as well as all required navaids)are presented by a vertical line and the respective distance.
2
Distance Scale in NM adjusted to read 0NM at the RWY threshold or displaced threshold.
The distances from defined fixes to threshold or displaced threshold is given between the outer
marker (or OM substitute) to threshold (or displaced threshold).
3
Final Approach Fix (FAF): Whenever published in the AIP.
The FAF marks the beginning of the final segment.
If both FAF and FAP are at the same position, only the FAP
symbol is shown.
Final Approach Point (FAP): Is provided whenever published in the AIP or can be calculated by LIDO (distance
printed in italic font).
The FAP determines the point where the intermediate approach altitude intersects the glide slope and marks the beginning of the precision approach segment.
If both FAF and FAP are at the same position, only the FAP
symbol is shown.
4
5
Final or Outer Marker Altitude: Minimum crossing ALT at
Outer Marker (OM) or substitute.
If different minimum crossing altitude values apply for different procedures on combined charts (e.g. ILS and LLZ)
each displayed altitude (except ILS) will carry a prefix related to the type of approach.
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Glidepath (ILS): The ILS glidepath will be charted in the
glide path feather with the value published in the respective
AIP independent of its mathematical correctness.
The Glide Path Symbol always reaches from threshold to
FAP (if published in the AIP) or glide slope intercept altitude
without giving any reference to signal coverage.
Constant Descent Angle (CDA): The constant descent
angle is calculated with exact values then rounded mathematically to the tenth of a degree.
The CDA is depicted in the info table.
The fact that the given ILS GP value is the published AIP value and the CDA is LIDO calculated might lead to profiles that
seem to be inconsistent.
In most cases this is due to inaccuracies and unknown
rounding policies of the publishing state authorities.
In the above case the ILS GP is steeper than the published
3.0°, namely 3.1° as calculated by Lido with exact values.
Glide Slope Intercept Altitude: If a glide slope intercept altitude is published in the AIP differing from the corresponding LLZ minimum crossing altitudes, this GS intercept altitude is charted in grey font with the prefix ”ILS” and represented by a grey box.
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Ground Speed (GS in KT) / Rate Of Descent Table (ROD
in ft/MIN) always refers to the non precision approach,
meaning that for example on ILS charts only the LZZ approach is supported.
The calculation is based on the flight portion from outer
marker (or substitute) to the missed approach point (MAP).
1st row GS in KT (120/140/160KT for ADs below 5000ft
AD elevation and 140/160/180KT above)
2nd row rate of descent in ft/min
3rd row time
If according to the relevant AIP the definition/
identification of the missed approach point is
not authorized based on timing NA is published.
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ILS check altitude to verify glide slope indication.
8
Initial and/or intermediate approach altitude.
Marker beacons (outer, middle, inner) are shown with one
identical grey symbol and without designator.
9
10
Minimum Crossing Altitude for non-precision approach.
The altitude value is represented by the vertical extension
(to scale) of the associated grey box.
The vertical extension of the MDA box is related to the highest MDA but maximum 80% of the preceding minimum
crossing altitude.
The minimum crossing altitudes provide an obstacle clearance of at least 90m (295ft) without FAF or 75m (246ft) with
FAF.
Minimum Descent Altitude (MDA)
Also refer to minimum crossing altitude.
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35
E 2005
Missed Approach Point (MAPt) Coordinates will be provided for all RNAV approaches.
11
Missed Approach Point (MAPt) with an arrow indicating
the missed approach track.
The related distance fix and the missed approach point
symbol are printed in blue font.
If the MAPt is defined by time only Lido will calculate a distance reference/equivalent which is printed in italic font.
Following the continuous descent angle the MDA might be
reached prior to the missed approach point.
12
Missed Approach Text: The routing is described based on
the AIP and adopted to Lido text specifications.
All required Navaids (as well as distance fixes) are presented by a vertical line and their respective identifier.
13
14
Reversal procedure
Terrain in Profile: The presentation of terrain in the profile
view will be limited to selected airports.
Whenever a terrain feature in a profile view is provided it has
to be considered as:
– not to scale
– without specified buffers or splays
– intended to create pilot‘s “alertness”.
A future version will provide precise data.
15
Threshold Crossing Height (TCH): ILS glidepath height
over threshold as published in AIP.
Note: Non precision approaches are calculated to cross
over RWY THR at 50ft. This value is not shown in the profile.
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Tracks will be shown directly after the fix from where they apply.
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3.5.4 Approach Minima Table
LIDO standard is to publish minima according JAR, if not below state minima.
Minima deviating from JAR will be published only on customized charts following customer guidelines.
The presentation sequence starts on the left side with the lowest approach MNM and continues to the
right with the circling MNM at the right end of the table. If more than five minima in addition to the circling
MNM exist, they are on a separate page at the end of the IAC chapter.
6
Only the lowest permissible minimum for the respective approach is presented in the minima table. Any
restriction or limitation is either mentioned in the minima notes or is due to customer policies and operations.
1
Approach RWY designator.
For prescribed flight track minima (visual) of multiple RWYs
in the same minima strip both RWY directions are shown,
separated by a slash. Circling minima are always found at
the right end of the minima strip.
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3
37
Aircraft category or aircraft type.
Standard charts featuring minima for categories C and D,
“on request” standard charts featuring minima for categories A and B.
Also combinations on customized charts are possible.
Measuring unit.
A: System line
4
Approach type (in case of a precision approach, only the
clarifier is shown).
Circling minima are generally calculated according NEW
PANS OPS regulations.
Whenever circling minima are calculated according to
TERPS this is indicated by a ”TERPS-flag”.
For details concerning the relevant safety area and obstacle
clearance refer to part Rules and Regulations (RAR).
5
Approach minimum designator subtype. All required facilities between FAP/FAF and MAPt are listed.
6
Approach remark designator.
B: Description line
7
A “+” between two idents means that two physically separated navaids have to be used. A “/” between two idents
means that one of the two shown navaids (either the one or
the other) is to be used.
8
Special restrictions:
>60/6 refers to aircraft with a wingspan of more than 60m
or a vertical distance between flight path of landing gear
and glide path antenna of more than 6m.
This category comprises among others A330 (all types),
A340 (all types), B744 and A380.
Other defined categories are >65/7. Affected by this category is the A380.
All restrictions applying to the restrictive MNM, are stated
e.g. APL U/S, HJ only, GA 3.2%, etc.
Change: Update
LEGENDS AND TABLES
C
A
B
D
B
C
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C: Weather line
9
Minimum descent heigt (MDH) / Decision Height (DH) for
non-precision or precision approaches respectively.
10
If a particular ceiling is required by the state authority for a
specific approach this is indicated by the prefix ”C” to the
numeric value.
In this case the given value must not be considered as MDH/
DH but as required ceiling and has to be accounted for during flight planning.
11
Any restriction to RVR and/or visibility will be shown by a
limiting letter (R or V), meaning that any given value followed by a letter must not be converted.
R: measured RVR.
V: visibility which cannot be converted.
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Values without a letter can be converted according JAR.
Wherever required RVR and visibility have the same value,
both values will be charted.
D: Operational line
12
’Company’ means that aircraft specific regulation has to be
observed within JAR/state limitation for ILS Cat 3 minimum.
Whenever an additional descision hight is required by state
authorities this is indicated by the suffix ”DH”.
“Old” form of presentation.
”New” form of presentation.
13
Radio Altimeter Height (RA)
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14
Decision altitude (DA) and radio altimeter height (RA) for
CAT 1 approaches.
The radio altimeter height (RA) will only be shown where officially published.
15
Minimum Descent Altitude (MDA)
Decision Altitude (DA) .
16
An overflow arrow indicates that additional minima for the
approach can be found on the last IAC page.
3.6
LEGENDS AND TABLES
STANDARD INSTRUMENT DEPARTURE (SID) SPECIFIC
The SID generally only consists of the chart planview. The corresponding procedure text description
is provided in the SID procedure text (SIDPT). Only in exceptional cases the text description can be
given on the chart planview.
Minimum Terrain Clearance Altitude (MTCA):
On SIDs the MTCA is generally provided only for those
segments lying outside the coverage of the MSA.
The beginning of display of the MTCAs is indicated by a red
arrow.
If no red arrow is provided within the SID procedures , the
display of MTCAs begins with the first airway segment.
Procedure Designator:
The procedure designator is generally provided on the first
segment of the respective procedure. The designator consists of:
S green arrow
S procedure name (with suffix if applicable).
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If procedures are combined they will be in alphabetical order and separated by a slash.
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On combined charts (conventional and RNAV) RNAV procedures will carry the suffix RNAV.
Other suffixes indicate other constraints on combined
charts (e.g. prop only, jet only).
3.7
STANDARD INSTRUMENT DEPARTURE PROCEDURE TEXT (SIDPT)
The SIDPT is divided in the follow mean Parts:
Header line
Communication instructions
Climb gradient table
Procedures description
Remarks
Header line
The header line contains SID procedure names and the corresponding RWY designators with RWYQFU.
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LEGENDS AND TABLES
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Communication instructions
The COM procedure describes any published radio communications procedure except the applicable frequency.
The frequency is shown in the SID column.
Climb gradient table
A climb gradient table is shown, whenever a procedure requires a climb gradient greater than
3.3%.
Procedure description
The SIDPT shows the text description of the procedures organized in three columns: SID, ROUTING, ALTITUDES. The contents of the SID text page correspond to the procedures on the SID charts.
SID
The information is displayed in the following order:
S long procedure designator
S short procedure designator
S FMS procedure designator
(If either of these are identical only one designator is displayed)
S Minimum climb gradient.
If the AIP states that a given minimum climb gradient of more
than 3.3% is not due to terrain and/or obstacles in the departure
area the prefix ” PDG ” (procedure design gradient) shall be added
to the gradient value.
This procedure design gradient (PDG) may - for example - account
for airspace structure and/or noise abatement reasons.
In this case a special note shall explain the reason for the restriction
(e.g. to avoid airspace class G).”
S departure frequency
S remark ball flags
Change: Editorial
HOCHWALD 3Y
HOC 3Y
6.0% to 2500
PDG 4.3%
125.950
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ROUTING
The routing is described according to the shown procedures on the SID chart including transition and
continuation remarks.
ALTITUDES
All altitude flight restrictions and the initial climb altitude or FL are shown in this column.
The initial altitude (if officially published) is always shown as the last information in the “Altitudes” column.
Remarks
Remarks according the remark ball flags in the SID column.
No flightplan relevant remarks are shown on the SIDPTs. Those remarks are shown in the AOI.
3.8
MINIMUM RADAR VECTORING CHART (MRC) SPECIFIC
The minimum radar vectoring chart provides a chart planview with radar sectors and their respective
minimum altitudes.
Airspaces: Terminal Areas (TMA) as well as Control Zones
(CTR) are not provided on MRCs.
Radar Sectors are shown with black lines.
Minimum Radar Altitude as the lowest permissible altitude
for radar vectoring
If different values apply for e.g. different seasons the more
restrictive value is put in brackets.
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4.
GROUND CHARTS
Airport Ground Chart (AGC)
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Airport Parking Chart (APC)
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4.1
PLANVIEW IN GENERAL
1
Airport reference point
2
Apron with designator or name in italic font.
3
C Location of Flight Information Center.
4
Chart information is placed in the lower part of the chart,
providing:
S Local magnetic variation.
S Chart orientation
S Aerodrome elevation in ft and m
The chart information may be moved for optimal placement.
Change: Editorial
03-FEB-2005
Communication competence boundaries.
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45
Communication frequencies
Frequencies are shown in a green box.
Frequencies operation hours are only shown if the FREQ is
not operative 24h. Times are shown in UTC
(for more information about World Local Times see the corresponding chapter).
6
Company Information
Company derived information displayed on chart planviews
is always shown in magenta. This can be textual and/or
graphical information.
