Qatar OM PART C

OPERATIONS MANUALPART C

ROUTE AND AERODROME INSTRUCTIONS AND INFORMATION

This Operations Manual is produced by Qatar Airways Flight Operations Department basedon QCAR-OPS 1 regulations and national variants as they apply.

The content of this manual is accepted by the Qatar Civil Aviation Authority, QCAA.

In case of conflict with the applicable national regulations, the latter apply.

Any questions with respect to information contained in this manual should be directed to theManager Aeronautical Services.

Qatar Airways Manager Aeronautical ServicesP.O. Box: 22550Doha, State of Qatar

Phone: +974 4625104Fax: +974 4621152E-mail: [email protected]

I N T E N T I O N A L L Y L E F T B L A N K

OM PART CROUTE AND AERODROME

INSTRUCTIONS AND INFORMATION

STRUCTURE OF MANUAL

CHAPTER SOM

PAGE 1

CHAPTER NUMBER NAME OF CHAPTER

LEP List of Effective Pages

ROR Record of Normal Revision

RTR Record of Temporary Revisions

RH Revision Highlights

0 Administration and Control

1 Meteorology

2 Performance

3 Area Briefings

4 Drift Down Procedures

5 Adequate Airports

6 Airfield Briefings

7 Reserved

8 Reserved

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STRUCTURE OF MANUAL

CHAPTER SOM

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REV 08P

LIST OF EFFECTIVE PAGES

CHAPTER LEP

PAGE 1



CHAPTER PAGE NO. REV. NO.

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RECORD OF NORMAL REVISIONS

CHAPTER ROR

PAGE 1


Revision to this Operations Manual shall be made by all authorised users without delay. Afterinserting the revision enter the appropriate data in the revision sheet below. The compliancehas to be signed under “Inserted By”. Revision will be issued at irregular intervals, retain thisrevision sheet until officially replaced.

REV. NO. REVISION DATE DATE FILED INSERTED BY

01 18 SEP 2003

02 02 MAY 2004

03 18 JAN 2005

04 02 MAR 2006

05 08 JAN 2007

06 13 JUNE 2007

07 07 JAN 2008

08 13 NOV 2008

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CHAPTER ROR

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REV. NO. REVISION DATE DATE FILED INSERTED BY

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RECORD OF TEMPORARY REVISIONS

CHAPTER RTR

PAGE 1

Temporary Revisions to this manual shall be inserted by the authorised user without delay.After inserting the Temporary Revision enter the appropriate data in the revision sheet below.The compliance has to be signed under “Inserted By”. Revision will be issued at irregularintervals. Retain this Revision sheet until officially replaced.

TR. NO. ISSUE DATE DATE FILED INSERTED BY

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RECORD OF TEMPORARY REVISIONS

CHAPTER RTR

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REVISION HIGHLIGHTS

CHAPTER RH

PAGE 1



The highlights for Revision number 08S are as follows :

CHP. NO. PG. NO. CHANGE DESCRIPTION

0 8 Added : New Abbreviation.

2 18 Revised : DOW & I for A7-AED.

3

5 Editorial Changes

17 Editorial Changes

19 Added : Bahrain to Middle East Area Briefing.

21 Iraq Area Briefing brought forward under Middle East.

36 Added : UAE to Middle East Area Briefing.



136 Added : ATC - General to Area Briefing.

5

57 Revised : OITR Adequate Airport Information.

72 Revised : RFF information for VYMD and VYYY.

98 Revised : HTZA Adequate Airport.

100 Revised : DTTA Adequate Airport.

103 Added : LTCS Adequate Airport to Turkey.

6

33 Revised : Destination Alternates for Seychelles.

36 Revised : Destination Alternates for Algiers.

58 Revised : Destination Alternates for Dar-Es-Salaam.

73 Revised : Houston airfield briefing.

109 Revised : Newark airfield briefing.

117 Revised : New York airfield briefing.

141 Revised : Airfield Data for Tunis.

145 Revised : Washington airfield briefing

205 Revised : Doha airfield briefing

316 Revised : Destination Alternates for Tripoli.

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REVISION HIGHLIGHTS

CHAPTER RH

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TABLE OF CONTENTSADMINISTRATION AND CONTROL

CHAPTER 0

PAGE 1



CHAPTER 0 - ADMINISTRATION AND CONTROL

0.1 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30.1.1 Structure and Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

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

0.1.3 Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

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

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

0.2 SYSTEM OF AMENDMENTS AND REVISION . . . . . . . . . . . . . . . . . . . . 130.2.1 Manual Holder Responsibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

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

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

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

0.2.5 Pagination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

0.2.6 Revisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

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

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

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TABLE OF CONTENTSADMINISTRATION AND CONTROL

CHAPTER 0

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INTRODUCTIONADMINISTRATION AND CONTROL

CHAPTER 0

PAGE 3



0.1 INTRODUCTION

The Qatar Airways Operations Manual Part C is referred to hereafter as the "Route andAerodrome Instructions and Information" Manual. It is designed to increase the awareness ofthe area into which Flight Crew are flying.

Responsibility for the contents of Route and Aerodrome Instructions and Information Manual,and their proper implementation, rests with Manager Aeronautical Services.

0.1.1 Structure and Contents

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

– Route and Aerodrome Instructions and Information.

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

• Aerodrome layout and Instrument Approach Charts

• High / Low level enroute charts

• Supplementary Textual Information

0.1.2 Warning, Cautions and Notes

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

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

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

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

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0.1.3 Abbreviations

Note: Abbreviations listed represent a selection of most common abbreviations andmight not represent all possible abbreviations.

A320 Family Airbus A319/A320/A321A330 Airbus A330-200 / A330-300A332 Airbus A330-200A333 Airbus A330-300A342 Airbus A340-200A345 Airbus A340-500A346 Airbus A340-600B772 Boeing B777-200LRB773 Boeing B777-300ERAAL Above Aerodrome LevelA/C AircraftAGL Above Ground LevelAH Alert HeightAIP Aeronautical Information PublicationALS Approach Landing SystemALT AltitudeALTN AlternateAMSL Above Mean Sea LevelAOM Aerodrome Operating Minima / Aeroplane Operating MattersA/P Auto-Pilot APU Auxiliary Power UnitASAP As Soon As PossibleASR Air Safety ReportAPCH ApproachATA Actual Time of ArrivalATC Air Traffic ControlATD Actual Time of DepartureAWO All Weather OperationsAWY AirwayBC Back CourseBCM Back Course MarkerBCN BeaconBDRY BoundaryBKN BrokenBLDG Building

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CAT Clear Air TurbulenceCAT 1 Landing Category 1 (2 or 3)CAT 2 Category 2 All Weather OperationsCAT 3 Category 3 All Weather OperationsCAVOK Ceiling and Visibility OKC/B Circuit BreakerCL Centerline LightsCOM Communications EquipmentCPDLC Controller Pilot Data-link CommunicationsCRM Crew resource ManagementCRZ CruiseD DayDA Decision altitudeD-ATIS Digital - Automatic Terminal Information ServiceDCL Departure Clearance (using data-link)DEST DestinationDev DeviationDH Decision HeightDIST DistanceDME Distance Measuring EquipmentDOW & I Dry Operating Weight and IndexD-Volmet Digital - Meteorological Information for Aircraft In-flightE EastEDP Electronic Data ProcessingELEV ElevationEMER EmergencyETA Estimated Time of ArrivalETD Estimated Time of DepartureETOPS Extended Twin OperationsETP Equi Time PointEXP Exit Point (ETOPS)F FahrenheitFac FacilityFIR Flight Information RegionFIS Flight Information ServicesFL Flight LevelFLT FlightFMS Flight Management Systemft Feet

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GA Go-around GMT Greenwich Mean TimeGND GroundGnd Svcs Ground Services / HandlingGPWS Ground Proximity Warning SystemG/S Glide SlopeGS Ground SpeedH HourH24 24 Hour ServiceHF High Frequency (3 to 30 MHz)HI High Intensity LightHg MercuryhPa hecto PascalHrs HoursHz Hertz (cycles per second)IAL Instrument Approach and Landing ChartIAS Indicated Air SpeedIATA International Air Transport AssociationICAO International Civil Aviation OrganisationIFPS Integrated Flight Planning SystemIFR Instrument Flight RulesILS Instrument Landing SystemIMC Instrumental Meteorological Conditionsin inch(es)ISA International Standard AtmosphereISO International Standard OrganisationKCAS Knots Calibrated Airspeedkg kilogramkHz kilohertzkm kilometerkts knotsL LightLCTR Locator (Compass)LD Landing DistanceLDA Landing Distance AvailableLDG LandingLEP List of Effective PagesLLZ LocalizerLMC Last Minute Changes

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LMT Local Mean TimeLPC Less Paper CockpitLOC LocalizerLVP Low Visibility Proceduresm meterMAP Missed Approach PointMAX Maximummb MillibarMDA/H Minimum Descent Altitude / HeightMHz MegahertzMID Middle Runway PortionMLW Maximum Landing Weightmm MillimeterMNPS Minimum Navigation Performance SpecificationMOCA Minimum Obstruction Clearance AltitudeMORA Minimum Off-Route AltitudeMSA Minimum Safe (or Sector) AltitudeMSL Mean Sea LevelMTOW Maximum Take Off WeightMZFW Maximum Zero Fuel WeightN NorthNA Not ApplicableNAV NavigationNE NortheastNM Nautical MilesNDB Non Directional BeaconNOTAM Notice To AirmenNW NorthwestOAT Outside Air TemperatureOCA / H Obstacle Clearance Altitude / HeightOEW Operating Empty WeightOM Operations Manual / Outer MarkerOPS Operations Optg Hrs Operating HoursPAN-OPS Procedures for Air Navigation Services - Aircraft OperationsPAPI Precision Approach Path IndicatorPAR Precision Approach RadarPCN Pavement Classification NumberPDC Pre-departure Clearance (via airline hosted)PERF Performance

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PFD Primary Flight DisplayPPR Prior Permission RequiredQAS Qatar Aviation ServicesQDM Magnetic Bearing to facilityQDR Magnetic Bearing from facilityQFE Actual atmosphere pressure at airport elevationQFU Magnetic Orientation of RunwayQNE Sea level standard atmosphere (1013 hPa or 29.92’’ Hg)QNH Actual atmosphere pressure at sea level based on local station

pressureQR Qatar AirwaysRA Radio Altitude / Radio Altimeter / Resolution AdvisoriesREF ReferenceRFF Rescue Fire FightingRH Right HandRPL Repetitive Flight PlanRNP Required Navigation PerformanceROR Record of RevisionRPL Repetitive flight planRTO Rejected Take OffRTOW Regulated Take Off WeightRVR Runway Visual RangeRVSM Reduced Vertical separation MinimaRWY RunwayS SouthSAR Search and RescueSE SouthwestSID Standard Instrument DepartureSIGMET Information concerning en-route weather phenomena, which may

affect the safety of aircraft operationsSNOWTAM Snow Notice to AirmenSPD SpeedSRA Surveillance Radar ApproachSRE Surveillance Radar Element of Precision Approach Radar SystemSTAR Standard Terminal Arrival RouteSTD StandardSW SouthwestTA Traffic AdvisoriesTAF Terminal Aerodrome Forecast TAS True Air Speed

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TAT Total Air TemperatureTBA To Be AdvisedTBC To Be ConfirmedTBD To Be DeterminedTBN To Be NotifiedTCAS Traffic Collision Alert SystemTDZ Touch down ZoneTEMP TemperatureTEMPO TemporaryT/O Take-OffTOC Top Of ClimbTOD Top Of DescentTODA Take-Off Distance AvailableTOGA Take-Off / Go-AroundTOGW Take-Off Gross WeightTORA Take-Off Run AvailableTOW Take-Off WeightTWIP Terminal Weather Information for PilotsTWR TowerTWY TaxiwayUHF Ultra High Frequency (300-3000 mHz)Unkn UnknownU/S UnserviceableUTC Co-ordinated Universal TimeVASI Visual Approach Slope IndicatorVFE Maximum Speed Flaps / Slats ExtendedVFR Visual Flight RulesVFTO Speed Final T/OVHF Very High Frequency (30-300 MHz)VIS VisibilityVMC Visual Meteorological ConditionsVOR VHF Omni-directional RangeV/S Vertical SpeedW WestWPT Way-pointWX WeatherWXR Weather RadarZ Zulu Time /UTC)ZFCG Zero Fuel Centre of GravityZFW Zero Fuel Weight

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0.1.4 Metric Wind / Knots / Feet - Minute

m/sec kts ft/min m/sec kts ft/min

1 2 197 11 22 2165

1.5 3 295 11.5 23 2263

2 4 394 12 24 2362

2.5 5 492 12.5 25 2460

3 6 591 13 26 2559

3.5 7 689 13.5 27 2657

4 8 787 14 28 2756

4.5 9 885 14.5 29 2854

5 10 984 15 30 2953

5.5 11 1082 15.5 31 3051

6 12 1181 16 32 3150

6.5 13 1279 16.5 33 3248

7 14 1378 17 34 3346

7.5 15 1476 17.5 35 3444

8 16 1575 18 36 3543

8.5 17 1673 18.5 37 3641

9 18 1772 19 38 3740

9.5 19 1870 19.5 39 3838

10 20 1969 20 40 3937

10.5 21 2067

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0.1.5 Distance / Liquid / Weights / Pressure / Temperature

TO CONVERT INTO MULTIPLY BYDISTANCE

Metres Feet 3.28Feet Metres 0.3048Inches Millimetres 25.4Millimetres Inches 0.0394Kilometres Statute Miles 0.06213

Nautical Miles 0.54Statute Miles Kilometres 1.6093

Nautical Miles 0.869Feet 5280

Nautical Miles Kilometres 1.852Statute Miles 1.15Feet 6076

LIQUIDLitres Imperial Gallons 0.22

US Gallons 0.264US Gallons Litres 3.785

Imperial Gallons 0.833Imperial Gallons US Gallons 1.2

Litres 4.546WEIGHTS

Kilograms Pounds 2.2046Pounds Kilograms 0.454

PRESSUREInches HG PSI 0.491

HPA 33.863PSI HPA 0.0689

Inches HG 2.036HPA PSI 14.5038

Inches HG 29.53TEMPERATURE

Celsius Fahrenheit x1.8 and +32Fahrenheit Celsius -32 and x0.555

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SYSTEM OF AMENDMENTS AND REVISIONADMINISTRATION AND CONTROL

CHAPTER 0

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0.2 SYSTEM OF AMENDMENTS AND REVISION(QCAR-OPS 1.1040)

0.2.1 Manual Holder Responsibility

The amended and/or revised parts of the Operations Manual are issued quarterly to allmanual holders. An intermediate update may be released whenever there are significantchanges to the Company documentation.

The manual holder is personally responsible to collect updates of the Operations Manualfrom the Flight Operations Library whenever notified.

Note: If discrepancies exist between the aircraft LPC Laptop and issued updates, thenthe LPC Laptop supersedes.

0.2.2 Manual Distribution

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

0.2.3 Non-authorised Copies

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

0.2.4 Handwritten Amendments

Handwritten amendments shall not be used throughout the Operations Manual.

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0.2.5 Pagination

A vertical line indicates revised or newly published text on the pages. It will not be used toindicate format or page number changes.

The header and footer of each page contains :

– (1) - Qatar Airways Logo

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

– (3) - Chapter and Page Number

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

– (5) - Revision number.

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

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0.2.6 Revisions

0.2.6.1 Normal Revisions

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

0.2.6.2 Intermediate Revisions

They are issued between normal revision to cover the changes.

They are numbered in ascending sequence e.g. 1A, 1B, 1C ... for intermediate revisionsissued between normal revision 1 and 2.

They are accompanied by filing instructions and an updated list of effective pages.

0.2.6.3 Temporary Revisions

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

0.2.7 How to Insert a Revision

0.2.7.1 Filing Instructions

Use the filing instructions as follows :

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

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

0.2.8 List of Effective Pages

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

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TABLE OF CONTENTSADEQUATE AIRPORTS

CHAPTER 1

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CHAPTER 1 - METEOROLOGY

1.1 WEST ASIA AND MIDDLE EAST WEATHER . . . . . . . . . . . . . . . . . . . . . . 31.1.1 Winter and Spring (November to April) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

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

1.2 EUROPEAN WEATHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71.2.1 Cyclonic Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

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

1.2.3 Winds 8

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

1.2.5 Visibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

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

1.2.7 Fog . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

1.3 SOUTH ASIA AND THE FAR EAST WEATHER - 1. . . . . . . . . . . . . . . . . 111.3.1 Winter and Spring (December to June). . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

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

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

1.3.4 Turbulence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

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

1.4 SOUTH ASIA AND THE FAR EAST WEATHER - 2. . . . . . . . . . . . . . . . . 171.4.1 Winter and Spring (November – May). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

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

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

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1.5 AUSTRALIA PACIFIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 251.5.1 South East Asia and North West Australia. . . . . . . . . . . . . . . . . . . . . . . . . . 25

1.5.2 Australia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

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

1.5.4 Airmasses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

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

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

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

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

1.6 AFRICA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 391.6.1 Major Influences. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39

1.6.2 Winter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40

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

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

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

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WEST ASIA AND MIDDLE EAST WEATHERMETEOROLOGY

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OM PART ‘C’ROUTE AND AERODROME


1. METEOROLOGY

1.1. WEST ASIA AND MIDDLE EAST WEATHER

1.1.1. Winter and Spring (November to April)

Cold fronts from West produce cumulonimbus and squall lines over the eastern Mediterra-nean sectors occasionally reaching as far as Tehran. The Tehran area is also affected by coldfronts from the North which produce widespread stratus, fog, drizzle and snow.

Warm fronts may affect the routes near and to Tehran. They move from Southeast to North-west and the warm air comes from the Gulf Area. They produce overcast weather with rain,drizzle and occasionally snow. East of Tehran and the Gulf Area frontal passages are rare. Ifthey do occur, they produce layers of stratocumulus and cumulus with scattered thunder-storms. In the Gulf, fog occurs during this period, but formation is rare before 2:00 A.M., theworst month being February. Rainfall is in the form of showers or occasional cumulonimbus,normally of short duration.

Problems with dust haze are negligible, except with occasional squally winds associated withcumulonimbus.

1.1.1.1. Jetstreams and Upper Winds

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

1.1.1.2. Turbulence

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

1.1.1.3. Thunderstorms

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

1.1.1.4. Dust and Sand Storms

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

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1.1.2. Summer and Autumn (May to October)

Frontal activity over the majority of the routes is generally absent except for weak systemsaffecting Istanbul/Ankara. Good flying weather with mostly clear sky. In the Gulf,betweenMay-July, dust can effect the airports at any time, and strong surface north-west winds (SHA-MAL) of 20-25 knots can seriously reduce visibility in rising sand and dust. Average visibilityis 3000-4000 metres in dust, but can fall to about 1000 metres for a few hours after the onsetof the SHAMAL, particularly in early June.

Easterly winds from the sea bring patchy fog or stratus at 500 to 1000 feet at Bahrain andDoha. Generally if Bahrain gets fog so will Doha; Dubai generally gets more fog than Bahrain,Northwest winds from sea can result in fog at Dubai.

Land breeze from the west-south-west and sea breeze from the east-north-east can be pro-nounced during summer and autumn.

NOTE: During summer, rapid cooling at the surface after sunset can produce a markedinversion above 400 feet, and pilots should be alert to the associated problems, asseen in the following example:

July:

– 2000 feet 40º SAT



– Below 500 feetdropping rapidly to 31º on the ground.


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

1.1.2.2. Turbulence and Windshear

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

1.1.2.3. Tropical Cyclones

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

1.1.2.4. Dust and Sand Stands

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

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1.1.2.5. ITCZ Inter Tropical Convergence Zone (Monsoon)

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

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EUROPEAN WEATHERMETEOROLOGY

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1.2. EUROPEAN WEATHER

1.2.1. Cyclonic Systems

The weather is determined primarily by its situation in relation to the Icelandic low, andAzores high and the alternating high and low pressure systems of Asia. The general drift ofweather is from west to east and the absence of any pronounced north to south mountainbarrier enables cyclonic systems from the Atlantic to penetrate far into the continent. Thisregion is therefore one of transition between oceanic and continental conditions, the latterbecomingly more dominant towards the east and south-east.

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

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

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

The areas to the south of the tracks are affected principally by the fronts of the depressionsand by alternate warm and cold air masses. A common situation occurs with a low over north-ern Russia and the cold front trailing across Poland to central France. On approaching theAlps, the cold front often slows down and gives rise to a wide belt of cloud and rain. Waves onthe front may develop into small but vigorous lows which move rapidly east-north-east.Sometimes the main low to the northeast becomes very deep and a broad current sweepsover Western Europe, carrying the cold front through to the Mediterranean.

Occasionally lows develop over the continent itself, more especially in summer and in a moistunstable air mass. These thermal lows give much rain and thunder with extensive masses ofcloud, but outside the rain areas the clouds are usually isolated.

Another type of low develops chiefly in winter and spring between the Alps and the middleDanube in association with warm moist air spreading northwards from the central and east-ern Mediterranean.

The warm front is better defined in the upper levels than at the surface but it gives rise toextensive low cloud over Germany and Poland, possibly extending to the Low Countries andeven to eastern England Precipitation is also widespread and may reach the ground as snow.

1.2.2. Anticyclonic Systems

The anticyclones affecting Europe are mainly of three types:

a) Extensions of the Azores high -these consist of tropical air and occur mostly in summer.

b) Extensions of the Siberian high, consisting of polar continental air and occurring chiefly inwinter and early spring.

c) Those which approach from northwest following a cold front associated with a depressionover northern Scandinavia or Russia. These consist of polar maritime or even Arctic airand occur in all seasons.

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

1.2.3. Winds

Great variability in both speed and direction is found at all levels although the prevailing direc-tion is westerly. Periods of easterly or northeasterly winds are usually associated with a west-ward extension of the Siberian high. The westerlies generally increase with height; at about30,000 feet in the jet streams, the axis of which are often situated parallel to the surface frontsbut displaced a few hundred miles towards the cold side, speeds of well over 100 knots arecommon. Winds in summer are generally lighter than in winter.

1.2.4. Cloud and Precipitation

With the prevalence of Cyclonic activity in winter (especially in the west and north) and ofconvection in summer, there is much cloud and rain throughout the year. The mean cloudamount varies only from about 6 oktas in winter to 5 oktas in summer and shows little varia-tion geographically, but the annual rainfall decreases steadily from about 1,000 millimetres inthe extreme west to less than 500 millimetres in the east, except for the increased falls whichare to be expected on high ground.

Away from the western coastal strips where most rain falls in winter, the wettest period is usu-ally late summer or -autumn and the driest period late winter or early spring. Precipitation isliable to fall as snow during the winter months, more especially in the east and southeastwhere the ground may remain snow-covered for long periods.

1.2.5. Visibility

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

1.2.6. Ice Accretion

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

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1.2.7. Fog

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

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SOUTH ASIA AND THE FAR EAST WEATHER - 1METEOROLOGY

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

1.3.1. Winter and Spring (December to June)

Fine weather season. Generally cool and dry. Generally less than 2/8 of cloud. Some excep-tions are: -

1.3.1.1. Malaysia, Singapore and Indonesia

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

1.3.1.2. Sumatras

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

1.3.1.3. Jetstreams and Upperwinds

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

1.3.1.4. Turbulence

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

1.3.1.5. Thunderstorms and Tropical Cyclones

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

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1.3.2. Summer and Autumn (July to November)

This is the monsoon season monsoon means seasonal. A monsoon is a main wind flow thatpersists for a long period and then undergoes a complete reversal with change of season.Winds result from the effect of uneven seasonal heating between the large landmass of Asiaand warm Equatorial Seas. Summer monsoons blow towards low pressure over the heatedland. Winter monsoons from high pressure over the cooled land.

The Southwest monsoon advances over Southern Indian Peninsula & Sri Lanka between25th and 31st May every year. The monsoon advances in the form of two branches known asthe Arabian Sea Current and the Bay of Bengal Current. The advance of the Inter TropicalConvergence Zone or the Intertropical Front over the latitudes of India is known as theadvance of the Southwest monsoon. Normally the advance of the Southwest monsoon is her-alded by thunderstorms when the equatorial maritime air replaces the continental air. TheITCZ advances as far as 27N parallel and the entire India is in the grip of Southwest mon-soon by the 15th of July when the axis of the Inter Tropical Convergence Zone is located fromthe Northern parts of Rajasthan across the Gangetic plains into the head bay of Bengal.Along the axis of the trough thundery precipitation is the characteristic feature throughout theseason. Whereas the latitudes of Bombay is characterised by steady showery precipitation.

The inter tropical front or the Intertropical Convergence Zone is the boundary along which thetrade wind currents of both hemispheres converge. Its position varies with the season, beinglocated approximately 10 degrees South in January-February and 5 degrees North in July-August. The monsoon and the mean position of the ITCZ reaches Colombo and Singapore atthe beginning of May, Bombay and Bangkok about 3–4 weeks later. The Inter Tropical Con-vergence Zone retreats again during October (BOM/BKK) and early November (CMB/SIN).The Inter Tropical Convergence Zone consists of squalls with cumulus and CB activity overan area of 100 NM or more in width. Top of CB’s 50-60000 feet. Best flying altitude can some-times be FL280-300 below the widespread anvil.

West Coast of India (Bombay), Trivandrum and Sri Lanka get heavy rainfall under the influ-ence of the Arabian Sea branch of the Southwest monsoon. In fact the period of May / Juneare the peak period of rainfall activity. Similarly in this period (July / August) Eastern prov-inces of India namely eastern parts of Bihar, West Bengal (Kolkota) and Bangladesh (Dhaka)come under the influence of the Bay of Bengal Current of the Southwest monsoon.

During July and August intense low pressure systems called monsoon depressions originateover the head bay of Bengal and travel in West to North-westerly direction ushering rainfallalong their tracks. These depressions cause widespread rainfall over India. When a monsoondepression moves Northwest from the head bay and located near Central India, Bombayexperiences very heavy rainfall associated with squally weather.

Even though the activity of the Southwest Monsoon season extends from June to September,the whole season is not one of continuous rainfall activity. Barring the monsoon depressionswhich cause heavy rainfall along the path in which they travel, the rainfall activity in generalover the India Sub-Continent also depends very largely upon the position of the monsoontrough.

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When this trough occupies a more northerly position it is known or called a Weak or BreakMonsoon condition. The Weak or Break Monsoon occurs when the whole country is underthe Westerly wind sweep. This can be seen when the Bay of Bengal branch of monsoon isnot affecting the northern parts of India and when there is no easterly wind flow to the north ofthe axis of the monsoon trough.

During such situations, the rainfall pattern over the country undergoes a striking change. Theregions of the Himalayas get very heavy rainfall. The northern parts of Assam get very heavyrain and the rivers in the northeast regions become flooded. The rainfall activity generallydecreases over the rest of the country. Cloud coverage is lesser during such periods and as aconsequence, the temperature rises. Pressures also rises phenomenally over the centralparts of the country. However, there is an increase of rainfall more of thundery activity overthe interior parts of the South Peninsula. In fact, Madras gets thundershowers during suchspells.

1.3.2.1. Aerodromes in the Region

1.3.2.1.1. Mumbai (Bombay)

The monsoon precipitation occurs in the form of pulses or waves over Bombay. Series ofcloud patches move inland from the sea causing heavy showers over a short period followedby short breaks. During cloud bursts the visibility reduces below 800 metres. Within a shortwhile the visibility improves well over 3 to 4 kilometres. Occasionally it rains very heavy con-tinuously over three to four hours. Generally the intensity of rainfall is heavy during the nightand early morning hours. During the active monsoon period very strong surface winds gust-ing to 30 knots exceeds crosswind condition limits. Approach to RWY 27 will be very bumpyand runway breaking action poor.

1.3.2.1.2. Kolkata, Dhaka

The months of October, November and December are called the North East monsoon sea-son and is confined to the East of India. In this season East Coast of India and Bangladeshare very vulnerable to cyclonic storms.

1.3.2.1.3. Colombo

Colombo receives rainfall during the Southwest monsoon and the east coast of Sri Lankaduring the Northeast monsoon season but Colombo Airport receives more rainfall during theSouthwest Monsoon Season.

1.3.2.1.4. Delhi

During July and August Delhi Airport experiences heavy thunderstorm activity and some-times dust storms.

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1.3.2.1.5. Chennai

Generally Chennai is a fair weather airport throughout the year except during the months orOctober and November, with a cyclonic storm close to the coast. Convective thunderstormsare common during the months of March, April and May due to tropical heat. Because of thegeographical features of the West Coast rainfall in the rest of the Southern Peninsula gradu-ally decreases from West Coast to East Coast. Chennai Airport is on the East Coast cantherefore be used as a suitable alternate to Colombo, Hyderabad and Bombay during thepeak monsoon months.

The Southwest monsoon withdraws from North India by the middle of September. When theInter Tropical Convergence Zone passes through the latitudes of 15 to 10 North, cyclonicstorms originate in the Bay of Bengal and move in a north-westerly direction during themonths of October and November. These storms are severe in intensity and strike the EastCoast of India. Chennai is very much vulnerable for these storms to strike. Sometime the eyeof the storm could pass through Chennai City resulting in surface winds of 100 to 120 knotsaccompanied by very heavy rain bringing hazardous weather to Chennai Airport. It is advis-able to skip Chennai Airport when a storm is centred about 50-100nm off the coast of Chen-nai. The Northeast monsoon affecting the coast of India ceases by the end of December.

1.3.2.1.6. Kuala Lumpur (Equatorial Climate)

There are two main wet seasons associated with the passage of the sun north and southacross the equator, but there is no really dry season. There is much convective cloud, andrain falls in heavy showers with frequent thunderstorms. Both temperature and humidity arehigh and almost uniform throughout the year. The most unpleasant months are March andSeptember.

1.3.3. Jetstreams and Upperwinds

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

1.3.4. Turbulence

In the monsoon you may encounter anything between lights to extreme turbulence. Do not flyinto CB's. Circumnavigation with radar is always possible. Avoid adverse weather gener-ously.

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1.3.5. Thunderstorms and Tropical Cyclones

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

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

1.4.1. Winter and Spring (November – May)

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


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

1.4.1.2. Turbulence

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

1.4.1.3. Typhoons and Cyclones

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

1.4.2. Summer and Autumn (June to October)

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

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

1.4.2.2. Turbulence

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

1.4.2.3. Typhoons and Cyclones

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

1.4.2.4. The Nature of Tropical Cyclones

A tropical cyclone consists of a rotating mass of warm humid air normally between 200 and1000 miles in diameter. The atmospheric pressure is lowest near the centre, and will be lessthan 990 millibars in a tropical cyclone that has developed to typhoon intensity In the northernhemisphere the winds of a Cyclonic circulation spiral inwards towards the centre in an anticlockwise direction. In the southern hemisphere the rotation is clockwise.

Well-developed tropical cyclones have widespread areas of thick cloud extending to greatheights together with bands of torrential rain and very violent winds. The strongest winds,which may reach 200 knots, blow in a tight band around the eye of a tropical cyclone, a cen-tral region of light winds and lightly clouded sky, usually circular or elliptical in shape andranging from a few miles to over 80 miles in diameter. Winds diminish rapidly with distancefrom the wall of the eye and it is rare for winds to exceed 60 knots more than 50 miles fromthe centre. Although the winds in the wall of the eye frequently exceed 100 knots, the wholesystem moves at a much slower speed. Near Hong Kong a typical movement would betowards West North West at about 8 knots, but other directions and speeds are common. Theterm tropical cyclone does not imply any particular intensity. The most intense are typhoons,which are equivalent to hurricanes in the Atlantic and cyclones in the Indian Ocean. By inter-national agreement tropical cyclones occurring in the western Pacific and the China Seas areclassified according to the maximum sustained wind speeds within their circulations, asshown in the table below.

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TABLE-1 below Winds Associated with Tropical Cyclones

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

1.4.2.5. Tropical Cyclones as Heat Engines

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

Winds Associated With Tropical Cyclones

Class Max Sustained Wind Speed

Tropical Gust Peak Speeds*

Tropical Depression Up to 33 knots 40 – 50 knots

Tropical Storm 34 – 37 knots 50 – 75 knots

Severe Tropical Storm 48 – 63 knots 75 – 100 knots

Typhoon 64 knots or more More than 100 knots

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1.4.2.6. How Tropical Cyclones Form

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

1.4.2.7. How They Dissipate

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

1.4.2.8. Occurrence of Tropical Cyclones

Tropical cyclones can occur over the West Pacific and the South China Sea at any time of theyear, although there are over 30 times as many in September as in February. The majorityoccurs in the summer and Autumn, with a pronounced maximum in August and September.No tropical cyclone has been known to cause gales in Hong Kong during the months Decem-ber to April. The South coast of China experiences more than 5 times as many tropicalcyclones as the most vulnerable part of the coast of Florida. Many tropical cyclones formover the Pacific to the East of the Philippines. They generally start moving towards the West-North/West in low latitudes but often recurve and move towards North East somewherebetween latitude 15 degrees North and 30 degrees North. The figure shows typical tracks oftropical cyclones.

On average 5 or 6 tropical cyclones, threaten Hong Kong each year and necessitate thehoisting of Number I local signal. One of these comes near enough to cause a gale withwinds of 34 knots or more. Gales due to tropical cyclones have been known in Hong Kong asearly as 19th May and as late as 23rd November. About once in every 10 years the centre ofa fully developed typhoon passes sufficiently close to cause winds of hurricane force withspeed of 64 knots or more. Although tropical cyclones weaken over land they generally do

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

1.4.2.9. Information Used to Locate Tropical Cyclones

Tropical cyclones can be located and their intensity determined in a variety of ways. On aweather map the centre of a tropical cyclone can be located from the pattern of winds or fromthe distribution of barometric pressure. At the Royal Observatory, weather maps are preparedevery 3 hours and this normally enables the movement and development of a tropical cycloneto be determined. For this to be done effectively a large amount of information must be col-lected. In 1969 about 6000 observations were received every day from land stations and over700 from ships. In addition about 500 upper-air observations were obtained from balloonborne instruments in various countries together with numerous reports from aircraft. Never-theless there were often large blank areas in some remote parts of the Pacific with no infor-mation whatsoever. More direct methods of locating tropical cyclones have been developedin recent years. Weather satellites now orbit continuously around the world taking photo-graphs of the earth’s cloud cover during the day and measuring the radiative temperature ofcloud tops at night. Some American satellites transmit these pictures for reception and directreadout at ground stations, and several pictures are received each day by the Royal Obser-vatory. These pictures show the cloud structure of weather systems and can aid in determin-ing the position and intensities of tropical cyclones.

Specially equipped U.S. Navy and U.S. Air Force reconnaissance aircraft fly into tropicalcyclones and locate their centres with radar and other instruments. Sometimes as many as 4flights are made each day. The observations are widely disseminated and make an invalu-able contribution to the tracking of these weather systems. Surface wind speeds reported bythese aircraft are estimated from the appearance of the sea and in the past have tended to beappreciably higher than wind speed reported by ships or island stations.

When a mature typhoon comes within 240 nm of Hong Kong its position may be determinedwith great accuracy by the Observatory's meteorological radar. This shows the pattern of rainwhich generally occurs in spiral bands, and quite often the eye of a tropical cyclone, which isfree of rain, can be located and tracked. Due to curvature of the earth the radar at its extremerange can only detect rain that is more than 12 kilometres above the earth’s surface. Unlessthe tropical cyclone is well developed there will be no rain at such a high level and the rangeat which the centre can be located will be reduced. However typhoons and severe tropicalstorms can normally be seen at maximum range.

Throughout the day and night incoming info is checked plotted and analysed at the CentralForecasting Office of the Royal Observatory. Not infrequently the forecast is confronted withconflicting reports or a lack of info from a vital area. In particular ships avoid areas affected bytropical cyclones and as warnings become effective fewer ship’s reports are received fromthese areas.

Having located the centre of a tropical cyclone, and evaluated its intensity the forecaster thendetermines its probable future movement and development. Several objective statistical and

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

1.4.3. Area’s of Special Significance

1.4.3.1. The Philippines

The republic of the Philippines consists of an Archipelago of over 7000 islands in the WesternPacific between 40 and 210 North. The largest islands are from North to South Luzon,Samar, Leyte, Panay, Palawan and Mindanao. All the larger islands are mountainous. Manymountain ranges rise to 10,000 feet.

The southern islands have an equatorial climate with significant rain all year round. The cen-tral and Northern islands have a tropical monsoon type of climate similar to Indo-China. Inmost areas the wettest time from July to October when the wind system of the western pacificis influenced by the monsoonal influence of the Asian continent. Winds are south westerly tosouth-easterly.

Rainfall is particularly heavy in the period August to October when much of it comes fromtropical cyclones called typhoons in the South China Sea. Most of these typhoons producevery high wind speeds and torrential rain. Most of them develop east of the Philippines andmove westwards into the South China Sea.

Annual rainfall is over 40 inches (1000 mm) almost everywhere and where warm, dampPacific air is forced to rise over coastal mountains rainfall often exceeds 160-200 inches(4000 -5000 mm)

1.4.3.2. Thailand

Thailand, previously known as Siam, in Southeast Asia is about the same size as France. It isbordered by Burma on the north and West by Laos and Cambodia on the east.

Situated between 60 and 200 north the country has an equatorial climate in the extremesouth (Phuket) while the centre and the north a tropical monsoon climate similar to Burma.The north is hilly and even mountainous with land rising over 7000 feet.

Most of Thailand has abundant, but not excessive rainfall and this is largely confined to themonths of May to October. During this season the weather is dominated by the southwestmonsoon blowing from the Indian Ocean and bringing warm humid air and much cloud.

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1.5. AUSTRALIA PACIFIC

1.5.1. SOUTH EAST ASIA and NORTH WEST AUSTRALIA

This region has an equatorial rainy climate, except near Darwin where there is little rain fromMay to September.

In January, the Northeast monsoon reaches the area after a long sea track. This sea trackbreeds instability, which after crossing the Equator becomes the North Westerly monsoon ofNorthern Australia.

In July, Australia is in the sub-tropical high-pressure region, which gives southeast tradewinds blowing from the continent towards Indonesia. On crossing the equator these becomethe South West monsoon in Indonesia.

The weather consists of frequent large CB and TS giving much heavy rain. Marked differ-ences exist due to the topography of the many islands in Indonesia. Land and sea breezesare a consideration for pilots.

In winter the Southeast trades that originate over Australia are dry and dusty. Haze is com-mon with rain below 5°S.

The wettest period occurs when the inter-tropical front is in the vicinity.

Tropical storms (Cyclones) originate in the Timor Sea and generally move Southwestwardsbefore turning towards Northwest Australia. Heavy rain and strong winds accompany thesecyclones.

1.5.2. Australia

July sees the influence of the sub-tropical high into the region, except for the South East andSouth West, the weather is mainly dry with clear skies. The traveling lows pass to the south ofthe region giving troughs and secondary depressions. This disturbs the weather, giving rainand orographic cloud over the hills.

As spring approaches the pressure systems move further south and the disturbances gener-ally miss the region, giving clearer weather. As the land heats up CB’s start to form, the sum-mer (North east Monsoon) starts to infiltrate the region brining moisture and instability. TheIntertropical front moves south to approximately 15°S in January.

During the summer the thunderstorms and heavy rain fall, this is however confined to theNorthern part, the rain reduces towards the interior.

The central region is arid and cloudless all year. The sub-tropical high consists of a series ofeastward moving anti-cyclones separated by cols and troughs.

The southerly busters are the dry gusty winds that blow from the interior, giving large temper-ature rises and near gale-force winds.

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The moist northerly stream may blow down the eastern side of a trough of low pressure whichextends southwards over the continent ("tropical dip" situation), usually during the summermonths. On other occasions, a moist northerly stream will be associated with a weak ridgealong the Queensland coast, or down the West Australian coast on the western side of ananticyclone.

1.5.3. Stream Weather

1.5.3.1. Easterly Stream

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

1.5.3.2. Dry Northern Stream

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

1.5.3.3. Southern Stream

Southerly streams vary greatly in their characteristics, they rely entirely upon their origin todetermine their characteristics.

The colder the stream and the more violent the weather associated with CU. A typical south-erly stream is one which originates from near the continent of Antarctic This stream is associ-ated with deep, complex depressions during late autumn and winter. Even though this streamproduces extremes of weather, these conditions rarely last for more than a day at any oneparticular place. During the summer months, there are occasions on which a mild, southerlystream will affect southern Australia. This stream is associated with the western edge of adepression in the Tasman Sea, and the eastern edge of an anticyclone over the Indian Oceanduring summer. This stream will produce almost completely fine weather, and will be moreprolonged than the southerly stream which occurs during winter.

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1.5.3.4. Westerly Stream

A westerly stream is usually located on the southern side of an anticyclone situated over cen-tral Australia This situation usually occurs in winter, and the westerly stream may existbetween the cold fronts associated with depressions to the south of continent. The pressuregradients are often steep, giving rise to strong to gale force winds. These winds will often lastfor many days.

1.5.4. Airmasses

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

1.5.4.1. Tropical Continental Air

This air mass originates in the arid region of central and western Australia. In summer, thedisplacement of the sub-tropical high-pressure belt south causes the driest of this air to belocated over the southern section of the continent, west of 135E. To the north, as a result ofinflow of moisture from the east, the air mass is moist and accompanied by conductive pre-cipitation.

In winter, north of 30° South the air mass is accompanied by clear skies. The Tropical conti-nental airmass is associated with:

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

– The west section of anti-cyclones.

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

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1.5.4.2. Tropical Maritime Air

This air originates in either the Pacific and Indian Oceans, with the former being the mostlikely source. In winter, the air is stable on the eastern edge of the Indian anticyclone andconsequently the air mass that invades Western Australia is relatively cool and convectivelystable. In contrast, the air that invades eastern Australia and/or New Zealand is warm, moistand convectively unstable. When this air mass is subject to frontal or orographic lifting, mod-erate to heavy precipitation results.

In summer, the convergent flow towards the low-pressure belt across northern Australia pro-duces an unstable air mass. The continental heating over this area contributes to instability.This air mass is associated with the heavy summer convective precipitation of northern Aus-tralia Between 30°S and 40°S the air is more stable, however, heating over the New Zealandland mass will again result in precipitation.

A tropical maritime air mass is associated with:

– The eastern sector of a trough of low pressure extending southwards over central Austra-lia during summer.

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

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

1.5.4.3. Polar Maritime Air

The extensive oceanic region south 40°S is the source of this air. It is characteristically cooland moist. The stability of the air depends on the direction of the flow and the nature of thecirculation. When the air flows northwards in a strong cyclonic flow the mass is accompaniedby showers and Cu type clouds. However, when the flow is southwards around a pronouncedanticyclone, the mass is associated with stratus cloud and rain during winter, the Polar Mari-time invasion accounts for the greater proportion of precipitation in south Australia and NewZealand. Polar maritime air masses are associated with southern and western sectors ofdepressions central to the south of Australia.

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1.5.5. Tropical Cyclones

The average season for tropical cyclones in the Australian region starts in November/Decem-ber and continues to March/April. The months of greatest activity are January, February andMarch, while for the Northern Region December is also an active month. Most cyclone occur-rences are in ocean waters and coastal areas between 15° S and 20° S and activity in thislatitude belt seems to transfer from east to west as the season advances. Cyclones in thewest tended to track close to land more than they do in the east.

An apparent increase in tropical occurrence in the Australian region since the early sixtiescan be mainly attributed to improvement in detection after weather satellites became opera-tional.

The quality and type of tropical cyclone data has improved over the years with the increase inthe observational network, the use of radar and aircraft observations and, most importantly,with the understanding of weather satellite imagery.

1.5.6. The Tropopause

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

1.5.7. Upper Winds

The sub-tropical jet stream is normally present over Australia in winter. Its core is normallyfound in lat. 25-28" at a height near 40,000 ft., where the winds average 80-90 kts in July, butmay be much stronger. Westerlies prevail up to and beyond 50,000 ft., but are lighter.

In April and October the strongest winds are still in roughly the same position, but they are alittle lighter. In January the strongest winds are still near 40,000 ft. but they are lighter still andare found in the extreme south.

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1.5.8. Aerodromes in the Region

1.5.8.1. Adelaide

Adelaide has a temperate climate with cool to mild, wet winters and warm to hot, dry sum-mers. Rainfall in Adelaide is distinctly seasonal, 77 per cent of falling during April to October.The rain is generally brought by unstable westerly airstreams. There is no pronounced diur-nal tendency for rainfall; its occurrence is equally likely at all hours of the day.

Visibility is seldom bad, although conditions become marginal in both ceiling and visibility dueto frontal activity or, in summer, dust storms.

Marginal conditions occur mostly in July between 1700 and 2300 UTC

Fog occurs chiefly in the morning during late autumn, winter and early spring.

Winds from October to March are predominately from the Southwest quarter. In the othermonths the winds are mostly northerly.

1.5.8.2. Brisbane

Thunderstorms occur with a frequency of about 35 per year, mainly in the summer months.Occurrences of marginal weather conditions are mostly due to shower activity; this is espe-cially true during the rainy season (summer). Fogs may occur in any month but the frequencyis highest in the May-September period.

Only in July are ceilings and visibility reduced to below 500ft and l000m to any appreciableextent through all hours of the day, and then the fog usually clears during the period from 230500 UTC.

Winds are predominantly southwesterly during the period March to September, northeasterlyfrom October to December and southeast and east during January and February. Windspeed usually falls in the range of 5-15kts. Strong, gusty westerlies can occur for periods last-ing up to 48 hours during June-August

From November to April there is a risk of tropical cyclones affecting Brisbane, however, thefrequency is around 5 times in 30 years.

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1.5.8.3. Melbourne

Reduced visibilities and low cloud occur predominately with a wind in the southwest quad-rant. Fog occurs most frequently between 0300 LST and 0900 LST (1700 UTC & 2300 UTC),and June is the most fog prone month of the year.

Thunderstorms occur more frequently in the afternoon and evenings, and tend to a maximumin late spring and summer. Severe wind squalls often accompany summer and late springnon-frontal thunderstorms.

Winds are predominantly from the south from January through March, from the monthbetween April and September and from all directions from north through west to southbetween October and December.

Maximum wind gusts in excess of 50 knots have been associated with:

– Northerly stream

– Downdrafts from thunderstorms

– Southwest to west change.

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1.5.8.3.1. Perth

Winds are chiefly easterly in the morning and southwesterly during the afternoon. Because ofthe strength of the easterly winds and afternoon sea breezes in summer and the westerlywinds in winter, Perth is the windiest city in Australia. Moderate turbulence can be expectedin the terminal area with strong easterly winds.

The few occasions of ceiling below 500ft consist of early morning low cloud in summer andautumn, and some irregular occurrences during the rest of the year. Visibility below 1000m ismore frequent than low ceiling, occasionally in drizzle or rain but mainly because of fog.

As a general observation, fog is most frequent between 2030 - 0630 UTC with durations gen-erally ranging from half an hour to two hours.

Again, a general rule, fogs commencing before 1500 UTC are not long period fogs, seldomhaving durations exceeding about 3 ½ hours. Following is a monthly analysis of commence-ment and ending times of continuous fog conditions at Perth airport All times mentioned areWestern Standard Time (WST) UTC + 8

1. January

Commencement times ranged from 0200 to 0730. Cessation times covered the same period(times based on the resolution obtainable with half-hourly reports). Most frequent times ofcommencement were after 0500 and clearing was never late than 0730. The maximum dura-tion observed was approximately 4½ hours.

2. February

Commencement times ranged from 0100 to 0800 with clearance from 0300 to 0830. Themost frequent times of commencement were after 0300 hours and the maximum durationwas 4½ hours.

3. March

Times of commencement ranged from 0100 to 0900. Times of cessation were from 0300 to1000. The most frequent times were 0400 to 0700 for commencement and 0600 to 0800 ces-sation. Maximum duration observed was approximately 6 hours.

4. April

Periods of fog increased in frequency and times of commencement were widely distributed,ranging from 2130 to 0930 with ending times covering the same period (times given withinthe resolution of half-hourly reports). Most fogs commencing before midnight were of shortduration and the maximum duration was 7 hours. The most frequent times of commencementranged from 2400 to 0800 and endings from 0300 to 0900.

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5. May

The duration of fog in this month very rarely in excess of 6½ hours with most duration under3½ hours. Times of commencement ranged from 2030 to 1000 and it would be factual to saythat on the average during May, the earlier fog forms the earlier it clears. The duration of thefog, tends to be around 3 ½ hours or less, irrespective of the time of commencement.

6. June

The remarks concerning the character of the duration of fog during May also apply to June.The maximum duration of the fogs had a duration of less than 3½ hours. There was noapparent bias in starting times.

7. July

This month presented similar aspects to May and June. The longest fog duration observedwas ten hours, but again well over half the observations were associated with durations lessthan 3½ hours.

8. August

Periods of fog decreased in number and a characteristic duration was not so evident. Wellover half the observations had durations less than 4½ hours. The maximum duration was 7½hours and times of commencement ranged from 2200 to 0930 hours. Times of cessation pro-vided no additional information as these ranged over about the same time in interval. Therewas no apparent bias in starting times.

In the foregoing results, it seems plausible that the early times of commencement of fogs dur-ing the months May, June, July and August were due to the effect of rain during the day pre-ceding the early forming fog. On the other hand, it is believed that the fogs which formed inthe early morning hours and around dawn are primarily radiation fogs.

9. September

The distribution of commencing times during this month was weighted more towards thehours 0300 to 0800. However, actual times ranged from 2030 to 0900 and nearly all of thefogs had durations under 4½ hours, irrespective of commencing time. Maximum duration was7 hours.

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10. October

The most favoured times of commencement ranged between 0300 and 0700 hours, withdurations rarely in excess of 4 hours, irrespective of commencing times which actuallyranged from 2130 to 0800. The maximum duration was 7 hours.

11. November

Again, the most favoured commencing times were from 0300 to 0700, but ranged from 2200to 0730. Durations were rarely in excess of 3 ½ hours and the maximum was 5 hours.

12. December

Times of commencement ranged from 0030 to 0700. No duration exceed 3 ½ hours, themajority were less than 2½ hours.

1.5.8.4. Sydney

Fogs may occur at any time of the year but the incidence is only one every two to three yearsin each of the months October to February, increasing to one or two a month for the remain-der of the year.

May is the foggiest month. The fogs are mainly confined to the overnight period. Particularlythe early morning hours and rarely persist past mid morning.

Smoke haze will also form on winter evenings in conditions which favour the formation of aninversion. It clears with the onset of the sea breeze the following morning, but may return inthe evening.

Fronts are most frequent in summer, although they can occur at any time of the year. In moistSE. Winds behind a cold front and within three hours of its passage, broken scud with a lowcloud base is common.

It is followed later by showers and further scud of up to 8/8 in amount. The 'back north-easter'which develops ahead of a trough also brings low cloud, but conditions are less severe thanthose with SE winds.

Most thunderstorms occur at cold fronts which if active are of the line squall type (southerlybuster) and may persist for periods of up to three hours. Dust with light winds may reduce vis-ibility.

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1.5.8.5. Auckland

Very low cloud and/or poor visibility (more than 4/8 cloud below 300 ft and/or visibility lessthan 1000m) is very rare in summer and spring, but more frequent in other seasons.

In frontal passages, heavy rain may reduce visibility to less than 2000m for 30-60 minutes.

The predominant direction for low cloud/poor visibility is from the north to northeast with asmall maximum of occurrences from the west to southwest Most reported cases occur withwind speeds less than 20 kts.

Radiation fog occurs on 2 to 3 days in each month from March to September. I usually formbetween 15 - l900 GMT and in most cases clears by 21-2200 UTC.

The prevailing wind is south westerly much of the time) and north-northeast (24% of thetime). There is little seasonal variation. In general, the highest frequency of poor flyingweather occurs in the months May to August, with the period around sunrise the worst.

1.5.8.6. Christchurch

Fog is reported at the airport on an average of 44 days each year, occurring most often dur-ing the period autumn to early spring. Those which occur during winter tend to persist longerthan at other times of the year.

Fog that forms in the evening often lifts or clears by midnight, but may form again beforedawn. Despite the amount of smoke in the air in winter, radiation fogs seldom if ever formwhen the relative humidity is appreciably below 100 percent. Sea fog or very low stratus fromPegasus Bay and fog that has formed over the Walmacariri River may be advected over thefield, but it usually lifts clear of the ground as it does so. Fog advected from the Lake Elles-more area to the south of the airport, although uncommon, is less likely to lift off the ground.

Low cloud in amounts greater than 4 oktas is usually associated with one of the followingtypes of meteorological situation:

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

– A depression not Far East or northeast of Canterbury.

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

The cloud ceiling is generally above 800ft (240m) and only very occasionally below 300ft(90m).

An indication of low cloud and/or poor visibility occurring simultaneously for specified windspeed and direction is given in the following points:

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

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

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

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

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

NAME OF MONTH PERCENTAGE OF EXCEEDING CROSS WIND

January 4 %

February 2 %

March 5 %

April 0 %

May 1 %

June 0 %

July 0 %

August 1 %

September 3 %

October 3 %

November 7 %

December 4 %

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1.6. AFRICA

1.6.1. Major Influences

The strongest factor is the movement of the ITCZ, this may give very severe conditions thatare a hazard to aviators.

The characteristics of the Inter Tropical Convergence Zone are an upper Easterly Jet, mon-soon air at the surface meeting the southern hemisphere trade winds. Often buried within theInter Tropical Convergence Zone at lower levels is an Easterly Jet. The mixing and thermalrising parcels of air creates almost vertical TCU which spread out at the Tropopause,(65,000’). The air then descends down and mixes with the trade wind air mass. This createssignificant vertical shear. The descending air and the Easterly Jet combine to create theWEST AFRICAN TORNADO during Spring and Autumn.

This area is a belt of TS 20-30nms wide giving very heavy Rain, the West African Tornadosmove along the Inter Tropical Convergence Zone, and may be the start of the hurricanes thatbring destruction into the Americas and Caribbean.

Elsewhere along the Inter Tropical Convergence Zone the definition is lost due to undescern-able cloud types mixed in a chaotic sky. Buried within these multi-layer formations large TSand TCU grow, with considerable ice and turbulence.

Another major influence is the sea current around Madagascar. The South Equatorial currentis a large circulatory current that passes south of Africa, warms as it turns North close to Aus-tralia, then further turns West towards Madagascar. As it meets the Northern tip of Madagas-car it divides into a Northerly and Southerly flow. The Northerly flow tracks up the coast andthen turns through 180 degrees south of Kenya back towards the Seychelles.

It is here that the cyclones are born.

On the western side of Africa, the West African tornados track out to sea, crossing the coastof Liberia and meeting the Southerly winds passing the western side of the Inter TropicalConvergence Zone. Once over the oceans they pick up moisture which fuels the cyclonicactivity and now we have the birth of the Hurricanes that are tracking to the Americas.

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1.6.2. Winter

The surface wind is generally a Northeasterly, Close to the Inter Tropical Convergence Zonethere is little cloud, however the convective cloud increases over the mountains of Kenya.

During the rainy season the presence of Thunderstorms increases, these storms may reach65,000’ on occasions. Kenya and South Africa have less rain than other areas.

Fine dry weather is normal in the high-pressure region south of Cairo. Reduction in visibilitydue to rising dust or sandstorms frequent Khartoum with strong NE winds from Kenya goingsouth the weather is influenced by the Inter Tropical Convergence Zone. The Inter TropicalConvergence Zone lies across Liberia, Lagos then turns South running down the center ofthe country to the approximate mid point before turning East towards Madagascar.

The wet season is November to March or April in the south. The “SHORT RAINS” are inNovember and December, whilst the “LONG RAINS” are in MAR and MAY.

1.6.3. Jetstreams and Upper Winds

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

1.6.4. Tropical Revolving Storms

Cyclones affect this route. Originating 5 to 15 degrees South in the Indian Ocean, they arerare in the Seychelles but frequent over Madagascar, Mauritius and Mozambique. Cycloneshave been known to affect the Comoros, but generally Madagascar shields them from theworse effects. Indications are that only side effects from cyclones may be expected aboutonce in every eight years. Cyclones are most frequent January to April, sometimes alsoNovember to May.

June to October - The surface winds are generally Southeasterly. Equatorial through almostreaches Johannesburg by July. Local cloud ‘Guti’ in Zimbabwe and occasionally in the Trans-vaal. Very low stratus and CB with moderate to strong SE winds which bring moisture fromMozambique. These periods are generally about five days, the cloud type are generally ofgreater proportion than in January and are related to the position of the Inter Tropical Conver-gence Zone.

Precipitation - A rain belt reaches up to Khartoum and almost all the yearly moisture (150mm) is deposited at this time. A double wet season in Kenya is the result of the Inter TropicalConvergence Zone movement March to May and November to December. This is the sea-son for Haboobs and sandstorms in the Sudan.

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1.6.5. Aerodromes in the Region

1.6.5.1. Khartoum

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

1.6.5.2. Nairobi

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

1.6.5.3. Entebbe

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

1.6.5.4. Harare

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

1.6.5.5. Johannesburg

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

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CHAPTER 2

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CHAPTER 2 - PERFORMANCE

2.1 PANTRY CODE DEFINITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32.1.1 A319 / A320 / A321. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

2.1.2 A332 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

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

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

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

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

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




2.1.11 B772 LR Dry Operating Weight and Index . . . . . . . . . . . . . . . . . . . . . . . . . . 23

2.1.12 B773 ER Dry Operating Weight and Index . . . . . . . . . . . . . . . . . . . . . . . . . . 24

2.1.13 CL300 Dry Operating Weight and Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26

2.2 STANDARD PASSENGER WEIGHT FOR LOADSHEET PURPOSES . . 27

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2.1 PANTRY CODE DEFINITION

2.1.1 A319 / A320 / A321

Note: Inclusion of an airport into a pantry code does not indicate aircraft suitability, referto Chapter 7 for airport suitability.

2.1.2 A332


Pantry Code

Airport (From / To) (Note)

A

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

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

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

Pantry Code Airport (From / To) (Note)

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

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

C ATH, BEY, DME and IST

D

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

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

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

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2.1.3 A333, A346 and B777


Pantry Code Airport (From / To) (Note)

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

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

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

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

E IAD, IAH, JFK and KIX

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

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2.1.4 A300 Freighter Aircraft Dry Operating Weight and Index

A/ REGN ABX ABY AFB Reserved

SELCAL EFCR EJFR AERS

MSN 0554 0560 0614

Standard Crew Configuration 2/0 2/0 2/0

Maximum Crew Configuration 4/5 4/5 4/5

Dry Operating Weight (DOW)1 83 895 84 262 83 535

Dry Operating Index (DOI)1 485.8 484.5 487.6

1) Standard Crews 2/0

Variation of Crew from Standard Configuration DOW DOI

Per Cockpit Crew + 85 − 0.9

Per Courier + 85 − 0.8

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2.1.5 A319 Dry Operating Weight and Index

A/C REGN CJA CJB Reserved Reserved

SELCAL RSDM CSDK

MSN 1656 2341

Standard Crew Configuration 2/6 2/6

Maximum Crew Configuration 4/6 4/6

Pax Configuration 8/102 8/102

Dry Operating Weight (DOW)A

44 558 44 291

Dry Operating Index (DOI) 503.2 500.2

Dry Operating Weight (DOW)B

44 277 44 010


Dry Operating Weight (DOW)Z

43 165 42 898


Note: Refer to 2.1.1 for pantry code breakdown.



Per Cabin Crew ± 75 No Effect

For Test, Training or Ferry Flight:

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

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

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A/C REGN ADA ADB ADC ADD

SELCAL EFGR ELAS MQDP PQEL

MSN 1566 1648 1773 1895

Standard Crew Configuration 2/6 2/6 2/6 2/6

Maximum Crew Configuration 4/6 4/6 4/6 4/6

Pax Configuration 12/132 12/132 12/132 12/132


45 272 45 322 45 194 45 187

Dry Operating Index (DOI) 499.2 499.9 500.8 501.0


44 973 45 023 44 895 44 888



43 798 43 848 43 720 43 713









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A/C REGN ADE ADF ADG ADH

SELCAL FSEQ KSCM LQHM RSCP

MSN 1957 2097 2121 2138





45 151 45 309 45 125 45 086



44 852 45 010 44 826 44 787



43 677 43 835 43 651 43 612









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A/C REGN ADI ADJ ADU Reserved

SELCAL HQLS CSEJ AGJK

MSN 2161 2288 3071

Standard Crew Configuration 2/6 2/6 2/6

Maximum Crew Configuration 4/6 4/6 4/6

Pax Configuration 12/132 12/132 12/132


45 160 44 891 44 975

Dry Operating Index (DOI) 500.2 498.9 501.6


44 861 44 592 44 676



43 686 43 417 43 501









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A/C REGN ADK ADS ADT ADV

SELCAL GLBD JPES JSPR GKJM

MSN 1487 1928 2107 3274



Pax Configuration 196 12/165 12/165 12/165


50 483 51 633 51 550 51 142



50 132 51 245 51 162 50 754



48 506 49 621 49 538 49 130









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A/C REGN ADW ADX ADY ADZ

SELCAL HLCD LMHK BLDF BQGL

MSN 3369 3397 3636 3669





50 848 50 976 51 001 51 115



50 460 50 588 50 613 50 727



48 836 48 964 48 989 49 103









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A/C REGN ACA ACB ACC ACD

SELCAL HKAQ HSJL QSBF QSDL

MSN 473 489 511 521



Pax Configuration 8/24/200 8/24/200 8/24/200 24/248


124 540 124 376 124 334 124 125



124 010 123 846 123 804 123 700


Dry Operating Weight (DOW)C

123 485 123 321 123 279 123 084


Dry Operating Weight (DOW)D

123 130 122 966 122 924 122 536


Dry Operating Weight (DOW)E

125 352 125 188 125 146 124 427



120 994 120 830 120 788 120 396





Per Cabin Crew ± 75 No effect

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A/C REGN ACE ACF ACG ACH

SELCAL JPBE EFBQ ALJR DLCG

MSN 571 638 743 441



Pax Configuration 8/24/200 12/24/192 24/236 24/248


124 137 124 600 124 141 124 392



123 607 124 187 123 718 123 967



123 082 123 543 123 111 123 351



122 727 123 414 122 563 122 803



124 949 125 348 124 466 124 694



120 591 120 990 120 435 120 663






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A/C REGN ACI ACJ ACK ACL

SELCAL KSHM DSBK HPAB CLGM

MSN 746 760 792 820





123 251 123 251 124 025 124 033



122 828 122 828 123 602 123 610



122 221 122 221 122 995 123 003



121 673 121 673 122 447 122 455



123 576 123 576 124 350 124 358



119 545 119 545 120 319 120 327






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A/C REGN ACM AFL AFM AFP

SELCAL ACFL GKBJ GLAF CDRS

MSN 849 612 616 684





124 060 123 851 123 946 123 599



123 637 123 428 123 523 123 176



123 030 122 821 122 916 122 569



122 482 122 273 122 368 122 021



124 385 124 176 124 271 123 924



120 354 120 145 120 240 119 893






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A/C REGN Reserved Reserved Reserved Reserved

SELCAL

MSN

Standard Crew Configuration

Maximum Crew Configuration

Pax Configuration


Dry Operating Index (DOI)















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A/C REGN AEA AEB AEC AED

SELCAL HMAF JSDL AQJR BJMS

MSN 623 637 659 680



Pax Configuration 12/24/223 12/24/223 12/24/223 30/275


128 404 128 201 128 386 128 238



127 365 127 162 127 347 128 001



126 902 126 699 126 884 127 398



126 654 126 451 126 636 126 443



129 011 128 808 128 993 128 820



124 292 124 089 124 274 124 122




Per Cockpit Crew + 85 - 1.0


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A/C REGN AEE AEF AEG AEH

SELCAL ASFM BCAP APFJ AKCS

MSN 711 721 734 789





127 591 128 351 127 738 128 347



127 354 128 114 127 501 128 110



126 751 127 511 126 898 127 507



125 796 126 556 125 943 126 552



128 173 128 933 128 320 128 929



123 475 124 235 123 622 124 231






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A/C REGN AEI AEJ AEM AEN

SELCAL FGBQ CLEK DEAJ EGCD

MSN 813 826 893 907





128 443 128 700 128 714 128 518



128 206 128 463 128 477 128 281



127 603 127 860 127 874 127 678



126 648 126 905 126 919 126 723



129 025 129 282 129 296 129 100



124 327 124 584 124 598 124 402






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A/C REGN AEO Reserved Reserved Reserved

SELCAL EHDL

MSN 918

Standard Crew Configuration 2/11

Maximum Crew Configuration 4/14

Pax Configuration 30J/275Y


128 333

Dry Operating Index (DOI) 490.1


128 096



127 493



126 538



128 915



124 217






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A/C REGN AGA AGB AGC AGD

SELCAL FMAD FMAC FMAE CLFK

MSN 740 715 766 798



Pax Configuration 8/42/216 8/42/216 8/42/216 8/42/216


186 503 186 094 186 323 186 578



185 369 185 960 185 189 185 444



184 935 184 526 184 755 185 010



184 413 184 004 184 233 184 488



186 984 186 575 186 804 187 059



181 202 180 793 181 022 181 277






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2.1.11 B772 LR Dry Operating Weight and Index

A/C REGN BBA BBB Reserved Reserved

SELCAL JMFQ JRAC

MSN 36012 36013





160 043 159 999



159 649 159 605



158 888 158 844



158 172 158 128



160 529 160 485



155 003 154 959






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2.1.12 B773 ER Dry Operating Weight and Index

A/C REGN BAA BAB BAC BAI

SELCAL BEJQ BPAE GMHQ JKEP

MSN 36009 36103 36010 36095





174 257 174 073 174 249 174 081



173 544 173 360 173 536 173 368



172 495 172 311 172 487 172 319



171 578 171 394 171 570 171 402



174 933 174 749 174 925 174 757



168 055 167 871 168 047 167 879






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A/C REGN BAO BAE Reserved Reserved

SELCAL GQCM EMFH

MSN 36011 36104





173 954 174 128



173 241 173 415



172 192 172 366



171 275 171 449



174 630 174 804



167 752 167 926






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2.1.13 CL300 Dry Operating Weight and Index

A/ REGN AAN Reserved Reserved Reserved

SELCAL ALBF

MSN 20042

Standard Crew Configuration 2/1

Maximum Crew Configuration 2/1

Dry Operating Weight (DOW)1 11 018

Dry Operating Index (DOI)1 64.0


Per Cockpit Crew N/A N/A

Without Cabin Crew -75 -0.7

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2.2 STANDARD PASSENGER WEIGHT FOR LOADSHEET PURPOSES

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

Code Weight (Kg) Airport (From / To) (Note)

PT 1Adult 84

Children 35 Infant 10

ALG, CAN, KRT, PEK, PVG and SAH

PT 2

Male 88 Female 70 Children 35

Infant 10

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

PT3Adult 77

Children 35 Infant 10

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

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CHAPTER 3

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CHAPTER 3 - AREA BRIEFINGS

3.1 HIGH DENSITY ALTITUDES (HDA) OR HOT AND HIGH OPERATION . . 33.1.1 Awareness of the Density Altitude and high TAS . . . . . . . . . . . . . . . . . . . . . . 3

3.2 FAR EAST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53.2.1 China. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

3.3 EUROPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 173.3.1 Nicosia Area Brief . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

3.4 MIDDLE EAST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 193.4.1 Bahrain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

3.4.2 Iraq . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

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

3.5 NORTH ATLANTIC / OCEANIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 383.5.1 Overview. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38

3.5.2 Meterology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39

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

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

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

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

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

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

3.5.9 Communication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54

3.5.10 Position Reporting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57

3.5.11 MET Reporting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59

3.5.12 NAT MNPS - Flight Operations & Navigation Procedures . . . . . . . . . . . . . . 60

3.5.13 In-flight Contingencies - North Atlantic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71

3.5.14 Navigation System Degradation or Failure . . . . . . . . . . . . . . . . . . . . . . . . . . 76

3.5.15 Rapid Depressurisation / Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78

3.5.16 Engine Failure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78

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3.5.17 Operational Flight Plan. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79

3.5.18 Enroute Aerodromes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80

3.5.19 Greenland . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88

3.5.20 Cold Temperature Altimeter Errors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89

3.6 OCEANIC CHECKLIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 913.6.1 Pre-flight. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92

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

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

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

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

3.7 UNITED STATES OF AMERICA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 993.7.1 FAA - Aeronautical Information Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99

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

3.7.3 Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103

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

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

3.7.6 Meteorology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107

3.7.7 AIRMET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113

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

3.7.9 Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118

3.7.10 Airways & Route System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119

3.7.11 Communication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120

3.7.12 Air Traffic Control -Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122

3.7.13 ATC Clearance - Enroute . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125

3.7.14 Holding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128

3.7.15 Airport Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129

3.7.16 Assigned Parking Stand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135

3.7.17 Rescue & Fire Fighting (RFF) Categories . . . . . . . . . . . . . . . . . . . . . . . . . 135

3.8 ATC - GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1363.8.1 SID and STAR Climb / Decent Procedures and Phraseology . . . . . . . . . . 136

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HIGH DENSITY ALTITUDES (HDA) OR HOT AND HIGH OPERATIONAREA BRIEFINGS

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3.1 HIGH DENSITY ALTITUDES (HDA) OR HOT AND HIGH OPERATION

At high density altitude airfields (e.g. Sana’a) aircraft energy levels during an approach arevery similar to the energy of an aircraft under conditions of a “rushed approach” to an airfield,in ISA conditions. There is the additional “trap” of a higher TAS in hot and high conditions thatpotentially makes the problems ahead even more.

To calculate Density Altitude a rule of thumb is:

Density altitude = Airfield altitude+1000ft per 8degrees above ISA.

EXAMPLE SANNA, elevation is 7216ft AMSL. With an OAT of 320C (ISA+31) and standardpressure the density altitude is 11100ft.

Also as a rule of thumb: TAS INCREASES 2% over IAS for each 1000ft above sea level.

3.1.1 Awareness of the Density Altitude and high TAS

Hot and high conditions can be anticipated and therefore covered in the approach briefing.Most of the problems arise because the TAS increases with increasing density altitude.Therefore a comparison of IAS and TAS will give a good indication of the problems ahead.

a) HORIZONTAL PROFILE

The turning radius will increase as TAS increases, therefore it is a must to reduce yourspeed by the increment in TAS (due to high density altitude) so as to achieve smallradius.

b) VERTICAL PROFILE

When flying a 3 degree profile the rule of thumb is :rate of descent = 5 x ground speed. Therefore if the TAS is higher it follows that the V/S will be higher by an equivalentamount.

c) ENERGY MANAGEMENT

Approaches are normally based on distances that are fixed from touchdown. With ahigher TAS this distance will be covered a lot more quickly than normal and it willleave less time to slow down. So the best thing to do is to allow an earlier decelerationand configuration (low and slow). Other factors have to be considered are tail wind,high approach speeds and high weights.

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d) BRAKING

The kinetic energy will be higher on touchdown and this has to be dissipated by thebrakes . The use of reverse thrust and appropriate auto brake mode should be considered at all times.

e) SUMMARY

1) Hot and high conditions should be anticipated and briefed. Comparing IAS to TASwill give a good indication of likely problems.

2) Turning radius will increase. A speed reduction is a must so as to achieve thehorizontal profile.

3) The ability of the aircraft to follow a descent profile is not necessarily an indicationof how well it will slow down.

4) It could take more distance to decelerate (high density altitude and high TAS) sothe measures taken should be moved back to a more appropriate position to allowmore time and distance to slow down.

5) Touchdown speeds will be higher so choose appropriate braking.

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FAR EASTAREA BRIEFINGS

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3.2 FAR EAST

3.2.1 China

3.2.1.1 China RVSM Policy & Procedures

3.2.1.2 RVSM Implementation

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

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3.2.1.3 Implementation Phase on the Day

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

3.2.1.4 Altitude / Flight Level Clearance

• ATC will issue Flight Level clearance in Meters

• Pilots shall use the China RVSM conversion table to determine the correspondingFlight Levels in feet

• The aircraft shall be flown using Flight Level in FEET

3.2.1.5 Strategic Lateral Offset procedure (SLOP)

• 15:30 UTC ATC will broadcast “Attention All Aircraft, RVSM operations will begin in 30 min-utes”

• 1550 UTC ATC will broadcast “Attention all aircraft, RVSM operations will begin at 1600 UTC”

• 1600-1630 UTC and onwards ATC will clear RVSM compliant aircraft toclimb or descend to nearest appropriateRVSM FL in accordance with China RVSMFlight Level Allocation Scheme (FLAS).

• Radar Controlled Airspace Strategic Lateral Offset (SLOP) requires ATC approval

1nm offsets are preferred within radar con-trolled airspace

• Non-Radar Airspace Applying “SLOP” in non-radar environment is responsibility of flight crew

SLOP: Established at a distance of 1nm to 2nm to “RIGHT” of airway centre-line

Pilots not required to advise ATC

Applying SLOP in non-radar airspace, approval required from ATC to continue with the offset upon entering radar airspace.

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3.2.1.6 RVSM CONVERSION TABLE (METRIC TO FEET)

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

FLIGHT LEVEL ALLOCATION SCHEME

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3.2.1.7 Transition Procedures between FIRs

China Metric RVSM FLAS vs ICAO RVSM FLAS

* FLAS = Flight Level Allocated Scheme

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

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

Transition Area

• Identify the “transition area” and “procedures” for route entering/exiting Chineseairspace.

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

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3.2.1.8 China to/from Pakistan

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

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

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

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

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3.2.1.9 China to/from Myanmar

Transition procedure between KUNMING ACC & YANGON ACC (Linso)


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3.2.1.10 China to/from Vietnam via “Sanya FIR”

Transition procedure between Sanya ACC and Hanoi ACC (Assad)

3.2.1.11 China to/from Japan

Transition procedure between Shanghai ACC & Fukuoka ACC (Sadli)

• Route Structure as Follows

a) Within Sanya FIR

b) Within Hanoi FIR

ATS route “A202 ASSAD SAMAS”

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

• Flight level allocation

a) Hanoi FIR to Sanya FIR

b) Sanya FIR to Hanoi FIR

FL290, FL330, FL370, FL390, FL410

FL280, FL300, FL340, FL380, FL400

• Assigned Flight levels on ATS route A593

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

• Fukuoka ACC to Shanghai ACC FL240, FL280, FL300, FL400

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3.2.1.12 China to/from Republic of Korea

Transition Procedure between Qingdao ACC & Incheon ACC Westbound (Agavo)


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Transition Procedure between Qingdao ACC & Incheon ACC – Eastbound

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3.2.1.13 Weather Encounters & Aircraft System failures

Initial pilot actions when unable to maintain FL or unsure of aircraft altitude-keeping capability

• Notify ATC and request assistance

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

• Maintain watch for conflicting traffic using all available means

• Switch on exterior lights (subject a/c limitations)

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

3.2.1.14 Severe Turbulence or Mountain Wave Activity

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

3.2.1.15 Wake Turbulence Encounters

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

PILOT ACTIONS CONTROLLER ACTIONS

• State “Unable RVSM due (state reason)

• Assess traffic and provide assistance

• Request ATC assistance • Advise pilot of conflicting traffic

• If desired, request FL change· • Issue FL change, traffic permitting·

• Report location & magnitude of tur-bulence

• Issue PIREP

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3.2.1.16 Aircraft Requiring Raid Descent

PILOT ACTIONS

• NOTIFY ATC OF AIRCRAFT LOCATION & REQUEST-ED FL AS REQUIRED

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

• IF UNABLE TO CONTACT ATC AND RAPID DE-SCENT REQUIRED:

A) DEVIATION PROCEDURE FOR LEVEL CHANGE:

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

• TURN “LEFT” TO TRACK PARALLEL TO THE ORIGI-NATE ROUTE·

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

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

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

• ESTABLISH VISUAL CONTACT WITH CONFLICTING TRAFFIC

• TURN ON AIRCRAFT EXTERIOR LIGHTS

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EUROPEAREA BRIEFINGS

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3.3 EUROPE

3.3.1 Nicosia Area Brief

3.3.1.1 General

ATC co-ordination can be poor in this part of the Mediterranean with several frequencies tomonitor at one time.