De-icing holding position with known direction
De-icing holding position with unknown direction
7
De-icing pad with frequency.
8
Displaced landing threshold
9
Helipad with or without designator.
Jet Arresting Device/Net Barrier
10
11
Landing threshold given by the beginning of the paved
surface.
Navaids are shown as defined for terminal charts.
12
Obstacles and its elevation
Single obstacle/group of obstacles
Illuminated single obstacle/group of obstacles
Tree symbols may be used instead of the standard obstacle
symbols for trees up to 92ft.
13
Parking Stand:
Push back position with known direction.
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03-FEB-2005
Parking position with known direction and either:
self maneuvering
maneuvering unknown
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Parking position with unknown direction.
14
Runway designator
15
Runway direction (magnetic)
16
Runway end elevation
17
Runway grooved or similar: G, ungrooved: x
18
20
Runway length: Is provided as physical or total runway
length in m. If not otherwise indicated in the chart planview
this distance is identical with the TORA from physical RWY
beginning.
Runway visual range (RVR) measuring point.
RVR measuring direction right
RVR measuring direction left
RVR measuring direction left and right.
Runway width in m
21
Scalebar: Distances are shown in ft and m.
22
Stopbar
23
Stopbar Cat 2/3, if indicated in AIP.
24
Stopbar lighted, if indicated in AIP.
19
Stopway with distance in m.
25
Intersection Take-off position with direction indication
and taxiway designator.
Mandatory take-off position.
26
Take-off run available (TORA) from the intersection position.
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Taxiways are generally shown in grey.
If a taxiway features either limitation of:
– a width of less than 22m
– a maximum wingspan of less than 50m
– an all up weight of less than 120t
it is presented with a brown shading.
The exact restriction/limitation of the TWY can be drawn
from the AOI.
If a taxiway features a width of less than 15m it is
symbolized by X or multiple X in brown color.
Taxiway bridge
Taxiway holding position
Taxiway one way
27
28
Taxiway or runway closed: The symbol X or multiple X in
a row.
Taxiway with designator
Tower
Tower and Aerodrome Beacon (ABN) symbols.
Windsock
Work in progress
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AIRPORT PARKING CHART SPECIFIC
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29
The APC generally only consists of the chart planview with parking stand coordinates on a separate page.
Displaced threshold
30
Runway designator
31
Taxiway with centerline lights
32
Taxiway with guide line
4.3
LOW VISIBILITY CHART SPECIFIC
The LVC generally only consists of the chart planview and a text part containing the taxi procedure text.
Change: Editorial
03-FEB-2005
Low visibility taxi route
E 2005
Low visibility reporting point.
No entry
Runway: red guard lights
Taxiway (regular)
Taxiway NA during LV OPS
Change: Editorial
49
LEGENDS AND TABLES
LAT
General Part
Table of Contents
LAT
Page I
GENERAL INFORMATION
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . Header . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Colour codes and labeling . . . . . . . . . . . . . . . . .
Charting definitions . . . . . . . . . . . . . . . . . . . . . .
1
1
3
RFC general . . . . . . . . . . . . . . . . . . . . . . . . General purpose . . . . . . . . . . . . . . . . . . . . . . . . .
Cover panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Grid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Variation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Chart frames . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Inset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3
4
6
6
7
7
RFC content . . . . . . . . . . . . . . . . . . . . . . . . Airports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Airspace boundaries . . . . . . . . . . . . . . . . . . . . .
Airways . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Communications . . . . . . . . . . . . . . . . . . . . . . . . .
Maximum authorized altitude MAA . . . . . . . . .
Minimum enroute altitude MEA . . . . . . . . . . . . .
Minimum grid altitude MGA . . . . . . . . . . . . . . . .
Minimum terrain clearance altitude MTCA . . .
Navaids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Restricted airspace . . . . . . . . . . . . . . . . . . . . . .
Terrain features . . . . . . . . . . . . . . . . . . . . . . . . .
Waypoints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8
8
9
9
10
10
10
11
12
12
13
13
Airport operational information AOI. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
E 2005
Airport charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Airport facility chart AFC . . . . . . . . . . . . . . . . . . 17
Standard instrument departure SID/
Standard instrument terminal arrival STAR . . . 18
Instrument approach chart IAC . . . . . . . . . . . . . 19
Airport ground chart AGC . . . . . . . . . . . . . . . . . 20
Airport parking chart APC . . . . . . . . . . . . . . . . . 21
Vertical profile . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Approach minima . . . . . . . . . . . . . . . . . . . . . . . . 29
Legends to the aerodrome list . . . . . . . . . . . . 29A
Lights, visual aids, arresting systems. . . . Approach lighting systems ICAO . . . . . . . . . . .
Approach lighting systems USA . . . . . . . . . . . .
Runway end identification lights . . . . . . . . . . . .
Visual approach slope indicator system . . . . .
Change: NIL
31
32
32
33
23 SEP 04
LAT
Page II
Table of Contents
Standard runway lighting system . . . . . . . . . . . 35
Visual ground aids . . . . . . . . . . . . . . . . . . . . . . . 36
Aeroplane nose-in parking systems . . . . . . . . . 39
Aeroplane radio control of aerodrome . . . . . . . . . .
lighting system (ARCAL) . . . . . . . . . . . . . . . . . . 49
Conversion tables . . . . . . . . . . . . . . . . . . . . Conversion factors . . . . . . . . . . . . . . . . . . . . . . .
Distances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Weights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Determination of actual altitude/ FL . . . . . . . . .
Altimeter corrections during approach . . . . . . .
Sunrise and sunset diagram . . . . . . . . . . . . . . .
Climb and descent gradients . . . . . . . . . . . . . . .
50
50
52
53
54
55
57
23 SEP 04
Change: Editorial
E 2005
World local times . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
General Information
CHARTING DEFINITIONS
Procedures
Bearing/ Track/ Distance
Flight patterns of low and high level holdings and
procedures are presented by standard symbols
-not to scale. For extension of holding areas (basic figures for rate of turns).
---> see RAR
Bearings and tracks are magnetic, distances are
given in nautical miles (nm).
All figures defining a direction (0°-360°) are to be
interpreted as tracks unless heading is specifically mentioned.
Within Europe: for a one-way leg or direction towards a VOR, based on a radial from that VOR,
the radial may be supplemented by its reciprocal
value. In a holding pattern towards a VOR, only
the reciprocal (inbound) value is given.
Tracks in base turn procedures are indicated for
CAT D aircraft. On IAC for aerodromes in Africa,
Europa and Middle East areas are indicated with
reference letter and remarks.
In Scandinavia and Finland different tracks for
CAT B aircraft will also be indicated.
Distance between radio aids or intersections are
given along the procedure line and up to a point
on the final approach from where the distance can
be obtained from the profile.
Speed range of published procedures
Published procedures on IAC are based on
speed-range of category D aircraft, unless specific speed restrictions are indicated.
Exceptions: CAT C circling minimum based on
CAT C speed. CAT D circling minimum based on
CAT D speed.
Elevations/ altitudes/ obstructions
Elevations and altitudes are given in feet above
Mean Sea Level (MSL).
High points and obstructions are shown according to official documents.
When several points or obstructions are close to
each other, the highest ones are selected if required to omit clutter in the chart. All official notes
for high terrain and obstructions are given.
Hours of operation
E 2005
LAT
Page 3
All hours of operation of radio aids, service hours
of aerodromes, etc. are indicated in UTC (UTC,
GMT, or Z not shown).
In countries applying “daylight saving time” these
times shall be adjusted during the relevant period
according to List “World local times”.
The symbol } indicates that during periods of
Daylight Saving Time, effective hours will be one
hour earlier than shown.
Times given in local time are followed by letters
LT.
Change: Update
If a racetrack approach procedure altitude or
minimum sector altitude (MSA) is higher than the
initial approach altitude, and if not otherwise
instructed the descent is to be made within the
holding procedure area.
---> see RAR
Approach procedures indicated on the IAL are
only authorized if corresponding minima are given.
RFC GENERAL
GENERAL PURPOSE
The RFC are published as:
– High Level
– Low Level
High Level and Low Level charts are produced on
separate sheets and cover the same area and be
presented in the same scale.
Whenever possible Lido FlightNav will provide
High and Low Level Information together with
RNAV Airways within one chart.
Front and reverse side of a chart should always
consists of the same genre and with the same
scale, except for extensions or insets (blowups of
densed areas).
Identification and Number
The coverage is devided into regions, indicated
by color and RFC Number. Low Level Charts are
numbered with the pre-fix zero.
EUR Europe, Mediterranean
1-9
AFI
Africa
20 - 29
ATL
NAM
CAR
SAM
MES
PAC
Atlantic
North America / Canada
Caribbean
South America
Middle East/ Asia
(incl. Former USSR)
Pacific
40 - 49
50 - 59
60 - 69
70 - 79
80 - 89
90 - 99
Each RFC code is completed by:
– Chart number
– Level Type
11 MAR 04
LAT
General Information
Page 4
COVER PANEL
1
2
3
Eff 17 OCT2002
4
5
6
7
1
2
3
4
5
6
7
8
9
9
Chart date =
Date when the chart revision is effective.
Effective date = If effectiv date is different then chart date.
Logo of issuing company.
RFC chart number.
Chart type indication (eg. HL high level, LL low level, HL/LL combined) including scale in inch
equals nautical miles.
Region and area indication.
Indicating which side of the RFC below mentioned information can be found.
Coverage diagram with chart coverage shaded.
Lambert conformal projection with two standard parallels.
Copyright.
11 MAR 04
Change: NIL
E 2005
8
General Information
LAT
Page 5
10
11
12
13
Limits of designated airspace and airways
VHF / HF frequencie coverage
IFR cruising levels covering all RFC areas
Supplementary information
E 2005
10
11
12
13
Change: NIL
17 JUL 03
LAT
Page 6
General Information
GRID
Graticule of meridians and parallels with latitude
and longitude values outside and close to chart
border. Graduation of ticks spaced at 5 minutes
intervals. At high latitudes and in charts with
small scale a bigger spacing may be used.
Latitude and longitude figures are placed outside
and close to the chart borders.
VARIATION
E 2005
- Variation line 5E
17 JUL 03
Change: Update
General Information
LAT
Page 7
CHART FRAMES
– Chart border
– Chart number (placed on the left side of each
double panel)
– Chart border measurements
– Scale Bar and Statement
(placed on the upper left side of the chart
E 2005
INSET
Change: NIL
17 JUL 03
LAT
General Information
Page 8
RFC CONTENT
AIRPORTS
Aerodrome with city name and 4-letter ICAO
code.
Two or more aerodromes for the same city, the
city name (once) followed by 4-letter ICAO
code.
HOBART
D 112.7 HB
S42 50.8 E147 31.9
For each represented airport the designator of
the main VHF radio aid (VOR or VORDME
only) serving the airport is shown.
h YMHB
a
AIRSPACE BOUNDARIES
ASMARA FIR HHAA
The regions name in English is indicated together
with the corresponding ICAO location indicator
FIR / UIR boundary
TMA / CTA / CTR / TCA / OCA boundaries
ADIZ
RFC frames
Chart frame
E 2005
RVSM airspace
If RVSM coincides with FIR boundary, only FIR
boundary will be shown. Indication of RVSM will
be written in grey letters.
17 JUL 03
Change: Update
LAT
General Information
Page 9
AIRWAYS
High level airways are indicated in black colours
Low level airways are indicated in blue colours
The airway name is placed in the centerline and
in the middle of the airway
UN999
Directional airways (one-way) are marked with
an arrow at the airway name
V888
A1B1
A1/B7/C10/G450
093
A500
267
Track value ”From” / “To” is placed at the beginning of the first airway segment or at the enroute Navaid. Radial / bearing changes at reporting points are shown if > 3 degrees.