ERCAN control, pronounced “ERJAN”, a station located in Northern Cyprus, requires positionreports at “VESAR” and “NIKAS” even though these waypoints are in NICOSIA FIR/UIR.However, NICOSIA ACC is the controlling authority within NICOSIA FIR/UIR, and anyATC clearances must ONLY be accepted from NICOSIA ACC, including allocation of SSRcodes.

When operating Southbound, contact Nicosia ACC 10 minutes prior FIR boundary. Changeto Nicosia ACC at waypoint “VESAR”. Although no formal transfer of control procedures isaffected between Ankara and Nicosia ACC, and no changeover instructions are issued oncrossing the FIR boundary, flights should ONLY accept control instructions issued by NicosiaACC until handover to the next ATC unit or FIR/UIR. Only after insistence to change toanother station (i.e. ERCAN control), should a check be made with Nicosia ACC. ContactDamascus 10 minutes prior to NIKAS.

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EUROPEAREA BRIEFINGS

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MIDDLE EASTAREA BRIEFINGS

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3.4 MIDDLE EAST

3.4.1 Bahrain

3.4.1.1 Bahrain FIR

ATS Route – BUNDU V977 BA R659 PURDA

ATS route segment “BUNDU V997 BAT R659 PURDA” within Bahrain FIR will shortly openand is available for flight planning to Qatar Airways destinations in Yemen and East/SouthAfrica. The opening of these airways will be announced via NOTAM.

1) Airway(s) - V997 and R659

– RNP 5

– Bi-directional

– Available H24

2) Flight Level Restrictions

– Outbound FL260 “BUNDU V997 BAT R659 PURDA”

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

3) HF Communications

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

4) Enroute Deviation “BUNDU V997 BAT R659 PURDA”

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

5) FMS Navigation Database and Jeppesen Charts

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

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ATS Routes – BUNDU V997 BAT R659 PURDA

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3.4.2 IRAQ

This brief to be read in conjuction with valid notams.

3.4.2.1 Overview

With the ongoing stability being experienced in Iraq and the operational benefits to airlines,Iraq has seen an 80% increase in overflying traffic since June 2008.

Iraq CAA continues to improve services and recently has taken control of FL290 and above.Investment in navigation aids, radar and communication equipment is ongoing andintroduction of new ATS route. ATC communication is good, although Western Iraq is still anongoing issue with poor two-way communication.

3.4.2.2 Iraq AIP

Iraq AIP can be found at following \website

• Website http://ramcc.dtic.mil/ (click on “reference information” tab)

3.4.2.3 Transponder Codes

3.4.2.4 General

• When entering the Baghdad FIR, remain on the ATC assigned mode 3/A transpondercodes.

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

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

3.4.2.5 Transponder Unserviceable

• Aircraft dispatched into Baghdad FIR with a known unserviceable Transponder is NOTPERMITTED.

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3.4.2.6 Search and Rescue / Interception

3.4.2.7 General

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

3.4.2.8 Interception of Civil Aircraft

• As per ICAO Procedure.

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3.4.2.9 Airspace and ATS Routes

3.4.2.10 Airspace Classification

Airspace Structure within Baghdad FIR

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

• Class A - Baghdad FIR FL240 - FL460

• Class D Established at airports that have “operating towers”

• Class E Established along air route strcture, FL150 to below FL240

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

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3.4.2.11 RVSM & RNP

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

• All ATS routes are designated RNP5

3.4.2.12 ATS Routes

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

• Contact Baghdad centre , see Jeppesen enroute charts for freq

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

• Turkey & Kuwait FIR boundary procedures

• All aircraft shall maintain level flight prior to entry

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

• ATC request - “ETA” for entry

Note 1 : If unable to establish contact, crews who elect to continue shall ensure they aredisplaying the assigned transponder code, or aircraft maybe subject to delayprior establishing contact with ATC, resulting in aircraft being turned away orheld.

Note 2 : Transit flight levels for Entering & Exiting Baghdad FIR can be found in Jeppesentext manual, Section “Air Traffic Control”.

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3.4.2.13 ATS Routes within Iraq

The following depicts planned routes through Baghdad FIR. New airways are beingintroduced regularly, refer to notams for details.

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3.4.2.14 Air Traffic Services

3.4.2.15 Overview

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

• A combined civil and military ATS workforce provides ATS services in Iraq, althoughprimary coalition controls, therefore certain phraseology or procedures may vary atdifferent locations.

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

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

3.4.2.16 VHF 121.5 and Transponder

• Continuously monitor VHF frequency 121.5MHz and operate transponder at all timesduring the flight, ensuring transponder is set to the “squawk code” as advised byRAMCC.

• Failure to operate transponder correctly may result in interception by coalition fighteraircraft.

3.4.2.17 Radar Failure

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

3.4.2.18 Two way communication failure

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

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

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

3.4.2.19 Enroute Holding

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

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3.4.2.20 Responsibility between ATS units & Class E TMA

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3.4.2.21 Baghdad FIR – Radar Coverage

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3.4.2.22 Emergencies

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

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

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

• Do not divert enroute from Baghdad FIR to Tehran FIR

• Enroute diversion airports considered at planning stage

• Refer to “Decompression charts” and OM PART C, Chapter 6 for authorizedairports.

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

3.4.2.23 Jeppesen Navigation Charts & FMS NAV Database

3.4.2.24 Overview

• Jeppesen Airway Manuals & FMS Navigation database contain following airports

• Baghdad International Airport (ORBI)

• Basrah International Airport (ORMM)

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3.4.2.25 Iraq - Emergency Airport

3.4.2.26 General Statement

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

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

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3.4.2.27 Baghdad International Airport (ORBI)

Warning : Caution, high risk to aircraft in the vicinity of Baghdad international airport duesmall arms fire and man made portable surface to air missiles. Aircraft thatrequire extended distance stabilized final approach are prohibited due to theirprofile increasing vulnerability.

3.4.2.28 Services

Services Remarks

Air Traffic ServicesH24 1) Sunrise - Sunset (Iraq Controllers)2) Other Times USAF Controllers

FuellingSunrise - Sunset (PPR on Request) 1) Type : JET A12) Fuelling Facilities - Limited

Handling

Sunrise - Sunset (H24 on Request)1) Handling Facilities - Limited2) No catering, potable water or toilet serice available3) Tow-bars for specific aircraft may not be available

Customs Sunrise - Sunset (PPR on Request)

Security H24

Rescue & Fire Fightin RFF Cat 8

Medical Facilities Limited

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3.4.2.29 Runways, Taxiways and Apron

Refer to NOTAMS for changes in Status.

• Runway

• Taxiways

• TWY width – 23m or greater

• Treat all TWYs with caution.

• Request “follow me” vehicle for guidance

• Apron

• Civil Apron available, Marshaller services provided

Caution : Use extreme cautions due deteriorating airfield surfaces

Numerous unmarked and unlighted obstacles within apron lateral clearanceszones

In general standard marking and lights are under re-construction

RWY15R/33L – non standard lighting in use (as of April 2009).

RWY LDA Width (M) Approach Lights Arresting

Gear

15L 4000 60 Refer to Notams Nil

33R 4000 60 Refer to Notams Nil

15R 3300 45 Refer to Notams Nil

33L 3300 45 Refer to Notams Nil

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• Threat Status - Contact Baghdad ATC for update as soon as possible beforeapproaching

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

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

3.4.2.31 Flight Procedures

• General Arrivals

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

• Refer to notams for updates on revised arrival procedures

• Civil Aircraft not authorized to arrive or depart -

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

3.4.2.32 Local Regulations

• RWY15 Departures

• No right turns prior to departure end of runway.

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

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

• RWY33 Departures

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

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

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3.4.2.33 Basrah International Airport (ORMM)

3.4.2.34 Airport Layout Chart - Overview

Not for Operational Use

3.4.2.35 Services

Services Remarks

Air Traffic Services H24

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

HandlingSunrise - Sunset (must be pre-organized)1) Handling Facilities - Limited2) No Tow-bars Available

Customs Sunrise to Sunset

Security H24

Rescue & Fire Fighting RFF Cat 8

Medical Facilities Limited

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3.4.2.36 Runways, Taxiways and Apron

Refer to NOTAMS for changes in Status.

• Runway

• Taxiways

• TWY width – 23m

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

• Treat all TWYs with caution

• Request “follow me” vehicle for guidance

• Apron

• Request Marshaller Services

• Lighting - General

• No obstruction or holding point lighting available


• Threat Status - Contact Basrah ATC for update as soon as possible beforeapproaching.

• ATS is provided by UK military controllers.

• ATS may require approach to RWY14 for landing RWY 32.

RWY LDA (M)

Width (M) Approach Lights Arresting

Gear

14 4000 45 Low Intensity Nil

32 4000 45 Low Intensity Nil

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3.4.3 UNITED ARAB EMIRATES

This brief to be read in conjuction with valid NOTAMs.

3.4.3.1 Emirates FIR

Segment ATUDO - KITAP in Airway A419

1) Qatar Airways is approved by UAE General Civil Aviation Authority to use “ATUDO –KITAP” segment of AWY A419, see attached map.

2) A419 lies within restricted (Military” airspace “OM-R54” ) and designated as a RNAV 1route (Refer to Airbus “FCOM2 Special operations” and Boeing “FCTM RNAVOPERATIONS” for RNAV requirement details).

3) RNAV 1 Navigation infrastructure – GNSS, DME/DME.

4) Deviation from Airway due weather or emergency requires prior co-ordination with ATCdue close proximity of military airspace.

5) Bi-directional Airway/Available H24.

6) Radar coverage available on entire airway.

7) Failure of onboard navigation system, advise Emirates ACC immediately and expectradar vectors.

8) FL Restrictions in place within Bahrain/ Emirates FIR.

9) Waypoint(s) “AE401” and “AE402” available in FMS NAVDB, but not shown on Jeppesenenroute charts. See NOTAM A0024/09 for details.

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Emirates FIR - ATUDO-ITAP Segment of Airway A419

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Line

NORTH ATLANTIC / OCEANICAREA BRIEFINGS

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3.5 NORTH ATLANTIC / OCEANIC

3.5.1 Overview

3.5.1.1 Routing

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

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

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

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

3.5.1.2 Airspace

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

3.5.1.3 Traffic Flows

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

• Westbound - Crossing 30W between 1130 – 1900 UTC

• Eastbound - Crossing 30W between 0100 – 0800 UTC

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

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3.5.2 METEROLOGY

3.5.2.1 Overview

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

3.5.2.2 Tropopause, Jetstream & CAT

The tropopause height over the Atlantic will usually be between 25,000ft to 40,000ft.Theminimum tropopause height is above the core of the Icelandic low where it may drop too lessthan 25,000ft. The maximum tropopause height is above the Azores high, where it’s usuallyabove 40,000ft. The tropopause marks the maximum cloud tops above which clear andsmooth air is nearly always available. Between FL300 and FL390, the subtropic and polarJetstreams lie just below the tropopause.

Prevailing Westerly winds extend from 30°N to 60°N and are more intense during winterseason and weak and variable during the summer season. The average wind direction insummer is Westerly, although Southerly winds are common. Naturally, the Jetstream is amajor factor in flight planning, and during winter months, minimum cost/time routes arefurther from the great circle routes than in summer.

The subtropical jet stream is often present over North America during winter at about 30°N, ata height of 40,000ft. Further North, Jetstreams, often associated with travelling depression,occur frequently in winter but less so in summer.

Clear Air Turbulence (CAT) is common over the North Atlantic and maybe experienced forlong periods. Eastbound tracks are generally in close proximity to “Jetstreams”, whichincreases the likelihood of Clear Air turbulence (CAT).

3.5.2.3 Canada & US East Coast

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

3.5.2.4 Enroute - Airports

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

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3.5.3 MNPS AIRSPACE

Note: Minimum Navigation Performance Specification (MNPS) is an old standard termof navigation for oceanic airspace, but in particular still applicable in the NorthAtlantic. RNP did not exist when MNPS was conceived, but RNP 10 fulfils theMNPS requirements. This document will refer to both RNP and MNPS acronyms.

3.5.3.1 Airspace

MNPS is that volume of airspace between FL285 and FL420 within the Oceanic Control Area(OCA). Longitudinal separation between in-trail aircraft using the Mach number technique is10 minutes and aircraft that satisfy MNPS are separated laterally by a minimum of 60nm. Toensure safe application, aircraft operating within MNPS airspace are required to have aminimum navigation performance capability. See FCOM 2 “Special Operations” for details onNavigation equipment requirements. Aircraft with reduced navigational capability may use the“Blue Spruce route” which routes Europe to North East Canada via Iceland and Greenland.

3.5.3.2 Area of Coverage

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3.5.4 NORTH ATLANTIC ORGANISED TRACK SYSTEM (NAT OTS)

3.5.4.1 Overview

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

A daily track message is published providing detailed information on each track.

3.5.4.2 Westbound

• Published by Shanwick;

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

• Valid from 1130 – 1800 UTC at 030° W.

3.5.4.3 Eastbound

• Published by Gander;

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

• Valid from 0100 – 0800 UTC at 030° W.

3.5.4.4 Track Message

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

1) Track Designation;

2) Entry point to track;

3) Track waypoint (Co-ordinates);

4) Exit point from track;

5) Available flight level (WB – Westbound);

6) Route from Europe - waypoint on ATS route structure;

7) North America Routes (NARs) designators.

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

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

3.5.4.5 Example of Westbound & Eastbound Tracks

3.5.4.6 Westbound Tracks

3.5.4.7 Eastbound Tracks

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3.5.4.8 Track Message - Presentation in QTR Briefing Package

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

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3.5.5 NORTH AMERICA ROUTE (NARS)

The abbreviation “NARs” will be used throughout this document instead of “North AmericaRoute”.

3.5.5.1 What are the North America Route (NARs)

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

• Common Portion

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

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

• NARs identifier can be found on NAT message.

• Non-Common Portion

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

• The non-common portion routing is listed on Operational Flight Plan, but also listedin Jeppesen Navigation Manual, section “Enroute.

3.5.5.2 Presentation on Operational Flight Plan (OFP)

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

3.5.5.3 FMS Navigation Database

• FMS NAVDB, select the NAR identifier, example N242B.

3.5.5.4 Where can NARs be found in Jeppesen Manuals

North American Routes (NARs) can be found in the “Enroute” section of jeppesen textualmanual.

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3.5.6 SEPARATION – LATERAL & LONGITIDUAL

3.5.6.1 Definition

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

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

3.5.6.2 Separation Minima

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

Separation Direction Airspace Distance

Longitudinal

MNPS (RNP 10)15 min (Mach Number Technique - NOT applied)

10 min (Mach Number Technique - Applied)

Non - MNPS Airspace

20 min (Mach Number Technique - NOT applied)

15 min (Mach Number Technique - Applied)

Lateral

MNPS 60nm

Non-MNPS Airspace

120nm except

New York OCA (WATRS area)-60nm betweenMNPS and domestic airspace.

90nm separation used

Between US or Canada and Bermuda WEST of55º west

Between Iberia peninsula and Azores Is.

Between Iceland and point in Scandinavia andUK.

VerticalRVSM 1000 feet

Non – RVSM 2000 feet

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3.5.7 FLIGHT PLANNING

3.5.7.1 Routing

Routing across the North Atlantic will be planned as follows

• Planned on NAT Tracks;

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

• Random routing that remain clear of NAT tracks;

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

Note: Without HF communication, aircraft NOT permitted to operate within theShanwick Oceanic Control Area.

3.5.7.2 Organized Track System (NAT OTS)

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

3.5.7.3 Random Routing

Flights operating Middle East to North America and vice versa will normally be planned on arandom routing.

If using random routing, 2 hours prior to each OTS period the following restriction applyAircraft and should remain clear of the OTS structure

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

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

3.5.7.4 Flight Planning - Without HF Communication/MNPS Capability

Flights operating without HF communication will be planned on routes that remain within VHFcoverage, via Iceland and Greenland. If onboard HF communication fails before entry toOceanic airspace, a new OFP should be requested from Qatar Airways dispatch.

Refer to Jeppesen chart(s) for applicable routing.

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3.5.8 OCEANIC CLEARANCE

3.5.8.1 Overview

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

• When Oceanic clearance differs from the Operational Flight Plan (OFP) in Flight level,route and Mach number, crew should follow the “OCEANIC CLEARANCE” and notwhat’s stated in the Operational Flight Plan.

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

3.5.8.2 Methods of Obtaining Clearance

• VHF clearance delivery frequencies;

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

• Domestic or other ATC agencies;

• ACARS.

• Shanwick “ORCA – Oceanic Route Clearance Authorisation”

• Gander “OCD - Oceanic Clearance Delivery”.

Communication provided via VHF and satellite to ACARS equipped aircraft via networksuppliers ARINC and SITA.

3.5.8.3 Track & Altitude Assignments

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

3.5.8.4 Oceanic Entry - ETA

After obtaining and reading back the Oceanic Clearance for entry point, if ETA changes, passrevised estimate to ATC. Remember, Longitudinal spacing on the NAT Tracks is based solelyon estimated times over boundary entry fixes.

Failure to provide controllers with accurate ETA may result in re-clearance to undesirabletrack and/or flight levels for entire crossing.

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3.5.8.5 Shanwick Overview

All flights are required to obtain a separate Oceanic Clearance from Shanwick prior toentering Shanwick Oceanic Control Area (OCA).

Therefore the crew will be in receipt of two (2) ATC clearances at the same time:

• First clearance – Domestic ACC unit currently providing ATC;

• Second clearance - from Shanwick OCA, which only takes affect from the specificentry point at Shanwick OCA boundary. This clearance covers entire portion of flight inOceanic Airspace.

Pilots should request oceanic clearance from ATC unit responsible for the first OceanicControl Area (OCA) at least 40-60 minutes (but no more than 90 minutes) prior to Oceanicentry based on ETA.

If requesting a “NAT track”, include the next preferred track.

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3.5.8.6 Oceanic Clearance Request – Voice Clearance Procedure

Note: Two flight crewmembers are required to monitor and record the issuance of theOceanic Clearance and any amendment there after. If any doubt exists, requestclarification from ATC.

Note: If any doubt of cleared track exists – Read back each track co-ordinate for ATCconfirmation.

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

Note: The entry point of the Oceanic clearance on which the flight is cleared may differfrom that originally requested and/or the Oceanic flight level differs from thecurrent flight level, the pilot is responsible for requesting and obtaining thenecessary domestic clearance to ensure that the flight complies with its OceanicClearance when entering Oceanic airspace.

Note: The flight must cross the Oceanic Control Area (OCA) boundary at the flight levelspecified in “Oceanic Clearance”.

Note: Advice ATC (Upon initial contact requesting Oceanic Clearance) of equipmentfailure that affects RVSM/MNPS capability.

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

Note: NO Oceanic Clearance received prior to reaching OCA boundary, contactDomestic ATC and request instructions to enable stay clear of Oceanicairspace whilst awaiting such clearance.

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B) Pilot Request for Oceanic Clearance via “NAT Track”

“Qatari 1234, Request Oceanic Clearance, Estimating 56N 10 West at One Two four five,Request Mach Decimal Eight Zero, Flight Level three Five zero, Second choice trackCharlie, Able Flight level three six zero”.

If the request includes a change to the original ATC flight plan affecting OCA, use follow-ing format:

“Qatari 1234, Request Oceanic Clearance, Estimating 56N 10 West at One Two four five,Request Mach Decimal Eight Zero, Flight Level three Five zero, Now requesting TrackEcho, able Flight Level Three Six Zero, Second choice Track Delta.

C) Pilot - Read back of Clearance via “NAT Track ”

Read back-abbreviated clearance format as shown below

“Qatari 1234 is cleared to Washington via Track Bravo 283A, from MIMKU (56N 010W)maintain flight level three five zero, Mach decimal Eight Zero”.

Note: Pilot must include the NAT track message identification (TMI) in read back ofOceanic Clearance.

• Call-Sign Qatari 1234, “Request Oceanic Clearance”

• OCA entry point and ETA Estimating 56N 10 West at One Two four five (1245)

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

• Any change to flight plan affecting OCA Second choice track Charlie

• Highest FL Able Flight level three six zero (FL360)

• Call-Sign Qatari 1234

• Clearance limit (normally Destination airport)

Washington

• Track Designator / TMI Bravo 283A

• OCA entry point From MIMKU (56N 010W)

• Flight Level Maintain flight level three five zero

• Mach Number Mach decimal Eight Zero

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D) Pilot - Read back of Clearance via “Random Route”

If on a random route, North or South of the tracks, read back the entire route from Oce-anic entry point to the Oceanic exit point, inclusive. Since random routes are not definedin the track message, the “Track Message Identifier (TMI) number must not be included.

• Call-Sign

• Clearance limit (normally Destination airport)

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

• Flight Level

• Assigned Mach Number

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

3.5.8.7 Oceanic Clearance routing via 6100N (Scottish Domestic – Reykjavik Oce-anic)

3.5.8.8 Overview

Aircraft entering the Reykjavik Oceanic Airspace via 6100N at or East of 01000W fromScottish domestic airspace are required to obtain clearance from Reykjavik Oceanic AreaControl Centre (OACC).

Flight routing via RATSU (6100N/01000W) do not require Oceanic Clearance from Shan-wick OAC and therefore should not contact Shanwick clearance delivery.

Reykjavik OACC may establish NAT tracks, which will be published by Shanwick OCA.

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3.5.8.9 Gander Oceanic Clearance Delivery

Gander Oceanic Clearance Delivery procedures are in effect:

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

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

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

• Maintain listening watch on sector control frequency while obtaining Oceanicclearance.

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

Note: Domestic control will not provide instruction to contact Gander OceanicClearance Delivery.

3.5.8.10 Sample of a track message published by Gander OCA

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3.5.8.11 New York OCA

New York domestic control will provide NAT Oceanic clearance.

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3.5.9 COMMUNICATION

3.5.9.1 VHF

VHF communication is used in the following areas

• Brest Oceanic Transition Area (BOTA);

• Shannon Oceanic Transition Area (SOTA);

• Northern Oceanic Transition Area (NOTA);

• Designated route via Iceland and Greenland.

3.5.9.2 VHF – Area of Coverage at FL300

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3.5.9.3 HF Frequencies & NAT Family Coverage

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

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3.5.9.4 SELCAL

SELCAL check MUST be performed before initial entry into Oceanic Airspace andcommencing SELCAL watch.

3.5.9.5 Emergency Frequency - VHF

Continuous watch on 121.500MHz should be maintained.

3.5.9.6 Emergency Frequency - HF

• 8364

• 2182

3.5.9.7 Inter Pilot Air to AIR VHF Frequency

123.45MHz is assigned for pilot-to-pilot exchange of operationally information. It should notbe used as a “chat” frequency. This frequency may also be used to relay position reports ifair-ground communication failure.

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3.5.10 POSITION REPORTING

3.5.10.1 Routine Position Report

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

3.5.10.2 Request Clearance

To request a change of Mach number, Flight or Route.

Example: Request Clearance Qatari 1234, 56N 010W, 1235, FL330, Est 56N 020W, 1310,Next 56N 030W”, Request FL350.

• Position / Flight Identification Position Qatari 1234

• Present position / Time over present position 56N 010W / 1235

• Present Flight Level FL330

• Next Position on assigned route Estimate 56N 020W

• Estimate time for position 1310

• Next subsequent position Next 56N 030W

• Any further information, eg Met data or CompanyMessage

• Request Clearance / Flight Identification Position Qatari 1234

• Present position / Time over present position 56N 010W / 1235

• Present Flight Level FL330

• Next Position on assigned route Estimate 56N 020W

• Estimate time for position 1310

• Next subsequent position Next 56N 030W

• Request Mach Number, Flight level or routechange

Request FL350

• Further information or clarifying remarks

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3.5.10.3 Change of Mach, FL or route when position report no appropriate

Example: Request Clearance Qatari 1234, Request FL370

3.5.10.4 Revised Estimate

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

3.5.10.5 When able higher (WAH) Reports

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

• New York Oceanic Control Area (OCA)

• Santa Maria Oceanic Control Area (OCA)

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

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

Example of “WAH” Report.

“Qatari 459, 40N 040West at 1010, Flight level 350, estimating 40N 050West at 1110, 40N060W Next, able FL370 at 1145.

3.5.10.6 ETA Deviation

If estimated time for next position, last reported to ATC, is found to be in error by +/-3minutes, pass a revised ETA to ATC unit concerned.

3.5.10.7 Step Climbs

Always report to ATC immediately upon reaching new cruising level.

• Request Clearance / Flight Identification Request Clearance Qatari 1234

• Requested Mach Number, Flight level or route Request FL370


• Revised Estimate / Flight Identification Revised Estimate Qatari 1234

• Next position on route 57N 040W

• Revised estimate for next position 0325


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3.5.11 MET REPORTING

3.5.11.1 General

• Make routine meteorological observations at each designated reporting point andintermediate mid-point;

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

• Where abnormal weather conditions encountered - advise ATC;

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

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

Note: Westbound Flights

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

Note: Eastbound Flights

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

3.5.11.2 Met Report – Mid Point Met Observations

Within Shanwick, Gander, New York and Santa Maria OCAs, between Europe and NorthAmerica and vice versa, are to record the met observations at the mid point betweenreporting point. The Mid point observation is retained for transmission at the next report-ing point.

– Qatari 459;

– Position 56N 020W, 1305 (Time), FL330 (Flight Level);

– Estimate 56N 030W, 1340 (Time), Next 55N 040W;

– Temperature Minus 56, 220/55 (Wind direction/Speed);

– Temperature Minus 60, Wind 230/75 (Wind direction/Speed) at 56N 015W”.

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

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3.5.12 NAT MNPS – FLIGHT OPERATIONS & NAVIGATION PROCEDURES

3.5.12.1 General Procedures for Flight in NAT MNPSA Flight Planning

• Check the NAT Track Message (NTM) for validity;

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

• Fuel reserve as per OM PART A;

• Check provision of next best NAT Track, OFP summary;

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

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

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

• Oceanic entry point, cruising Mach Number and flight level;

• Oceanic landfall and cruising TAS.

• Plotting chart for NAT region;

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

3.5.12.2 Pre-flight Procedures MEL Restrictions

Ensure no MEL items precluding to ETOPS, RVSM or MNPS flight. Refer to FCOM 2,“Special Operations”.

Minimum Equipment Required.

• IRS - Two (2) operational required;

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

• An ELT is required for MNPSA operations;

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

3.5.12.3 Flight Planning - Without HF Communications

Flights operating without HF communication will be planned on routes that remain withinVHF coverage, via Iceland and Greenland. If onboard HF communication fails beforeentry to Oceanic airspace, a new OFP should be requested from Qatar Airways dispatch.

Refer to Jeppesen chart for applicable routing.

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3.5.12.4 Time Accuracy

Confirm that the aircraft clock is synchronized to GPS time signal (presence of a time display,with the clock’s UTC selector set to “GPS”).

3.5.12.5 Oceanic Clearances

Where departure airport is situated close to oceanic boundaries the Oceanic Clearance mustbe obtained before departure.

Oceanic Clearances may be available using ACARS. When ATC clearances or re-clearancesare being obtained by R/T, headsets must be worn. Two crewmembers are to monitor suchclearances.

3.5.12.6 Relief Crew Members

If relief crew on board, continuity of the operation must not be interrupted. Crew changeprocedures between the active and relief crew defined in OM PART A.

3.5.12.7 Initial Insertion of Latitude and Longitude

Prior to flight in MNPS airspace, a full IRS alignment is required. Refer to fleet SOP.

Checks of the inserted position and of the residual ground speed outputs must be carried outindependently by the PNF during the early stage of the pre-flight checks as per SOP.Discrepancies must be resolved.

3.5.12.8 Loading of Oceanic Waypoints

The PF enters the waypoints in the F-PLAN, subsequently, the PNF recalls and confirmsthem against source information. A circle is then drawn around the waypoint on the OFP ifcorrect. It is not sufficient for one crewmember to just observe another crewmember enteringthe data.

Do not assume the infallibility of navigation databases.

Note: FMGEC Latitude and Longitude waypoint abbreviation in ARINC 424 quadrantalformat is not compatible with ADS reporting equipment.

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3.5.12.9 Flight Plan - Track & Distance Check

Preferably, the Flight Plan Track & Distance Check is to be performed pre-flight if timepermits. Otherwise, the check must be completed in initial cruise.

Performing this check airborne will not be an option if the point of departure is close to MNPSairspace.

3.5.12.10 Oceanic Clearances

Where departure airport is situated close to Oceanic boundaries the Oceanic Clearance mustbe obtained before departure.

Oceanic Clearances may be available using ACARS. When ATC clearances or re-clearancesare being obtained by R/T, headsets must be worn. Two crewmembers are to monitor suchclearances.

The procedure is as follows:

• Select North Ref to ‘TRU’;

• Select PLAN mode on the ND;

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

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

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

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

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

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

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

• Select North Ref to ‘MAG’.

3.5.12.11 In-flight Procedures - Enroute Duties

PNF is responsible for:

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• ATC communications;

• Maintenance of the Master CFP;

• Completing the Plotting Chart and monitoring enroute and terminal weathe.

PF is responsible for:

• Navigation of aircraft;

• Monitoring and activating ATC clearances.

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3.5.12.12 Re-cleared on different track from planned

Procedures employed are similar to those employed at the beginning of a flight:

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

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

• Weight, time and fuel at deviation waypoint;

• Cleared FL;

• Track or routing.

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

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

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

• Enter or uplink, winds and temperatures;

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

• Check new route for fuel required;

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

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

• Extreme care must be used cross-checking the way point insertions especiallywhen the clearance is received by radio as the flight plan cross-check process hasbeen lost.

• If the printer is inoperative, use the plotting chart by annotating with the normal OFPdetails.

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

Note: Crews must plan to complete the track & distance check procedure for the initialportion of the revised route, (in an unhurried manner), prior to entry into oceanicairspace.

Note: Following any revision to the original OFP, the new Flight Plan is to be annotatedin the same manner as described previously. If the subsequent domestic portionof the flight corresponds to that contained in the original flight plan, it should bepossible to revert to the original OFP at the appropriate point.

Note: Any new clearance has a clearance limit on the new exit point. A reviseddomestic clearance from the new exit must be requested. Refer to “‘ExitingMNPSA” airspace’ in this chapter.

3.5.12.13 Approaching NAT MNPS

Prior to entering MNPS Airspace, the accuracy of each IRS and FM should be thoroughlychecked, by comparing with GPS position, or by using independent navigation aids.

If not GPS primary, a comparison of indicated bearing/distance on the “MCDU PROG”page, to that of an actual VOR/DME ground station should be performed.

Additionally:

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

• Conduct RVSM checks as per FCOM 2.04.45;

• Select North Ref to ‘TRU’;

• Supernumerary operational crewmembers on the flight deck should be used tocheck the clearance waypoints, which have been inserted into the navigationsystem, using source information such as the track message, or data linkclearance if applicable.

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

• Correct waypoint

• Flight level

• Mach

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3.5.12.14 Mach Number Technique

3.5.12.15 Overview

Because of the high volume traffic on the organized tracks, the MACH number technique forlongitudinal separation is applied without exception. ATC apply Mach number technique tomaintain adequate longitudinal separation between aircraft operating on the same route at, orclimbing or descending to the same level.

3.5.12.16 Procedure in NAT Oceanic Airspace

• ATC clearance includes the assigned Mach Number to be maintained;

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

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

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

• Ensure calculated estimate times are accurate;

• Position Reports – Include the Mach Number;

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

After leaving oceanic airspace pilots must maintain assigned Mach Number in domesticcontrolled airspace unless otherwise advised.

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

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3.5.12.17 Communication

3.5.12.18 HF

HF frequencies are organized into “six families”(A,B,C,D,E,F). Refer to Jeppesen Textmanual; section “Enroute”, for details of frequencies. Normally a primary and secondary HFfrequency will be allocated either by domestic ATC (before Oceanic boundary) or whenobtaining “Oceanic Clearance”.

See “in-flight- Contingences” for HF communication failure.

3.5.12.19 SELCAL

SELCAL check MUST be performed before initial entry into Oceanic Airspace andcommencing SELCAL watch.

3.5.12.20 Operation of Transponders

Unless otherwise directed by ATC, operate transponders continuously in Mode A/C Code2000. Continue to squawk last assigned transponder for a period of 30 minutes after entryinto NAT airspace.

The above procedure does not affect the use of the special purpose codes (7500, 7600 and7700) in cases of: unlawful interference, radio failure and emergency.

Reykjavik ACC provides a radar control service in the southeastern part of its area andconsequently transponder codes issued by Reykjavik ACC must be retained throughout theReykjavik OCA until advised by ATC.

If radar vectors are provided by Reykjavik, ‘MAG’ heading must be selected.

3.5.12.21 Entering NAT MNPS Airspace and reaching an NAT MNPS Waypoint

When approaching waypoints, the following check should be carried out:

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

• Check track and distance to next waypoint.

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At the waypoint:

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

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

• A position check should be made at each waypoint and the present position plotted10 minutes, 2 degrees of longitude or 2 degrees of latitude after passing eachwaypoint.

Note: Even if Automatic Dependant Surveillance (ADS) via data link is being used toprovide position reports to ATC the above checks should still be performed.

3.5.12.22 Monitoring during distractions from routine

Ensure that minor emergencies or interruptions to normal routine are not allowed to dis-tract the crew to the extent that the navigation system is mishandled.

If during flight, autopilot modes are changed, or auto-thrust is disconnected (e.g. becauseof turbulence), care must be taken when the autopilot is re-engaged to ensure that thecorrect modes are engaged.

3.5.12.23 Deviation from track

Whenever possible, prior ATC approval should be obtained. In such situations a trans-mission on the appropriate common frequency should also be considered.

Use the OFFSET function to ensure waypoint sequencing. It is essential that pilotsensure the correct desired track is recaptured in NAV mode as soon as possible after thedeviation is complete.

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3.5.12.24 Strategic Lateral Offset Procedure (SLOP)

3.5.12.25 Proceure

The following procedure is permitted for wake turbulence avoidance or to mitigate the risk ofconflict when non-normal events such as aircraft navigation error, altitude deviation errorsand turbulence induced altitude errors.

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

• Must not exceed 2nm deviation;

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

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

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

• ATC clearance is not required for this procedure;

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

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

• If entering radar-controlled airspace, ie Bermuda, remain on established offsetposition.

3.5.12.26 RVSM procedures in MNPS Airspace

Refer to FCOM 2, “Special Operations”.

3.5.12.27 Step Climbs

Oceanic crossing are planned at a single flight level for the entire crossing. The possibility toof climb in Oceanic airspace does exist on a tactical base. To make the most of this service,crew should review FMC performance predictions to determine optimum cruise levels.

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3.5.12.28 Exiting NAT MNPS airspace.

Revised Flight Plan

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

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

Cleared as filed

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

Mach Number

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

Note: The examples described above are also applicable to eastbound flight.

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3.5.13 IN-FLIGHT CONTINGENCIES – NORTH ATLANTIC

3.5.13.1 Introduction

The following procedures are intended for guidance only. Although all possible contingenciescannot be covered, they provide for such cases as:

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

• Aircraft performance problems; or

• Pressurization failure.

They are applicable primarily when rapid descent, turn-back, or diversion to an alternateaerodrome is required. The pilot’s judgment will determine the specific sequence of actionstaken, having regard to the prevailing circumstances.

3.5.13.2 General Procedures

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

• If a twin-engine aircraft as a result of an engine shutdown or a failure of an ETOPScritical system employs these contingency procedures, the pilot should advise ATC assoon as practicable of the situation, reminding ATC of the type of aircraft involved andrequesting expeditious handling;

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

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

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

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3.5.13.3 Special NAT Procedure

1.1.3.Special NAT procedure

If unable to continue the flight in accordance with ATC clearance and/or aircraft is unable tomaintain the navigation performance accuracy, and prior clearance cannot be obtained, thepilot shall:

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

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

• Direction to alternate airport;

• Any lateral offset being flown;

• FLs allocated to adjacent routes.

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

• Once established on offset track;

• If prior clearance cannot be obtained, an ATC clearance should be obtained at theearliest possible time. In the meantime, broadcast position (including the ATS Routedesignator or the Track Code as appropriate) and intentions, at frequent intervals on121.5 MHz (with 123.45 MHz as a back-up frequency);

• All exterior lights should be turned ON;

• Utilize ACAS.

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

Climb or Descend1000 ft if above FL 410

500 ft when below FL 410

Climb 1000 ft if at FL 410

Descend 500 ft if at FL 410

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3.5.13.4 Weather Deviation Procedure

3.5.13.5 ATC Clearance – Communication Established

• Initiate communication with ATC, state

• “Weather Deviation Required”

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

• Advise extent of deviation expected

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

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

3.5.13.6 ATC Clearance – Communication not established

• Deviate away from track/route system

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

• All exterior lights should be turned ON, Utilize ACAS

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

• Deviation greater than 10nm

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

• Attempt to contact ATC if not already established.

3.5.13.7 Wake Turbulence

If deviation is required due wake turbulence, apply the Strategic Lateral Offset Procedure(SLOP) that is detailed in this document.

Route Center Line Track

Deviations Greater than 10nm

Level Change

EAST

000-179 Magnetic

Left Descend (300ft)

Right Climb (300ft)

WEST

180-359 Magnetic

Left Climb (300ft)

Right Descend (300ft)

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3.5.13.8 Communication FAILURE - HF

3.5.13.9 General

The communication failure procedure is located on reverse side of the North Atlantic plottingcharts.

If two-way communication is lost, the following procedure is intended as guidelines.

• Identify Mode A code Squawk 7600 and mode C

• Utilize satellite voice communication (if available)

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

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

3.5.13.10 Loss of HF communication PRIOR to entry into NAT

If operating with a received and acknowledge Oceanic clearance:

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

If operating without a received Oceanic clearance:

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

3.5.13.11 Loss of HF Communication AFTER entering the NAT

Cleared on flight plan route

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

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Cleared on other than flight plan route

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

3.5.13.12 Communication – Gander & Shanwick ACC Evacuation

In case that either Gander or Shanwick ACC is evacuated for any reason, refer to theJeppesen text manual, section “Emergency” for details.

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3.5.14 NAVIGATION SYSTEM DEGRADATION OR FAILURE

3.5.14.1 General

An aircraft that has suffered equipment failures that results in only a single LRNS (one AirbusBack-up Nav) remaining serviceable, may still be flight planned and flown through the MNPSAirspace but only on specified routes established for this purpose, listed in Enroutepublications.

3.5.14.2 Detection of Navigation Failures

Use MCDU POS MONITOR page to compare IRS, FM and GPS positions. Additionalinformation may be evident from compass headings, ND wind display and Flight Director bardeviation. Use all of above information to make regular comparison checks. This monitoringand comparison will allow early identification and easy isolation of a faulty system as perFCOM procedures.

Under no circumstances should a flight continue into Oceanic Airspace (MNPS) withunresolved navigation system errors, or with errors, which have been established to havebeen caused by IRS misalignment or initial data input error.

3.5.14.3 One Navigation System remains before OCA boundary is reached

The pilot must consider landing at:

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

3.5.14.4 One Navigation System remains after OCA boundary is crossed

The pilot should normally continue to operate the aircraft in accordance with the OceanicClearance already received, appreciating that the reliability of the total navigation system hasbeen significantly reduced.

In addition:

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

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

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

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

• Attempt visual sighting of other aircraft or their contrails, which may provide a trackindication keep a special lookout for possible conflicting aircraft, and make maximumuse of exterior lights

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

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

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3.5.15 RAPID DEPRESSURISATION / DESCENT

Other than the 90 degree turn (Special NAT procedure) the basic drills and procedures forany decompression are unaffected by the extended range environment. Safety heightconsiderations are unlikely to be a factor at FL100 on most routes. However, all flight crewmust be aware of the MORA over Greenland, which is significantly above FL100.

3.5.16 ENGINE FAILURE

Following engine failure in any extended range operation, the procedures outlined in FCOM,should be carried out in a methodical manner.

The aircraft should leave its assigned route or track by initially turning 90° to the right or leftas soon as possible to prevent descent into tracks below. The direction of the turn should,where possible, be determined by the position of the aircraft relative to any organized route ortrack system (e.g. whether the aircraft is outside, at the edge of, or within the system).

Other factors are:

• Direction to alternate airport, terrain clearance and levels allocated on adjacent routesor tracks;

• Driftdown will likely have to be modified by additional considerations such as othertraffic;

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

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3.5.17 OPERATIONAL FLIGHT PLAN

3.5.17.1 NAT FLIGHT PLAN ANNOTATION

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3.5.18 ENROUTE AERODROMES

3.5.18.1 Aerodromes location – North Atlantic

The following map gives an overall view of aerodromes located in the North Atlantic region.See Chapter 6 for authorized aerodromes.

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3.5.18.2 Gander (CYQX/YQX) – Newfoundland / Canada

* RFF 8 available at 1 hours notice

Overview

Gander is located in north central Newfoundland. No significant terrain in vicinity of airport.The airport is well equipped for passenger handling.

Weather

Fog and low clouds is a problem during spring and early summer. Early morning radiation fogis slow to clear in winter. Summer - thunderstorms possible. Surface winds, winter generallyWesterly (average 15kts, Summer, Southerly (average less than 12kts). Wind speeds,between 30-50kts are fairly frequent, particularly is association with low pressure centers orfronts.

ATC

ATC is of a good standard, but no radar available.

General

During winter, snow banks are extensive, outer engine maybe very close and ingest snow.

Runway

• Runway 03/21 and 13/31– 61m wide;

• Runway 03 and 31, turning pads available;

• Runway 13, Taxiway exit available.

RWY LDA IAP RFF HRS Medical Facilities

03/21 3109 ILS/VOR7* H24 Community Hospital (Transfer

time is about 4 mins)13/31 2713 ILS/NON

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

Overview

Goose bay is located 100nm inland from the Atlantic. No significant terrain.

Weather

Poor visibility occurs during winter due ice fog and snow. Low ceiling frequent during springand autumn. Snow from October to May. Summers are generally good. Westerly windsprevail, but April, May and June, northeast winds exceed westerly winds.

Runway

• Runway 08/26 & 16/34 – 61m;

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

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

Overview

Halifax is a major city in Nova Scotia. The airport has all the services one expects from ainternational airport.

Weather

Light fog is common all year around, but dense fog occurs between April and August.Occasional thunderstorms occur between May and October. Snow occurs Decemberthrough April, freezing rain is observed during winter.

Surface wind, October to April, Northwesterly, while May through September is Southerly.


08/26 3368 ILS/DNB8 H24 Small Community Hospital.

(10 KM away)16/34 2920 NON/NON


05/23 2682 NDB/ILS8 H24 Facilities of a major city

14/23 2347 ILS/LOC B/C

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

• SHOULD ONLY BE USED IN EXTREME EMERGENCY CASES;

• SHOULD NEVER BE CONSIDERED FOR MEDICAL EMERGENCIES.

Overview

Located at the head of along, narrow, relatively straight fjord and approx 65nm inland fromWest coast of Greenland, and 15nm West of the Ice Cap.

Approach & Terrain

The LOC approach is along the north side of the steep walled fjord. RWY 10, first 915m has a1.5% upslope, giving the illusion of a short runway. Winds in excess of 20knots will causemoderate turbulence on final due to terrain in all quadrants. VMC landing RWY 10, highterrain in front of aircraft can cause a false horizon. Maintain instrument check. A safe landingon RWY 28 is only possible during day VMC due close terrain.

Runway 10, missed approach climb gradient 5%.

Weather

Weather is generally good. Main problem is turbulence caused by high wind. High pressureusually exists over the ice cap, producing a prevailing North East wind down RWY 10. IFRconditions, mostly during spring and fall with low ceiling and fog. October - November,snowfall expected. Altimeter may over read during cold temperatures.

Metar and TAFs report TRUE winds, so carefully when calculating crosswind.

ATC

ATC, tower and approach control (radar available) operates as per published hours. Both thetower and approach can be operational within one (1) hour of notification of an emergency. Ifdiverting to Kangerlussuaq, notify Sondrestrom information as soon as conditions permit onVHF or HF. Provide ETA, and advise that all airport services and facilities be activated.

Runway

• Runway 10/28 – 60m wide;

• Runway 10, No turning pad or TWY exit available;

• Runway 28, TWY exit available.


10/28 2810m LOC DME/NON 5 1100-2200z* Very limited

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3.5.18.6 Keflavik (BIKF/KEF) / Iceland

Overview

Keflavik is located on the Southwest coast of Iceland. High terrain located east throughsoutheast.

Weather

Prevailing winds are strong Northeasterly during wintertime, and strong southerly during thesummer. Southeasterly winds give the airport its greatest percentage of below minimumweather. Low clouds are present much of the time, with fog occurrence during the summer.Expect blowing snow January and February. Average temperature for January is -3°C, so icyrunways during the winter maybe a problem.

ATC

Radar service is available.

Runway

• Runways 02/20 & 11/29 – 60m wide;

• Taxiways exits available for all runways.


02/20 3048m ILS / ILS9 H24

Keflavic - Small hospi-tal. Reykjavic 30 min-utes away - two major

hospitals

11/29 3048m ILS / ILS

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3.5.18.7 Lajes AB (LPLA/TER) / Azores

Overview

A well equipped military airport, with both engineering and passenger handling capability.

Terrain

Terrain located in the Southwest, reaching 3,700ft at 10nm.

Winter

Low ceiling and poor visibility associated with passing fronts. Strong North-westerly windsfrequent after passage of cold front. Summer – Settled weather.

Terrain located in the Southwest, reaching 3,700ft at 10nm.

ATC

Good ATC facilities with radar coverage. Contact Santa Maria while on the ground at Lajes toobtain Oceanic clearance, this will take about 10 minutes. Initial FLs given for Oceaniccrossing are generally lower than requested.

Runway

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


15/33 3314m ILS / ILS 9 H24 Hospital available

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

Overview

St.John’s is located on Newfoundland’s East coast.

Terrain

High terrain located Northwest of airport. RWY 29, high coastal cliff located on approach.

Weather

St. John has frequent strong winds, moderate to severe turbulence. Slippery runwaycombined with strong winds during winter. During strong winds, anticipate moderate tosevere turbulence on approach with downdraft approaching the cliffs.

ATC

No radar available.

Runway

• Runway 11/29 & 16/34 – 61m wide;

• Runway 11,16 - Turning pad available;

• Runway 34 - TWY exit available.


11/29 2581 ILS / ILS7* H24 Hospital(s) (Transfer

time 10 minute(s)16/34 2135 ILS / NDB

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3.5.18.9 Shannon (EINN/SNN) / Ireland

Overview

Shannon is an international airport, located on West coast of Ireland. Terrain located to theeast of the airport.

Weather

Fog is most prevalent in spring and fall, with March and October being the most criticalmonths. Ceiling less than 400 feet is rare in all seasons. However, ceiling of below 1000ft areof significant frequency, especially early morning during the summer months.

ATC

Radar vectoring is provided.

Runway

• Runway 06 - Taxiway exit available;

• Runway 24 - Turning pad available.


06/24 3059m ILS / ILS 9 H24

Shannon - Small Hospi-tal Limerick & Ennis (30 mins away) - Two major

hospitals

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3.5.19 GREENLAND

3.5.19.1 Cold Temperature & Low Barometric Pressure

There maybe areas of Greenland with very low atmospheric pressure and very coldtemperatures. There are only a few stations in Greenland reporting altimeter settings andthese stations are primarily in coastal areas. Reported QNH vales may be misleading unlessclose to a station reporting a current QNH.

With QNH set in extreme cold temperatures, the airplane is lower than indicated. This mustbe considered when operating below normal cruising levels over Greenland, where terrainseparation is a matter of concern.

3.5.19.2 Terrain

The only critical terrain in the North Atlantic region is located in Greenland, with terrain up to15,600ft MSL.

3.5.19.3 Operations over Green land below FL195

In the event of a depressurisation of emergency descent over Greenland or diversion to anairport in Greenland, when operating below FL195, contact one of the flight information andaltering services in Greenland. See North Atlantic chart AT (H/L) 1, for frequencies.

If operating in Reykjavik OCA portion of Sondrestrom FIR, communication may beestablished with Sondrestrom information. However maintain communication with Reykjavikuntil leaving the Reykjavik OCA (descending below FL195).

3.5.19.4 Driftdown Procedures

All routes over Greenland are designated critical terrain routes. Refer to OM PART C, section5 for details of Driftdown and escape routing.

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3.5.20 COLD TEMPERATURE ALTIMETER ERRORS

3.5.20.1 Overview

When temperatures are lower than International Standard Atmosphere (ISA), true altitude islower than indicated altitude. This temperature effect on indicated altitude becomesextremely important with very cold temperatures and minimum terrain separation.

Except in Canada, IFR assigned minimum altitudes are not compensated for these coldtemperature errors. Pilots need to beware of reduced terrain/obstacle clearance and mayneed to co-ordinate higher altitude with ATC.

The values from the “Altitude Correction” table should be added to the published procedurealtitudes, including minimum altitude and DME arcs to ensure adequate obstacle clearance.Unless otherwise specified, the destination aerodrome elevation is used as the elevation ofthe altimeter source.

Additionally, when obstacles or terrain are a factor, the corrections should be applied to thefollowing only after obtaining ATC approval:

• Approach procedure altitudes;

• Missed approach procedure altitudes;

• IFR-assigned minimum altitudes.

With respect to altitude corrections: the following procedures apply:

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

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

• Radar vectoring altitudes, require no corrective action by pilot;

• Adjustments to MDA or DA do not require ATC coordination;

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

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3.5.20.2 Altitude Correction table

Height above the elevation of the Altimeter source (feet)

*Aerodrome Temperature

Example

Aerodrome Elevation: 2262ft:

Aerodrome temperature: Minus 50ºC

*A/P Temp

200 300 400 500 600 700 800 900 1000 1500 2000 3000 4000 5000

ºC

0 20 20 30 30 40 40 50 50 60 90 120 170 230 290

-10 20 30 40 50 60 70 80 90 100 150 200 290 390 490

-20 30 50 60 70 90 100 120 130 140 210 280 430 570 710

-30 40 60 80 100 120 130 150 170 190 280 380 570 760 950

-40 50 80 100 120 150 170 190 220 240 360 480 720 970 1210

-50 60 90 120 150 180 210 240 270 300 450 590 890 1190 1500

Altitude HAA Correction Indicated Altitude

Procedure Turn 4000ft 1738ft +520ft 4520ft

FAF 3300ft 1038ft +300ft 3600ft

MDA (straight-in) 2849ft 578ft +180ft 3020ft

Circling MDA 2849ft 578ft +180ft 3020ft

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3.5.21 OCEANIC CHECKLIST

3.5.21.1 Flight Planning

• NAT Track Message Check for Validity

• Planned Route Check the Operational flight Plan (OFP) way-points agree with the NAT track message

• Plotting Chart Qatar Airways customized “Plotting Charts” arestored in “Destination Trip Kit” manual (2 plot-ting charts per Trip Kit).

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

• Weather a) Destination / Destination Alternate

b) ETOPs for en-route airports

• ETOPS Airports Be familiar with facilities at en-route airports

• Data-Link Procedures Be familiar with1) Logon Procedures

2) Message Exchanges

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3.5.22 Pre-flight

• MEL Check MEL for items that may affect

a) Communication (i.e. HF)

b) RNP 10 Capability

c) RVSM Capability

• Master Clocks Synchronized to a GPS Signal.

• Altimeter Within Tolerance for RVSM Operation

• IRS Complete Full Alignment.

• Present Position Confirm present position co-ordinates

• FMS Loading of Oceanic Way-points

PF - Enters waypoints/co-ordinates

PNF - Cross checks. Read frm FMS screenback to the Master OFP.

• Distance & Track Check Verify waypoint co-ordinates.

(Performed during pre-flight, if not, the duringinitial cruise).

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3.5.23 Oceanic - Prior to Entry

• Gross Error Check Check accuracy against ground based NAV-AID

• HF & SELCAL CHECK a) HF - Primary & Secondary checked.

b) SELCAL - Checked

• CPDLC Log on 15 to 45 minutes (if aircraft equipped)

• Oceanic Clearance a) Obtain Oceanic Clearance 40-60 minutes(Headset MUST be worn)

b) TWO crewmembers are required to monitorand record Oceanic Clearance and any amend-ments thereafter.

c) Confirm

1) Flight Level

2) Mach No.

3) Routing for Oceanic Crossing

d) Flight level – Enter Oceanic boundary at FLas per Oceanic Clearance

e) Advise ATC “When able higher”.

• Oceanic Re-clearance a) TWO crewmembers are required to monitorand record Oceanic Re-clearance

b) update OFP, FMS and plotting chart

c) Both crew members must do independentchecks after OFP, FMS and plotting charts areupdated

d) Check “Initial True Track” and “distance”between new waypoints inserted

NOTE: Reclearance is the number one sce-nario which leads to GROSS NAVIGATIONERRORS.

• Altimeter & Compass Altimeter and Compass – Record and notetime of reading

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3.5.24 Oceanic - After Entry

• Squawk a) Within Shanwick & Gander Oceanic Air-space.

1) 30 minutes after Oceanic entry Squawk2000.

b) Reykjavik Oceanic Airspace.

1) Maintain las assigned Squawk.

• Communications 121.5 (Emergency) - Set

123.45 (Air-Air) - Set

• Mach Number Maintain Assigned Mach Number

• Altimeter Hourly Checks

• Strategic Lateral Offset Proce-dure

Review Procedure

1) Fly Centerline

2) Fly 1nm or 2nm “RIGHT” of center-line only.

• Waypoint - Approaching a) Cross check co-ordinates with OFP for:

1) Waypoint just crossed

2) Next waypoint.

• Waypoint - Overhead a) Confirm aircraft.

1) Turns in correct direction

2) Takes up new direction

b) Provide Position Report to ATC.

See reverse side of Jeppesen Plotting Chartor OM Part C, Chapter 4 for Position Reportformat.

• Waypoint - 10 Mins Plot a) At 10 mins, and 2° latitude / 2° Longitudeafter passing a Oceanic waypoint crew MUSTplot:

1) Latitude/Longitude and Time.

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Oceanic - After Entry (Cont’d)

• Waypoint - Midpoint a) Cross check upper winds with

1) OFP

2) FMS

3) Upper wind chart

b) Confirm ETA to next waypoint

• 30º W a) Westbound

1) Gander - HF/CPDLC logon. Add “HEAVY” tocall-sign when using Hf.

2) Add “HEAVY” to call-sign when using HF.

b) Eastbound

1) “Shanwick” - HF/CPDLC logon.

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3.5.25 Oceanic - Exit

• Ground Based Nav AID Compare ground based NAV AID to FMGS.Note any discrepancy.

• Strategic Lateral Offset If using “Strategic Lateral Offset” procedureduring “Oceanic Crossing”, return to centerlinebefore exiting Oceanic Airspace.

• Routing after Oceanic Exit a) When cleared on an Oceanic Track otherthan the TRACK originally filed.

1) Crew MUST confirm routing with next ATCsector controller, as revised clearance may notbe the same as original domestic routing.

• Mach Number Maintain Assigned Mach Number.

A change of Mach Number may be requested ifrequired for operational reasons.

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3.5.26 Inflight Contingences

• Loss of Communication a) Prior - Oceanic Entry

b) After - Oceanic Entry

c) Shanwick and Gander ACC - Evacuation(See Jeppesen text manual, section “Emer-gency”).

• Navigation Degradation orPartial Failure

a) See reverse side of Plotting Chart

b) OM Part C, Chapter 4.

• Unable to continue Flight inaccordance with ATC Clear-ance

a) Refer to “Special NAT procedure”, which isbasically:

1) “15nm OFFSET, 90 degree turn to “LEFT” or“RIGHT” Procedure”.

(See reverse side of plotting chart for details).

• Weather Deviation a) ATC Clearance, communication established.

b) ATC clearance, communication not estab-lished.

c) Wake turbulence – Apply the “Strategic Lat-eral Offset Procedure (SLOP)”.

(See reverse side of plotting chart for details).

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3.6 UNITED STATES OF AMERICA

3.6.1 FAA - AERONAUTICAL INFORMATION MANUAL

The FAA, Aeronautical Information Manual can be found at the following website:

http://www.faa.gov/airports_airtraffic/air_traffic/publications/ATpubs/AIM/

Jeppesen text Manual, section “Air Traffic Control”, pages titled “US X-X-X” is a reproductionof the “FAA, Aeronautical Information Manual” (AIM).

3.6.2 Non-discrimination on the Basis of Disability in Air Travel

The Air Carrier Access Act, Part 382, prohibits both U.S. domestic carriers and foreigncarriers from discriminating against passengers with disabilities.

This rule came into effect on 13 May 2009. For Qatar Airways, Part 382 applies to flights thatbegin or end at any U.S. airport and to the aircraft used for those flights. It also applies to theoperating carrier in codeshare flights.

The role of Complaint Resolution Officials (CRO) is an expert in all matters of Qatar Airwayscompliance with the requirement of U.S. DOT Air Carrier ACT (ACAA) Part 382. The CROwill be empowered to make decisions to resolve compliance issues in a timely way, this mayon occasion require the overruling of a decision of other QR personal. However, CRO is notauthorised to challenge a safety related decision of the Pilot-in-command.

Note : In the event of any doubt to the suitability of a passenger to travel, the Pilotin command (PIC) is advised to consult with the station CRO or Doha priorto making decision.

The following MUST be avoided while handling a disabled customer :

• Discrimination during the provision of air transportation.

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

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

Carriers must not limit the number of passengers with a disability who travel on a flight.

Unless specifically permitted by a provision of the rule, carriers shall not refuse transportationof a disabled passenger.

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However, a passenger may be refused due to :

• Safety considerations.

• Carriage of a passenger who violates Federal Aviation Regulations.

In general, carriers may not ask a passenger with a disability to produce a medical certificate.

However, a medical certificate along with a medical review by QR Doctors may be requiredfor a passenger with a disability under the following conditions :

• Travelling on a stretcher or in an incubator.

• Requiring medical oxygen in flight.

• Requiring extraordinary medical assistance during the flight.

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

To be valid, a medical certificate must be dated within 10 (Ten) days of the scheduled date ofthe passenger’s initial departing flight. In case the above mentioned medical conditionscontinue / persist during the return journey, then a new medical certificate will be required forthe return sector as well. Similarly, if there is a gap of several weeks between the initialdeparting flight and onward travel then, even in that case, another medical certificate will berequired.

In general, advance notice is not required for a passenger with a disability.

However, advance notice is required if a passenger with a disability wishes to receive specialservices, equipment or has a medical condition that necessitates a medical certificate and anadditional medical review by QR Doctors. The following advance notices may be required :

• Up to 72 hours advance notice (if a passenger wishes to receive carrier supplied in-flight medical oxygen)

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

• Check-in one hour before the minimum check-in time. (e.g. if the recommendedcheck-in time is 3 hours then the passenger requiring special services should check-in4 hours prior to departure)

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

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However, the following table explains other scenarios, with applicable actions, which shouldapply :

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

Category Carrier’s View Likely Action(s)

Stretcher or incubator case

Medical escort MUST always accompany

passenger unless QR Doctor authorises a non-medical escort

Carrier will charge for the transportation of medical or non-medical escort even if pas-senger disagrees with the carrier.

Mentally disabled pas-senger Escort is required

Passenger agrees and voluntarily chooses to travel with a personal attendant/escort - carrier will charge for the transportation of the escort.

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

Passenger with a se-vere mobility impair-

mentEscort is required -do-

Both severe hearing and severe vision im-

pairmentsEscort is required -do-

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

• Restricting passengers movements within the terminal.

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

• Making passengers sit on blankets on the aircraft.

• Making passengers wear badges or other special identification.

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

• Moving the passenger to and from seats, as part of the boarding and disembarkingprocesses.

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

• Using the on-board wheelchair to enable the passenger to move to and from alavatory.

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

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

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3.6.3 Definitions

1) A “flight” means a continuous journey in the same aircraft, or with one flight number, thatbegins or ends at a U.S. airport

2) A “passenger with a disability” means any individual who has a physical or mentalimpairment that, on a permanent or temporary basis, substantially limits one or major lifeactivities, has a record of such an impairment, or is regarded as having such animpairment.

3) “Temporary disabilities” include :

• Recent surgery or medical treatment including broken limbs.

• Recent (or still existing) physical illness.

4) “Physical and mental impairments” include but are not limited to; diseases and conditionssuch as orthopaedic, visual, speech, hearing impairments, cancer, heart disease,diabetes, mental retardation, emotional illness, drug addiction, alcoholism, cerebral palsy,epilepsy, muscular dystrophy and multiple sclerosis.

5) “Major Life Activities” means functions such as caring for one’s self, performing manualtasks, walking, seeing, hearing, speaking, breathing, learning and working.

6) “Complaint Resolution Officials” (CRO’s) are specially trained staff members who willhave the authority to overrule the decision of any other airline personnel in order toensure compliance with the regulation. However CRO’s will not be authorised tocountermand a decision of the pilot-in-command, (PIC), when the basis for such adecision is safety.

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3.6.4 GEOGRAPHICAL OVERVIEW

3.6.4.1 Location of “States” within USA

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3.6.4.2 Two letter identifier for each State in Eastern US

Two Letter identifier for each State in Eastern US

CT Connecticut NJ New Jersey

NY New York

DC Washington

DE Delaware OH Ohio

GA Georgia PA Pennsylvania

IL Illinois RI Rhode Island

IA Indiana

KY Kentucky SC South Carolina

MA Massachuesetts TN Tennessee

MD Maryland

ME Maine VA Virginia

MI Michigan VT Vermont

NC North Carolina WV West Virginia

NH New Hampshire

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3.6.5 AERODROME LOCATION

3.6.5.1 Aerodrome location in North East USA & Canada

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3.6.6 METEOROLOGY

Refer to Jeppesen textbook, Section “Meteorology”, which provides full details on USmeteorology.

The following website provides detailed aviation weather information for Unites States ofAmerica: http://adds.aviationweather.noaa.gov/

3.6.6.1 Unit of measurement

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

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

• Visibility Statue Miles (SM)

• RVR Feet

• Altimeter Setting Inches

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3.6.6.2 RVR Conversion Feet to Meters

As per “US OPS SPEC C051”, the following table is approved for RVR conversion feet tometers.

RVR Conversion

FEET METERS

300 ft 75m

400 ft 125m

500 ft 150m

600 ft 175m

700 ft 200m

1000 ft 300m

1200 ft 350m

1600 ft 500m

1800 ft 550m

2000 ft 600m

2100 ft 650m

2400 ft 750m

3000 ft 1000m

4000 ft 1200m

4500 ft 1400m

5000 ft 1500m

6000 ft 1800m

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3.6.6.3 Meteorological Visibility Conversion table

As per, “US OPS SPEC C051”, the following table is approved for “Meteorological VisibilityConversion”.

Meteorological Visibility Conversion

Statue Miles (SM) Meters (M) Nautical Miles (NM)

1/4sm 400m 1/4nm

3/8sm 600m 3/8nm

1/2sm 800m 1/2nm

5/8sm 1000m 5/8nm

3/4sm 1200m 7/10nm

7/8sm 1400m 7/8nm

1sm 1600m 9/10nm

11/8sm 1800m 11/8nm

1 ¼sm 2000m 1 1/10nm

1 ½sm 2400m 1 3/10nm

1 ¾sm 2800m 1 ½nm

2sm 3200m 1 ¾nm

2 ¾sm 3600m 2nm

2 ½sm 4000m 2 2/10nm

2 ¾sm 4400m 2 4/10nm

3sm 4800m 206/10nm

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3.6.6.4 En-route Advisory Service (EFAS)

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

• Working hours: Normally 0600am to 1000pm;

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

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

• Boston 133.925

• Atlanta 135.475

• Cleveland 135.425

• Indianapolis 134.825

• Washington 134.525

To contact Flight Watch use the name of the ARTCC facility in your area and the name of thenearest VOR to your position.

Example: “Flight Watch Boston, Qatari 123, Bangor VOR”.

3.6.6.5 Hazardous in-flight weather advisory Service (HIWAS)

Continuous broadcast of hazardous weather forecast through selected VORs.

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3.6.6.6 In-flight Weather Advisories

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

• SIGMENTS

• Convective SIGMETS

• AIRMET

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

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

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

3.6.6.7 SIGMENT

See Jeppesen textbook, Section Meteorology, page US 7-1-11/12 for full details.

SIGMET advise of potential hazardous weather to all aircraft, ie severe icing, turbulence andstorms (dust/sand) that may lower visibilities below 3 miles. SIGMET are valid for 4 hours andupdated as required. The SIGMETS are broken down into six regions as shown on theenclosed map.

• Firstly, by US State;

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

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3.6.6.8 Convective SIGMETs

See Jeppesen textbook, Section Meteorology, page US 7-1-12 for full details

Overview

Convective SIGMETs are issued for any of the following and implies severe turbulence icingand low level windshear:

• Surface wind greater than or equal 50kts;

• Hail at surface greater than ¾ inch in diameter;

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

Convective SIGMET are issued Hourly at H+55

3.6.6.9 Regions

3.6.6.10 Example of a Convective SIGMET Decode

• WSTE Eastern Region East of 87 West Longitude

• WSTC Central Region Between 107 and 87 West

• WSTW Western Region West of 107 West Long

• WSUS32 KKCI 220755 Transmission details

• SIGC SIGMENT

• CONVECTIVE SIGMET 24C Convective Sigment number

• VALID UNTIL 0955Z Validity period

• MN LS Affected states “MN” Minnesota & “LS” Louisiana

• FROM 20ESE INL-50WSW YQT-50ENE DLH-20ESE INL

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

• AREA TS MOV FROM 23045KT. TOPS TO FL310.

Area of thunderstorms moving from 230 degrees at 45kts, tops at 31,000ft

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Example of Convective Segment

WSUS32 KKCI 220755

SIGC

CONVECTIVE SIGMET 24CCONVECTIVE SIGMET 24C

VALID UNTIL 0955Z

MN LS

FROM 20ESE INL-50WSW YQT-50ENE DLH-20ESE INL

AREA TS MOV FROM 23045KT. TOPS TO FL310.

OUTLOOK VALID 220955-221355

AREA 1...FROM 50NNW ONL-70S FSD-30SSW OVR-30W OSW-50WSW TUL-60NE

CDS-60WSW ICT-60E GCK-60W LBL-30SSW PUB-50NW LBF-50NNW ONL

WST ISSUANCES EXPD. REFER TO MOST RECENT ACUS01 KWNS FROM STORM

PREDICTION CENTER FOR SYNOPSIS AND METEOROLOGICAL DETAILS.

3.6.7 AIRMETSee Jeppesen textbook, Section Meteorology, page US 7-1-13 for full details

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

• Issued every 6 hours;

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

• Sierra : IFR conditions and/or extensive mountainous obstructions;

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

• Zulu : Moderate icing and freezing level heights.

Example of AIRMET

Note the T in “CHIT” (CHI = Chicago), which indicates “Tango” AIRMET

“CHIT WA 220845

AIRMET TANGO UPDT 1 FOR TURB AND LLWS VALID UNTIL 221500

AIRMET TURB...SD NE KS MN IA MO WI LM LS MI IL OK TX AR LA

FROM YQT TO SSM TO BAE TO COU TO ELD TO ACT TO TXO TO 50W LBL TO

GLD TO OBH TO MSP TO YQT

MOD TURB BLW 120. CONDS CONTG BYD 15Z ENDG 18-21Z S OF 50W LBL-

ELD LN. ELSW...CONDS CONTG BYD 15Z THRU 21Z.

OTLK VALID 1500-2100Z...TURB MO WI LM MI LH IL IN KY AR TN

BOUNDED BY SSM-80ESE SSM-YVV-ECK-BVT-DYR-ELD-COU-BAE-SSMMOD TURB BLW 120. CONDS DVLPG 15-18Z. CONDS CONTG THRU 21Z.”

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3.6.7.1 1METARs & TAFS

Most of the terminology in TAFs and METARs conforms to ICAO standard. Some differencedoes exist.

3.6.7.2 METARs

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

METAR KPIT 091955 COR 22015G25KT 3/4SM R28L/2600FT TSRA OVC010CB 18/16A2992 RMK SLP045 T0820159.

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

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

• “¾” - Visibility in statue miles;

• R indicates Runway Range

• 2600FT is the 4-digit visibility, in feet. A single letter to indicate trend, Down, Up or Nomay follow the visibility value;

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

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

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

• RMK - Remark.

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

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

• T0820159 – Temperature and dew point in tenths:

• Temperature: Example “0820” = 18.2°c;

• Dew point: Example “159” = 15.9°c.

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3.6.7.3 TAFs

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

Difference to ICAO

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

• Windshear information included in TAF.

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

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

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

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3.6.8 WEATHER BRIEF - USA

3.6.8.1 Overview of Weather in USA

Winter: Frequent travelling frontal depressions associated with Polar fronts, which, at thistime of year, lies from Florida towards Southern England.

Summer: Polar fronts moved northwards, lies from Newfoundland towards Scotland,associated travelling frontal depression activity is about half the winter rate.

It’s not unusual for marked temperature inversion to exist during anti-cyclonic conditions overNorth America in winter.

Hurricane season is June to October. Hurricanes form in the Caribbean move northeasterlyover land or water.

Jetstream, associated with Polar fronts is often present over North America during winter atabout 30°N at a height of 40,000ft. Further North, jet stream often associated with travelingdepressions, occur frequently in winter, but less so in summer.

3.6.8.2 US East Coast - Weather

Overview

Outbreaks of polar air masses over Labrador or Southern Greenland can create heavyweather development with snowstorms and blizzards in wintertime. The warm Gulfstreamcauses instability of heated up cold air masses with heavy rainfall and thunderstorms.

When moist air drifts with Southeast winds towards the cooler east coast, sea fog (advectionfog) forms and can affect many airports in the region at same time, especially Bangor,Boston, New York and Philadelphia.

Radiation fog may affect Newark (KEWR) and Bradley Windsor Lock (KBDL).

Warm fronts may become stationary in mid winter, resulting in low ceiling and visibility duefog, drizzle, rain and snow,

3.6.8.3 Northeasters

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

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3.6.8.4 Hurricanes

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

3.6.8.5 Thunderstorms

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

3.6.8.6 Great Lakes Region and Montreal - Weather

3.6.8.7 Overview

The weather development in this area can be severe. Summer, CB may build ups maybeextensive, comparable to monsoon type build-ups in the Far East. Re-routing of entire trafficflows may be necessary. Winter period, heavy snowfalls and strong winds may occur,resulting in blizzards that may affect or close airports such as Chicago, Montreal and Toronto.

Warm fronts, main features are light rain, drizzle and snow occur November through toMarch, generally affecting Chicago, Detroit, Buffalo, Montreal, Cleveland and Syracuse.

Fog occurs December to January, especially when southwesterly flow of moist air from Gulfof Mexico. Airports generally affected, Chicago, Detroit, Buffalo, Montreal, Cleveland andSyracuse.

Thunderstorms occur mostly in the summer month, with maximum occurrence June-August.

3.6.8.8 Lake Effect Snow

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

3.6.8.9 Squall lines

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

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3.6.9 AIRSPACE

3.6.9.1 Airspace Overview

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

3.6.9.2 Transition Altitude

Transition altitudes are not used. Flight levels begin at FL180, where altimeter setting of29.92 inches of mercury is used.

3.6.9.3 Class E airspace

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

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3.6.9.4 VFR traffic

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

3.6.9.5 RVSM

US airspace is designated as RVSM between FL290 to FL410.

3.6.10 AIRWAYS & ROUTE SYSTEM

3.6.10.1 Overview of Victor & Jet Airways

Airways within the US, are divided into two types as follows:

Type of AWY

Designator Example Published Altitude

a) Victor V V12 Up to but not including 18,000ft MSL

b) Jet J J215 From 18,000ftMSL to FL450 inclusive

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3.6.11 COMMUNICATION

3.6.11.1 General

If difficulty in understanding American slang, ask for clarification, as ICAO standardphraseology is not always used. Speaking slowly may trigger the response to be slower.

3.6.11.2 Emergency Frequency 121.5 & US Coast Guard Frequency

• 121.5 should always be monitored in US Airspace;

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

3.6.11.3 First Contact – Enroute

When calling Air Route Traffic Control center” (ARTCC), use the word “center” instead of“control”, ie “Washington center”.

On first contact with US ATC center, provide:

• Radar Environment;

• Aircraft present position;

• Altitude;

• Estimate time for next reporting point.

3.6.11.4 Aircraft Call Sign

The word “HEAVY” is required in the ATC transmission within US Airspace for aircraft with aweight greater than 136,000kgs.

The following are examples of “using group form numbers”, the word “HEAVY” must beincluded.

• Qatari 083 - “Newark, Qatari eighty three heavy”

• Qatari 05 – “Newark, Qatari five heavy”

• Qatari 1423 – “Newark, Qatari fourteen twenty three”

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3.6.11.5 Radio Frequency

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

• 122.1 - One two two point one

Note: ICAO procedures, require the decimal point be spoken as “decimal”, althoughFAA will honor ICAO procedures.

3.6.11.6 Airway or Jet Numbers

• V12, spoken as Victor Twelve;

• J533, spoken as Juliet Five thirty three.

3.6.11.7 Figures

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

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

3.6.11.8 Radar

When advised “radar contact”, position reports are to be omitted.

3.6.11.9 ATC Identification

• 500 Five hundred

• 4,500 Four thousand five hundred

• 10,000 One zero thousand

• 13,500 One three thousand five hundred

ATC ident ATC ident Example

Approach Control Service

Approach Control

Departure Control

Washington Approach Control

Control Towers (Ground Control Services)

Ground Control

Clearance Delivery

Washington Clearance Delievery

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3.6.12 AIR TRAFFIC CONTROL – PROCEDURES

3.6.12.1 VFR traffic in TMAs

VFR traffic operating in TMAs, separation as follows:

• 500ft Vertical

• 1 ½ mile lateral

3.6.12.2 Traffic Advisories

Below 18,000ft and outside TMAs, ATC will give information on VFR traffic, but will notprovide radar vectors around the traffic unless requested by pilot. During arrival proceduresradar vectors may take the aircraft outside Class B airspace, which ATC may or may notadvise.

3.6.12.3 Altimeter Setting Procedures

Altimeter setting are furnished by ATIS, tower, Approach and Centre Control, and alsoavailable from Flight Service Station (FSS) weather broadcast or by request to FSS. The pilotreceiving the altimeter setting should repeat it for verification.