Total distance between compulsory reporting
points. No track change.
150
True track values are shown with the letter T
031T
100
Combined airway names are published as
follows
218
118
N999
Distance between compulsory and non compulsary reporting point including total distance
Low level airways
UN999/ N999
High low airways combined
COMMUNICATIONS
Frequencies are indicated by 6 figures
BRISBAINE
CENTER
128.600
AIR-to-AIR pilot FREQ
Pilot FREQ
ASIA PACIFIC
Region 123.450
ATHENS CONTROL
1) 124.475
2) 132.000
1) below FL 245
2) above FL 245
E 2005
Contact Tripoli 10 min prior to
crossing on 136.150, 5517 11300
Change: NIL
05 AUG 04
LAT
Page 10
General Information
MAXIMUM AUTHORIZED ALTITUDE (MAA)
Definition
The MAA is the highest usable enroute cruising level established by the appropriate authorities along
the published routes.
Indication
The MAA is indicated when lower than the upper limit of the airway, or the upper limit of the designated
airspace.
Maximum level indicated is FL 400.
MAA in hundred feet units
The MAA always assumes the colour of the airway effected
MINIMUM ENROUTE ALTITUDE (MEA)
Definition
MEA is the lowest usable enroute cruising altitude.
Indication
The MEA, if published by state, is always indicated.
Exception: Will not be represented if the same as the lower limit of the designated airspace in that
specific area. The value is shown in hundred feet without the prefix FL.
MEA is shown as published, either as flight level without the prefix “FL” or in feet
MINIMUM GRID ALTITUDE (MGA)
Definition
MGA is the lowest safe altitude to be flown off-track.
Determination
The MGA applies within the area of two neighbouring latitude and longitude lines.
The MGA is taken from the ONC Charts provided by FAA. These source is recommended by ICAO
for the determination of heights on Radio Facility Charts.
Wherever no value available at the ONC chart, MGA is calculated by Lido, based on a digital terrain
model without manmade Obstructions.
Calculation:
Elevation of the highest point within the respective grid area.
The MGA is calculated by adding an increment of 2000ft to the highest terrain elevation within the respective grid area.
The resulting value is adjusted to the nearest 100ft.
Exception: No MGA values for grid areas over sea without land (island or part of mainland).
E 2005
Lowest indicated MGA is 2000ft.
05 AUG 04
Change: MGA
General Information
LAT
Page 11
Altitudes 10 000ft and above are displayed with an intense red colour.
MINIMUM TERRAIN CLEARANCE ALTITUDE (MTCA)
Definition
An area of 10nm on each side of an airway centerline and around a Navaid / waypoint where a MTCA
is provided. This altitude is calculated automatically with two indipendant terrain databases without
man-made obstructions. The safety buffer provided by Lido is 2000 ft above the highest terrain highspot, rounded up to the hundred.
This value is shown from 7000 ft up.
Determination
The elevation of the highest terrain highspot within the protected area determines the MTCA value.
Only values at and above 7000 feet are shown on chart.
Rounding values
5000 ft or more: round to next higher 100, and add 2000 ft.
E 2005
The colour of the MTCA value is shown in red colour.
Change: New
03 APR 03
LAT
General Information
Page 12
NAVAIDS
Radio facility box.
h
Mc Adoo
245 MDO
S32 45.3 E151 31.9
WEST MAITLAND
114.6 WME 224
h
h
Hazardous Inflight Weather Advisory Service
(HIWAS).
NDB with name, frequency and identification
VOR / NDB collocated. Same identification.
S32 45.3 E151 31.9
Casino
111.1 CAS 332
h
VOR / NDB collocated. Same identification.
S32 45.3 E151 31.9
h
VOR / NDB not collocated. Same identification.
Cecil
115.5 CEL
268 CEL
h
WAGGA
D115.0 WG
h
VOR/DME collocated with name, frequency
paired and same identification.
h
VOR/DME collocated, frequency paired and
same identification.
S35 09.0E147 28.1
Nantucket
D112.7 ACK
S32 45.3 E151 31.9
VOR / DME or VOR and NDB collocated.
Different identification.
Hehlingen
D117.3 HLZ
403.5 HLI
S32 45.3 E151 31.9
Clayton
115.7 CN
S32 45.3 E151 31.9
116.0 PSO
h
h
VOR with name, frequency and identification.
Name omitted when identical to adjacent aerodrome.
RESTRICTED AIRSPACE
P12
R 102
Prohibited area.
Restricted area.
Danger area.
D5
Military area.
E 2005
M 53
03 APR 03
Change: New
LAT
General Information
Page 13
TERRAIN FEATURES
– Ocean, Sea, Important lakes are shown in
blue colour.
– Important Mountain range is shown in a grey
topography pattern.
WAYPOINTS
Compulsory reporting point
P
P
Non compulsory reporting point
All reporting points adapt the colour of the airspace they are in (high = black, low = blue)
MARLN
S34 02.1
E152 04.0
P N774
Restrictions on reporting point
Waypoint valid for N774 non compulsory
Reporting point GIRSA only on UM321
The next intersection outside the frame of the
chart is indicated by the five letter code placed
in the border.
E 2005
Met report required
Change: New
10 APR 03
LAT
Page 14
General Information
E 2005
Intentionally left blank
10 APR 03
Change: New
C:\Minima_Project\Runway_Images\GBY
D.BMP
4
10
9
11
15
5
Change: Update
RVR (Runway Visual Range)
(Convertible) RVR, reported RVR or MET
visibility:
24
Alternate
LFML
Circling T: 23 LFSB
C: 800-V2.4
EDDS
D: 800-V3.6 T LSGG
Circling
minima
14
OA1,N
N
OA2,N
–
84
116
184
363
Alternate Disstatus
tance
= RVR value which may be:
--- a reported RVR, or
--- a converted visibility.
R0.3 = RVR must be a reported RVR value.
R6000f= Reported RVR value in feet.
V1.6 = Value must be a reported MET
visibility. No conversion according
conversion table allowed.
V1.25s = Visibility in Statute Miles.
18 Approach procedures and Landing minima
(except Circling minima) are according to
TERPS (Terminal Instrument Procedures).
19 Radar Termination Range (RTR) and
distance from RTR to landing threshold.
20 Approach procedure designator. Slash (/)
means VOR or NDB approach procedure.
21 JAR meteorological minima:Required ceiling
(CLG)
22 All bearings are orientated towards true north.
23 All Circling minima are according to TERPS.
24 Specific minima is according to TERPS.
0.55
460--- 1.6
400--- V1.5
19
12 Approach facility leading down to circling
minimum.
OR:
Approach with difference between final track
and runway track
13 FMS equipped ACFT permission with
1 NDB only
14 Explanations; see ADR Dest. Alternate--Supplementary information para
1.2 LEGENDS.
15 Minima for aircraft with wingspan of
65 meters and more, or vertical distance
between the flight path of the wheels and
the glide path antenna of 7 meters and more
16 ATIS FREQ for standard procedures and
ARR only.
17 JAR meteorological minima:
DH or MDH--- RVR
c300---1.4
7c200---0.55
SRA RTR 2NM
13
c350--- 1.2
350--- 1.2
400--- 1.5
210--- 0.8
220--- 0.8
220--- 0.6
21
ETOPS 2
ETOPS 1
LLZ
VOR --- 191
NDB 12
NDB KE+F
HL/HL
ILS C
17
ILS D
ILS ACFT>65/7
Approach type minima
ILS+DME PrefA 600---V3.2
HL/HL
32
3600
Runway
information
400--- 2.0 14 8
400--- 2.0 3600 G
0---R75
0 (DH)---R75
20
17
ILS SIDEST.14 1660--- V10.0
6
ILS CAT 3B
VOR/NDB
NDB
ILS 3% 3
Aerodrome opening hours
Fuel restrictions
MISAP minimum climb gradient
Lowest possible ILS CAT 3 minima.
(DH): application of DH required.
This CAT 3 minima shows the lowest possible
system minima depending on state and aerodrome requirement.
The pilot must always use the higher of this
system minima of his aircraft type (according
to LAT, Company Information, CAT 3 minima).
AVRO: If for CAT 3A the RVR of 150m can not
be applied then a separate CAT 3A minima
with 200m will be published.
5 ETOPS---minima (explanation on reverse side)
6 Sidestep approach ILS16 with landing on
RWY 14
7 State preflight alternate minima
8 Runway designator
9 Approach/runway light facility
10 Runway grooved
11 LDA
1
2
3
4
TN 22
AD: 1 Non SKED
PPR 72HR
Fuel: MON--- FRI 08--- 12
2 SAT 13--- 20
SUN 08--- 12
else O/R
TWR 118.300
TERPS
18
GBYD -- BJL (10˚W)
BANJUL YUNDUM INTL
GAMBIA
ATIS 119.200 16
LEGENDS TO THE AERODROME LIST
Aerodrome information Runway Approach type minima
layout
E 2005
General Information
Page 29A
LAT
17 MAR 05
LAT
General Information
Diese Seite wird von Swiss geliefert!
Page 30A
19 FEB 04
Change: NIL
Change: Update
13
7
8
9
10
11
12
5
6
1
2
3
4
ETOPS 2
ETOPS 1
10
c200---0.55
c300---1.4
600--- V3.2
1660--- 10.0
0---R75 HL/HL
0(DH)---R75
4
400--- 2.0 14 8
400--- 2.0 3600 G
9
11
HL/HL
32
3600
Runway
information
15
18
14
350--- 1.2
400--- 1.5
c350 --- 1.2
210--- 0.8
220--- 0.8
220--- 0.6
RVR (Runway Visual Range)
(Convertible) RVR, reported RVR or MET
visibility:
0.55 = RVR value which may be:
--- a reported RVR, or
--- a converted visibility.
R0.3 = RVR must be a reported RVR value.
R6000f= Reported RVR value in feet.
Circling T: 21
C: 800/V3.7
D: 800/V4.6 T 22
Circling
minima
= Value must be a reported MET
visibility. No conversion according
conversion table allowed.
V1.25s = Visibility in Statute Miles.
17 Approach procedures and Landing minima
(except Circling minima) are according to
TERPS (Terminal Instrument Procedures).
18 Radar Termination Range (RTR) and distance from RTR to landing threshold.
19 Approach procedure designator. Slash (/)
means VOR or NDB approach procedure.
20 All bearings are orientated towards true
north.
21 All Circling minima are according to TERPS.
22 Specific minima is according to TERPS.
V1.6
SRA RTR 2NM 460---1.6
VOR --- 191
NDB 12
LLZ
ILS C
16
ILS D
ILS ACFT>65/7
Approach type
minima
14 JAR meteorological minima:
Required ceiling (CLG)
15 Minima for aircraft with wingspan of
65 meters and more, or vertical distance
between the flight path of the wheels and
the glide path antenna of 7 meters and
more.
16 JAR meteorological minima:
DH or MDH--- RVR
5
ILS+DME PrefA
7
13
6
ILS SIDEST.14
ILS CAT 3B
VOR/NDB 19
NDB
16
ILS 3% 3
Approach type minima
Aerodrome opening hours
Fuel restrictions
MISAP minimum climb gradient
Lowest possible ILS CAT3 weather minima
values
ETOPS--- minima
Sidestep approach ILS16 with landing on
RWY 14
State preflight alternate minima
Runway designator
Approach/runway light facility
Runway grooved
LDA
Approach facility leading down to circling
minimum.
OR:
Approach with difference between final
track and runway track
Lowest possible ILS CAT3 weather minima
with required DH
Non SKED
1 PPR 72HR
Fuel: MON--- FRI 08--- 12
13--- 20
2 SAT
SUN 08--- 12
else O/R
C:\Minima_Project\Runway_Images\GBYD.