Use the setting given by “Centre” frequency. The controller issues altimeter setting for flightoperating below FL180 as they are observed passing compulsory reporting points.

Difference in to altimeter setting

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

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

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

• 18,000 ft Cruise below Altimeter to be set according to the reported altime-ter setting of a station (within 100nm) along the route (QNH).

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

• 18,000 ft Cruise at or above Altimeter to be set to 29.92ins (1013.2mbs)

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3.6.12.4 Speed Control

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

• If you are flying above 10,000 ft and given a speed adjustment greater 250kts and youare subsequently cleared below 10,000 ft, you are expected to reduce automatically to250 kts.

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

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

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

• FAR 91-117(d), states, “If the minimum safe airspeed for any particular operation isgreater than the maximum speed prescribed in this section, the aircraft may operate atthat minimum speed”.

If a speed greater than 250kts is required due to maneuverability or safety, prior co-ordination with ATC is required.

3.6.12.5 A340-622 - Speed limitation below 10,000ft

Under certain take-off weight conditions, the A340-622 requires a speed greater than 250ktswhen operating below 10,000ft.

If a speed greater than 250kts is required during departure, CREW MUST CO-ORDINATEWITH ATC.

3.6.12.6 Runway Heading

When cleared to “FLY RUNWAY HEADING”, pilots are expected to fly runway heading with“NO DRIFT CORRECTION”.

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3.6.12.7 Minimum Fuel Advisory

Advise ATC of “minimum fuel” status when fuel supply has reached a state where, uponreaching destination, any undue delay cannot be accepted. This call does not declare anemergency nor gives the flight priority in the traffic flow.

On initial contact the term “MINIMUM FUEL” should be used after stating the call sign

Example – Newark Approach, Qatari 84 heavy, “MINIMUM FUEL”

If traffic priority is required, an “EMERGENCY” must be declared, reporting remaining fuel inminutes.

3.6.12.8 Transponder code 7777

• Transponder code 7777 is reserved for military use and must NOT be used by civilianoperators.

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3.6.13 ATC CLEARANCE – ENROUTE

3.6.13.1 “Maintain” Clearance

The altitude or flight level instructions in an ATC clearance normally require that a pilot"MAINTAIN" the altitude or flight level at which the flight will operate when in controlledairspace. Altitude or flight level changes while en route should be requested prior to the timethe change is desired.

The term "CRUISE" may be used instead of "MAINTAIN" to assign a block of airspace to apilot from the minimum IFR altitude up to and including the altitude specified in the cruiseclearance. The pilot may level off at any intermediate altitude within this block of airspace.Climb/descent within the block is to be made at the discretion of the pilot. However, once thepilot starts descent and verbally reports leaving an altitude in the block, the pilot may notreturn to that altitude without additional ATC clearance.

3.6.13.2 Climb & Descent Clearance

When given climb or descend clearance, ATC expect to comply immediately unless thewords “AT PILOT DISCRETION” is included in the clearance.

3.6.13.3 Adherence to Clearance

The term "AT PILOT'S DISCRETION" included in the altitude information of an ATCclearance means that ATC has offered the pilot the option to start climb or descent when thepilot wishes, is authorized to conduct the climb or descent at any rate, and to temporarily leveloff at any intermediate altitude as desired. However, once the aircraft has vacated an altitude,it may not return to that altitude.

When ATC has not used the term "AT PILOT'S DISCRETION" nor imposed any climb ordescent restrictions, pilots should initiate climb or descent promptly on acknowledgement ofthe clearance. Descend or climb at an optimum rate consistent with the operatingcharacteristics of the aircraft to 1,000 feet above or below the assigned altitude, and thenattempt to descend or climb at a rate of between 500 and 1,500 fpm until the assignedaltitude is reached. If at anytime the pilot is unable to climb or descend at a rate of at least500 feet a minute, advise ATC. If it is necessary to level off at an intermediate altitude duringclimb or descent, advise ATC, except when leveling off at 10,000 feet MSL on descent, or2,500 feet above airport elevation (prior to entering a Class C or Class D surface area), whenrequired for speed reduction.

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3.6.13.4 Vacating Altitude/Flight level

Vacating previously assigned altitude/flight level for a newly assigned altitude/flight levelMUST be reported to ATC. Reaching an assigned altitude/flight level is not subject to areport.

3.6.13.5 “Descend via”

Clearance to “descend via” authorizes the pilot to “vertically and laterally” navigate on thedepicted procedure (i.e. STAR), meeting all published restrictions (altitudes crossing, speed,unless otherwise advised).

ATC – Qatari 83 heavy descend via the Albany 1 arrival.

Pilots cleared for vertical navigation using the phraseology “descend via”, shall inform ATCupon initial contact with a new frequency.

Pilot – Qatari 83 leaving FL240, descending via Albany 1 arrival.

3.6.13.6 Holding Instructions

Whenever an aircraft has been cleared to a fix other than the destination airport and delay isexpected, ATC will issue

• Holding instructions, unless the pattern is charted;

• Expect Further Clearance (EFC) time, and

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

If a holding pattern is charted and the controller doesn't issue complete holding instructions,the pilot is expected to hold as depicted on the appropriate chart. When the pattern ischarted, the controller may omit all holding instructions except the charted holding directionand the statement AS PUBLISHED, e.g., "HOLD EAST AS PUBLISHED." Controllers shallalways issue complete holding instructions when pilots request them.

If no holding pattern is charted and holding instructions have not been issued, the pilot shouldask ATC for holding instructions prior to reaching the fix.

If unable to obtain holding instructions prior to reaching the fix (due to frequency congestion,stuck microphone, etc.), hold in a standard pattern on the course on which you approachedthe fix and request further clearance as soon as possible. In this event, the altitude/flight levelof the aircraft at the clearance limit will be protected so that separation will be provided asrequired.

Entering the hold, when an aircraft is 3 minutes or less from a clearance limit and a clearancebeyond the fix has not been received, the pilot is expected to start a speed reduction so thatthe aircraft will cross the fix, initially, at or below the maximum holding airspeed.

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3.6.13.7 Landing Clearance

Expect to receive landing clearance with one or more aircraft ahead of you on the approach.This means that you are cleared to land in sequence, if it’s safe to do so. At night-time, extravigilance is required.

Typical clearance - “Qatari eighty three heavy, Newark tower, number three, runway 22 right,cleared to land.

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3.6.14 HOLDING

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

3.6.14.1 Standard Pattern

• Right turns.

3.6.14.2 Holding Table

3.6.14.3 Timing

Altitude Airspeed (KIAS)

Notes

• Up to 6000ft 200

• 6001ft-14,000ft 230 May be restricted to 210 KIAS where published

• 14,001 and above 265

Altitude Inbound Leg

• At or below 14,000ft MSL 1 Minute

• Above 14,000ft MSL 11/2 Minute

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3.6.15 AIRPORT OPERATIONS

3.6.15.1 ILS Critical Area Protection

No critical area protection is provided when the ceiling is at or above 800ft and/or visibility2statue miles (SM). Crews should therefore be cautious of localizer and glide-path signalsunder these weather conditions.

If planning a coupled approach or an autoland under these conditions, advise the tower.

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

3.6.15.2 Parallel ILS Approaches

Parallel approaches are an ATC procedure permitting parallel ILS approaches to airportshaving parallel runways separated by at least 2,500 feet between centerlines. Aircraft will begiven staggered separation from other aircraft on the adjacent localizer.

Parallel approaches demand heightened pilot situational awareness. A thorough review ofthe Jeppesen approach chart should be conducted. ATC will advise when simultaneous ILSapproaches are taking place. Strict adherence to ATC clearance, speeds, altitudes andheading must be complied with in a timely manner.

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3.6.15.3 Simultaneous Parallel ILS Approaches

Airport having parallel runways may operate a system of simultaneous approaches to bothrunways.

Airport Requirement

• Separated by at least 4300ft or greater;

• Final monitor controlled.

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3.6.15.4 Simultaneous Converging Instrument Approaches

• Essentially the same as ILS servicing each Runway, except for 1) Missed Approachprocedure and 2) Missed Approach point. ATC may conduct instrument approachessimultaneously to converging Runways; i.e. Runways having an included angle from15 to 100 degrees.

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

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

• Crew is informed by controller or via ATIS.

• FMS Navigation Database (FMS NAVDB) - “Missed Approach Procedures” is NOTavailable in “FMS NAVDB” for Runways designated for “Simultaneous ConvergingInstrument Approaches”.

3.6.15.5 Side – Step Procedures

ATC may authorize an approach to one runway, followed by a side-step maneuver to land onan adjacent parallel runway. The runway should be separated by 1200ft or less (Newark).

Example of an ATC clearance to conduct aside-step procedure

• Cleared ILS 24L approach, side step to Runway 24R

Note: Side step minima are flown to a “MDA” regardless of the approach authorized.

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3.6.15.6 Landing and Hold Short Operations (LAHSO)

Qatar Airways is NOT AUTHORIZED to conduct LAHSO operations at any US airport as perUS OPS SPEC, section A004, A027.

If ATIS advise that LAHSO operations are in use, advise ATC “UNABLE TO PARTICIPATE”upon first contact. If offered LAHSO by ATC, do not accept under any circumstances.

3.6.15.7 Background Information on LAHSO

Land and Hold Short Operations are operations that include landing and holding short of anintersecting runway, intersecting taxiway or some other designated point on the runway.

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3.6.15.8 Hold Short of Runway

Read back any “hold short” of runway instructions issued by ATC.

3.6.15.9 Ground Control Frequency

As the majority of ground control frequencies are in, 121.6-121.9 MHZ bandwidth controllersmay omit the number preceding decimal point, ie 121.7, “Contact ground on point seven”

3.6.15.10 Taxiing after Landing

After landing, do not change from tower to ground control until directed by the controller.

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

• Immediately change to ground control frequency when instructed by ATC.

Note: A clearance from ATC to taxi to the “RAMP” authorizes the aircraft to cross allrunways and taxiway intersections. If unfamiliar with taxi route, request specifictaxi instructions.

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

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3.6.15.11 Taxi Clearance - Departure

When ATC clears an aircraft to “taxi to” an assigned take-off runway, the absences of holdinginstruction, authorizes the aircraft to cross all runways that intersect the taxi route, except theassigned take-off runway.

FAA warning about taxi clearance:

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

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

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

• During times of reduced visibility, extra care is required;

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

ATC may use the term “Taxi into position and hold”, which means taxi onto departure runwayin take-off position and hold. Pilots should anticipate an imminent take-off clearance. If anydelay in take-off clearance being given, question ATC.

3.6.15.12 Departure Restrictions

When departures restrictions are required, ATC may issue instructions in the clearance:

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

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

3.6.15.13 Changing to Tower Frequency before Take-off

Unless otherwise advised by tower (ground control), remain on frequency during taxi, thenchange to tower frequency (without being instructed) when ready to request take-offclearance.

Airfield signs may indicate change to tower frequency at a particular location.

3.6.15.14 Omission of Departure Control Frequency

Controllers may omit the departure control frequency if an assigned departure procedure hasa published frequency.

3.6.15.15 Wake Turbulence Separation - Departures

This is either timed or radar separation applied between departing aircraft.

Pilots may request additional separation i.e., 2 minutes instead of 4 or 5 miles for waketurbulence avoidance. This request should be made as soon as practical on ground controland at least before taxiing onto the runway.

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3.6.16 ASSIGNED PARKING STAND

Gate numbers are not issued by ground control. Contact the “ground handler” for gatenumber.

If unable to contact ground handler, contact “RAMP CONTROL”.

3.6.17 RESCUE & FIRE FIGHTING (RFF) CATEGORIES

The FAA Rescue and Fire Fighting category uses letters instead of numbers (ICAO). Theairport directory contained in Jeppesen will use “letter” for US airports.

Airport Category for Rescue & Fire Fighting (RFF)

ICAO FAA

1

A

2

3

4

5

6 B

7 C

8 D

9E

10

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3.7 ATC - GENERAL

3.7.1 SID and STAR Climb / Decent Procedures and Phraseology

3.7.1.1 Introduction

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

3.7.1.2 Revised ICAO Procedures and RTF Phraseology

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

• Aircraft on a SID

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

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

• When the level restrictions are explicitly cancelled, the ICAO phraseology for a SID(paragraph 12.3.1.2(z) of ICAO Doc 4444) is :

“CLIMB TO (level) LEVEL RESTRICTION (S) (SID designator) CANCELLED”

or

“CLIMB TO (level) LEVEL RESTRICTION (S) (SID designator) AT (point) CANCELLED”

e.g. “Jet 123 Climb to FL 100 level restrictions DEVAL 1G cancelled” means that the air-craft should climb directly to FL 100, ignoring the vertical profile of SID DEVAL 1G.

• When the level restrictions are not explicitly cancelled, the ICAO phraseology for aSID (paragraph 12.3.1.2(a) of ICAO Doc 4444) is :

“CLIMB TO (level)”

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

• Aircraft on a STAR

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

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

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

“DESCEND TO (level) LEVEL RESTRICTION (S) (STAR designator) CANCELLED”

or

“DESCEND TO (level) LEVEL RESTRICTION (S) (STAR designator) AT (point) CAN-CELLED”.

e.g. “Jet 123 Descend to 3000 feet level restrictions GOKUL 2J cancelled” means thatthe aircraft should descend directly to 3000 feet, ignoring the vertical profile of STARGOKUL 2J.

• When the level restrictions are not explicitly cancelled, the ICAO phraseology for aSTAR (paragraph 12.3.1.2(a) of ICAO Doc 4444) is :

“DESCEND TO (level)”

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

• Aircraft in Other Phases of Flight

• In all other phases of flight a climb or descent instruction from ATC automaticallycancels any previous ATC instruction.

3.7.1.3 Procedures and Phraseology within UK Airspace

• In the UK, for all stages of flight, instructions to climb or descend cancel any previousrestrictions, unless they are reiterated as part of that instruction. Additionally, foraircraft on a SID, the word ‘now’ will be added to climb clearances above the SIDprofile.

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

• In the UK, levels to be flown on STARs are as directed by Air Traffic Control (ATC),although the relevant charts contain level information for planning purposes.

3.7.1.4 Crews Responsibilities

• The revised ICAO procedures represent a significant change to the way crews areexpected to respond to climb/descend instructions whilst following a SID or a STAR.There is a potential for confusion, which will have flight safety implications if these newprocedures are not followed correctly in each individual State.

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

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TABLE OF CONTENTSDRIFT DOWN PROCEDURES

CHAPTER 4

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CHAPTER 4 - DRIFT DOWN PROCEDURES

4.1 DRIFT DOWN PROCEDURES IN CASE OF DECOMPRESSION. . . . . . . 34.1.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

4.1.2 Decompression 13 Minutes Oxygen Passenger Supply (applicable for Allfleet) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

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

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

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

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

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

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

4.1.9 Decompression North India / Pakistan - Doha (Route 2) . . . . . . . . . . . . . . . 14

4.1.10 Decompression Doha – Northern Europe (Route 1 ) . . . . . . . . . . . . . . . . . . 15

4.1.11 Decompression Doha – Northern Europe (Route 2). . . . . . . . . . . . . . . . . . . 17

4.1.12 Decompression Northern Europe - Doha (Route 1) . . . . . . . . . . . . . . . . . . . 18

4.1.13 Decompression Northern Europe - Doha (Route 2) . . . . . . . . . . . . . . . . . . . 21

4.1.14 Decompression Doha – Europe (Route 1) via Iran . . . . . . . . . . . . . . . . . . . . 22




4.1.18 Decompression Doha - Europe (Route 5). . . . . . . . . . . . . . . . . . . . . . . . . . . 30

4.1.19 Decompression Doha - Europe (Route 6). . . . . . . . . . . . . . . . . . . . . . . . . . . 32

4.1.20 Decompression Europe – Doha (Route1) via Iran . . . . . . . . . . . . . . . . . . . . 34

4.1.21 Decompression Europe - Doha (Route2) via Turkey . . . . . . . . . . . . . . . . . . 36

4.1.22 Decompression Europe - Doha (Route3) via Turkey . . . . . . . . . . . . . . . . . . 37

4.1.23 Decompression Europe – Doha (Route4) via Iran . . . . . . . . . . . . . . . . . . . . 39

4.1.24 Decompression Europe – Doha (Route5) . . . . . . . . . . . . . . . . . . . . . . . . . . 41

4.1.25 Decompression Doha - Tehran (Route 1) . . . . . . . . . . . . . . . . . . . . . . . . . . 43

4.1.26 Decompression Doha – Tehran (Route 2) . . . . . . . . . . . . . . . . . . . . . . . . . . 44

4.1.27 Decompression Doha – Tehran (Route 3) . . . . . . . . . . . . . . . . . . . . . . . . . . 45

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4.1.28 Decompression Tehran - Doha (Route 1) . . . . . . . . . . . . . . . . . . . . . . . . . . 46

4.1.29 Decompression Tehran – Doha (Route 2) . . . . . . . . . . . . . . . . . . . . . . . . . . 47

4.1.30 Decompression Doha - Mashhad . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48

4.1.31 Decompression Mashhad - Doha . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49

4.1.32 Decompression Doha - North China via B215 (A330 and A340) . . . . . . . . . 50

4.1.33 Decompression Doha - North China via W112 (A330). . . . . . . . . . . . . . . . . 53

4.1.34 Decompression Doha - North China via B215 (B777) . . . . . . . . . . . . . . . . . 56

4.1.35 Decompression North China - Doha via B215 (A330 and A340) . . . . . . . . . 58

4.1.36 Decompression North China - Doha via W112 (A330). . . . . . . . . . . . . . . . . 60

4.1.37 Decompression North China - Doha via B215 (B777) . . . . . . . . . . . . . . . . . 63

4.1.38 Decompression Greenland . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65

4.2 DRIFT DOWN PROCEDURE IN CASE OF ENGINE FAILURE . . . . . . . . 674.2.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67

4.2.2 Engine Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69

4.2.3 A330 : Engine out Drift Down Procedure Doha - North China via B215 . . . 71

4.2.4 A330 : Engine Out Drift Down Procedure Doha - North China via W112. . . 73

4.2.5 A330 : Engine out Drift Down Procedure North China - Doha via B215 . . . 75

4.2.6 A330 : Engine Out Drift Down Procedure North China - Doha via W112. . . 77

4.2.7 A340-600 : Engine out Drift Down Procedure Doha - North China via B215 79

4.2.8 A340-600 : Engine out Drift Down Procedure North China - Doha via B215 81

4.2.9 B777 : Engine Out Drift Down Procedure Doha - North China via B215 . . . 84

4.2.10 B777 : Engine Out Procedure North China - Doha via B215 . . . . . . . . . . . . 85

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4.1 DRIFT DOWN PROCEDURES IN CASE OF DECOMPRESSION4.1.1 Introduction

The drift down procedures are applicable to aircraft equipped with minimum oxygen supplyof :

– 13 minutes : Applicable to ALL fleet, and

– 22 minutes : Applicable for A330 (except AFN and AFO), A340 and B777 aircraft.

– Gaseous System : Applicable to A343 (AAH) only

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

The following routes are applicable in case of decompression with 13 minutes oxygenpassenger supply.

• Doha to Delhi : from MOBAD via A453 ZDN G452 to ROVER.

• Delhi to Doha : from ROVER via G452 ZDN A453 to MOBAD.

• Doha to Peshawar : from KAREM via G325 to PS.

• Peshawar to Doha : from PS via G325 to KAREM.

• Doha to Northern Europe (Route 1) from KATAG via R659, UP574, R654, UL124,UR654, UG482, R807 to ULANA.

• Doha to Northern Europe (Route 2) : from KATAG via R659, SYZ, T207 to ULDUS.

• Northern Europe to Doha (Route 1) from SOROL via R11, UR654, UL124, R654,UP574, R659 to KATAG.

• Northern Europe to Doha (Route 2 ) : from ULDUS via T207, SYZ, R659 to KATAG.

• Doha to Europe (Route 1) via Iran : from KATAG via R659, W3, UL223, UL124, UG81,UL851, UW704 to SONAD.

• Doha to Europe (Route 2) via Iran : from KATAG via R659, W3, UL223, UL124, UG81,UL852 to SEHER.

• Doha to Europe (Route 3) via Iran : from LAGSA via R659, SYZ, T207, SAV, R654,ZAJ, UL125, TBZ, R660, ERZ, UL851 to TBN.

• Doha to Europe (Route 4) via Iran : from MIDSI T202 DASDO UL223 UMH UL124 VANUL852 to CRM

• Europe to Doha (Route1) via Iran : from CRM via UT34, UT36, G208, UL223, W3,R659 to KATAG.

• Europe to Doha (Route2) via Turkey : from ORMAN via UP975, EZS, UT36 to ULKEM.

• Europe to Doha (Route 3) via Turkey : from TBN via UP146 GAGDI UR654 ZAJ R654SAV T207 SYZ R659 to LAGSA.

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• Europe to Doha (Route 4) via Iran : from CRM UT34 RENGI UT36 DERIL G208 UMHUL223 DASDO T202 to MIDSI .

• Doha to Tehran (Route 1): from KATAG via R659, UP574 to LARAB.

• Doha to Tehran (Route 2): From KATAG via R659 SYZ UP574 ISN T206 to TRN.

• Doha to Tehran (Route 3) : From KATAG via R659 SYZ T207 to SAV.

• Tehran to Doha (Route 1) : From LARAB via UP574, R659 to KATAG.

• Tehran to Doha (Route 2): From SAV via T207 SYZ to KATAG.

• Doha to Mashhad : from KATAG via R659, G663 to RAMIL.

• Mashhad to Doha : from RAMIL via G663, R659 to KATAG.

4.1.2.1 Assumptions

The following assumptions apply :

– All obstacles located 10 NM of either side of the route centerline have been considered,based on a survey by Jeppesen using 20 NM corridor.

– All obstacles are cleared by 2000 ft.

– Flight after depressurization is performed at MMO/VMO.

– Temperature is ISA, no wind.

– In case of in-flight turn back, 2.5 minutes are lost for the turn.

– Maximum descend time is 5 minutes from Ceiling Flight Level to FL 180 at MMO/VMO.

– Maximum descend time is 0.5 minutes from FL 180 to FL 140 at VMO.


Caution: High navigation accuracy is imperative to stay within the specified route corridorin case of decompression.

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

The following routes are applicable in case of decompression with 22 minutes oxygenpassenger supply.

• Doha to North China via Pakistan : from KAREM via G325, B215 to HMI (A330, A340and B777).

• North China to Doha via Pakistan : from HMI via B215, G325 to KAREM (A330, A340and B777).

4.1.3.1 Assumptions


– All obstacles located within 5 NM of either side of the route centerline have beenconsidered, based on a survey by Jeppesen by using 10 NM corridor.

– All obstacles are cleared by 2000 ft.

– Flight after depressurization is performed at MMO/VMO.



– Maximum descend time is 2.5 minutes from ceiling flight level to FL 290 at MMO/VMO

– Maximum descend time is 1 minute from FL 290 to FL 250 at VMO.


– Maximum descend time is 1 minute from FL140 to FL100 at VMO.


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4.1.4 Decompression Gaseous System Passenger Oxygen Supply (A343 only)

The following table provides the minimum oxygen supply as a function of Oxygen Pressureand the number of PAX Masks in use.

– All published decompression procedures for 13 minutes and 22 minutes oxygen supplyare applicable to this aircraft inclusive of Points of No Return PNRs. However, theadditional oxygen available in the gaseous system may be used to select a highercruising altitude for a longer period of time as per the table below.

– For safety reasons, the total number of masks in use is equal to (Total PAX on board +10% ) + Cabin Attendants.

Descent Rate from FL400 to Cruise Altitude at 5500ft/minDescent Rate from Cruise Altitude to FL100 at 5500ft/min

A340-300 Gaseous System Passenger Oxygen Supply

ECAM PAX O2 Pressure [PSI]

Total Masks in use -Corrected-

Flight time [min] Cruise at FL270

Flight time [min] Cruise at FL250

1850

100 and below 70 Beyond 70

100 - 150 47 55

150 - 200 36 40

200 - 250 28 32

250 - 310 24 26

1600

100 and below 60 70

100 - 150 40 44

150 - 200 30 33

200 - 250 24 26

250 - 310 22 24

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4.1.4.1 Assumptions


– All obstacles located within 5 NM of either side of the route centerline have beenconsidered, based on a 10 NM corridor survey.

– All obstacles are cleared by min 2000 ft.

– Flight after depressurization is performed at MMO/VMO (0.86/330kt).



– Maximum descend time is 2.5 minutes from ceiling flight level to FL 270 at 5500ft/min

– Maximum descend time is 0.5 minute from FL 270 to FL 250 at VMO.


– Maximum descend time is 1 minute from FL140 to FL100 at VMO.


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4.1.5 Example of Procedure

Old Format :

(1) : In this example the scenario applies to occurrence of decompression after passingOPNR 2 on the outbound leg from Doha.

(2) : The procedure to be followed has more than one choice of diversion airport. Flightcrew must assess the situation and select the most suitable option after executingemergency descent to the initial cruise level. The option states the ICAO/IATA codeof the suggested diversion airport in BOLD letters in parentheses, followed by thesequence of WPT-AWY-WPT as given in an ATC flight plan.

In this example, option 1 guides the a/c to the nearest en-route airport UDYZ,option 2 to the nearest airport URMM in the direction of the route to the destination,and option 3 to the destination airport, these options help pilots to select mostappropriate on the day.

(3) : Self explanatory.

(4) : Self explanatory.

(5) : As the PNRs are based on the most critical scenario in terms of obstacle clear-ance, the time is a maximum for Passenger O2 requirements and a minimum forterrain clearance requirements. Therefore, if the depressurization occurs far after/before the PNR then these times may not be strictly applicable for terrain clear-ance.

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New Format :

(1) : The procedure Version

(2) : The QTR Customized Jeppesen Chart ID and Date. If the chart doesn’t exist; this row will be left blank.

(3) : The critical sector for which this procedure is created.Self explanatory.

(4) : The Name and position of points of non return.

(5) : Any relevant information.

(6) : In this example the scenario applies to occurrence of decompression between PNR 1 and PNR 2.

Continued on next page

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(7) : The procedure to be followed has more than one choice of diversion airport. Flightcrew must assess the situation and select the most suitable option after executingan emergency descent to the initial cruise level. The option states the IATA/ICAOcode of the suggested diversion airport in BOLD letters in parentheses, followed bythe sequence of WPT-AWY-WPT as given in an ATC flight plan.

In this example, two options are given to guide the a/c to the nearest suitable en-route airports, UDYZ and UGTB, these options help pilots to select the mostappropriate airport on the day.

(8) : Self Explanatory

(9) : Self Explanatory

(10) : As the PNRs are based on the most critical scenario in terms of obstacle clearance,the time is a maximum for Passenger O2 requirements and a minimum for terrainclearance requirements. Therefore, if the depressurization occurs far after/beforethe PNR then these times may not be strictly applicable for terrain clearance.

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4.1.6 Decompression Doha - Pakistan / North India (Route 1)

Procedure version 2

Jeppesen Chart / Date: QTR9 / 11-Aug-2006.

Critical Sector: MOBAD via A453 ZDN G452 to ROVER

Points of Non Return ZDN = Zahedan VOR DDPNR = 52 NM before SOKIR

DECOMPRESSION BEFORE ZDN

PROCEDURE Return to (DOH/OTBD) via A453 BND A419 SHJ A415 DOH.

FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

CRZ - FL 100

SPEED MMO/VMO VMO VMO VMO VMO

TIME 7 Minutes 30 Minutes

DECOMPRESSION BETWEEN ZDN and DDPNR

PROCEDURE Option 1 : Return to (ZAH/OIZH) via G452 ZDN.Option 2 : Return to (KHI/OPKC) via G452 ZDN G208 PG G210 KC.

FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

CRZ - FL 100



DECOMPRESSION PASSING DDPNR

PROCEDURE Option 1 : Return to (DEL/VIDP) via G452 DPN.Option 2 : Proceed to (KHI/OPKC) via G452 ROVER J115 KC.Option 3 : Proceed to (KHI/OPKC) via G452 GASIR B466 KC.

FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

CRZ - FL 100



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4.1.7 Decompression Doha - Pakistan/North India (Route 2)

Procedure version 1

Jeppesen Chart / Date: QTR9 / 11-Aug-2006

Critical Sector: KAREM via G325 to PS

Points of Non Return HPNR 1 = 16 NM before KAREM

DECOMPRESSION BEFORE HPNR 1

PROCEDURE Proceed / Return to (KHI/OPKC) via G325 PG G210 DOSTI M638 KC.

FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

CRZ - FL 100



DECOMPRESSION PASSING HPNR 1

PROCEDURE Option1 :Proceed to (ISB/OPRN) via G325 HANGU J139 RN.Option 2 :Proceed to (PEW/OPS) via G325 PS.

FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

CRZ - FL 100



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4.1.8 Decompression North India/Pakistan - Doha (Route1)

Procedure version 2

Jeppesen Chart / Date: QTR10 / 11-Aug-2006.

Critical Sector: ROVER via G425 ZDN A453 to MOBAD

Points of Non Return DDPNR = 52 NM passing SOKIRZDN = Zahedan VOR

DECOMPRESSION BEFORE DDPNR

PROCEDURE Option 1 : Return to (DEL/VIDP) via G452 DPN.Option 2 : Return to (KHI/OPKC) via G452 ROVER J115 KC.Option 3 : Return to (KHI/OPKC) via G452 GASIR B466 KC.

FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

CRZ - FL 100



DECOMPRESSION BETWEEN DDPNR and ZDN

PROCEDURE Option 1 : Proceed to (ZAH/OIZH) via G452 ZDN.Option 2 : Proceed to (KHI/OPKC) via G452 ZDN G208 PG G210 KC.

FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

CRZ - FL 100



DECOMPRESSION PASSING ZDN

PROCEDURE Proceed to (DOH/OTBD) via A453 BND A419 SHJ A415 DOH.

FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

CRZ - FL 100



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4.1.9 Decompression North India / Pakistan - Doha (Route 2)

Procedure version 1

Jeppesen Chart / Date: QTR10 / 11-Aug-2006

Critical Sector: PS via G325 to KAREM

Points of Non Return PNRI = 92 NM Passing ZB

DECOMPRESSION BEFORE PNRI

PROCEDURE Option 1 : Return to (PEW/OPPS) via G325 PS.Option 2 : Return to (ISB/OPRN) via G325 HANGU J139 RN.

FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

CRZ - FL 100



DECOMPRESSION PASSING PNRI

PROCEDURE Proceed to (KHI/OPKC) via G325 PG P318S DOSTI M638 KC.

FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

CRZ - FL 100



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4.1.10 Decompression Doha – Northern Europe (Route 1 )

Procedure version 3Jeppesen Chart / Date: QTR1/24-Oct-2008Critical Sector: KATAG R659 SYZ T207 SAV R654 ZAJ UR654 MAGRI UN77

ADANO UN82 LAPTO R807/A234 MARATPoints of Non Return TPNR 5 = 61 NM passing OBTUX

OPNR 2 = 11 NM before MAGRIOPNR 3 = 3 NM passing ASELI

Remarks TBS/UGTB airport is not recommended for B777 aircraft

DECOMPRESSION BEFORE TPNR 5PROCEDURE Option 1: Return to (DOH/OTBD) via T207 SYZ R659 DOH.

Option 2: Proceed / Return to (SYZ/OISS) via T207 SYZ.FLIGHT PHASE

DES TO FL180 CRZ - FL180 DES TO

FL140 CRZ - FL140 CRZ - FL100

SPEED MMO/VMO VMO VMO VMO VMOTIME 7 Minutes 30 Minutes

DECOMPRESSION BETWEEN TPNR 5 and OPNR 2PROCEDURE Proceed / Return to (IKA/OIIE) via UR654 ZAJ R654 SAV DCT IKA.FLIGHT PHASE




DECOMPRESSION BETWEEN OPNR 2 and OPNR 3PROCEDURE Option 1: Proceed / Return to (EVN/UDYZ) via UN82 (Note) ADILA R654

SVN DCT ZVR.Option 2: Proceed / Return to (TBS/UGTB) via UN82 (Note) BEDNI DCT TBS.Option 3: Proceed / Return to (GYD/UBBB) via UN82 (Note) GIDLA B140 DEDIN UM747 LUSAL B111 SAGIL “STAR”.

FLIGHT PHASE



SPEED MMO/VMO VMO VMO VMO VMOTIME 7 Minutes 30 MinutesNote: UN82 is uni - directional from BEDNI to VETLA

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DECOMPRESSION PASSING OPNR 3

PROCEDURE Option 1:Proceed to (MRV/URMM) via UN82 LAPTO R807/A234 MARAT R806MW, or

Option 2:Proceed to (KRR/URKK) via UN82 LAPTO R807/A234 MARAT R806PELIR B947 TESMI B948 NZ B145 XT “STAR”, or

Option 3:Proceed to (SIP/UKFF) via UN82 LAPTO R807/A234 MARAT R806 PELIRB947 TESMI B948 NZ B948 KUTON B549 LIMAS A277 BETEG B491GORNU W551 TOLBA SMF, or

Option 4:Proceed to (DME/UUDD) via R807 BADKO B494 ALEGI R11 US R118 FEDCT QO “STAR”, orVia A234 KOLBA R11 US R118 FE DCT QO “STAR”

FLIGHT PHASE

DES TO FL180

CRZ - FL180

DES TO FL140

CRZ - FL140

CRZ - FL100



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4.1.11 Decompression Doha – Northern Europe (Route 2)

Procedure version 1

Jeppesen Chart / Date: QTR 1 / 30-Nov-2007

Critical Sector: KATAG R659 SYZ T207 ULDUS

Points of Non Return TPNR 5 = 61 NM after OBTUXGOPDA = RNAV Waypoint

DECOMPRESSION BEFORE TPNR 5

PROCEDURE Option 1: Return to (DOH/OTBD) via T207 SYZ R659 DOH.Option 2: Proceed / Return to (SYZ/OISS) via T207 SYZ.

FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

CRZ - FL 100



DECOMPRESSION BETWEEN TPNR 5 and GOPDA

PROCEDURE Proceed/Return to (IKA/OIIE) via T207 SAV “STAR”.

FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

CRZ - FL 100



DECOMPRESSION AFTER GOPDA

PROCEDURE Option 1: Proceed to (MRV/URMM) via UN39 MEKAN R120 OLMAT B450 KZ B494 POGUL R804 TP “STAR”.

Option 2: Proceed to (GYD/UBBB) via T207 ULDUS UN39 GYD

FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

CRZ - FL 100



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4.1.12 Decompression Northern Europe - Doha (Route 1)

Procedure version 3

Jeppesen Chart / Date: QTR2 / 24-Oct-2008

Critical Sector: SOROL R11/A233 GUSLI UM54 ADILA UN82 ADANO UN77MAGRI UR654 ZAJ R654 SAV T207 SYZ R659 KATAG

Points of Non Return IPNR 1 = 6 NM passing GUSLI.IPNR 2 = 25 NM passing MAGRI. TPNR 5 = 61 NM before OBTUX

Remarks TBS/UGTB airport is not recommended for B777 aircraft

DECOMPRESSION BEFORE IPNR 1

PROCEDURE Option 1:Return to (MRV/URMM) DCT MW, or

Option 2:

Return to (KRR/URKK) via R11/A233(Note) MINPU R806 PELIR B947TESMI B948 NZ “STAR”, or

Option 3:

Return to (SIP/UKFF) via R11/A233(Note) MINPU R806 PELIR B947TESMI B948 SM B491 GORNU W551 SMF,

Option 4:

Return to (DME/UUDD) via R11/A233(Note) SOROL R11 US R118 FEDCT QO “STAR”.

PHASE DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

CRZ - FL 100



Note: R11 is uni-directional from MINPU to GUSLI

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DECOMPRESSION BETWEEN IPNR 1 and IPNR 2

PROCEDURE Option 1: Proceed / Return (EVN/UDYZ) via UM54 (Note) SVN DCT ZVR, or

Option 2: Proceed / Return to (TBS/UGTB) via UM54 (Note) LAGAS UN61 TBS. Option 3: Proceed / Return to (GYD/UBBB) via UM54 (Note) LAGAS UM747 LUSAL B111 SAGIL “START”.

FLIGHT PHASE

DES TO FL180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

CRZ - FL 100



Note: UM54 is unidirectional from GUSLI to SVN

DECOMPRESSION BETWEEN IPNR 2 and TPNR 5

PROCEDURE Proceed / Return to (IKA/OIIE) via R654 SAV DCT IKA.

FLIGHT PHASE

DES TO FL180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

CRZ - FL 100



DECOMPRESSION PASSING TPNR 5

PROCEDURE Option 1: Proceed to (DOH/OTBD) via T207 SYZ R659 DOH, or

Option 2: Proceed / Return to (SYZ/OISS) via T207 SYZ.

FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

CRZ - FL 100



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4.1.12.1 Decompression Northern Europe - Doha (Route 1)(Temporary avoidance route during anti-hail guns activity).

Note: The rest of the procedure remains unchanged.

Procedure version 1

Jeppesen Chart / Date: -

Critical Sector: KW 4A42E[4340.0N 04230.0E] 4A43E[4259.7N 04314.9E]GUSLI UM54 ADILA UN82 ADANO UN77 MAGRI UR654 ZAJR654 SAV T207 SYZ R659 KATAG.

Points of Non Return IPNR 1 replaced by PNR 1T = 23 NM passing 4A42E [4340.0N 4230.0E].IPNR 2 = 25 NM passing MAGRI. TPNR 5= 61 NM before OBTUX.

Remark PNR 1T is not defined in the FMS database

DECOMPRESSION BEFORE PNR 1T

PROCEDURE Option 1:Return to (MRV/URMM) via 4A42E[4340.0N 04230.0E] KW “STAR”,

Option 2:Return to (KRR/URKK) via 4A42E[4340.0N 04230.0E] KW MINPU R806PELIR B947 TESMI B948 NZ “STAR”, or

Option 3:Return to (SIP/UKFF) via 4A42E[4340.0N 04230.0E] KW MINPU R806PELIR B947 TESMI B948 SM B491 GORNU W551 SMF,

Option 4:Return to (DME/UUDD) via 4A42E[4340.0N 04230.0E] KW MINPU R11US R118 FE DCT QO “STAR”.

PHASE DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

CRZ - FL 100



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4.1.13 Decompression Northern Europe - Doha (Route 2)

Procedure version 1


Critical Sector: ULDUS T207 SYZ R659 KATAG

Points of Non Return TUKLO = RNAV WaypointTPNR 5 = 61 NM before OBTUX

DECOMPRESSION BEFORE TUKLO

PROCEDURE Option 1: Return to (MRV/URMM) via B450 KZ B494 POGUL R804 TP “STAR”.

Option 2: Return to (GYD/UBBB) via T207 ULDUS UN39 GYD

FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

CRZ - FL 100



DECOMPRESSION BETWEEN TUKLO and TPNR 5

PROCEDURE Proceed/Return to (IKA/OIIE) via T207 SAV “STAR”.

FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

CRZ - FL 100



DECOMPRESSION AFTER TPNR 5

PROCEDURE Option 1: Proceed to (DOH/OTBD) via T207 SYZ R659 DOH.Option 2: Proceed to (SYZ/OISS) via T207 SYZ.

FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

CRZ - FL 100



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4.1.14 Decompression Doha – Europe (Route 1) via Iran

Procedure version 1

Jeppesen Chart / Date: QTR 3 / 05-Oct-2007

Critical Sector: KATAG R659 SYZ W3 MESVI UL223 UMH UL124 VAN UL851ERZ UW704 SONAD.

Points of Non Return EPNR 1 = 32 NM Passing MESVIEPNR 2 = 86 NM Passing KRDEPNR 3 = 37 NM Passing BONAM

DECOMPRESSION BEFORE EPNR 1

PROCEDURE Return to (DOH/OTBD) via UL223 MESVI W3 SYZ R659 DOH.

FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

CRZ - FL 100



DECOMPRESSION BETWEEN EPNR 1 and EPNR 2

PROCEDURE Proceed/Return to (IKA/OIIE) via UL223 KRD G202 NOTSA W7 SAV DCT IKA.

FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

CRZ - FL 100




PROCEDURE Proceed / Return to (TBZ/OITT) via UL223 / UL124 UMH A422 TBZ.

FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

CRZ - FL 100



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DECOMPRESSION PASSING EPNR 3

PROCEDURE Proceed to (ESB/LTAC) via UG81 VAN UL851 ERZ UW704 CRM UW71BUK.

FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

CRZ - FL 100



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Procedure version 1


Critical Sector: KATAG R659 W3 UL223 UL124 UG81 UL852 SEHER

Points of Non Return EPNR 1 = 32 NM passing MESVI.

EPNR 2 = 86 NM passing KRD

EPNR 4 = 39 NM passing VAN



FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

CRZ - FL 100





FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

CRZ - FL 100




PROCEDURE Proceed / Return to (TBZ/OITT) via UL223/UL852(*) VAN UG81(*) BONAM UL124 UMH A422 TBZ.

FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

CRZ - FL 100



(*) UL852 and UG81 are unidirectional airways.

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PROCEDURE Proceed to (ESB/LTAC) via UL852 CRM UW71 BUK.

FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

CRZ - FL 100



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Procedure version 1


Critical Sector: LAGSA R659 SYZ T207 SAV R654 ZAJ UL125 TBZ R660 ERZUL851 TBN

Points of Non Return TPNR 1 = 48 NM passing OBTUX.PNR 2 = 20 NM passing ZAJPNR 3 = 50 NM passing DASIS

Remark – Via the temporary route T207.

– Wind effect (head/tail) has been included in this procedure.


PROCEDURE Option 1 :Proceed / Return to (SYZ/OISS) via R659 / T207 SYZ.

Option 2 : Return to (DOH/OTBD) via R659 DOH.

FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

CRZ - FL 100



DECOMPRESSION BETWEEN TPNR 1 and PNR 2

PROCEDURE Option 1 : Proceed / Return to (IFN/OIFM) via T207 DISEL T208 ISN.

Option 2 : Proceed / Return to (IKA/OIIE) via T207 / R654 SAV.

FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

CRZ - FL 100



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DECOMPRESSION BETWEEN PNR 2 and PNR 3

PROCEDURE Option 1 : Proceed / Return to (TBZ/OITT) via R661 / R660 TBZ.

Option 2 :Proceed / Return to (OITR) via R661 / R660 TBZ A422 UMH.

FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

CRZ - FL 100



DECOMPRESSION PASSING PNR 3

PROCEDURE Option 1 : Proceed to to (SZF/LTFH) via R660 ERZ L851 TBN W71 CRM.

Option 2 :Proceed / Return to (KSY/LTCF) via R660 / L851 ERZ W27 KAR.

FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

CRZ - FL 100



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Procedure version 1


Critical Sector: MIDSI T202 DASDO UL223 UMH UL124 VAN UL852 CRM.

Points of Non Return EPNR 1 = 32 NM passing MESVI.

EPNR 2 = 86 NM passing KRD

EPNR 4 = 39 NM passing VAN



PROCEDURE Return to (DOH/OTBD) via UL223 MESVI UL223 DASDO T202 MIDSI R659 DOH.

FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

CRZ - FL 100





FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

CRZ - FL 100




PROCEDURE Proceed / Return to (TBZ/OITT) via UL223/UL852(*) VAN UG81(*) BONAM UL124 UMH A422 TBZ.

FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

CRZ - FL 100



(*) UL852 and UG81 are unidirectional airways.

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PROCEDURE Proceed to (ESB/LTAC) via UL852 CRM UW71 BUK.

FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

CRZ - FL 100



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4.1.18 Decompression Doha - Europe (Route 5)

Jeppesen Chart / Date: - Min Required Oxygen : 13 min

Applicable to Sector(s) ATH, TXL, TLS, CMN, FRA, GVA, IST, LGW, LHR, MAD, MAN, MXP, DME, MUC, JFK, CDG, FCO, ARN, VIE, IAD, IAH, ZRH

Critical Sector: MIDSI T202 DASDO UL223 UMH UL124 VAN UG81 EZS UG8 GEM

Points of Non ReturnEPNR1 = 32 NM passing MESVIEPNR2 = 86 NM passing KRDVAN = Waypoint (VOR)

Remark Wind effect (head / tail) has been included in this procedure.

DECOMPRESSION BEFORE EPNR1

PROCEDURE Return to (DOH/OTBD) via UL223 DASDO T202 MIDSI R659 DOH.

FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

DES - FL 100



DECOMPRESSION BETWEEN EPNR1 AND EPNR2

PROCEDURE

Option 1: Proceed / Return to (IKA/OIIE) via UL223 KRD G202 NOTSA W7 SAV “STAR”.

Option 2: Proceed / Return to (KWI/OKBK) via UL223 ALTAX G667 MIS W31 MAH B417 KUA.

FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

DES - FL 100



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DECOMPRESSION BETWEEN EPNR2 AND VAN

PROCEDURE Option 1: Proceed / Return to (TBZ/OITT) via UL223 / UL124 (*) UMH A422 TBZ.

Option 2: Proceed / Return to (OITR) (**) via UL223 / UL124 (*) UMH.

FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

DES - FL 100



(*) UL124 is unidirectional between BONAM and VAN.(**) Check OM Part C and NOTAMs for operating hours.

DECOMPRESSION PASSING VAN

PROCEDURE Option 1: Proceed to (IST/LTBA) via UG81 EZS UG8 BAG UL614 YAA “STAR”.

Option 2: Proceed to (ESB/LTAC) via UG81 EZS UG8 KUBER “STAR”.

FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

DES - FL 100



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4.1.19 Decompression Doha - Europe (Route 6)



Critical Sector: KATAG R659 SYZ W3 MESVI UL223 UMH UL124 VAN UL851 ERZ UL851 TBN

Points of Non ReturnEPNR1 = 32 NM passing MESVIEPNR2 = 86 NM passing KRDVAN = Waypoint (VOR)


DECOMPRESSION BEFORE EPNR1


FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

DES - FL 100



DECOMPRESSION BETWEEN EPNR1 AND EPNR2

PROCEDURE

Option 1: Proceed/Return to (IKA/OIIE) via UL223 KRD G202 NOTSA W7 SAV “STAR”.

Option 2: Proceed/Return to (KWI/OKBK) via UL223 ALTAX G667 MIS W31 MAH B417 KUA.

FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

DES - FL 100



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DECOMPRESSION BETWEEN EPNR2 AND VAN

PROCEDURE Option 1: Proceed / Return to (TBZ/OITT) via UL223 / UL124 (*) UMH A422 TBZ.

Option 2: Proceed / Return to (OITR) (**) via UL223 / UL124 (*) UMH.

FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

DES - FL 100



(*) UL124 is unidirectional between BONAM and VAN.(**) Check OM Part C and NOTAMs for operating hours.

DECOMPRESSION PASSING VAN

PROCEDURE Option 1: Proceed to (TZX/LTCG) via UL851 TBN.

Option 2: Proceed to (SZF/LTFH) via UL851 TBN W71 CRM.

FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

DES - FL 100



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4.1.20 Decompression Europe – Doha (Route1) via Iran

Procedure version 1


Critical Sector: CRM UT34 RENGI UT36 DERIL G208 UMH UL223 MESVI W3SYZ R659 KATAG

Points of Non Return DPNR 1 = 32 NM passing RENGI

EPNR 2 = 86 NM before KRD

DPNR 3 = 10 NM passing MESVI

DECOMPRESSION BEFORE DPNR 1

PROCEDURE Option 1: Proceed/Return to (ADA/LTAF) via RENGI DCT TAMER UW73 DYB UW716 GAZ UW74 ADA.(Note1)Option 2: Return to (ESB/LTAC) via UT34 (Note2) CRM UW71 BUK.

FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

CRZ - FL 100



Note 1: Check the suitability of (LTCS) and (LTAJ) during the route.Note 2: UT34 is a unidirectional airway.

DECOMPRESSION BETWEEN DPNR 1 and EPNR 2

PROCEDURE Proceed / Return to (TBZ/OITT) via UT36 ALRAM G208 / UL223 UMH A422 TBZ.

FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

CRZ - FL 100



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DECOMPRESSION BETWEEN EPNR 2 and DPNR 3


FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

CRZ - FL 100



DECOMPRESSION PASSING DPNR 3

PROCEDURE Proceed to (DOH/OTBD) via W3 SYZ R659 DOH.

FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

CRZ - FL 100



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4.1.21 Decompression Europe - Doha (Route2) via Turkey

Procedure version 1


Critical Sector: HAKAN UP975 EZS UT36 ULKEM

Points of Non Return SIV = VOR Navaid

DECOMPRESSION BEFORE SIV

PROCEDURE Option 1 :Proceed to (LTFH/SZF) via UP975 SIV UW72 CRM.

Option 2 :Proceed/Return to (LTFH/SZF) via UP975(*) ERGUN UW71 CRM

Option 3 :Proceed/Return to (ESB/LTAC) via UP975(*) ERGUN UW71 BUK

FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

CRZ - FL 100



(*) UP975 is unidirectional airway.

DECOMPRESSION PASSING SIV

PROCEDURE Proceed / Return to (ADA/LTAF) via RENGI DCT TAMER UN73 DYBUW716 GAZ UW74 ADA.

FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

CRZ - FL 100



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4.1.22 Decompression Europe - Doha (Route3) via Turkey

Procedure version 1


Critical Sector: TBN UP146 GAGDI UR654 SAV T207 SYZ R659 LAGSA

Points of Non Return DPNR 5 = 50NM passing TBNZAJ = ZANJAN VORTPNR1 = 48NM before OBTUX.


– Wind effect (head/tail) has been included in this procedure.

DECOMPRESSION BEFORE DPNR 5

PROCEDURE Return to (TZX/LTCG) via UP146 (*) TBN.

FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

CRZ - FL 100



Note: UP 146 is unidirectional from TBN to ARI.

DECOMPRESSION BETWEEN DPNR 5 and ZAJ

PROCEDURE Option 1:Proceed/Return to (NAJ/UBBN) via UP146 / UR654 GAGDI UP146 SIBVU R661 DULAV “STAR”.Option 2:Proceed to (TBZ/OITT) via UP146 ARI UT30 DASIS R660 TBZ.Option 3:Return to (TBZ/OITT) via UR654 BUDED DCT RAKED “STAR”.

FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

CRZ - FL 100



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DECOMPRESSION BETWEEN ZAJ and TPNR1

PROCEDURE Option1:Proceed / Return to (IKA/OIIE) via R654 / T207 SAV “STAR”.Option2: Return to (IFN/OIFM) via T207 DISEL T208 ISN.

FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

CRZ - FL 100




PROCEDURE Option1:Proceed to (SYZ/OISS) via R654 / T207 SYZ.Option 2:Proceed to (DOH/OTBD) via R659 DOH.

FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

CRZ - FL 100



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4.1.23 Decompression Europe – Doha (Route4) via Iran

Procedure version 1


Critical Sector: CRM UT34 RENGI UT36 DERIL G208 UMH UL223 DASDOT202 MIDSI

Points of Non Return DPNR 1 = 32 NM passing RENGI

EPNR 2 = 86 NM before KRD

DPNR 3 = 10 NM passing MESVI


DECOMPRESSION BEFORE DPNR 1PROCEDURE Option 1: Proceed/Return to (ADA/LTAF) via RENGI DCT TAMER UW73

DYB UW716 GAZ UW74 ADA.(Note1)Option 2: Return to (ESB/LTAC) via UT34 (Note2) CRM UW71 BUK.

FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

CRZ - FL 100

SPEED MMO/VMO VMO VMO VMO VMOTIME 7 Minutes 30 MinutesNote 1: Check the suitability of (LTCS) and (LTAJ) during the route.Note 2: UT34 is a unidirectional airway.

DECOMPRESSION BETWEEN DPNR 1 and EPNR 2PROCEDURE Proceed / Return to (TBZ/OITT) via UT36 ALRAM G208 / UL223 UMH

A422 TBZ.FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

CRZ - FL 100


DECOMPRESSION BETWEEN EPNR 2 and DPNR 3PROCEDURE Proceed/Return to (IKA/OIIE) via UL223 KRD G202 NOTSA W7

SAV DCT IKA.FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

CRZ - FL 100


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DECOMPRESSION PASSING DPNR 3

PROCEDURE Proceed to (DOH/OTBD) via UL 223 DASDO T202 MIDSI R659 DOH.

FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

CRZ - FL 100



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4.1.24 Decompression Europe – Doha (Route5)



Critical Sector: CRM UT34 SRT

Points of Non Return EBEDI = Enroute WaypointPARUN = Enroute Waypoint


DECOMPRESSION BEFORE EBEDIPROCEDURE Option 1: Return to (SZF/LTFH) via UT34(*) CRM.

Option 2: Return to (ESB/LTAC) via UT34(*) CRM UW71 BUK.FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

CRZ - FL 100

SPEED MMO/VMO VMO VMO VMO VMOTIME 7 Minutes 30 Minutes(*) UT34 is unidirectional airway.

DECOMPRESSION BETWEEN EBEDI and PARUNPROCEDURE Option 1 : (Proceed) / (Return) to (DAM/OSDI) via (UT34) / (R784 KABAN

UT37) SRT T333 LESRI UL573 KML W7 TAN G202 DAM.

Option 2 : (Proceed) / (Return) to (AMM/OJAI) via (UT34) / (R784 KABAN UT37) SRT T333 LESRI UL573 KML W7 TAN A412 QAA.

Option 3 : (Proceed) / (Return) to (ADA / LTAF) via (UT34) / (R784 KABAN UT37) SRT UG8 TAMER UW73 DYB UW716 GAZ UW74 ADA.

FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

CRZ - FL 100

SPEED MMO/VMO VMO VMO VMO VMOTIME 7 Minutes 30 Minutes(*) Check the suitability of (LTCS) and (LTAJ) during the route.

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DECOMPRESSION PASSING PARUN

PROCEDURE Option 1 : Proceed to (DOH/OTBD) via R784 NOLDO UP975 MEMBO UN318 PATAN R659 DOH.

Option 2 : Proceed to (KWI//OKBK) via R784 NOLDO UP975 SIDAD “STAR”.

FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

CRZ - FL 100



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4.1.25 Decompression Doha - Tehran (Route 1)

Procedure version 1

Jeppesen Chart / Date: QTR7 / 02-Nov-2007

Critical Sector: KATAG R659 UP574 LARAB

Points of Non Return TPNR = 11 NM Before ISN

DECOMPRESSION BEFORE TPNR

PROCEDURE Return to (DOH/OTBD) via UP574 SYZ R659 DOH.

FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

CRZ - FL 100



DECOMPRESSION PASSING TPNR

PROCEDURE Proceed to (IKA/OIIE) via UP574 RABAM “STAR”.

FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

CRZ - FL 100



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4.1.26 Decompression Doha – Tehran (Route 2)

Procedure version 1


Critical Sector: KATAG R659 SYZ T207 SAV

Points of Non Return TPNR 5 = 61 NM Passing OBTUX

Remark Via the temporary route T207

DECOMPRESSION BEFORE TPNR5

PROCEDURE Option 1: Return to (DOH/OTBD) via T207 SYZ R659 DOH.Option 2: Proceed / Return to (SYZ/OISS) via T207 SYZ.

FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

CRZ - FL 100




PROCEDURE Option 1: Proceed To (IKA/OIIE) via T207 SAV “STAR”.Option 2: Proceed / Return to (ISN/OIFM) via T207 DISEL T208 ISN or viaT207 DCT ISN.

FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

CRZ - FL 100



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4.1.27 Decompression Doha – Tehran (Route 3)

Procedure version 1


Critical Sector: KATAG R659 SYZ UP574 ISN T206 TRN

Points of Non Return TPNR = 11 NM before ISNTPNR 2 = 51 NM Passing DAPOG



PROCEDURE Option 1: Return to (DOH/OTBD) via UP574 SYZ R659 DOH.Option 2: Proceed / Return to (SYZ/OISS) via R659 SYZ.

FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

CRZ - FL 100



DECOMPRESSION Between TPNR and TPNR 2

PROCEDURE Proceed to (ISN/OIFM) via UP574 ISN.

FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

CRZ - FL 100




PROCEDURE Proceed to (IKA/OIIE) via T206 BOXAM “STAR”.

FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

CRZ - FL 100



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4.1.28 Decompression Tehran - Doha (Route 1)

Procedure version 1


Critical Sector: LARAB UP574 R659 KATAG

Points of Non Return TPNR = 11 NM Passing ISN


PROCEDURE Return to (IKA/OIIE) via UP574 RABAM ”STAR”.

FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

CRZ - FL 100



DECOMPRESSION PASSING TPNR

PROCEDURE Proceed to (DOH/OTBD) via UP574 SYZ R659 DOH.

FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

CRZ - FL 100



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4.1.29 Decompression Tehran – Doha (Route 2)

Procedure version 1


Critical Sector: SAV T207 SYZ KATAG

Points of Non Return TPNR 5 = 61NM before OBTUX



PROCEDURE Option 1: Return to (IKA/OIIE) via T207 SAV “STAR”.

Option 2: Return to (ISN/OIFM) via T207 TPNR5 EGLUL DCT ISN

FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

CRZ - FL 100




PROCEDURE Option 1: Proceed to (DOH/OTBD) via T207 SYZ R659 DOH.Option 2: Return to (ISN/OIFM) via T207 TPNR5 DCT ISN.

FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

CRZ - FL 100



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4.1.30 Decompression Doha - Mashhad

Procedure version 1


Critical Sector: KATAG R659 SYZ G663 RAMIL

Points of Non Return MPNR = 5 NM before NODLA

DECOMPRESSION BEFORE MPNR

PROCEDURE Option 1:Proceed to (IFN/OIFM) via G663 NODLA G202 ISN.

Option 2:Proceed / Return to (SYZ/OISS) via G663 SYZ.

Option 3:Return to (DOH/OTBD) via G663 SYZ R659 DOH.

FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

CRZ - FL 100



DECOMPRESSION PASSING MPNR

PROCEDURE Proceed to (MHD/OIMM) via G663 MSD.

FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

CRZ - FL 100



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4.1.31 Decompression Mashhad - Doha

Procedure version 1


Critical Sector: RAMIL G663 SYZ R659 KATAG

Points of Non Return MPNR = 5 NM Passing NODLA

DECOMPRESSION BEFORE MPNR

PROCEDURE Return to (MHD/OIMM) via G663 MSD.

FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

CRZ - FL 100



DECOMPRESSION PASSING MPNR

PROCEDURE Option 1:Proceed / Return to (IFN/OIFM) via G663 YZD R654 ISN.

Option 2:Proceed / Return to (SYZ/OISS) via G663 SYZ.

Option 3:Proceed to (DOH/OTBD) via G663 SYZ R659 DOH.

FLIGHT PHASE

DES TO FL 180

CRZ - FL 180

DES TO FL 140

CRZ - FL 140

CRZ - FL 100



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4.1.32 Decompression Doha - North China via B215 (A330 and A340)

Procedure version 1

Jeppesen Chart / Date: A330 : QTR 6 / 16 Feb 2007A340 : QTR 14 / 16 Feb 2007

Critical Sector: KAREM via G325, B215 to HMI

Points of Non Return HPNR 1 =16 NM Before KAREMHPNR 2 = 28 NM Passing GT

HPNR 3 = 98 NM Before URC

HPNR 4 = 60 NM Passing NUKTI

DECOMPRESSION BEFORE HPNR 1


FLIGHT PHASE

DES TO FL250

CRZ - FL 250

DES TO FL 140

CRZ - FL 140

CRZ - FL 100



DECOMPRESSION BETWEEN HPNR 1 and HPNR 2

PROCE-DURE

Proceed / Return to (ISB/OPRN) via G325 HANGU J165 RN.

FLIGHT PHASE

DES TO FL 290

CRZ - FL 290

DES TO FL 250

CRZ - FL 250

DES TO FL 140

CRZ - FL140

CRZ - FL100

SPEED MMO/VMO VMO MMO/VMO

VMO MMO/VMO

VMO VMO

TIME 4 Minutes

12 Minutes

30 Minutes

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PROCE-DURE

Option 1:Proceed / Return to (KHG/ZWSH) via B215 SCH A364 KHG..

Option 2:Proceed /Return to (URC/ZWWW) via B215 using the following escape route:

From KCA DCT MC (N41 38.9 E086 04.5) DCT FADJI (N42 00.0 E088 40.0)DCT TKSUN (N42 48.0 E088 40.0) DCT URC.

FLIGHT PHASE

DES TO FL 290

CRZ - FL 290

DES TO FL 250

CRZ - FL 250

DES TO FL 140

CRZ - FL140

CRZ - FL100


VMO MMO/VMO

VMO VMO

TIME 5 Minutes

11 Minutes

30 Minutes


PROCEDURE Option 1:Proceed to (URC/ZWWW) via B215 URC.

orReturn to (URC/ZWWW) via B215 HMI DCT TKSUN (N42 48.0 E088 40.0)

orReturn to (URC/ZWWW) via GREN2 DCT LIGHT DCT FKG B215 URC.

Option 2:Return to (KHG/ZWSH) via B215 URC DCT TKSUN (N42 48.0 E088 40.0)DCT FADJI (N42 00.0 E088 40.0) DCT MC (N41 38.9 E086 04.5) DCTKCA B215 SCH A364 KHG.

orReturn to (KHG/ZWSH) via GREN2 DCT LIGHT DCT FKG B215 URCDCT TKSUN (N42 48.0 E088 40.0) DCT FADJI (N42 00.0 E088 40.0) DCTMC (N41 38.9 E086 04.5) DCT KCA B215 SCH A364 KHG.

FLIGHT PHASE

DES TO FL 250

CRZ - FL 250

DES TO FL140

CRZ - FL 140

CRZ - FL 100



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PROCEDURE Option 1:Proceed to (PEK/ZBAA) via B215 YBL A596 KM DCT PEK.

Option 2:Proceed to (HET/ZBHH) via B215 YBL A596 SZ W32 KJ.

Option 3:Proceed to (ZGC/ZLLL) via B215 YBL B330 JTA DCT ZGC.

Option 4:Proceed to (XIY/ZLXY) via B215 YBL B330 JTA G470 HO DCT OD.

FLIGHT PHASE

DES TO FL 250

CRZ - FL 250

DES TO FL140

CRZ - FL 140

CRZ - FL 100



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4.1.33 Decompression Doha - North China via W112 (A330)

Jeppesen Chart / Date: A330: QTR 15/16 April 2009 Min Required Oxygen : 22 minApplicable to Sector(s) PEK, KIXCritical Sector: KALAT via G325 PURPA W112 to CHW

Points of Non Return

HPNR1 = 16 NM Before KAREMHPNR2 = 28 NM Passing GTHPNR5 = 55 NM Before HTNHPNR6 = 10 NM Before NOLEPHPNR7 = 100 NM Passing NOLEPHPNR8 = 43 NM Before AKTOB

DECOMPRESSION Before HPNR1PROCEDURE Proceed / Return to (KHI/OPKC) via G325 PG G210 DOSTI M638 KC.FLIGHT PHASE

DES TO FL 250

CRZ - FL 250

DES TO FL 140

CRZ - FL 140

CRZ - FL 100

SPEED MMO VMO VMO VMO VMOTIME 16 Minutes 30 Minutes

DECOMPRESSION BETWEEN HPNR 1 and HAPNR2PROCEDURE Proceed / Return to (ISB/OPRN) via G325 HANGU J139 RN.FLIGHT PHASE

DES TO FL 290

CRZ - FL 290

DES TO FL 250

CRZ - FL 250

DES toFL 140

CRZ - FL 140

CRZ - FL 100

SPEED MMO MMO MMO VMO VMO VMO VMOTIME 4 Min 12 Min 30 Min

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DECOMPRESSION BETWEEN HPNR2 and HPNR5

PROCEDURE

Option 1 : Proceed to (KHG/ZWSH) via :

– G325 PURPA B215 SCH A364 KHG, or

– via W112 DCT QIPAN (3700.0N/07700.0E) DCT SCH A364 KHG, or

– via W112 DCT TKLAM (3700.0N/07800.0E) DCT SCH A364 KHG, or

– via W112 DCT HPNR5 DCT SCH A364 KHG.

Option 2 (in case KHG not available) : Proceed to (URC/ZWWW) via above escape routes to SCH B215 KCA DCT MC DCT FADJI DCT TKSUN DCT URC.

FLIGHT PHASE

DES TO FL 290

CRZ - FL 290

DES TO FL 250

CRZ - FL 250

DES toFL 140

CRZ - FL 140

CRZ - FL 100



PROCEDUREOption 1: Proceed / Return to (HTN/ZWTN) via W112 HTN.

Option 2: Proceed / Return to (KHG/ZWSH) via W112 HTN DCT SCH A364 KHG.

FLIGHT PHASE

DES TO FL 250

CRZ - FL 250

DES TO FL 140

CRZ - FL 140

CRZ - FL 100


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PROCEDURE

Option 1: Proceed / Return to (URC/ZWWW) using the following escape route : W112 NOLEP DCT FADJI DCT TKSUN DCT URC.

Option 2 : Proceed / Return to (KHG/ZWSH) using the following escape route :W112 NOLEP L888 SADAN DCT SCH A364 KHG.

FLIGHT PHASE

DES TO FL 250

CRZ - FL 250

DES TO FL 140

CRZ - FL 140

CRZ - FL 100



PROCEDURE

Option 1: Proceed / Return to (URC/ZWWW) using the following escape route : via W112 TUSLI DCT HMI DCT GREEN2 DCT LIGHT DCT FKG B215 URC.

Option 2 : Proceed / Return to (PEK/ZBAA) via W112 TUSLI DCT HMI B215 NUKTI W66 DKO A596 KM “STAR”.

FLIGHT PHASE

DES TO FL 250

CRZ - FL 250

DES TO FL 140

CRZ - FL 140

CRZ - FL 100


DECOMPRESSION Passing HPNR8

PROCEDURE

Option 1 : Proceed to (PEK/ZBAA) via W112 CHW B215 YBL A596 KM DCT PEK.

Option 2 : Proceed to (ZGC/ZLLL) via W112 CHW B215 YBL B330 JTA DCT ZGC.

Option 3 : Proceed to (XIY/ZLXY) via W112 CHW B215 YBL B330 JTA G470 HO DCT OD.

FLIGHT PHASE

DES TO FL 250

CRZ - FL 250

DES TO FL 140

CRZ - FL 140

CRZ - FL 100


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4.1.34 Decompression Doha - North China via B215 (B777)

Procedure version 2


Critical Sector: KAREM G325 PURPA B215 HMI

Points of Non Return HPNR1 = 16 NM before KAREM.BPNR1 = 22 NM Passing GTHPNR3 = 98 NM before URCHPNR4 = 60 NM passing NUKTI

DECOMPRESSION BEFORE HPNR1PROCEDURE Proceed / Return to (KHI/OPKC) via G325 PG G210 DOSTI M638 KC.FLIGHT PHASE

DES TO FL 250

CRZ - FL 250

DES TO FL 140

CRZ - FL 140

CRZ - FL 100


DECOMPRESSION BETWEEN HPNR 1 and BPNR 1PROCE-DURE

Option1: Proceed / Return to (ISB/OPRN) via G325 HANGU J165 RN. Option2: Proceed / Return to (PEW/OPPS) via G325 PS.

FLIGHT PHASE

DES TO FL 290

CRZ - FL 290

DES TO FL 250

CRZ - FL 250

DES TO FL 140

CRZ - FL140

CRZ - FL100


VMO MMO VMO

VMO VMO

TIME 4 Minutes

12 Minutes

30 Minutes

DECOMPRESSION BETWEEN BPNR 1 and HPNR 3PROCE-DURE

Option 1: Proceed / Return to (KHG/ZWSH) via B215 SCH A364 KHGOption 2: Proceed / return to (URC/ZWWW) via B215 using the following escape route:From KCA DCT MC (N41 38.9 E086 04.5) DCT FADJI (N42 00.0 E088 40.0) DCT TKSUN (N42 48.0 E088 40.0) DCT URC.

FLIGHT PHASE

DES TO FL 290

CRZ - FL 290

DES TO FL 250

CRZ - FL 250

DES TO FL 140

CRZ - FL140

CRZ - FL100


VMO MMO/VMO

VMO VMO

TIME 4 Minutes

12 Minutes

30 Minutes

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DECOMPRESSION BETWEEN HPNR 3 and HPNR 4PROCEDURE Option 1:

Proceed to (URC/ZWWW) via B215 URC.orReturn to (URC/ZWWW) via GREN2 DCT LIGHT DCT FKG B215 URC.Option 2:Return to (KHG/ZWSH) via B215 URC DCT TKSUN (N42 48.0 E088 40.0)DCT FADJI (N42 00.0 E088 40.0) DCT MC (N41 38.9 E086 04.5) DCTKCA B215 SCH A364 KHG.orReturn to (KHG/ZWSH) via GREN2 DCT LIGHT DCT FKG B215 URCDCT TKSUN (N42 48.0 E088 40.0) DCT FADJI (N42 00.0 E088 40.0) DCTMC (N41 38.9 E086 04.5) DCT KCA B215 SCH A364 KHG.

FLIGHT PHASE

DES TO FL 250

CRZ - FL 250

DES TO FL 140

CRZ - FL 140

CRZ - FL 100


DECOMPRESSION PASSING HPNR 4PROCEDURE Option 1: Proceed to (PEK/ZBAA) via B215 YBL A596 KM “STAR”

Option 2: Proceed to (HET/ZBHH) via B215 YBL A596 SZ W32 KJ.Option 3: Proceed to (ZGC/ZLLL) vIa B215 YBL B330 JTA ”STAR”.Option 4: Proceed to (XIY/ZLXY) via B215 YBL B330 JTA G470 HO

“STAR”.FLIGHT PHASE

DES TO FL 250

CRZ - FL 250

DES TO FL 140

CRZ - FL 140

CRZ - FL 100


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4.1.35 Decompression North China - Doha via B215 (A330 and A340)

Procedure version 1Jeppesen Chart / Date: A330 : QTR 5 / 16 Feb 2007

A340 : QTR 13 / 16 Feb 2007 Critical Sector: HMI via B215, G325 to KAREMPoints of Non Return HPNR 4 = 60NM Before NUKTI

HPNR 3 = 98 NM Passing URCHPNR 2 = 28 NM Before GTHPNR 1 = 16 NM Passing KAREM

DECOMPRESSION BEFORE HPNR 4PROCEDURE Option 1:

Return to (ZGC/ZLLL) via B215 YBL B330 JTA DCT ZGC.Option 2:Return to (PEK/ZBAA) via B215 YBL A596 KM DCT PEK.

FLIGHT PHASE

DES TO FL 250

CRZ - FL 250

DES TO FL 140

CRZ - FL 140

CRZ - FL 100



Proceed to (URC/ZWWW) via B215 HMI DCT TKSUN (N42 48.0 E08840.0) DCT URC.orProceed to (URC/ZWWW) via GREN2 DCT LIGHT DCT FKG B215 URC.orReturn to (URC/ZWWW) via B215 URC.Option 2:Proceed to (KHG/ZWSH) via B215 URC DCT TKSUN (N42 48.0 E08840.0) DCT FADJI (N42 00.0 E088 40.0) DCT MC (N41 38.9 E086 04.5)DCT KCA B215 SCH A364 KHG.orProceed to (KHG/ZWSH) via GREN2 DCT LIGHT DCT FKG B215 URCDCT TKSUN (N42 48.0 E088 40.0) DCT FADJI )N42 00.0 E088 40.0) DCTMC (N41 38.9 E086 04.5) DCT KCA B215 SCH A364 KHG.

FLIGHT PHASE

DES TO FL 250

CRZ - FL 250

DES TO FL 140

CRZ - FL 140

CRZ - FL 100


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PROCE-DURE

Option 1:Proceed / Return to (KHG/ZWSH) via B215 SCH A364 KHG.

Option 2:Proceed /Return to (URC/ZWWW) via B215 using the following escape route:

From KCA DCT MC (N41 38.9 E086 04.5) DCT FADJI (N42 00.0 E088 40.0)DCT TKSUN (N42 48.0 E088 40.0) DCT URC.

FLIGHT PHASE

DES TO FL 290

CRZ - FL 290

DES TO FL 250

CRZ - FL 250

DES TO FL 140

CRZ - FL140

CRZ - FL100


VMO MMO /VMO

VMO VMO

TIME 5 Minutes

11 Minutes

30 Minutes


PROCE-DURE

Proceed / Return to (ISB/OPRN) via G325 HANGU J165 RN.

FLIGHT PHASE

DES TO FL 290

CRZ - FL 290

DES TO FL 250

CRZ - FL 250

DES TO FL 140

CRZ - FL140

CRZ - FL100


VMO MMO/VMO

VMO VMO

TIME 4 Minutes

12 Minutes

30 Minutes



FLIGHT PHASE

DES TO FL 250

CRZ - FL 250

DES TO FL 140

CRZ - FL 140

CRZ - FL 100



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4.1.36 Decompression North China - Doha via W112 (A330)

Jeppesen Chart / Date: A330: QTR 15/16 April 2009 Min Required Oxygen : 22 minApplicable to Sector(s) PEK, KIXCritical Sector: CHW via W112 PURPA G325 to KALAT

Points of Non Return

HPNR8 = 43 NM Passing AKTOBHPNR7 = 100 NM Before NOLEPHPNR6 = 10 NM Passing NOLEPHPNR5 = 55 NM Passing HTNHPNR2 = 28 NM Before GTHPNR1 = 16 NM Passing KAREM

DECOMPRESSION BEFORE HPNR8

PROCEDURE

Option 1 : Return to (PEK/ZBAA) via W112 CHW B215 YBL A596 KM DCT PEK.

Option 2 : (Proceed) / (Return) to (ZGC/ZLLL) via (A596 YBL) / (W112 CHW B215 YBL) B330 JTA “STAR”.

Option 3 : (Proceed) / (Return) to (XIY/ZLXY) via (A596 YBL) / (W112 CHW B215 YBL) B330 JTA G470 HO “STAR”.

FLIGHT PHASE

DES TO FL 250

CRZ - FL 250

DES TO FL 140

CRZ - FL 140

CRZ - FL 100



PROCEDURE

Option 1 : Proceed / Return to (URC/ZWWW) using the following escape route: W112 TUSLI DCT HMI DCT GREEN2 DCT LIGHT DCT FKG B215 URC.

Option 2 : Proceed / Return to (PEK/ZBAA) via W112 TUSLI DCT HMI B215 NUKTI W66 DKO A596 KM “STAR”.

FLIGHT PHASE

DES TO FL 250

CRZ - FL 250

DES TO FL 140

CRZ - FL 140

CRZ - FL 100


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PROCEDURE

Option 1 : Proceed / Return to (URC/ZWWW) using the following escape route: W112 NOLEP DCT FADJI DCT TKSUN DCT URC.

Option 2: Proceed / Return to (KHG/ZWSH) using the following escape route : W112 NOLEP L888 SADAN DCT SCH A364 KHG.

FLIGHT PHASE

DES TO FL 250

CRZ - FL 250

DES TO FL 140

CRZ - FL 140

CRZ - FL 100



PROCEDUREOption 1 : Proceed / Return to (HTN/ZWTN) via W112 HTN.

Option 2 : Proceed / Return to (KHG/ZWSH) via W112 HTN DCT SCH A364 KHG.