BMP
GBYD -- BJL (10˚W)
BANJUL YUNDUM INTL
GAMBIA
ATIS NIL
TWR 118.30
TERPS
17
TN 20
AD:
Runway
layout
Aerodrome information
LEGENDS TO THE AERODROME LIST AND PALM/SMART COMPANION
E 2005
General Information
Page 29A
LAT
17 MAR 05
LAT
Page 30A
General Information
17 MAR 05
E 2005
Intentionally left blank
LAT
General Information
Page 31
LIGHTS, VISUAL AIDS, ARRESTING SYSTEMS
APPROACH LIGHTING SYSTEMS ICAO
Approach Lighting Systems (APL) with identification letter as indicated on Airport Facility Chart AFC.
Standard length of APL are 900 meters, deviations are indicated on AFC.
ICAO STANDARD CAT 2/3
C
DISTANCE CODED CENTRE
(CALVERT)
LINE
150m
300m
300m
150m
Runway
300m
150m
Runway
B
Runway
A ICAO STANDARD CAT 2/3
Sequenced
flashing lights
- EFAS (except Canada)
5 lights
in a row
D
BARRETTE CENTRE LINE
E
Runway
SINGLE ROW
300m
Runway
with cross or
roll guidance
bars,
F
PARALLEL ROW
Runway
without cross or
roll guidance
bars,
Sequenced
flashing lights
- EFAS (except Canada)
5 lights
in a row
E 2005
If no ICAO standard is applicable the APL is named ICAO-X.
Change: Update
25 SEP 03
LAT
General Information
Page 32
APPROACH LIGHTING SYSTEM USA
Including US AFB and countries with US approach light standard.
Approach Lighting Systems (APL) with identification letter as indicated on Airport Facility Chart AFC.
Standard length of APL is 730m, except type K and L, deviations are indicated on AFC.
300m
300m
150m
BARRETTE CENTRE LINE
CAT 2
Runway
Sequenced
flashing lights
- EFAS -
SINGLE ROW (430m)
5 lights
in a row
Runway
5 lights
in a row
Sequenced
flashing lights
- RAIL -
5 lights
in a row
L
SINGLE ROW (460m)
Runway
300m
430m
Runway
SINGLE ROW
Sequenced
flashing lights
- EFAS -
5 lights
in a row
K
I
300m
H
Runway
ICAO STANDARD CAT 2/3
460m
G
Sequenced
flashing lights
- RAIL -
Omnidirectional
sequenced flashing
lights - EFAS -
RUNWAY END IDENTIFICATION LIGHTS
Runway End Identification Lights (REIL) consist of a pair of synchronized flashing lights, one on each side of the runway threshold
facing the approach area.
Runway
25 SEP 03
Change: Update
E 2005
REIL
LAT
General Information
Page 33
VISUAL APPROACH SLOPE INDICATOR SYSTEM
2-BAR VASIS and AVASIS
VASIS are called AVASIS if consisting of less components (lights) than standard or if installed on only
one side of the runway. Can be used down to 200ft by aeroplanes having pilot’s eye-to-wheel heights
of approximately 4.5m or less e.g. A320, MD80, DC9, 737, F100, F28, F50.
VASIS must not be used for positive indication below:
300ft by DC10, 767, 757 and A330; 500ft by MD11, B747 and A310.
ON GLIDE SLOPE
LOW
HIGH
Examples of VASIS and AVASIS designations on LC
VASIS 3.00 (written sometimes as
2 ---B VASIS 3.00)
AVASIS 3.00L
AVASIS 3.00
3-BAR VASIS and AVASIS
3-BAR VASIS are called 3-BAR AVASIS if installed on only one side of runway.
3-BAR VASIS resp. 3-BAR AVASIS shall consist of VASIS resp. AVASIS plus the installation of a pair
of additional upwind wing bars.
Provided for aeroplanes having a pilot’s eye-to-wheel heights exceeding approximately 4.5m but not
more than approximately 16m e.g. B747, MD11, DC10, 767, 757, A330, A300, A310.
3-BAR VASIS must not be used for positive indication below 200ft.
Bars crossed out in drawings below should be ignored.
B747-DC10-MD11-B767-B757-A330-A300-A310
LOW
ON GLIDE SLOPE
HIGH
A320--- MD80--- DC9--- 737--- F100--- F28--- F50
LOW
ON GLIDE SLOPE
HIGH
Examples of 3-BAR VASIS and 3-BAR AVASIS designations on LC
E 2005
3 ---B VASIS 2.75/ 3.25
Change: New
3 ---B AVASIS 2.50/ 3.00R
3 ---B AVASIS 2.75/ 2.75L
03 APR 03
LAT
General Information
Page 34
T ---VASIS and AT ---VASIS
T-VASIS are called AT-VASIS if installed on only one side of the runway.
T-VASIS may be used by all aeroplanes down to 200ft.
VERY
LOW
LO
W
LO
W
HIGH
LO
W
A320, MD80, DC9, B737, F100,
F28, F50 = HIGH
A320, MD80, DC9, B737, F100,
F28, F50 = HIGH
A320, MD80, DC9, B737, F100,
F28, F50 = On Glide Slope
B747, MD11, DC10, B767, B757,
A330, A300, A310 = On Glide
Slope
B747, MD11, DC10, B767, B757,
A330, A300, A310 = LOW
B747, MD11, DC10, B767, B757,
A330, A300, A310 = LOW
PAPI and APAPI (Precision Approach Path Indicator)
PAPI are called APAPI if consisting of two lights only.
PAPI are normally installed on the left side of the runway.
PAPI may be used by all aeroplanes down to 200ft.
3
2
SLIGHTLY LOW
(Approximately 0.30°)
4
LOW
(More than 0.50°)
5
Change: New
E 2005
1
03 APR 03
ON GLIDE SLOPE
SLIGHTLY HIGH
(Approximately 0.30°)
HIGH
(More than 0.50°)
LAT
General Information
Page 35
STANDARD RUNWAY LIGHTING SYSTEMS
Runway End Lights (REL)
600m
600m
300m
Intermediate holding position lights
(unidirectional)
Taxiway egde
Lights (TWL)
7.5 or 15 or 30m
Taxiway Centre Line Lights
(TWY-CLL)
Taxiway stop bar lights
(unidirectional)
ILS critical sensitive area
(bi-directional lights)
maximum 3m
30m or
Touchdown Zone Lights
(TDL)
900m
60m
Runway Edge Lights
(RWL)
30m or
60m
Runway Centre Line Lights
(RWY-CLL)
Displaced Threshold Lights
(THL)
E 2005
or one-third of runway length,
whichever is less
Change: Update
Approach direction
02 DEC 04
LAT
General Information
Page 36
VISUAL GROUND AIDS
RWY Designation Markings
20
Standard runway designation.
Runway centre line.
Runway threshold.
20
L
Runway designation for parallel runway.
Runway centre line.
Runway threshold.
20
Alternative runway designation for runway
width 45m and greater.
Runway centre line.
Runway threshold.
Threshold markings
The number of stripes are in accordance with the RWY width:
Runway width
Number of stripes
18m
23m
30m
45m
60m
4
6
8
12
16
Displaced THR and restricted use area markings
Temporarily displaced landing threshold.
Temporarily or permanently displaced landing
threshold.
Temporarily or permanently closed runway or
part of runway (normally closed for use by all
aeroplanes).
Temporarily or permanently closed taxiway or
part of taxiway (normally closed for use by all
aeroplanes).
02 DEC 04
Change: NIL
E 2005
Undershoot or overrun area (not suitable for
normal use by aeroplanes).
LAT
General Information
Page 37
Runway fixed distance / aiming point markings
a
20
a = DIST from THR to beginning of marking
LDA > 1200m a = 300m
LDA ≥ 2400m a = 400m
Runway touchdown zone markings with distance coding
150m
150m
150m
150m
150m
150m
20
Taxi holding position markings (ILS sensitive area)
a) Where a taxiway intersects a non-instrument, non-precision approach, a precision approach Category I or take-off runway; or where a single taxi-holding position is provided at an intersection of
a taxiway and a Category II / III runway.
b) Category II or III taxi-holding position marking where a closer taxi-holding position to the runway
is available.
E 2005
b) Category II or III
Change: Update
a) Category I
25 SEP 03
LAT
Page 38
General Information
Information signs
Information signs shall include: direction signs, location signs, destination signs, runway exit signs,
runway vacated signs and intersection take-off signs.
Location / TWY Direction
Location / Runway Vacated
Runway Exit
TWY Direction / Location / TWY Direction / TWY Direction
Intersection Take-Off
Mandatory Instruction signs
A mandatory instruction sign shall be provided to identify a location beyond which an aircraft taxiing
or vehicle shall not proceed unless authorized by the aerodrome control tower.
Mandatory instruction signs shall include runway designation signs, category I, II or III holding position signs, runway-holding position signs, road-holding position signs and NO ENTRY signs.
Sign Right Side of TWY
Sign Left Side of TWY
Runway-Holding Position
Location / Runway Designation
Runway Designation / Location
Runway Designation / Category II Holding Position
25 SEP 03
Change: NIL
E 2005
No Entry
LAT
General Information
Page 39
AEROPLANE NOSE-IN PARKING SYSTEMS
Safegate Docking System
DISPLAY BOARD
B
A
7 4 7
S TO P
H
G
F
D
E
C
B
Form of display
Indication for
A
Alphanumerical
Aeroplane type (preselected). Final stop confirmation.
B
GREEN bottom lights
Permission to enter gate.
C
GREEN bar / aeroplane symbol
Azimuth guidance (parallax).
D
Pair of GREEN lights
Stop position reference.
E
Vertical row of GREEN lights
Closing rate to stop position. Each light corresponds to
an inductive loop spaced at 1 meter intervals.
F
YELLOW lights
Nosegear 1 meter before stop position.
G
Pairs of RED lights
Stop position reached.
H
Alphanumerical
Stop command.
E 2005
Routine docking manoeuvre
1. Line-up to center aeroplane symbol with
GREEN reference bar.
2. Check aeroplane type displayed (flashing).
3. Check GREEN bottom lights (flashing).
4. When nosegear passes over first sensor,
aeroplane type display and GREEN bottom
lights will both change from flashing to steady.
5. GREEN closing rate lights will move upwards
in relation to actual aeroplane speed.
6. At 1 meter before the stop position,
YELLOW lights will illuminate.
7. Reaching the stop position, all four RED lights
will illuminate concurrent with the displayed
command “STOP”.
8. If correctly positioned, “OK!” will be displayed.
Beyond 1 meter of the nominal stop position
“TOO FAR” will be displayed.
in the system after initiation by the nose wheel),
hold short immediately and ask for marshaller.
If safegate not illuminated: Hold before entering
and advise ground control to switch the lights on.
Emergency stop: All 4 RED stop position lights
and “STOP” at full brilliance will flash.
Warning: If wrong aeroplane type displayed, or if
closing rate lights do not move upwards when
nosewheel enters the sensor area (orange markings), or when “ERR+STOP” is displayed (error
Change: New
03 APR 03
LAT
Page 40
General Information
Aeroplane Parking and Information System APIS
DISPLAY BOARD
Aeroplane type (preselected)
and stop position indication
--- OK
--- TOO FAR
Stop command
Closing rate “THERMOMETER“
Showing 0--- 14m to stop position
On
centreline
INOGON CENTRELINE GUIDANCE
Warning: Final 15m slow taxiing to
allow correct “THERMOMETER” indication.
03 APR 03
Steer left
Change: New
E 2005
Steer right
LAT
General Information
Page 41
Docking Guidance System SAFEDOCK
DISPLAY BOARD
Aeroplane type (preselected) indication:
– STOP
– TOO FAR
– STOP ID FAIL
The floating yellow arrows indicate that the system is activated and “Ready to enter”
Watch the red arrow in relation to the green centre line
indicator for correct azimuth guidance.