FLIGHT PHASE

DES TO FL 250

CRZ - FL 250

DES TO FL 140

CRZ - FL 140

CRZ - FL 100



PROCEDURE

Option 1 : Proceed to (KHG/ZWSH) via :

– W112 DCT TKLAM(3700.0N/07800.0E) DCT SCH A364 KHG, or

– W112 DCT QIPAN (3700.0N/07700.0E) DCT SCH A364 KHG, or

– W112 DCT XINJN (3700.0N/07600.0E) DCT SCH A364 KHG, or

– (Proceed) / (Return) via (W112)/(G325) PURPA B215 SCH A364 KHG.

Option 2 (in case KHG not available) : Proceed to (URC/ZWWW) via above escape routes to SCH B215 KCA DCT MC DCT FADJI DCT TKSUN DCT URC.

FLIGHT PHASE

DES TO FL 290

CRZ - FL 290

DES TO FL 250

CRZ - FL 250

DES toFL 140

CRZ - FL 140

CRZ - FL 100


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PROCEDUREOption 1 : Proceed / Return to (ISB/OPRN) via G325 HANGU J165 RN.

Option 2 : Proceed / Return to (PEW/OPPS) via G325 PS.FLIGHT PHASE

DES TO FL 290

CRZ - FL 290

DES TO FL 250

CRZ - FL 250

DES toFL 140

CRZ - FL 140

CRZ - FL 100


DECOMPRESSION PASSING HPNR1

PROCEDUREOption 1 : Proceed to (DOH/OTBD) as per flight plan.

Option 2 : Proceed / Return to (KHI/OPKC) via G325 PG G210 DOSTI M638 KC.

FLIGHT PHASE

DES TO FL 250

CRZ - FL 250

DES TO FL 140

CRZ - FL 140

CRZ - FL 100


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4.1.37 Decompression North China - Doha via B215 (B777)

Procedure version 2


Critical Sector: HMI B215 PURPA G325 KAREM

Points of Non Return HPNR4 = 60 NM before NUKTI.HPNR3 = 98 NM Passing URCBPNR1 = 22 NM before GTHPNR1 = 16 NM passing KAREM

DECOMPRESSION BEFORE HPNR 4 PROCEDURE Option 1: Return to (PEK/ZBAA) via B215 YBL A596 KM “STAR”.

Option 2: Return to (ZGC/ZLLL) via B215 YBL B330 JTA “STAR”.FLIGHT PHASE

DES TO FL 250

CRZ - FL 250

DES TO FL 140

CRZ - FL 140

CRZ - FL 100



Proceed to (URC/ZWWW) via B215 HMI DCT TKSUN (42 48.0 E088 40.0)DCT URC.orProceed to (URC/ZWWW) via GREN2 DCT LIGHT DCT FKG B215 URC.orReturn to (URC/ZWWW) via B215 URC.Option 2:Return to (KHG/ZWSH) via B215 URC DCT TKSUN (N42 48.0 E088 40.0)DCT FADJI (N42 00.0 E088 40.0) DCT MC (N41 38.9 E086 04.5) DCTKCA B215 SCH A364 KHG.orReturn to (KHG/ZWSH) via GREN2 DCT LIGHT DCT FKG B215 URCDCT TKSUN (N42 48.0 E088 40.0) DCT FADJI )N42 00.0 E088 40.0) DCTMC (N41 38.9 E086 04.5) DCT KCA B215 SCH A364 KHG.

FLIGHT PHASE

DES TO FL 250

CRZ - FL 250

DES TO FL 140

CRZ - FL 140

CRZ - FL 100


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DECOMPRESSION BETWEEN HPNR 3 and BPNR 1PROCE-DURE

Option 1: Proceed / Return to (KHG/ZWSH) via B215 SCH A364 KHGOption 2: Proceed / return to (URC/ZWWW) via B215 using the following escape route:From KCA DCT MC (N41 38.9 E086 04.5) DCT FADJI (N42 00.0 E088 40.0) DCT TKSUN (N42 48.0 E088 40.0) DCT URC.

FLIGHT PHASE

DES TO FL 290

CRZ - FL 290

DES TO FL 250

CRZ - FL 250

DES TO FL 140

CRZ - FL140

CRZ - FL100


VMO MMO/VMO

VMO VMO

TIME 4 Minutes

12 Minutes

30 Minutes

DECOMPRESSION BETWEEN BPNR 1 and HPNR 1PROCE-DURE

Option 1: Proceed / Return to (ISB/OPRN) via G325 HANGU J165 RNOption 2: Proceed / Return to (PEW/OPPS) via G325 PS.

FLIGHT PHASE

DES TO FL 290

CRZ - FL 290

DES TO FL 250

CRZ - FL 250

DES TO FL 140

CRZ - FL140

CRZ - FL100


VMO MMO/VMO

VMO VMO

TIME 4 Minutes

12 Minutes

30 Minutes

DECOMPRESSION BEFORE HPNR 1PROCEDURE Proceed / Return to (KHI/OPKC) via G325 PG G210 DOSTI M638 KC.FLIGHT PHASE

DES TO FL 250

CRZ - FL 250

DES TO FL 140

CRZ - FL 140

CRZ - FL 100


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4.1.38 Decompression Greenland

Procedure Version 1 Min Required Oxygen : 22 minJeppesen Chart / Date: 22 May 2009Critical Sector: Greenland Crossing

Remarks:

Descent and Cruise at MMO/VMOApply Cold Weather FL Correction: 4% ALT per -10º ISA DeviationFor terrain critical area, refer to Jeppesen Greenland Crossing Chart.

DECOMPRESSION : SOUTH OF 70º NORTH

PROCEDURE

• Proceed / Return to the East or to the West descending to FL 140• When passing the terrain critical area of 12,500ft or when passing the

coast line of Greenland descend to FL 100• Fly no closer than 60NM to the mountain at N68 52.0 / W029 54.0• Proceed to the nearest suitable airport.

DECOMPRESSION : NORTH OF 70º NORTH EAST OF 40º WEST

PROCEDURE

• Proceed / Return to the East toward the east coast of Greenland descending to FL140

• When passing the terrain critical area of 12,500ft or when passing the east coast of Greenland descend to FL 100

• Proceed to the nearest suitable airport.

DECOMPRESSION : NORTH OF 70º NORTH WEST OF 40º WEST

PROCEDURE

• Proceed / Return to the West toward the west coast of Greenland descending to FL140

• When passing the terrain critical area of 12,500ft or when passing the west coast of Greenland descend to FL 100

• Proceed to the nearest suitable airport.

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DRIFT DOWN PROCEDURE IN CASE OF ENGINE FAILUREDRIFT DOWN PROCEDURES

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4.2 DRIFT DOWN PROCEDURE IN CASE OF ENGINE FAILURE

4.2.1 Introduction

• Two Engine Aircraft :

In case of Engine failure en-route, the drift down procedure listed below should beadhered to. The procedure is based on single engine operation; satisfying JAR-OPS1.500 to ensure that:

– A positive flight path gradient with at least 1,000 ft above all terrain and obstructionsalong the route within 5 NM on either side of the intended track.

– The aircraft must be able to continue the flight from the cruising altitude to an airport,with a net flight path clearing vertically, by at least 2,000 ft, all terrain and obstructionsalong the route within 5 NM on either side of the intended track.

• Four Engine Aircraft :

In case of Engine failure en-route, the drift down procedure listed below should beadhered to. The procedure is based on one and two engine failure; satisfying JAR-OPS1.505 to ensure that:

– A positive flight path gradient with at least 1,500 ft above all terrain and obstructionsalong the route within 5 NM on either side of the intended track.

– The aircraft must be able to continue the flight from the cruising altitude to an airport,with a net flight path clearing vertically, by at least 2,000 ft, all terrain and obstructionsalong the route within 5 NM on either side of the intended track.

Note: In the event of a two engine failure, to clear all the obstacles and to maintaina positive flight path gradient, it might become necessary to reduce the grossweight by utilizing the fuel jettison system to dump fuel. In this case theprocedure is provided with sufficient guideline.

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4.2.1.1 Example of Procedure

• Two Engine Aircarft :

If the engine fails passing the above point, descend and level off at drift down ceiling at GreenDot speed with thrust at MCT, then descend to landing destination at speed of 0.82M / 300kts / 250 kts with IDLE thrust.

• Four Engine Aircraft :

If one or two engines fail(s) passing the above point, descend and level off at drift downceiling at Green Dot speed with thrust at MCT, then descend to landing destination at speedof 0.82M / 300 kts / 250 kts with IDLE thrust. If the second engine fails and the gross weight isabove 295 000 kg it is mandatory to jettison fuel.

A330 : ENGINE FAILURE PASSING HPNR 4

PROCEDURE Proceed to (KHI/OPKC) via G325 PG P318S DOSTI M368 KC descend-ing to reach Level off Drift Down Ceiling.

FLIGHT PHASE IN-FLIGHT TURN BACK DESCEND TO

DRIFT DOWN CEILING

CRZ LRC GROSS CEILING

DESCEND TO LAND IN DESTINATION

SPEED Green Dot LRC(3.06.30 pages 4-11)

0.82M / 300 kts / 250 kts

THRUST MCT MCT IDLE


PROCEDURE Descend to Level off Drift Down Ceiling, and :

Option 1: Proceed to (URC/ZWWW) via B215.

Option 2: Proceed / Return to (KHG/ZWSH) via B215 SCH A364 KHG

FUEL JETTISON One Engine Failure Jettison fuel to reach gross weight 328 500 kg.

Two Engine Failure Jettison fuel to reach gross weight 295 000 kg.


DRIFT DOWN CEILING



SPEE

D ONE ENG

OUTGreen Dot

LRC(3.06.30 pages 4-11) 0.82M / 300 kts / 250 kts

TWO ENG OUT

LRC(3.07.40 pages 1-4) 300 kts / 250 kts

THRUST MCT MCT IDLE

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4.2.2 Engine Failure

4.2.2.1 Applicable Aircraft

The drift down procedures in case of engine failure is only applicable for A330, A340 andB777 aircraft.

4.2.2.2 Applicable Routes

The following routes are applicable in case of engine failure.

• Doha to North China via Pakistan : from GT G325 PURPA B215 to HMI.

• North China to Doha via Pakistan : from HMI B215 PURPA G325 to GT.

• Doha to North China via Russia : from KAMUD A468 B215 to HMI.

• North China to Doha via Russia : from HMI B215 A468 to KAMUD.

4.2.2.3 Assumptions for Engine Out Drift Down Procedures

The following assumptions apply:

– All obstacles located within 5 NM of either side of the route centerline have beenconsidered, based on a survey by Jeppesen using 10 NM corridor;

– Flight after engine failure must be performed at Green Dot Speed for Airbus aircraft andOptimum Drift Down Speed for Boeing aircraft.

– Temperature is ISA and no wind;

– In case of in-flight turn back, 2.5 minutes are lost for the turn;

– Air Conditioning ON;

– Anti-ice OFF.

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4.2.3 A330 : Engine out Drift Down Procedure Doha - North China via B215

Procedure version 1

Jeppesen Chart / Date: QTR 6 / 16 Feb 2007

Critical Sector: GT G325 PURPA B215 HMI to CHW

Points of Non Return HPNR 2 = 28 NM Passing GT


A330 : ENGINE FAILURE BEFORE HPNR 2

PROCEDURE Descend to Level off Drift Down Ceiling, and

Option 1 : Proceed / Return to (PEW/OPPS) via G325 PS.Option 2 : Proceed / Return to (ISB/OPRN) via G325 HANGU J165 RN.Option 3 : Proceed / Return to (ISB/OPRN) via G325 ZB J160 TASUL KALGA RN.Option 4 : Proceed / Return to (KHI/OPKC) via G325 PG G210 DOSTI M638 KC.


DRIFT DOWN CEILING




0.82M / 300 kts / 250 kts

THRUST MCT MCT IDLE

A330 : ENGINE FAILURE BETWEEN HPNR 2 and HPNR 4

PROCEDURE Descend to Level off Drift Down ceiling, and

Option 1:Proceed / Return to (URC/ZWWW) via B215 URC.



DRIFT DOWN CEILING




0.82M / 300 kts / 250 kts

THRUST MCT MCT IDLE

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PROCEDURE Descend to Level off Drift Down Ceiling, and:

Option1:Proceed to (ZGC/ZLLL) via B215 YBL B330 JTA DCT ZGC.

Option2:Proceed to (PEK/ZBAA) via A596 KM DCT PEK.


DRIFT DOWN CEILING




0.82M / 300 kts / 250 kts

THRUST MCT MCT IDLE

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4.2.4 A330 : Engine Out Drift Down Procedure Doha - North China via W112

Procedure version 0


Critical Sector: KALAT via G325 PURPA W112 to CHW

Points of Non Return HPNR2 = 28 NM Passing GTHPNR9 = 16 NM Before AKTOB

A330 : ENGINE FAILURE BEFORE HPNR2

PROCEDURE

Descend to Level off Drift Down ceiling, and

Option 1 : Proceed / Return to (PEW/OPPS) via G325 PS.

Option 2 : Proceed / Return to (ISB/OPRN) via G325 HANGU J139 RN.

Option 3 : Proceed / Return to (KHI/OPKC) via G325 PG G210 DOSTI M638 KC.

FLIGHT PHASE

IN-FLIGHT TURN BACK DESCEND TO DRIFT

DOWN CEILING

CRZLRC GROSS CEILING


SPEED Green Dot LRC(3.06.30 pages 4-11) 0.82M/300kts/250kts

Thrust MCT MCT IDLE

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A330 : ENGINE FAILURE BETWEEN HPNR2 and HPNR9

PROCEDURE


Option 1: Proceed to (KHG/ZWSH) via G325 PURPA B215 SCH A364 KHG.


Option 3 : Proceed / Return to (URC/ZWWW) via W112 NOLEP DCT FADJI DCT TKSUN DCT URC.

Option 4 : Proceed / Return to (PEK/ZWAA) via W112 TUSLI DCT HMI B215 NUKTI W66 DKO A596 KM “STAR”.

FLIGHT PHASE


DOWN CEILING




Thrust MCT MCT IDLE

A330 : ENGINE FAILURE PASSING HPNR9

PROCEDURE


Option 1 : Proceed to (ZGC/ZLLL) via W112 CHW B215 YBL B330 JTA “STAR”.

Option 2 : Proceed to (XIY/ZLXY) via W112 CHW B215 YBL B330 JTA G470 HO “STAR.

Option 3 : Proceed to (PEK/ZBAA) via W112 CHW B215 YBL A596 KM “STAR”.

FLIGHT PHASE


DOWN CEILING



SPEED Green Dot LRC (3.06.30 pages 4-11) 0.82M/300kts/250kts

Thrust MCT MCT IDLE

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4.2.5 A330 : Engine out Drift Down Procedure North China - Doha via B215

Procedure version 1


Critical Sector: HMI B215 PURPA G325 to GT.

Points of Non Return HPNR 4 = 60 NM Before NUKTI

HPNR 2 = 28 NM Before GT

A330 : ENGINE FAILURE BEFORE HPNR 4


Option1:Proceed / Return to (ZGC/ZLLL) via B215 YBL B330 JTA DCT ZGC.

Option2:Return to (PEK/ZBAA) via A596 KM DCT PEK.


DRIFT DOWN CEILING




0.82M / 300 kts / 250 kts

THRUST MCT MCT IDLE

A330 : ENGINE FAILURE BETWEEN HPNR 4 and HPNR 2

PROCEDURE Descend to Level off Drift Down ceiling, and

Option 1:Proceed / Return to (URC/ZWWW) via B215 URC.



DRIFT DOWN CEILING




0.82M / 300 kts / 250 kts

THRUST MCT MCT IDLE

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Option 1 : Proceed / Return to (PEW/OPPS) via G325 PS.Option 2 : Proceed / Return to (ISB/OPRN) via G325 HANGU J165 RN.Option 3 : Proceed / Return to (ISB/OPRN) via G325 ZB J160 TASUL KALGA RN.Option 4 : Proceed / Return to (KHI/OPKC) via G325 PG G210 DOSTI M638 KC.


DRIFT DOWN CEILING




0.82M / 300 kts / 250 kts

THRUST MCT MCT IDLE

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4.2.6 A330 : Engine Out Drift Down Procedure North China - Doha via W112

Procedure version 0


Critical Sector: CHW via W112 PURPA G325 KALAT

Points of Non Return HPNR9 = 16 NM Passing AKTOBHPNR2 = 28 NM Before GT

A330 : ENGINE FAILURE BEFORE HPNR9

PROCEDURE


Option 1 : Proceed / Return to (ZGC/ZLLL) via B215 YBL B330 JTA “STAR”.

Option 2 : Proceed / Return to (URC/ZWWW) via CHW B215 HMI DCT GREEN2 DCT LIGHT DCT FKG B215 URC.

Option 3 : Return to (PEK/ZBAA) via A596 KM “STAR”.

FLIGHT PHASE


DOWN CEILING



SPEED Green Dot0000LRC

(3.06.30 pages 4-11)0.82M/300kts/250kts

Thrust MCT MCT IDLE

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A330 : ENGINE FAILURE BETWEEN HPNR9 and HPNR2

PROCEDURE


Option 1 : Return to (KHG/ZWSH) via G325 PURPA B215 SCH A364 KHG.


Option 3 : Proceed / Return to (URC/ZWWW) via W112 NOLEP DCT FADJI DCT TKSUN DCT URC.

Option 4 : Proceed / Return to (PEK/ZWAA) via W112 TUSLI DCT HMI B215 NUKTI W66 DKO A596 KM “STAR”.

FLIGHT PHASE


DOWN CEILING




Thrust MCT MCT IDLE

A330 : ENGINE FAILURE Passing HPNR2

PROCEDURE


Option 1 : Proceed / Return to (PEW/OPPS) via G325 PS.

Option 2 : Proceed / Return to (ISB/OPRN) via G325 HANGU J165 RN.

Option 3 : Return to (KHI/OPKC) via G325 PG G210 DOSTI M638 KC.

FLIGHT PHASE


DOWN CEILING




Thrust MCT MCT IDLE

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4.2.7 A340-600 : Engine out Drift Down Procedure Doha - North China via B215

Procedure version 1


Critical Sector: KAREM G325 GT PURPA B215 B215 to HMI

Points of Non Return HPNR 2 = 28 NM Passing GT


A340-600 : ENGINE FAILURE BEFORE HPNR 2


Option 1:Proceed / Return to (KHI/OPKC) via G325 PG P318S DOSTI M638 KC.

Option 2: Proceed / Return to (ISB/OPRN) via G325 ZB J160 TASUL KALGA RN.

Option 3: Proceed / Return to (ISB/OPRN) via G325 HANGU J165 RN.

FUEL JETTISON One Engine failure Jettison fuel to reach gross weight 316 500 kg.

Two Engine failure Jettison fuel to reach gross weight 316 500 kg.


DRIFT DOWN CEILING



SPEE

D ONE ENG

OUTGreen Dot


TWO ENG OUT

LRC(3.07.40 pages 1-4) 300 kts / 250 kts

THRUST MCT MCT IDLE

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CHAPTER 4

PAGE 80



A340-600 : ENGINE FAILURE BETWEEN HPNR 2 and HPNR 4


Option 1:Proceed to (URC/ZWWW) via B215 URC.

Option 2 :Proceed / Return to (KHG/ZWSH) via B215 SCH A364 KHG.

FUEL JETTISON One Engine failure Jettison fuel to reach gross weight 316500 kg.



DRIFT DOWN CEILING



SPEE

D ONE ENG

OUTGreen Dot


TWO ENG OUT

LRC(3.07.40 pages 1-4) 300 kts / 250 kts

THRUST MCT MCT IDLE

A340-600 : ENGINE FAILURE PASSING HPNR 4


Option 1:Proceed to (ZGC/ZLLL) via B215 YBL B330 JTA DCT ZGC.

Option 2:Proceed to (PEK/ZBAA) via A596 KM DCT PEK.

Option 3: Proceed to to (TYN/ZBYN) via B215 YBL YNC DARAN APOGI TYN.

Option 4: Proceed to (XIY/ZLXY) via B215 YBL B330 JTA G470 HO DCT SIA.

FUEL JETTISON One / Two Engine failure no fuel Jettison required.


DRIFT DOWN CEILING



SPEE

D ONE ENG

OUTGreen Dot


TWO ENG OUT

LRC(3.07.40 pages 1-4) 300 kts / 250 kts

THRUST MCT MCT IDLE

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4.2.8 A340-600 : Engine out Drift Down Procedure North China - Doha via B215

Procedure version 1


Critical Sector: HMI B215 PURPA G325 to KAREM

Points of Non Return HPNR 4 = 60 NM Before NUKTI

HPNR 2 = 28 NM Before GT

HPNR 1 = 16 NM Passing KAREM

A340-600 : ENGINE FAILURE BEFORE HPNR 4


Option 1: Proceed / Return to (ZGC/ZLLL) via B215 YBL B330 JTA DCT ZGC.

Option 2: Return to (PEK/ZBAA) via A596 KM DCT PEK.

Option 3:Proceed / Return to (TYN/ZBYN) via B215 YBL YNC DARAN APOGOTYN.

Option 4:Proceed to (XIY/ZLXY) via B215 YBL B330 JTA G470 HO DCT SIA.

FUEL JETTISON One Engine failure Jettison not required.

Two Engine failure Jettison fuel to reach gross weight 328000 kg.


DRIFT DOWN CEILING



SPEE

D ONE ENG

OUTGreen Dot


TWO ENG OUT

LRC(3.07.40 pages 1-4) 300 kts / 250 kts

THRUST MCT MCT IDLE

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CHAPTER 4

PAGE 82





Option 1:Proceed to (URC/ZWWW) via B215.





DRIFT DOWN CEILING



SPEE

D ONE ENG

OUTGreen Dot


TWO ENG OUT

LRC(3.07.40 pages 1-4) 300 kts / 250 kts

THRUST MCT MCT IDLE



Option 1: Proceed / Return to (ISB/OPRN) via G325 ZB J160 TASUL KALGA RN.

Option 2: Proceed / Return to (ISB/OPRN) via G325 HANGU J165 RN.




DRIFT DOWN CEILING



SPEE

D ONE ENG

OUTGreen Dot


TWO ENG OUT

LRC(3.07.40 pages 1-4) 300 kts / 250 kts

THRUST MCT MCT IDLE

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CHAPTER 4

PAGE 83



A340-600 : ENGINE FAILURE PASSING HPNR 1


Proceed to (KHI/OPKC) via G325 PG G210 DOSTI M638 KC.

FUEL JETTISON One / Two Engine failure no fuel Jettison required.


DRIFT DOWN CEILING



SPEE

D ONE ENG

OUTGreen Dot


TWO ENG OUT

LRC(3.07.40 pages 1-4) 300 kts / 250 kts

THRUST MCT MCT IDLE

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4.2.9 B777 : Engine Out Drift Down Procedure Doha - North China via B215

Procedure version 2Jeppesen Chart / Date: -Critical Sector: PS G325 PURPA B215 SCHPoints of Non Return BPNR1 = 22 NM Passing GT

Important Remark:

1) Due to high terrain elevation between PS and SCH and the drift down capability of B773 aircraft, the maximum take off weight (MTOW) permitted has been limited to 310 tonnes.

2) The fuel Jettisoning is not required for B777-200.

B777: ENGINE FAILURE BEFORE BPNR 1 PROCEDURE Descend to level off Drift Down ceiling, and

Option 1: Proceed / Return to (PEW/OPPS) via G325 PS

Option 2: Proceed / Return to (ISB/OPRN) via G325 HANGU J165 RN

Option 3: Proceed / Return to (KHI/OPKC) via G325 PG G210 DOSTI M638 KC.

FUEL JETTI-SON Jettison fuel during drift down to reach gross weight of 270 tonnes.

FLIGHT PHASE

IN-FLIGHT TURN BACK DESCEND TO

DRIFT DOWN CEILING

CRZLRC GROSS CEIL-

ING


SPEED Optimum Drift Down QRH PI.12.5 LRC 0.84M/310kts/250kts

TIME MCT MCT IDLE

B777: ENGINE FAILURE PASSING BPNR 1 PROCEDURE Descend to level off Drift Down ceiling, and

Option 1: Proceed to (URC/ZWWW) via B215 URCOption 2: Proceed / Return to (KHG/ZWSH) via B215 SCH A364 KHG


FLIGHT PHASE


DOWN CEILING

CRZLRC GROSS CEIL-

ING



TIME MCT MCT IDLE

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4.2.10 B777 : Engine Out Procedure North China - Doha via B215

Procedure version 2Jeppesen Chart / Date -Critical Sector SCH B215 PURPA G325 PSPoints of Non Return BPNR2 = 42NM before GTRemark The fuel Jettisoning is not required for B777-200

B777 : ENGINE FAILURE BEFORE BPNR 2PROCEDURE Descend to level off Drift Down ceiling, and

Option 1: Return to (URC/ZWWW) via B215 URCOption 2: Proceed / Return to (KHG/ZWSH) via B215 SCH A364 KHG


FLIGHT PHASE

IN-FLIGHT TURN BACK DESCEND TO

DRIFT DOWN CEILING

CRZLRC GROSS CEIL-

ING



TIME MCT MCT IDLE

B777: ENGINE FAILURE PASSING BPNR 2PROCEDURE Descend to level off Drift Down ceiling, and

Option 1: Proceed / Return to (PEW/OPPS) via G325 PSOption 2: Proceed / Return to (ISB/OPRN) via G325 HANGU J165 RNOption 3: Proceed / Return to (KHI/OPKC) via G325 PG G210 DOSTI

M638 KCFUEL JETTI-SON Jettison fuel during drift down to reach gross weight of 270 tonnes.

FLIGHT PHASE


DOWN CEILING

CRZLRC GROSS CEIL-

ING



TIME MCT MCT IDLE

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REV 08R


CHAPTER 5

PAGE 1



CHAPTER 5 - ADEQUATE AIRPORTS

5.1 ADEQUATE AIRPORTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35.1.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

5.1.2 Example . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

5.1.3 List of Countries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

5.1.4 List of FIR’s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

5.1.5 List of Adequate Airports. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

5.2 ETOPS APPROVED ENROUTE AIRPORTS . . . . . . . . . . . . . . . . . . . . . 1245.2.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124

5.2.2 Example . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125

5.2.3 Area of Operations : Arabian Sea / Indian Ocean. . . . . . . . . . . . . . . . . . . . 126

5.2.4 Area of Operations : Bay of Bengal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129

5.2.5 Area of Operations : Central Asia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132

5.2.6 Area of Operations : East Africa . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134

5.2.7 Area of Operations : Japan / North China. . . . . . . . . . . . . . . . . . . . . . . . . . 135

5.2.8 Area of Operations : North Atlantic / North America . . . . . . . . . . . . . . . . . . 137

5.2.9 Area of Operations : West Africa . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143

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ADEQUATE AIRPORTSAIRPORTS

CHAPTER 5

PAGE 3



5.1 ADEQUATE AIRPORTS5.1.1 Introduction

This section is intended to assist pilots in the selection of an airport for a safe landing whencircumstances necessitate a change from the planned route, destination, destinationalternate or en-route alternate. The adequate airports listed in paragraph are not to beconfused with ETOPS adequate airports, which require more conditions to be met, listedseparately in 5.2 All listed airports have been chosen using the assumption in paragraph5.1.1.1 For wide-body and long range aircrafts the Jeppesen plates for the listed airports shallbe placed on board. However for the single aisle aircraft only relevant Jeppesen platespertaining to the routes operated by that fleet shall be placed on-board.

Note : For the Bombardier-Challenger fleet, all adequate airports listed in this chapterare considered adequate without limitation.

There is nothing to prevent pilots from considering airports that are not listed for diversion.However, it is the responsibility of the Commander to ensure that the aircraft performancerequirements are met and the deviation from the prescribed criteria is justified under thecircumstances.

5.1.1.1 Assumptions

The assumptions used in the construction of the list of adequate airports are as follows :

– Jet fuel availability.

– Runway width of 45m or better.

– LDA of 2100m or better.

– Airport operations available H24 (unless otherwise noted). Approved permission foroperations outside published airport operating hours, where granted, is stated forindividual airports.

– Fire category of 4 or better.

– No category C airport (other than a destination i.e. Kathmandu)

– A turning loop or exit at the end of the runway is available unless the runway width is 60mor better.

– All circling approaches are under PANS OPS criteria.

– Max Pavement Weight for aircraft type is displayed for information and is not limiting incase of an emergency. Should the displayed Pavement Limiting Weight result in takeoff/landing at a weight higher than declared in the Airport Directory, then Qatar Airways hasbeen granted approval to operate at higher weights by the concerned authority.

– In an airport with more than one (1) runway, the runway that does not meet the abovecriteria will then be omitted.

– Airports denoted with ** are for emergency use only.

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PAGE 4



5.1.2 Example

Note: The table in paragraph 5.1.3 is organised in the alphabetical order of Countriesand in 5.1.4 is organised in the alphabetical order of FIR codes.

(1) : The tables are organized by country in alphabetical order, with its associated theFIR’s.

(2) : List of airports with the following details :

– ICAO Code : 4 letter ICAO code of airport.

– RFF : Available fire category at the airport for the aircraft.

– Location (Airport Name) : Location, however, if more than one airport exist in alocation then the name of the airport is mentioned next to it.

(3) : Type of airport (ENRT = Enroute alternate, DEST = Destination, DALT = Destinationalternate).

(4) : Best Instrument Approach Procedures (IAP) serving that runway, NON means noIAP available.

(5) : Displays only those runways that meet the criteria for at least one aeroplane type.

(6) : Lowest Landing Distance Available (LDA) of both runway ends (direction).

(7) : Represents the weight of the airplane in tons for the runway. MAX means maximumstructural take-off weight, NOT / N means not allowed due “PCN” and/or insufficientmovement areas. XXX means structural take-off weight not yet defined.

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CHAPTER 5

PAGE 5



5.1.3 List of Countries

COUNTRY LIST OF FIR’S PAGE NO.

ALGERIA DA 17

ARMENIA UD 18

AUSTRIA LO 19

AZERBAIJAN UB 19

AZORES LP 20

BAHRAIN OB 20

BANGLADESH VG 21

BELARUS UM 21

BELGIUM EB 22

BENIN DB 22

BRUNEI WB 22

BULGARIA LB 23

BURKINA FASO DF 23

CAMEROON FK 24

CANADA CZ 25

CHAD FT 29

CHINA ZB - ZG -ZH - ZL - ZP - ZS - ZU - ZW - ZY 29

COMOROS FM 33

CROATIA LD 34

CYPRUS LC 34

CZECH LK 34

DENMARK EK 35

DJIBOUTI HD 35

EGYPT HE 35

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CHAPTER 5

PAGE 6




EQUATORIAL GUINEA FG 38

ESTONIA EE 38

ETHOPIA HA 39

FINLAND EF 39

FRANCE LF 40

GEORGIA UG 43

GERMANY ED 43

GHANA DG 46

GREECE LG 46

GREENLAND BG 48

HONG KONG VH 48

HUNGARY LH 49

ICELAND BI 49

INDIA VA - VE - VI - VO 50

INDONESIA WA - WI - WR 53

IRAN OI 55

IRELAND EI 57

ITALY LI 58

IVORY COAST DI 60

JAPAN RJ 60

JORDAN OJ 62

KAZAKHSTAN UA 63

KENYA HK 63

KUWAIT OK 64

KYRGYSTAN UA 64

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CHAPTER 5

PAGE 7




LAOS VL 64

LATVIA EV 64

LEBANON OL 65

LIBYA HL 65

LITHUANIA EY 66

LUXEMBOURG EL 66

MACAO VM 66

MACEDONIA LW 66

MADAGASCAR FM 67

MALAWI FW 67

MALAYSIA WB - WM 67

MALDIVES VR 69

MALI GA 69

MALTA LM 69

MAURITIUS FI 70

MOROCCO GM 70

MOZAMBIQUE FQ 71

MYANMAR VY 72

NAMIBIA FY 72

NEPAL VN 72

NETHERLANDS EH 73

NIGER DR 73

NIGERIA DN 73

NORWAY EN 75

OMAN OO 76

REV 08P


CHAPTER 5

PAGE 8




PAKISTAN OP 76

PHILIPPINES RP 78

POLAND EP 80

PORTUGAL LP 80

QATAR OT 81

REUNION FM 81

ROMANIA LR 82

RUSSIA UL - UR - UU - UW 82

SAUDIA ARABIA OE 84

SERBIA - MONTENEGRO LY 86

SEYCHELLES FS 87

SINGAPORE WS 87

SLOVAKIA LZ 88

SLOVENIA LJ 88

SOUTH AFRICA FA 88

SOUTH KOREA RK 89

SPAIN LE 90

SRI LANKA VC 94

SUDAN HS 94

SWEDEN ES 95

SWITZERLAND LS 96

SYRIA OS 97

TAIWAN RC 97

TANZANIA HT 98

THAILAND VT 98

REV 08P


CHAPTER 5

PAGE 9




TOGO DX 100

TUNISIA DT 100

TURKEY LT 101

TURKMENISTAN UT 103

UGANDA HU 104

UKRAINE UK 104

UNITED ARAB EMIRATES OM 104

UNITED KINGDOM EG 105

UNITED STATES KZ 108

UZBEKISTAN UT 121

VIETNAM VV 122

YEMEN OY 122

ZAMBIA FL 123

ZIMBABWE FV 123

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CHAPTER 5

PAGE 10




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CHAPTER 5

PAGE 11



5.1.4 List of FIR’s

LIST OF FIR’S COUNTRY PAGE NO.

BG GREENLAND 48

BI ICELAND 49

CZ CANADA 25

DA ALGERIA 17

DB BENIN 22

DG GHANA 46

DI IVORY COAST 60

DF BURKINA FASO 23

DN NIGERIA 73

DR NIGER 73

DT TUNISIA 100

DX TOGO 100

EB BELGIUM 22

ED GERMANY 43

EE ESTONIA 38

EF FINLAND 39

EG UNITED KINGDOM 105

EH NETHERLANDS 73

EI IRELAND 57

EK DENMARK 35

EL LUXEMBOURGH 66

EN NORWAY 75

EP POLAND 79

ES SWEDEN 95

REV 08P


CHAPTER 5

PAGE 12




EV LATVIA 64

EY LITHUANIA 66

FA SOUTH AFRICA 88

FG EQUATORIAL GUINEA 38

FK CAMEROON 24

FI MAURITIUS 70

FL ZAMBIA 123

FM COMOROS 33

FM MADAGASCAR 67

FM REUNION 81

FQ MOZAMBIQUE 71

FS SEYCHELLES 87

FT CHAD 29

FV ZIMBABWE 123

FW MALAWI 67

FY NAMIBIA 72

GA MALI 69

GM MOROCCO 70

HA ETHOPIA 39

HD DJIBOUTI 35

HE EGYPT 35

HK KENYA 63

HL LIBYA 65

HS SUDAN 94

HT TANZANIA 98

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CHAPTER 5

PAGE 13




HU UGANDA 104

KZ UNITED STATES 108

LB BULGARIA 23

LC CYPRUS 34

LD CROATIA 34

LE SPAIN 90

LF FRANCE 40

LG GREECE 46

LH HUNGARY 49

LI ITALY 58

LJ SLOVENIA 88

LK CZECH 34

LM MALTA 69

LO AUSTRIA 19

LP AZORES 20

LP PORTUGAL 80

LR ROMANIA 82

LS SWITZERLAND 96

LT TURKEY 101

LW MACEDONIA 66

LY SERBIA - MONTENEGRO 86

LZ SLOVAKIA 88

OB BAHRAIN 20

OE SAUDIA ARABIA 84

OI IRAN 55

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CHAPTER 5

PAGE 14




OJ JORDAN 62

OK KUWAIT 64

OL LEBANON 65

OM UNITED ARAB EMIRATES 104

OO OMAN 76

OP PAKISTAN 76

OS SYRIA 97

OT QATAR 81

OY YEMEN 122

RC TAIWAN 97

RJ JAPAN 60

RK SOUTH KOREA 89

RP PHILIPPINES 78

UA KAZAKHSTAN 63

UB AZERBAIJAN 19

UD ARMENIA 18

UG GEORGIA 43

UK UKRAINE 104

UL - UR - UU - UW RUSSIA 82

UM BELARUS 21

UT TURKMENISTAN 103

UT UZBEKISTAN 121

VA - VE - VI - VO INDIA 50

VC SRI LANKA 94

VG BANGLADESH 21

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CHAPTER 5

PAGE 15




VH HONG KONG 48

VL LAOS 64

VM MACAO 66

VN NEPAL 72

VR MALDIVES 69

VT THAILAND 98

VV VIETNAM 122

VY MYANMAR 72

WA - WI - WR INDONESIA 53

WB BRUNEI 22

WB - WM MALAYSIA 67

WS SINGAPORE 87

ZB - ZG -ZH - ZL - ZP - ZS - ZU - ZW - ZY CHINA 29

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CHAPTER 5

PAGE 16




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CHAPTER 5

PAGE 17



5.1.5 List of Adequate Airports

COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)

MAX Pavement Weight in Tons for Aircraft

772 / 3 346 343 332 / 3 300 / 10 320 / 1

ALGERIA (DA)

DAAG 9DEST

Algiers

CIR / ILS 05/23 3500 272/270 319 247 207/206 169/MAX MAX

ILS / VOR 09/27 3500 279/277 327 255 213/212 MAX MAX

DAAT 7ENRT

Tamanraset

VOR / CIR 02/20 3600 324/320 350 MAX 230/229 MAX MAX

ILS / CIR 08/26 3100 314/312 329 260 217/215 MAX MAX

DABB 8ENRT

Annaba

CIR / ILS 01/19 2900 247/245 287 221 188/186 151/153 MAX

CIR / VOR 05/23 2290 NOT NOT 160 149/148 117/119 MAX

DABC 8DALT

Constantine

CIR / VOR 16/34 3000 317/314 364 MAX MAX MAX MAX

NON / ILS 14/32 2400 227/276 312 241 202/201 158/160 MAX

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CHAPTER 5

PAGE 18



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

DAOO 8DALT

Oran

CIR / ILS 07/25 3000 MAX MAX MAX MAX MAX MAX

DAUG 7ENRT

Ghardaia

NON / ILS 12/30 3100 300/298 323 253 211/210 MAX MAX

NON / NDB 18/36 2400 224/220 204 174 152/151 128/130 71/69

DAUH 7ENRT

Hassi Messaoud

ILS / VOR 01/19 3000 MAX MAX MAX MAX MAX MAX

ARMENIA (UD)

UDYZ 7ENRT

Yerevan-Zvartnots

ILS / CIR 09/27 3850 325/322 368 MAX MAX MAX MAX

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CHAPTER 5

PAGE 19



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

AUSTRIA (LO)

LOWG 9DALT

Graz

VOR / ILS 17C/35C 2740 264/261 301 MAX MAX MAX MAX

LOWW 9DEST

Vienna

ILS / ILS 11/29 3500 319/316 306 258 214/212 MAX MAX

ILS / ILS 16/34 3600 MAX MAX MAX MAX MAX MAX

AZERBAIJAN (UB)

UBBB 7ENRT

Baku

ILS / ILS 16/34 2700 264/261 307 245 205/203 157/160 MAX/80


UBBN 7ENRT

Nakchivan

ILS / ILS 14R/32L 3186 MAX MAX MAX MAX MAX MAX

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CHAPTER 5

PAGE 20



Note : *RFF upgrade to CAT 7 and CAT 8 available upon request.

COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

AZORES (LP)

LPAZ 5

ENRTSanta Maria Optg hrs 0600-2359LT

ILS / VOR 18/36 3048 MAX 340 MAX MAX MAX MAX

LPLA 9ENRT

Lajes

ILS / ILS 15/33 3312 337/335 361 MAX MAX XXX MAX

LPPD 7*

ENRTPonta Delgada** Optg hrs 0615-

2400LT

CIR / ILS 12/30 2279 348/344 375 MAX MAX MAX MAX

BAHRAIN (OB)

OBBI 10DEST

Bahrain

ILS / ILS 12L/30R 3657 MAX MAX MAX MAX MAX MAX

VOR/VOR 12R/30L 2222 MAX MAX MAX MAX MAX MAX

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CHAPTER 5

PAGE 21



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

BANGLADESH (VG)

VGEG 7DALT

Chittagong

VOR / ILS 05/23 2940 313/310 355 MAX MAX MAX MAX

VGZR 9DEST

Dhaka


BELARUS (UM)

UMMS 8DALT

Minsk

ILS / ILS 13/31 3640 268/264 312 249 208/206 159/163 MAX/82

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CHAPTER 5

PAGE 22



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

BELGIUM (EB)

EBBR 9DALT

Brussels


VOR / ILS 07L/20R 3338 MAX MAX MAX MAX MAX MAX

VOR / ILS 07R/25L 3089 MAX MAX MAX MAX MAX MAX

EBOS 9ENRT

Ostend - Brugge

NDB / ILS 08/26 2785 NOT NOT NOT MAX MAX MAX

BENIN (DB)

DBBB 8DALT

Contonou

VOR / ILS 06/24 2363 314/311 314 250 216/214 MAX MAX

BRUNEI (WB)

WBSB 9ENRT

Bandar Seri Begawan

ILS / ILS 03/21 3658 325/322 343 MAX MAX MAX MAX

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CHAPTER 5

PAGE 23



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

BULGARIA (LB)

LBBG 7ENRT

Burggas


LBSF 7ENRT

Sofia

VOR / ILS 09/27 3300 MAX MAX MAX MAX MAX MAX

LBWN 7ENRT

Varna

ILS / VOR 09/27 2500 297/294 349 MAX MAX MAX MAX

BURKINA FASO (DF)

DFFD 8ENRT

Ouagadougou

ILS / VOR 04L/22R 3000 336/332 338 275 MAX MAX MAX

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CHAPTER 5

PAGE 24



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

CAMEROON (FK)

FKKD 8ENRT

Douala

VOR / ILS 12/30 2850 292/289 308 243 213/210 165/160 MAX

FKKR 7ENRT

Garoua

ILS / VOR 09/27 3285 NOT NOT XXX MAX MAX MAX

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CHAPTER 5

PAGE 25



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

CANADA (CZ)

CYEG 8ENRT

Edmonton Int’l

ILS / ILS 12/30 3109 334/332 MAX MAX MAX MAX MAX


CYFB 5ENRT

Iqaluit

NON / ILS 17/35 2621 MAX NOT NOT MAX MAX MAX

CYHZ 8ENRT

Halifax

LOC / ILS 05/23 2682 MAX MAX MAX MAX MAX MAX

ILS / NON 14/32 2347 MAX MAX MAX MAX MAX MAX

CYQB 7*ENRT

Quebec

VOR/VOR 06/24 2743 281/278 340 MAX MAX MAX MAX

Note : *RFF upgrade to CAT 8 available 1hr PPR.

CYXE 6ENRT

Saskatoon

ILS/NDB 09/27 2554 325/322 XXX XXX XXX XXX XXX

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CHAPTER 5

PAGE 26




COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

CANADA (CZ) Cont’d

CYJT 6*ENRT

Stephenville

NON / ILS 09/27 3048 MAX NOT MAX MAX XXX XXX

Note : *RFF upgrade to CAT 7 available 30 min PPR.

CYOW 7

ENRTOttawa/Macdonald Cartier Int’l

ILS / LOC 07/25 2438 MAX NOT NOT MAX MAX MAX

VOR / ILS 14/32 3048 MAX NOT NOT MAX MAX MAX

CYQM 7*ENRT

Moncton

NDB / ILS 11/29 2438 332 353 MAX 229/227 MAX MAX


CYQX 7*ENRT

Gander


ILS / NON 13/31 2712 MAX MAX MAX MAX MAX MAX

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CHAPTER 5

PAGE 27



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1


CYUL 9ENRT

Montreal

ILS / LOC 10/28 2134 MAX MAX MAX MAX MAX MAX


ILS / ILS 06R/24L 2926 305 376.5 MAX MAX MAX MAX

CYVR 9ENRT

Vancouver

ILS / ILS 08L/26R 3030 334/332 MAX MAX MAX MAX MAX

ILS / ILS 08R/26L 3352 334/332 MAX MAX MAX MAX MAX

ILS / NON 12/30 2225 334/332 MAX MAX MAX MAX MAX

CYWG 7

ENRTWinnipeg James Arm-stron Int’l

ILS / ILS 13/31 2652 MAX NOT NOT MAX MAX MAX


CYYC 9ENRT

Calgary Int’l

ILS / ILS 10/28 2438 302/229 349 MAX 229/227 MAX MAX

ILS / ILS 16/34 3863 MAX MAX MAX 215/214 MAX MAX

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CHAPTER 5

PAGE 28



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1


CYYR 8ENRT

Goose Bay

ILS / NDB 08/26 3366 MAX MAX MAX MAX MAX MAX

NON / NON 16/34 2919 279 353 MAX MAX MAX MAX

CYYT 7*ENRT

St. Johns


ILS / NDB 16/34 2135 MAX NOT NOT MAX MAX MAX


CYYZ 9ENRT

Toronto / Pearson Int’l






REV 08P


CHAPTER 5

PAGE 29



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

CHAD (FT)

FTTJ 8ENRT

N’djamena

ILS / VOR 05/23 2800 306/303 345 273 226/225 MAX MAX

CHINA (ZB - ZG - ZH - ZL - ZP - ZS - ZU - ZW - ZY)

ZBAA 9DEST

Beijing




ZBHH 7ENRT

Hohhot

ILS / ILS 08/26 3600 265/268 NOT NOT 195/233 MAX MAX

ZBTJ 9DALT

Tianjin


ZBYN 7DALT

Taiyuan

ILS / ILS 13/31 3200 336/332 NOT NOT MAX MAX MAX

REV 08P


CHAPTER 5

PAGE 30



Note : Optg Hrs : H24 ATC / RFF / FUEL; Gnd Svcs : TBA; Fuel : Jet A3; Level ofspoken English : Poor; Medical Fac : In the city.

COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

CHINA (ZB - ZG - ZH - ZL - ZP - ZS - ZU - ZW - ZY) (Cont’d)

ZGGG 9ENRT

Guangzhou



ZGSZ 9DALT

Shenzhen


ZHHH 7ENRT

Wuhan


ZLLL 7ENRT

Lanzhou


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CHAPTER 5

PAGE 31



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

CHINA (ZB - ZG - ZH - ZL - ZP - ZS - ZU - ZW - ZY)(Cont’d)

ZLXY 9ENRT

Xi’an


Note : Optg Hrs : H24 ATC / RFF / FUEL; Gnd Svcs : Limited for wide-body a/c; Fuel : Jet A3; Level of spoken English : Poor; Medical Fac : In the city.

ZPPP 8ENRT

Kunming

ILS / ILS 03/21 3400 283/279 329 267 221/219 168/MAX MAX/88

ZSAM 9DALT

Xiamen


ZSFZ 9DALT

Fuzhou


ZSHC 9DALT

Hangzhou


ZSJN 9DALT

Jianan


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CHAPTER 5

PAGE 32



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1


ZSNJ 8DALT

Nanjing


ZSPD 9DEST

Shanghai - Pudong




ZSSS 9DALTShanghai - Hongq-

giao


ZUUU 8ENRT

Chengdu


ZWSH 7ENRT

Kashi


Note : Optg Hrs : H24 ATC / RFF (Unkn) / FUEL; Gnd Svcs : Limited for wide-body a/c; Fuel : Jet A3; Level of spoken English : Poor; Medical Fac : In the city.

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CHAPTER 5

PAGE 33



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1


ZWTN 6ENRT

Hotan

VOR / ILS 11/29 3200 272 / 268 316 254 212 / 209 162 / MAX MAX / 83

Note : Optg Hrs : H24 ATC / RFF (Unkn) / FUEL; Gnd Svcs : Limited for wide-body a/c; Fuel : Jet A3; Level of spoken English : Poor; Medical Fac : In the city. Rmk : Exercise caution on twys.

ZWWW 9ENRT

Urumqi


ZYTL 8DALT

Dalian


ZYTX 8ENRT

Shenyang


COMOROS (FM)

FMCH 7ENRT

Moroni

ILS / CIR 02/20 2900 NOT NOT NOT MAX MAX MAX

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CHAPTER 5

PAGE 34



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

CROATIA (LD)

LDZA 6*ENRT

Zagreb


Note: *RFF upgrade to CAT 9 upon request.

CYPRUS (LC)

LCLK 8DALT

Larnaca

VOR / ILS 04/22 2810 284/282 332 260 216/215 MAX MAX

LCPH 7ENRT

Pafos

VOR / ILS 11/29 2700 MAX NOT NOT MAX MAX MAX

CZECH REPUBLIC (LK)

LKPR 9ENRT

Prague


VOR / ILS 13/31 3250 193/191 201 176 153/152 119/121 MAX

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CHAPTER 5

PAGE 35



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

DENMARK (EK)

EKCH 9ENRT

Copenhagen Kastrup

ILS / ILS 04L/22R 3000 350 MAX MAX MAX MAX XXX

ILS / ILS 04R/22L 3300 350 MAX MAX MAX MAX XXX

ILS / ILS 12/30 2395 350 MAX MAX MAX MAX XXX

DJIBOUTI (HD)

HDAM 7DALT

Djibouti


EGYPT (HE)

HEAR 7ENRT

Elarish

NON/VOR 16/34 3019 NOT NOT XXX 222/220 MAX MAX

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CHAPTER 5

PAGE 36



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

EGYPT (HE) (Cont’d)

HEAT 7ENRT

Asyut

NON / VOR 13/31 3019 NOT NOT XXX 175/172 137/XXX MAX/82

HEAX 7DEST

Alexandria

VOR / VOR 04/22 2201 NOT NOT NOT NOT NOT MAX/80

HEBA 8DALTAlexandria Borg El

Arab

NON / ILS 14/32 3400 319/316 322 258 222/220 MAX MAX

HECA 9DEST

Cairo


ILS / ILS 05C/23C 3999 MAX MAX MAX MAX MAX MAX

NONE 16/34 3178 331/328 359 MAX MAX MAX MAX

REV 08P


CHAPTER 5

PAGE 37



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

EGYPT (HE) Cont’d

HEGN 9DALT

Hurghada

CIR / ILS 16/34 3700 325/322 343 MAX MAX MAX MAX

HELX 9DEST

Luxor


HEMA 7ENRT

Marsa Alam

VOR / VOR 15/33 3000 NOT NOT XXX MAX/230 MAX MAX

HEOW 5ENRT

Shark El Oweinat

NDB / NON 01/19 3500 NOT NOT XXX MAX MAX MAX

HESH 9DALT

Sharm El Sheikh

ILS / CIR 04L/22R 3081 MAX 361 MAX MAX MAX MAX

VOR / NON 04R/22L 3081 MAX 361 MAX MAX MAX MAX

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CHAPTER 5

PAGE 38



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

EGYPT (HE) (Cont’d)

HESN 9DALT

Aswan


HETB 7ENRT

Taba

VOR / NON 04/22 4000 NOT NOT XXX MAX MAX MAX

EQUATORIAL GUINEA(FG)

FGSL 8ENRT

Malabo


ESTONIA (EE)

EETN 7DALT

Tallinn

ILS / ILS 08/26 2820 NOT NOT XXX MAX MAX MAX

REV 08P


CHAPTER 5

PAGE 39



* This is an emergency airport only (HADR).

Note: Airport has a very low PCN (HADR).

COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

ETHOPIA (HA)

HAAB 9ENRT

Addis Abeba

CIR / ILS 07R/25L 3440 334 355 MAX MAX MAX MAX

CIR / ILS 07L/25R 3325 247/245 304 207 185/180 148/143 MAX

HADR* 7ENRT

Dire Dawa

VOR / CIR 15/33 2700 NOT NOT NOT NOT NOT NOT

FINLAND (EF)

EFHK 9DALT

Helsinki - Vantaa




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CHAPTER 5

PAGE 40



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

FINLAND (EF) (Cont’d)

EFKE 7ENRT

Kemi - Torino

ILS / NDB 18/36 2509 NOT NOT NOT NOT MAX XXX

EFTU 5ENRT

Turku


FRANCE (LF)

LFBD 7ENRT

Bordeaux


VOR / ILS 11/29 2415 274/272 308 237 199/198 156/158 MAX/90

LFBO 8ENRT

Toulouse


ILS / ILS 14L/32R 3000 324/321 339 270 224/222 MAX MAX

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CHAPTER 5

PAGE 41



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

FRANCE (LF) Cont’d

LFKB 7ENRT

Bastia

CIR / ILS 16/34 2520 NOT NOT XXX 143 143/XXX MAX

LFLL 8ENRT

Lyon


VOR / ILS 18R/36L 4000 319/317 334 265 220/218 MAX MAX

LFMN 8ENRT

Nice Cote D’azur

ILS / LOC 04L/22R 2570 MAX MAX MAX MAX MAX MAX

ILS / LOC 04R/22L 2960 MAX MAX MAX MAX MAX MAX

LFPG 9DESTParis - Charles De-

Gaulle


ILS / ILS 08R/26L 2700 273/270 341 MAX MAX MAX MAX



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CHAPTER 5

PAGE 42



Note: *RFF upgrade to CAT 8 available on request

COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

FRANCE (LF) Cont’d

LFPO 9DALT

Paris - Orly


VOR / ILS 08/26 2885 315/312 MAX MAX MAX MAX MAX

ILS / CIR 02/20 2400 278/276 MAX 348 MAX/231 MAX MAX

Note : Arrivals 06:20 to 23:29hrs LT; Departures 06:00 to 23:19hrs LT. Outside these hours, airport is not available.

LFQQ 7ENRT

Lille

VOR / ILS 08/26 2545 272/268 304 255 212/209 161/164 MAX/83

LFRS 7*ENRTNates - Nates/Atlan-

tique

ILS / VOR 03/21 3690 259/257 288 222 188/187 148/150 MAX/85

LFSB 7*DALT

Basle - Mulhouse


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CHAPTER 5

PAGE 43



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

GEORGIA (UG)

UGTB 7ENRT

Tibilisi

ILS / ILS 13R/31L 3000 254/251 274 218 185/186 150/154 70/68

GERMANY (ED)

EDDB 9DALT

Berlin - Scohefeld


EDDC 8DALT

Dresden


EDDF 10DEST

Frankfurt - Main



EDDH 9ENRT

Hamburg


ILS / LLZ 15/33 3220 MAX MAX MAX MAX MAX MAX

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CHAPTER 5

PAGE 44



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

GERMANY (ED) (Cont’d)

EDDK 10DALT

Cologne - Bonn

NON / ILS 06/24 2459 260/257 303 242 202/200 160/158 MAX/79


EDDL 9DALT

Dusseldorf



EDDM 9DEST

Munich



EDDN 8DALT

Nurnberg


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CHAPTER 5

PAGE 45



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

GERMANY (ED) (Cont’d)

EDDP 8DALT

Leipzig


ILS / ILS 08R/26L 3600 302/300 MAX/373 MAX MAX MAX MAX

EDDS 10DALT

Stuttgart


EDDT 8DEST

Berlin - Tegel



EDDV 8DALT

Hannover

DME / ILS 09L/27R 3200 320/317 380 MAX MAX MAX MAX


EDFH 9DALT

Frankfurt - Hahn


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CHAPTER 5

PAGE 46



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

GHANA (DG)

DGAA 9DALT

Accra


GREECE (LG)

LGAL 7ENRT

Alexandroupolis

VOR / CIR 07/25 2600 NOT NOT XXX 188 MAX MAX/90

LGAV 9DEST

Athens



LGIR 8DALT

Iraklion

CIR / VOR 09/27 2237 238/235 228 188 162/160 135/130 MAX/75

LGKF 6ENRT

Kefallinia

CIR / VOR 14/32 2160 262/261 294 226 191/190 150/152 MAX/86

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CHAPTER 5

PAGE 47



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

GREECE (LG) (Cont’d)

LGKO 8ENRT

Kos

VOR / VOR 14/32 2400 314/311 336 266 221/219 159/162 MAX / 81

LGKV 7ENRT

Kavala

VOR / VOR 05R/23L 3000 314/311 336 266 221/219 MAX MAX

LGRP 8DALT

Rodos


LGTS 8DALT

Thessaloniki

ILS / NON 10/28 2440 256/255 260 207 177/176 147/149 MAX/78

ILS / VOR 16/34 2410 256/255 260 207 177/176 147/149 MAX/81

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CHAPTER 5

PAGE 48



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

GREENLAND (BG)

BGSF 5

ENRT**Kangerlussuaq

Optg Hrs Mon-Sat Summer 1100-2000z Winter 1000-1900z

NDB / NON 10/28 2810 MAX MAX MAX MAX MAX MAX

** Should be used for Emergency only

HONG KONG (VH)

VHHH 10DEST

Hong Kong



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CHAPTER 5

PAGE 49



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

HUNGARY (LH)

LHBP 9DALT

Budapest



ICELAND (BI)

BIEG 5*ENRT

**Egilsstadir

NDB/NDB 04/22 1874 XXX 248 181 157/155 XXX XXX

** Should be used for Emergency only

BIKF 9ENRT

Keflavik

ILS / ILS 02/20 3048 MAX 355 MAX MAX MAX MAX


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CHAPTER 5

PAGE 50



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

INDIA (VA - VE - VI - VO)

VAAH 9DEST

Ahmedabad

VOR / ILS 05/23 3505 333/331 349 MAX 231/229 MAX MAX

VABB 9DEST

Mumbai



VANP 8ENRT

*Nagpur

VOR / ILS 14/32 3200 324/321 316 249 214/209 MAX MAX

* Note: Airport has no ground facilities to handle wide bodied aircraft.

VECC 8DALT

Kolkata

VOR/VOR 01L/19R 2749 243/244 262 207 178/176 140/142 MAX/80


VERC 6ENRT

Ranchi

VOR / ILS 13/31 2424 NOT NOT XXX 163 129/XXX MAX/78

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CHAPTER 5

PAGE 51



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

INDIA (VA - VE - VI - VO) (Cont’d)

VIDP 9DEST

Delhi




VIJP 7DALT

Jaipur

VOR / ILS 09/27 2797 NOT NOT NOT MAX / NOT MAX MAX

VILK 6DALT

Lucknow

VOR / ILS 09/27 2585 NOT NOT NOT NOT NOT MAX

VOBL 9DEST

Bangalore


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CHAPTER 5

PAGE 52



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

INDIA (VA - VE - VI - VO) (Cont’d)

VOCB 6ENRT

Coimbatore

CIR / ILS 05/23 2290 265/264 203 256 173/172 143/145 MAX/81

VOCI 8*DEST

Cochin


Note : RFF upgradeable to RFF CAT 9 upon request.

VOCL 8*DEST

Calicut


Note : RFF upgradeable to RFF 9 upon request

VOHS 10DEST

Hyderabad


VOMM 9DEST

Chennai


VOTV 8DEST

Thiruvanthapuram

VOR / ILS 14/32 2992 310/307 333 263 226/223 MAX MAX

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CHAPTER 5

PAGE 53



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

INDONESIA (WA - WI - WR)

WAAA 8

DALTUjung Padang Hasa-nuddin (0000-1500)

ILS / NON 13/31 2500 NOT NOT 256 223/220 MAX MAX

WADD 9DEST

Bali

VOR / ILS 09/27 3000 MAX 380 MAX MAX MAX MAX

WARQ 8DALT

Solo

CIR / ILS 08/26 2500 319/316 337 273 224/222 MAX MAX

WARR 8DALT

Surabaya

ILS / VOR 10/28 3000 292/289 316 251 218/215 MAX MAX

WIDD 9DALT

Batam

ILS / VOR 04/22 4025 MAX/347 369 MAX MAX MAX MAX

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CHAPTER 5

PAGE 54



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

INDONESIA (WA - WI - WR) (Cont’d)

WIHH 9DALT

Jakarta - Halim


WIII 9DEST

Jakarta - Soekarno

ILS / ILS 07L/25R 3600 MAX/347 MAX MAX MAX MAX MAX

ILS / ILS 07R/25L 3660 MAX/347 MAX MAX MAX MAX MAX

WIMM 8ENRT

Medan


WITT 7ENRT

Banda Aceh

VOR / NON 17/35 2500 NOT NOT XXX 223/221 MAX MAX

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CHAPTER 5

PAGE 55



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

IRAN (OI)

OIBB 6ENRT

Bushehr

VOR / VOR 13L/31R 4471 NOT NOT XXX 188 MAX MAX/90

VOR / VOR 13R/31L 4470 NOT NOT XXX MAX MAX MAX

OIFM 8DALT

Esfahan

VOR / ILS 08L/26R 4397 262/261 295 226 192/190 150/153 MAX/87

VOR / VOR 08R/26L 4397 346/337 324 MAX MAX/232 MAX MAX

OIIE 9DESTTehran - Imam Kho-

maini


OIII 9DALT

Tehran - Mehrabad

VOR / VOR 11L/29R 3992 347/342 338 MAX MAX MAX MAX

VOR / ILS 11R/29L 4038 324/321 315 254 220/218 MAX MAX

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CHAPTER 5

PAGE 56



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

IRAN (OI) (Cont’d)

OIKB 7ENRT

Bandar Abbass

VOR / ILS 03R/21L 3667 NOT NOT XXX MAX MAX MAX

OIKK 8DALT

Kerman

VOR / VOR 16/34 3785 300/298 323 253 211/209 MAX MAX

OIMM 8DEST

Mashhad

VOR / ILS 13L/31R 3776 340/336 367 MAX MAX MAX MAX

VOR / VOR 13R/31L 3886 340/336 367 MAX MAX MAX MAX

OISS 8DALT

Shiraz

CIR / ILS 11R/29L 4259 MAX 371 MAX MAX MAX MAX

CIR / VOR 11L/29R 4342 MAX MAX MAX MAX MAX MAX

OITT 8ENRT

Tabriz

CIR / ILS 12L/30R 3604 260/257 278 XXX 195/193 157/XXX MAX

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CHAPTER 5

PAGE 57



* Note: Operating hours : 0300 - 1830 (Summer) / 0230-1730 (Winter)

COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

IRAN (OI) (Cont’d)

OIZH 7ENRT

Zahedan

CIR / VOR 17/35 3979 NOT NOT NOT 220/217 MAX MAX

OITR 7ENRT

* Uromiyeh

ILS / VOR 03/21 3250 289/286 310 240 201/199 156/158 MAX

IRELAND (EI)

EICK 7ENRT

Cork

ILS / ILS 17/35 2133 XXX/257 NOT NOT 216/213 MAX XXX

EIDW 9ENRT

Dublin


EINN 9ENRT

Shannon


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CHAPTER 5

PAGE 58



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

ITALY (LI)

LIBD 8ENRT

Bari


LIBR 8ENRT

Brindisi

VOR / ILS 14/32 2532 312 336 MAX MAX MAX MAX

LIMC 9DEST

Milan - Malpensa


CIR / ILS 17R/35L 3515 MAX MAX MAX MAX MAX MAX

LIME 8ENRT

Bergamo

CIR / ILS 10/28 2807 MAX MAX XXX MAX MAX MAX

LIMF 9DALT

Torino


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CHAPTER 5

PAGE 59



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

ITALY (LI) (Cont’d)

LIMJ 8DALT

Genoa


LIML 8DALT

Milan Linate

VOR / ILS 18L/36R 2440 317/311 372 MAX MAX MAX MAX

LIPQ 8DALT

Trieste


LIRA 8DALT

Rome - Ciampino

ILS / CIR 15/33 2197 MAX MAX MAX MAX MAX MAX

LIRF 9DEST

Rome - Fiumicino





REV 08P


CHAPTER 5

PAGE 60



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

ITALY (Cont’d)

LIRP 8ENRT

Pisa

ILS / CIR 04R/22L 2736 312 336 MAX 222 MAX MAX

IVORY COAST (DI)

DIAP 8ENRT

Abidjan

VOR / ILS 03/21 3000 NOT NOT NOT 225/223 MAX MAX

DIBK 6ENRT

Bouake

VOR / ILS 03/21 3300 NOT NOT XXX MAX MAX MAX

JAPAN (RJ)

RJAA 9DALT

Tokyo - Narita



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CHAPTER 5

PAGE 61



Airport operating hours

* RJCH / Hakodate - 2230-1130 UTC

* RJFK / Kagoshima - 2230-1230 UTC

COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

JAPAN (RJ) (Cont’d)

RJBB 9DEST

Osaka - Kansai



* RJCH 8DALT

Hakodate

ILS / VOR 12/30 3000 MAX MAX XXX MAX MAX MAX

RJFF 9ENRT

Fukuoka


* RJFK 9DALT

Kagoshima

VOR / ILS 16/34 3000 MAX 351 XXX MAX MAX MAX

RJGG 9DALT

Nagoya


RJOO 9ENRT

Osaka Int’l

CIR / ILS 14R/32L 3000 303/300 351 MAX MAX MAX MAX

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CHAPTER 5

PAGE 62



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

JAPAN (RJ) (Cont’d)

RJTT 9DALT

Tokyo - Haneda

VOR / ILS 16R/34L 3000 MAX 353 MAX MAX MAX MAX



JORDAN (OJ)

OJAI 9

DESTAmman - Queen Alia

ILS / ILS 08L/26R 3660 325/322 369 MAX MAX MAX MAX

NDB / ILS 08R/26L 3660 MAX/347 MAX MAX MAX MAX MAX

OJAM 8DALT

Amman - Marka

CIR / ILS 06/24 3275 278/276 293 230 200/198 157/153 MAX

OJAQ 7DALT

Aqaba

ILS / NON 01/19 3000 NOT NOT NOT MAX MAX MAX

REV 08P


CHAPTER 5

PAGE 63



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

KAZAKHSTAN (UA)

UAAA 9ENRT

Almaty


ILS / ILS 05R/23L 4398 264/260 308 245 206/203 157/161 MAX/81

KENYA (HK)

HKEL 6DEST

Eldoret

ILS / CIR 08/26 3500 NOT NOT MAX MAX MAX MAX

HKJK 9DESTNairobi - Jomo Ken-

yatta


HKMO 9DALT

Mombasa


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CHAPTER 5

PAGE 64



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

KUWAIT (OK)

OKBK 9DEST

Kuwait

ILS / ILS 15L/33R 3500 MAX 375 MAX MAX MAX MAX


KYRGYSTAN (UA)

UAFM 7ENRT

Bishkek


LAOS (VL)

VLVT 8ENRT

Vientiane

ILS / CIR 13/31 3000 NOT NOT XXX NOT NOT MAX

LATVIA (EV)

EVRA 8DALT

Riga


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CHAPTER 5

PAGE 65



Note : (*) Runway 34 Not Authorized for landing.

Note : (*) Runway 34 Not Authorized for landing.

COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

LEBANON (OL)

OLBA 9DEST

Beirut



ILS / NON* 16/34 3215 297/294 349 MAX MAX MAX MAX

LIBYA (HL)

HLLB 8DALT

Benghazi

ILS / VOR 15L/33R 3600 MAX MAX MAX MAX MAX MAX

NDB/NDB 15R/33L 3600 296/294 295 MAX 210/205 MAX MAX/86

HLLT 8DEST

Tripoli

NDB / ILS 09/27 3600 MAX 368 MAX MAX MAX MAX

NONE 18/36 2235 270/264 252 235 192/185 MAX MAX

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CHAPTER 5

PAGE 66



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

LITHUANIA (EY)

EYVI 7DALT

Vilnius

ILS / ILS 02/20 2500 NOT NOT NOT 217/215 MAX MAX

LUXEMBOURG (EL)

ELLX 9DEST

Luxembourg


MACAO (VM)

VMMC 9DALT

Macao

ILS 34 2865 317/311 372 MAX MAX MAX MAX

MACEDONIA (LW)

LWSK 8ENRT

Skopje

CIR / ILS 16/34 2450 274/272 298 XXX 192 159/XXX MAX

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CHAPTER 5

PAGE 67



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

MADAGASCAR (FM)

FMMI 8ENRT

Antananarivo


FMNM 7ENRT

Mahajanga

VOR/VOR 14/32 2200 NOT NOT XXX 160 160/XXX MAX

MALAWI (FW)

FWKI 8ENRT

Lilongwe

ILS / VOR 14/32 3540 MAX MAX XXX MAX MAX MAX

Note: Operating hours 0400-1700 UTC.

MALAYSIA (WB - WM)

WBGG 8ENRT

Kuching

ILS / VOR 07/25 2363 336/332 338 XXX 225 MAX MAX

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CHAPTER 5

PAGE 68



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

MALAYSIA (WB - WM) (Cont’d)

WBKK 8ENRT

Kota Kinabalu


WMKJ 8DEST

Johor Bahru

ILS / VOR 16/34 3354 336/332 338 275 226/224 MAX MAX

WMKK 9DEST

Kuala Lumpur

ILS / ILS 14L/32R 4019 MAX/345 MAX MAX MAX MAX MAX


WMKL 7ENRT

Langkawi

ILS / NON 03/21 3200 344/341 363 XXX MAX MAX MAX

WMKP 9DALT

Penang


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CHAPTER 5

PAGE 69



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

MALDIVES (VR)

VRMM 9DEST

Male

VOR / ILS 18/36 2910 MAX/NOT NOT MAX MAX MAX MAX

MALI (GA)

GABS 8ENRT

Bamako

ILS / VOR 06/24 2700 336/332 338 XXX MAX MAX MAX

MALTA (LM)

LMML 9DALT

Malta - Luqa

NON/NDB 05/23 2377 NOT NOT NOT NOT MAX MAX


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CHAPTER 5

PAGE 70



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

MAURITIUS (FI)

FIMP 9DALT

Mauritius


MOROCCO (GM)

GMAD 8DALT

Agadir

VOR / ILS 10/28 3200 305/302 319 250 209/207 MAX MAX

GMFF 8DALT

Fes


GMME 7DALT

Rabat

NON / ILS 03/21 3500 NOT NOT NOT MAX MAX MAX

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CHAPTER 5

PAGE 71



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

MOROCCO (GM) (Cont’d)

GMMN 9DEST

Casablanca

VOR/VOR 17R/35L 3720 MAX MAX MAX MAX MAX MAX

NDB / ILS 17L/35R 3750 309/307 352 MAX 231/229 MAX MAX

GMMW 7ENRT

Nador

ILS / NON 08/26 3000 NOT NOT XXX MAX MAX MAX

GMMX 7DALT

Marrakech

ILS / NON 10/28 2820 NOT NOT NOT MAX MAX MAX

GMTT 7ENRT

Tanger

VOR / ILS 10/28 3000 NOT NOT XXX 186 153/XXX MAX/90

MOZAMBIQUE (FQ)

FQMA 7ENRT

Maputo

NON / ILS 05/23 3660 276/275 280 218 194/188 157/XXX MAX

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CHAPTER 5

PAGE 72



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

MYANMAR (VY)

VYMD 7ENRT

Mandalay

VOR/VOR 17/35 4267 283/279 323 XXX MAX MAX MAX

VYYY 9ENRT

Yangon

NDB/ILS 03/21 2470 243/240 XXX 236 MAX/202 MAX/154 MAX

NAMIBIA (FY)

FYWH 9DALT

Windhoek

NON / ILS 08/26 4575 NOT NOT NOT MAX MAX MAX

NEPAL (VN)

VNKT 8DEST

Kathmandu

VOR/NON 02/20 2930 NOT NOT NOT MAX MAX MAX

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CHAPTER 5

PAGE 73



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

NETHERLANDS (EH)

EHAM 10DEST

Amsterdam

CIR / ILS 18L/36R 2825 307/305 MAX MAX MAX MAX MAX

ILS / CIR 18R/36L 3530 307/305 MAX MAX MAX MAX MAX

ILS / ILS 18C/36C 2850 307/305 MAX MAX MAX MAX MAX



NIGER (DR)

DRRN 8ENRT

Niamey


NIGERIA (DN)

DNAA 9DALT

Abuja

ILS / ILS 04/22 3610 MAX MAX XXX MAX MAX MAX

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CHAPTER 5

PAGE 74



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

NIGERIA (DN) (Cont’d)

DNKA 7ENRT

Kaduna


DNKN 9ENRT

Kano

ILS / VOR 05/23 2450 243/238 204 XXX 175 120/XXX 66

ILS / VOR 06/24 3300 MAX 348 XXX MAX MAX MAX

DNMA 8ENRT

Maiduguri


DNMM 9DEST

Lagos

ILS / NON 18L/36R 3900 MAX MAX MAX MAX MAX MAX

ILS / VOR 18R/36L 2745 MAX MAX MAX MAX MAX MAX

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CHAPTER 5

PAGE 75



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

NORWAY (EN)

ENBO 6ENRT

Bodo

ILS / ILS 07/25 2794 291/289 314 244 205/203 167/MAX MAX

Note : Optg Hrs: Mon-Fri 0200-2230z, Sat-Sun 0600z – 1600z; ATC / RFF: H24; FUEL; During apt optg hrs only. Gnd Svcs: TBA; Fuel: Jet A1; Medical Fac: In the city

ENBR 7ENRT

Bergen - Flesland

ILS / ILS 17/35 2525 MAX MAX MAX MAX MAX XXX

ENGM 9ENRT

Oslo Gardermoen

ILS / ILS 01L/19R 3600 MAX MAX MAX MAX MAX XXX

ILS / ILS 01R/19L 2950 MAX MAX MAX MAX MAX XXX

Note : Optg Hrs : H24 ATS / RFF / Fuel, Gnd Svcs: TBA, Fuel: JET A1, De-Icing: 0530-2200, Medical Facilities: In City. Terrain located in all quadrants

ENVA7

4(2300-0500) ENRT

Trondheim Varernes AB**

ILS / ILS 09/27 2424 324/321 316 249 211/209 MAX XXX

Note : Optg Hrs: H24 ATS, RFF4 2300-0500, other hrs RFF7, Fuel: M-F 0430-2100, Sat 0430-1800, outside hrs O/R. De-icing: restricted hrs. Fuel Type: Jet A1+. Medical facilities: In the city. Terrain in all quadrants

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CHAPTER 5

PAGE 76



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

NORWAY (EN) (Cont’d)

ENZV 8ENRT

Stavanger - Sola

ILS / VOR 11/29 2199 340/336 348 MAX MAX / 232 MAX MAX

ILS / ILS 18/36 2495 340/336 348 MAX MAX / 232 MAX MAX

Note : Optg Hrs : H24 ATS/RFF, Fuel M-F 0500-2100, Sat 0500-1930, Sun 0500-2100, Gnd Svcs: TBA, Fuel: JET, De-Icing: Restricted hrs, Medical Facilities: In City. TWY D, A2, C1, C2, C3, E, F1, F2 Not authorized for B777/A346. Terrain located in all quadrants

OMAN (OO)

OOMS 9DEST

Muscat


OOSA 9ENRT

Salalah


PAKISTAN (OP)

OPFA 8ENRT

Faisalabad

ILS / NDB 03/21 2826 NOT NOT XXX NOT NOT MAX/75

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CHAPTER 5

PAGE 77



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

PAKISTAN (OP) (Cont’d)

OPKC 9DEST

Karachi

NON / ILS 07L/25R 3200 273/270 341 MAX 228/226 MAX MAX

NON / ILS 07R/25L 3400 MAX MAX MAX MAX MAX MAX

OPLA 9DEST

Lahore

VOR/VOR 18R/36L 2743 278/276 316 245 205/204 160/163 MAX


OPNH 8DALT

Nawabshah


Note : B777 / A346 - Only Taxiway C is authorized for taxi in/out from Apron.