Green centre line
Follow the Lead-in line. When the two vertical closing rate
fields turn yellow the aeroplane is caught by the laser and
being identified.
When the aeroplane is 16m from the stop position, the closing
rate starts indicating distance to go by turning off one pair of
LEDs for each half meter the aeroplane advances into the gate.
During approach into the gate, the aeroplane will be identified. If, for any reason, identification is
not made 12m before the stop position, the system will show “ STOP“ and “ ID FAIL “ and the azimuth guidance field will turn red. The aeroplane will now be identified, and docking can proceed.
E 2005
When the correct stop position is reached the display will show “STOP“ and the azimuth field will
turn red. All yellow closing rate LED’s will be switched off. When the aeroplane is correctly parked
“OK“ will be displayed after a few seconds. If the aeroplane has overshot the stop position “TOO
FAR“ will be displayed.
Change: New
03 APR 03
LAT
General Information
Page 42
RLG automated system for visual docking
RLG stand for: Robert L. Gugenmeier, the inventor of the system. The system is in a metal enclosure
housing attached to the terminal building precisely lined up perpendicular to and 21 inches left of the
taxi line of the gate area, aligned for interpretation by the pilot in the left hand seat.
Aeroplane type indicator
Stopping guidance
747 10 737
GREEN
(start)
8 SP 300
AMBER
(caution)
727 707 11
RED
(stop)
Centreline guidance
RED neon numbers
GREEN neon tube
( centreline )
YELLOW neon tube
( off left or right )
FRONT
Docking procedure
Prior to entering bay, confirm aeroplane type displayed on the aeroplane type indicator. Discontinue
docking when wrong aeroplane type is shown. Taxi into bay at minimum speed. Interpret vertical neon
lights for centerline guidance as follows:
GREEN
GREEN
YELLOW
or
RED
On the left of the centreline
GREEN
YELLOW
or
RED
On the centreline
On the right of the centreline
03 APR 03
Change: New
E 2005
Discontinue docking when lights go off.
LAT
General Information
Page 43
INOGON airpark system
Stop Beacon
STOP LINE
MD11 DC10 B747 MD80 DC9
Centre line Beacon
The beacon is equipped with a
moire screen and lighting designated for the guidance of aeroplanes on the ground. The beacon
observed by the pilot indicates, in
the form of arrows, the direction in
which he should steer and when
the correct stop position is reached.
Centre Line Guidance
Steer right
On line
YELLOW
Steer left
Centre line
To guide the pilot along a line without
any requirement for exact stop positioning (used on open ramps).
BLA
CK
One stop
For exact positioning of one type of
aeroplane or approximate positioning of a group of aeroplanes (used for
docking or on open ramps).
Stop Line Guidance
Slow forward
E 2005
Change: NIL
BLACK
STOP LINE
STOP LINE
YELLOW
Correct stop position
STOP LINE
Forward
Multi stop
For exact positioning of a limited
number of aeroplane or approximate
positioning of groups of aeroplanes
(used when docking). Type of aeroplane/ stop line will be selected at the
gate.
17 JUL 03
LAT
General Information
Page 44
Stand entry guidance system
The system consists of a centreline guidance named AGNIS (Azimuth Guidance for Nose-in Stand)
and a stop element named Side Marker Board or Stop Element Marker Board, Parallax Aeroplane
Parking Aid or Stop Light System.
Azimuth Guidance for Nose-In Stand (AGNIS)
Mounted on the face of the pier and aligned for the pilot sitting in the left-hand seat. It emits red and/or
green beams through two parallel vertical slots.
RED
GREEN
LEFT of centerline,
turn towards GREEN
GREEN GREEN
GREEN
RED
RIGHT of centerline,
turn towards GREEN
On centerline
Side Marker Board
It consists of a steel frame on the pier side of the nose loader with vertical slats. The edge of each slat
is BLACK with a WHITE segment, the side facing the taxiway is GREEN and the side facing the pier
is RED. Each slat bears an aeroplane type tab. The pilot entering the stand will see the GREEN side.
In correct STOP position the BLACK egde only (with WHITE segment). Passing the STOP position
the RED side of the slat will begin to appear.
At certain gates, the DC9/MD80 - with pilot’s position abeam the air jetty - will not be served by SMB.
Instead the correct stopping position will be given by a STOP MARK on the air jetty itself.
B747
FRAME
GREEN
AIR JETTY
PIER
WHITE
DC9
AEROPLANE
IDENTIFICATION
TAB
AGNIS
RED
SIDE
MARKER
BOARD
WHITE
WHITE
BLACK
BLACK
GREEN
B747
WHITE
WHITE
BLACK
17 JUL 03
CONTINUE
TAXIING
STOP
Change: Update
E 2005
Air jetty in retracted position
LAT
General Information
Page 45
Stop Element Marker Board
The aeroplane is stopped at the correct position by means of the Stop Element. When the tubular light,
visible through the horizontal slot in the marker board, registers in line with the appropriate vertical reference mark, the aeroplane has reached the correct stopping position.
WARNING
Be sure to select the correct vertical reference mark corresponding to your type of aeroplane. Marker board layouts are different
for the various nose-in parking positions.
Typical examples of Stop Element Marker Board
B747
MD11
DC10
A310
B747
other
types
All types:
continue taxiing.
SIGHTING SLOT
B747
other
types max.
B767
B747
B767
other
types
B747
B767
MD11
DC10
A310
B747
other
types
MD11
DC10
A310
B767
other
types
Other types: stop.
B747, MD11, DC10,
A310, B767:
continue taxiing.
MD11, DC10,
A310: stop.
B747, B767:
continue taxiing.
B747, B767: stop.
B747
B747
B747
MD80
DC9
All types:
continue taxiing.
MD11
DC10
A310
other
types max.
B767
MD80
DC9
DC9, MD80: stop.
Other types:
continue taxiing.
SIGHTING SLOT
CENTERLINE
GUIDANCE
ELEMENT
LIGHT TUBE
other
types max.
B767
other
types max.
B767
MD80
DC9
MD80
DC9
Other types max.
B767: stop.
B747: continue
taxiing.
B747: stop.
LIGHT TUBE
STOP ELEMENT
MARKER BOARD
E 2005
YELLOW
CENTERLINE
Change: New
03 APR 03
LAT
General Information
Page 46
Parallax Aeroplane Parking Aid
The Parallax Aeroplane Parking Aid is provided on aprons where apron-drive air jetties (Aeroways)
are installed. It indicates the correct forward stopping position.
It consists of a reference board with a horizontal slot running across its center. This board is supported
on a frame projecting 5ft from the face of the pier. Behind it is a 5ft weatherproof white fluorescent tube
mounted vertically and slightly to the right of the board.
FACE
PIER
OF
TUBE
MARKER BOARD
Accuracy of this system is very much dependent upon the accuracy of stand centerline. It has been
set up for interpretation by the pilot occupying the left-hand position.
Marker board and tube
B747
B757
B767
WHITE
MARKER
SLOT THROUGH WHICH
FLUORESCENT
TUBE
TUBE IS SIGHTED
WHITE
MARKER
MD11
A310
B707
Position of the fluorescent tube with respect to the WHITE marker when aeroplane is correctly parked.
03 APR 03
Change: New
E 2005
Taxiing into the stand, pilot will see the fluorescent tube appear to move along the slot towards the reference marks. Correct stopping position is reached when the tubular light registers in line with the appropriate vertical reference mark.
LAT
General Information
Page 47
Stop Light System
Two-colour light indicator
Signification of light signals
Steady RED
Not yet cleared to enter bay
Steady or flashing GREEN
Cleared to enter bay
Alternating GREEN/RED
Aeroplane should reduce speed and prepare to stop
Steady RED
Aeroplane reaches stopping point
Note: Lights RED or lights not visible or Stop aeroplane
GREEN light not visible
A stopping light comprises a single luminous slot which changes progressively from GREEN to RED
as the aeroplane proceeds towards the desired stopping position. When the stopping position is
reached the separation between RED and GREEN is situated opposite the index corresponding to the
type of aeroplane.
GREEN
RED
Burroughs Optical Lens Docking System
Module indicating
the centreline
Position stop
module
Stop bar
(moving downwards)
Fixed centreline
indicator
747
Left / right
indicator
Position stop cue
(fixed)
Example: Docking B747
747
E 2005
Align lower vertical bar
with upper datum bar. Horizontal stop cue bar
comes into view.
Change: New
Type indication
747
Maintain centreline alignment, horizontal bar moves
down towards 747.
747
Horizontal bar in line with
747 stop cue perfect alignment.
03 APR 03
LAT
Page 48
General Information
Side Marker Light
Within Australia, the Side Marker Light is used in connection with Upper Centerline Guidance Light
(B747 types only).
The Side Marker Light provides the pilots of B747 aeroplanes with a longitudinal stopping position. It
is mounted at a height of 9 meters.
As the pilot approaches the aerobridge, he will observe the following sequence of signals from the Side
Marker Light.
DULL
GREEN
A preliminary “dull” GREEN light can be seen through the arrow-shaped aperture at the front of the Side Marker Light unit. This indicates the location of the
signal. The initial indication may be seen at an early stage of the docking approach, and the intensity gradually increases as the aeroplane proceeds.
At 3.7m from the stopping position, a more intense and definite GREEN signal
begins to replace the preliminary indication. When this signal becomes a full arrow, the pilot is approximately 1.8m from the stopping position.
INTENSE
GREEN
As the pilot approaches the stopping position, the arrowhead reduces in size,
thus providing rate-of-closure information.
GREEN
By the time the stopping position is reached, the arrowhead has completely diminished, and two WHITE bars appear, indicating that the correct STOPPING
position has been reached.
WHITE
B747
STOP
If the pilot proceeds further, a single RED bar will replace the two WHITE ones,
indicating that he has overshot and must stop immediately.
03 APR 03
Change: New
E 2005
RED
General Information
AEROPLANE RADIO CONTROL OF AERODROME LIGHTING SYSTEM (ARCAL)
With the ARCAL system the pilot can switch-on
approach, runway (including VASIS, REIL etc.)
and other aerodrome lightings.
System available called “Aircraft Radio Control of
Aerodrome Lighting (ARCAL)”, “Pilot Control of
Airport Lighting” and “Remote Switching of runway lights”.
In Route Manual all systems are named with
heading ARCAL.
Heading ARCAL is located, if available, on landing chart in the left information area.
ARCAL type J (Canada only)
To operate all aerodrome lighting for duration of
approximately 15min, key mike 5 times within
5sec. The timing cycle may be restarted at any
time by repeating the keying sequence.
Note: Some systems will indicate when the duration period is over by flashing once., then remaining on for a further 2min before extinguishing
completely.
Other systems offer no indication that the period
is ending.
The control system may operate 24hr or between
SS and SR.
LAT
Page 49
ARCAL type L
To operate all aerodrome lighting for a duration of
approximately 15min, click microphone button as
indicated on landing chart. If required the procedure may be repeated for a further 15min period.
Example of ARCAL type L:
ARCAL: 118.10 type L (RWY 02/20 4 clicks within
4sec).
ARCAL type PAL (Australia only)
Australian type of ARCAL is called PAL (Pilot Activated Lighting) with following activation procedure:
On departure: Before taxi, resp.
on arrival: Within 15nm of aerodrome.
1. Transmit pulse must be between 1 and 5sec.
2. 3 pulses must be transmitted within 25sec.
Ensure that the 3rd pulse ends before the 25th
sec.
3. Break between transmissions can be more or
less than 1sec.
PAL will remain illuminated for 30-60min. The
wind indicator light will flash continuously during
the last 10min to warn users that the lights are
about to extinguish. To maintain continuity of lighting, repeat the activation sequence.
Example of ARCAL type PAL:
ARCAL: 122.80 type PAL
Example of ARCAL type J:
ARCAL: 122.80 type J
ARCAL type K (Canada and USA)
To operate all aerodrome lighting for a duration of
approximately 15min, key mike 7 times initially
within 5sec. This will ensure all lights are on maximum intensity.
The intensity may be adjusted up or down to any
one of three settings by keying the mike:
– 7 times within 5sec for high intensity setting.
– 5 times within 5sec for medium intensity setting.
– 3 times within 5sec for low intensity setting.
The timing cycle may be restarted at any time by
repeating the initial key sequence.
E 2005
Examples of ARCAL type K:
ARCAL: 122.80 type K
ARCAL: 122.80 type K (RWY 18/36)
Change: NIL
06 NOV 03
LAT
General Information
Page 50
CONVERSION TABLES
CONVERSION FACTORS
Into
To convert
Distances
Metres
Feet
Yards
Inches
Millimetres
Kilometres
Statute Miles
Nautical
Miles
Liquid
Litres
US Gallons
Multiply by
Feet
Yards
Metres
Yards
Feet
Metres
3.280833
1.093611
0.3048006
0.3333333
3
0.9144018
Millimetres
Inches
Statute Miles
Nautical Miles
Kilometres
Nautical Miles
Statute Miles
Kilometres
25.40
0.03937
0.62137
0.54000
1.609347
0.869047
1.150685
1.851852
Imp. Gallons
US Gallons
Litres
Imp. Gallons
0.219975
0.264178
3.785332
0.832680
Windspeed Velocity
m/sec
Knots
m/sec
ft/min
To convert
Weights
Kilograms
Pounds
Fuel weight
Litres
Kilograms
Imp. Gallons
Pounds
US Gallons
Pressure
Inches HG
PSI
2.0
~200
Into
Multiply by
Pounds
Kilograms
2.204622
0.453592
Specific weight
0.7100 0.8000
1.4085 1.2500
0.3717 0.3299
0.3095 0.2747
3.2305 3.6400
7.1220 8.0248
0.1404 0.1246
0.1686 0.1496
2.6909 3.0320
5.9323 6.6843
Kilograms
Litres
US Gallons
Imp. Gallons
Kilograms
Pounds
Imp. Gallons
US Gallons
Kilograms
Pounds
PSI
Inches HG
HPA/BAR
0.491157
2.036009
0.0689
HPA/BAR
Temperature
Celsius
PSI
14.5038
Fahrenheit
1.8
and add 32
Fahrenheit
Celsius
subtract 32
and multiply
by 0.555
DISTANCES
Kilometres to
ft/m
ft
sm
km
0.305
0.610
0.914
1.219
1.524
1.829
2.134
2.438
2.743
1
2
3
4
5
6
7
8
9
3.281
6.562
9.842
13.123
16.404
19.685
22.966
26.247
29.528
0.62
1.24
1.86
2.49
3.11
3.73
4.35
4.97
5.59
1
2
3
4
5
6
7
8
9
06 NOV 03
nm
Statute Miles to
Nautical Miles to
km
0.54 1.61
1.08 3.22
1.62 4.83
2.16 6.44
2.70 8.05
3.24 9.66
3.78 11.27
4.32 12.88
4.88 14.49
Metres-Yards
sm
nm
km
nm
sm
m
Yd/m
Yd
1
2
3
4
5
6
7
8
9
0.87
1.74
2.61
3.47
4.34
5.21
6.08
6.95
7.82
1.85
3.71
5.56
7.41
9.27
11.12
12.97
14.83
16.68
1
2
3
4
5
6
7
8
9
1.15
2.30
3.46
4.61
5.76
6.91
8.06
9.21
10.36
91.4
182.8
274.2
365.6
457.0
548.4
639.8
731.2
822.6
100
200
300
400
500
600
700
800
900
109.4
218.8
328.2
437.6
547.6
656.4
765.8
875.2
984.6
Change: Editorial
E 2005
Metres-Feet
m
LAT
General Information
Page 51
Meters to feet (rounded up to next 10ft)
m
0
0
3290
6570
9850
13130
16410
19690
22970
26250
29530
32810
36090
39380
42660
45940
49220
0
1000
2000
3000
4000
5000
6000
7000
8000
9000
10000
11000
12000
13000
14000
15000
100
330
3610
6890
10180
13460
16740
20020
23300
26580
29860
33140
36420
39700
42980
46260
49550
200
660
3940
7220
10500
13780
17070
20350
23630
26910
30190
33470
36750
40030
43310
46590
49870
300
990
4270
7550
10830
14110
17390
20670
23960
27240
30520
33800
37080
40360
43640
46920
50200
400
1320
4600
7880
11160
14440
17720
21000
24280
27560
30840
34130
37410
40690
43970
47250
50530
ft
500
1650
4930
8210
11490
14770
18050
21330
24610
27890
31170
34450
37730
41020
44300
47580
50860
600
1970
5250
8540
11820
15100
18380
21660
24940
28220
31500
34780
38060
41340
44620
47910
51190
700
2300
5580
8860
12140
15420
18710
21990
25270
28550
31830
35110
38390
41670
44950
48230
51510
800
2630
5910
9190
12470
15750
19030
22310
25600
28880
32160
35440
38720
42000
45280
48560
51840
900
2960
6240
9520
12800
16080
19360
22640
25920
29200
32490
35770
39050
42330
45610
48890
52170
Example: 9500m = 31170ft
Slant range in Nautical Miles (nm)
40
0
5
10
- 3.0
15
20
25
30
35
- 2.0
- 0.5 nm
35
ALTITUDE ( 1000 ft )
40
- 1.0
“When range in nm is greater than altitude in
thousands of feet, forget about slant range”.
30
25
Example:
20
15
ALT 35000 ft
DME DIST 17 nm
GND DIST 16 nm
10
Radio horizon for VHF facilities
E 2005
ft
1000
2000
3000
4000
Change: NIL
nm
39
54
66
77
ft
6000
8000
10000
12000
nm
95
109
123
134
ft
15000
20000
25000
30000
nm
150
174
194
213
ft
35000
40000
45000
50000
nm
230 D =
246 D =
260 H =
275
1.23 x p H
Distance in nm
Height
g in ft
23 SEP 04
LAT
General Information
Page 52
WEIGHTS
Liquids and weights
Litres (l) to
IMG
I
0.22
1
0.44
2
0.66
3
0.88
4
1.10
5
1.32
6
1.54
7
1.76
8
1.98
9
USG
0.26
0.53
0.79
1.06
1.32
1.59
1.85
2.11
2.38
US Gallons (USG) to
I
USG IMG
3.79
1
0.83
7.57
2
1.67
11.36 3
2.50
15.14 4
3.33
18.93 5
4.16
22.71 6
5.00
26.50 7
5.83
30.28 8
6.66
34.07 9
7.49
Imp. Gallons (IMG) to
I
IMG
USG
4.55
1
1.20
9.09
2
2.40
13.64 3
3.60
18.18 4
4.80
22.73 5
6.00
27.28 6
7.21
31.82 7
8.41
36.37 8
9.61
40.91 9
10.81
kg and lb
kg
lb/kg
0.45
1
0.91
2
1.36
3
1.81
4
2.27
5
2.72
6
3.18
7
3.63
8
4.08
9
lb
2.20
4.41
6.61
8.82
11.02
13.23
15.43
17.64
19.84
Jet fuel weight ) (specific weight: 0.80)
kg
USG/
IMG
kg
USG
kg
IMG
LB
USG/
IMG
3.0283
1
3.6368
0.330223
1
0.274969
6.6843
1
6.0565
2
7.2736
0.660445
2
0.549937 13.3686
2
9.0848
3
10.9103 0.990668
3
0.824906 20.0529
3
12.1131
4
14.5471 1.320890
4
1.099875 26.7372
15.1413
5
18.1839 1.651113
5
18.1696
6
21.8207 1.981335
21.1979
7
24.2261
27.2544
LB
USG
LB
IMG
8.0248 0.1496
1
0.1246
16.0496 0.2992
2
0.2492
24.0744 0.4488
3
0.3738
4
32.0992 0.5984
4
0.4984
1.374843 33.4215
5
40.1240 0.7480
5
0.6230
6
1.649812 40.1058
6
48.1488 0.8976
6
0.7476
25.4574 2.311558
7
1.924781 46.7901
7
56.1736 1.0472
7
0.8722
8
29.0942 2.641780
8
2.199749 53.4744
8
64.1984 1.1968
8
0.9968
9
32.7310 2.972003
9
2.474718 60.1587
9
72.2232 1.3464
9
1.1214
Litres to Kilograms (thousands of Litres) (specific weight: 0.80)
Lit.
0 0.050 0.100 0.150 0.200 0.250 0.300 0.350 0.400 0.450 0.500 0.600 0.700 0.800 0.900
0
0
40
80
120
160
1
800
840
880
920
960 1000 1040 1080 1120 1160 1200 1280 1360 1440 1520
200
240
280
320
360
400
480
560
640
720
2 1600 1640 1680 1720 1760 1800 1840 1880 1920 1960 2000 2080 2160 2240 2320
3 2400 2440 2480 2520 2560 2600 2640 2680 2720 2760 2800 2880 2960 3040 3120
4 3200 3240 3280 3320 3360 3400 3440 3480 3520 3560 3600 3680 3760 3840 3920
5 4000 4040 4080 4120 4160 4200 4240 4280 4320 4360 4400 4480 4560 4640 4720
6 4800 4840 4880 4920 4960 5000 5040 5080 5120 5160 5200 5280 5360 5440 5520
7 5600 5640 5680 5720 5760 5800 5840 5880 5920 5960 6000 6080 6160 6240 6320
8 6400 6440 6480 6520 6560 6600 6640 6680 6720 6760 6800 6880 6960 7040 7120
9 7200 7240 7280 7320 7360 7400 7440 7480 7520 7560 7600 7680 7760 7840 7920
10 8000 8040 8080 8120 8160 8200 8240 8280 8320 8360 8400 8480 8560 8640 8720
23 SEP 03
9500 Lit. = 7600 kg
Change: Update
E 2005
Example:
LAT
General Information
Page 53
DETERMINATION OF ACTUAL ALTITUDE / FL
Temperature correction for MOCA calculation
250
OAT = STD Temp ( ˚C )
250
- 30
100
- 25
LEVEL
150
200
- 20
150
- 15
FLIGHT
REQUIRED MOCA (x 100ft)
200
STD
Temp
- 35
- 10
100
- 5
0
50
50
+5
+10
MSL
- 1500ft
- 1000ft
- 500ft
0
+500ft
ADD TO ( SUBTRACT FROM ) MOCA / figure
MSL
+1000ft
+15
QNH-correction
940
+ 2000ft
950
960
+ 1500ft
970
980
990
1000
1010
1020
+ 1000ft
+ 500ft
0
ADD TO ( SUBTRACT FROM ) MOCA / figure
1030
-- 500ft
1040
1050
-- 1000ft
Example:
Required MOCA
OAT
Graph OAT: Subtract from MOCA
QNH
Graph QNH: Add to MOCA
Obtain corresponding indicated altitude
=
=
=
=
==
18’000ft
STD Temp + 10°
-700ft
1008 MB/HPA
+150ft
17’450ft
E 2005
Note: If it is desired to calculate the true altitude from an actual flight level, the algebraic signs (+,-)
of the two corrections to/from the FL figure ( instead of MOCA figure ) have to be reversed.