OPPS 9DEST

Peshawar

VOR/VOR 17/35 2743 223 223 223 223 MAX MAX

Taxiway B & C authorized. Taxiways D, E & G not authorized A300, A340 & B777.

Taxiways A, A1 & F not authorized.

OPRK 7ENRT

Rahim Yar Khan

VOR/VOR 01/19 3048 NOT NOT XXX 188 MAX MAX/90

OPRN 9DEST

Islamabad

CIR / ILS 12/30 2743 263/259 328 265 219/216 167/MAX MAX

Note : B777 / A346 - Taxiway B not authorized.

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CHAPTER 5

PAGE 78



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

PAKISTAN (OP) (Cont’d)

OPST 9DEST

Sialkot Int’l

ILS / NIL 04/22 3600 MAX MAX MAX MAX MAX MAX

PHILIPPINES (RP)

RPLB 10ENRT

Subic Bay

VOR/NON 07/25 2744 317/311 366 MAX MAX MAX MAX

RPLC 9DALT

Angeles City

NONE 02L/20R 3200 297/295 342 MAX MAX MAX MAX


RPLI 7ENRT

Laoag

VOR/VOR 01/19 2420 NOT NOT XXX 200 161/XXX MAX/75

RPLL 9DEST

Manila


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CHAPTER 5

PAGE 79



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

PHILIPPINES (RP) (Cont’d)

RPMD 9DALT

Davao


RPMR 9ENRT

Tambleer

ILS / VOR 17/35 3227 327/323 MAX XXX MAX MAX MAX

RPVM 9DEST

Lapu - Lapu


POLAND (EP)

EPKK 8ENRT

Krakow

NON / ILS 07/25 2311 272/268 310 XXX 211 161/XXX MAX/84

EPKT 7ENRT

Katowoice

NON / ILS 09/27 2800 NOT NOT XXX MAX MAX MAX/85

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CHAPTER 5

PAGE 80



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

POLAND (EP) (Cont’d)

EPPO 7ENRT

Poznan

NON / ILS 11/29 2504 NOT NOT XXX 214 MAX MAX

EPWA 8ENRT

Warsaw



EPWR 7ENRT

Wroclaw

NON / ILS 12/30 2500 NOT NOT XXX MAX MAX MAX

PORTUGAL (LP)

LPFR 8DALT

Faro


LPPR 7ENRT

Porto

ILS / VOR 17/35 3180 MAX 371 MAX 215/213 MAX MAX

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CHAPTER 5

PAGE 81



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

PORTUGAL (LP) (Cont’d)

LPPT 9ENRT

Lisbon


CIR / ILS 17/35 2250 309/307 309 246 205/203 157/MAX MAX

QATAR (OT)

OTBD 9DEST

Doha


REUNION (FM)

FMEE 9ENRT

St.Denis

ILS / CIR 14/32 2315 314/311 313 XXX 217/215 MAX MAX

CIR / VOR 12/30 3080 314/311 313 XXX 217/215 MAX MAX

REV 08P


CHAPTER 5

PAGE 82



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


773 / 2 346 343 332 / 3 300 / 10 320 / 1

ROMANIA (LR)

LRCK 8ENRT

Constanta

ILS / ILS 18/36 3500 NOT NOT XXX 194/192 155/XXX MAX

LROP 9ENRT

Bucharest

ILS / ILS 08L/26R 3500 269/267 280 XXX MAX MAX MAX

ILS / ILS 08R/26L 3500 267/265 277 XXX MAX MAX MAX

LRTR 7ENRT

Timisoara

NDB / ILS 11/29 3500 NOT NOT XXX 157 123/XXX 75 / 73

RUSSIA (UL - UR - UU - UW)

ULLI 8DALT

St. Petersburg

ILS / ILS 10L/28R 3397 310/307 MAX XXX MAX MAX MAX

ILS / ILS 10R/28L 3780 310/307 292 XXX 205/203 156/XXX MAX/87

REV 08P


CHAPTER 5

PAGE 83



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

RUSSIA (UL - UR - UU - UW) (Cont’d)

URKK 7ENRT

Krasnodar

NDB/NDB 05L/23R 2200 NOT NOT NOT 136/135 109/112 56/54

ILS/ILS 05R/23L 3000 216/214 187 215 162/160 127/130 67/64

URMM 8ENRT

Mineralnyye Vody

ILS / ILS 12/30 3900 218/215 247 XXX 184/180 133/XXX 76 / 74

URSS** 7*ENRT

Sochi

ILS / NON 06/24 2810 265/262 286 233 196/193 157/161 74/72

ILS / NON 02/20 2200 NOT NOT NOT NOT 120/124 55/53

Note : **Emergency only, *RFF 7 (Winter) RFF 8 (Summer).

UUDD 9DESTMoscow - Domode-

dovo

NON/NON 14C/32C 2600 338/332 MAX/375 MAX MAX MAX MAX



UUEE 8DALTMoscow - Sher-

emetyevo



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CHAPTER 5

PAGE 84



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

RUSSIA (UL - UR - UU - UW) (Cont’d)

UUWW 8DALT

Moscow - Vnukovo

ILS / ILS 02/20 3000 235/233 265 208 178/177 142/144 MAX/93

ILS / ILS 06/24 3000 NOT NOT NOT NOT NOT 63/61

UWLW 8ENRT

Ulyanovsk

ILS / ILS 02/20 5000 MAX MAX XXX MAX MAX MAX

UWUU 7ENRT

Ufa

ILS / ILS 14L/32R 2513 NOT NOT 260 215/212 MAX XXX

ILS / ILS 14R/32L 3761 NOT NOT MAX MAX MAX XXX

SAUDI ARABIA (OE)

OEAB 8DALT

Abha


OEDF 9DEST

Dammam



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CHAPTER 5

PAGE 85



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

SAUDIA ARABIA (OE) (Cont’d)

OEGS 8ENRT

Gassim


OEJN 9DEST

Jeddah

ILS / ILS 16C/34C 3303 313/308 369 MAX MAX MAX MAX



OEMA 9DALT

Madinah



OERK 9DEST

Riyadh - King Khalid



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CHAPTER 5

PAGE 86



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

SAUDIA ARABIA (OE) (Cont’d)

OETF 9ENRT

Taif

VOR/VOR 07/25 3735 190/188 210 NOT 231/229 MAX MAX

VOR / ILS 17/35 3350 231/228 260 201 231/229 MAX MAX

SERBIA - MONTENEGRO(LY)

LYBE 7ENRT

Belgrade

ILS / ILS 12/30 3000 NOT NOT XXX 214 167/XXX MAX

LYPG 6ENRT

Podgorica

CIR / ILS 18/36 2500 NOT NOT XXX 188 MAX MAX/90

REV 08P


CHAPTER 5

PAGE 87



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

SEYCHELLES (FS)

FSIA 9DEST

Seychelles


SINGAPORE (WS)

WSAP 9

ENRTSingapore - Paya Lebar


WSSS 10DEST

Singapore - Changi



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CHAPTER 5

PAGE 88



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

SLOVAKIA (LZ)

LZIB 7DALT

Bratislava

CIR / ILS 13/31 2950 NOT NOT XXX 215/211 165/XXX MAX/83

CIR / ILS 04/22 2900 NOT NOT XXX 227/223 MAX MAX/88

SLOVENIA (LJ)

LJLJ 6ENRT

Ljubljana

CIR / ILS 13/31 3300 NOT NOT XXX MAX MAX MAX

SOUTH AFRICA (FA)

FABL 7DALT

Bloemfontein

VOR/VOR 02/20 2559 252/248 XXX XXX 197/194 167/XXX MAX/90

NONE 12/30 2195 NOT NOT 181 167/164 140/137 MAX/74

FACT 9DEST

Cape Town


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CHAPTER 5

PAGE 89



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

SOUTH AFRICA (FA) (Cont’d)

FADN 7DALT

Durban

ILS / ILS 06/24 2440 319/317 311 249 217/215 MAX MAX

FAJS 9DEST

Johannesburg

ILS / VOR 03L/21R 4418 MAX MAX MAX MAX MAX MAX

ILS / ILS 03R/21L 3400 324/321 316 249 220/217 MAX MAX

SOUTH KOREA (RK)

RKPC 9DALT

Jeju

ILS / ILS 06/24 3000 MAX MAX 254 MAX MAX MAX

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CHAPTER 5

PAGE 90



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

SOUTH KOREA (RK) (Cont’d)

RKPK 9DALT

Busan

NON / ILS 18L/36R 2743 227/224 269 218 191/188 148/MAX MAX

NON / ILS 18R/36L 3200 283/279 328 268 MAX MAX MAX

RKSI 10DEST

Seoul - Incheon




RKSS 9DALT

Seoul - Gimpo



SPAIN (LE)

LEAL 8DALT

Alicante

ILS / VOR 10/28 3000 337/335 MAX MAX MAX MAX MAX

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CHAPTER 5

PAGE 91



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

SPAIN (LE) (Cont’d)

LEAM 8ENRT

Almeria

NDB / ILS 08/26 3200 MAX MAX XXX MAX MAX MAX

LEBL 8ENRT

Barcelona

VOR/VOR 02/20 2540 MAX MAX MAX MAX MAX MAX



LEGR 7ENRT

Granada

ILS / ILS 09/27 2900 NOT NOT XXX MAX MAX MAX

LEIB 8DALT

Ibiza

VOR / ILS 06/24 2800 310/307 333 263 226/223 MAX MAX

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CHAPTER 5

PAGE 92



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1


LEMD 9DEST

Madrid - Barajas

NON / ILS 15L/33R 3500 MAX MAX MAX MAX MAX MAX


ILS / NON 18L/36R 3500 MAX MAX MAX MAX MAX MAX

ILS / NON 18R/36L 4350 MAX MAX MAX MAX MAX MAX

LEMG 8ENRT

Malaga

ILS / ILS 14/32 3200 MAX 360 XXX 227 MAX MAX

LEMH 7ENRT

Menorca

ILS / VOR 01L/19R 2350 327/325 349 XXX MAX MAX MAX

LEPA 9DALT

Palma De Mallorca


VOR/VOR 06R/24L 2950 303/300 322 MAX MAX MAX MAX

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CHAPTER 5

PAGE 93



Note : *RFF upgraded to CAT 8 for freighter operations.

COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1


LEST 7ENRT

Santiago

ILS / ILS 17/35 3080 NOT NOT MAX MAX MAX XXX

LEVC 7DALT

Valencia

VOR / ILS 12/30 2915 NOT NOT XXX MAX MAX MAX

LEVT 7DALT

Vitoria


LEZG 7*DEST

Zaragoza

ILS / ILS 12L/30R 3000 278/276 316 245 205/203 160/162 MAX


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CHAPTER 5

PAGE 94



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1


LEZL 7DALT

Seveille

VOR / ILS 09/27 3360 NOT NOT NOT MAX MAX MAX

SRI LANKA (VC)

VCBI 9DEST

Katunayake


SUDAN (HS)

HSPN 7DALT

Port Sudan

VOR / ILS 17/35 2500 NOT NOT NOT MAX MAX MAX

HSSS 9DEST

Khartoum


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CHAPTER 5

PAGE 95



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

SWEDEN (ES)

ESGG 8

ENRTGotenborg - Land-vetter


ESMS 7ENRT

Malmo-Sturup


ESKN 7DALT

Stockholm Skavsta

NDB / ILS 08/26 2878 340/336 325 MAX 229/227 MAX MAX

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CHAPTER 5

PAGE 96



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

SWEDEN (ES) (Cont’d)

ESOE 6DALT

Orebro

ILS / ILS 01/19 2602 XXX XXX XXX XXX XXX MAX

ESSA 9DEST

Stockholm Arlanda

VOR / VOR 08/26 2500 345 MAX MAX MAX MAX MAX



SWITZERLAND (LS)

LSGG 9DEST

Geneva


LSZH 9DEST

Zurich




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CHAPTER 5

PAGE 97



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

SYRIA (OS)

OSAP 9ENRT

Aleppo

NON / ILS 09/27 2910 224/222 223 MAX 160/159 126/128 MAX/87

OSDI 9DEST

Damascus

VOR / ILS 05L/23R 3000 362/360 MAX MAX MAX MAX MAX

ILS / VOR 05R/23L 3600 300/297 MAX MAX MAX MAX MAX

TAIWAN (RC)

RCKH 9DALT

Kaohsiung

ILS / LOC 09/27 2700 275/272 344 MAX MAX MAX MAX

RCTP 9

DALTTaipei - Chiang Kai Shek



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CHAPTER 5

PAGE 98



COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

TANZANIA (HT)

HTDA 9DEST

Dar-es-Salaam

ILS / VOR 05/23 3000 MAX/347 368 MAX MAX MAX MAX

HTKJ 9DALT

Kilimanjaro

ILS / NON 09/27 3607 MAX 370 MAX MAX MAX MAX

HTMW 7ENRT

Mwanza

VOR / CIR 12/30 3017 NOT NOT NOT 215/212 168/XXX MAX

HTZA 7ENRT

Zanzibar

NON/DME 18/36 2462 286/287 297 229 194/193 165/MAX MAX/85

THAILAND (VT)

VTBD 9

DALTBangkok - Don Mueang Int’l


VOR / ILS 03R/21L 3150 312/309 MAX MAX MAX MAX MAX

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COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

THAILAND (VT) (Cont’d)

VTBS 10

DESTBangkok - Suvarnab-humi



VTBU 8DALT

Rayong


VTCC 9DALT

Chiang Mai

VOR / ILS 18/36 3100 339/336 355 MAX 204/202 165/MAX MAX

VTSB 7ENRT

Surat Thani

VOR / ILS 04/22 3000 NOT NOT XXX 215 168/XXX MAX

VTSP 9DALT

Phuket


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Note : B777 / A346 - For emergency only, Runway 22: Landing - must exit via TaxiwayA (LDA2380m). Runway 04 : Take-off from Taxiway A. Runway 04 - turn pad notsuitable for B777 / A346.

COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

TOGO (DX)

DXXX 8DALT

Lome


TUNISIA (DT)

DTMB 9DALT

Monastir

ILS / VOR 07/25 2950 300/298 306 237 208/205 MAX/164 MAX

DTTA 9DEST

Tunis


VOR / ILS 11/29 2840 225/220 205 174 152/151 128/130 68/67

DTTJ 9DALT

Djerba

ILS / VOR 09/27 3100 309/307 314 246 215/212 MAX MAX

DTTX 8ENRT

Sfax

VOR/VOR 15/33 3000 NOT NOT XXX MAX/230 MAX MAX

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COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

TURKEY (LT)

LTAC 9DALT

Ankara


ILS / ILS 03R/21L 3750 MAX 375 MAX MAX MAX MAX

Note :Apron 4 & 5 authorized. Appropriate parking stands: 101, 102, 107, 116 & 118 – 120.

LTAF 9ENRT

Adana


Note : Taxiways H1 and K not authorized. Appropriate parking stands: Apron 1 – stands 1,16 &17. Apron 2 & 3 – stands 57 – 59; 62 – 65; 68 – 72.

LTAI 9DALT

Antalya



NON / VOR 18R/36L 2990 224/220 198 162 143/142 120/122 68/66

Note : Appropriate parking stands : Apron 1 – stands 1 to 6; Apron 2 – stands 24 to 26.

LTAJ 8ENRT

Gaziantep

VOR/VOR 10L/28R 2870 MAX MAX MAX MAX MAX MAX

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COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

LTBA 10DEST

Istanbul - Ataturk

ILS/ILS 06/24 2300 MAX MAX MAX MAX MAX MAX


NON/ILS 18R/36L 3000 MAX MAX MAX MAX MAX MAX

LTBJ 9DALT

Izmir


VOR / VOR 16R/34L 3240 MAX MAX MAX MAX MAX MAX

Note : Appropriate parking stands : Apron 1 – stands 1 to 6; Apron 2 – stands 24 to 26.

LTBS 9ENRT

Mugla

ILS / CIR 01L/19R 3000 MAX MAX MAX MAX MAX MAX

ILS / CIR 01R/19L 3000 329/326 MAX MAX MAX MAX MAX

LTCC 9ENRT

Diyarbakir

VOR/VOR 16/34 3549 NOT NOT XXX MAX MAX MAX

Operating hours: 0500-1930UTC. Check notams for latest operating hours

LTCE 8ENRT

Erzurum

VOR / ILS 08L/26R 3810 223/221 284 XXX MAX MAX MAX

Operating hours: 0430-2000UTC. Check notams for latest operating hours.

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COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

TURKEY (LT) (Cont’d)

LTCF 7ENRT

Kars


Operating hours: 0500-1300UTC Tue, Wed, Fri, Sat, Sun / 0400-1300 Mon & Thu. Check notams for latest operating hours

LTCG 8ENRT

Trabzon


LTCS 9ENRT

Sanliurfa/Gap

VOR/VOR 04/22 4000 MAX MAX MAX MAX MAX MAX

Note : Check NOTAM for airport optg hrs. Parking limitation for aircraft larger than Code C.

LTFH 8ENRT

Samsun


LTFJ 9ENRT

Istanbul - Sabiha


TURKMENISTAN (UT)

UTAA 7DALT

Ashgabat


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COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

UGANDA (HU)

HUEN 9DALT

Entebbe


UKRAINE (UK)

UKBB 8ENRT

Kyiv

ILS / ILS 18L/36R 4000 302/300 380 XXX MAX MAX MAX

ILS / ILS 18R/36L 3500 NOT NOT XXX 151/149 163/XXX MAX

UKFF 7ENRT

Simferopol

ILS / ILS 01/19 3706 275/272 308 NOT 215/212 164/MAX MAX/84

UKLL 7ENRT

L’viv**

ILS / ILS 13/31 2510 182/181 NOT NOT NOT NOT NOT

UNITED ARAB EMIRATES (OM)

OMAA 9DEST

Abu Dhabi



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COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

UNITED ARAB EMIRATES (OM) (Cont’d)

OMAL 9DALT

Al Ain


OMDB 10DEST

Dubai


ILS / ILS 12R/30L 3880 MAX 367 MAX MAX MAX MAX

OMSJ 9DALT

Sharjah

VOR / ILS 12/30 3706 MAX/347 349 MAX 231/229 MAX MAX

UNITED KINGDOM (EG)

EGAA 8ENRT

Belfast

VOR/ILS 07/25 2780 330/326 MAX MAX MAX MAX MAX

EGBB 9DALT

Birmingham

ILS / ILS 15/33 2279 MAX 361 XXX MAX MAX MAX

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COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

UNITED KINGDOM (EG) (Cont’d)

EGCC 9DEST

Manchester


ILS / VOR 05R/23L 2864 300/297 MAX MAX MAX MAX MAX

EGFF 7ENRT

Cardiff

ILS / ILS 12/30 2134 324/321 315 XXX 208 MAX MAX

EGKK 9DEST

London - Gatwick

NONE 08L/26R 2148 345/341 MAX MAX MAX MAX MAX

ILS / ILS 08R/26L 2766 MAX/345 MAX MAX MAX MAX MAX

EGLL 10DEST

London - Heathrow



EGNX 8*ENRT

East Midlands

ILS / ILS 09/27 2713 347/344 366 XXX MAX MAX MAX

Note : RFF 9 available on request.

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COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

UNITED KINGDOM (EG) (Cont’d)

EGPF 8DALT

Glasgow

ILS / ILS 05/23 2353 313/308 362 XXX MAX MAX MAX

EGPH 7ENRT

Edinburgh

ILS / ILS 06/24 2347 NOT 365 NOT MAX XXX XXX

EGPK 7ENRT

Prestwick


EGSS 8DALT

London - Stansted

ILS / ILS 05/23 3048 317/315 MAX XXX MAX MAX MAX

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COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

UNITED STATES (KZ)

KATL 9(E)DALT

Atlanta

ILS / ILS 10/28 2743 MAX MAX MAX MAX XXX XXX

ILS / ILS 08L/26R 2743 MAX MAX MAX MAX XXX XXX

ILS / ILS 08R/26L 3048 MAX MAX MAX MAX XXX XXX



KAUS 8(D)DALT

Austin-Bergstrom Intl



KBDL 8(D)DALT

Windsor Locks


KBFI 5ENRTBoeing Field / King

Co Int’l

ILS / ILS 13R/31L 2780 MAX MAX MAX XXX XXX XXX

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COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

UNITED STATES (KZ) (Cont’d)

KBGR 9(E)ENRT

Bangor


KBOS 9(E)DALT

Boston

NON / ILS 09/27 2134 MAX MAX MAX MAX XXX XXX

NON/NON 04L/22R 2148 MAX MAX MAX MAX XXX XXX



KBNA 7(C)ENRT

Nashville, TN

VOR / ILS 13/31 2892 242/240 236 193 167/165 139/141 75/73

ILS / NON 02C/20C 2439 290/287 341 MAX 230/228 MAX MAX/91

ILS / ILS 02L/20R 2348 313/308 369 MAX 230/228 MAX MAX

Note : Optg Hrs : H24 ATC / RFF / FUEL; Gnd Svcs : TBA; Fuel : Jet A3; Rmk : Exer-cise caution on twys. 180deg turns not allowed.

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COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

* KBTV 6(B)

ENRTBurlington (0500-2000)

IILS / ILS 15/33 2384 MAX NOT NOT MAX XXX XXX

* KBTV - The following applies to this airport :1) Airport authorized for emergency use by B777,A346, A333 2) TWYs D & F - Not Authorized3) Parking stands - Co-ordinate with local authorties4) Due RFF category - Not authorized for use as Dest, Dest Altn or "Enroute Fuel alternate"

KBUF 8(D)ENRT

Buffalo


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COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1


KBWI 8(D)DALT

Baltimore



KCLE 7(C)DALT

Cleveland

ILS / ILS 06L/24R 2743 MAX NOT MAX MAX XXX XXX

ILS / ILS 06R/24L 2743 MAX NOT MAX MAX XXX XXX

KCLT 8(D)ENRT

Charlotte




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COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1


KCVG 8(D)DALT

Cincinnati


ILS / ILS 18C/36C 3353 MAX MAX MAX MAX XXX XXX



KDFW 9(E)

DALTDallas Fort Worth Texas

NON / ILS 13L/31R 2553 MAX MAX MAX MAX MAX MAX

ILS / VOR 13R/31L 2835 MAX MAX MAX MAX MAX MAX






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COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1


KDTW 9(E)ENRT

Detroit

NDB / NON 03L/21R 2591 MAX MAX MAX MAX XXX XXX



ILS / VOR 04R/22L 3658 MAX MAX MAX MAX XXX XXX

NON / ILS 09L/27R 2654 MAX MAX MAX MAX XXX XXX

NON / NON 09R/27L 2591 MAX MAX MAX MAX XXX XXX

KEWR 9(E)DEST

Newark



KGEG 7ENRT

Spokane Int’l


NONE 07/25 2499 MAX MAX MAX MAX XXX XXX

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COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1


KGSO 7(C)ENRT

Greensboro

ILS / ILS 05/23 3048 MAX NOT MAX MAX XXX XXX

KIAD 9(E)DEST

Washington

ILS / ILS 01C/19C 3505 305/302 MAX MAX MAX MAX XXX



ILS / NON 12/30 3200 MAX MAX MAX MAX MAX XXX

KIAH 9(E)DESTGeorge Bush Inter-

continental - Houston


ILS / ILS 08L/26R 2743 278/276 MAX 362 MAX MAX MAX


NONE / ILS 15L/33R 3657 MAX MAX 376 MAX MAX MAX

ILS / NONE 15R/33L 3047 251/249 327 261 217/215 170/MAX MAX

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1) LDG RWY22R - Exit via ‘G’ or RWY end via ‘F’ - ‘H’ or ‘J’ to apron.2) LDG RWY04L - Exit via ‘J’ or ‘M’ towards apron.

COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1


KIND 8(D)ENRT

Indianapolis, Indiana




KJAN 7(C)ENRT

Jackson

ILS / NON 16L/34R 2590 309/307 332 262 218/216 XXX XXX

NON / ILS 16R/34L 2590 264/261 308 245 206/203 XXX XXX

KJFK 9DEST

New York





KLIT 7(C)ENRT

Little Rock

ILS / ILS 04L/22R 2431 279/275 325 364 218/215 166/MAX MAX

ILS / ILS 04R/22L 2195 279/275 325 364 218/215 166/MAX MAX

Note : Optg Hrs : H24 ATC / RFF / FUEL; Gnd Svcs : TBA; Fuel : Jet A3; Rmk : Twys ‘A’ & ‘P’ nor allowed for A330, A346 & B777.

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COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1


KMCI 7(C)ENRT

Kansas City

ILS / ILS 01L/19R 3292 348/344 376 MAX MAX XXX XXX

ILS / ILS 01R/19L 2896 348/344 376 MAX MAX XXX XXX

KMEM 7(C)ENRT

Memphis





KMDT 7(C)ENRT

Harrisburg

ILS / ILS 13/31 3048 MAX NOT NOT MAX/NOT XXX XXX

KMHT 7(C)ENRT

Manchester

ILS / ILS 17/35 2332 MAX NOT NOT MAX/NOT MAX MAX

KMKE 7(C)ENRT

Milwaukee

ILS / ILS 01L/19R 2714 279/275 324 262 218/215 166/MAX MAX/86

ILS / LOC 07R/25L 2233 279/275 324 262 218/215 166/MAX MAX/86

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COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1


KMSP 9(E)ENRTSt. Paul Int’l Minne-

apolis

LOC / LOC 04/22 2882 320/317 380 MAX MAX MAX MAX



LOC / ILS 17/35 2438 320/317 380 MAX MAX MAX MAX

KMSY 8(D)DALTArmstrong New

Orleans Int’l

ILS / LOC 01/19 2134 303/300 356 MAX MAX MAX MAX


KOKC 7(C)ENRT

Oklahaoma City

NON / NON 13/31 2377 319/316 345 275 227/225 MAX MAX



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COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1


KORD 9(E)DALT

Chicago

LOC / LOC 04L/22R 2286 MAX MAX MAX MAX MAX MAX






KPAE 5DALTSnohomish Co /

Everett


KPHL 9(E)DALT

Philadelphia


ILS / ILS 09R/27L 3202 MAX MAX XXX MAX XXX XXX

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COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1


KPIT 8(D)DALT

Pittsburgh

VOR / ILS 14/32 2469 MAX MAX MAX MAX XXX XXX

NON / NON 10C/28C 2959 MAX 365 MAX MAX XXX XXX


ILS / VOR 10R/28L 3505 MAX MAX MAX MAX XXX XXX

KRDU 7(C)ENRT

Raleigh Durham



KRFD 7(C)ENRT

Chicago / Rockford

ILS / LOC 01/19 2499 310/307 332 262 218/216 XXX XXX

ILS / NIL 07/25 3049 313/308 368 MAX MAX XXX XXX

Note : A346 / B777 – TWY A, D, J, K, L – not authorized. *RFF 9 (D) available 1 hour PPR.

KROC 7(C)*ENRT

Rochester


KSAT 7(C)ENRT

San Antonio Int’l

ILS / ILS 03/21 2288 263/261 307 245 205/203 157/161 MAX/80

ILS / ILS 12R/30L 2591 263/261 307 245 205/203 157/161 MAX/80

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COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1


KSEA 9DALT

Seattle


ILS / ILS 16C/34C 2873 MAX MAX MAX MAX XXX XXX

KSTL 8(D)DALT

St. Louis

ILS / ILS 06/24 2241 253/250 290 232 196/193 150/154 MAX/76

ILS / ILS 11/29 2744 279/275 324 262 218/215 166/MAX MAX/86



KSWF 7(C)DALT

Newburg - Stewart


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COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1


KSYR 7(C)ENRT

Syracuse


VOR / VOR 15/33 2286 MAX NOT NOT MAX/NOT XXX XXX

KTUL 8(D)ENRT

Tulsa Int’l

ILS / ILS 08/26 2248 287/285 337 275 227/224 MAX MAX/90


UZBEKISTAN (UT)

UTTT 9ENRT

Tashkent

ILS / ILS 08L/26R 3750 MAX MAX XXX MAX MAX MAX

ILS / NDB 08R/26L 3550 340/336 360 XXX MAX MAX MAX

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COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

VIETNAM (VV)

VVDN 8ENRT

Danang

CIR / ILS 17L/35R 3048 305/302 297 XXX 207/203 MAX MAX

CIR / VOR 17R/35L 3059 211/206 NOT XXX 139/137 117/XXX 66 / 64

VVNB 8ENRT

Hanoi

ILS / VOR 11L/29R 3200 279/275 329 264 227/223 MAX MAX/89

ILS / VOR 11R/29L 3800 297/294 354 MAX MAX MAX MAX

VVTS 9DEST

Hochiminih

VOR / ILS 07L/25R 3048 287/283 337 273 MAX/230 170/MAX MAX/89

VOR / ILS 07R/25L 3059 307/302 365 355 MAX MAX MAX

YEMEN (OY)

OYAA 9DALT

Aden


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COUNTRY (FIR)

ICAO RFF Type

Airport Name

IAP RWY LDA (m)


772 / 3 346 343 332 / 3 300 / 10 320 / 1

YEMEN (OY) (Cont’d)

OYRN 7DALT

Mukalla


OYSN 9DEST

Sana’a

ILS / VOR 18/36 2977 NOT NOT NOT MAX MAX MAX

ZAMBIA (FL)

FLLS 9ENRT

Lusaka


ZIMBABWE (FV)

FVBU 6ENRT

Bulawayo

ILS / NON 13/31 2588 NOT NOT NOT 185/182 157/XXX MAX/85

FVHA 9DALT

Harare

ILS / VOR 05/23 4725 324/321 299 254 211/209 MAX MAX

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5.2 ETOPS APPROVED ENROUTE AIRPORTS

5.2.1 Introduction

This section serves two distinct purposes, primarily to define the area in which ETOPSoperation is permitted, and lists the ETOPS adequate airports chosen using the assumptionin paragraph below and approved by Qatar Civil Aviation Authority (QCAA) for 120 minutesETOPS operations.

Note 1 : All company twin engined aircraft are approved by the QCAA for ETOPS.

Note 2 : Bomabardier-Challenger fleet may operate up to 120 minutes from an adequateAerodrome without ETOPS approval in accordance with QCAR 1.245.

5.2.1.1 Assumptions


– Jet fuel availability.

– Runway width of 45 m or better.

– LDA of 2100 m or better.

– Airport operations of H24 or if prior permission is required, Qatar Airways has permissionto operate outside the normal hours of operations.

– Fire category of 4 or better.

– No category C airport.

– ATC, Meteorological and air information services offices and lighting are available.

– A turning loop or exit at the end of the runway is available unless the runway width is 60mor better.

– All circling approaches are under PANS OPS criteria.

– Runway PCN is displayed for information and is not limiting in case of an emergency.


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5.2.2 Example

(1) : Area of operations with the following details :

– ICAO Code : 4 letter ICAO code of airport.

– Location (Airport Name) : Location of the airport, however, if more than oneairport exist in a location then the name of the airport is mentioned next to it.




(5) : Represents the weight of the airplane in tons for the runway.

– MAX means maximum structural take-off weight.

– NOT means not allowed.

– XXX means structural take-off weight not yet defined

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5.2.3 Area of Operations : Arabian Sea / Indian Ocean

ETOPS operations over Arabian Sea / Indian Ocean is applicable for all twin enginedaircraft. The following en-route alternates are declared.

ICAO IAP RWY LDA (m)


Airport Name 772 / 3 332 / 3 300 / 10 320 / 1

FIMPILS/VOR 14/32 3040 MAX MAX MAX MAX

Mauritius

FMCHILS/CIR 02/20 2900 XXX MAX MAX MAX

Moroni

FMEE ILS/CIR 14/32 2315 314/311 217/215 MAX MAX

St. Denis CIR/VOR 12/30 3080 314/311 217/215 MAX MAX

FMMIILS/VOR 11/29 3100 NOT MAX MAX MAX

Antananarivo

FSIA VOR/ILS 13/31 2682 333/329 MAX MAX MAX

Seychelles

OBBI ILS / ILS 12L/30R 3657 MAX MAX MAX MAX

Bahrain VOR/VOR 12R/30L 2222 MAX MAX MAX MAX

OEDF ILS / ILS 16L/34R 4000 MAX MAX MAX MAX

Dammam ILS / ILS 16R/34L 4000 MAX MAX MAX MAX

OKBK ILS / ILS 15L/33R 3500 MAX MAX MAX MAX

Kuwait ILS / ILS 15R/33L 3400 300/297 MAX MAX MAX

OMAA ILS / ILS 13R/31L 4100 MAX MAX MAX MAX

Abu Dhabi ILS / ILS 13L/31R 4100 MAX MAX MAX MAX

OMALILS / VOR 01/19 4000 MAX MAX MAX MAX

Al Ain

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Airport Name 772 / 3 332 / 3 300 / 10 320 / 1

OMDB ILS / ILS 12L/30R 3600 MAX MAX MAX MAX

Dubai ILS / ILS 12R/30L 3880 MAX MAX MAX MAX

OMSJVOR / ILS 12/30 3760 MAX/347 231/229 MAX MAX

Sharjah

OOMSILS / ILS 08/26 3165 MAX MAX MAX MAX

Muscat

OOSAVOR / ILS 07/25 3340 MAX MAX MAX MAX

Salalah

OPKC NON / ILS 07L/25R 3200 273/270 228/226 MAX MAX

Karachi NON / ILS 07R/25L 3400 MAX MAX MAX MAX

OPNHVOR / VOR 02/20 2743 269/264 MAX MAX MAX

Nawabshah

OTBDVOR / ILS 16/34 3822 MAX MAX MAX MAX

Doha

OYAA ILS / NDB 08/26 3100 MAX MAX MAX MAX

Aden

OYRN CIR / VOR 06/24 3000 340/336 MAX MAX MAX

Mukalla

VAAHVOR / ILS 05/23 3505 333/331 231/229 MAX MAX

Ahmedabad

VABB ILS / ILS 09/27 2963 MAX MAX MAX MAX

Mumbai ILS / VOR 14/32 2517 MAX MAX MAX MAX

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Airport Name 772 / 3 332 / 3 300 / 10 320 / 1

VOBLILS / ILS 09/27 4000 MAX MAX MAX MAX

Banagalore

VOCIVOR / ILS 09/27 3400 340/336 MAX MAX MAX

Cochin

VOTVVOR / ILS 14 / 32 2992 310/307 226 / 223 MAX MAX

Thiruvananthapuram

VRMMVOR / ILS 18/36 2910 MAX/NOT MAX MAX MAX

Male

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5.2.4 Area of Operations : Bay of Bengal

ETOPS operations over Bay of Bengal is applicable for all twin engined aircraft. Thefollowing en-route alternates are declared.



Airport Name 772 / 3 332 / 3 300 / 10 320 / 1

OPLA VOR / VOR 18R/36L 2743 278/276 205/204 160/163 MAX

Lahore VOR / ILS 18L/36R 3360 MAX MAX MAX MAX

OPPSVOR / VOR 17/35 2743 223 223 MAX MAX

Peshawar

OPRNCIR / ILS 12/30 2743 263/259 219/216 167/MAX MAX

Islamabad

RPLBVOR / NON 07/25 2744 317/311 MAX MAX MAX

Subic Bay

RPLC NONE 02L/20R 342 297/295 MAX MAX MAX

Angeles City ILS / ILS 02R/20L 3200 315/312 MAX MAX MAX

RPLLILS / ILS 06/24 3410 MAX MAX MAX MAX

Manila

RPVMILS / ILS 04/22 3330 MAX MAX MAX MAX

Lapu-Lapu

VANPVOR / ILS 14/32 3200 NOT NOT NOT MAX

Nagpur

VCBIILS / ILS 04/22 3350 MAX MAX MAX MAX

Katunayake

VECC VOR / VOR 01L/19R 2749 243/244 178 /176 140 / 142 MAX / 80

Kolkata ILS / ILS 01R/19L 3200 MAX MAX MAX MAX

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Airport Name 772 / 3 332 / 3 300 / 10 320 / 1

VGEGVOR / ILS 05/23 2940 313/310 MAX MAX MAX

Chittagong

VGZRILS / VOR 14/32 3200 MAX MAX MAX MAX

Dhaka

VIDP VOR / ILS 09/27 2661 MAX MAX MAX MAX

DelhiILS / ILS 10/28 3810 MAX MAX MAX MAX

ILS / ILS 11/29 2820 MAX MAX MAX MAX

VOHSILS / ILS 09/27 4260 MAX MAX MAX MAX

Hyderabad

VOMMILS / ILS 07/25 3658 MAX MAX MAX MAX

Chennai

VTBD ILS / ILS 03L/21R 3700 312/309 MAX MAX MAX

Bangkok - Don Mueang Int’l VOR / ILS 03R/21L 3150 312/309 MAX MAX MAX

VTBS ILS / ILS 01L/19R 3700 MAX MAX MAX MAX

Bangkok - Suvarnabhumi ILS / ILS 01R/19L 4000 MAX MAX MAX MAX

VTCCVOR / ILS 18/36 3100 339/336 204 / 202 165/MAX MAX

Chiang Mai

VTSPVOR / ILS 09/27 3000 MAX MAX MAX MAX

Phuket

VVNB ILS / VOR 11L/29R 3200 279/275 227 / 223 MAX MAX / 89

Hanoi ILS / VOR 11R/29L 3800 297/294 MAX MAX MAX

VYYYNDB / ILS 03/21 2470 243/240 MAX/ 202 MAX/164 MAX

Yangon

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Airport Name 772 / 3 332 / 3 300 / 10 320 / 1

WBKKILS / VOR 02/20 2500 336/332 MAX MAX MAX

Kota Kinabalu

WBSB

ILS / ILS 03/21 3658 325/322 MAX MAX MAXBandar Seri Begawan

WIMMILS / CIR 05/23 2625 328/326 MAX MAX MAX

Medan

WMKJILS / VOR 16/34 3354 336/332 MAX MAX MAX

Johor Bahru

WMKK ILS / ILS 14R/32L 4000 327/325 MAX MAX MAX

Kuala Lumpur ILS / ILS 14L/32R 4019 MAX/345 MAX MAX MAX

WMKPILS / VOR 04/22 3354 MAX MAX MAX MAX

Penang

WSSS ILS / ILS 02L/20R 3260 MAX MAX MAX MAX

Singapore - Changi ILS / ILS 02C/20C 4000 MAX MAX MAX MAX

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5.2.5 Area of Operations : Central Asia

ETOPS operations over Central Asia is applicable for all twin-engined aircraft. The followingen-route alternates are declared.



Airport Name 772 / 3 332 / 3 300 / 10 320 / 1

LTAC ILS / ILS 03L/21R 3400 336/333 MAX MAX MAX

Ankara ILS / ILS 03R/21L 3750 MAX MAX MAX MAX

OIIE

VOR / ILS 11/29 4200 MAX MAX MAX MAXTehranImam Khomaini

OIII VOR / VOR 11L/29R 3992 347/342 MAX MAX MAX

Tehran - Mehrabad VOR / ILS 11R/29L 4038 324/321 220 / 218 MAX MAX

OIMM VOR / ILS 13L/31R 3776 340/336 MAX MAX MAX

Mashhad VOR / VOR 13R/31L 3886 340/336 MAX MAX MAX

OISS NON / ILS 11R/29L 4259 MAX MAX MAX MAX

Shiraz NON / VOR 11L/29R 4342 MAX MAX MAX MAX

OSAPNON / ILS 09/27 2910 224/222 160/159 126/128 MAX / 87

Aleppo

UAAA ILS / ILS 05L/23R 4500 345/341 XXX MAX MAX

Almaty ILS / ILS 05R/23L 4398 264/260 206/203 157/161 MAX/81

UAFMILS / ILS 08/26 4200 319/314 MAX MAX MAX

Bishkek

UDYZILS / CIR 09/27 3850 325/322 MAX MAX MAX

Yerevan

UBBB ILS / ILS 16/34 2700 264/261 245/307 157/160 MAX / 80

Baku ILS / ILS 18/36 3065 MAX MAX MAX MAX

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ICAOIAP RWY LDA

(m)


Airport Name 772 / 3 332 / 3 300 / 10 320 / 1

UBBN ILS/NON 14L/32R NOT NOT NOT NOT

Nackchivan ILS/ILS 14R/32L MAX MAX MAX MAX

UKBB ILS / ILS 18L/36R 4000 302/300 MAX MAX MAX

Kyiv ILS / ILS 18R/36L 3500 NOT 151 / 149 163/XXX MAX

UKFFILS / ILS 01/19 3706 275/272 215/212 164/MAX MAX / 84

Simferopol

ULLI ILS / ILS 10L/28R 3397 310/307 MAX MAX MAX

St. Petersburg ILS / ILS 10R/28L 3780 310/307 205 / 203 156/XXX MAX / 87

UMMSILS / ILS 13/31 3640 268/264 208/206 159/163 MAX/82

Minsk

URMMILS / ILS 12/30 3900 218/215 184 / 180 133/XXX 76 / 74

Mineralnyye Vody

UTAAILS / ILS 12L/30R 3800 317/311 MAX MAX MAX

Ashgabat

UTTT ILS / ILS 08L/26R 3750 MAX MAX MAX MAX

Tashkent ILS / NDB 08R/26L 3550 340/336 MAX MAX MAX

UUDD NONE 14C/32C 2600 338/332 MAX MAX MAX

Moscow - Domodedovo

ILS / ILS 14L/32R 3794 297/295 MAX MAX MAX

ILS / ILS 14R/32L 3500 338/332 MAX MAX MAX

UUEE ILS / ILS 07L/25R 3550 327/323 MAX MAX MAX

Moscow - Shermetyevo ILS / ILS 07R/25L 3702 294/291 MAX MAX MAX

UUWW ILS / ILS 02/20 3000 235/233 178/177 140/142 MAX / 93

Moscow - Vnukovo ILS / ILS 06/24 3000 NOT NOT NOT 63/61

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5.2.6 Area of Operations : East Africa

ETOPS operations over East Africa is applicable for all twin-engined aircraft. The followingen-route alternates are declared.



Airport Name 772 / 3 332 / 3 300 / 10 320 / 1

FACTILS / ILS 01/19 3201 319/314 MAX MAX MAX

Cape Town

FAJS ILS / VOR 03L/21R 4418 MAX MAX MAX MAX

Johannesburg ILS / ILS 03R/21L 3400 324/321 220/217 MAX MAX

FQMANON / ILS 05/23 3660 276/275 185 / 182 157/XXX MAX/85

Maputo

FVHAILS / VOR 05/23 4725 324/321 211/209 MAX MAX

Harare

FWKIILS / VOR 14/32 3540 MAX MAX MAX MAX

Lilongwe

HAAB CIR / ILS 07R/25L 3440 334 185 / 182 MAX MAX

Addis Abeba CIR / ILS 07L/25R 3325 247/245 171 140/143 MAX

HDAMVOR/ILS 09/27 2928 325/322 368 MAX MAX

Djibouti

HKMOVOR/ILS 03/21 3350 MAX MAX MAX MAX

Mombasa

HTDAILS/VOR 05/23 3000 MAX/347 MAX MAX MAX

Dar-es-salam

HKJKILS / VOR 06/24 4117 MAX MAX MAX MAXNairobi -

Jomo Kenyatta

HSSSILS/ILS 18/36 2980 MAX MAX MAX MAX

Khartoum

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5.2.7 Area of Operations : Japan / North China

ETOPS operations over Japan / North China is applicable for A330 and B777 aircraft only.The following en-route alternates are declared.



Airport Name 772 / 3 332 / 3 300 / 10 320 / 1

RJBB ILS / ILS 06L/24R 4000MAX MAX MAX MAX

Osaka - Kansai ILS / ILS 06R/24L 3500

RJFFILS / ILS 16/34 2800 327/324 MAX MAX MAX

Fukuoka

RKSI ILS / ILS 15L/33R 3750 MAX MAX MAX MAX

Seoul - IncheonILS / ILS 15R/33L 3750 MAX MAX MAX MAX


ZBAAILS / ILS 01/19 3800 MAX MAX MAX MAX

ILS / ILS 18L/36R 3800 MAX MAX MAX MAX

Beijing ILS / ILS 18R/36L 3200 MAX MAX MAX MAX

ZBHHILS / ILS 08/26 3600 265/268 195/233 MAX MAX

Hohhot

ZBTJILS / ILS 16/34 3200 MAX MAX MAX MAX

Tianjin

ZBYNILS / ILS 13/31 3200 336/332 MAX MAX MAX

Taiyuan

ZHHHILS / ILS 04/22 3400 342/335 MAX MAX MAX

Wuhan

ZLLLILS / ILS 18/36 3600 342/338 MAX MAX MAX

Lanzhou

ZLXYILS / ILS 05/23 3000 297/294 MAX MAX MAX

Xi’an

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Airport Name 772 / 3 332 / 3 300 / 10 320 / 1

ZSFZILS / ILS 03/21 3600 MAX MAX MAX MAX

Fuzhou

ZSHCILS / ILS 07/25 3600 MAX MAX MAX MAX

Hanghzhou

ZSJNILS / VOR 01/19 3600 MAX MAX MAX MAX

Jianan

ZSNJILS / ILS 06/24 3600 MAX MAX MAX MAX

Nanjing

ZSPD ILS / ILS 17/35 4000 MAX MAX MAX MAX

Shanghai - Pudong


ILS / ILS 17R/35L 3400 MAX MAX MAX MAX

ZSSSILS / ILS 18/36 3200 339/335 MAX MAX MAXShanghai -

Hongqiao

ZUUUILS / ILS 02/20 3600 MAX MAX MAX MAX

Chengdu

ZWSHILS / ILS 08/26 3200 MAX MAX MAX MAX

Kashi

ZWTNVOR / ILS 11/29 3200 272/268 212/209 162/MAX MAX/83

Hotan

ZWWWILS / ILS 07/25 3600 MAX MAX MAX MAX

Urumqi

ZYTLILS / ILS 10/28 3100 MAX MAX MAX MAX

Dalian

ZYTXILS / ILS 06/24 3200 303/300 MAX MAX MAX

Shenyang

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5.2.8 Area of Operations : North Atlantic / North America

ETOPS operations over the North Atlantic is applicable for B777 and A330 aircraft only. Thefollowing en-route alternates are declared.



Airport Name 772 / 3 332 / 3 300 / 10 320 / 1

BIKF ILS / ILS 02/20 3048 MAX MAX MAX MAX

Keflavik ILS / ILS 11/29 3052 MAX MAX MAX MAX

CYFBLOC / ILS 17/35 2621 MAX MAX MAX MAX

Iqaluit

CYEG ILS / ILS 12/30 3109 334/332 MAX MAX MAX

Edmonton Int’l ILS / ILS 02/20 3353 MAX MAX MAX MAX

CYHZ LOC / ILS 05/23 2682 MAX MAX MAX MAX

Halifax ILS / NON 14/32 2347 MAX MAX MAX MAX

CYJTNON / ILS 09/27 3048 MAX MAX MAX MAX

Stephenville

CYQX ILS / VOR 03/21 3109 MAX MAX MAX MAX

Gander ILS / NON 13/31 2713 MAX MAX MAX MAX

CYYR ILS / NDB 08/26 3367 MAX MAX MAX MAX

Goose Bay NONE 16/34 2920 MAX MAX MAX MAX

CYYT ILS / ILS 11/29 2591 MAX MAX MAX MAX

St. John’s ILS / NDB 16/34 2134 MAX MAX MAX MAX

CYOW ILS / LOC 07/25 2438 MAX MAX MAX MAX

Ottawa VOR/ILS 14/32 3048 MAX MAX MAX MAX

CYQBVOR/VOR 06/24 2743 281/278 MAX MAX MAX

Quebec

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Airport Name 772 / 3 332 / 3 300 / 10 320 / 1

CYQMNDB/ILS 11/29 2438 332 229/227 MAX MAX

Moncton

CYXEILS / NDB 09/27 2554 325/322 XXX XXX XXX

Saskatoon

CYVR ILS / ILS 08L/26R 3030 334/332 MAX MAX MAX

VancoverILS / ILS 08R/26L 3352 334/332 MAX MAX MAX

ILS / NON 12/30 2225 334/332 MAX MAX MAX

CYUL ILS / LOC 10/28 2134 MAX MAX MAX MAX

MontrealILS / ILS 06L/24R 3353 MAX MAX MAX MAX

ILS / ILS 06R/24L 2926 XXX/305 MAX MAX MAX

CYWG ILS / ILS 13/31 2652 MAX MAX MAX MAX

Winnipeg James Armstron Int’l ILS / ILS 18/36 3352 MAX MAX MAX MAX

CYYC ILS / ILS 10/28 2438 302/229 229/227 MAX MAX

Calgary Int’l ILS / ILS 16/34 3863 MAX 215/214 MAX MAX

CYYZ ILS / ILS 05/23 3242 MAX MAX MAX MAX

Toronto





EGAAVOR / ILS 07/25 2780 330/326 MAX MAX MAX

Belfast

EGPFILS / ILS 05/23 2658 313/308 MAX MAX MAX

Glasgow

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Airport Name 772 / 3 332 / 3 300 / 10 320 / 1

EGPKILS / ILS 13/31 2987 MAX MAX MAX MAX

Prestwick

EIDWILS / ILS 10/28 2637 327/323 MAX MAX MAX

Dublin

EINNILS / ILS 06/24 3059 291/288 MAX MAX MAX

Shannon

ENBOILS / ILS 07/25 2794 291/289 205/203 167/MAX MAX

Bodo

ENBRILS / ILS 17/35 2525 MAX MAX MAX MAX

Bergen

ENGM ILS / ILS 01L/19R 3600 MAX MAX MAX MAX

Oslo - Gardermoen ILS / ILS 01R/19L 2950 MAX MAX MAX MAX

ENZV ILS / VOR 17/35 2199 340/336 MAX/232 MAX MAX

Stavanger ILS / ILS 18/36 2495 340/336 MAX/232 MAX MAX

KATL ILS / ILS 10/28 2743 MAX MAX XXX XXX

Atlanta

ILS / ILS 08L/26R 2743 MAX MAX XXX XXX

ILS / ILS 08R/26L 3048 MAX MAX XXX XXX

ILS / ILS 09L/27R 3624 MAX MAX XXX XXX


KBOS NON/ILS 09/27 2134 MAX MAX XXX XXX

Boston

NON/NON 04L/22R 2148 MAX MAX XXX XXX



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Airport Name 772 / 3 332 / 3 300 / 10 320 / 1

KDFW NON / ILS 13L/31R 2553 MAX MAX MAX MAX

Dallas Fort Worth

ILS / VOR 13R/31L 2835 MAX MAX MAX MAX

ILS / ILS 17R/35 4085 MAX MAX MAX MAX


ILS / ILS 17C/35C 4085 MAX MAX MAX MAX


KIAD ILS / ILS 01C/19C 3505 305/302 MAX MAX MAX

Washington




KIAH ILS / ILS 09/27 3048 MAX MAX MAX MAX

George Bush Intercontinental

Houston




ILS / ILS 15R/33L 3047 251/249 217/215 MAX MAX

KJFK ILS / ILS 04L/22R 2638 MAX MAX MAX MAX

New York




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Airport Name 772 / 3 332 / 3 300 / 10 320 / 1

KMEM ILS / ILS 09/27 2727 MAX MAX MAX MAX

Memphis




KMSP LOC / LOC 04/22 2882 320/317 MAX MAX MAX

St. Paul Int’l Minne-apolis



LOC / ILS 17/35 2438 320/317 MAX MAX MAX

KPHL ILS / ILS 09L/27R 2896 MAX MAX MAX MAX

Philadelphia ILS / ILS 09R/27L 3202 MAX MAX XXX XXX

KRDU ILS / ILS 05L/23R 3048 MAX MAX XXX XXX

Raleigh Durham ILS / ILS 05R/23R 3048 MAX MAX XXX XXX

KSEA ILS / ILS 16L/34R 3627 MAX MAX XXX XXX

Seattle ILS / ILS 16C/34C 2873 MAX MAX MAX XXX

KSTL ILS / ILS 06/24 2241 253/250 196/193 150/154 MAX/76

Lambert - St Louis

ILS / ILS 11/29 2744 279/275 218/215 166/MAX MAX/86



KGEG ILS / ILS 03/21 2744 MAX MAX XXX XXX

Spokane Int’l NONE 07/21 2499 MAX MAX XXX XXX

KORD LOC/LOC 04L/22R 2286 MAX MAX MAX MAX

Chicago






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Airport Name 772 / 3 332 / 3 300 / 10 320 / 1

LPAZILS / VOR 18/36 3048 MAX MAX MAX MAX

Santa Maria

LPLAILS / ILS 15/33 3312 337/335 MAX MAX MAX

Lajes

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5.2.9 Area of Operations : West Africa

ETOPS operations over West Africa is applicable for A300, A310, A330 and B777 aircraftonly. The following en-route alternates are declared.



Airport Name 772 / 3 332 / 3 300 /10 320 / 1

DNAAILS / ILS 04/22 3610 MAX MAX MAX MAX

Abuja

DNMAILS / VOR 05/23 3000 MAX MAX MAX MAX

Maiduguri

DNMM ILS / NON5 18L/36R 2745 MAX MAX MAX MAX

Lagos ILS / VOR 18R/36L 3900 MAX MAX MAX MAX

DNKN ILS / VOR 05/23 2450 243/238 175 120/XXX MAX

Kano ILS / VOR 06/24 3300 MAX MAX MAX MAX

DRRNILS / VOR 09/27 3000 336/332 MAX MAX MAX

Niamey

FKKRILS / VOR 09/27 3285 XXX MAX MAX MAX

Garouda

FTTJILS / VOR 05/23 2800 NOT 224/221 MAX MAX

N’djamena

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TABLE OF CONTENTSAIRFIELD BRIEFINGS

CHAPTER 6

PAGE 1



CHAPTER 6 - AIRFIELD BRIEFINGS

6.1 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56.1.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

6.1.2 Example . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

6.1.3 Destinations Airfield Category Listing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

6.2 CATEGORY C AIRFIELDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136.2.1 Calicut . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

6.2.2 Kathmandu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

6.2.3 Sana’a. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

6.2.4 Seychelles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31

6.3 CATEGORY B AIRFIELDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 356.3.1 Algiers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35

6.3.2 Amman . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37

6.3.3 Athens . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41

6.3.4 Bangalore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43

6.3.5 Beijing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49

6.3.6 Beirut . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53

6.3.7 Damascus. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55

6.3.8 Dar Es Salaam . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57

6.3.9 Geneva . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59

6.3.10 Guangzhou . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63

6.3.11 Hong Kong . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69

6.3.12 Houston. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73

6.3.13 Hyderabad . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77

6.3.14 Khartoum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81

6.3.15 Lagos . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85

6.3.16 Madrid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89

6.3.17 Mashhad . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93

6.3.18 Moscow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95

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6.3.19 Mumbai . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101

6.3.20 Nairobi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105

6.3.21 Newark . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109

6.3.22 New York . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117

6.3.23 Peshawar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129

6.3.24 Shanghai . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133

6.3.25 Tehran . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137

6.3.26 Thiruvananthapuram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 139

6.3.27 Tunis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141

6.3.28 Washington . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145

6.3.29 Zaragoza . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151

6.3.30 Zurich . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155

6.4 CATEGORY A AIRFIELDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1576.4.1 Abu Dhabi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157

6.4.2 Ahmedabad . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159

6.4.3 Alexandria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161

6.4.4 Amsterdam . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163

6.4.5 Bahrain. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167

6.4.6 Bali . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 169

6.4.7 Bangkok . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 173

6.4.8 Berlin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 177

6.4.9 Cairo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 181

6.4.10 Cape Town . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185

6.4.11 Casablanca . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 187

6.4.12 Chennai . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 191

6.4.13 Cochin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 193

6.4.14 Dammam . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 195

6.4.15 Delhi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 197

6.4.16 Dhaka. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201

6.4.17 Doha. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203

6.4.18 Dubai . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207

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6.4.19 Frankfurt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211

6.4.20 Hochiminh . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 213

6.4.21 Islamabad . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 219

6.4.22 Istanbul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 223

6.4.23 Jakarta . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 225

6.4.24 Jeddah . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 229

6.4.25 Johannesburg . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 233

6.4.26 Karachi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 237

6.4.27 Katunayake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 239

6.4.28 Kuala Lumpur . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 241

6.4.29 Kuwait . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 243

6.4.30 Lahore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 245

6.4.31 Lapu-lapu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 247

6.4.32 London - Gatwick . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 249

6.4.33 London - Heathrow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 253

6.4.34 Luxembourg . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 259

6.4.35 Luxor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 263

6.4.36 Male . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 265

6.4.37 Manchester . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 267

6.4.38 Manila . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 271

6.4.39 Milan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 275

6.4.40 Munich . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 279

6.4.41 Muscat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 281

6.4.42 Nagpur . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 283

6.4.43 Osaka . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 287

6.4.44 Paris . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 291

6.4.45 Riyadh. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 295

6.4.46 Rome . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 297

6.4.47 Seoul. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 299

6.4.48 Sialkot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 303

6.4.49 Singapore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 307

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6.4.50 Stockholm. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 311

6.4.51 Tripoli . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 315

6.4.52 Vienna . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 317

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INTRODUCTIONAIRFIELD BRIEFINGS

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6.1 INTRODUCTION

6.1.1 General

• Airfield Briefing :

Airfield briefings are predicated on normal operations and based on the best informationavailable at the time. Nothing contained in the briefings should override the application ofgood airmanship and common sense nor override the requirement of any applicableState Regulations.

Warning: It is imperative that briefings be read in conjunction with current Jeppesendocumentation and that where any conflicts exists, Jeppesen takes priority.

Qatar Airways has categorised the airfields according to their operational complexity,based upon an assessment of their terrain characteristics and minimum safe altitude,approach aids and approach procedures, seasonal weather conditions, performance lim-itations, and any other unusual characteristics. These are :

1) Category A aerodromes satisfy all of the following requirements :

– An approved instrument approach procedure,

– At least one runway with no performance limited procedure for take-off and/or landing,

– Published circling minima not higher than 1000 feet AGL, and

– Night operations capability.

2) Category B aerodromes do not satisfy the Category A requirements or require extraconsiderations such as :

– Non-standard approach aids and/or approach patterns, or

– Unusual local weather conditions, or

– Unusual characteristics or performance limitations, or

– Any other relevant considerations including obstructions, physical layout, lighting ... etc.

Prior operating to such aerodrome, the Commander shall be briefed, or self briefed.

3) Category C aerodromes require additional considerations to Category B aerodromes.

These aerodromes have a significant factor affecting the complexity and workload of theflight. The Commander shall undergo training and briefing before flying into these aero-dromes. The training may be in the form of a simulator or a visit flight into that aerodrome.

Take-off and landing at these aerodromes shall be done by the Captain only.

This chapter is arranged in priority of categorisation order (i.e. Category C, B then A).

Note: The arrival and departure procedures are in addition to the Jeppesen charts.

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• Destination Alternates :

The choices of alternate airports for each destination is given at the end of each airfieldbriefing and are listed in alphabetical order.

Airports listed here are based on the assumptions below, which do not preclude the selec-tion of any other airports as alternate after taking into consideration that the deviation fromthe prescribed criteria meets the regulatory requirements. When an airport, which is notlisted, is selected as alternate, in exceptional cases, the responsibility for ensuring avail-ability of the Jeppesen charts in the aircraft library and performance data in LPC beforecommencement of the operation rests with the person exercising this option. Companypreferred alternate airports are presented in Bold and Italics. Standard flight planningpolicy will ensure the closest selected alternate airport in terms of fuel in the OFP, ensur-ing that the planning minima are met. When the destination forecast indicates weatherconditions to be marginal (means a high probability of diversion), then it is the responsibil-ity of the Commander to uplift fuel for the preferred alternate, payload permitting.

Note : For the Bombardier-Challenger fleet, all briefings given in this chapter areapplicable without limitation. Minimum RFF for destination is CAT-4 and foralternate and en-route is CAT-3.


– Jet fuel availability.– Runway width of 45 m or better.

– LDA of 2100 m or better.

– Airport operations available H24 (unless otherwise noted). Approved permission foroperations outside published airport operating hours, where granted, is stated forindividual airports.

– Fire category of not less than one step below the required category for the aircraft type.– No category C airport.– A turning loop or exit at the end of the runway is available unless the runway width is

60 m or better.

– All circling approaches are under PANS OPS criteria.– Max Pavement Weight for aircraft type is considered and may result in landing at a

weight higher than that declared in the airport directory. In such cases, Qatar Airwayshas been granted approval to operate at higher weights by the concerned authority.However, for Alternate Airports PCN is not limiting in case of an emergency.


Note : For the Bombardier-Challenger fleet and due to the potential worldwideoperations, below technical requirements must be verified for authorization by theSenior Vice-President QTR Executive Jet :

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– RFF CAT-4 (destination) and CAT-3 (alternate/en-route)– PCN 17R or 15F (R: Rigid and F: Flexible)

– Runway Length Available : Takeoff = 1900m and Landing = 1600m** For operations beyond these runway requirements, an specific analysis must be doneby QTR Flight Operations Engineering Department

– Runway Width 30m– Taxi Way Width 11m.

Notification of errors or suggestion for content shall be conveyed by Journey Log, PilotVoyage Report or by the e-mail to [email protected], so it can be reviewedand analysed. Notified errors or suggestion to Category B and C aerodromes will be revisedon a priority basis, however Category A aerodromes will be revised as per the normalrevision process of the manual.

6.1.2 Example

(1) : Destination / Alternate airports with the following details :

– RFF : Available fire category at the airport for the aircraft.




(5) : Represents the weight of the airplane in tons for the runway. MAX means maximumstructural take-off weight, NOT / N means not allowed due to “PCN”, “RFF” or theaircraft movement limitations i.e. taxiways, parking stand … etc (applicable for A346only). XXX means structural take-off weight not yet defined.

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6.1.3 Destinations Airfield Category Listing

The table below indicates the destination airfields category listing :

NAME OF THE AIRFIELD CATEGORY PAGE NO.

Abu Dhabi A 157

Ahmedabad A 159

Alexandria A 161

Algiers B 35

Amman - Queen Alia B 37

Amsterdam A 163

Athens - Eleftherios Venizelos B 41

Bahrain A 167

Bali A 169

Bangalore B 43

Bangkok - Suvarnabhumi A 173

Beijing B 49

Beirut - Rafik Hariri B 53

Calicut C 13

Berlin - Tegel A 177

Cairo A 181

Cape Town A 185

Casablanca A 187

Chennai A 191

Cochin A 193

Damascus B 55

Dammam A 195

Dar-Es-Salam B 57

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Delhi A 197

Dhaka A 201

Doha A 203

Dubai A 207

Frankfurt - Main A 211

Geneva B 59

Guangzhou B 63

Hong Kong B 69

Hyderabad B 77

Hochiminh A 213

Houston B 73

Islamabad A 219

Istanbul - Ataturk A 223

Jakarta - Soekarno A 225

Jeddah A 229

Johannesburg A 233

Karachi A 237

Katanayake A 239

Kathmandu C 19

Khartoum B 81

Kuala Lumpur A 241

Kuwait A 243

Lagos B 85

Lahore A 245

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Lapu Lapu A 247

London - Gatwick A 249

London - Heathrow A 253

Luxembourg A 259

Luxor A 263

Madrid - Barajas B 89

Male A 265

Manchester A 267

Manila A 271

Mashhad B 93

Milan - Malpensa A 275

Moscow - Domodedovo B 95

Mumbai B 101

Munich A 279

Muscat A 281

Nairobi - Jomo Kenyatta B 105

Nagpur A 283

Newark B 109

New York B 117

Osaka - Kansai A 287

Paris - Charles-De-Gaulle A 291

Peshawar B 129

Riyadh - King Khalid A 295

Rome - Fiumicino A 297

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Sana’a C 27

Seoul - Incheon A 299

Seychelles C 31

Sialkot A 303

Shanghai - Pudong B 133

Singapore - Changi A 307

Stockholm - Arlanda A 311

Tehran - Imam Khomaini B 137

Thiruvananthapuram B 139

Tripoli A 315

Tunis B 141

Vienna A 317

Washington B 145

Zaragoza B 151

Zurich B 155

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CATEGORY C AIRFIELDSAIRFIELD BRIEFINGS

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6.2 CATEGORY C AIRFIELDS

6.2.1 CALICUT (VOCL) - INDIA

Name of Airport : Calicut

6.2.1.1 Airfield Data

(*) RFF 9 available with prior notice.

6.2.1.2 Curfew / Slot limitations

H24 (Consult Notams for temporary closures).

6.2.1.3 General Warning, Cautions and Notes

Caution: Runways are influenced by up/downhill slopes of 0.73%.

Caution: Apron D NOT SUITABLE for Parking.

6.2.1.4 Terrain

The airport is surrounded with hills, valleys, and man-made obstacles located as follows:

– Hilltops with elevation of 832ft and 827ft located on bearings 060º & 110º at a distanceof 1.8 & 2.5nm from ARP.

– Two man-made obstacles with elevations of 1163ft and 1577ft on bearings 116º &129º at a distance of 3.9nm from ARP.

Terrain with elevations 3800ft and above, located in approach funnel of RWY28 at 25nm andbeyond. Nearest hill of this range with top elevation 3819ft AMSL located at 26nm on bearing098º.

6.2.1.5 Air Traffic Control

Procedural control is used. During times of holding, aircraft not released from hold untilprevious aircraft has landed. It takes 10mins to fly a full ILS procedure to RWY28.

Communication with Fire Station : via ATC tower.

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

8* VOR/ILS 10/28 2860 NOT NOT MAX/NOT MAX MAX

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6.2.1.6 Weather

General

Airport is subject to low ceiling conditions (early morning fog or Low cloud conditions) and thiscombined with RWY28 high operating minima may result in extensive holding.

Southwest Monsoon : June - September.

Heavy rain and thunderstorm activity. Visibility is seldom restricted, except during periods ofheavy rains/thunderstorms.

Northeast Monsoon : September - October.

Rain and thunderstorm activity.

November - May :

Generally clear skies with good visibility. Dec. to Mar - temperature range from 18ºC to 30ºC,reaching maximum in May.

6.2.1.7 Arrival Procedures

• Runway 10/28 - Requires backtracking which may result in holding.

• Circle to land - “Prohibited South of RWY” due terrain.

• Over-run - Both RWY ends have significant vertical drops.

Runway 28 Arrival

Morning arrivals can expect RWY28. Due surrounding terrain, RWY28 published landingminima is higher than standard ILS minima. Significant terrain (left side) is close to approachflight path. Terrain is marked by “lighted poles”.

NAV Aids

• ILS / Glide Slope : “Oscillation” of “GP” may occur when an aircraft is turning at thresholdturning pad.

Below 200ft G/S is unreliable (Crew report -Nov/08)

• PAPI : Very poor and discolored (Crew report - Nov/08)

Lighting - Approach and Runway

• Lead-in Lighting (LDIN) : Three (3) Sequence flashing light units. Middle light is offset16m to the right.

• Approach Lights : Simplified high intensity (SALS) – 150m in length.

Runway 10 Arrival

• Touch-down point is on an up-slope, resulting in potential hard landing.

• Approach Lights : Simplified high intensity (SALS) – 150m in length.

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6.2.1.8 Ground Maneuvering

In general aerodrome lighting is very poor. Early morning, the apron area is extremely busy,resulting in aircraft being parked on “TWY C”.

Runway

Apron

6.2.1.9 Departure Procedures

No SIDs published. Initial departure clearance, expect 6,000ft.

• RWY10 - Take-off weight penalty possible

• RWY28 - Preferred runway for take-off

6.2.1.10 Destination Alternates

• Surface Runway pavement is rough and in poor condition

• Slope Runway 28 - Significant upslope, see attached pictures

• Turning Pads “Old marking” still visible (Crew Report Nov 08)

• Marking Parking stand numbers difficult to see (Crew Report Nov/08)

• Apron Lighting Apron flood lights can make it difficult to see Marshaller until close-in.

ICAO RFF IAP RWY LDA (m)


Location 332 300 / 10 320 / 1

VOBL 9ILS/ILS 09/27 4000 MAX MAX MAXNew

BangaloreVOCI 8*

VOR/ILS 09/27 3400 MAX MAX MAXCochin

Note : RFF upgradeable to RFF CAT 9 upon request.VOMM 9

ILS/ILS 07/25 3658 MAX MAX MAXChennai

VOTV 8VOR/ILS 14/32 2992 226 MAX MAXThiruvan-

thapuram

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6.2.2 KATHMANDU (VNKT) - NEPAL

Name of Airport : Tribhuvan International


6.2.2.2 Curfew / Slot Restrictions

From 15 Nov to 15 Feb : 0045 - 1845 UTC.

From 16 Feb to 14 Nov : 0015 - 1845 UTC.

An extension may be granted provided Qatar Airways submits a written request with prior co-ordination with our handling agent (Royal Nepal Airlines).


Caution: Aircraft are not permitted to take-off or land if VOR or DME is inoperativeregardless of weather condition.

Caution: Operation of A333 is approved with the lower RFF, as per Operations Manual,Part A : General/Basic, Chapter 8.1.2.1.

Caution: There have been violent Anti-government protests, all crews should exercisecaution whilst in the city.

Caution: Fully managed approaches are not authorized

Note: All Take-offs and Landings shall be performed by Captains Only.

Note: Tailwind component for take-off and landing is limited to 10 kts.

Note: Fuel tankering is not allowed if the landing weight needs to be restricted due toflight safety (adverse weather i.e. tailwind, wet Runways or performancedegradation i.e. brake, thrust reverse and/or spoiler inoperative).

Note: Beware of animals and unauthorised people on the Runway.

Note: During any suspected birds activities do not hesitate to request the airportauthorities for Runway inspection.

Note: Reports have indicated the visibility reported by the tower is unreliable.

ICAO Code

RFF IAP Runway LDA (m)


Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

VNKT 8VOR / NON 02/20 2930 NOT NOT MAX MAX MAX

Kathmandu

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6.2.2.4 Terrain

The airport is situated at 3 NM East of city in the heart of valley with an elevation of 4390feet AMSL and is surrounded by mountainous terrain in all quadrants.

North : A man made structure on high terrain rises to 4794 feet AMSL within 5 NM andTerrain up to 8693 feet AMSL within 7 NM.

Northeast : A terrain high point rises to 7805 feet AMSL within 8 NM.

East : A terrain high point rises to 5440 feet AMSL within 6 NM, and 7805 feet AMSL within9NM.

South - Southeast : A terrain high point rises to 9285 feet AMSL within 10 NM.

West - Southwest : A terrain high point rises to 8365 feet AMSL within 8 NM.

Northwest : A terrain high point rises to 6890 feet AMSL within 7 NM.

Beyond 35 NM Northwest clockwise through East – Southeast lies the Himalayan Mountainrange with peaks of 25000 feet AMSL to more than 29000 feet AMSL (Mount Everest)


The standard of ATC is average. English at times is hardly adequate, requiring terminology tobe kept simple.

Inbound : Call Delhi or Kolkata ATC for traffic information affecting yourdescent and coordinate your descent with Varanasi on VHF 132.4.Contact KTM on 126.5/120.6 or 124.7/125.1 when within VHF rangefor flight instructions.

Outbound : Request the ADC and FIC numbers from Ground as soon as you areon-board (before departure) to avoid delays. If the communicationbetween Ground and Kolkata is not available then the Crew shouldcall Delhi / Kolkata on HF Radio 10018/10066/5658/ and 6556 or askAirport Services Manager to call Flight Dispatch at Doha to obtainADC and FIC numbers.

Caution: Follow ATC descent clearance instructions but do not descent below MinimumSafe Altitude.

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6.2.2.6 Weather

climate is subtropical and is influenced by the Himalayan Mountains. The mountains act as abarrier separating the continental air mass to the north and the tropical air mass to the south.

Late May to early June is the pre-Monsoon period, generally dry and good but with fewintense thunderstorms and some low clouds. The visibility is occasionally 6 to 8 kms withmist. The temperature is hot and can reach 34ºC. The wind easterly, southeasterly andSouthwesterly.

Mid June to Mid September is the monsoon period. Weather is stable with heavy rainactivity at night with few thunderstorms and some low clouds, wind is variable from East,Southeast and Southwest, generally between 5 to 10 kts with visibility of 8 to 10 kms.

Late September to Mid October is the post monsoon period. Weather is generally verygood and clear with very few thunderstorms in late afternoons and the nights can beexpected with presence of low clouds. Visibility is generally 10 kms, but morning mist can beexpected with a visibility of 2 to 3 kms at some few occasions.

Mid October to end February is the winter season. Weather is generally good with clearskies most of the times with one or two rainy periods, (moderate rain) for about 12 to 36 hoursduring the season, with temperature of approximately -2ºC in the morning and maximum of18ºC in the afternoons (in December, January and February). The visibility is good during theday but fog is expected at night and morning, clearing by 0930 to 1130 local time. Low cloudscan also be expected. Light fog is expected from early October to mid November and densefog from mid November to end of February.

Early March to end of May is the dry season. Weather is dry, unstable and hot withtemperature up to 34ºC, thus resulting in a very frequent and intense activity ofthunderstorms starting late afternoon, evening for only few hours with heavy clouds cellsmoving fast. Low clouds are expected. Surface wind in these conditions can reach 30 to 40kts (max 55 kts).

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6.2.2.7 Arrival Procedure

Caution: Circling and Visual approaches are prohibited.

FMS / FMGS accuracy check must be performed at Top of Descent (TOD), 50 NM and 25NM from the airport.

Insert speed restriction 250 kts below FL150, and for the A330 insert speed restriction ofF-speed at RATAN.

At TOD fuel in the trim tank should be transferred FWD (A300).

If holding is required to lose altitude or for traffic, it is recommended to hold at NOPEN(16 DME on radial 202) with max speed 230 kts. Do not accept any altitude below MSAuntil established on the inbound radial.

PF must monitor ROSE VOR (ARC for A300), PNF must monitor ARC (MAP for A300).

Aircraft must be fully configured before 16 DME (for the A330, refer to the proceduresgiven below).

Selection of FPA or V/S should be lead by 0.3 NM.

Note: Due to altitude constraint profile, high Rate of Descent is required during theapproach phase, especially between 10 DME and 5 DME KTM. For FPA andV/S refer to the Jeppesen approach charts.

Note: If in doubt at any stage during approach, do not hesitate to go around andstart again.

The aircraft must be stabilized before reaching MDA.

Use of auto brake, as appropriate is recommended.

PAPI installed on Runway 02 unusable beyond 2.5 NM from Runway Threshold due tohigh terrain.

Note: The runway has a pronounced hump that gives the impression of a shortrunway.

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Caution: Strict control and monitoring of airspeed and flight path is imperative, if the pilotjudges that it will not be possible to start the flare at the correct height with thecorrect attitude, sink rate, and thrust, or the pilot starts to feel “out of the loop”,then it is time to perform a go-around. While this caution and the followingprocedures are applicable at all time, they are reiterated here for emphasis.

• Auto Thrust (FBW) : Thrust corrections, in particular with A/THR ON, could lead enginesto temporarily reduce thrust to idle, which may not be desirable close to the ground if theaircraft level of energy is low. Therefore, in turbulent conditions and when flying manually,if conditions are such that a large speed decrease is anticipated (idle thrust), the pilotmay, above 100 feet RA, move the thrust levers slightly above CL detent to reduce theA/THR response time. This will temporarily deactivate and arm the A/THR. As soon aspositive acceleration is achieved, and before the thrust becomes too high, the pilotshould move the thrust levers back to CL detent to resume A/THR operations.

a) Above 100 feet, this possibility should be used in exceptional circumstances (difficultenvironmental conditions) and should not become a routine flying technique.

b) Below 100 feet, moving the thrust above the CL detent will result in A/THRdisconnection.

c) In an engine out situation, moving the thrust lever(s) above the MCT detent(s) shouldbe done carefully, so as not to trigger the GA mode.