Change: NIL
05 JUN 03
LAT
General Information
Page 54
Temperatures of standard atmosphere
FL
0
10
20
30
40
°C
15
13
11
9
7
FL
50
60
70
80
90
°C
5
3
1
−1
−3
FL
°C
FL
100 −5 150
110 −7 160
120 −9 170
130 −11 180
140 −13 190
°C
−15
−17
−
−19
−23
FL
200
210
220
230
240
°C
−25
−27
−29
−31
−33
FL
250
260
270
280
290
°C
−35
−36
−38
−40
−42
FL
300
310
320
330
340
°C
FL
°C
−44 350 −54
−46 360 −54
−48
and
−50 higher −56
−52
ALTIMETER CORRECTIONS DURING APPROACH
The altimeter error may be significant under conditions of extremely cold temperatures.
Altimeter corrections during approach (recommendation):
It is assumed that the aeroplane altimeter reading on crossing the fix is correlated with the published
altitude, allowing for altitude error and altimeter tolerances.
Values to be added by the pilot to published altitudes (ft)
Height in ft above the elevation of the altimeter setting source (AGL)
AD
OAT °C 200 300 400 500 600 700 800 900 1000 1500 2000 3000 4000 5000
0°
0
20
20
20
20
40
40
40
40
60
80
140
180
220
−10°
20
20
40
40
40
60
80
80
80
120
160
260
340
420
−20°
20
40
40
60
80
80
100
120
120
180
240
380
500
620
−30°
40
40
60
80
100
120
140
140
160
240
320
500
660
820
−40°
40
60
80
100
120
140
160
180
200
300
400
620
820 1020
−50°
40
80
100
120
140
180
200
220
240
360
480
740
980 1220
Note: The table is based on aerodrome elevation of 2000ft; however, it can be used operationally at
any aerodrome.
Example:
AD XYXZ
Elevation
OAT -10°
min. ALT at FIX on GP
AGL
Correction
Indicated ALT at FIX
2000ft
3500ft
1500ft
3500ft
120ft
3620ft
05 JUN 03
Change: Update
E 2005
(4ft per 1000ft above the source per °C off standard)
E 2005
Change: New
03 APR 03
Example: Determine the sunrise time in GMT at 40˚N, 77˚W on 20th January.
Enter the diagram at the top of the scale on the line marked January 20, follow the line until the intersection with the 40˚ north latitude
curve; at the vertical scale read off the local civil time, i.e. 0718; calculate the correction for the longitude, i.e. 4x77=308min (=5h08min),
add the correction to the local civil time, i.e. 0718+5h08min=1226 GMT.
Instructions for use
1) Enter the top or bottom scale with the proper date.
2) Move vertically down or up the curve for the observer’s latitude.
3) Move horizontally to the right or left and read local time on the vertical scales at the sides.
4) To find exact GMT add 4 minutes for each degree west of Greenwich Meridian and subtract 4 minutes for each degree east of
Greenwich Meridian.
The scales at the top and bottom of the page mark the date for every five days, while the vertical scales divide the Local Civil Time.
Accuracy of the diagrams is to within one or two minutes.
Sunrise and sunset diagrams
These diagrams portray graphically for any year the times of rising and setting of the sun for latitudes up to 75˚ North and South. For
high latitudes, not included on the diagram, twilight or half light will usually be found throughout the summer nights.
General Information
Page 55
LAT
SUNRISE AND SUNSET DIAGRAM
SUNRISE DIAGRAM
Change: New
03 APR 03
E 2005
Example:
What is GMT sunset in latitude 40˚N, longitude 77˚W, January 20th ?
Enter at bottom for January 20th and move vertically up to 40˚N curve. Move horizontally right and read Local Civil Time of 1704. Add
to Local Civil Time for 77˚W, 4 minutes for each degree, making a total of 308 minutes to be added to 1704 giving 2212 as GMT.
Instructions for use
1) Enter the top or bottom scale with the proper date.
2) Move vertically down or up the curve for the observer’s latitude.
3) Move horizontally to the right or left and read local time on the vertical scales at the sides.
4) To find exact GMT add 4 minutes for each degree west of Greenwich Meridian and subtract 4 minutes for each degree east of
Greenwich Meridian.
Page 56
The scales at the top and bottom of the page mark the date for every five days, while the vertical scales divide the Local Civil Time.
Accuracy of the diagrams is to within one or two minutes.
Sunrise and sunset diagrams
These diagrams portray graphically for any year the times of rising and setting of the sun for latitudes up to 75˚, North and South. For
high latitudes, not included on the diagram, twilight or half light will usually be found throughout the summer nights.
LAT
General Information
SUNSET DIAGRAM
LAT
General Information
Page 57
CLIMB AND DESCENT GRADIENTS
8000
Ground
speed
p
Glide (kt)
path
(degrees)
7.00
6.75
6.50
6.25
6.00
5.75
5.50
5.25
5.00
4.75
4.50
4.25
4.00
3.75
3.50
3.25
3.00
2.75
2.50
2.25
2.00
7000
6000
HEIGHT QFE (FT)
5000
Rate of descent ROD (FT/MIN and Rate of climb ROC (FT/MIN)
Glide path vs Ground speed
120 125 130 135 140 145 150 155 160 165 170 175 180
1500
1400
1350
1300
1250
1200
1150
1100
1050
1000
950
900
850
800
750
700
600
600
550
450
400
1550
1500
1450
1400
1300
1250
1200
1150
1100
1050
1000
950
900
850
750
700
650
600
550
500
450
1600
1550
1500
1450
1350
1300
1250
1200
1150
1100
1050
950
900
850
800
750
700
600
550
500
450
1650
1600
1550
1500
1400
1350
1300
1250
1150
1100
1050
1000
950
900
800
750
700
650
600
550
450
1700
1650
1600
1550
1450
1400
1350
1300
1200
1150
1100
1050
1000
900
850
800
750
650
600
550
500
1800
1700
1650
1600
1500
1450
1400
1350
1250
1200
1150
1050
1000
950
900
850
750
700
650
550
500
1850
1750
1700
1650
1600
1500
1450
1400
1300
1250
1200
1100
1050
1000
900
850
800
700
650
600
550
1900
1850
1750
1700
1650
1550
1500
1450
1350
1300
1200
1150
1100
1000
950
900
800
750
700
600
550
1950
1900
1800
1750
1700
1600
1550
1450
1400
1350
1250
1200
1100
1050
1000
900
850
750
700
600
550
2050
1950
1900
1800
1750
1650
1600
1500
1450
1350
1300
1200
1150
1100
1000
950
850
800
750
650
600
2100
2000
1950
1850
1800
1700
1650
1550
1500
1400
1350
1250
1200
1100
1050
950
900
800
750
650
600
2150
2050
2000
1950
1850
1750
1700
1600
1500
1450
1400
1300
1250
1150
1050
1000
900
850
750
700
600
2200
2100
2050
2000
1900
1800
1750
1650
1550
1500
1400
1350
1250
1200
1100
1050
950
850
800
700
650
Gradient vs Ground Speed
ROD (FT/MIN » GS (KT) x Grad (%)
4000
Example:
Required gradient = 5%
GS = 160 KT
3000 ROD = 5 x 160 » 800 FT/MIN
(correct value = 810 FT/MIN)
2000
1000
E 2005
1
1
Change: Update
2
2
3
3
4
5
4
6
7
5
8
9
10
6
NM
7
11
KM
13
03 JUL 03
8
14
15
9
16
10
17
18
11
19
20
12
21
22
13
23
24
25
LAT
Page 58
General Information
E 2005
Intentionally left blank
Change: NIL
03 JUL 03
LAT
General Information
Page 59
WORLD LOCAL TIMES
Local time (LT) is Standard time (STD) or Daylight saving time (DST)
Times given below should be added/subtracted (according signes) to UTC (Z,GMT).
General
All hours of operation of radio aids, service hours of aerodromes,etc. are indicated in
Coordinated Universal Time UTC, sometimes also expressed as “Z” time or GMT (UTC, Z, or GMT
not shown).
Times given in Local Time are followed by letters LT.
The symbol } indicates that during periods of Daylight Saving Time, effective hours will be one hour
earlier than shown.
Example: LSZH (STD +1, DST +2)
During STD period:
During DST period:
E 2005
COUNTRY
AFGHANISTAN
ALBANIA
ALGERIA
ANDAMAN ISLAND
ANDORRA
ANGOLA
ANGUILLA (Leeward Island)
ANTARCTICA
ANTIGUA & BARBUDA
ARGENTINA
ARMENIA
ARUBA
ASCENSION ISLAND
AUSTRAL ISLAND
AUSTRALIA:
Capital Territory (Canberra)
Lord Howe Island
New South Wales (Sydney)
Northern Territory (Darwin)
Queensland
South Australia (Adelaide)
Tasmania (Hobart)
Victoria (Melbourne)
Western Australia (Perth)
Whitsunday Islands
(Hamilton, Hayman & Lindeman)
AUSTRIA
AZERBAIJAN
AZORES
BAHAMAS
Change: Update
No landings 2330-0430 }
2330-0430 UTC +1 = 0030-0530 LT.
one hour earlier than shown
2230-0330 UTC +2 = 0030-0530 LT.
STD DIFFERENCE DST DIFFERENCE PERIOD WHEN
DST APPLIES
+4½
+1
+1
+5½
+1
+1
-4
-4
-4
-3
+4
-4
UTC
-10
+10
+10½
+10
+9½
+10
+9½
+10
+10
+8
+10
+1
+4
-1
-5
+2
27/03/05-30/10/05
+2
27/03/05-30/10/05
+5
27/03/05-30/10/05
+11
+11
+11
-26/03/05
26/03/05
...........29/10/0529/10/05-
+10½
+11
+11
-26/03/05
26/03/05
...........29/10/0529/10/05-
+2
+5
UTC
-4
27/03/05-30/10/05
27/03/05-30/10/05
27/03/05-30/10/05
03/04/05-30/10/05
10 FEB 05
Page 60
COUNTRY
General Information
STD DIFFERENCE DST DIFFERENCE PERIOD WHEN
DST APPLIES
BAHRAIN
BANGLADESH
BARBADOS
BELARUS
BELGIUM
BELIZE
BENIN
BERMUDA
BHUTAN
BOLIVIA
BOSNIA & HERZOGOVINA
BOTSWANA
BRAZIL:
Fernando do Noronha
South/central coast
Bahia, Goias, BSB/RIO/SAO
Part of Northeast coast & east of
Para Amazonas, Nortwest states
and west of Para
+3
+6
-4
+2
+1
-6
+1
-4
+6
-4
+1
+2
Mato Grosso and Mato Grosso do
Sul
Territory of Acre
BRITISH VIRGIN ISLAND
BRUNEI DARUSSALAM
BULGARIA
BURKINA FASO
BURUNDI
C AMBODIA
CAMEROON
CANADA:
Newfoundland Island
Labrador
Atlantic Zone:
New Brunswick,
Nova Scotia, Prince Edward Is.,
Quebec (East of Pte. des Monts)
Eastern Zone:
North-West Territory (East)
Ottawa, Ontario, Quebec
(West of Pte. des Monts)
Central Zone:
Manitoba, North-West Territory
(Central), Saskatchewan (West)
-4
10 FEB 05
-2
-3
+3
+2
27/03/05-30/10/05
27/03/05-30/10/05
-3
03/04/05-30/10/05
+2
27/03/05-30/10/05
-2
-13/02/05
16/10/05-
-3
-13/02/05
16/10/05-
+3
27/03/05-30/10/05
-4
-5
-4
+8
+2
UTC
+2
+7
+1
-3½
-4
-4
-2½
-3
-3
-5
-4
-6
-5
03/04/05-30/10/05
Change: Update
E 2005
LAT
LAT
General Information
COUNTRY
Mountain Zone:
Alberta, North-West Territory
(Mountain), Saskatchewan(West)
Some towns in NE British
Columbia
Pacific Zone:
British Columbia
Yukon Territory
Whitehorse and Watson Lake
Dawson City and Mayo
CANARY ISLANDS
CAPE VERDE ISLAND
CAROLINE ISLAND
CAYMAN ISLAND
CENTRAL AFRICAN REP.