• Manual Thrust : The A/THR provides the best protection against airspeed excursionsand its use is therefore recommended even in turbulent conditions, unless thrustvariations become excessive or conditions are such that a large speed decrease withengines at idle is anticipated, then the PF may take over thrust manually to recover thespeed target and continue the approach in manual thrust.

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The A330 fleet has two configuration, they are :

– the aircraft which inhibits Speedbrake (SPD BRK) to be used with Flaps Full (onlyACA, ACB, ACC, ACD, ACH, AFN, AFO); and

– rest of the fleet which allows the use of SPD BRK with Flaps Full.

Selection of FPA should lead by 0.3 NM. The below procedures apply to the relevant fleetconfigurations.

Note 1: Why this configuration at NOPEN ?

– CONF3, because the Flight Control Primary Computer (FCPC) logicsenables to extend the SPD BRK in this configuration, which is needed tocope with the very steep of “6.11°” segment.

– VLS, because in the 6.11° path, the IAS increases by around 25 kts. Thusthe IAS at the end of this segment will be 7 kts to 10 kts, lower than F-SPD was flown on the previous segment. This explains why speed isselected prior NOPEN at VLS.

– Why should SPD BRK only be extended once FPA 6.11° is established?This is to allow the aircraft to be properly established on the right descentpath angle without being disturbed by the SPD BRK extension. The effectof the SPD BRK extension on the descent path is negligible, once theaircraft is established on it. Additionally this prevents any thrust increasedue to VLS rising because of SPD BRK.

Position ACA, ACB, ACC, ACD, ACH, AFN, AFO (Note 1)

Rest of the fleet

Before reaching NOPEN

CONF 3 – Gear Down, SPD selected at VLS

CONF FULL – Gear Down, SPD managed at VAPP

NOPEN FPA 3.1º

10 DME KTM FPA 6.1º

Once the aircraft sta-bilized at FPA 6.1º

Extend SPD BRK as required

The aircraft speed will increase due to steep descent

IAS > F-SPD MANAGE SPD N/A

5 DME KTMFPA 3.2º

The aircraft speed will decrease due to reduction of descent rate.

IAS VLS + 10 : RETRACT SPD BRK, SELECT CONF FULL

VAPP + 5 : RETRACT SPD BRK

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– Why MANAGE SPD when IAS > F? Managed Speed will be needed on the thirddescent segment in order to automatically decelerate back to VAPP for landing.Consequently this action done at that time has no effect on the thrust (idle at this timesince speed target cannot be maintained) and is done in a lower workload phase.

– Why select CONF FULL so late? On the above A330s, the FCPC logic is such thatSPD BRK extension is inhibited with CONF FULL. Consequently since a 25 ktsdeceleration is required on the last segment, it is better to keep CONF 3 – SPD BRKextended till VLS + 10. When the aircraft reaches VLS + 10 (Thrust is still IDLE), SPDBRK are retracted (VLS then decreases) and CONF FULL may be selected, in orderto reach VAPP.

Note 2: The maneuvering speeds (GD, S, F) have never been defined as the lowestspeed of the authorized speed envelope, and it is obviously allowed to flybelow those speeds provided the A/C speed remains above VLS.

VLS is the lowest selectable speed, with A/THR engaged, and it is the lowestallowed speed in the AUTHORIZED flight envelope; it is equal to 1,23 VS1g.

Flying at VLS is safe, since this speed provides the required aerodynamicmargin above stall, keeping in mind that, additionally, the airplane isprotected by the flight controls law.

At VLS of a given configuration, it has been demonstrated that the aircraftcan be banked to 40° without triggering a floor or a max protection.


Limited parking stands available for wide-bodied aircraft. Stands 4 to 7 are authorised forparking provided adjacent stands are vacant. Where doubt on wing tip clearance exists,request ground assistance.


The special EOSID shall be selected in the Secondary flight plan (FMS).

Disregard 'EO acc alt' from LPC result. Use Acceleration Altitude as indicated on custom-ized Jeppesen Charts 10-7 / 10-7A.

In case of Engine out departure, navigation accuracy is extremely important. The bank islimited to 15° below maneuvering speeds with the autopilot engaged (for the FBW familyunless V2 is close to maneuvering speed (S or F) for more details refer to 4.04.30 Pg 6).If greater bank angles are required then reversion to manual flight should be applied(FBW Family).

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6.2.2.10 Other Information

Take-off Alternate :

For A300 / A330 Dhaka (VGZR) and Kolkata (VECC) can be used.

For A320 Family Dhaka (VGZR), Kolkata (VECC) and Lucknow (VILK) can be used.


ICAO Code



Location 332 / 3 300/10 320 / 1

VECC 8 VOR/VOR 01L/19R 2749 178/176 140/142 MAX/80

Kolkata ILS/ILS 01R/19L 3200 MAX MAX MAX

VGEG 7VOR/ILS 05 / 23 2940 230/N MAX MAX

Chittagong

VGZR 9ILS/VOR 14/32 3200 MAX MAX MAX

Dhaka

VIDP 9 VOR/ILS 09 / 27 2661 MAX MAX MAX

DelhiILS/ILS 10 / 28 3810 MAX MAX MAX

ILS/ILS 11/29 2820 MAX MAX MAX

VILK 6VOR/ILS 09/27 2585 NOT NOT MAX

Lucknow

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6.2.3 SANA’A - YEMEN

Name of Airport : Sana’a International



Caution: Airfield elevation gives a high TAS thus large Radius of turn.

Note: Large birds in vicinity of airport.

Note: At TOD fuel in the trim tank should be transferred FWD (A300).

Note: Fuel tankering is not allowed if the landing weight needs to be restricted due toflight safety (adverse weather i.e. tailwind, wet Runways or performancedegradation i.e. brake, thrust reverse and/or spoiler inoperative).

Note: Crew to be Familiarised with High Density Altitudes in chapter 4.

6.2.3.3 Terrain

The airport is situated on a salt flat, 7237 feet above sea level and is surrounded bymountains on the West, South and East up to 3500 feet above airport elevation. Small hillsapproximately 300 to 500 feet above airfield level are in the circuit area.


Control from Sana’a extends up to FL 300; Jeddah ACC exercises control above FL 300.Call Sana’a for traffic information well before top of descent and before ATC hand-over.

The standard of ATC and English encountered can be poor. Use standard and simplephraseology to reduce the possibility of confusion.

Caution: A careful check of descent clearances against MSAs is required.

An accident in 1987, involving a landing helicopter and a fighter aircraft taking off, highlighteda split between civil and military ATC. Civil ATC is conducted in English while Military ATC isconducted in Arabic. The military is supposed to listen out to Civil ATC and make use of gapsin civil traffic for military movements.



Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

OYSN 9ILS/VOR 18/36 2977 XXX XXX/NOT NOT MAX MAX/N

Sana’a

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6.2.3.5 Special EOSIDS

a) At Landing

Shall be used any time the pilots are executing missed approach with single engine inaccordance to Runway 18 or Runway 36.

b) At Take-off (provided the decision is made to return to Sana’a)

For Runway 36: Refer to Jeppesen Chart 10-7 with the following procedure to be flown afterentering the hold over AN NDB at 9600ft : Leave AN NDB to join left downwind descending tothe circle to landing MDA to do the circle to land approach.

For Runway 18: Refer to Jeppesen Chart 10-7 with the following procedure to be flown afterentering the hold over AN NDB : Continue climbing in the hold until achieving your MSAwhich is 11200ft and then proceed to NIBAL to carry out either the ILS DME or the VOR DMEapproach.

6.2.3.6 Weather

June to September: The dominant feature is thunderstorms. The CBs can build up aroundmid-day causing heavy rain and associated turbulence. They normally die down in theevening. The mornings are relatively clear of CB activity. The highest ambient temperaturesoccur during June, July and August. The maximum average being around 28ºC. The lowesttemperatures occur during November to January, and the minimum average 8ºC. Theprevailing wind is Northerly, but will be erratic during thunderstorm activity.


Caution: Windshear has been experienced on final approach for both runways.Thunderstorms and Dust Devils have the potential to generate severe shear.

Caution: Pilot reports indicate that the aircraft tracks to the left of the runwaycentreline on the ILS Runway 18.

Warning: Circling is prohibited to the East of airfield.

Warning: Runway 18, missed approach procedure requires 3.4% gradient.

Note: Visual approach - delay can be expected due separation.

Note: Entry to Parking stand 26, the turn is tight, caution advised.

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Preparation for Approach:

– Insert speed limit of 250 Kts and FL 200 for descent.

– Seat belts SIGN ON not later than top of descent.

– Use Auto brake as required.

– Use of Reverse Thrust as required.

– Aircraft must be at F-Speed before FAF for Runway 18.

– Aircraft must be at F-Speed on the ARC for Runway 36.

Note: if required select BRK FAN ON after vacating the runway.

Order of Preferred Approaches :

• In IMC or Night :

– ILS or VOR to Runway 18 with 10 kts of tailwind or less.

– ILS or VOR to Runway 18 to circle to land for Runway 36.

– VOR DME-A Runway 36, circle for Runway 36. (No straight-in approach isallowed)

• In VMC Day Light :

– ILS or VOR to Runway 18 to circle and land for Runway 36.

– Visual Approach using Jeppesen Chart 19-10 provided that visual contact must beestablished with the terrain no later than 10 DME. Ensure that you start yourapproach initially on the VORDME-A until 13 miles inbound on course 359. Thenfollow the profiles on Jeppesen chart 19-10.NB: On the visual approach the stabilization criteria must be met by 5.5 nms, whichrepresents 1000ft. If you are not stable at this point, carry-out a go-around.

Note: Tyre speed limitations must be observed if landing with a tailwind componentat or above 10 kts (10 kts or above).


All Engine acceleration altitude is 10,000 feet.

Limit speed to Green dot till MSA.

If weather is hot or APU Bleed pressure is low consider Manual Engine start.

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Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

HDAM 7VOR/ILS 09/27 2928 XXX XXX/NOT MAX/N MAX MAX

Djibouti

OEJN 9 ILS/ILS 16C/34C 3303 313/308 MAX/369 MAX MAX MAX

JeddahILS/ILS 16L/34R 3690 MAX MAX MAX MAX MAX

ILS/ILS 16R/34L 3803 313/308 MAX/369 MAX MAX MAX

OYAA 9ILS/NDB 08/26 3100 XXX XXX/MAX MAX MAX MAX

Aden

OYRN 7CIR/VOR 06/24 3000 XXX XXX/NOT MAX/N MAX MAX

Mukalla

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6.2.4 SEYCHELLES (FSIA) - SEYCHELLES

Name of Airport : Seychelles International



Caution: Uplift of Potable water is authorized.

Warning: Isolated Areodrome operations not allowed to this airport. At least onedestination alternate shall be included in flight plan.

6.2.4.3 Terrain

The airfield is located at the East coast of Mahe, the largest island in the Seychelles groupwith an elevation of 10 feet.

Terrain on Mahe reaches 2969 feet AMSL at only 5 NM WNW. 21 NM NW is an island with apeak to 2467 feet AMSL and 25 NM NE is another reaching 1261 feet AMSL. Closer in anddominating the airfield the terrain rises rapidly to 1834 feet AMSL at less than 1 NM SW of theairfield. The approach to Runway 31 is over the sea but immediately to the right of thethreshold is a hill to 203 feet AMSL marked by four red hazard lights. To the left is the rapidlyrising terrain to the SW. Aircraft landing on Runway 13 or taking off from Runway 31manoeuvre through a 2 NM wide gap formed by St. Annes Island (827 feet AMSL) and theNE point of Mahe (1503 feet AMSL). 1.5 NM NNW of the Runway 13 threshold is Cerf Island(354 feet AMSL). There is a possibility of GPWS activation if flying at the safety altitude overthe terrain to the West.


The Air Traffic Control is generally very good.

The VFR traffic are not controlled by the ATC, this affects arrival IFR traffic East of the airfieldfor visual procedures.

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

9 VOR / ILS 13/31 2682 333 / 329 MAX/MAX MAX MAX MAX

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6.2.4.5 Weather

The weather is generally hot and humid. There are two seasons – the Northwest Monsoonand Southeast Monsoon.

The Northwest monsoon start from late October to mid May. It is normally the wet season.This season is normally characterised by generally light and variable winds out of theNorthwest to the East. The humidity is high approximately 85%. Afternoon CBs with torrentialrains are common but usually do not last longer than an hour. Cloud bases can be as low as1000 ft.

The Southeast monsoon start from May to October. This is normally the dry season with quitelong periods of drought. The winds during this season are much stronger 15 to 25 kts. Thehumidity is slightly lower than in the Northwest monsoon. Cloud bases range from 2000 ft to3000 ft although they can be lower during rain showers.

Weather for SEZ can be obtained from HF frequencies.


Approaches to Runway 13 are visual only.

Caution: Turbulence may be experienced on both approaches, particularly with windfrom westerly quadrants. Downdraft can be severe on short final Runway 13.

When circling through the 2 NM gap to Runway 13, use extreme caution, and in particularnote that a strong SE wind will drift the aircraft towards the high ground of the mainland.

Warning: When circling do not exceed 6 DME ARC due to proximity of high groundWest and Northwest of airfield.

Note: The PAPI installed for Runway 13 is offset 5º to the Northeast and should notbe used beyond 2.6 NM from the threshold.

Final approach to Runway 13 is made quite close to the islands cliff face. Turbulence anddowndraft must be anticipated and will vary from light to severe; the most adverse conditionsbeing strong gusting SW winds. Closer in on finals, be prepared for sudden 140º - 240º atover 15 kts (over 20 kts windshear has been encountered with a surface speed of 15 - 20kts). Strong up and downdraft often occur during these conditions on the latter stages of theapproach and along the Runway.

The approach to Runway 31 is over water and with NW winds there can be funneling effectdue to the two hills and other high ground adjacent to the threshold, creating downdraft and toa lesser extent, turbulence. Evidence of possible turbulence will be indicated by rough,disturbed patches of sea close to the shoreline.

Note: It is recommended to use ILS of Runway 31 up to MAX 15 kts Tail WindComponent instead of circling procedure (applicable for A319 and A320aircraft only).

Caution: Glide Slope for ILS 31 fluctuates in the last 300 feet.

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NIL

6.2.4.8 Departure Procedures:

Take-off minima is the applicable landing minima as no Take-off alternates are available.


ICAO Code



Location 332 / 3 300 320 / 1

FIMP 9ILS / VOR 14/32 3040 MAX MAX NOT

Mauritius

HKJK 9ILS / VOR 06/24 4117 MAX MAX MAX

Nairobi

HKMO 9VOR / ILS 03/21 3350 MAX MAX MAX

Mombasa

HTDA 9ILS / VOR 05/23 3000 MAX MAX MAX

Dar Es Salaam

HTZA 7NON / DME 07/27 2460 NOT 165/MAX MAX/85

Zanzibar

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CATEGORY B AIRFIELDSAIRFIELD BRIEFINGS

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6.3 CATEGORY B AIRFIELDS

6.3.1 ALGIERS (DAAG) - ALGERIA

Name of Airport : Houari Boumediene International



Caution: Birds in vicinity of airport.

6.3.1.3 Terrain

The airfield is located 10 NM East-Southeast of Algiers and 4 NM inland with an elevation of82 feet. The Tell Atlas mountain range starts to rise 4 NM South and Southeast of the airfieldwith a spot height to nearly 1550 feet ASL 6 NM South and just over 2000 feet ASL 15 NMEast. Beyond this peaks to nearly 5000 feet ASL can be found within 25 NM to theSouthwest, South and Southeast.

Within the city, built on high hills, are areas of high obstacles reaching 1325 feet East and1510 feet Northwest within 10 NM.


The standard of ATC is average. Use standard phraseology. French phraseology is usedfrom time to time.

Note: Charts are in metric but ATC do not use metric.

6.3.1.5 Weather

Algiers have a Mediterranean climate with hot, dry summers and mild winters.

August to October : CB’s are building up along the Tell Atlas Mountain on the Northern orSouthern side depending on the winds and air masses.

November to February : Predominating winds are from Southwest to Northwest and arefrequent, sky is cloudy from time to time embedded CB’s. Average Temperature is from 8º to 15º.

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

9CIR / ILS 05/23 3500 272 / 270 247 / 319 207 / 206 169 / MAX MAX

ILS / VOR 09/27 3500 279 / 277 255 / 327 213 / 212 MAX MAX

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6.3.1.6 Arrival Procedures:

Preferred Runways for arrival are 09 and 23.

Runways 23 and 27 right-hand circuit.

Runway 05/23 has a width of 60 m.

FMS NAVDB - Non-standard procedure ident : -

• I (ILS) - example I09

• N (NDB) - example N09

• V (VOR) - example V09


Taxiways C4, D3 & E3 are not suitable for B777 aircraft.


Preferred Runways for departure are 05 and 27.

6.3.1.9 Customs and Immigration

Algeria authorities will check each passport against the GD of flight crew with layover inAlgeria. Crew members whose passport contains stamp/visa from Israeli authorities will notbe permitted entry to Algeria. Crew must advise crew rostering if the above is applicable toavoid being allocated for flights to Algeria.




Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

DABC 8 CIR/VOR 16/34 3000 317/314 MAX/364 MAX MAX MAX

Constantine NON/ILS 14/32 2400 227/276 241/312 202/201 158/160 MAX

DAOO 8CIR/ILS 07/25 3000 MAX MAX MAX MAX MAX

Oran

DTTA 9 ILS / VOR 01/19 3200 340/336 MAX/367 MAX MAX MAX

Tunis VOR / ILS 11/29 2840 225/220 174/205 152/151 128/130 68/67

LEIB 8VOR/ILS 06/24 2800 310/307 MAX/333 226/223 MAX MAX

Ibiza

LEPA 9 ILS/ILS 06L/24R 3200 312/XXX MAX/312 MAX MAX MAX

Palma De Mollorca VOR/VOR 06R/24L 2950 312/XXX MAX/312 MAX MAX MAX

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6.3.2 AMMAN (OJAI) - JORDAN

Name of Airport : Queen Alia International



Note: The first 4000 feet of Runway 08R is rough.

Note: Crews and aircraft may be subject to CAA inspection by Flight Safety Inspectorto ensure adherence to Jordanian CAA regulations.

6.3.2.3 Terrain

The airport elevation is 2395 feet above sea level at the reference point. The MSA is 6000feet in all sectors. All around the airport there are small hills approximately 1000 feet abovethe airport elevation.


Air Traffic Control is generally very good, radar is used extensively. All procedures are rigidand in accordance with local regulation.

The standard of ATC and English is generally good but use simple and standard phraseology.

6.3.2.5 Weather

Summer : Temperature can reach a maximum of 43ºC during Jul and Aug, but generally inthe 30s. CBs possible. Winds mainly from SW-NW direction at 8 –15kts. During night andearly morning, winds generally light and variable.

Winter : Wind mainly from a SW-W direction at 12-18kts. Gales may be experienced from awesterly component of 35-45kts, gusting 65kts. Southeast winds associated with dust,reducing visibility to 2kms or less. During rain showers, winds are mainly from SW-NWdirection.

RFF IAP RWY LDA (m)


772 / 3 343 / 46 332 / 3 300 / 10 320 / 1

9ILS / ILS 08L/26R 3660 325/322 MAX / 369 MAX MAX MAX

NDB / ILS 08R/26L 3660 MAX/347 MAX MAX MAX MAX

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Fog occurs mostly during months of Dec, Jan and Feb, and snowfalls possible during Janand Feb.

Caution: Due to the topography and heat index, turbulence is normally a factor.

6.3.2.6 Additional Information


When Runway 26L is closed, IFR traffic may be required to carry out normal instrumentapproach for Runway 26L, until passing the ‘QA’ then sidestep onto finals for Runway26R.

Expect descent clearance from Jeddah to cross “GRY (Guriat)” at FL280 or below, withrelease to ACC.

Warning: Pilots should not enter sensitive airspace approximately 20 NM to the Westof .

Caution: A330-200/300: Stand1 - Docking system not calibrated correctly, resulting ina 1-2 feet overshoot of correct parking position. Marshaled assistancerequired.

Note: Parallel Approach to runway 08R is not authorised.

Note: Map shift is a potential problem especially when using Runways 08L/R.


NIL


De-icing procedures if required are slow.

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(*) Runway 34 Not Authorized for landing.



Location 772 / 3 343 / 46 332 / 3 300 / 10 320 / 1

LCLK 8VOR/ILS 04/22 2810 284/282 244/309 213/210 MAX MAX

Larnaca

OJAM 8CIR/ILS 06/24 3275 278/276 230 / 301 200/198 157/153 MAX

Marka

OJAQ 7ILS/NON 01/19 3000 NOT NOT MAX/N MAX MAX

Aqaba

OLBA 9 ILS/CIR 03/21 2805 297/294 MAX/349 MAX MAX MAX

BeirutILS/CIR 17/35 2400 297/294 MAX/349 MAX MAX MAX

ILS/NON* 16/34 3215 297/294 MAX/349 MAX MAX MAX

OSDI 9 VOR/ILS 05L/23R 3000 362/360 MAX MAX MAX MAX

Damascus ILS/VOR 05R/23L 3600 300/297 MAX MAX MAX MAX

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6.3.3 ATHENS (LGAV) - GREECE

Name of Airport : Eleftherios Venizelos International




Caution: Due to high ground and turbulent winds, expect windshear on final approach forRWYs 03L/R.

6.3.3.3 Terrain

The airfield is situated 10 NM to the East of the old airport and just 4 NM from the East coastof the peninsula with an elevation of 308 feet. It is surrounded by high ground extending fromthe West to the Northeast, and also to the South.

When approaching from the South, there is high ground situated approximately 5 NM to theleft of the approach, highest peak rising to 3366 feet.

There is a mast 745 feet less than 1 NM East of Runway 21L threshold, and affects theMissed Approach Procedure for VOR DME Runway 03R.


The standard of ATC and English is generally good but use simple and standard phraseology.

6.3.3.5 Weather

Summer: Fine with occasional thunderstorms. Visibility is often reduced by haze.

Winter: Mainly fair with occasional frontal passage.

Severe turbulence on approach particularly with winds between Northeast and Northwest.

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

9ILS / ILS 03L/21R 3500 MAX MAX MAX MAX MAX

ILS / ILS 03R/21L 3700 MAX MAX MAX MAX MAX

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6.3.3.6 Arrival ProcedureWith North, Northwest and Northeast wind, expect windshear on Runway 03L.Some ballooning effects off adjacent hills can be experienced when on final for Runway 03R.Runway 03L VOR DME has steep approach of 3.6º.High missed approach climb gradient, check LPC Landing Performance.FMS Navigation database for Thales FMS2+ When multiple ILS approaches are available to a single runway, ie RWY 21R, the FMScoding requires an additional character to be added to the runway identifier, either“W,”X”,”Y”,”Z” to follow the runway designator. Example runway 21R, the ILS proceduresis coded as I21RX, I21RZ.

6.3.3.7 Ground ManeuveringAs per ICAO, the following designators are used to indicate appropriate aircraft parking standbased on wingspan. These aircraft code is used in Jeppesen briefing pages.

6.3.3.8 Departure ProcedureRunway 03R - Steep up-slope when entering Runway


Note 1: Company preferred alternate for A319/A320/A321.Note 2: Company preferred alternate for A300, A330 and A346.Note 3: B777/A346 - Appropriate parking stands: Apron 1 - stands 1 to 6; Apron 2 -

stands 24 to 26.

Aircraft Code Wingspan Aircraft typeC Wingspan 24-35m A319, A320, A321D Wingspan 36-51m A330, A332, A333E Wingspan 52-64m A346, B777

ICAO Code

RFF IAP Runway LDA (m) MAX Pavement Weight in Tons for

Aircraft

Location 346 332 / 3 300 320 / 1

LGIR 8CIR / VOR 09/27 2237 XXX 162/160 135 MAX / 75

IraklionLGRP 8

VOR / ILS 07/25 3305 MAX MAX MAX MAXRodos

LGTS 8 ILS / NON 10/28 2440 XXX 176 / 173 145 MAX / 81

Thessaloniki (Note 1) ILS / VOR 16/34 2410 XXX 176 / 173 145 MAX / 81LTBA 10 CIR / CIR 18R/36L 2700 MAX MAX MAX MAX

Istanbul - Ataturk (Note 2)

ILS / ILS 18L/36R 3000 MAX MAX MAX MAXILS / ILS 06/24 2300 MAX MAX MAX MAX

LTBJ 9 ILS / ILS 16L/34R 3240 MAX MAX MAX MAX

Izmir (Note 3) VOR / VOR 16R/34L 3240 MAX MAX MAX MAX

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6.3.4 BANGALORE (VOBL) - INDIA

Name of Airport : Bangalore International, Devanahalli



NIL

6.3.4.3 General Warning, Caution and Notes

Caution: Birds in the vicinity of the airport.

Caution: Do not mistake old Bangalore airport that has the same runway alignment.

6.3.4.4 Terrain

Aerodrome situated 30km from city. Terrain located 10nm northwest with peaks to 4800ft.


Radar vectoring maybe used for sequence. The phrase ‘CANCEL/STAR’ is used prior toinstruction for vectoring.

6.3.4.6 Weather

June to September: Season of the Southwestern monsoon.

October to February: Early morning fog, mainly December and January may reducevisibility way below minimums.

An important feature influencing the climate of Bangalore is the the low cloud which coversalmost the entire sky during greater part of the day from June to September.

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

9 ILS / ILS 09/27 4000 MAX MAX MAX MAX MAX

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Loss of Communication:

a) Pilots own navigation - STAR

Prior to clearance:

– Maintain the last assigned level or FL85 whichever is higher and proceed to joinholding at BIBDU for Rwy 27 and at EKVOG for Rwy 09. Thereafter, carry out theinstrument approach procedures for the RWY for which the initial STARs clearancewas issued.

b) Under Radar Vector:

Clearance issued for approach:– Continue the final approach for land.

Prior to clearance for Approach:

– Maintain the last heading and level for one minute and thereafter climb to FL85 or thelast assigned level or whichever is higher and proceed to join holding at BIBDU forRwy 27 and at EKVOG for Rwy 09. Thereafter, carry out the instrument approachprocedures for the RWY for which the initial STARs clearance was issued.


Taxiing Procedures - General

Taxiing Into Apron - Via Taxiway “D”

Aircraft Taxi Lanes Remarks

A320 L1, L3 Follow yellow broken lines

Wide bodies L2 Follow continuous yellow lines

Aircraft Stands Remarks

A320 Family 86-59 Turn right to taxi lane L1

A320 Family 10-32 turn right on taxi lane L3 after entering from taxiway “D”.

Wide Bodies 07-85 Turn right on taxi lane L2 after entering from taxiway “D”.

All Aircrafts 04-09 To follow the appropriate stand lead in lines from taxiway “D”.

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Via Taxiway “H”

Taxiing Out Apron - Via Taxiway “D”

Taxiing Out Apron - Via Taxiway “H”

Aircraft Stands Remarks

A320 Family 33 - 38 Turn right on taxi-lane L3

A320 family 59 - 65 Turn right on taxi-lane L1

A320 family 66 - 86 Turn left on taxi-lane L1

A320 family 32 - 04 Turn left on taxi-lane L3

Wide-bodies 05 - 30 Turn left on taxi-lane L2

Wide-bodies 36 - 64 Turn right on taxi-lane L2

Aircraft Remarks

A320 Family Taxiing out simultaneously on Taxi lane L1 and L3 via TWY “D” shall hold short of Stand Lead-In Line for stand 81 & 15 to give way for aircraft sequence.

All All Taxiing EAST on L1, L2 & L3 to turn left after crossing Stand Lead-In Lines for stands 86, 11 & 10.

Aircraft Remarks

A320 Family Taxiing WEST on taxi-lane L1 & L3 shall hold short on Stand Lead-In Lines for stand 69 & 28 to give way for aircraft in se-quence.

All All Taxiing EAST on L1, L2 & L3, turn right after crossing Stand Lead-In Lines for 66, 67 & 32.

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Pushback Procedures

• Departing aircraft to re-confirm the Taxi lane with the Pushback operator oncompletion of pushback.

Loss of Communication:

Pilot’s own navigation - SID :

On the recognition of communication failure maintain 7000ft or the level assigned by ATC,whichever is higher until 25 DME (BIA). Thereafter, climb to flight plan level and continue tofollow the SID until termination point. If the communication failure takes place beyond 25DMEcontinue to follow the SID, maintain the last assigned level by ATC, if any, or FL85, whicheveris higher, for 2 minutes and then climb to flight plan level.

Under Radar Vector :

• Inside 15 DME (BIA) maintain last assigned heading until 20 DME, climb to 7000 feetor the level assigned by ATC whichever is higher. After 20 DME, climb to FL85 or thelast level assigned by ATC whichever is higher and proceed directly to intercept theflight plan route.

• At or beyond 15DME (BIA) maintain last assigned heading for 2 minutes, climbing toFL85 or the last level assigned by ATC whichever is higher. Then proceed directly tointercept the flight plan route.

• Five minutes after recognition of failure commence climb to flight plan level.

Stands Procedure

07, 08 & 09Push back abeam stand 05 facing west irrespective of the runway in use for aircraft to taxi via taxiway D - unless otherwise instructed.

33 - 38 Push back facing EAST irrespective of the runway in use – unless otherwise instructed.59 - 65

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Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

VOCI 8*VOR/ILS 09/27 3400 340/336 MAX/367 MAX MAX MAX

Cochin


VOHS 9

ILS/ILS 09/27 4260 MAX MAX MAX MAX MAXHyderabad-Rajiv Gandi Int’l

VOMM 9ILS/ILS 07/25 3658 MAX MAX MAX MAX MAX

Chennai

VOTV 8

VOR/ILS 14/32 2992 310/307 263/333 226/223 MAX MAXThiruvanath-apuram

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6.3.5 BEIJING (ZBAA) - CHINA

Name of Airport : Beijing Capital International



Caution: Diversion to en-route requires permission from the controller and ultimately themilitary.

6.3.5.3 Terrain

The airfield is located 15 NM Northeast of the city which is a prohibited area with an elevationof 115 feet. Terrain in the immediate vicinity of the airfield is flat. Mountains extend from Westto Northwest to Northeast particularly 4600 feet AMSL 24 NM West 3100 feet AMSL 15 NMNorthwest and 2100 feet AMSL 16 NM Northeast.


Use standard phraseology and speak slowly.

Any deviation off track must obtain clearance before starting the maneuver.

Operations are based on meters and QNH.

The military controls all airspace throughout China and all route clearance come from themilitary. The CAAC Air Traffic Controllers pass the clearance to the civilian aircraft andmonitor its progress so as to keep it within the 22 NM wide airway. The Civil Controller has noauthority outside of the airways.

Aircraft delayed by more than 30mins, the flight plan must be modified to show revised EOBT.

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

9

ILS / ILS 01/19 3800 MAX MAX MAX MAX MAX

ILS / ILS 18L/36R 3800 MAX MAX MAX MAX MAX


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6.3.5.5 Weather

Winter : North West monsoon, cold dry mainly clear sky. Sleet and snow may occur duringbreaks in the monsoon. Possibility of fog at night. Monsoon re-establishes with strongNortherly winds, visibility may be poor in smoke/haze. During the winter months, be preparedfor fog and low visibility due to smoke.

Spring / Autumn : Depressions mostly formed by Siberia into the pacific and marked coldfronts more SE with rain and dust storm.

Summer : Southwest monsoon, heavy rain and thunder in shallow depressions.


a) Arrival Procedures:

Beware of other traffic and also separation as there are many smaller planes using theairport. Also maintain awareness of terrain on the missed approach.

Preferred Runway for landing is 36R or 18L. When landing on Runway 36R, expect ashort taxi into the parking bay. In addition for CAT 2 operations only Runway 36R isequipped.

With Runway 18L in use, expect delayed descent clearance, thus high on the profile.

Caution: Avoid confusing lighted Highway South of the airfield with parallel Runways

b) Departure Procedures:

Preferred Runways for departure 36L or 18R.

Take note of the climb gradient published in the Jeppesen chart for particular SID’s. Bereminded of the high terrain to the North and West of the airfield.

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• Metric Flight Level (FL) and Feet (ft) Conversion above Transition Altitude

Note: Feet values are rounded to nearest 100 for the purpose of FCU altitude setting.

• Feet (ft) to Meter (m) conversion below Transition Level (TL)


TRUE TRACKWEST EAST

180 - 359º 0 - 179ºMeter Feet Meter Feet13100 43000 12500 4110012200 40100 11900 3910011600 38100 11300 3710011000 36100 10700 3510010400 34100 10100 331009800 32100 9500 311009200 30100 8900 291008400 27600 8100 266007800 25600 7500 246007200 23600 6900 226006600 21700 6300 207006000 19700 5700 187005400 17700 5100 167004800 15700 4500 148004200 13800 3900 128003600 11800 3300 108003000 9800 2700 8900

QNHMeter Feet3300 108003000 98002700 89002400 79002100 69001800 59001500 49001200 3900900 3000600 2000550 1800

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Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

ZBTJ 9ILS/ILS 16/34 3200 MAX MAX MAX MAX MAX

Tianjin

ZBYN 7ILS/ILS 13/31 3200 NOT NOT MAX / N MAX MAX

Taiyuan

ZSJN 9 ILS/VOR 01/19 3600 MAX MAX MAX MAX MAX

Jianan

ZSPD 9 ILS/ILS 16/34 3800 MAX MAX MAX MAX MAX

Shanghai - Pudong

ILS/ILS 17L/35R 4000 MAX MAX MAX MAX MAX

ILS/ILS 17R/35L 3400 MAX MAX MAX MAX MAX

ZYTL 8ILS/ILS 10/28 3100 MAX MAX MAX MAX MAX

Dalian

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6.3.6 BEIRUT (OLBA) - LEBANON

Name of Airport : Rafik Hariri International


(*) Runway 34 Not Authorized for landing.



Warning: All runways are damaged by air strike. Runway availability is published byNOTAM.

6.3.6.3 Terrain

The airfield is surrounded by urban development with high terrain located to the East with anelevation of 85 feet. The MSA is 11,000 feet towards Northeast and Southeast between 020ºto 200º, and differs around 8000 feet within 10 NM.


The standard of ATC and English is good.

6.3.6.5 Weather

Summer : Fine Weather.

Winter : Some heavy CB activity. Squalls with winds above 25 kts may give rising dusts and,reducing visibility on occasion to less than 100 m.

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

9

ILS / CIR 03/21 2805 297/294 MAX MAX MAX MAX

ILS / CIR 17/35 2400 297/294 MAX MAX MAX MAX

ILS/NON* 16/34 3215 297/294 MAX MAX MAX MAX

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Runway 16 Glide slope has known anomalies beyond 5 NM, caution is advised.

For Runway 16, it is very important in case of missed approach to follow the publishedprocedures to turn right, in order to avoid high terrain on the extended centerline.

Note: Runway 34 not allowed for landing.

Note: Landing on Runways 35 and 21 are not recommended.

Warning: A possibility of windshear exists on approach to Runway 17.

Caution: A highway illuminated by sodium lights runs parallel to Runway 17/35, in thepast has been mistaken for the runway.

Caution: Do not mistake taxiway A for Runway 03/21.

Runway 03 has displaced landing thresholds because of significant obstructions on shortfinals. You must avoid natural tendency to go below the nominal approach angle to thedisplaced threshold.


Preferred Runways for departure are 21 and 34.

Note: Runway 16 is not allowed for take-off.




Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

LCLK 8VOR/ILS 04/22 2810 284/282 244/309 213 / 210 MAX MAX

Larnaca

OJAI 9 ILS/ILS 08L/26R 3660 325/322 MAX/369 MAX MAX MAX

Queen Alia NDB/ILS 08R/26L 3660 MAX/347 MAX MAX MAX MAX

OSDI 9 VOR/ILS 05L/23R 3000 362/360 MAX MAX MAX MAX

Damascus ILS/VOR 05R/23L 3600 300/297 MAX MAX MAX MAX

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6.3.7 DAMASCUS (OSDI) - SYRIA

Name of Airport : Damascus International



Caution: Exercise extreme caution when operating into and out of Damascus. Proceduraldetails and/or availability of facilities (Radar) and NAV AIDS are subject tochange with little or no prior notification. Many airline have reports of aircraftbeing cleared for approaches that have no serviceable Nav Aids.

6.3.7.3 Terrain

The airfield is located 12 NM Southeast of the city and in proximity to a hostile border with anelevation of 2020 feet. There is high terrain within 10 NM from the South through to theNorthwest.


The standard of ATC and English encountered can be poor. Use standard and simplephraseology to reduce the possibility of confusion.

The airspace is relatively small, and has no radar cover. For this reason control is fullyprocedural, pilots should be vigilant and maintain a good situational awareness of all traffic.

6.3.7.5 Weather

Summer: Sunny and hot with little change from day to day, which lasts from April -September or early October. The rest of the year is more changeable with cloudy and rainyweather with odd cold spells bringing frost or even heavy snow. These spells are infrequentparticularly along the Mediterranean coast but can be quite severe in the mountains andinland.

The main rainy season is between November - February although even in mid-winter therecan be periods of warm, dry weather. There is a gradual increase and decrease intemperature during the spring and autumn seasons.

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

9VOR / ILS 05L/23R 3000 362/360 MAX MAX MAX MAX

ILS / VOR 05R/23L 3600 300/297 MAX MAX MAX MAX

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It is normal to be held high until very close to the airfield and then expected to make avisual approach.

It has been stressed often, if in doubt go to the VOR and descend in the hold. From thereit is easy to continue visually or procedurally.

Runway 23R normally used for Landing.

Caution: When Runway 05L/R in use especially with crosswind, expect windshear.

Caution: The relative position of MARJ RUHAYYIL, the military field. The VOR isdisplaced from the threshold by several miles, in fact it lies between the twoairfields. In addition, the runways in Damascus are well separated andstaggered, therefore extreme care should be taken to correctly identify therunway given.


Runway 23L normally used for take-off.


Note : (*) Runway 34 Not Authorised for Landing.



Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

LCLK 8VOR/ILS 04/22 2810 284/282 244/309 213/210 MAX MAX

Larnaca

OJAI 9 ILS/ILS 08L/26R 3660 325/322 MAX/369 MAX MAX MAX

Queen Alia NDB/ILS 08R/26L 3660 MAX/347 MAX MAX MAX MAX

OJAM 8CIR/ILS 06/24 3275 278/276 230/293 200/198 157 MAX

Marka

OLBA 9 ILS/CIR 03/21 2805 297/294 MAX/349 MAX MAX MAX

Beirut ILS/CIR 17/35 2400 297/294 MAX/349 MAX MAX MAX

ILS/NON* 16/34 3215 297/294 MAX/349 MAX MAX MAX

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6.3.8 DAR ES SALAAM (HTDA) - TANZANIA

Name of Airport : Mwalimu Julius K



Warning: Runway overall slope is 0.1% DOWN in the 05 direction, there is a pronounceddip in the middle.

Caution 1: Exercise caution when passing in front of terminal 1 due close proximity of lightaircraft to taxi way routing.

Caution 2: Degraded braking action when runway wet, due considerable rubber deposits.

Caution 3: Exercise caution during taxi due uncontrolled vehicular and pedestrainmovement.

Note 1: Birds in the vicinity of aerodrome.

Note 2: Poorly marked taxiways.

6.3.8.3 Terrain

The airport is situated on a flat coastal plain. A range of hills west of the airport running North/South rises to approximately 1100 feet.

6.3.8.4 Weather

Jan - Feb: Generally good conditions with winds prevailing from the North and Northeast.Occasional thunderstorms are usually of short duration.

Mar - May: Is the period of maximum rainfall and thunderstorms. Winds are light andvariable. May is the worst month for poor landing conditions. Very low cloud base (500 feet)may occur at any time of the day or night.

Jun - Oct: Is the dry season with South-East and South-West surface wind. Occasional lowclouds during the morning and early afternoon in July and August.

Nov - Dec: Surface winds from North-East with low cloud in the morning and afternoon.Increase of rainfall with occasional thunderstorms.

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

9 ILS / VOR 05/23 3000 MAX/347 349/MAX MAX MAX MAX

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Radio reception has been reported poor. Possible loss of VHF coverage at Nairobi/DarEs Salaam FIR boundary.

Navaids may become U/S due to unreliable power supply. Approach radar coverage is120NM. Within DAR FIR, squawk mode A & C 2000 unless assigned a different code.

Initial clearance is with DAR control. Expect radar vectors to runway ILS/VOR. Do notrely on ATIS for runway in use, always confirm with tower. Arrival runway 05, the radioaltimeter indicates terrain slopes up to 500 feet to the southwest.

Caution: Aircraft position and height must be countinuously monitored throughout theapproach.


Taxiway Y not authorised for A300, A330, A340-600 or B777.

6.3.8.7 Departure Procedure

Request ATC clearance 20 minutes prior to engine start-up.

Clearance is issued via SID regardless of VOR serviceability. Expect clearance to turnand join airway after Take-off. Final level enroute will be issued by DAR control.


ICAO Code

RFF IAP RWY LDA (m)


Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

HKJK 9ILS/VOR 06/24 4117 MAX MAX MAX MAX MAX

Nairobi

HKMO 9VOR/ILS 03/21 3350 MAX MAX MAX MAX MAX

Mombasa

HTKJ 9ILS/NON 07/27 3500 MAX MAX/370 MAX MAX MAX

Kilimanjaro

HTZA 7NON/DME 18/36 2460 NOT NOT NOT 165/MAX MAX/85

Zanzibar

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6.3.9 GENEVA (LSGG) - SWITZERLAND

Name of Airport : Geneva International Airport


6.3.9.2 Company Restrictions

• Circling to the South not authorized.


Warning: Runway 05 - Known problems of false localizer capture on ILS. Aircraft may turntowards high ground during the false capture. Monitor position using R-226 GVA.

Warning: APU usage not authorized on stands equipped with Air Condition and electricalpower, except 5 minutes prior engine start or when ground equipmentunserviceable.

Caution: Runway 05 - Due terrain between 14nm and 10nm (“GVA” VOR), “RadioAltimeter” is inaccurate with reference to “HAT”.

Caution: Runway 23 - Lake Geneva is below runway elevation, “Radio Altimeter” isinaccurate with reference to “HAT” during final approach.

Caution: VFR traffic - Operating in vicinity without “MODE C”. A good lookout is prudentfor non-mode C TCAS returns.

Caution: Runway 05 - Expect turbulence on final approach.

Caution: Arrivals - Arriving from any direction into Geneva, caution is advised whenaccepting descent clearance due high terrain.

Caution: Runway Incursion “HOT SPOTS” - published on Jeppesen Chart 10-9s.

Note: Due surrounding terrain, 180 kts is max maneuvering speed for both CAT C &CAT D during circling.

Note: Consider the use of TERR mode on ND.

Note: Runway 05 - ILS DME reads zero at displaced threshold.

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1


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6.3.9.4 Terrain

Geneva aerodrome is situated at Southwest end of Lake Geneva with the city to theSoutheast. High terrain is located in all quadrants. East/Northeast, terrain initially rises steeply to 5,300ftMSL at 7nm, reaching 7,500ft MSL at 20nm and rising further to 10,700ft MSL by 32nm. OnRunway 23 extended centerline, terrain to 3,700ft MSL at 9nm.

South and East are the ALPS, with Mont Blanc, 15,783ft MSL located 40nm Southeast.


ATC standard is good. Radar vectoring is used. Arrival speed restrictions advised via ATIS oras cleared by ATC. Upon first contact with Geneva Arrivals, report aircraft type.

Night Curfew

Arrivals can only be expected to receive an approach clearance if overhead “GVA” VOR, nolater than 15 minutes before the night curfew comes into effect.

ATC slot allocated, engine start-up not before 15 minutes prior to the slot. Runway 23 in use,due long taxi time, call 20 minutes prior to the slot.

6.3.9.6 Weather

Winter: Surrounding high ground has effect on frontal activity with CBs and winds of 40kts to50kts giving turbulence. Average snowfall is 7-8cm per month. During high-pressure periodfog is frequent particularly in December. Cloud bases of 200-400ft to be expected withNortheast winds.

Summer: Generally good weather, thunderstorms are frequent. Expect turbulence on finalapproach Runway 05 especially with Northeast winds.


All STARs have numerous crossing altitudes and speed restrictions. Observe publishedspeed limit points (SLP) when broadcasted on ATIS or cleared by ATC.

ATC will expect the aircraft to be in clean configuration for as long as possible consideringsafety requirements. Speed shall be reduced, landing gear extended and flaps set in such away that landing configuration and speed are established 4NM from touchdown.

ATC speed and altitude requests may leave the aircraft being placed above the ideal descentprofile; more drag technique will normally provide best solution.

Arriving from Southeast, STARs have altitude restrictions of 18,000ft within 28nm of theairport. Flights arriving from Newark will generally use “LUSAR STAR”, which has numerousaltitude crossing and speed restrictions.

Runway 23 - Published speed, altitude and bank angle restrictions

Radar vectoring to a 15 mile final is common, RWY05 to waypoint “INDIS”, RWY 23 to “SPR”VOR, resulting in reduced track miles. 220kts may be requested approaching transition point.

The VOR approach to Runway 05 has a decent angle of 3.7º but the PAPIs are set to the ILSdescent slope of 3.0º. Consider the landing flap selection and transition to visual guidance.

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• Runway 05 - Vacate via taxiway B;

• Runway 23 - After landing vacate via taxiway D or E for South Apron;

• Marshalling and follow me vehicle available;

• Taxiway F - Not authorized.

• A330 & A340: Stands: 1 to 12, R9 to R12, 71 to 74, 21 to 28, 31 to 34, 41 to 44 - Notauthorized.


Nil

6.3.9.9 Departure Procedure:

Start-up procedures published, see Jeppesen briefing pages. Contact ATC 5 minute’s priorstart-up. Towing or push back, a general authorization only will be given to the flight crew.Detailed instructions transmitted directly to tug driver.

All SIDs are minimum noise routings, which must be flown as accurate as possible. Climbgradients greater than 3.3% required, speed and bank angle restriction published, minimum-crossing altitudes must be observed.

Some SIDs have initial climb out chart published with transition to en-route structure.

Due surrounding terrain and SID climb gradients, careful planning is required in case ofengine failure during climb out, and should be briefed during pre-flight briefing.

a) Bird Hazard:

A system is in operation for deterrence against bird strikes. If needed, crews can request itsoperation by contacting ground control tower (APRON 121.750 MHZ) between 0600 and2200LT.

Runway Aircraft Note

• Runway 23 A330 Under certain conditions, take-off per-formance maybe limited using“TOGA”, therefore usage of “BUMP” isnecessary.

• Runway 05/23 A330 Strictly adhere to EOSID.

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6.3.9.10 Miscellaneous

a) Security

A suitable service provider will do pre-departure security check for the GVA-EWR sectoras listed below.

• Aircraft search will be carried out by ICTS and a copy of the search form will behanded over to the CSD.

• Catering will be escorted to the aircraft and a checklist confirming seal numbers will behanded over the CSD/CS for their confirmation that the seals were intact on deliveryto aircraft.

• Copy of this form will also be handed over to the CSD/CS for records.


Note: * RFF Upgrade to CAT 8 available on request



Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

LFLL 8 ILS / ILS 18L/36R 2670 MAX MAX MAX MAX MAX

Lyon VOR / ILS 18R/36L 4000 319/317 249/316 162/160 MAX MAX

LFPG 9 ILS / ILS 08L/26R 3615 MAX MAX MAX MAX MAX

Paris Charles-De

Gaulle

ILS / ILS 08R/26L 2700 273/270 MAX/341 MAX MAX MAX

ILS / ILS 09L/27R 2700 344/341 MAX MAX MAX MAX


LFSB 7*

ILS / NON 15/33 3900 NOT NOT MAX/NOT MAX MAXBasle-Mul-house

LIMC 9 ILS / VOR 17L/35R 2977 MAX MAX MAX MAX MAX

Milan-Mal-pensa NON / ILS 17R/35L 3515 MAX MAX MAX MAX MAX

LSZH 9 NON / VOR 10/28 2500 297/294 MAX/349 MAX MAX MAX

ZurichILS / NON 14/32 3150 297/294 MAX/349 MAX MAX MAX

ILS / VOR 15/33 3230 297/294 MAX/349 MAX MAX MAX

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6.3.10 GUANGZHOU (ZGGG) - CHINA

Name of Airport : Baiyun


6.3.10.2 Curfew / Slot Limitations

Restricted opening hours.


Warning: TWY G,V and W cross with the airport service path, be vigilant while passing theintersections.

Caution: Do not mistake the expressway located at west of RWY 02L / 20R for the runway.

Surrounding terrain may induce windshear conditions

Note : RWY 02R/20L - Maximum take-off weight is not possible. Consult “LPC (Airbus)”or "OPT (Boeing)".

6.3.10.4 Terrain

The airport is located 31km northeast of the city, generally on a flat terrain. Several hills withgentle slopes near north end of runway between 6-10nm at an altitude of 900-1800ft, whichmay contribute to windshear conditions.

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

9ILS/DME 02L/20R 3600 MAX MAX MAX MAX MAX

ILS/DME 02R/20L 3600 MAX MAX MAX MAX MAX

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• Entering Guangzhou approach area, radar vectoring/sequence to “middleapproach segment” or to time runway is in sight.

• Arrival / Departure procedures - Strict adherence is required.

• Due several domestic airports surrounding Guangzhou, traffic congestion mayresult. Strictly adhere to track/altitudes and follow ATC instructions.

• Simultaneous runway operation in use for both departure and arrival.

• Delays greater than 30mins from filed ETD; the ATS flight must be amended.

• Aircraft delayed by more than 30mins, the flight plan must be modified to showrevised EOBT.

Jeppesen “ Hi/Lo Level Altitude charts” “CH (H/L) 1/2 & 3/4 has detailed inset charts showingsurrounding airway structure.

6.3.10.6 Weather

Guangzhou has subtropical climate, with distinctive seasons.

Summer - April-September: Hot and humid, most rainfall occurs during these months.Average summer temperatures range from mid 20s to low 30°.

Winter – winters are generally warm, average temperature is 14°.

Note: During the months of July and August, typhoons are experienced along thesouthern China coast, which may affect alternate selection and result indistanced alternates being required.


• During simultaneous approaches, assigned STARs may contain additional track miles.

• Contact APP on assigned frequency before entering into the Approach Control Area.

• Expect RWY 02R or 20L for landing.

• Traffic circuits of RWY 02R/20L shall be made to the east, and traffic circuits of RWY 02L/20R shall be made to the west.

• Traffic circuit altitude: 1500ft – 1800ft (500m-600m).

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• After vacating RWY, especially under conditions of low visibility, report RWY and TWYdesignation on initial contact with GRD.

• Follow-me vehicle service and towing service available via Ground Control.

• Prior to push back from parking stand, verify pushing direction and approved RWYdesignation to GND.

• 180º turn on RWY is forbidden.


• Contact “Delivery Control” 10 mins prior to door closure

• Start-up clearance contact “Baiyun Ground” and report 1.Parking Stand, 2. Destination

• Contact TWR while approaching RWY holding position.

• Expect RWY 02L or 20R for departure

• SIDs – speed, climb gradient and altitude restrictions published

Note: In order to avoid frequency congestion, pilot shall leave TWR frequency withoutinstructions from controller as soon as airborne and contact APP immediately onthe frequency assigned by ATC clearance.

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TRUE TRACKWEST EAST


QNHMeter Feet3300 108003000 98002700 89002400 79002100 69001800 59001500 49001200 3900900 3000600 2000550 1800

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Note 1: Macao - 1) Limited parking space and may become congested. 2) Weatherconditions should favor usage of RWY341. 3) Runway 16 not authorized. 4)Immigration problems similar to Hong Kong.

Note 2: Hong Kong should be used as a last resort due to immigration issues intransferring passengers from Hong Kong to Mainland China.

Contact ‘Cathay Dispatch’ at VHR 131.6 for diversion into HKG.



Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

ZGSZ 9ILS/ILS 15 / 33 3400 333/329 MAX MAX MAX MAX

Shenzhen

VMMC 9

ILS 34 2865 317/311 MAX/372 MAX MAX MAXMacao (note1)

ZSAM 9ILS/ILS 05/23 3050 MAX MAX MAX MAX MAX

XIAMEN

ZSFZ 9ILS/ILS 03/21 3600 MAX MAX MAX MAX MAX

Fuzhou


Shanghai - Pudong



VHHH 9 ILS/ILS 07R/25L 3640 MAX MAX MAX MAX MAX

Hong Kong (note2) ILS/ILS 07L/25R 3627 MAX MAX MAX MAX MAX

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6.3.11 HONG KONG (VHHH)

Name of Airport : Hong Kong International



Warning1: Birds in vicinity of airport.

Warning2: Minimum sector altitude MSA is based on ‘TH’ and ‘TD’ VOR, which are 22NMEastSouth-East of Airport reference point.

Caution: Taxiways Z1 and Z2 not authorised due to the width and low PCN.

Caution: Taxiways Z3 not authorised due to low PCN.

Note: Continuous descent approach for runway 25 L/R and preferential use of runway07L/R applies as per Jeppesen 10-4.

Note: During parallel runway operations the aerodrome traffic zone is split into twosectors. These are :

1) The North runway (07L/25R) ATS call sign is Hong Kong Tower North.

2) The South Runway (07R/25L) ATS call sign is Hong Kong Tower South.

Note: Direct contact with RFF vehicles on 121.9 Mhz.

6.3.11.3 Terrain

The airfield is located North of Lantau Island with an elevation of 28 feet. Lantau Island is veryhilly terrain, with peaks rising up to 4500 feet in close proximity of the airport. Be especiallyaware of peaks rising to 3100 feet just 3 NM South of the airport.

Highest “man made” obstacle 3277 feet MSL, 11 NM from Threshold of Runway 25R.

The surrounding islands have high ground giving an MSA of 4300 ft at the highest. Omnidirectional red strobe lights are located on peaks within approach and take-off areas, flashevery second.

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

9ILS / ILS 07R/25L 3640 MAX MAX MAX MAX MAX


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Air Traffic control is generally very good, however Hong Kong is a major airport of the SouthChina region and has many departures and arrivals.

Note: ATC will NOT relay any diversion messages to Company or GHA. Any intentionto divert must be communicated to ‘CATHAY DISPATCH’ at VHF 131.6

6.3.11.5 Weather

Hong Kong’s weather is generally windy area with winds of 15 kts coming off the hills from theEast. Strong easterly winds may give rise to turbulence on arrival and departure. Especially ifassociated with a typhoon or tropical storm they can lead to severe wind shear.

January to February : Generally cloudy and occasionally there are cold fronts, temperaturemay drop to around 10ºC.

March to April: May be very pleasant although there are occasional spells of high humidity.Fog and drizzle can be particularly troublesome on high ground, which is exposed to theSoutheast, air traffic services are occasionally disrupted because of reduced visibility.

September to October: The months most likely to be affected by tropical cyclones, althoughgales are not unusual any time between May to November. Isolated thunderstormssometimes occur in the evening. Heavy rains from tropical cyclones may last for a few days.About 80% of the rain falls between May to September.


NIL


NIL


Noise abatement procedures are applicable.

Delays in excess of 30 minutes from filed EOBT, the ATS flight plan should be amended.To ensure efficient co-ordination with adjacent ATS units, the assigned cruising levelshould be reached by waypoint “DOFIN” (AWY V9).

If unable to reach filed flight level by waypoint “DOFIN” advise ATC at start-up.

All Easterly Departures have a minimum Climb Gradient of 4.1% (RWY 07L) and 4.9%(RWY 07R) up to 1400ft. In the event of an engine failure strictly adhere to (Special)EOSID RWY 07L/R, which are included in FMS NAV Database.

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TRUE TRACKWEST EAST


QNHMeter Feet3300 108003000 98002700 89002400 79002100 69001800 59001500 49001200 3900900 3000600 2000550 1800

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Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

RCKH 9ILS/LOC 09/27 2700 275/344 MAX/344 MAX MAX MAX

Kaohsiung

RCTP 9 ILS/ILS 05/23 3660 297/294 MAX/349 MAX MAX MAX

Taipei Chiang Kai Shek ILS/ILS 06/24 3350 294/294 MAX/349 MAX MAX MAX

VMMC 9ILS 34 2865 317/311 MAX/372 MAX MAX MAX

Macao

VTBS 10 ILS/ILS 01L/19R 3700 MAX MAX MAX MAX MAX

Bangkok Suvar-nabhumi ILS/ILS 01R/19L 4000 MAX MAX MAX MAX MAX

RPLL 9ILS/ILS 06/24 3410 MAX MAX MAX MAX MAX

Manila

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6.3.12 HOUSTON (KIAH) - USA

Name of Airport : George Bush Intercontinental



Caution : Weather fronts build up rapidly to the East and West. Inbound traffic maybe re-routed to Dallas Forth-Worth (KDFW).

Caution : Moderate turbulence and windshear can be expected on final approach.

Caution : Runway 26L approach - Do not confuse cargo apron (well light) with runwayduring low visibility.

Caution : TCAS RA due VFR traffic may occur.

Caution : Bird Concentration on and in vicinity of aerodrome, especially Spring andAutumn.

Caution : LAHSO (Land and Hold Short Operations) - Not authorized for Qatar.

Note : Transponder (MODE C) to be operated on all Taxiways and Runways.

Note : Frequent FAA inspections - personal, aircraft documents including safetyequipment.

6.3.12.3 Terrain

Generally flat with no significant terrain. Obstacle(s) to 1,050ft located 10nm South. The cityof Houston is located 23 miles South.

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

9

ILS 09/27 3048 MAX MAX MAX MAX MAX

ILS 08L/26R 2743 MAX MAX MAX MAX MAX

ILS 08R/26L 2866 MAX MAX MAX MAX MAX

ILS 15L/33R 3658 MAX MAX MAX MAX MAX

ILS 15R/33L 3048 MAX MAX MAX MAX MAX

D - ATIS PDC / DCL TWIP

Available PDC Available

Noise Abatement Procedure Departure 1 (NAPD 1) to be used at all US Airports

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Busy airport and ATC environment due several nearby domestic airports. To the South is thebusiest, Houston Hobby.

• ATC transmissions can be rapid and abbreviated.

• Be alert to Runway Clearances. Read back of all runway holding instructions isrequired.

• SWAP (Severe Weather Avoidance Procedure) used to reduce en-route capacity. Re-routes and revised flows are used to avoid severe weather..

6.3.12.5 Weather

• Prevailing wind - South/Southeasterly, Strong Northerly winds can occur after weatherfront has passed, usually lasting 12-36 hours, which may have significant impact ontraffic flow rate if Runway 33L/R is required.

• Spring - “Supercell” thunderstorms can occur.

• Summer - Hot and Humid, average daily max temperature 34°C, evening between 26-31°C. Afternoon thunderstorms (average 15 days per month) are common andintensive with associated turbulence, low ceiling and poor visibility in heavy rain,resulting in potential arrival delays/diversions.

• Winter - Cold fronts moving southward bring rain, low wind chill, freezing rain. Fogmay occur Nov-Mar, forms early morning and dissipating by 10am.

• Jan, Apr, Oct and Dec - Texas and Louisiana airports experience high frequency ofradiation, advection and pre-frontal fog. Fog conditions occur less during Feb, Mar,May and Nov.

• Hurricanes (Season Jun-Nov) and tropical cyclones affect the Texas/Louisiana Coast.


• Peak Arrival Times 1830-1930 & 2230-2330 (UTC)

Extended holding and arrival delays to be expected at any time due traffic and changingweather. Preferred Runways (best flow rate) - Runways 26L, 27 and 26R (CAT III) up to 8-10kts tailwind. Crew to plan and brief for potential Runway change. ATC advises Runway inuse on first contact.

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• Triple simulatneous parallel approaches (Runway 26L/R & 27) in use during busyperiods.

• If Runway 15L/R or 33L/R used for arrivals, flow rate is reduced considerably.

• Radar vectoring used extensively.

• Runway 09 - Not used in easterly configuration for heavy jets.

• Runway 08R/26L - Closest Runway to parking position. Request where possible.


• Qatar Airways - Operates from Terminal D (North Ramp).

• Taxiway Restrictions for B777, A346 and A330 - See Jeppesen Chart.

• Areas around Taxiway “NB” and “WV” when departing Runway 15L/R can beconfusing due many Taxiways joining together.

• Hot Spots - Runway 26L Taxiway “NP” & “NE”, Runway 15L/R at Taxiway “WL”.

• Gates

• Gates D4 / D9 - Taxi onto stand w/E1 shut down

• Gate D7 - Turn onto lead-in line on stand and be prepared to stop short. Rampcrew will tow-in.

• Gates D5 / D11 / D12 - No restrictions - normal taxi onto stand.

General

• The lateral lights (on the right or left as aircraft approaches parking stands) whichare two neon lights lining up to advise the crew to stop, can only be aligned for onetype of wide body aircraft.

• Arriving crew should be instructed to disregard these lights and watch the groundcrew, then the red stop light the ground staff will manually deploy when the aircraftis on the stop mark

• There is no count down indications from stop light informing pilot approaching thefinal stopping point.


• Peak Departure Times 2230-2330 & 0100-0200 (UTC)

Typical departure profile for Runway15L/R, Expect right turn to North/Northeasterly Heading,with a restriction to maintain 4,000ft. After clearing downwind arriving traffic, a clearance to15,000ft is initiated.

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• “PDC” - available Request 20 minutes prior to EOBT.

• Push back Clearance - Contact “Ramp Control North” for pushback to “hand-off point”(12 or 19). Ramp control will advise either “tail West” or “tail East”. Push backclearance ends at “hand-off point”. Wait for further taxi instructions.

Note : See Jeppesen Chart for location of “Hand off points”.• After “push back” clearance, contact “clearance delivery” and state “hand-off point and

ATIS”. “Clearance delivery” will advise to contact “Ground Control”.

• ATC Preferential Runway - Runway 15L (1st) / 15R (2nd) and Runway 09 (TrafficPermitting).

• Runway 33L, take-off weight restriction may impact payload.


* KAUS - Fuel and go. Wide-body support is limited.



Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

KAUS* 8 (D) ILS/ILS 17L/35R 2743 MAX MAX MAX XXX XXX

Austin - Berg-storm ILS/ILS 17R/35L 2733 MAX MAX MAX XXX XXX

KDFW 9 (E) ILS/ILS 13L/31R 2553 MAX MAX MAX XXX XXX

Dallas Forth Worh

ILS/ILS 13R/31L 2835 MAX MAX MAX XXX XXX

ILS/ILS 17L/35R 2591 MAX MAX MAX XXX XXX

ILS/ILS 17C/35C 4085 MAX MAX MAX XXX XXX




KMSY 8 (D) ILS/LOC 01/19 2134 303/300 MAX/357 MAX XXX XXX

New Orleans Armstrong ILS/ILS 10/28 2987 303/300 MAX/357 MAX XXX XXX

KMEM 8 (D) ILS/ILS 09/27 2727 MAX MAX MAX XXX XXX

Memphis Int’l


ILS/ILS 18C/36C 3389 MAX MAX MAX XXX XXX


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6.3.13 HYDERABAD (VOHS) - INDIA

Name of Airport : Rajiv Gandhi International


6.3.13.2 Curfew/Slot Restrictions

NIL


NIL

6.3.13.4 Terrain

NIL


The standard of ATC and English is average. Keep phraseology simple.

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1


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6.3.13.6 Weather

Monsoon dominated weather.

December to February : North East Monsoon. Average mid day temperature: 30°C. Lightwinds and cool weather with minimum overnight temperatures around 22°C. Occasionallyfrontal depressions. Frequent morning fog usually clearing by 10:00 local time.

March to Mid June : Hot Season. Temperatures slowly build up until the start of theSouthwest Monsoon with storms towards the end of the period. Average mid daytemperature 34°C.

Mid June to September : South West Monsoon. Some continuous rain with thunderstormsthat do not usually last more than 10 days month. Little rains can be expected in September.The average maximum temperature is about 32°C.

October to November : Fine warm weather with haze in the morning. The averagemaximum temperature is about 30°C.


Expect radar vectors. 8nm seperation between traffic on finals.

Caution: Do not mistake Hakimpet Air Base and old Hyderabad Airport as they have thesame runway alignment.

• Radio Communication Failure Procedures

a) When following the STARs under pilot’s own navigation and clearance for aninstrument approach procedure has been issued aircraft shall continue to follow theSTAR and land. If radio communication failure takes place prior to clearance forinstrument approach procedure is issued, aircraft shall maintain the last assignedlevel or FL85 whichever is higher and proceed to HIA VOR to join the holding viashortest route and thereafter, carry out the instrument approach for the RWY for whichthe initial STARs clearance was issued.

b) When under radar vector and clearance for approach has been issued aircraft shallcontinue the final approach and land. If the failure takes place prior to clearance forApproach has been issued, aircraft shall maintain the last assigned heading and levelfor one minute and thereafter climb to FL 85 or the last assigned level whichever ishigher and proceed to join HIA VOR holding and thereafter carry out the instrumentapproach.


Taxi B2, K1, K2, K3 and M, may only be used by A320 family.

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– RWY 27 – Preferred for landing and take-off

Departure clearance – Include intermediate levels (Max FL250), further climb with Chennaiafter departure. In all cases, ATC will forward request levels to control on startup clearancerequest.

• Radio Communication Failure Procedures

a) Pilot Navigation SIDs

On the recognition of communication failure maintain 7000ft or the level assigned byATC, whichever is higher until 25 DME (HIA) or the specified way point in the SIDwhichever is later. Thereafter, climb to flight plan level and continue to follow the SIDuntil termination point. If the communication failure takes place beyond 25 DMEcontinue to follow the SID, maintain the last assigned level by ATC, if any, or FL85whichever is higher for 2 minutes and then climb to flight plan level

b) When under Radar Vector

On the recognition of failure proceed as follows:-

• Inside 15 DME (HIA) maintain last assigned heading until 20 DME, climb to 7000feet or the level assigned by ATC whichever is higher. After 20 DME climb to FL85or the last assigned by ATC whichever is higher and proceed directly to interceptthe flight plan route.

• At or beyond 15DME (HIA) maintain last heading for 2 minutes, climbing to FL85 orthe last level assigned by ATC whichever is higher. Then proceed directly tointercept the flight plan route.

• Five minutes after recognition of failure commence climb to flight plan levelapproach procedure for the RWY for which the initial cleared was issued.

6.3.13.10 Other Information

Local Regulation :

An aircraft Release Certificate (ANNEXURE ll - CIRCULAR NO. 05/2007 BCAS - INDIA)must be signed for all aircraft departing Hyderabad. This certificate should be singed by allconcerned agencies (i.e. Engineering, Commercial, catering, Ground Support, Security andthe Aircraft Commander).

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Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

VABB 9 ILS/ILS 09/27 2963 MAX MAX MAX MAX MAX

Mumbai ILS/VOR 14/32 2517 MAX MAX MAX MAX MAX

VANP 8VOR/ILS 14/32 3200 NOT NOT NOT NOT MAX

Nagpur

VOBL 9ILS/ILS 09/27 4000 MAX MAX MAX MAX MAX

Bangalore

VOCI 8*VOR/ILS 09/27 3400 MAX/367 MAX/342 MAX MAX MAX

Cochin



Chennai

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6.3.14 KHARTOUM (HSSS) - SUDAN

Name of Airport : Khartoum International



Caution: Large birds in vicinity of airport are often found between 15th June and 15th

October.

Caution: Small animals (e.g. dogs) run freely on the airport and may constitute a hazardespecially on the runway.

Caution: Exercise caution whilst manoeuvring on the apron due to limited parking space.

Caution: Exercise extreme caution when manoeuvring between Taxiways B and Cbecause of cracks on the apron shoulders and limited wing tip clearances.

Note: Apply in-flight broadcast procedures on 126.9 MHz in the African airspace.

6.3.14.3 Terrain

The airport is located 1 NM East of the city on flat desert terrain with an elevation of 1260feet. Two significant obstacles are shown on the charts, one to the Northwest and one to theSoutheast.

The Blue Nile flows East to West just North of the airfield joining the White Nile which flowsSouth to North 4 NM Northwest of the airfield.


Air Traffic Control is generally poor, standard phraseology should be used at all times.

Radar is available within 50 NM of the airfield.

Much East-West traffic in Khartoum FIR is during HAJ season.

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1


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6.3.14.5 Weather

Frequent dust and sand storms may lower visibilities to below minimums especially when thewind is greater than 15 kts.

May to September : Hot season, brings thunderstorms, some of which are severe. They arenormally short-lived (15 mins) and therefore it is better to hold away from the airport until theweather clears. Note, gust front may be 40 to 50 NM ahead of the storm, it picks up dust andmay cause problems for aircraft. Visibilities may reduce to below 500 metres. The heavy rainwhich follows may cause flooding but the runway usually remains clear.

July and August : Line squalls are possible.

October to April : Weather is much better and generally fine.

Strong winds at any time of the year will reduce visibility drastically in rising sands.


The VOR’s in the region are very unreliable and the signals do fluctuate. The ILS is sub-ject to false captures very close to the actual beam and must be used with caution. It isgood practice to monitor the ILS with the VOR radial due to the reliability of the ILS.

Caution: Avoid confusing street lighting 3 NM West of Runway 36 and bridge lightingon final approach for Runway 18 with ALS.

Caution: Crews are advised that runway, taxiway and apron markings are in a fadedcondition, exercise caution.

Aircraft are required to backtrack, the turning loops are unlit. FOD is a big problem on thetaxi and apron areas. The apron and taxiways are in poor condition.

Radar vectoring is poor when used. Reports of ATC holding aircraft high, resulting inmaking the approach profile impossible to achieve. The “LOC” has been reported asbeing unreliable (crew report 2006).


• Taxiway E, F and G not authorised for company aircraft

• Exercise caution when operating on apron.


Backtrack will be required using either runways. Noise Abatemnt Departure Procedure(NADP) - NADP A


Crew staying overnight, passports will be held by immigration and returned at time ofdeparture.

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ICAO Code

RFF IAP RWY LDA (m)


Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

HESN 9VOR/ILS 17/35 3402 340/336 MAX/342 MAX MAX MAX

Aswan

HSPN 7VOR/ILS 17/35 2500 NOT NOT MAX/N MAX MAX

Port Sudan

OEJN 9 ILS/ILS 16C/34C 3303 313/308 MAX/369 MAX MAX MAX


ILS/ILS 16R/34L 3803 313/308 MAX/369 MAX MAX MAX

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6.3.15 LAGOS (DNMM) - NIGERIA

Name of Airport : Murtala Muhammed


6.3.15.2 Company Restriction

Note: Uplift of Potable water is not permitted from Lagos.


Warning: Query information whenever an ATC clearance is issued contradicting a NOTAM.

Caution: Airfield lighting is unreliable due to power outages.

Caution: Degraded-braking action when runways are wet due to rubber deposits.

Caution: Beware of FOD on aprons and taxiways.

Caution: During low visibility, do not mistake 18L or parallel taxiway for runway 18R,especially when conducting offset VOR approach to runway 18R.

Caution: Exercise caution during taxi due to uncontrolled vehicular and pedestrianmovement.

Caution: Parking stand, wingtip and engine clearance is an issue if overshoot parkingposition.

Caution: Do not use parallel taxi East of Runway 36R/18L.

Note: The ILS is not monitored by ATC. Continual monitoring of the LOC and GS isessential. Descent progress should be monitored with reference to FPA.

Note: Reports of inaccurate surface winds and visibility, particularly during adverseweather conditions.

Note: Many taxiways have poor markings and no designation, and combined with poorATC. Taxiway confusion is possible.

6.3.15.4 Terrain

No significant terrain. The airport is located on a flat coastal plain.

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

9ILS / VOR 18R/36L 3900 MAX MAX MAX MAX MAX

ILS / NON 18L/36R 2745 MAX MAX MAX MAX MAX

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• ATC standards is poor, lack of adherence to standard procedures and phraseology.Instructions are generally not clear.

• Controller’s speak fast and with heavy accent. Use standard phraseology.

• Frequencies - Poor reception and congestied due traffic volume

• ATIS has been reported having limited range.

• During HAJ season, routing to/from Doha may be longer than normal due revisedrouting.

6.3.15.6 Weather

The climate of Nigeria is tropical in nature, which is occasionally subjected to variations,depending on the rainfall. It is characterized by strong latitudinal zones.

Seasons are defined as the wet season, from April to October, and the dry season, fromNovember till March. The wet season is particularly noticeable on the Southeastern coast.

February to March: Beginning of rainy season, known as the Southwest monsoon. Thebeginning of the rains is usually marked by the incidence of high winds and heavy butscattered squalls.

April to September: Rainfall is most intense during May-July.

October to November: Clear skies.

December to February: During Harmattan winds, reduced visibility due dust and haze canbe expected. Low clouds frequent in early morning. Fog is a daily occurrence, forming beforedawn and clearing by 0900Z.

Note: The most severe weather at Lagos comes from line squalls, moving from East toWest during the spring when the ITCZ is moving Northward. Long lines of darkclouds, rapid rise in wind speed, heavy rain and rapid change in wind directioncharacterize these squalls.

Note: During December to January, whenever the forecast visibility is below thepublished minima, consider an additional one-hour holding fuel.

Note: Winds - generally Southern in direction, with the exception of December, whenwinds are Northerly in direction.

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6.3.15.7 Arrival ProceduresNO STARS published. Radar service provided. Inbound, clearance must be obtainedfrom Lagos approach before crossing the Control Area Boundary. If no contact, try forrelay through other aircraft to Lagos Information on VHF/HF.

Prevailing conditions favor RWY18s, expect either RWY18R ILS or VOR/DME proce-dure.

• ILS 18R G/S is erractic (Crew report Nov 2008)

6.3.15.8 Ground Manuevering

• Surface marking are faded and difficult to read/see, especially during adverse weatherconditions. (Crew report 2008)

• Aerobridges are fixed, require accurate positioning.

• “Late stopping” instructions from marshaller has occcured on several occasion. (Crewreports Nov 2008)

• Do not use parallel taxiway East of Runway 36R/18L.

6.3.15.9 Departure ProceduresConfirm with ATC that flight plan matches filed flight plan. Call for start clearance 15minsprior ETD, departure clearance issued during taxi out. Expect outbound routing initially ona radial from “LAG” VOR, particularly with inbound traffic on R778 (049º).

Crossing height restriction FL100 (VOR “LAG”), and can only be met if departingrunway18R.

6.3.15.10 Customs, Immigration and Security

Overview

Lagos is one of Africa’s largest, most populated city. It is an urban sprawl, with Lagosisland at its heart. The city is overcrowded, polluted and expensive. Travel aroundLagos is stressful and difficult. Armed robbery and petty crime pose as constant threat tothe security of foreigners.

Violent street crime, armed robberies, muggings and carjacking remain prevalent nation-wide but particularly in Lagos. Vigilance and adequate security measures are necessary,particularly at night. The city is filled with poor quality buses and motorcycles that are avital part of Lagos’ Transport Network. They are notorious for crashes and robberies.Crew are recommended not to travel on them.

Crew AccommodationAccommodation for crew is arranged at Sheraton hotel, which is approximately 12kmfrom Airport. The hotel Premises is secure with adequate CCTV coverage and physicalsecurity presence at the entrance, as well as lobby.

TransportCrew transport is provided by ground handling company called NAHCO. Two armedPolice vehicles will escort the crew transport from Airport to hotel and vice-versa.

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Airport

QR has contracted Check Port Security company to provide security services for ouroperations at Lagos. Crew must ensure the security integrity of the catering uplift by ver-ifying each catering seal numbers before accepting on board. Duty Free & Bar cart sealsneeds to be cross checked with Check Port Security Personnel on arrival and departure.

In addition to the above, dedicated QR Security staff is stationed at Lagos Airport to over-see QR security requirements.

During crew stay at Lagos, it is strongly recommended that crew remain in the hotel andstrictly avoid venturing around the city

Contact Numbers

In case of any emergency, crew may contact the below mentioned numbers.

Contact Details

Mr. Jamel Ladhari - (+234 8039154503) Airport Services Manager

Mr. Affun Emmanuel - (+234 8033 064632)Security Supervisor


Note : B777 / A346 - For emergency only, Runway 22 : Landing - must exit via TaxiwayA (LDA2380m). Runway 04 : Take-off from Taxiway A. Runway 04 - turn pad notsuitable for B777 / A346.

ICAO Code

RFF IAP RWY LDA (m)


Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

DGAA 9VOR/ILS 03/21 3403 MAX MAX/380 MAX MAX MAXAccra - Kotoka

Int’l

DBBB 8VOR/ILS 06/24 2363 314/311 250/314 216/214 MAX MAX

Contonou

DNAA 9ILS/ILS 04/22 3610 MAX MAX MAX MAX MAXAbuja Ninamdi

Azikiwe Int’l

DXXX 8VOR/ILS 04/22 3000 NOT NOT MAX MAX MAXLome-Gnass-

ingbe Eyadema

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6.3.16 MADRID (LEMD) - SPAIN

Name of Airport : Barajas International



Note: Day and Night time preferential Runway System applies as per Jeppesen 10-1P.

6.3.16.3 Terrain

The airfield is located 13 km Northeast boundaries of the city with an elevation of 2000 feet.The vicinity close to the airfield is hilly.

Madrid is located on a high and dry plateau surrounded by mountains and hilly terrain. Thehighest peak in the Madrid terminal area is 8268 ft located about 26 NM Northwest of the field(La Malicisa and Penalara peaks).


ATC standard is generally very good. Use standard phraseology. Extensive use of Spanishlanguage is made by ATC.

ICAO Code

RFF IAP RWY LDA (m)


Location 772/3 343/6 332 / 3 300 / 10 320 / 1

LEMD 9 NON / ILS 15L/33R 3500 MAX MAX MAX MAX MAX

Madrid - Bara-jas (H24)

VOR / ILS 15R/33L 4100 MAX MAX MAX MAX MAX


ILS / NON 18R/36L 4350 MAX MAX MAX MAX MAX

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6.3.16.5 Weather

The climate is dry continental with warm summers. The possibility of precipitation is eventhrough out the year except at the dry and hot summer time. Generally the main winddirection is from the west. Due to the hilly surrounding terrain strong winds create bumpinessduring approach and departure.

June to August: Summer months. The average daily temperature can reach upto 31ºC.

December to February: Winter months. The average daily temperature can drop down to1ºC. Low clouds with poor visibility during this time of the year.

March to May and from September to November: Frequent morning fog occurs,disappearing slowly after sunrise.



Preferred Runways for arrival, refer to Jeppesen charts.

Caution: Do not mistake Torrejon airfield (LETO) Runway 05/23 for Madrid Barajas(LEMD). Torrejon threshold Runway 05 is located approximately 2 NMNortheast of Madrid Barajas Runway 33R.

Note: Approach speed restriction apply, refer to Jeppesen charts

Note: Report as soon as possible the intention of missed approach maneuver forrunways 18L/36R. This is required for ATC to restrict departure from runways36L/15R.

Minimum Runway occupancy procedure is applicable, refer to Jeppesen charts.

Expect "Follow Me" vehicle to meet the aircraft before entering the apron for guidance toTerminal 1.


Preferred Runways for departure, refer to Jeppesen charts.

Aircraft not ready to initiate take-off run immediately when cleared for take-off, will havetake-off clearance cancelled and will receive instructions to vacate the runway at the firstavailable taxiway. Although the runway is temporarily occupied by other traffic, landingclearance may be issued to an arriving aircraft if the controller is satisfied that at the timethe aircraft crosses the threshold of the runway in use prescribed separation from thepreceding aircraft will exist.

When issuing a Landing Clearance based on Anticipated Separation, ATC shall issueclearance to the succeeding aircraft with the following instructions: “ .... (Call sign) BEHINDLANDING / DEPARTING (aircraft type) CLEARED TO LAND RUNWAY (number)”.

Pilots requesting or accepting to take-off from the intersections shall inform ATC accord-ingly on initial contact with Ground Control.

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Note: Noise Abatement procedures are applicable, refer to OM Part A, Chapter8.3.1.5, Procedure A.

Recommendation for Departures :

• Report SID (name and number) on first contact with departure frequency.

• Strict adherence to speed limitations.

• Follow SIDs carefully to meet noise abatement procedures.


ICAO Code

RFF IAP RWY LDA (m)


Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

LEAL 8ILS/VOR 10/28 3000 337/335 MAX. MAX MAX MAX

Alicante

LEBL 8 VOR/VOR 02/20 2540 MAX MAX MAX MAX MAX

BarcelonaILS/ILS 07L/25R 2922 MAX MAX MAX MAX MAX

ILS/ILS 07R/25L 2660 341/339 MAX MAX MAX MAX

LEVC 7VOR/ILS 12/30 2915 NOT NOT MAX MAX MAX

Valencia

LEZL 7VOR/ILS 09/27 3360 NOT NOT MAX / N MAX MAX

Seville

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6.3.17 MASHHAD (OIMM) - IRAN

Name of Airport : Shahid Hashemi Najad International




Caution: Strolling dogs observed on the movement area, caution advised.

Note: As instructed by the Iranian Authorities, the term Arabian Gulf shall not be usedin/out bound flights of Iran.

Caution: Parallel runway operations take place without notification. Crew is required tomonitor both approach and tower frequencies. After landing runway 13L/31R, donot cross runway 13R/31L without ATC clearance.

6.3.17.3 Terrain

The airfield is situated in a valley 1.5 NM East of Mashhad city and on the Northeast side ofIran with the Turkmeinistan border 30 NM Northeast of the airfield. The airport elevation is3270 feet. To the West and East of the airfield the ground rises to mountain ranges, which runin a Northwest direction. To the South of the airfield the terrain rises to 4253 feet within 5 NM.To the West the mountain range rises to 4950 feet within 10 NM and rises to 10850 feet within20 NM. To the East the terrain rises to 6322 feet within 20 NM.


The standard of ATC and English is average however can be poor at times.

• Start-Up Call 5-10mins before ready to start

• Clearance Valid 10mins from time of start-up clearance

• A new ATC flight plan is required if aircraft fails to depart after two start-up clearances

• ATC Flight Plan Valid for 60mins after filed EOBT

Preferential Runway usage (ATC)

• Take-off RWY 13L/R

• Landing RWY 31L/R

Routing MHD-DOH

• Expect FL180 20nm before waypoint “MIDSI” (Tehran/Bahrain FIR). OFP will reflectthe FL restriction.

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

8VOR / ILS 13L/31R 3776 NOT NOT MAX / N MAX MAX

VOR / VOR 13R/31L 3886 NOT NOT MAX / N MAX MAX

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6.3.17.5 Weather

Mashhad is located in the Northern temperate region, and has a changing climate. The rainyseason is mostly in mid December through late March. Summers, the weather is dry andwarm. Winters, it is rather cold.



Runway 13L and 13R are not usable during 1830 - 0330 Local Time (1730 - 0230 UTC)except tail wind component is 10 kts or more.

Runway 13L and 13R approaches are steep. (FPA 4.5º for VOR-DME runway 13L andFPA 4.8º for VOR-DME runway 13R) which is up to 1200 ft/pm.

– In VMC request visibility approach for 13L/R to reduce FPA.

– In IMC request runway 31L/R upto 10kts tail wind.


Runway 31L and 31R are not usable during 1830 - 0330 Local Time (1730 - 0230 UTC)except tail wind component is 10 kts or more.


* Runway 12R/30L Not Authorised

ICAO Code



Location 772/3 343 / 6 332/3 300/10 320/1

OIFM 8 VOR/ILS 08L/26R 4397 262/261 226/295 192/190 150/153 MAX/87

Esfahan CIR/VOR 08R/26L 4397 346/337 MAX/324 MAX/232 MAX MAX

OIIE 9

VOR/ILS 11/29 4200 MAX MAX/371 MAX MAX MAXTehran - Imam Khomaini

OIKK 8VOR/VOR 16/34 3785 NOT NOT 211/209 MAX MAX

Kerman

UTAA 7ILS/ILS 12L/30R 3800 NOT NOT MAX/N MAX MAX

Ashgabat*

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6.3.18 MOSCOW (UUDD) - RUSSIA

Name of Airport : Domodedovo International



Caution: Airport to be used with caution in winter during ice conditions.

Caution: Numerous vertical conversions are required.

Caution: Extra vigilance and monitoring is required at all times.

Note: A330 TS-1 fuel is approved and can be mixed with JET A1 or JET A type fuels.

Note: Refer to Operations Manual, Part A: General/Basic, Chapter 8.2.1.7.2 for fuellfreezing point determination and fuel mixture if any.

Note: Refer to Operations Manual, Part A: General/Basic, Chapter 8.3.8.11(Operations on Slippery surfaces) for all information about runway friction, frictioncoefficient, braking action, contaminants and guidelines for take-off and landing.

Note: GHA frequency not available. Urgent message can be passed via Contact“Ground Control (119.0)”.

Note: Fuel remaining in outer tanks should be transferred to inner tanks to avoidunnecessary de-icing from upper side of wings. Refer to FCOM 3.04.91

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

9

NONE 14C/32C 2600 338/332 MAX/375 MAX MAX MAX

ILS / ILS 14L/32R 3794 297/295 MAX/378 MAX MAX MAX

ILS / ILS 14R/32L 3500 338/332 MAX/375 MAX MAX MAX

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6.3.18.3 Terrain

Moscow Domodedovo (pronounced ‘Domoshedovo’) airport is positioned within a woodedsuburb 23 NM Southeast of Moscow Central. The airport elevation is 587 feet. There is nosignificant terrain in the immediate area but there are numerous military and civilian airfieldsin the vicinity. Moscow Bykovo 13 NM North-Northeast, Ramenskoye 12 NM Northeast,Podolsk/Dubrovitsky 14 NM West, Moscow Ostafyevo 14 NM Northwest and MosocwVnukovo 24 NM Northwest.

Caution: Do not mistake illuminated highway leading to the airport with the runways.


Caution: Casual or informal language may reduce safety. Use simple and standardphraseology. Controllers speak reasonable English, but careful with specialrequests to avoid misunderstanding.

Caution: On departure, Radar vectors may take aircraft into prohibited areas.

Careful attention is needed both on arrival and departure to ensure the correct altimetersetting is used: ATC uses the term “HEIGHT” (QFE) but do not usually use the term “FlightLevel” (1013.2). QNH may be obtained on the ATIS and/or HF broadcasts.

Within the Russian Federation ATC and MET use metric units. Distances are measured inmetres (m) and kilometer (km), the wind velocity is in m/sec and pressure indications may beprovided in mmHg (millimetres of Mercury) or hPa. It is Qatar Airways policy to fly QNH at alltimes below transition altitude, QFE shall not be used at any time on any primary altimeters.

QNH should be available at all times from ATC going to UUDD, if unable to obtain QNH youcan convert QFE into QNH by adding 22 hPa to the current UUDD’s QFE. The value of thefield elevation translated into hPa as follow :

– Each 27.5 feet = 1 hPa

– UUDD: 587 / 27.5 = approximately 22 hPa

Note: Airfield (Runway) elevation in hPa is available on Jeppesen approach plates.

6.3.18.4.1 Flight above Transition Level/Transition Altitude (TL/TA)

Above TL/TA, clearances are given in metres. Correct altimetry may be achieved by selectionof STD and; METERIC ALT pushbutton (for A320 Family).

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6.3.18.4.2 Flight below Transition Level/Transition Altitude (TL/TA)

Below TL/TA clearances are given in metres - QFE (height above airport). To ensure correctoperation of lateral and vertical navigation and to remain consistent, a conversion frommetres - QFE to feet - QNH must be performed by crew.

When cleared below the Transition Level all the aircraft altimeters shall be referenced tofeet rather than metres.

TRUE TRACK

WEST EAST

180 - 359º 0 - 179º

Meter Feet Meter Feet

13100 43000 12100 39700

11600 38100 11100 36400

10600 34800 10100 33100

9600 31500 9100 29900

8600 28200 8100 26600

7800 25600 7500 24600

7200 23600 6900 22600

6600 21700 6300 20700

6000 19700 5700 18700

5400 17700 5100 16700

4800 15700 4500 14800

4200 13800 3900 12800

3600 11800 3300 10800

3000 9800 2700 8900

2400 7900 2100 6900

1800 5900 1500 4900

1200 3900 900 3000

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QNH in hPa should be available on ATIS. Crews should also request QNH in hPa from ATC.Aircraft should be set to QNH according to Operations Manual: Part A: General/Basic,Chapter 8.3.3.

Conversion from metres - QFE to feet - QNH is accomplished by reference to table below.

• Feet (ft) to Meter (m) conversion below Transition Level (TL) (for DME only)


When cleared below TL to metres - QFE

– Set QNH in hPa on all altimeter subscales.

– Set desired altitude (ft) on Flight Control Unit (FCU)

– Initiate or continue descent.

6.3.18.5 Weather

The climate is continental with relatively warm, humid summers with mean maximumtemperatures above +28º C during July to September. Winter season is long and cold withmean minimum temperature of -25ºC in January to February.

Most weather activity consists of CBs or squalls. Occasionally, morning fog occurs duringwinter months but usually dissipates by mid-morning.

Occasional late afternoon thunderstorms occur during May to August.

Prevailing winds are westerly and at times quite strong. Below minima weather is notcommon.

Meter (QFE) Feet (QNH)

900 3540

800 3200

700 2900

600 2600

500 2200

400 1900

300 1600

200 1200

100 900

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STAR’s are used, followed by radar to final approach. Descent clearance, which may bedelayed, will be given by radar and may not be consistent with the STAR. The radar con-troller may not give the last turn onto the ILS LLZ, make this turn using bearingsfrom locators without further instructions. Clearance to land is given after crewshave reported Landing Gear down.

Runways with ILS approaches have two (2) missed approach procedures published,"Standard" and "In case of Lost Communication". Due limitation in FMS NAVDB, only"Standard" missed approach procedure available.


Note: Fuel uplift is to be written in the Crew GD.

Request departure clearance as early as possible (prior to Taxi if possible).

ATC may assign low height after take-off, possibly below thrust reduction/accelerationheight.

Expect the clearances as “Climb 900 m on Runway heading, passing 200m contact radar127.7.

Convert any ATC clearances in metres (QFE / FL) to feet (QNH / FL), using appropriateconversion table provided above, then place the appropriate converted feet value in theFCU.


Visa for Russia MUST be in the current passport of a crewmember. If a passport hasbeen renewed, the old visa automatically becomes invalid, even though it has notexpired. Ensure Visa is transferred to current passport.

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Note 1: First Company preferred alternate.

Note 2: Second Company preferred alternate.

ICAO Code

RFF IAP RWY LDA (m)


Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

EETN 7ILS/ILS 08/26 2820 NOT NOT MAX/N MAX MAX

Tallinn

EFHK 9 ILS/ILS 04R/22L 3200 MAX MAX MAX MAX MAX

Helsinki - Van-taa


ILS/VOR 15/33 2901 MAX MAX MAX MAX MAX

EVRA 8ILS/ILS 18/36 2550 NOT NOT MAX/N MAX MAX

Riga

EYVI 7ILS/ILS 02/20 2500 NOT NOT 217/215 MAX MAX

Vilnius

ULLI 8 ILS/ILS 10L/28R 3397 310/307 MAX MAX MAX MAX

St. Petersburg ILS/ILS 10R/28L 3780 310/307 XXX/292 205/203 156 MAX/87

UMMS 8ILS/ILS 13/31 3640 268/264 249/312 208/206 159/163 MAX/82

Minsk

UUEE 8 ILS/ILS 07L/25R 3550 327/323 MAX MAX MAX MAX

Moscow - Sheremetyevo

(Note 1)ILS/ILS 07R/25L 3702 294/291 MAX/367 MAX MAX MAX

UUWW 8ILS/ILS 02/20 3000 235/233 208/265 178/177 142/144 MAX/93

Mosocw - Vnukovo (Note

2) ILS/ILS 06/24 3000 XXX NOT NOT NOT 63/61

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6.3.19 MUMBAI (VABB) - INDIA

Name of Airport : Chatrapati Shivaji International



NIL


Caution: Juhu airport is 1.9 NM northwest and has a Runway 08 which has been mistakenfor Runway 09 at Mumbai

Due to extensive light aircraft and helicopter activity at Juhu, a sharp look outshould be maintained at all times.


Note: All turns must be made on the runway properly avoiding shoulders.

Note: People wandering onto runways and taxiways during the day and night.

6.3.19.4 Terrain

Airfield located 8 NM Northeast of Mumbai (Bombay) and 2 NM from the coast with anelevation of 27 feet. 40 NM to the East are the Western Ghat Mountains which reach amaximum of 5400 feet AMSL. Hills lie to the North and East within 10 NM, the highest beingnearly 1550 feet AMSL at 8 NM North Northeast. Immediately East of the aerodrome, in thevicinity of Runway 27 MM, there are low hills, which have been levelled to their presentheights of around 200 feet above airfield elevation. At range 3.5 NM on the approach toRunway 32 and just left of centreline is a hill 1050 feet and obstructions to nearly 1074 feetAMSL. There is a mast to nearly 1000 feet AMSL 5.5 NM South Southwest. On the approachto Runway 27 there are hills and obstructions to nearly 750 feet AMSL 1 NM right of thecentre line and 2 NM short of the threshold.

Pilots are advised to make full use of Navigation Aids and Instrument approach plates andprocedures even in VMC conditions.

Caution: High Terrain on take-off runway 09 and 14.

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

9ILS / ILS 09/27 2963 MAX MAX MAX MAX MAX

ILS / VOR 14/32 2517 MAX MAX MAX MAX MAX

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The standard of ATC is average. English at times is barely adequate requiring terminology tobe kept simple.

6.3.19.6 Weather

Hazy all year round due to smoke.

March to early June is the hot season ending with the possibility of thunderstorms known as‘Elephantas’ late in the season (The name ‘Elephantas’ comes from Elephanta island on theeastern side of the Mumbai harbour. The storm usually comes from this direction). TheElephantas can be prolonged and severe.

Mid June to September is the period of Southwest Monsoon. The onset and withdrawal ofthe monsoon is generally marked by several thunderstorms and squalls. The monsoongenerally break over Mumbai about first week of June. Heavy rain and thunderstorms seemto occur almost continuously during this period. Hazard like crosswind conditions exceedingoperational limits, poor braking actions very low visibility and runway contamination prevailduring this period.

Warning: June/July are months heavy rain accompanied by squally winds. Hazards likecrosswind conditions exceeding operational limits, poor braking action, very lowvisibility and runway contamination due to flooding prevail in this season.

October to November, apart from the Elephantas as the south-west monsoon withdraws theweather is mainly fair. Winds are mainly north easterly to westerly.

December to February is the Northeast Monsoon. This is a season of fair weather with land-sea breezes. February can be expected to be hazy with the possibility of fog.

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On approach Runway 27 in low visibility, confusion may exist between Runway 27 andparallel taxiway.

The ILS on Runway 27 has a 3.3º glideslope, therefore the glideslope must be intercept withat least F-speed. The ILS may be unreliable during heavy rain.

The VOR is liable to scalloping up to 6° in the northwest sector and up to 3° in the southeastsector.

Runway 09/27 is slow to drain after heavy rain and aquaplaning is a possibility.

Warning: There are two ridges that may triggers GPWS warnings, the most significant ison Runway 27 centerline at 18 to 24 miles.


Caution: Taxiways not authorized for B777, A346 & A330 : - K1, K3, L, L1, L2, S, T and U.

Caution: When taxing on taxiway D be vigilant for aircrafts holding on taxiways B4 , C or J.

Crew Feedback - Exercise Caution when coming onto stand as the visual stoppage systemcan at times be difficult to read.


Runway 09/27 is extremely rough and the aircraft configuration giving the lowest possiblerotation speed should be used without compromising performance.

Note: The Terminal 2 International apron is not visible from the control tower,awareness and good crew co-ordination is required.

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Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

OPKC 9 NON / ILS 07L/25R 3200 273/270 MAX/341 228/226 MAX MAX

Karachi NON / ILS 07R/25L 3400 MAX MAX MAX MAX MAX

VAAH 9VOR / ILS 05/23 3505 333/331 MAX/349 231/229 MAX MAX

Ahmedabad

VANP 8VOR / ILS 14/32 3200 NOT NOT NOT NOT MAX

Nagpur

VOBL 9ILS / ILS 09/27 4000 MAX/360 MAX MAX MAX MAX

Bangalore

VOHS 10ILS / ILS 09/27 4260 MAX MAX MAX MAX MAX

Hyderabad

VOMM 9ILS / ILS 07/25 3658 MAX MAX MAX MAX MAX

Chennai

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6.3.20 NAIROBI (HKJK) - KENYA

Name of Airport : Jomo Kenyatta International



Caution: Bird hazards are encountered anywhere in Kenya airspace from ground level to15,000 feet AMSL at all times. Large birds up to 7 kg are common.

Note: 180 degrees turns on Runway 06 is not permitted.

Note: Apply in-flight broadcast procedures on 126.9 MHz in the African airspace.

6.3.20.3 Terrain

The airfield is located 15 km Southeast of the city with an elevation of 5327 feet. Terrain Eastof the airport is generally flat and rising steadily to the West. To the North the AberdareMountains run North-South with peaks to 13,000 feet ASL within 40 NM. West at 17 NM arethe N’Gong Hills with peaks to nearly 8100 feet ASL (The GG NDB and GV VOR are sited onthese hills). 23 NM South-East are the Mua Hills to over 7000 feet ASL. Mount Kenya 17,058feet ASL located 70 NM North-Northeast and Mount Kiliimanjaro 19,340 feet ASL located 110NM South of the airfield.


The standard of ATC and English is variable. Use standard phraseology.

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

9 ILS / VOR 06/24 4117 MAX MAX MAX MAX MAX

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6.3.20.5 Weather

Nairobi enjoys good weather throughout the year. Low stratus cloud frequently occurs in theNairobi area and constitutes perhaps the most common and serious hazard to aircraftintending to land at night or early morning. It can be experienced at any time of the year andmay lead to a sudden deterioration in reported visibility with little or no warning. It is rapidformation from previously cloudless conditions constitutes the most serious hazard. LowStratus is most frequent from 2200 UTC onwards reaching a peak between 0300 and 0500UTC the rate of dispersal is rapid after 0500 UTC.

January to February: Hottest and least cloudy period. Early morning fog can form suddenlyand unexpectedly. Surface wind generally Northeasterly 10 - 15 kts, but strong Northerlycrosswinds a possibility.

March to May: The “Long Rains”. The weather is often severe. Cu/Cb occur during the day,with thunderstorms possible in the late afternoon. Rain may then continue well into the night.

June to September: Dry season. Surface wind generally South-Southeast of 10 kt. Muchclouds, mainly scattered, base 3000 feet tops 5000 - 6000 feet.

October to December: The “Short Rains”. Much low stratus. Maximum rainfall between2000 UTC and 0900 UTC. After a clear evening low stratus or fog may form before midnight2100 UTC.


During descent and approach, the high TAS will result in increased ground speed andturning radius.

Caution: TCAS warning may be triggered, due to the close proximity of Wilson andEastleigh airfield.

Braking action degraded in wet conditions particularly on the heavy rubber deposits in theRunway 06 touch down area. Crews are reminded to consider the tyre speed limitationsat high airports. The probability of experiencing hot brakes on turn around is possible.Runway choice and braking technique may help to reduce any brake temperature delays.

Note: Due to extreme ground surface heating, severe turbulence may beexperienced on approach to land.


Parking stands are in Apron 1. Stands 3 - 5 are for wide-body aircraft.


NIL

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ICAO Code

RFF IAP RWY LDA (m)


Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

HKMO 9VOR/ILS 03/21 3350 MAX MAX MAX MAX MAX

Mombasa

HTDA 9ILS/VOR 05/23 3000 MAX/347 MAX/349 MAX MAX MAX

Dar-es-salam

HTKJ 9ILS/NON 09/27 3607 MAX MAX/370 MAX MAX MAX

Kilimanjaro

HUEN 9ILS/VOR 17/35 3658 XXX MAX MAX MAX MAX

Entebbe

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6.3.21 NEWARK (EWRK) - USA

Name of Airport : Newark Liberty International


6.3.21.2 Company Restrictions

• Runway 11/29 - Not authorized.

• Landing and Hold Short (LAHSO) operation - Not authorized.

• Circle to land - Not authorized.


Warning: All taxiway intersection considered “HOT SPOTs”. READ BACK ALL HOLDSHORT INSTRUCTIONS. Be alert for RUNWAY CROSSING CLEARANCE. Donot enter an ACTIVE RUNWAY WITHOUT A CLEARANCE.

Warning: Ramp Control frequency MUST be contacted, PRIOR to entering ramp area andBEFORE push back.

Caution: Bird hazard in vicinity of airport.

Caution: Para-Sail and banner towing operations 1000ft and below in upper and lowerNew York bays.

Caution: Do not forget to include “HEAVY” in call-sign: “Qatari 84 Heavy”.

Note: Displaced landing Threshold - Runway 04L/22R and Runway 04R/22L.

Note: Under FAA regulations, the following values are used:

• Declared distance : “Feet”

• Visibility : Statue Miles (SM). Note below 1/4sm, visibility advised in Feet

• RVR : “Feet”

• Altimeter : “Inches”

• The FAA frequently perform spot-check inspections of all personal, Aircraft documentsand emergency equipment.

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

9 (E)ILS / ILS 04L/22R 2579 MAX MAX MAX N/A N/A

ILS / ILS 04R/22L 2501 MAX MAX MAX N/A N/A


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6.3.21.4 Terrain

Airport is located 2.6 miles south of Newark city and 5 miles west of New York City. Theairport is surrounded by medium density residential area. Generally flat terrain, 15 milesWest/Northwest, low terrain.


Newark is located within the New York Terminal Control Area, sharing airspace with both NewYork-JFK (KJFK) and La Guardia (KLGA). In addition busy general aviation airports are alsolocated within the vicinity. Radar vectoring is used extensively.

Weather disruptions in the New York Area, including at other airports, may cause a dominoaffect resulting in delays. Weather disruptions that occur in early part of the day may result inextensive delays to evening arrivals.

When cloud base drops below 500 ft, traffic holding builds up quickly. Holdings of one (1)hour or greater not uncommon affecting both arriving and departing flights.

Three (3) helicopter routes cross Newark flight patterns. ATC will issue traffic advisories.

US ATC controllers tend to speak rapidly, abbreviated and use non-ICAO standards.Speaking slowly may trigger the response to be slower. If unsure about a clearance, clarify.

• US Terminology:

• “Position and Hold,” MEANS “Line-up and Wait”. An imminent take-off clearanceshould follow upon line-up, if not, query ATC.

• “Taxi xx Position and Hold” MEANS “Taxi via xx, Line-up and Wait”. An imminent take-off clearance should follow upon line up, if not, query ATC.

Minimum Fuel

• Advise ATC of “minimum fuel” status when fuel supply has reached a state where, uponreaching destination, any undue delay cannot be accepted. This call does not declare anemergency nor gives the flight priority in the traffic flow.

• On initial contact the term “MINIMUM FUEL” should be used after stating call sign.

• Example – Newark Approach, Qatari 84 heavy, “MINIMUM FUEL”.

• If traffic priority is required, an “EMERGENCY” must be declared, reporting remainingfuel in minutes.

If fuel reserves are low, advise ATC early since diversions usually take 15 minutes or more toarrange - BE POSITIVE.

• Peak times for traffic flow

• Arrivals : 1300 to 1700 Local

• Departures : 0700 to 1000 and 1800 to 2100 Local.

Departure taxi times are planned at 25 minutes based on statically times obtained fromNewark Airport.

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• Holding speed/altitude within New York Area.

6.3.21.6 Weather

Newark experiences a wide variety of weather systems. Low-pressure systems moving fromWest to East (East coast depression) are the main basis of major weather.

Summer is characterized by warm weather with occasional heat waves.

April – June & Sept.- Oct: Probability of sea fog particularly during early morning hours, whichmay continue into afternoon and infrequently into evening.

June- September: Widespread thunderstorms, with tops at times more than 50,000 ft.occasionally resulting in airport closure. Squall lines frequently stretch out in a NE/SWdirection.

Severe Weather Avoidance Plan (SWAP) applies to all bad weather situations associatedwith thunderstorms in summer. ATC proactively re-route to destinations and redirect toalternates.

Winters are cold with heavy snowfalls at times. Sleets or freezing rain and icing conditionsmay precede a storm. Slow moving warm fronts can produce consistent low clouds and poorvisibility.


a) Arrival Procedure

Arriving aircraft are often vectored outside ""New York Class Bravo (B)"" after entry . Thefollowing "geographical vicinities" are where pilots may experience this occurrence. Crewsshould maintain alertness and situational awareness at al all times.

1) RWY 22L/R - South of "SPARTA VOR", between 5000ft and 7000ft

2) RWY 04L/R - North of "Robbinsville" VOR, sector outside of Class B at 3000ft and 4000ft,and below Class B at 2000ft

There is limited use of STARs. An early descent from Boston center is standard. Expect radarvectors from New York Approach Control for ILS approach 04R or 22L (ATC preferentialrunways for landing). Considerably low level vectoring is normal.

In a non-standard phraseology, the descent clearance is issued in such wordings or manneras “reach XYZ at 13000ft”, even though the word “Descent” is not mentioned.


Up to 6000ft 200

6001ft - 14,000ft 210

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Arrival Profiles:

a) Via “BDL” (Bradely), Expect FL280 by “BOS” (Boston VOR), cross “BDL” at FL160,“FLOSI” at FL80 and “SHAFF” at FL70.

b) Via “ALB” (Albany VOR), expect to be at or below FL280 by 230nm from Newark, level atFL240 25nm before “ALB”, cross “ALB” at FL160,“FLOSI” at FL80 and “SHAFF” FL70.

The Operational Flight Plan (OFP) will reflect above profiles.

Runway 22L Arrival

a) After waypoint “SAX”, expect turn to “TEB” (Teterboro), track distance from “SAX” toNewark is about 60nm. The Runway 22L approach path, passes over Teterboro airport,located 9nm North/Northeast, which has high volume of general aviation traffic. WhenRunway 19 is in use at “Teterboro”, TCAS events are common. Expect 180kts up to 6-mile finals.

b) Simultaneous arrivals to Runway 11 and Runway 22L are normal.

Runway 04R Arrival

Landing Runways 04R, expect a wide downwind, with speed restrictions to de-conflict with LaGuardia (KLGA) inbound traffic. Linden airport, 5nm south, with traffic pattern to 800ft MSL, islocated beneath approach path to Runway 04L/R. Track distance from “SAX” to Newark isabout 100nm. Expect speed adjustments on final approach.

Runway Approach

Runway 04R Cat II & IIIA

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c) Taxi and Ramp Areas:

After landing Runway 04R or 22L, tower will instruct arrivals to hold short of Runway 04L or22R for departing traffic. Arriving aircraft are expected to clear arrival runway, continue passcenter taxiway “P” and read back the “Hold Short” instructions.

Runway Crossing

• After runway-crossing instructions are received, the aircraft is authorized to taxibeyond first taxiway to ensure the entire aircraft is clear of active runway. Move all theway up to taxiway “PA”,”A” or “S”.

Taxi Routes - Departure

• Runway 04L – Taxi via “B”, “D”, hold short taxiway “V” OR via “A”, “PA”, hold short of“V”.

• Runway 22R – intersection “W”, taxi via “B”, “R”, hold short “K” OR via “A”,“S”, holdshort of “K”.

Do not necessarily expect hand-offs between Ground and Ramp Controls and vice versa.

• After landing, if not instructed, initiate call to Ramp Control PRIOR to ENTERING theramp area.

• Departure, initiate call to Ground Control PRIOR to EXITING the ramp area if notinstructed to do so.

• Qatar Airways will use Terminal B at Newark International airport. Contact “RampControl” on 122.85 for gate assignment prior to and again after landing. After landingmaintain listen watch on 122.85 for updates.

• Extreme caution must be used when the ramp is wet or snow /ice is present. If,determined by PIC, aircraft cannot be parked safely under its own power, requesttowing.

• Parking Stands : 51,52,57,60 and 68 are Tow-in gates.

• Parking Stands : 62- 68, Marshaller required .

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d) Departure Procedure

Pushback Frequencies at Terminal B, Concourse B-3

1) Gates 60-62 - Port Authority on 122.85

2) Gates 63-68 - Continental on 129.57

Datalink departure clearance (DCL) is available.

Request clearance up to 25 minutes prior to departure, except when ATIS indicates departuredelays are in effect. Flow control procedures can often cause extensive ground delays.Expect Runway 22R or 04L for departure.

Departures are via “Newark Seven Departure”. Note all SIDs have “INITIAL CLIMB” followedby “ROUTING” instructions. Expect intermediate level off during climb out and be ready forfrequent altitude changes.

Departing Runway 22R, standard take-off point is from “Taxiway W”, if full length required,advise ATC at start-up.

Departing Runway04L, caution advised due departing traffic from Teterboro airport located9nm North/Northeast.

Departures Delays

• The term “GATE HOLD” may be used and occurs when a departure delay greater than15mins is expected.

• “Departure flow management”(less than 15mins) or “Departure delay” (greater than15min) procedures are advised via ATIS.

• After receiving ATC clearance, contact “Flow Control” (GATE HOLD frequency) forstatus on departure delay.

• “Departures delay” information will be updated in fifteen (15) minute incrementsthereafter.

• Advise ATC if unable to meet assigned taxi time.• Prior to taxiing, advise, “flow controller” (GATE HOLD frequency) of intended ramp

exit.

Note: Monitor and maintain listening watch with “flow control” (GATE HOLD frequency)at all times. Failure to respond to three (3) successive calls or inability to taxi atthe issued taxi time will result in further delay.

e) De-icingCompleted on stand. “Snow-desk” will co-ordinate de-icing times. Ensure ATC is advisedof the times.

f) AlternatesDuring times of mass diversions from airports located within the New York area, surroundingairports fill up rapidly. Consideration should be given to nominating a distanced alternatewhen marginal weather is forecast.Newburgh Stewart (KSWF) and Windsor Lock (KBDL) can be considered as “fuel alternates”.

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a) Security

Global Security will do pre-departure security check as listed below :

• Aircraft search will be carried out by Global Security and a copy of the search form willbe handed over to the CSD.




ICAO RFF IAP Runway LDA (m)


Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

KBDL 8(D)ILS / ILS 06/24 2899 MAX MAX MAX XXX XXXWindsor

Locks

KBOS 9(E) NON/ILS 09/27 2134 MAX MAX MAX XXX XXX

Boston

NON/NON 04L/22R 2148 MAX MAX MAX XXX XXX



KBWI 8(D) ILS/ILS 10/28 3033 MAX MAX MAX XXX XXX

Baltimore ILS/ILS 15R/33L 2896 MAX MAX MAX XXX XXX

KJFK 9(E) ILS/ILS 04L/22R 2638 MAX MAX MAX XXX XXX

New York



VOR/ILS 13R/31L 3428 MAX MAX MAX XXX XXX

KIAD 9(E) ILS/ILS 01C/19C 3505 305/302 MAX MAX XXX XXX

Washington



ILS/NON 12/30 3200 MAX MAX MAX XXX XXX

KPHL 9(E) ILS/ILS 09L/27R 2896 MAX MAX MAX XXX XXX

Philadelphia ILS/ILS 09R/27L 3202 MAX MAX MAX XXX XXX

KSWF 7(C)ILS/ILS 09/27 2688 NOT NOT MAX/NOT XXX XXX

Newburg

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6.3.22 NEW YORK (KJFK) - USA

Name of Airport : John F Kennedy


This brief to be read in conjunction with “JFK ATC CD-Rom: “JFK TOWER USERGUIDE” provided to all crew-members operating to JFK.


JFK is a noise sensitive airport.


Caution: Rushed Approaches do occur, consider asking for a 10nm final and be preparedto configure early for landing.

Caution: RWY04R - Arrival aircraft is requested to immediately advise ATC in the event ofa missed approach, as this is critical to separation from 04L departure aircraft.

Caution: Be aware of possible radio interference or false instructions on towerfrequencies.

Caution: Flocks of birds are a hazard (JFK has one of the highest rate of bird strikes).

Caution: Para-Sail and banner towing operations at 1000ft and below in upper and lowerNew York bays.

Caution: Hot Spots - See Jeppesen Chart 20-9.

Caution: Stand 3, 25, 27 not authorized for B777/A346 at T4.

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

9 (E)

ILS / VOR 04L 3460 MAX MAX MAX MAX MAX

ILS 22R 2638 MAX MAX MAX MAX MAX

ILS / VOR 04R/22L 2560 MAX MAX MAX MAX MAX


ILS / VOR 31R 2736 MAX MAX MAX MAX MAX

VOR 13R 3647 MAX MAX MAX MAX MAX


D - ATIS PDC / DCL TWIP

Available Available to PDC Not Available


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Taxi Way Restrictions : Jeppesen chart 20-9-1 (Taxiway Restriction) depicts Taxiways notauthorized for B773-300ER and A340-600. Note B777 Airport Moving Map (AMM) does notshow Taxiway restrictions.

Note : Inbound contact “IAT Ramp Control 130.77” to obtain parking stand, apronentry point and any apron advisories.

Note : Peak Arrival Times 1500 - 1700 local time

6.3.22.4 Terrain

Airport located on Long Island, 10nm southeast of New York City. Area surrounding theairport is noise sensitive.

6.3.22.5 Weather

Significant Disturbances

• Nor’easter is a deep low pressure system that occurs along the East Coast of US andCanada, and is the main source of significant weather for New York. Nor’easter canoccur any time, but most frequent in winter as they thrive on converging polar cold airmass and warmer ocean water of the Gulf Stream. Nor’easter produces moderate toheavy snow, rain for periods usually lasting 24hrs, low temperatures and high windgusts. Nor’easter will affect all East coast airports, ie. KBOS, KBWI, KEWR, KIAD,KPHL and KPIT.

Autumn (Fall) & Winter

• Northerly winds most common during winter, expect RWY4L (take-off) 04R (landing/CAT IIIA)

• Snow falls expected from November to April.

• Low clouds and visibility occur with slow moving warm fronts.

• Freezing rain and drizzle has been common for past three (3) winters.

Spring & Summer

• Spring - Weather below minima occurs mainly when sea fog drifts in with SSW wind,during summer (April/May & Sept/Oct) it clears quickly, however in winter it can bepersistent.

• Summer – Temperatures may rise to 30°C or more associated with high humidity.Active cold fronts and squall lines with associated thunderstorms and wind-shiftsresulting in runway changes can lead to ATC disruptions and delays. Thunderstormactivity frequent in late afternoon. Squall lines often lie in a NE/SW direction. Tropicaldisturbances during hurricane season (Jun-Oct) may bring heavy rain and strongwinds to the area.

• Winds are generally southerly in direction

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Windshear

• RWY22L/R, windshear maybe experienced

Severe Weather Avoidance Plan (SWAP)

• Applies to all bad weather situations. ATC proactively re-route to destinations andredirect to alternates


A very busy air traffic environment with airports La Guardia 9nm North and Newark 16nmWest. Numerous light aircraft operating along Long Island shoreline.

Weather disruptions in the New York Area, including at other airports, may cause a dominoaffect resulting in delays. Weather disruptions that occur in early part of the day may result inextensive delays to evening arrivals.

When cloud base drops below 500 ft, traffic holding builds up quickly. Holdings of one hour orgreater not uncommon affecting both arriving and departing flights.

US Air Traffic controllers tend to speak rapidly, abbreviated and use non-ICAO standards.Speaking slowly may trigger the response to be slower. If unsure about a clearance Clarify.

• US ATC Terminology :

• “Position and Hold “MEANS “Line-up and Wait. An imminent take-off clearance shouldfollow upon line-up, if not, query ATC.

• “Taxi xx Position and Hold” MEANS “Taxi via xx, Line-up and Wait”. An imminent take-off clearance should follow upon line-up, if not, query ATC.

• Fuel Reserves / Min Fuel

• If fuel reserves are low advise ATC.

• Minimum Fuel - Advise ATC of “minimum fuel” status when fuel has reached a statewhere upon reaching destination, any undue delay cannot be accepted. This call doesnot declare emergency nor gives the flight priority in the traffic flow.

• On initial contact the term “MINIMUM FUEL” should be used after stating call sign,Example - New York Approach, Qatari xxx heavy, “MINIMUM FUEL”.

If traffic priority is required, an “EMERGENCY” must be declared, reportingremaining fuel in minutes

• Unit of Measurement :

• Declared distance in “Feet”

• Visibility in Statue Miles (Note: below 1/4sm, visibility advised in Feet)

• RVR in “Feet”

• Altimeter in “Inches”

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• Holding Speed / Altitude within New York Area.

Class B Airspace

• Crew to beware of potential for radar vectors on arrivals to JFK may take beyondClass B limits either laterally or vertically after initially penetrating Class B boundaries.


Up to 6000ft 200

6001ft - 14,000ft 210

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Descent / Star Overview

• Early descent with Boston Control is standard, 200-300nm away. Fuel consumption,expected descent profiles are included in Operational Flight Plan (OFP)

• Non-standard phraseology, the descent clearance is issued in such wordings ormanner as “reach XYZ at 12000ft”, even though the word “Descent” is not mentioned.

• STARs - from North Atlantic/North East expect routing via “Kennebunk (ENE)”,Plymouth (PLYMM). STAR usage maybe substituted by radar vectoring. STARscontain expected flight levels and altitudes, useful guide to planning descent. Trafficfrom “ENE” and “PLYMM” is routed via waypoint “ROBER”, after which radar vectorsprovided.

• Via “Kingston (IGN)” STAR, cross “IGN” at 19,000ft due La Guardia airspaceconstraints. En-route holding within the STAR can be expected. Runway 31/L/R,expect track distance of 175NM from “IGN”.

• Expected speed constraints

• Extensive low level radar vectoring to be expected.

• Be familiar with full place names of approach aids as these are frequently referred too.

TOD TO 5,000FT BELOW 5,000FT FAF OR MARKER

250KTS 210-230KTS 180KTS

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Arrival Runway (ATC Preference)

Approach Overview

• VOR approaches are often utilized, particularly RWY13L/R, which is used to improvetraffic flow by increasing separation between arrival LGA and JFK and also for noiseabatement

• Simultaneous landing taking place on separate runways, i.e. RWY13L/22L

• Close separation during busy approach periods is normal.

• Last minute runway changes are frequent, necessitating rapid re-briefing for adifferent approach.

• Displaced Thresholds - Five of eight runways have displaced thresholds of varyingdistances. There is a possibility to duck-under especially on RWY13 with a low cloudbase, with a possible consequent firm landing.

• All approaches except RWY13R have CAT I ILS.

ARR. RWY DISPLACED THRESHOLD (M) AVAILABLE LANDING AIDS

04R NIL CAT IIIA/IIIB

22L NIL CAT IIIA/IIIB

13L/22L 276M / NIL CAT II / CAT IIIA/IIIB

13R/04R 795M / NILVOR / CAT IIIA/B SIMULTANEOUSLY

APPROACHES USED

31R 314MCAT I RWY31L/R (USED SIMULTA-

NEOUSLY)

ARR. RWYDISPLACED THRESH-

OLD (M)LANDING

AIDSNOTES

22R 822M CAT I USED AS OVERFLOW FOR RWY22L DURING PEAK TIMES

31L 1014M CAT I

USED AS OVERFLOW FOR RWY31R DURING PEAK TIMES. NOTE

RWY31L HAS NO APPROACH LIGHTS.

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Arriving RWY04R while departing RWY04L

• RWY04s used mostly during winter and when strong East / South East x-winds exist.

• Side-step approaches are sometimes utilized RWY04R to RWY04L.

• RWY04R Missed approach - inform tower immediately and follow instructions duecritical separation from RWY04L departures.

Arriving RWY13L & 22L while departing RWY13R

• RWY13L ILS approach is rarely used due to conflict with La Guardia approach, butwhen used, arrival rates drop to around 28 per hour (1/2 of normal rate). VASI isturned off during RWY13L ILS.

• RWY22L is an offset VOR/DME approach for separation from LGA traffic. The ILSmay be used during late evening arrivals.

VOR approach, expect vectoring to intercept final at 2000ft.

• This RWY configuration is most frequently used throughout summer months withsoutherly winds.

Arriving RWY22L while departing RWY22R

• This configuration is used when required by wind and weather conditions.

• RWY22R ILS approach – LLZ is offset by 3° and there is a marked displacedthreshold. Visual picture at decision altitude will be unusual.

Arriving RWY31R while departing RWY31L

• This configuration is most frequently used throughout winter months when winds arenortherly in direction.

• To accommodate arrival demand between 14:30LT to 17:30LT and arrivals onRWY31L, a sidestep manoeuvre from RWY31R to RWY31L is sometimes given atabout 2nm.

• In case of a side-step from RWY31L to RWY31R, ensure the missed approachprocedure is briefed.

Simultaneous operations with Arrivals RWY22L and departure RWY13R (Ref "KennedyTower letter to Airmen No. 08-02, dated 14th/Aug)

• Aircraft departing RWY13R may begin take-off roll when a RWY22L arrival is crossingthe landing threshold instead of arrival aircraft being clear of runway, completedlanding roll and hold short of intersection or taxied through intersection.

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Condition Required

• Crew notified via ATIS when this operation is taking place

• Braking action is reported as no less than good

• Tailwind - Not exceed 10kts for arriving aircraft

• Weather - Least 200ft ceiling / Viz 3 miles

• RWY13R - Departures will use full runway length

RWY 13L/ R Approach (Canarsie)

Note : Lead-in lights System inoperative-Procedure is not authorized (State Regulation)

The VOR 13L/R approach utilizes the CANARSIE (CRI) VOR and then flashing lead-in lightsto either 13L or 13R (Jeppesen chart 29-2). The VASIs for both 13L/R are set to 3.0º,however the advisory altitudes for RWY 13L give a 2.5º slope while those for RWY 13R givea 3.4º slope.

In good weather aircraft is normally given clearance to cross ASALT and CRI at the constraintaltitudes of 3000ft and 1500ft. In the presence of low cloud base, ATC may vector to crossASALT at 2000ft and further to cross CRI at 1000ft (this should only be when advised byATC). Crews should monitor CRI VOR passage and insure 2.6 DME AFTER CRI beforeinitiating further descent (Jeppesen chart 23-3 shows an advisory altitude of 1000ft at CRI 2.6DME, DMYHL position). NOTE: Descent below this will be required if and when operating inlimiting weather conditions (check MDA).

Reports indicate radiations from RWY31R ILS during “CRI” approaches producing erraticglide slope warnings. These should be ignored or the glide slope should be inhibited priorcommencing the approach.

Be aware that a CANARSIE approach may be given as a late change of RWY. There is also apossibility of being asked to land on either RWY very late in the approach.

To carry out a successful CANARSIE approach much is dependant on both crewmembersbeing fully briefed, alert, and understanding the difficulty of this challenging approach.

RWY 13L Visual Clues

• The lead in lights track arrivals around shoreline of Jamaica Bay, the shore parkhighway will be visible to the left of approach path. Other visual include “racetrack” tothe left and “T” shaped hotel about 1nm on extended centerline of RWY13L.

• Potential confusion by bright ramp lights in cargo area short of RWY13L threshold.Use extra caution when visually seeking runway lights as misidentification can occur.

RWY 13R Lighting

• A set of seven sequenced flashing lights is installed for the final segment of approachRWY13R to assist in identification and alignment.

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6.3.22.8 Diversions

Crew need to be proactive when it comes to diversions. Surrounding airports quickly becomecongested which cause additional holding delays. Washington is probably the most reliablealternate during widespread poor weather conditions along the East coast.


Taxiways / ATC Ground Communications

• JFK has a complex network of TWYs, which maybe confusing during night-timeoperation. Ensure you know before landing which gate is assigned as KennedyGround will not be aware of gate situation or entry point into apron area (SeeInternational Air Terminal T4 section)

• Landing RWY04R or 22L and crossing RWY04L/22R, Tower will instruct aircraft tohold short of RWY04L or 22R and remain on tower freq. RWY crossing instructions isissued by Tower, do not call ground control. Depending on traffic, considerable holdingtime maybe experienced during RWY crossing.

Read back all HOLD SHORT Clearance

• Due lack of space between “RWYs” and “Outer TWY B”, it is important that aircraft DONOT STOP ON RWY exits, continue moving away from RWY following taxiinstructions from tower.

• Taxiway flows

• When handed over to JFK Ground - advise of entry point to T4 (International AirTerminal IAT)

Airport Surface Detection Equipment

• Transponder to be operated at all times on RWYs and TWYs.

TWY A INNER TWY CLOCKWISE TAXIWAYS ARE GENERALLY NAR-ROWS, TURNS CAN BE RATHER TIGHT ESPECIALLY ON “TWY A”TWY B OUTER TWY ANTI-CLOCKWISE

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International Air Terminal (IAT) Terminal 4 – Ramp / Parking

Abbreviation “IAT” is used instead of “International Air Terminal”

• Qatar Airways use “IAT - T4”. Planned parking stands “Arrival – Stand 5” and“Departing – Stand 7”.

• Jeppesen chart 20-9B/C provides details on operations at IAT.

• Inbound contact “IAT Ramp Control 130.77” to obtain parking stand, apron entrypoint and any apron advisories.

• The terminal ramp area is controlled by “IAT Ramp Control” and not ATC (Seeenclosed picture)

• “After landing; contact “International Air Terminal (IAT) RAMP Control 130.77” forapron advisories and parking instructions. Remain on TOWER or Ground freq asnecessary.

• Expect ramp entry to Terminal 4 via TWYs G, H, & K.

• Before entering “IAT” Ramp area, contact “IAT Ramp Control 130.77” for taxiinstructions. Do not expect a hand-off from JFK Ground Control.

Overview of “International Air Terminal - T4 “

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ATC Clearance

• ATC Clearance - Call Kennedy Clearance 25mins prior to departure.

Ramp Area Clearance

• Push Back Clearance – Contact “IAT RAMP Control 130.77” and not JFK groundcontrol

• Aircraft will be towed to start-up point (See Jeppesen Chart 20-9B)

• Do not enter main Taxiway system without clearance from Ground control

Flow Control procedures

• Refer to “Departure Flow / Gate Hold Procedures, Jeppesen Chart 20-9F

Taxi - Times

• Taxi fuel is planned for 45mins (Eff 26th/Oct/08). Values updated as operationalstatistics become available. Note QTR is operating outside peak departure times.

SID Overview

• SIDs are used in combination with an associated Climb and Transition. Radardepartures are sometimes issued in lieu of SID. Call NY Departures when instructedby TWR. Departure may experience Step Climbs.

Take-Off RWY 04L

• Departure aircraft can expect to fly RWY heading to 1.5 DME, then turn right toheading 100, providing separation from possible missed approach on RWY04R, whoare also as per the MAP required to turn right to heading 100. At pilot’s discretion ATCmay instruct aircraft to turn right to heading 100 prior to 1.5 DME when arrival aircraftis not a factor.

Take-off RWY 31L

• Expect climb to 5,000ft until about 20nm East of JFK, then expect clearance tocontinue climb to 11,000ft after clearing arrival traffic. Be aware that CANARSIECLIMB requires an early turn.

When landing RWY04R and departing RWY31L, all aircraft receive the Breezy PointClimb.

Take-off from intersection "KK" is used when RWY04L/R is used.

Speed Control

• ATC expects 250kts to 10,000ft

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De-icing / Snow Desk

A snow desk run by Port Authority is in operation at JFK airport in which airline agents andATC work together to minimize departure delays and ensure that holdover times will not beimpacted during delays.

“International Air Terminal - T4” De-icing/Anti-icing takes place at the start-up points, or onTWY BB, at point 11 to 14. In adverse weather, additionally de-icing/anti-icing points may beestablished close to RWY departure points.

The B777 takes about 20-30mins to de-ice, using 2-3 trucks. Type II fluid not used in USA,only Type I & 4.




Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

KEWR 9(E) ILS/ILS 04L/22R 2579 MAX MAX MAX XXX XXX

Newark ILS/ILS 04R/22L 2501 MAX MAX MAX XXX XXX

KPHL 9(E) ILS/ILS 09L/27R 2896 MAX MAX MAX XXX XXX

Philadelphia Int’l ILS/ILS 09R/27L 3202 MAX MAX MAX XXX XXX

KBDL 8(D)

ILS/ILS 06/24 2899 MAX MAX MAX XXX XXXWindsor Locks Bradly Int’l

KBWI 8(D) ILS/ILS 10/28 3033 MAX MAX MAX XXX XXX

Baltimore Washin-gron Int’l ILS/ILS 15R/33L 2896 MAX MAX MAX XXX XXX

KBOS 9(E) NON/ILS 09/27 2134 MAX MAX MAX XXX XXX

Boston Logan Int’l

NON/NON 04L/22R 2148 MAX MAX MAX XXX XXX


VOR/ILS 15R/33L 2805 MAX MAX MAX XXX XXX

KIAD 9(E) ILS/ILS 01C/19C 3505 305/302 MAX MAX XXX XXX

Washington



ILS/NON 12/30 3200 MAX MAX MAX XXX XXX

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6.3.23 PESHAWAR (OPPS) - PAKISTAN

Name of Airport : Peshawar International



Caution: A high level of bird activity exists.

Caution: There are turning pads on both thresholds Runways 17 and 35. Direction of Turnis marked, follow the yellow lines.

Peshawar (Aerodrome layout) is incorrect, as is the AIP layout plate. On theplate the runway is marked at both ends with a STOPWAY. However, these arenot stopways because they are not capable of bearing the aircraft weight withoutdamage to the gear or the surface. These areas are in fact over-runs (for militaryuse only). RTOW charts consider this.1) Do not cross the arrester barriers at each threshold.2) Turn only on the concrete threshold.

Note: Railway tracks cross the runway near the touchdown point on Runway 35.

Note: There may be some slight delays due to military activity.

6.3.23.3 Terrain

Peshawar is situated in the Southwest of a rich farming basin, surrounded by high terrain inall quadrants with an elevation of 1211 feet.

Warning: Very high terrain surrounds the field, with the closest threats being to the Westand Southwest.

The airport is located just to the west of the main Peshawar City center and is a joint user(civil/military) facility. This single runway airfield is aligned roughly North/South and is verywell camouflaged amongst a wooded area.

Expect military aviation activity from early in the morning until about 1400 hrs Local Time.from Monday to Saturday. Just to the west of the airfield lies the border between Pakistan andAfghanistan (famed Khyber Pass area).

This rugged mountainous terrain is inhabited by “Tribal People” who have been known in thepast to shoot at anything. Their weapons vary from rifles to rockets. As a result, a “no-flyzone” has been established West of the runway.

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

9 VOR / VOR 17/35 2743 223 223 223 MAX MAX

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The standard of ATC control varies, and is sometimes poor. High situational awareness isrequired.

Peshawar is a joint military/civil airfield and the ATC control is military. Controllers are used togiving close control to fighters, and do not have great experience in the ways of internationalcivil air traffic control, therefore ATC will be giving clearances for each segment.

Controllers operate both VHF and UHF. Not all traffic will be on the VHF tower frequency.

Remember it is a Military controlled airfield and terminal area 10NM up to 12,000 feet. Abovethis level you will be controlled by Cherat Approach.

ATC allows 11 minutes for each aircraft to do the full approach for Runway 35.

Aircraft are expected to call when each segment of the complicated approach procedure iscomplete. (e.g. “VOR outbound”, “Turning Inbound” ... etc)

There is no snow or ice removal equipment available.

Caution: Excessive ATC clearances can cause very high workloads. The controllers seemto clear the aircraft to each altitude for each segment throughout the approach.

6.3.23.5 Weather

December to March: Weather systems move through from West to East. Snowfall on themountains with frost in the mornings at the airfield. Winds are calm and temperatures godown to near freezing level. Snow on the runway is rare.

April to June: Temperatures start to rise and pressure falls. Associated unstable weatherphenomena prevail (Thunderstorms, dust storms and hail.) April is the wettest month withJune giving rise to dust storms and thick haze. Temperatures can get into the high Forties.

July to September: Monsoon Seasons, widespread regional rain and associatedthunderstorms.

October to November: Mostly fair weather.

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Caution: Cherat Approach controllers will sometimes clear aircraft to Flight Levelsbelow transition level as they have no information on actual QNH.

Runway 35 is the preferred runway for landing, perform full VOR DME runway 35approach even in VMC conditions, using NAV mode with FPA or V/S.

Caution: The runway has poor lighting. Therefore, during reduced visibility or nightoperations, it is essential that the full instrument approach be flown. Do notshort cut the approach off the initial inbound leg (VOR/DME Runway 35)once becoming visual. The temptation to break-off and manoeuvre visual willresult in loss of runway contact (because the runway is so wellcamouflaged).

The 4 DME fix at 2500 feet gives a 3° slope for Runway 35. There are threshold strobesinstalled for Runway 35, these will only be turned on if requested. Runway 35 fitted with aPAPI 3º.

If a VOR/DME approach is made for Runway 17, the Runway will be visual only when theaircraft is established on a 3º approach profile on final.

Warning: Due to hostile territory in close proximity to the airfield, no circling west of theRunway is allowed.

Caution: Visual approaches are not permitted at night.


Taxiway B and C authorized

Taxiways D, E and G not authorized A300, A330, A340 and B777.

Taxiways A, A1 and F not authorized.


Caution: Due to the presence of arrester barrier, the airport authority requires theaircraft to be 500 feet down the runway before T/O thrust is applied. RTOWCharts consider this.

Expect a departure towards HANGU. Runway 17 is the preferred runway for departure.

Due to high climb performance requirement aircraft has to be at or above 10,000 feet by14 DME PS, departing towards HANGU. Especially if departing of Runway 17. Highground 8700 feet at 18 DME PS. The A320 will only just make the restriction at HANGUat high weights using a selected speed below 250 kts.

If there is any doubt about the aircraft performance meeting the above requirement, it isrecommended to request a departure towards JABAR (145° radial PS) or request aclimbing orbit over the VOR (holding pattern 340º inbound right turn).

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Note 1: Company preffered alternate during winter season.

Note 2: B777 / A346 - Only Taxiway C is authorized for taxi in/out from Apron.

Note 3: B777 / A346 - Taxiway B not authorized.

ICAO Code

RFF IAP RWY LDA (m)


Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

OPKC 9 NON/ILS 07L/25R 3200 273/270 MAX/341 228/226 MAX MAX

Karachi (Note1) NON/ILS 07R/25L 3400 MAX MAX MAX MAX MAX

OPLA 9 VOR/VOR 18R/36L 2743 278/276 245/316 205/204 160/163 MAX

Lahore VOR/ILS 18L/36R 3360 MAX MAX MAX MAX MAX

OPNH 8VOR/VOR 02/20 2743 269/264 XXX/328 MAX MAX MAXNawabshah

(Note2)

OPRN 9

CIR/ILS 12/30 2743 263/259 265/328 219/216 167/MAX MAXIslamabad (Note3)

VIDP 9 VOR/ILS 09/27 2661 MAX MAX MAX MAX MAX

DelhiILS/ILS 10/28 3810 MAX MAX MAX MAX MAX

ILS/ILS 11/29 2820 MAX MAX MAX MAX MAX

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6.3.24 SHANGHAI (ZSPD) - PR OF CHINA

Name of Airport : Pudong International



Caution: Diversion to en-route requires permission from the controller and ultimately themilitary.

6.3.24.3 Terrain

Pudong airport is located approximately 60 km east of the city centre with an elevation of 10feet. There are no significant terrain around the airport. Highest obstacle height 1545 feetNorthwest of the airport.


Use standard phraseology and speak slowly.

Any deviation off track must obtain clearance before starting the maneuver.

Operations are based on meters and QNH.

The military controls all airspace throughout China and all route clearance come from themilitary. The CAAC Air Traffic Controllers pass the clearance to the civilian aircraft andmonitor its progress so as to keep it within the 22 NM wide airway. The Civil Controller has noauthority outside of the airways.

Aircraft delayed by more than 30mins, the flight plan must be modified to show revised EOBT

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

9




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TRUE TRACKWEST EAST


QNHMeter Feet3300 108003000 98002700 89002400 79002100 69001800 59001500 49001200 3900900 3000600 2000550 1800

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6.3.24.5 Weather

Shanghai's summers are hot and rainy, and the winters are cold and dry.

December to March: During this months temperature falls -2ºC to 7ºC. Fog conditions canoccur from 0400 local and usually cleared by 1100 local time.

April to May: Temperature varies from 10º C to 15º C.

June to November: Temperature some time increase to 40º C.



Low visibility procedures will be applied during ILS CAT 2 operations. Aircraft shall onlyvacate the Runway via designated rapid exit taxiways. Pilots should avoid stopping theiraircraft within the ILS sensitive Area and should make their “Runway vacated” call onlyafter the aircraft is clear of the Sensitive Area.


NIL

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Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

RKSI 10 ILS/ILS 15L/33R 3750 MAX MAX MAX MAX MAX

Seoul Incheon



RKSS 9 ILS/ILS 14L/32R 3600 MAX MAX MAX MAX MAX

Seoul Gimpo ILS/ILS 14R/32L 3200 MAX MAX MAX MAX MAX

ZSHC 9ILS/ILS 07/25 3600 MAX MAX MAX MAX MAX

Hangzhou

ZSNJ 8ILS/ILS 06/24 3600 MAX MAX MAX MAX MAX

Nanjing

ZSFZ 9ILS / ILS 03/21 3600 MAX MAX MAX MAX MAX

Fuzhou

ZSSS 9

ILS/ILS 18/36 3200 339/335 MAX MAX MAX MAXShanghai Hongqiao

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6.3.25 TEHRAN (OIIE) - IRAN

Name of Airport : Imam Khomaini International



Caution: The Mehrabad airport is located approximately 19 NM to the Northeast whichcan be easily mistaken with this airport. Mehrabad airport has similar runwayorientation.

Caution: Birds and stray dogs in vicinity of airport.

Note: FOD is a big problem on the taxi and apron areas.

Note: As instructed by the Iranian Authorities, the term Arabian Gulf shall not be usedin/out bound flights of Iran.

6.3.25.3 Terrain

The airport is located 20 NM Southeast of Tehran with an elevation of 3307 feet. It issurrounded by high terrain. The MSA is 13,500 feet within 25 NM North.


Jeppesen “ Radar Minimum Altitude Charts 10-1R/1R1” and “Area terminal Chart” is includedin the Destination trip kit.

• Start-Up Call 5-10 mins before ready to start

• Clearance Valid 10 mins from time of start-up clearance

• A new ATC flight plan is required if aircraft fails to depart after two start-up clearances

• ATC Flight Plan Valid for 60 mins after filed EOBT

Routing IKA-DOH

• Expect FL180 20nm before waypoint “MIDSI” (Tehran/Bahrain FIR). OFP will reflectthe FL restriction.

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

9 VOR / ILS 11/29 4200 MAX MAX / 371 MAX MAX MAX

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6.3.25.5 Weather

Summer is mostly fine apart from light dust haze at times. During winter the presence ofCB’s in the vicinity of the airfield and moderate rain can be expected along with significantsnow falls.



High missed approach climb gradient, check LPC Landing Performance.


NIL


ICAO Code

RFF IAP RWY LDA (m)


Location 772/3 343 / 6 332 / 3 300/10 320 / 1

OIFM 8 VOR/ILS 08L/26R 4397 262/261 226/295 192/190 150/153 MAX/87

Esfahan CIR/VOR 08R/26L 4397 346/337 MAX/324 MAX/232 MAX MAX

OIII 9 VOR/VOR 11L/29R 3992 347/342 MAX/338 MAX MAX MAX

Tehran - Mehrabad VOR/ILS 11R/29L 4038 324/321 254/315 220 / 218 MAX MAX

OIMM 8 VOR/ILS 13L/31R 3776 NOT NOT MAX MAX MAX

Mashhad VOR/VOR 13R/31L 3886 NOT NOT MAX MAX MAX

OISS 8 CIR/ILS 11R/29L 4259 MAX MAX/371 MAX MAX MAX

Shiraz CIR/VOR 11L/29R 4342 MAX MAX MAX MAX MAX

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6.3.26 THIRUVANANTHAPURAM (VOTV) - INDIA

Name of Airport : Thiruvananthapuram International




Caution: Light aircraft and glider activity in vicinity.

6.3.26.3 Terrain

The airfield is situated on the coast on the west side of the Southern tip of India with anelevation of 14 feet. 15 NM inland are the foothills of a mountain range which reaches over6100 feet AMSL at 22 NM East to Northeast.


The standard of ATC and English is average. Keep phraseology simple. Careful monitoring ofATC clearances against MSA is required.

6.3.26.5 Weather

The temperature varies little throughout the year staying mainly between 24ºC and 30ºC.Poor flying conditions come mainly from thunderstorms and heavy rain.

December to Mid April: Occasional fog at dawn, soon clearing. Overcast by mid afternoon,clearing early morning.

Mid April to June: Heavy cloud develops before dawn lasting all day with heavy rain andfrequent thunderstorms.

June to September: Generally fine with broken CU. Very occasional squalls with heavy rainonly lasting a short time.

October to November: Rain Squalls more frequent and more persistent. Thunderstorms,especially in the evening.

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

8 VOR / ILS 14 / 32 2992 NOT NOT 226 / N MAX MAX

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DME Arc procedures are used, however radar vectors are normally given. Radar vectorsfavour descending North of the airfield for a 10 NM final.

Backtracking of the runway will be necessary.


Taxiway C (Max Wingspan 52m) not authorised for A330, A340-600 or B777.


NIL


ICAO Code



Location 332 / 3 300 320 / 1

VCBI 9ILS / ILS 04/22 3350 MAX MAX MAX

Katunayake

VOBL 9ILS / ILS 09/27 4000 MAX MAX MAX

Bangalore

VOCI 8*VOR / ILS 09/27 3400 MAX MAX MAX

Cochin


VOMM 9ILS / ILS 07/25 3658 MAX MAX MAX

Chennai

VRMM 9VOR / ILS 18/36 2910 MAX MAX MAX

Male

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6.3.27 TUNIS (DTTA) - TUNISIA

Name of Airport : Carthage International



NIL

6.3.27.3 Terrain

The airfield is surrounded by urban development, with hills located to the East up to 834 feetwithin 4 to 5 NM and in the South-Eastern sector a mountain rising up to 2021 feet within 9 to10 NM. The airport has an elevation of 22 feet.

There is high terrain to West of the airfield and South of the airfield within 25 NM (MSA 5300 feet).


The standard of ATC is good but English is average. Use standard phraseology. Frenchphraseology is used from time to time.

6.3.27.5 Weather

Tunis has a Mediterranean type of climate with hot, dry summers and mild winters.

May to August: Normally no significant weather, temperature is around 25 to 30 degrees.May and June with Westerly winds temperature rises up to and average of 35º. July andAugust, during this period winds are Easterly to South-Easterly, light to moderate CAT is tobe expected below 20,000 feet.

August to October: average temperature is around 30º, winds are generally from the Westand isolated CB’s are building up on the West side of the country during afternoon, intensifyingduring evening and becoming very large (up to 80 NM) moving to the East towards the coast.Heavy rain showers are to be expected during evenings and nights, moderate to sever CATare to be expected in the vicinity. Mornings are generally clear of significant weather.

November to April: Normally rainy season with strong Northerly to North-Westerly winds,embedded CBs and heavy shower rain. Moderate turbulence can be expected. Thetemperature is varying between 8 and 15 degrees.

ICAO Code

RFF IAP RWY LDA (m)


Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

DTTA 9 VOR/ILS 01/19 3200 340/336 MAX/367 MAX MAX MAX

Tunis VOR/ILS 11/29 2840 225/220 174/205 152/151 128/130 68/67

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a) Arrival Information:


Caution: Lighted road South of airport, do not mistake for runways.

Approach to Runway 11 has steep slope, therefore the final path must be intercept with atleast F-Speed to avoid unstable approach. The PAPI of Runway 11 is adjusted to 3.5º.

When visual approach is permitted to Runway 11, the aircraft must be aligned on the Runwaycenterline at minimum 10 NM from the Runway Threshold with minimum altitude of 3000 feet.

Note: When landing on Runway 11 with strong Easterly winds, expect strongupdrafts / downdrafts during the short final.

Note: When landing on Runway 29 with strong North-westerly wind, expectmoderate turbulence and windshear on short final.


Caution: ATC must be informed when Refuelling with passengers on-board.

QTR will participate in the trial Datalink Departure Clearance Procedure (DCL) when the DCLis activated by NOTAM.

The Operational Procedure during the DCL trial will be as follows:

Note: All departure clearance issued via voice communication cancels and replacesDCL service.

No. Pilot Action Departure Clearances

1. Request departure clearance 25minsbefore start-up.

2.Departure clearance will providerwy in use, ssr code, Departuretime, QNH and current ais identifier.

3. Acknowledge message within 3 mins if departure clearance is accepted.

4. If departure clearance is not accepted - Revert to voice communication.

5.If departure clearance NOT received within 5 mins - revert to voice communication.

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ICAO Code

RFF IAP RWY LDA (m)


Airport 772 / 3 343 / 6 332 / 3 300 320 / 1

DAAG 9 CIR/ILS 05/23 3500 272/270 319 207/206 169 MAX

Algiers ILS/VOR 09/27 3500 279/277 327 213/212 MAX MAX

DABC 8 CIR/VOR 16/34 3000 317/314 MAX/364 MAX MAX MAX

Constantine NON/ILS 14/32 2400 227/276 241/312 202/201 158/160 MAX

DTMB 9ILS/VOR 07/25 2950 300/298 237/301 208 / 205 MAX MAX

Monastir

DTTJ 9ILS/VOR 09/27 3100 291/289 288/246 215 / 212 MAX MAX

Djerba

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6.3.28 WASHINGTON (KIAD) - USA

Name of Airport : Washington Dulles International



Circle to land - Not authorized.


Warning: Ramp Control frequency MUST be contacted, PRIOR to entering ramp area andBEFORE push back.

Caution: Bird and deer hazard in vicinity of airport.

Caution: The double yellow lines marking the edge of the Midfield Terminal ramp areeasily mistaken for taxi lines, particularly when turn onto the north edge of theramp from taxiway Y7 and during low visibility.

Caution: Be vigilant for Jet blast hazard when cleared to taxi lane C from taxi lane D.

Caution: Arriving aircraft: There is insufficient wingtip clearance for A340 or B777 to taxipast a B747 or B777 parked in the runway 19L holding pad.

Caution: Departing aircraft: There is insufficient wingtip clearance for A340 or B777 toaccess runway 01C from taxiway Y11 if there is a B747 or B777 parked at thehold-short line on taxiway Y9.

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 /10 320 / 1

9 (E)

ILS / ILS 01C/19C 3505 305/302 MAX MAX N/A N/A


ILS / ILS 01L/19R 2887 MAX MAX MAX N/A N/A

ILS / NON 12/30 3200 MAX MAX MAX N/A N/A


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Note: Do not forget to include “HEAVY” in call-sign: “Qatari 51 Heavy”.

Note: Under FAA regulations, the following values are used:

• Declared Distance Feet

• Visibility Statue Miles (SM)

Note below 1/4sm, visibility advised in Feet

• RVR Feet

• Altimeter Inches

Note: The FAA frequently perform spot-check inspections of all personal, Aircraftdocuments and emergency equipment.

6.3.28.4 Terrain

The airport is located in Dulles, Virginia, approximately 26 miles west from downtownWashington DC. The surrounding terrain is of an undulating nature. Man made obstacleslocated in vicinity of airport.


Washington Dulles is located within “CLASS B” Airspace.

Special Considerations

The Washington DC Metro area Defense Identification Zone (DC ADIZ), including the FlightRestricted Zone (FRZ) deployed a new warning signal for communicating with the aircrafts.The signal is a highly focused harmless alternating red and green signal prototype coloredlights. It is directed on an aircraft any time it is suspected of imposing a threat. If this signal isdirected at your aircraft, you are advised to turn away from the ADIZ/FRZ ASAP. Immediatelyadvise ATC that you are being illuminated by a visual warning signal. If unable, contact ATCon 121.5. Failure to comply with the above may result in Interception procedures and/or theuse of force.

Minimum Fuel

• Advise ATC of “minimum fuel” status when fuel supply has reached a state where,upon reaching destination, any un-due delay cannot be accepted. This call does notdeclare an emergency nor gives the flight priority in the traffic flow.

• On initial contact the term “MINIMUM FUEL” should be used after stating call sign.

• Example - Washington Approach, Qatari 51 heavy, “MINIMUM FUEL”.

• If traffic priority is required, an “EMERGENCY” must be declared, reporting remainingfuel in minutes.

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Peak times for traffic flow affecting Qatar Airways flights

• Departures and Arrivals : 1700 - 2300 LT.

6.3.28.6 Weather

Weather is strongly influenced by the Atlantic Ocean (East) and Appalachian mountains(West). Wind directions - Northerly (winter) and Southerly (summer).

June to August (Summer) : Influenced by the Bermuda high, which brings warm humid airto the area. The combination of heat and humidity makes thunderstorms very frequent (maxocurance late afternoon/evening), some of which occasionally produce tornadoes in the area.While tropical cyclones (or their remnants) occasionally track through the area in late summerand early autumn, they have often weakened by the time they reach Washington.

September to November (Autumn) : Rain and possible snowfalls.

December to February (Winter) : The “Northeasters” occurs mainly in winter and spring,and is a result of deepening depressions moving offshore up the East coast from centralAtlantic. These storms produce moderate to heavy snow or rain for periods usually lasting24hrs, although may persist longer, depending upon the existence of blocking high. Freezingrain averages about 5 days per year.

Baltimore/Washington Int’l, which is the primary fuel alternate, experience heavy fog duringspring, summer and fall.


The entire northeast United States is a very busy traffic area. Weather or traffic problems atone airport can create a domino effect, causing delays at other airports. Bad weatherproduces extensive delays and diversions.

Currently the flight is planned to arrive during peak evening arrival period, so delays may beexpected subject to runway configuration.

Arrivals, planned via “Lancaster (LRP)” VOR, Numerous crossing altitudes published. Expectradar vectors to final approach. Last minute runway changes is common between L&R.