CHAGOS ARCHIPELAGO
CHATHAM ISLAND
STD DIFFERENCE DST DIFFERENCE PERIOD WHEN
DST APPLIES
-7
-6
-8
-7
UTC
-1
+11
-5
+1
+5
+12¾
+1
+13¾
CHILE
-4
-3
CHINA (People’s Republic)
+8
+7
CHRISTMAS ISLAND
COCOS ISLANDS
COLUMBIA
COMOROS & MAYOTTE Isl.
CONGO
COOK ISLAND
COSTA RICA
CROATIA
CUBA
CURACAO
CYPRUS
CZECH REPUBLIC
D ENMARK
DJIBOUTI
E 2005
Page 61
+6½
-5
+3
+1
-9½
-6
+1
-5
-4
+2
+1
+1
+3
DOMINICA
DOMINICAN REPUBLIC
E ASTER ISLAND
-4
-4
-6
ECUADOR
(except Galapagos Isl.)
EGYPT
EL SALVADOR
EQUATORIAL GUINEA
ERITREA
ESTONIA
-5
Change: Update
+2
-6
+1
+3
+2
03/04/05 30/10/05
03/04/05-30/10/05
27/03/05-30/10/05
-19/03/05
01/10/05-13/03/05
09/10/05-
+2
-4
27/03/05-30/10/05
-30/10/05
+3
+2
+2
27/03/05-30/10/05
27/03/05-30/10/05
27/03/05-30/10/05
-5
-13/03/05
09/10/05-
+3
28/04/05-29/09/05
+3
27/03/05-30/10/05
03 MAR 05
Page 62
COUNTRY
General Information
STD DIFFERENCE DST DIFFERENCE PERIOD WHEN
DST APPLIES
ETHIOPIA
FALKLAND ISLANDS
+3
-4
FAROE ISLANDS
FIJI
FINLAND
FRANCE
FRENCH ANTILLES
FRENCH GUIANA
GABON
GALAPAGOS ISLAND
GAMBIER ISLAND
GAMBIA
GEORGIA
GERMANY
GHANA
GIBRALTAR
GREECE
GREENLAND:
Northeastern part
Central part
Western part
GRENADA
GUADELOUPE
GUAM
GUATEMALA
GUINEA BISSAU
GUINEA
GUYANA
HAITI
HONDURAS
HONG KONG
UTC
+12
+2
+1
-4
-3
+1
-6
-9
UTC
+4
+1
UTC
+1
+2
+1
-22/04/05
04/09/0527/03/05-30/10/05
+3
+2
27/03/05-30/10/05
27/03/05-30/10/05
+5
+2
26/03/05-29/10/05
27/03/05-30/10/05
+2
+3
27/03/05-30/10/05
27/03/05-30/10/05
-1
-2
-3
-4
-4
+10
-6
UTC
UTC
-4
-5
-6
+8
+1
UTC
-1
-2
HUNGARY
I CELAND
INDIA
INDONESIA:
Western Zone
Central Zone
Eastern Zone
IRAN
IRAQ
IRELAND Rep.
ISRAEL
ITALY
03 MAR 05
-3
27/03/05 30/10/05
27/03/05-30/10/05
+2
27/03/05-30/10/05
+4½
+4
+1
+3
+2
21/03/05-21/09/05
01/04/05-30/09/05
27/03/05-30/10/05
31/03/05-29/09/05
27/03/05-30/10/05
UTC
+5½
+7
+8
+9
+3½
+3
UTC
+2
+1
Change: NIL
E 2005
LAT
LAT
General Information
COUNTRY
IVORY COAST
JAMAICA
JAPAN
JOHNSTON ISLAND
JORDAN
K AZAZHSTAN:
Western Zone – Aktau,
Atyrau, Uralsk
Central Zone – Aktyubinsk
Eastern/Main Zone
KENYA
KIRIBATI:
Line Isl.
Phoenix Island
Gilbert Isl.
KOREA:
Democratic People’s Republic
Republic of
KUWAIT
KYRGYSTAN
LAO (People’s Democratic Republic)
LATVIA
LEBANON
LEEWARD ISLANDS
LESOTHO
LIBERIA
LIBYA
LIECHTENSTEIN
LITHUANIA
LUXEMBOURG
MACAU
MACEDONIA
E 2005
MADAGASCAR
MADEIRA ISLAND
MALAWI
STD DIFFERENCE DST DIFFERENCE PERIOD WHEN
DST APPLIES
UTC
-5
+9
-10
+2
+3
+4
+5
+5
+6
+3
+6
+7
24/03/05-27/10/05
26/03/05 29/10/05
26/03/05-29/10/05
+14
+13
+12
+9
+9
+3
+5
+7
+2
+2
-4
+2
UTC
+2
+1
+2
+1
+8
+1
MALAYSIA
+3
UTC
+2
+8
MALDIVES
MALI
MALTA
MARIANA ISLAND
MARQUESAS ISLAND
MARSHALL ISLAND
MARTINIQUE
+5
UTC
+1
+10
-9½
+12
-4
Change: Update
Page 63
+6
27/03/05-30/10/05
+3
+3
27/03/05-30/10/05
27/03/05-30/10/05
+2
+3
+2
27/03/05-30/10/05
27/03/05-30/10/05
27/03/05-30/10/05
+2
27/03/05-30/10/05
+1
27/03/05-30/10/05
+2
27/03/05-30/10/05
10 FEB 05
Page 64
COUNTRY
MAURITANIA
MAURITIUS
MAYOTTE
MEXICO:
Central including Mexico City,
Guadalajara,
Cancun
Baja California Sur, Nayarit,
Sinaloa, Chihuahua
Baja California Norte including
Tijuana, Mexicali
MICRONESIA:
Caroline Island (Gen)
Pohnpei & Kosrae
MIDWAY ISLAND
MOLDOVA
MONACO
MONGOLIA
MONTSERRAT
MOROCCO
MOZAMBIQUE
General Information
STD DIFFERENCE DST DIFFERENCE PERIOD WHEN
DST APPLIES
UTC
+4
+3
-6
-5
-7
-6
-8
-7
+10
+11
MYANMAR
-11
+2
+1
+8
-4
UTC
+2
+6½
N AMIBIA
+1
+3
+2
27/03/05-30/10/05
27/03/05-30/10/05
+2
-02/04/05
04/09/05-
+2
27/03/05-30/10/05
NAURU
NEPAL
NETHERLANDS
NETHERLAND ANTILLES
NEW CALEDONIA
NEW ZEALAND
+12
+5¾
+1
-4
+11
+12
+13
NICARAGUA
NIGER
NIGERIA
NIUE ISLAND
NORFOLK ISLAND
-6
+1
+1
-11
+11½
+1
+2
NORWAY
OMAN
PAKISTAN
PALAU
PANAMA
PAPUA NEW GUINEA
PARAGUAY
PERU
10 FEB 05
03/04/05-30/10/05
+4
+5
+9
-5
+10
-4
-19/03/05
01/10/05-
27/03/05-30/10/05
+6
-3
-03/04/05
04/09/05-
-5
Change: Update
E 2005
LAT
LAT
General Information
COUNTRY
STD DIFFERENCE DST DIFFERENCE PERIOD WHEN
DST APPLIES
PHILIPPINES
PHOENIX ISLAND
POLAND
PORTUGAL
PUERTO RICO
QATAR
REUNION
ROUMANIA
RUSSIA (Federation of):
Kalingrad
Moscow,
St.Petersburg,
Astrakhan
+8
-11
+1
UTC
-4
+3
+4
+2
+2
+3
+3
+4
Izhevsk, Samara
Perm-Nizhnevartovsk
Omsk, Novosibirsk
Norilsk, Kyzyl
Bratsk, Ulan Ude
Chita, Yakutsk
Khabarovsk, Vladivostok
Magadan, Yuzhno Sakhalinsk
Petropavlovsk, Kamchatsky
RWANDA
+4
+5
+6
+7
+8
+9
+10
+11
+12
+2
UTC
+5
+6
+7
+8
+9
+10
+11
+12
+13
ST. HELENA
ST. KITTS & NEVIS
ST. LUCIA
ST. PIERRE & MIQUELON
ST. VINCENT & GRENADINES
SAMOA
SAN MARINO
SAO TOME & PRINCIPE
SAUDI ARABIA
SENEGAL
SEYCHELLES
SIERRA LEONE
SINGAPORE
E 2005
Page 65
SLOVAKIA
-4
-4
-2
-4
-11
+1
UTC
+3
UTC
+4
UTC
+8
+1
SLOVENIA
SOCIETY ISLAND
SOLOMON ISLAND
SOMALI DEMOCRATIC REP.
SOUTH AFRICA
SPAIN
SPANISH N.AFRICA
SRI LANKA
+1
-10
+11
+3
+2
+1
+1
+6
Change: Update
+2
+1
27/03/05-30/10/05
27/03/05-30/10/05
+3
27/03/05-30/10/05
2603/05 29/10/05
2603/05-29/10/05
-1
03/04/05-30/10/05
+2
27/03/05-30/10/05
+2
27/03/05-30/10/05
+2
27/03/05-30/10/05
+2
+2
27/03/05-30/10/05
27/03/05-30/10/05
10 FEB 05
Page 66
COUNTRY
SUDAN
SURINAM
SWAZILAND
SWEDEN
SWITZERLAND
SYRIAN ARAB REPUBLIC
TAHITI
TAIWAN
TAJIKISTAN
TANZANIA
THAILAND
TOGO
TONGA
TRINIDAD & TOBAGO
TUAMOTU ISLAND
TUBUAI ISLAND
TUNISIA
TURKEY
TURKMENISTAN
TURKS & CAICOS ISLANDS
TUVALU
U GANDA
UKRAINE
UNITED ARAB EMIRATES
UNITED KINGDOM
UNITED STATES OF AMERICA:
Eastern time
Indiana (East)
Central time
Mountain time
Arizona
Pacific time
Alaska – all locations
(except Aleutian Islands
West of W169°30’)
Alaska - Aleutian Islands
(West of W169°30’)
Hawaiian Islands
URUGUAY
U.S. VIRGIN ISLAND
UZBEKISTAN
VANUATU
VENEZUELA
VIETNAM
10 FEB 05
General Information
STD DIFFERENCE DST DIFFERENCE PERIOD WHEN
DST APPLIES
+2
-3
+2
+1
+1
+2
-10
+8
+5
+3
+7
UTC
+13
-4
-10
-10
+1
+2
+5
-5
+2
+2
+3
27/03/05-30/10/05
27/03/05-30/10/05
31/03/05-31/10/05
+3
27/03/05-30/10/05
-4
03/04/05-30/10/05
+3
27/03/05-30/10/05
+1
27/03/05-30/10/05
-5
-5
-6
-7
-7
-8
-9
-4
03/04/05-30/10/05
-5
-6
03/04/05-30/10/05
-7
-8
03/04/05-30/10/05
-10
-9
+12
+3
+2
+4
UTC
03/04/05 30/10/05
03/04/05-30/10/05
-10
-3
-4
+5
+11
-4
+7
Change: Update
E 2005
LAT
LAT
General Information
COUNTRY
E 2005
WAKE ISLAND
WALLIS & FUTUNA ISLAND
WINDWARD ISLAND
YEMEN ARAB REPUBLIC
YUGOSLAVIA
Z AIRE:
Kinshasa, Mbandaka
Haut Zaire, Kasai, Kivu, Shaba
ZAMBIA
ZIMBABWE
Change: Update
Page 67
STD DIFFERENCE DST DIFFERENCE PERIOD WHEN
DST APPLIES
+12
+12
-4
+3
+1
+2
27/03/05-30/10/05
+1
+2
+2
+2
10 FEB 05
LAT
Page 68
General Information
10 FEB 05
Change: NIL
E 2005
Intentionally left blank