Arrivals, optimum traffic flow is when RWY12 and 19L/R in operation. RWY 01R, when“R6608” active, results in arrivals being slowed down due spacing and vectoring.

Simultaneous Converging Instrument Approaches :

• Simultaneous Converging ILS approaches (See OM PART C Chapter 4) is occasionalused at Washington Dulles.

• Crew - Notified by controller or via ATIS when procedure in use.

• FMS Navigation Database (FMS NAVDB) - “Missed Approach Procedures” is NOTavailable in “FMS NAVDB” for Runways designated for “Simultaneous ConvergingInstrument Approaches”.

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Expected arrival flight profile

Runway Configuration Preference



Datalink departure clearance (DCL) is available.

SIDs (RNAV and Radar vector) is via transition point “SWANN” or “PALEO”. Expect extensivevectoring after runway heading. RNAV SIDs have “Initial climb” out instructions.

NAV AID / Waypoint Expected FL

• SPARTA (SAX) FL240 to FL280

• Lancaster (LRP) 10,000 ft - 17000 ft

• MULRR 10,000 ft

Take-Off Runway Landing Runway

South Configuration 19L/R 12, 19 L/R

North Configuration 30 / 01L 01L/R

Aircraft Not Authorized

• A330, A340, 777 Taxi Lane A between A1 - A5

• All Aircraft Taxiway A3 Closed

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a) De-icing:

Contact Qatar Airways/Handling Agent 10 minutes prior to pushback for deicing location.

Location and Procedures can be either/any of the following:

b) Primary Deicing:

• At the Gate - When inoperative APU.

• At Gate Pushback Spots – No pushback clearance is required; do not advise MidfieldRamp (129.55) of movement to gate pushback spot. Turn the beacon off duringdeicing. On completion, contact Midfield Ramp for pushback clearance.

• Delta Taxiway Spots (DEICING PADS 1,2, & 3) – Obtain tow or taxi clearance fromMidfield Ramp. Normally deicing is performed facing west. Contact the PadCoordinator (129.62) with the flight number when approaching the deicing pad.Monitor both frequencies during deicing. Contact Midfield Ramp for taxi clearance. No180° turns on Delta taxiways are allowed during deicing operations.

c) Secondary Deicing:

Performed at the departure runway designated deicing pads. Call sign for the secondarydeicing frequency is “Secondary Control (129.52)”.


a) Security

Global Security will do pre-departure security check as listed below :

• Aircraft search will be carried out by Global Security and a copy of the search form willbe handed over to the CSD.



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Airport 772/3 343/6 332/3 300/10 320/1

KBOS 9 (E) NON / ILS 09/27 2134 MAX MAX MAX N/A N/A

Boston

NON/NON 04L/22R 2148 MAX MAX MAX MAX N/A

ILS / ILS 04R/22L 2684 MAX MAX MAX MAX N/A

ILS / ILS 15R/33L 2805 MAX MAX MAX MAX N/A

KBWI 8 (D) ILS / ILS 10/28 3033 MAX MAX MAX N/A N/A

Baltimore ILS / ILS 15R/33L 2896 MAX MAX MAX N/A N/A

KEWR 9 (E) ILS / ILS 01L/19R 2579 MAX MAX MAX XXX XXX

Newark ILS / ILS 01R/19L 2501 MAX MAX MAX XXX XXX

KJFK 9 (E) ILS / ILS 04L/22R 2638 MAX MAX MAX N/A N/A

New York


ILS / ILS 13L/31R 2734 MAX MAX MAX N/A N/A

VOR / ILS 13R/31L 3428 MAX MAX MAX N/A N/A

KPHL 9 (E) ILS / ILS 09L/27R 2896 MAX MAX MAX N/A N/A

Philadelphia ILS / ILS 09R/27L 3202 MAX MAX MAX MAX N/A

KPIT 8 (D) ILS / ILS 10R/28L 3505 MAX MAX MAX N/A N/A

Pittsburg ILS / ILS 10L/28R 3201 MAX MAX MAX N/A N/A

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6.3.29 ZARAGOZA (LEZG) - SPAIN

Name of Airport : Zaragoza International


* RFF 8 available for Freighter Operation


NIL


Caution: First 1200m of runway 30R and civil apron is not visible from control tower.

6.3.29.4 Terrain

Zaragoza airport (863ft elevation) is situated 135NM Northeast of Madrid and 140NM West ofBarcelona. The aerodrome lies on the Southern side of a Northwest-Southeast valley,Zaragoza city is 10km southeast.

Within a 30NM radius of the airport, there are numerous peaks rising to a maximum of4,750ft. The Pyrenees foothills are located 40nm North/Northeast.


Zaragoza is a joint civil/military aerodrome with separate aprons for military and civil traffic.The airport is equipped with radar, but generally used for military traffic. Numerous dangerareas surround the airport.

6.3.29.6 Weather

Summer: Weather is generally good, CB activity over high ground. Thunderstorms arecommon during summer months, mostly occurring late evening. Average maximum summertemperature is 28°C, but temperatures in the high 30s do occur.

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

7*NON / ILS 12L/30R 3000 NOT NOT NOT MAX MAX

VOR / NON 12R/30L 3718 NOT NOT NOT MAX MAX

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Winter: Depressions from the West move through bringing low cloud and rain, November toJanuary are the wettest months. Early morning fog is possible in calm conditions. Averagewinter temperatures range from 04°C to 10°C.

Winds: Generally from a Westerly direction, occasionally easterly during January andFebruary.


STARs published. Depending on direction of arrival, descent will be with either Madrid orBarcelona ACC. Terminal radar is available, but generally only used for military traffic.

Runway12L / 30L - No Published Approach Procedures.

Landing Runway (ATC Preference)

• Westerly Configuration Runway 30R (ILS)

• Easterly Configuration Runway 12R (VOR)

Missed Approach Procedure(s) – Max speed published for the turn.


Runway

• Arrester gear in use on all runways

• Runway 12R, middle of runway has a pronounced down-slope.

Apron

• Civil apron is not visible from control tower


SIDs published, climb gradient greater than 3.3% required, numerous crossing altitudespublished. Runway 30R is a short taxi from civil apron.

Take-off runway (ATC Preference)

• Westerly configuration Runway 30R

• Easterly configuration Runway 12L

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Low Visibility Procedure

• Runway 12L and 30R authorized for take-off

• Due ATC tower visibility limitations, follow me vehicle provide guidance to threshold ofrunway in use.

• Refer to Jeppesen chart 10-9A for detailed description of procedure

De-icing

There are no de-icing facilities available at Zaragoza airport according to Spanish AIP.




Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

LEBL 8 VOR / VOR 02/20 2540 MAX MAX MAX MAX MAX

Barcelona (H24)



LEMD 9 NON / ILS 15L/33R 3500 MAX MAX MAX MAX MAX

Madrid - Bara-jas (H24)

VOR / ILS 15R/33L 4100 MAX MAX MAX MAX MAX


ILS / NON 18R/36L 4350 MAX MAX MAX MAX MAX

LEVC 7VOR / ILS 12/30 2915 NOT NOT MAX MAX MAX

Valencia (H24)

LEVT 7

ILS / LCTR 04/22 3500 NOT NOT NOT MAX MAXVitoria (H24 Cargo Ops)

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6.3.30 ZURICH (LSZH) - SWITZERLAND

Name of Airport : Zurich International



Caution: Gliders activity is often to be expected to the Northeast and East of Zurich TMA,i.e. in the vicinity of the approach paths.

6.3.30.3 Terrain

The airport is located in a valley to the North of the city with an elevation of 1416 feet. Thereare hills in all directions within 10 NM of the airport. Mountainous terrain rises quickly to theSouth up to 5000 feet within 25 NM and up to 10,000 feet at 40 NM as the Alps are just 30NM South, hence the MSA of 8600 feet to the Southeast based on KLO VOR which is locatedon the airport.

The highest peak in Europe Mont. Blanc lies further to the Southwest, approximately 40 milesSoutheast of Geneva.


The control is very good, however there are many rules and regulations that accompany thecharts and should be read carefully before arrival.

Caution: Swiss control is very strict on the ATC procedure. Any deviation will require awritten explanation to be forwarded from aircraft Captain to ATC.

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

9

CIR / VOR 10/28 2500 297 / 294 MAX / 349 MAX MAX MAX

ILS / CIR 14/32 3150 297 / 294 MAX / 349 MAX MAX MAX

ILS / VOR 16/34 3230 297 / 294 MAX / 349 MAX MAX MAX

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Note: * RFF upgrade to CAT 8 available on request.

ICAO Code

RFF IAP RWY LDA (m)


Location (Airport Name) 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

EDDF 10 ILS/ILS 07L/25R 4000 MAX MAX MAX MAX MAX

Frankfurt - Main ILS/ILS 07R/25L 4000 MAX MAX MAX MAX MAX

EDDM 9 ILS/ILS 08L/26R 4000 MAX MAX MAX MAX MAX

Munich ILS/ILS 08R/26L 4000 MAX MAX MAX MAX MAX

EDDS 10ILS/ILS 07/25 3045 302/300 MAX/379 MAX MAX MAX

Stuttgart

LFSB 7 *

ILS/CIR 15/33 3900 NOT NOT MAX / N MAX MAXBasle - Mul-house

LIMC 9 ILS/ILS 17L/35R 2977 MAX MAX MAX MAX MAX

Milan - Mal-pensa CIR/ILS 17R/35L 3515 MAX MAX MAX MAX MAX

LSGG 9ILS/ILS 05/23 3570 MAX MAX MAX MAX MAX

Geneva

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6.4 CATEGORY A AIRFIELDS6.4.1 ABU DHABI (OMAA) - UNITED ARAB EMIRATES

Name of Airport : Abu Dhabi International




Note : The term “Fuel emergency” has no status in ATC phraseology. Radio callprefixed with “MAYDAY” for distress or “PAN” for urgency will ensure priorityhandling.

6.4.1.3 TerrainThe airport is located close to the coast 16 NM East of the city with an elevation of 88 feet.Terrain is not a significant factor although there are several man made obstruction up to 800feet within 10 NM.

6.4.1.4 Air Traffic ControlAir traffic control is very good.Delay messages transmitted to the crew by ATC should be interpreted as follows : “No Delay expected” means :

• Do not anticipate being required to remain in a holding pattern longer than 20 minutesbefore commencing an approach.

When delay greater than 20 minutes :• The controller will pass Estimate Approach Time (EAT).

6.4.1.5 WeatherAbu Dhabi is more humid than Doha, especially when the prevailing winds are from theNorth. Temperatures are similar to those of Doha and . Turbulence and marked low-levelinversions are possible.

May to September: Humidity is a little higher and temperatures are very hot. Occasionaldust storms are most likely during April and May. Thunderstorms, although not very frequent,may be severe.

October to April: Warm and sunny with occasional rainfall.

Early morning fog is a possibility at any time of the year but is most persistent in the periodSeptember to February.

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

9ILS / ILS 13R/31L 4100 MAX MAX MAX MAX MAX


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Caution: Abu Dhabi Bateen, 10 NM to the West, and Al Dhafra, a military airfield 12NM to the South Southwest, have similar runway alignments to Abu DhabiInternational.

The UAE enforces an approach ban policy which states that aircraft may not descend below1000ft above aerodrome if relevant runway visual range is at the time less than the specifiedlanding minima. When visibility is close to, or below, the prescribed minima, ATC shall advisecurrent IRVR reading to aircraft when they are approximate1000ft on final approach.

QTR is approved to conduct CAT IIIB to Runway 31L. Refer to applicable Jeppesen chart.

6.4.1.7 Ground Maneuvering:Taxiways F3, F4 & F5 must not be used for wide - bodied aircraft.


Qatar Airways is approved to conduct LVTO from Runway 31L.

• CAT C - RVR 125M

• CAT D - RVR 150M




Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

OMAL 9ILS / VOR 01/19 4000 MAX MAX/366 MAX MAX MAX

Al Ain

OMDB 10 ILS / ILS 12L/30R 3600 MAX MAX MAX MAX MAX

Dubai ILS / ILS 12R/30L 3880 MAX MAX/367 MAX MAX MAX

OMSJ 9VOR / ILS 12/30 3760 MAX/347 MAX/349 MAX MAX MAX

Sharjah

OTBD 9ILS / ILS 16/34 3822 MAX MAX MAX MAX MAX

Doha

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6.4.2 AHMEDABAD (VAAH) - INDIA

Name of Airport : Ahmedabad International Airport



Warning:

• TWY L2 - Not Authorized for company aircraft

6.4.2.3 Terrain

The airport is located 8km Northeast of the city on flat terrain. Man-made obstacles located tonorth and west of airport.


Ahmedabad lies within Class D airspace. Reports indicate ATC standard are average. Trafficavoidance advisory is not available.

6.4.2.5 Weather

Ahmedabad experiences three main seasons: Summer, Winter and Monsoon.

Summer – March to June

Climate is dry and hot with average temperature of +36ºC.

Winter – November to February

Cold northerly winds is often experienced in January, average temperatures range between+15 to +30ºC. Climate is dry.

Monsoon – June to Mid September

The Southwest Monsoon brings cloudy weather with humid conditions. Precipitation occursmostly in July and August.

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

9 VOR/ILS 05/23 3505 333/331 MAX/349 231/229 MAX MAX

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No STARs published. Radar vectoring for ILS or VOR approach can be expected.

6.4.2.7 Ground Maneuvering:

• TWY L1 - Use low power during maneuvering

• Nose-in guidance at aircraft stands


• Due short taxi time to RWY 05, safety demo should be commenced upon doorclosure.

• No SIDs published.


* Restricted Opening Hours



Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

VIDP 9 VOR / ILS 09/27 2661 MAX MAX MAX MAX MAX

DelhiILS / ILS 10/28 3810 MAX MAX MAX MAX MAX


VIJP 7VOR / ILS 09/27 2797 NOT NOT NOT NOT MAX

Jaipur

OPKC 9 NON / ILS 07L/25R 3200 273/270 MAX/341 228/226 MAX MAX

Karachi NON / ILS 07R/25L 3400 MAX MAX MAX MAX MAX

VABB 9 ILS / ILS 09/27 2963 MAX MAX MAX MAX MAX

Mumbai ILS / VOR 14/32 2517 MAX MAX MAX MAX MAX

VANP 8VOR / ILS 14/32 3200 NOT NOT NOT NOT MAX

Nagpur*

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6.4.3 ALEXANDRIA (HEAX) - EGYPT

Name of Airport : Alexandria International



Note: Runway 18/36 is not authroised due to width (TORA 1800 m, width 30 m).

6.4.3.3 Terrain

Alexandria is situated on the coast of Mediterranean sea in North of Egypt with an elevationof - 5 feet. The airfield is located 3 NM East-Southeast of city.



6.4.3.5 Weather

Summer are hot and dry. Winter is generally mild with some rain.

April to June: Hot southerly wind known as the Khamsin may blow causing rising dust andpoor visibility.

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

7 VOR / VOR 04/22 2201 NOT NOT NOT NOT MAX / 80

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Runway 04 right-hand circuit.

Runway 04 is mostly used for arrival.

During day light operations radar vectors can be expected, night operations proceduralapproach are conducted.

Runway 04, PAPI lights unreliable (Crew Report 2006).


NIL


NIL


ICAO Code



Location 320 / 1

HEBA 8

NON / ILS 14/32 3400 MAXAlexandria Borg El Arab

HECA 9 ILS / ILS 05L/23R 3301 MAX

CairoILS / ILS 05C/23C 3999 MAX

NONE 16/34 3178 MAX

HEGN 9CIR / ILS 16/34 3700 MAX

Hurghada

HESH 9 ILS / CIR 04L/22R 3081 MAX

Sharm El Sheikh VOR / NON 04R/22L 3081 MAX

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6.4.4 AMSTERDAM (EHAM) - NETHERLANDS

Name of Airport : Schiphol International



Caution: Compass deviations, caused by underground train may occur when an aircraft isparked at the stands of the E-pier, in the area between the E- and F-pier, or whenfollowing the taxiways in the vicinity of the E-pier.

Note: All runways have an anti-skid layer.

6.4.4.3 Terrain

The MSA is 1700 feet except for a narrow sector in the Southeast which goes up to 2300 feet.

The airport is located 14 kms Southwest of city with an elevation of -11 feet. Early morning fogand rain can be expected from September to December. Amsterdam airport has 6 runways.

Note: 3 of the runways are orientated 18/36 (L/C/R).


The standard of English and ATC is generally good.

6.4.4.5 Weather

Typical weather ranges from a little around freezing in the depths of winter, though usuallywith little snow, to typically pleasant sunny days of 20 to 25º C in the summer. Spring andautumn are pleasant, but can be wet (100+ mm of rain per month).

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

10

CIR / ILS 18L/36R 2825 307/305 MAX MAX MAX MAX

ILS / CIR 18R/36L 3530 MAX MAX MAX MAX MAX

ILS / ILS 18C/36C 2850 307/305 MAX MAX MAX MAX

VOR / ILS 09/27 3363 307/305 MAX MAX MAX MAX

ILS / VOR 06/24 3250 307/305 MAX MAX MAX MAX

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For morning arrivals, preferred Landing runways are 06, 18R and 18C. However notethat 18C is not available for arrivals from 2300-0600 Local Time. Runway 36L is not avail-able for landing at all times.

While being transferred from Amsterdam approach control center to Schiphol approach,initial contact shall be restricted to call sign only. While being transferred from Schipholapproach to Schiphol arrival, initial contact shall be restricted to call sign only. Whilebeing transferred from Schiphol Approach / Arrival to Schiphol Tower, initial contact shallbe restricted to call sign and Runway.

Caution: Due to environmental influences the wind report for Runway 36R isunrealistic.

Caution: Do not mistake highway running parallel for runway 18C/36C.

Expect strong crosswinds during winter. Cargo flights are parked at Apron R.


Runway 18R not available for take-off. ATC clearance may be requested up to 20 minutesbefore EOBT (Est Off Blocks Time) or 35 minutes before Slot Time (CTOT - Calculated Take-off Time). On receipt of enroute clearance, switch to Schiphol Start-up without ATC instruction.

Caution: Due to blast problems, if engine ground clearance is more than 16 feet (5m)engine number 2 must not be used at breakaway power at the gate and shallrun until normal taxi speed has been reached.

c) Crew Routing:

Arrival Crew: Crew coach of AeroGround Services will transfer the crew from the aircraftto the Crew Centre. Proceed to the hotel along the covered walkway.

Departing Crew: Prepare to leave hotel at least 90 mins prior to ETD. Before leavinghotel, call AeroGround Services at 603-2589/2413 to arrange for ramp pick-up. Makeyour way from the hotel to the airport via the covered walkway.

Upon reaching the airport, proceed to the SKYPORT Crew Centre. Then follow the signs“CREW BAGGAGE CHECK-IN”. This will lead to a corridor where the security person-nel will perform the necessary security formalities of checking the baggage and crew ID.Then proceed, with your bags, towards the KLM CREW BAGS CENTER. Make a 90degrees left turn where you will see the sign “REMOTE STANDS”. Proceed towards thearea till you enter a room where the Passport Control is located. Complete the passportchecks and walk towards a small stairway leading to the ramp. Pass thought the glasssliding door. A van from AeroGround Services will be there. If the van has not arrived,wait inside the building till the van is visible from the glass sliding door.

If need be, call AeroGround Ramp Transport at 742412.

Board the van with your bags and you will be brought to the aircraft site. At the aircraftsite, the driver shall assist you to off-load your bags from the van. No assistance will beprovided to load your bags onto the aircraft. You will be required to bring your bags to theaircraft.

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ICAO Code

RFF IAP RWY LDA (m)


Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

EBBR 9 VOR/ILS 07R/25L 3089 MAX MAX MAX MAX MAX

BrusselsILS/ILS 02/20 2767 MAX MAX MAX MAX MAX

VOR/ILS 07L/25R 3338 MAX MAX MAX MAX MAX


Frankfurt - Main ILS/ILS 07R/25L 4000 MAX MAX MAX MAX MAX

EDDK 10 NON/ILS 06/24 2459 260/257 MAX 202/200 160/158 MAX/79

Cologne - Bonn ILS/ILS 14L/32R 3815 MAX MAX MAX MAX MAX

EDDL 9 ILS/ILS 05R/23L 2700 MAX MAX MAX MAX MAX

Dusseldorf ILS/ILS 05L/23R 2400 MAX MAX MAX MAX MAX

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6.4.5 BAHRAIN (OBBI)

Name of Airport : Bahrain International




Note: Do not use “taxi lights” to get the attention of ground staff.

6.4.5.3 Terrain

No significant terrain.


• Air traffic control is very good.

• Radar communication failure - see spacial procedure, Jeppesen Text Manual,Emergency, “Bahrain”.

6.4.5.5 Weather

Early morning fog and low stratus a possibility particularly during the winter months.Occasional dust storms. Strong Northerly winds occur throughout the year.

Caution: Beware of severe low-level wind shear. This occurs frequently during summer,especially overnight. Very strong wind shear can also be encountered in thevicinity of severe thunderstorms over the Gulf region during winter and spring.

Warning: Marked temperature inversions occur frequently in the lower and middle levels ofthe troposphere especially at night during summer. These can significantly affectclimb-out performance, and can be associated with wind shear.

Due to the topography and heat index, turbulence is normally a factor.

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1


NONE 12R/30L 2222 MAX MAX MAX MAX MAX

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NIL


NIL




Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

OEDF 9 ILS/ILS 16L/34R 4000 MAX MAX MAX MAX MAX

Dammam ILS/ILS 16R/34L 4000 MAX MAX MAX MAX MAX

OKBK 9 ILS/ILS 15R/33L 3400 300/297 MAX/353 MAX MAX MAX

Kuwait ILS/ILS 15L/33R 3500 MAX MAX/375 MAX MAX MAX/88

OMAA 9 ILS/ILS 13R/31L 4100 MAX MAX MAX MAX MAX

Abu Dhabi ILS/ILS 13L/31R 4100 MAX MAX MAX MAX MAX

OMDB 10 ILS/ILS 12L/30R 3600 MAX MAX MAX MAX MAX

Dubai ILS/ILS 12R/30L 3880 MAX MAX/367 MAX MAX MAX

OTBD 9ILS/ILS 16/34 3822 MAX MAX MAX MAX MAX

Doha

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6.4.6 BALI (WADD) - INDONESIA

Name of Airport : Ngurah Rai International



Caution: Birds tend to congregate on the runway.

Caution: Dogs some time on the taxiways, apron, and runway.

Caution: Kites in vicinity of aerodrome at heights up to 2500 ft, especially runway 27.

Caution: Comply with all height and speed restrictions.

6.4.6.3 Terrain

The airport is situated 7NM North East of the city on an isthmus joining a peninsular to theSouth, with main part of island to the North.

The terrain immediately around the field is flat with obstructions up to 750ft to the South.

North, terrain is flat for 9NM, rising steadily to 7,500ft at 25NM, and up to 12,000ft at 30NM.Runway 09 extended runway centerline, island at 21nm with terrain to 1750ft.


Radar services provided, expect radar vectoring. English is of a good standard, although ATCcontrollers may speak very rapidly.

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

9 VOR / ILS 09/27 3000 MAX MAX/380 MAX MAX MAX

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6.4.6.5 Weather

Bali has a tropical climate appropriate to its proximity to the equator. There are two seasons,wet and dry, between which are comparatively short inter-monsoonal seasons.

November to March: Wet season: Heavy showers and thunderstorms overland during theday. During heavy rain showers, zero visibility may occur. Night-time, rain showers mostlyoccur over the sea.

April to October: Dry season: Generally fine weather prevails. At beginning and end ofseason, large Cu/Cb to be expected. Afternoons scattered Cu overland. Hazy conditions mayexist when Southeast winds are strong.

Winds, generally light, but direction influenced by both monsoon and sea breezes.



STARs; numerous crossing altitudes published. Arriving from the North, note the highMSA (9700ft). Expect radar vectors to either runway 09/27. During times of heavy traffic,bad weather, ATC generally uses the published STARs. DAM wall (marked with redlights) 5ft high, located 140m from threshold runway 09.

Runway 09: Arrivals: Direct routing from “UDANG” to “KUTA” maybe offered by ATC.

Runway 27: ILS approach offset by 4º from centerline.

Exit the runway onto parallel taxiway “N” and expect taxi clearance for Apron A. Parking,stands 1-6.


SIDs; Crossing altitude published. Northbound SIDs, steep climb required due high ter-rain. ATC clearance: Call 5 minutes prior to start-up

Procedures for pushback of aircraft:

• Aircraft shall be push back to face south, towed until west of Parking Stand 4, afterwhich engine start can commence.

• Parking stand No.1, aircraft is pushed back and pulled until aligned to taxiwaycenterline then start-up.

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*WARR - B772 / 3 & A343 / 6 Apron A, B & D not authorised.

ICAO Code

RFF IAP RWY LDA (m)


Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

*WARR 8

ILS/VOR 10/28 3000 292/289 251/316 218/215 MAX MAXSurabaya (2300-1700)

WARQ 8

NON/ILS 08/26 2500 319/316 273/337 224/222 MAX MAXSolo (0000-1200)

WAAA 8

ILS/NON 13/31 2500 NOT NOT 223/220 MAX MAXUjung Padang (2300-1500)

WIIH 9

VOR/ILS 06/24 2800 MAX MAX MAX MAX MAXJakarta - Halim Int’l

WIII 9 ILS/NDB 07L/25R 3600 MAX/347 MAX MAX MAX MAX

Jakarta - Soekarno Hatta Int’l

ILS/NDB 07R/25L 3660 MAX/347 MAX MAX MAX MAX

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6.4.7 BANGKOK (VTBS) - THAILAND

Name of Airport : Suvarnabhumi International



Warning: Due to the surface characteristics of runway 01R and 19L, heavy precipitation islikely to result in patches of surface water or flooding. Under these circumstancesa hazard exists for aircraft landing, or in the event of a rejected take-off, due tothe likelihood of aquaplaning.

Caution: Runway 01L/19R, 01R/19L - DME does not read ZERO at threshold due DME/ILS not being co-located.

Caution: FOD has been observed on both runway and taxiways.6.4.7.3 TerrainAirport is located on a flat coastal flood plain East of the city with an elevation of 5 feet.Although the runway is close to sea level, there is high terrain with associated MORA in thesurrounding quadrants.

6.4.7.4 Air Traffic ControlThe standard of English can be poor. Any deviation from standard radio phraseology andprocedures can cause confusion so it is important to adhere to strict radio discipline.

• Operation of Mode S transponder on ground

1. Aircraft identification - Use the same format as in ICAO flight Plan, ie QTR001

2. Flight crew should select XPDR or equivalent according to specific installation. Ensurethe transponder is operating (i.e. OUT OF STAND-BY or OFF POSITION) and theassigned mode A code is selected in accordance with following:

a) Departing flight:

Upon received airway clearance, except when a Departure time restriction is issued, then theaction should be done at engine start-up.

b) Arriving Flight

Continuously until the aircraft is fully parked at stand.

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1



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6.4.7.5 Weather

Large CB’s and TS frequent this area. Turbulence can be anticipated much of the time,especially when the wind is from the West.

As with any CB or TS, gust fronts may extend up to 40 kms ahead of the storm givingwindshear, this is particularly true in Bangkok. Rain can be very heavy, and reduce visibility toless than 1000 m. Many of the storms build up late in the day.

At other times of the year mist and fog is likely, particularly during slack winds. Temperaturesare high in the summer and moderate in the winter.

October to early February: North East monsoon with fairly settled weather.

May to September: South West monsoon with frequent CB's building during the afternoonand evening.

November to March: Early morning fog on two or three days per month.



Note: Use of rapid exits from the landing runway enables minimum spacing on finalapproach and minimizes the occurrence of Go-around.

Ground Power is initiated after the airbridge is connected and usually takes about 5 min-utes. The APU should be started on inbound taxi for parking. Once main engine and APU(if started on inbound) is shut down “Pre Conditioned Air” unit is attached, usually takes5-15 minutes for this process. It is permitted to operate the APU for 5 minutes after arrivalon parking stand.

Landing - A330 Use flap setting “CONF 3” unless safety reason is a factor.

Thailand Civil Aviation Authority has requested the use of minimum flap setting for land-ing for noise abatement purposes where possible.


Bangkok Airport Authority policy, APU restart is permitted 10 minutes prior to pushback.

If unavailability of the said ground units, “PWR U/S” sign is position at the gate, where by crewcan choose to start the “APU” or request mobile services (15 minutes notification required).

APU is permitted at remote parking stands.

At Start-up

• Contact Bangkok Control for ATC clearance on 128.7 MHz

• After receiving ATC clearance, pilots will be instructed to call relevant ground controlfrequency.

• Aircraft must be pushed back within 5 minutes of receiving ATC clearance. OtherwiseATC clearance will be cancelled.

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Departure slot times issued for separation purposes when necessary. Maintain a listeningwatch on relevant ground control frequency. Ensure an early call to “ground control” toallow for sufficient time for taxi to runway.

Safety and SOP preconditioned, once the line up clearance has been issued pilotsshould ensure that they are able to taxi into the correct hold and line up position on therunway as soon as the preceding aircraft has commenced its takeoff roll.

Cockpit checks should be completed before line up. Any checks requiring completionwhilst on runway shall be kept to a minimum.

Commence the take-off roll immediately after take-off clearance is issued.

If unable to comply with these procedures inform ATC prior to passing the Runway hold-ing position.

All departing aircraft are required to apply noise abatement procedures with thrust reduc-tion at 1500ft AGL, and acceleration at 3000ft AGL.




Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

VTBD 9 ILS/ILS 03L/21R 3700 312/309 MAX/MAX MAX MAX MAX

Bangkok - Don Mueang VOR/ILS 03R/21L 3150 312/309 MAX/MAX MAX MAX MAX

VTBU 8ILS/VOR 18/36 3505 336/332 MAX/363 MAX MAX MAX

Rayong

VTCC 9VOR/ILS 18/36 3100 339/336 MAX/355 204/202 165/MAX MAX

Chiang Mai

VTSP 9VOR/ILS 09/27 3000 MAX MAX/362 MAX MAX MAX

Phuket

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6.4.8 BERLIN (EDDT) - GERMANY

Name of Airport : Tegel International



Warning: Landing of aircraft with highly infectious diseased passengers on board isprohibited.


Caution: Residential area in short final of Runway 26 R/L.

Note: Refer to Jeppesen for night flying restrictions.

6.4.8.3 Terrain

The airport is located 8 km (4 NM) Northwest of city with an elevation of 122 feet. The terrainat the airport is generally flat.

Caution: Beware of man made obstacles in the terminal area and trees upto 100 feet AGLin the close vicinity of the airport. The highest obstacle TV antenna 1329 feetMSL is located approximately 4 NM Southeast of the airfield.

Berlin Tempelhof airfield is located approximately 7.5 NM and Berlin Schoenefeld airfield islocated approximately 15.5 NM Southeast of Tegel airfield.


The standard of ATC and English is good, use standard ATC phraseology.

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

8ILS / ILS 08L/26R 3023 NOT NOT MAX / N MAX MAX

ILS / ILS 08R/26L 2324 NOT NOT MAX / N MAX MAX

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6.4.8.5 Weather

The climate is moderate and the average yearly temperature 9.2ºC. Most precipitation isduring the months of July and August.

June to August: Summer Months. The average daily temperature is around 18ºC.

December to February: Winter months. The average temperature is around 0.5ºC.

November to March: Possibilities of frost and snow.



Low drag and power approaches are expected to be conformed with. When expected tohold over the main approach aid for more than 20 minutes an ETA will be transmitted. Ifno clearance has been given for continuation beyond the main aid, maintain the lastassigned altitude, join the depicted hold and acknowledge the altitude and wait for furtherinstructions.

Noise Abatement procedures as per the following: Leave the initial approach fix at 210kts + 10 kts, maintain until 12 NM from touchdown. Reduce speed to 160 kts + 10 ktsusing an intermediate flap setting with landing gear up. Intercept glide path at not lowerthan 3000 feet AAL. Lower landing gear, set flaps for landing and establish final approachspeed shortly before or over Outer Marker.


Noise abatement procedures are as follows, at 1500 feet AGL :

– Reduce thrust to climb thrust;

– Accelerate while climbing and retract flap/slat on schedule;

– Transition to normal en-route climb speed.

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ICAO Code



Location 300 320 / 1

EDDB 9ILS / ILS 07/25 3000 MAX MAX

Berlin - Schoenfeld

EDDC 8ILS / ILS 04/22 2508 MAX MAX

Dresden

EDDP 8ILS / ILS 08/26 3600 MAX MAX

Leipzig

EDDV 8 DME / ILS 09L/27R 3200 MAX MAX

Hannover ILS / ILS 09R/27L 2304 MAX MAX

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6.4.9 CAIRO (HECA) - EGYPT

Name of Airport : Cairo International



Warning: See ground maneuvering for parking procedure.

Note: Strong Winds Can obscure visibility with blowing sand/dust.

Note: In the event of closure of Runway 05R/23L, Runway 05L may be used forLanding provided that :

1) Traffic established on final approach at least 13 NM from Cairo VOR/DME atfeasible minimum speed, and

2) Strict adherence to LLZ centerline.

3) Visual approach and shortcut are not permitted.

6.4.9.3 Terrain

The airport is located 13 NM to the Northeast of the city which lies besides the Nile with anelevation of 382 feet. There is high ground to the South.

Due to the uneven terrain of the airfield, be aware that there can be up to approximately 200feet difference in runway threshold elevations. As a result same taxiway have significantslopes.



RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

9


ILS / ILS 05C23C 3999 MAX MAX MAX MAX MAX

NONE 16/34 3178 331/328 MAX/359 MAX MAX MAX

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6.4.9.5 WeatherWeather is normally good. April to June: Hot southerly wind known as the Khamsin may blow causing rising dust andpoor visibility.

Note: During Summer, final approaches are generally bumpy due to hot air adiabaticeffect.

December to February: Usually in January, fog can occur very suddenly which will normallydissipate by about 1000 local time.

Winter frontal system can reach Cairo from the Southern Mediterranean and although thereis usually very little rain, visibility can be reduced if the wind exceeds 15 knots.


Note: Runway 16/34 is used during day time and in VMC only as an alternative forRunways 05L/23R and 05R/23L.

Caution: A well lit dual carriageway and boundary fence lighting may make nightidentification of Runways 05L & 05R difficult.

Note: If landing 23L and exiting on taxiway Papa, do not mistake taxiway whiskeyas an extension of Papa.

The airfield site slopes up towards the South with a marked difference between thresholdelevations. Large power settings are required if taxiing uphill, increasing the risk ofengine ingestion of the considerable amounts of debris, sand and stones lying on andaround taxiways. Increase the separation between taxiing aircraft at all times. Taxiingdownhill requires constant braking which may cause Brake Overheat.


• Qatar Airways uses Terminal 2.

• Wingtip clearance is minimal on wide-body aircraft in parking areas.

• B772, A330 and A300 : Left engine nacelle comes very close when parking at fixedair-bridges, gates A8-A16. Approach parking stand at slow speed, using dockingguidance system and stop bar to position aircraft. Ensure correct aircraft designator isshown on guidance system. If in doubt, request Marshaller assistance.

• B777-300 : Parked on remote stands (Apr/07). Stands A7,A9 and A11 adequate atTerminal 2.


Runway 23R may be used for take-off provided that traffic execute a left turn maximumdistance 5NM from Cairo VOR/DME then to be directed to its assigned airway.

Expect to climb straight ahead on runway heading to 3500ft, thereafter to follow towerinstructions.

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Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

HEBA 8

NON/ILS 14/32 3400 319/315 XXX/NOT 222/220 MAX MAXAlexandria Borg El Arab

HEGN 9CIR/ILS 16/34 3700 325/322 XXX/343 MAX MAX MAX

Hurghada

HELX 9VOR/ILS 02/20 3000 289/286 XXX/353 MAX MAX MAX

Luxor

HESH 9 ILS/CIR 04L/22R 3081 MAX XXX/361 MAX MAX MAX

Sharm El Sheikh VOR/NON 04R/22L 3081 MAX XXX/361 MAX MAX MAX

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6.4.10 CAPE TOWN (FACT) - SOUTH AFRICA

Name of Airport : Cape Town International



Caution: Paragliding in vicinity of airport.

6.4.10.3 Terrain

Cape Town airfield is located less than 10 NM East of city center with an elevation of 151 feet.Table mountain runs from the Northwest of the airfield to the Southwest.


Air Traffic Control is generally very good.

6.4.10.5 Weather

Summer (October to March): Generally fair with fresh Southerly winds, thundery spell canoccur in late Summer. Occasional early morning fog a possibility.

Winter (May to August): Winds mainly Northwesterly. Low cloud and rain with passingfronts. Fog forming during the night may persist until as late as midday.

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

9 ILS / ILS 01/19 3201 319/314 MAX/351 MAX MAX MAX

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Due to obstacle, PAPI of Runway 19 must not be used beyond 5 NM from threshold.


Taxiways D5, D4, D3, L, and M not authorized for A330, A340 and B777.


Due to obstacle, PAPI of Runway 19 must not be used beyond 5 NM from threshold.

Caution: Do not confuse Threshold 16 for Threshold 19 when taxiing on Taxiway forTake-off Runway 19.

Aircraft departing from Runway 01 and 34 shall avoid hospital complex 3 NM North fromend of runways.


ICAO Code

RFF IAP RWY LDA (m)


Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

FABL 7 VOR/VOR 02/20 2559 XXX XXX 197/N 167 MAX/90

Bloemfontein NONE 12/30 2195 XXX XXX 167/N 140 MAX/74

FADN 7ILS/ILS 06/24 2440 319/317 249/311 217/N MAX MAX

Durban

FAJS 9 ILS/VOR 03L/21R 4418 MAX MAX MAX MAX MAX

Johannesburg ILS/ILS 03R/21L 3400 324/321 254/316 220/217 MAX MAX

FYWH 9NON/ILS 08/26 4575 XXX XXX MAX MAX MAX

Windhoek

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6.4.11 CASABLANCA (GMMN) - MOROCCO

Name of Airport : Mohammed V International




6.4.11.3 Terrain

The terrain has no significant obstacles close to the airport, the highest obstacle is a manmade obstacle East of the approach to Runway 17L/R, this reaches 1017 feet AMSL. To theSoutheast there is a spot height at 981 feet, this is approximately 20 NM from the airport.

The MSA is 4100 feet to the Southeast and 3600 feet to the Southwest and 3000 feet to theNorth. The MSA is 3200 feet Northeast and 3800 feet Northwest. The airport elevation is 656feet.

6.4.11.4 Weather

The weather in Casablanca is generally similar to that in many of the North African countries.Precipitation values tend to be an average of up to 3 inches per month from November toFebruary with little or none for the remaining months. Temperatures are fairly stable, rangingfrom 55°F (13°C) in January to 73°F (23°C) in August.

With proximity to the Atlantic Ocean fog may occur near sunrise and sunset.

Dust storms may reduce the visibility to a few hundred meters, however most of the time thevisibility is good.

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

9VOR / VOR 17R/35L 3720 MAX MAX MAX MAX MAX

NDB / ILS 17L/35R 3750 309/307 MAX/352 231/229 MAX MAX

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The Air Traffic Control is average.

Phraseology in Use

ATC / Pilot ATC - First Contact:

• Low Visibility procedures in force (RWY Number).

Pilot - First Contact:

• Cat II / III approach – Advise of intent, required landing minima

ATC Downgrading of Navigation Aids:

• Category (number) Approach (Runway no.) not available due (desig-nated aid) unserviceable, category (number) approach only.

ATC Suspension of LVP

• Low visibility procedure suspended.

Procedure of ATC

First Contact • ATC - Advises “RVR” value(s) and request Pilot to call at “Outer Marker (OM)”

• Pilot - Repeats back message.

Note 1: RVR Value missing - Crew check minima.Note 2: LVP in Force announced on ATIS.

At “Outer Marker (OM)

• ATC - advises “RVR” value(s).

• ATC - Request PILOT to check his minima and gives “clearances toland”.

• ATC - Request PILOT to advise “report on ground “ or “going around”.

• Pilot - Checks minima and advise ATC of “going around” or “onground”.

On Ground • Pilot - report runway vacated.

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Caution: Parallel taxiway may easily be mistaken with Runways.


Noise abatement procedures published. Refer to Chart 10-4.


ICAO Code

RFF IAP RWY LDA (m)


Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

GMAD 8VOR/ILS 10/28 3200 305/302 250/319 209/207 166 MAX/92

Agadir

GMFF 8VOR/ILS 09/27 2950 338/336 MAX/354 MAX MAX MAX

Fes

GMME 7NON/ILS 03/21 3500 NOT NOT MAX MAX MAX

Rabat

GMMX 7ILS/NON 10/28 2820 NOT NOT MAX/NOT MAX MAXMarrakech -

Menara

LEMG 8ILS/ILS 14/32 3200 MAX XXX/360 227 MAX MAX

Malaga

LPFR 8VOR/ILS 10/28 2445 MAX MAX MAX MAX MAX

Faro

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6.4.12 CHENNAI (VOMM) - INDIA

Name of Airport : Chennai International



Note: Bird in vicinity of airport.

6.4.12.3 Terrain

The airport is located 14 km (7.6 NM) Southwest of the city with an elevation of 34 feet. Treesup to 137 feet in the vicinity of Runway thresholds (600 m to 1000 m in the take-off andapproach path).

No significant high ground in the vicinity. MSA is generally 1800 feet except for the Northwestsector, which is 2300 feet. Within 10 NM, the MSA is 1800 feet all round.



6.4.12.5 Weather

October to November: Thunderstorms due to cyclonic activity in the Bay of Bengal couldaffect the airport. The duration of these storms is generally 60 to 90 minutes, when visibilitymay drop below minimums, and associated Windshear on finals for Runway 07/25 may beexpected.

January and February: Early morning fog can be expected until about 1000 Local Time.

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1


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The airfield has 2 intersecting runways. Runway 07/25 is the main runway in use.

Warning: Do not mistake TAMBARAM Air Force Base for Chennai InternationalAirport, which has a similar Runway alignment. TAMBARAM is situated 6 NMfrom Chennai on a bearing of 213º and has two Runways, 05/23 and 12/30.

Caution: Flying in the vicinity of TAMBARAM airport permitted with prior ATCclearance only.

Caution: When using runway 25 for approach at night, be aware that the surroundingcity lights are bright, and tend to drown out the runway approach lighting. Donot mistake the highway just to the left of the runway as the runway lighting.

Note: Chennai Airport is in the process of developing a windshear detection andprediction system. To gather data and feed the database they rely on co-operation from airlines. Therefore, it is recommended to report winds at 1800feet and 1000 feet to ATC while landing in Chennai Airport, irrespective ofRunway in use.


Taxiway C not allowed for A346 & B777 due to turning geometry not compliant.


For A340 & B777, if RWY07 not available, take-off from RWY25 is to be done from theintersection of RWY 12/30 via taxiway A. Taxiway J leading to RWY25 is not adequate forturning.


ICAO Code

RFF IAP RWY LDA (m)


Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1


Bangalore


Cochin


VOTV 8VOR/ILS 14/32 2992 310/307 263/333 226 / 223 MAX MAXThiruvanan-

thapuram

VOHS 10ILS/ILS 09/27 4260 MAX MAX MAX MAX MAX

Hyderabad

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6.4.13 COCHIN (VOCI) - INDIA

Name of Airport : Cochin International


Note : *RFF upgradeable to RFF CAT 9 upon request.


Note: 180º turns of aircraft with MTOW above 50 tons permitted at Runway ends only.

6.4.13.3 Terrain

The airport is North of Trivandrum in the South of India, the airport is in close proximity to ariver, thus giving potential rise to fog and mist. The airport has an elevation of 25 feet.

West and South of the airport the terrain is relatively flat. North through to the East MSA is6500 feet, the terrain rises to 1742 feet within 5 NM and 4100 ft within 11 NM. The South Eastquadrant also has terrain giving a MSA of 5600 feet.


The standard of ATC is average. Use standard phraseology.

6.4.13.5 Weather

The temperature varies little throughout the year staying mainly between 24ºC and 30ºC.Poor flying conditions come mainly from thunderstorms and heavy rain.

December to Mid April: Occasional fog at dawn, soon clearing. Overcast by mid afternoon,clearing early morning.


June to September: Generally fine with broken CU. Very occasional squalls with heavy rainonly lasting a short time.

October to November: Rain Squalls more frequent and more persistent. Thunderstorms,especially in the evening causing water logging on Apron and parts of Runway.

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

8* VOR / ILS 09/27 3400 340/336 MAX/367 MAX MAX MAX

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Note: The passenger steps used are not wide enough for aircraft’s door, which donot permit opening of the doors after positioning the equipment. Therefore,doors shall be opened immediately prior to the positioning of the equipmentat the aircraft; in this case the door safety strap must be attached.


NIL


ICAO Code

RFF IAP RWY LDA (m)


Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

VCBI 9ILS/ILS 04/22 3350 MAX MAX MAX MAX MAX

Katunayake


Bangalore


Chennai

VOTV 8VOR/ILS 14/32 2992 310/307 263/333 226 / 223 MAX MAXThiruvanan-

thapuram

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6.4.14 DAMMAM (OEDF) - SAUDI ARABIA

Name of Airport : King Fahad International



NIL

6.4.14.3 Terrain

The airport is located 14 NM inland from the coast, on a large flat area without obstruction.The airport has an elevation of 72 feet.


Air Traffic control is very good.

6.4.14.5 Weather

The weather is the same weather as observed at many airfields in the gulf region.

Haze is typical, reducing the visibility to around 6000 m. This may reduce to a 1000 m insevere dust storms.

Rain is more likely in the winter months and may be very heavy reducing visibility.

Prevailing wind Northerly which can be very strong at times.

Early morning fog and low stratus during the winter months. Frontal weather occasionallyaffects Dammam in winter.

Dust storms occur throughout the year but are most troublesome during mid-summerafternoons.

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1



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NIL


Take-off in northern direction, expect runway 34L. For planning purpose, the OperationalFlight Plan (OFP) will show a specific SID, but expect ATC to provide radar vectors fordeparture (RADAR1A) to the "BAH" VOR.


ICAO Code

RFF IAP RWY LDA (m)


Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

OBBI 10 ILS/ILS 12L/30R 3657 MAX MAX MAX MAX MAX

Bahrain NONE 12R/30L 2222 MAX MAX MAX MAX MAX

OEJN 9 ILS/ILS 16C/34C 3303 MAX MAX MAX MAX MAX



OERK 9 ILS/ILS 15L/33R 4205 MAX MAX MAX MAX MAX

Riyadh - King Khalid ILS/ILS 15R/33L 4205 MAX MAX MAX MAX MAX

OKBK 9 ILS/ILS 15R/33L 3400 300/297 MAX/353 MAX MAX MAX

Kuwait ILS/ILS 15L/33R 3500 MAX MAX/375 MAX MAX MAX/88


Doha

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6.4.15 DELHI (VIDP) - INDIA

Name of Airport : Indira Gandhi International




Caution: Light aircrafts and gliders activity in the area.

6.4.15.3 Terrain

The airfield is located on a flat plain 8 NM Southwest of the city with an elevation of 744 feet.6 NM to the East is another airfield associated with light aircraft and glider activity. Locatedjust to the North of this airfield is a prohibited area.



6.4.15.5 Weather

December to February: North East monsoon. Light winds and cool weather with minimumovernight temperatures around 7ºC. Occasional frontal depressions. Frequent morning fogusually clearing by about 1000 Local Time.

March to Mid June: Hot Season. Temperature slowly building up until the start of theSouthwest monsoon with storms towards the end of the period.

Mid June to September: Southwest monsoon. Some continuous rain with thunderstormsbut usually not more than 10 days a month. Little rain in September. Average maximumtemperature 33ºC.

October to November: Fine warm weather with haze in the morning.

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

9

VOR / ILS 09/27 2661 MAX MAX MAX MAX MAX



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Runway 28 has a downhill slope.

Caution: Do not mistake Delhi (SAFDARJUNG) airport located 6 NM to the East forDelhi Indira Gandhi International airport.

Caution: Do not mistake parallel taxiway P for Runway 10/28.

When the surface wind velocity exceeds 10 knots, updraughts can be expected on finalapproach to Runway 28.

Exercise caution for men and vehicle movement around dimly lit aprons.

Note: Former Runway 15/33 is available for overnight parking.

Below 10,000ft, IAS not greater than 250kts.

Within 15NM of VOR serving the airport, or below FL65, shall maintain IAS as per aircraftcategory.


Request start-up within 5 minutes of filed EOBT. If unable to make start-up within 5 min-utes of EOBT, a delay may occur subject to traffic situation. If intersection take-off is pos-sible advise ATC at time of push back/start-up. Pre-departure checks should becompleted before entering active runway to expedite traffic flow. Expect take-off clear-ance after line-up.

No ATC speed restriction applicable for departing aircraft except when specified by ATC.

c) Taxiing:

Taxiing aircraft should maintain a minimum speed of not less than 15 knots on the straightportion of taxiways and between 8-12 kts during turning maneuvers.

Aircraft Category

C D

Within 15NM, excluding approach track 170 kts 185 kts

10NM to 4 NM on final approach track 150 kts 160 kts

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Note: B777 / A346 - Taxiway B not authorized.

ICAO Code

RFF IAP RWY LDA (m)


Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1



OPRN 9CIR/ILS 12/30 2743 263/259 265/328 219/216 167/MAX MAX

Islamabad (Note)

VAAH 9VOR/ILS 05/23 3505 333/331 MAX/349 231/229 MAX MAX

Ahmedabad



VANP 8VOR/ILS 14/32 3200 NOT NOT NOT NOT MAX

Nagpur

VIJP 7VOR/ILS 09/27 2797 NOT NOT NOT NOT MAX

Jaipur

VILK 6VOR/ILS 09/27 2585 NOT NOT NOT NOT MAX

Lucknow

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6.4.16 DHAKA (VGZR) - BANGLADESH

Name of Airport : Zia International




Caution: (B772/3 & A346) Wing tip clearance minimal when widebody aircraft parked onstand 1-6.

Caution: Taxiways and Apron Pavement Conditions : In general taxiways and apronpavement conditions are poor with numerous reports of broken surfaces (Crewreport Nov 2008). Adopt appropriate taxi speeds.

6.4.16.3 Terrain

No significant terrain in vicinity.


The standard of ATC and English is poor.

Due to lack of Radio Communication facilities between Kolkata and Dhaka ACCs, good flightcrew radio communications and co-ordination with both ACCs is required for descent orclimb.

6.4.16.5 Weather

March to May: Hot season. Heavy thunderstorms appear from the Nor'westers; severesquall conditions may last 30 to 40 mins.

June to September: SW monsoon with rainfall at its annual maximum.

June to November: Cyclones may affect the area.

Visibility occasionally reduced in rising dust at any time of year.

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

9 ILS / VOR 14/32 3200 MAX MAX MAX MAX MAX

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Pass ETA to tower. Parallel taxiway can easily be confused with runway due lighter sur-face.

Crew reports (Nov 2008), that when cleared for ILS runway 14, the “LOC” has been inac-tive, even though ILS Ident is normal.


• Runway surface is rough

• Stand 1 - Available for B747 type aircraft.


Report “POB” when requesting pushback. Delays in excess of one hour, ATC flight planneeds to be resubmitted.


ICAO Code



Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

VECC 8 VOR/VOR 01L/19R 2749 243/244 207/262 178/176 140/142 MAX/80

Kolkata ILS/ILS 01R/19L 3200 MAX MAX MAX MAX MAX

VGEG 7VOR/ILS 05/23 2940 NOT NOT MAX/N MAX MAX

Chittagong





Bangkok - Suvarnabhumi ILS/ILS 01R/19L 4000 MAX MAX MAX MAX MAX

VTCC 9VOR / ILS 18/36 3100 339/336 MAX/355 204/202 165 MAX

Chiang Mai

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6.4.17 DOHA (OTBD) - QATAR

Name of Airport : Doha International




Caution: New Doha International Airport under construction, located 2.8NM East ofrunway 16/34. The new parallel runways are nearing completion. Exercisecaution and do not confuse new parallel runways with runway in use at Doha.

6.4.17.3 Terrain

Doha is a joint military civil airfield with high level of military activity. The airport has anelevation of 35 feet.


The standard of ATC and English is good.

6.4.17.5 Weather

The weather of Doha is very hot with no rain between June to October but humid on thecoast. The rest of the year is pleasantly mild/warm and sunny with occasional showery rainduring December to March.

July to September: Night fog possibility from 1800 to 0200 UTC.

November to February: Early morning fog possibility from 2300 to 0400 UTC.

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1


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Caution: With a strong Northerly wind windshear can be expected on approach.

Caution: On approach to Runway 34, highway with shielded illumination visible toaircraft.


When using turning pad on Rwy 16, turning should be anti-clockwise.

Warning : A330/A340/B777 is not allowed to park in the Western apron.

Isolated parking area (Taxiway E2) is used in case of security issues relating to an aircraft, iehijacking, bomb threat.


Call Doha tower on 118.9MHZ, 10 minutes before requesting start-up.

Aircraft will be pushed back on western apron, facing North.


a) Security :

QR Security will do pre-departure security check for all direct US bound flights.

• Aircraft search will be carried out by QR security and a copy of the search form will behanded over to the CSD.



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b) Ground Communication

VHF Contacts for Departments.

Purpose Department Call Sign Frequency• Contact of Senior Flight Opera-

tions Staff• Crew Replacements• Delay or Departure Time Informa-

tion or Clarification • If unable to contact Maintenance,

Flight Dispatch or QAS Hub Con-trol Center

• Tech or Cabin Crew flight or duty enquiries.

Operations Control “Qatar OCC” 125.150

• Flight Documentation• NOTAMS• Performance related MEL Clarifi-

cation in Tech Log • Queries on Flight Plans• Weather Data• ZFW Changes.

Flight Dispatch “Dispatch” 125.150

• Clarification of MEL entries in Technical Log

• Engineer Required• Technical Documentation• Technical Problems.

Maintenance “Maintenance Control” 125.150

• Aircraft Cleaning• Air Conditioning• Catering• ETA Updates (Prior to Arrival)• Fuel• Gate Information• Ground Power Unit• Medical/Police/Security Assist-

ance• QAS or QR Ground Staff Assist-

ance• Passenger Steps.

QAS Hub Control “QAS Hub Control” 121.050

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Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1


Bahrain (Note 1) NONE 12R/30L 2222 MAX MAX MAX MAX MAX







OMSJ 9VOR/ILS 12/30 3760 MAX/347 MAX/349 MAX MAX MAX

Sharjah

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6.4.18 DUBAI (OMDB) - UNITED ARAB EMIRATES

Name of Airport : Dubai International




Note: 180º turns on runways are not permitted for aircraft larger than A320.

Note: In accordance with the security procedures at Dubai International Airport, transitcrew members can leave and re-enter the aircraft once only.

6.4.18.3 Terrain

The airport is located close to the coast on the outskirts of the city with an elevation of 34 feet.Terrain is not a significant factor although there are several man made obstructions in thearea.

High ground to the Northeast, East, South extending beyond 25 NM from the airport



Delay messages transmitted to the crew by ATC should be interpreted as follows:

“No Delay expected” means


When delay greater than 20 minutes

• The controller will pass Estimate Approach Time (EAT).

Note: The term “Fuel emergency” has no status in ATC phraseology. Radio callprefixed with “MAYDAY” for distress or “PAN” for urgency will ensure priorityhandling.

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1


ILS / ILS 12R/30L 3880 MAX MAX / 367 MAX MAX MAX

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Dual Runway Operations

Dedicated controller assigned for each runway with same call-sign “Tower”.

• Air 1 (one) responsible for Northern RWY 12L/30R

• Air 2 (two) responsible for Southern RWY 12R/30L

Clearance Limit Points

Standard clearance limit points will be used for transfer of aircrafts and vehicular traffic.

6.4.18.5 Weather

Early morning fog is a possibility at any time of year.

March to May: Occasional dust storms are most likely during the period.

Thunderstorms, although infrequent, may be severe.

Low-level windshear may occur with calm or light surface winds.


Caution: Due to similar runway alignment, do not mistake Sharjah airport located10NM Northeast of Dubai.

Minimum spacing on final approach between successive aircraft will be 5nm or minimumvortex wake separation, whichever is greater. (This will be measured from the point where thefirst aircraft is at 4nm from touchdown and both aircrafts have been issued a speed restrictionof 160kts to 4nm final).

The UAE enforces an approach ban policy which states that aircraft may not descend below1000ft above aerodrome if relevant runway visual range is at the time less than the specifiedlanding minima. When visibility is close to, or below, the prescribed minima, ATC shall advisecurrent IRVR reading to aircraft when they are approx 1000ft on final approach.


NIL


NIL

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Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1



OMAL 9ILS/VOR 01/19 4000 MAX MAX/366 MAX MAX MAX

Al Ain

OMSJ 9VOR/ILS 12/30 3760 MAX/347 MAX/349 MAX MAX MAX

Sharjah


Doha

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6.4.19 FRANKFURT (EDDF) - GERMANY

Name of Airport : Frankfurt - Main International



Note: With winds between direction 200º and 160º clockwise and speeds of 15 kts andmore on Runway 18, Gust and strong windshifts up to tailwind component mayoccur.

6.4.19.3 Terrain

The airport is located 6 NM to the Southwest of the city centre with an elevation of 364 feet.The River Main runs through the city and joins the much larger Rhein opposite the town ofMainz. There are rolling hills all around Frankfurt which do not present any particularproblems as most approaches start 4000 feet.


The Air Traffic control is generally very good. Traffic density may be problem.

6.4.19.5 Weather

June to September: Generally warm and sunny weather

September to November: Good weather with the probability of fog increasing as the seasonprogresses.

December to March: Cold and wet. Fog occurs in high humidity and low wind conditions asin all of Northern Europe.

April to May: Variable weather, although the foggy season should be well gone.

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1



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Runway 18 is not usable for landing.Noise Abatement procedures as per the following : Leave the initial approach fix at 210kts + 10 kts, maintain until 12 NM from touchdown. Reduce speed to 160 kts + 10 ktsusing an intermediate flap setting with landing gear up. Intercept glide path at not lowerthan 3000 feet AAL. Lower landing gear, set flaps for landing and establish final approachspeed shortly before or over Outer Marker.

Departures to South and Southeast, expect RWY18 with tailwinds not exceeding 10kts.Winds exceeding 10kts for RWY18 will be announced via ATIS.


NIL






Note: For deicing, please contact: Frequency 135.225.

Data-link departure clearance in use, refer to Jeppesen briefing pages for detail




Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

EDFH 9ILS/ILS 03/21 2745 331/329 MAX/375 MAX MAX MAXFrankfurt -

Hahn

EDDK 10 NON/ILS 06/24 2459 260/257 242/303 202/200 160/158 MAX/79

Cologne - Bonn ILS/ILS 14L/32R 3815 MAX MAX MAX MAX MAX

EDDS 10ILS/ILS 07/25 3045 302/300 MAX/379 MAX MAX MAX

Stuttgart

EDDL 9 ILS/ILS 05R/23L 2700 MAX MAX MAX MAX MAX

Dusseldorf ILS/ILS 05L/23R 2400 MAX MAX MAX MAX MAX



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6.4.20 HOCHIMINH (VVTS) - VIETNAM

Name of Airport : TANSONNHAT



Taxiway W1 and W2 not permitted for A300 and A330. Parking stand 10-14 A330 notpermitted. Parking stand 1-3, 24-30 A300/A330 not permitted.


Warning: Airport is situated in the vicinity of Danger area 23 to 26 (Helicopter Training 50m(164ft) - 1000m (3280ft) and prohibited area P(4) (Ground - 3000m (9840ft).

Caution: Taxiways width is the minimum required for A300 & A330 aircraft. Adhere strictlyto the centerline marking and use extreme caution in the turns.

Caution: PAPI reported as being unreliable.

Caution: After heavy rains, pools of water may remain on surface.

Caution: Runway markings in the region of touchdown zone are heavily overlaid withrubber deposits, making them difficult to identify and slippery when wet.

Note: 15NM North-East, lies the military airfield of Bienhoa, with two parallel runways ina East-West orientation.

6.4.20.4 Terrain

Generally, flat terrain surrounds the airport. The airport is located 6km to the Southeast fromthe city center.


Radar service provided. Enroute weather deviations generally accepted.

Wind speed is given in “Meters per second” (multiply by 2 to get knots) and cloud base in“meters” above AAL.

RFF IAP RWY LDA (m) MAX Pavement Weight in Tons for Aircraft

772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

9 VOR / ILS07L/25R 3048 287/283 273/337 MAX/230 170/MAX MAX/89

07R/25L 3059/3800 307/302 355/MAX MAX MAX MAX

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6.4.20.6 Weather

The climate is divided into two seasons, with the rainy season lasting from mid April to theend of October. Worst months are May and September.

Thunderstorms activity occurs between mid-noon and early evening. Rapid changes invisibility with heavy rain and variable strong winds happen as thunderstorms drift over theairport, expect a ceiling of 200-300ft during this period. Such phenomena rarely last morethan 30 minutes.

November to April: Is the dry season. Haze is present in these months, but visibility seldomfalls below 2000 meters.

December to March: Early morning fog possible, however it is thinly layered and clears acouple of hours after sunrise.

Typhoons are infrequent, and if a depression moves through it is more likely occur inSeptember or October.

The airport is equipped with surveillance radar giving an accurate picture of thunderstorm upto a range of thirty miles. This information is passed to the tower.



No STARs published. Normal landing is ILS runway 25R.

Danger and Prohibited areas may affect missed approach planning. The missedapproach procedures do not specify an altitude after initial “climb to altitude on runwayheading”, continue climb to MSA. Note the published minimum holding altitudes.

VOR approaches to all runways are offset. Ensure correct runway is selected during finalapproach, as the offset may leave you Left or Right of desired runway.

Landing runway 07L/25R, ensure clearance is obtained before crossing runway 07R/25L.

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Minima

Instrument approaches, CEILING shown in meters. The value reflects the equivalent“MD (H)” shown in feet.

Extract from Jeppesen terminal chart, 13-1


ATC flight plans must be filed locally, therefore to avoid any delay, check early with ATCthat a valid flight plan is in the system. Call ground control 10 minutes prior to start forATC clearance.

Parking Stands

• 4 to 14, expect towing to “NS” taxiway, then taxiing for departure;

• 15 to 22, expect towing to “E6”, then taxiing for departure.

Due to numerous danger and prohibited areas, ensure compliance with DME and radialfor turning points.

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TRUE TRACKWEST EAST

180 - 359º 0 - 179ºMeter Feet Meter Feet13200 43300 12600 4130012000 39400 11400 3740010800 35400 10200 335009600 31500 9000 295008400 27600 8100 266007800 25600 7500 246007200 23600 6900 226006600 21700 6300 207006000 19700 5700 187005400 17700 5100 167004800 15700 4500 148004200 13800 3900 128003600 11800 3300 108003000 9800 2700 8900

QNHMeter Feet3300 108003000 98002700 89002400 79002100 69001800 59001500 49001200 3900900 3000600 2000550 1800

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Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

VTBD 9 ILS/ILS 03L/21R 3700

312/309 MAX MAX MAX MAXBangkok - Don Mueang VOR/ILS 03R/21L 3150


Bangkok Suvar-nabhumi Int’l ILS/ILS 01R/19L 4000 MAX MAX MAX MAX MAX

VTBU 8ILS/VOR 18/36 3505 336/332 MAX/363 MAX MAX MAX

Rayoung

VVDN 8 NON/ILS 07L/35R 3048 305/302 297 207/203 MAX MAX

Danang Danang Int’l

NON/VOR 07R/35L 3059 211/206 XXX/MAX 139/137 117/XXX 66/64

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6.4.21 ISLAMABAD (OPRN) - PAKISTAN

Name of Airport : Benazir Bhuto International Airport




Caution: Danger and restricted areas surround the airport.

Caution: Runway 30 – Dumbell located at displaced threshold, closed to medium andheavy aircraft.

Caution: Runway 12/30, use minimum power while turning on dumbell(s).

Note: Delays can occur due to aircraft back-tracking on the runway and the singletaxiway to and from the parking area for wide bodies (Taxiway Alpha)

6.4.21.3 Terrain

The airport is located Southeast of the city of Islamabad and Northeast of the city ofRawalpindi. It is used jointly by military and civil aviation. The airport has an elevation of 1668feet.


The standard of ATC is average. Use standard Phraseology.

Islamabad Primary radar has a range of 100 NM (200 NM Secondary).

6.4.21.5 Weather

December to February: Fog conditions can occur but usually cleared by 11 AM Local time.The minimum winter temperature is -2º C with frost but no reported ice.

July to September: These are hot Summer months with temperatures upto 40ºC withfrequent thunderstorms and rain.

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

9 CIR / ILS 12/30 2743 263/259 265/328 219/216 167/MAX MAX

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Warning: The Tower Controller does not have full visual coverage of the Runway(especially Runway 12 threshold) or the Start-up Ramp.

Warning: Do not mistake small airfield with Runway alignment 14/32 at approximately4 NM South West of airport.

Caution: Roads / Islamabad highway running in similar alignment to the runway havebrighter lights than the runway itself and can be mistaken in poor visibility.

Caution: Pilots are to exercise extreme caution during wet runway conditions. Afterheavy rain, mud oozes through joints and onto the runway surface. Thiscondition, combined with a downhill slope on the second half of Runway 30and excessive rubber deposits, can cause serious stopping problems.

Caution: Civilian aircraft are to taxi over arrestor cables with caution.

Note: The parking area available for heavy jets is filled very quickly if Lahore isfogged in, be prepared to divert due to lack of parking space.

The prohibited area is located approximately 5 NM Southwest of the field is a nuclear testzone. No Radar vectors will be given in this area; for this reason expect a 9 NM final forRunway 30.


B777 / A346 - Taxiway B not authorized.


Caution: The first 335 m of Runway 12 (before the turning pad) can not be used forTake-off because of low pavement strength. This has been considered inPerformance Chart.

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Note 1: Company preferred alternate during winter season due to congested apron inLahore.

Note 2: B777 / A346 - Only Taxiway C is authorized for taxi in/out from Apron.

Note 3: B777 / A346 - Only Taxiway A authorized for taxi-in/out from Apron.

ICAO Code

RFF IAP RWY LDA (m)


Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1


Karachi (Note1) NON/ILS 07R/25L 3400 MAX MAX MAX MAX MAX




(Note2)

OPPS 9VOR/VOR 17/35 2743 223 223 223 MAX MAXPeshawar

(Note3)




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6.4.22 ISTANBUL (LTBA) - TURKEY

Name of Airport : Ataturk International



Caution: Birds and stray dogs in vicinity of airport.

6.4.22.3 Terrain

The airport is located 13 NM West of the city on the Northern edge of the Marmar Sea with anelevation of 163 feet. Terrain is not a significant consideration within the immediate vicinityalthough there is high ground outside 10 NM to the East. Approaches to Runway 36 or 06 areover water.


The standard of ATC and English is variable.

6.4.22.5 Weather

December to May: The area can be subject to heavy snowfall.

June to October: Thunderstorms are generally confined to these months.

November to January: These are the months with the highest incidence of poor visibility andlow cloud with ceilings below 600 feet and visibility below 500 metres.

Winter: Fog is normally restricted to advection fog formed over the sea it is often blowninland over the airport. Mean surface wind is north to northwest at 10 to 15 knots.

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

10

CIR / ILS 18R/36L 3000 MAX MAX MAX MAX MAX



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Caution: Taxiway and apron centreline marking is poor, especially in adverse weatheror at night. Apron and taxiways are reported very slippery when wet, andnumerous minor deficiencies to inadequate stand guidance, marshalling andpushback.


B777/A346 - Taxiways Z, Z1 and Z2 not authorized.


NIL


Note 1 : B777 / A346 - Apron 4 and 5 authorized and appropriate parking stands: 101,102, 107, 116 and 118 - 120.

Note 2 : B777 / A346 - Taxiways H1 and K not authorized and appropriate parking stands:Apron 1 - stands 1,16 and 17. Apron 2 and 3 - stands 57 - 59; 62 - 65; 68 -72.

Note 3 : B777 / A346 - appropriate parking stands: Apron 1 - stands 1 to 6; Apron 2 -stands 24 to 26.



Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

LTAC 9 ILS/ILS 03L/21R 3400 336/333 MAX/370 MAX MAX MAX

Ankara (Note 1) ILS/ILS 03R/21L 3750 MAX MAX/375 MAX MAX MAX

LTAI 9 VOR/ILS 18C/36C 3400 MAX MAX/XXX MAX MAX MAX

Antalya (Note 2)VOR/ILS 18L/36R 3400 MAX MAX MAX MAX MAX

VOR/ILS 18R/36L 3400 MAX 162/198 143/142 120/122 68/66

LTBJ 9 ILS/ILS 16L/34R 3240 MAX MAX MAX MAX MAX

Izmir (Note 3) VOR/VOR 16R/34L 3240 MAX MAX MAX MAX MAX

LTFJ 9ILS / ILS 06/24 3000 MAX MAX MAX MAX MAXIstanbul -

Sabi

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6.4.23 JAKARTA (WIII) - INDONESIA

Name of Airport : Soekarno-Hatta International




Caution: Exercise caution, while take-off and landing Runway 25 and Runway 07 due tokites.

6.4.23.3 Terrain

The airfield is situated 10 NM South of the East / West coastline. Jakarta (Halim) airport is 20NM South although it is rarely visible as the summits are usually obscured by cloud.Theairport has an elevation of 34 feet.

The area is subject to volcanic activity.


The standard of ATC and English can be poor. Use standard phraseology.

Refer to Area chart for speed restrictions.

6.4.23.5 Weather

May to October: This is the dry season and the area is affected by the Southeast TradeWinds.

November to April: The Northwest Monsoon with typical tropical monsoon weather. Periodsof prolonged low visibility are unlikely as bad weather is generally associated withthunderstorms activity and should normally last less than one hour. Rain activity tends toposition more closely to the shoreline of the harbour and should pass quickly.

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

9ILS / ILS 07L/25R 3600 MAX/347 MAX MAX MAX MAX

ILS / ILS 07R/25L 3660 MAX/347 MAX MAX MAX MAX

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Monsoon weather can cause strong crosswinds. The location of two hangers at theapproach end of Runway 07R may result in strong turbulence on short finals if landing onRunway 07R. A wind sock located between the taxiway and runway near the thresholdcan give the best indication of the wind activity when landing in this direction.

Caution: False localiser capture can occur on Runway 25R.

Note: Keep a good lookout for other arriving traffic. Domestic traffic tends toreceive priority handling by ATC and it is not uncommon to have these flightsplaced in front of non-national traffic resulting in excessive radar vectoring offcourse to the southeast. Flights crews should be keenly aware of theirsequential position during vectoring and may have to remind ATC ofassigned headings.

Note: A bright light situated near to the end of Runway 25R. The light is visiblewhen on short final to this runway, and appears to be an incorrectly shieldedcentre-line light.


The MSA for all SIDs is based on VOR “DKI”. “DKI” is located 25nm Northeast of the air-port, which means that all departure from runway 25L/R, routing westbound will fall out-side the “DKI” coverage. The “GL” LOM, (MSA runway 07L is based on this navigationaid), can be used as “MSA” for departing runway 25L/R.

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ICAO Code

RFF IAP RWY LDA (m)


Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

WIHH 9VOR/ILS 06/24 2800 MAX MAX MAX MAX MAXJakarta -

Halim

WIDD 9ILS/VOR 04/22 4025 MAX/347 MAX/369 MAX MAX MAX

Batam

WMKJ 8ILS/VOR 16/34 3354 NOT NOT MAX/224 MAX MAX

Johor Bahru

WMKK 9 ILS/ILS 14R/32L 4000 327/325 MAX MAX MAX MAX

Kuala Lumpur ILS/ILS 14L/32R 4019 MAX/345 MAX MAX MAX MAX

WARR 8ILS/VOR 10 / 28 3000 292/289 251/316 218/215 MAX MAX

Surabaya

WARQ 8CIR/ILS 08/26 2500 319/316 273/337 224/222 MAX MAX

Solo

WSSS 10 ILS/ILS 02L/20R 3260 MAX MAX MAX MAX MAX

Singapore - Changi ILS/ILS 02C/20C 4000 MAX MAX MAX MAX MAX

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6.4.24 JEDDAH (OEJN) - SAUDIA ARABIA

Name of Airport : King Abdul Aziz International




Note: Terrorist threats are to be taken seriously.

Note: Apron 6 - stands A1, A2 & A4 not authorised for A330.

6.4.24.3 Terrain

The airfield is situated 2 NM inland to the North of the city of Jeddah with an elevation of 48feet.

The airfield has three wide spaced parallel runways. The Easterly runway is usually reservedfor military traffic. Simultaneous arrivals and departures take place.


The standard of ATC and English can be poor.

6.4.24.5 Weather

The climate is extremely dry and arid throughout the year, with unreliable rainfall. There islittle rainfalls between November to December to April or May. Temperatures from May toSeptember are extremely high and although inland the humidity is quite low on the coast itcan become high adding to the discomfort. Temperatures in winter are generally mild andwarm but inland and in higher areas these can fall low enough for frost and snow to occur.Winter nights in the desert can be particularly cold. Prevailing wind Northerly.

Early morning fog in Spring.

Dust storms occur throughout the Summer.

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

9

ILS / ILS 16C/34C 3303 MAX MAX MAX MAX MAX



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6.4.24.6 Arrival Procedures :

Note: The Saudi Authorities have requested that passengers must be informed ofthe Ihram timing 30 minutes before passing Migat (Ihram Zone) and torepeat the same announcement 5 minutes prior passing Migat.

If tailwind component is less or equal to 6 kts, the preferred runway for arrival is 34C.

Caution: When taxiing be aware of uncontrolled vehicle traffic crossing sometaxiways.

There is a dedicated terminal for Haj flights. However during the Haj Pilgrimage Season,the timing of which is variable, the number of flights and particularly East West flightsentering Saudi airspace from North and Central Africa increases dramatically and with itthe risk of ATC incidents.


NIL

6.4.24.8 Departure Procedures :

If tailwind component is less or equal to 6 kts, the preferred runway for departure is 34L.

Pilgrimage to Mecca :

Many passengers to Jeddah are pilgrims bound for Mecca.

• Umrah :

Umrah is the name given to the act of going on the pilgrimage to the holy city of Meccaat times other than Haj period. Pilgrims unable to attend the Haj will endeavor toattend Umrah.

• Haj :

Haj is the name given to the act of going pilgrimage during the period laid down by theSaudi authorities and ending at Eid-Al-Adha.

• Haj Operations :

Haj Operation is the form of Charter flights in addition to schedule services will beundertaken during the Haj period.

These flights present a significant security problem to the Saudi Arabia governmentwho normally maintain a tight control over immigration. The regulations for the trans-port of Haj passengers are strict and infringements will result in heavy fines for theOperator concerned with ticketing, documentation and control of passenger move-ment on the ground.

However, the following points require the attention of crews on both Haj operationsand normal flights carrying pilgrims undertaking Umrah. These are as follows:

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• Al Megat :

This is the time when the pilgrims would be appropriately dressed. It may be taken asa distance 80 NM from Jeddah or refer to the Jeppesen/Jeddah arrival, so a PAannouncement should be made shortly after take-off or early in the flight informing thepilgrims of the estimated time at AL-MEGAT. A personnel announcement call must bemade at AL-MEGAT in order to indicate when to start praying.

• Scheduled services during Haj :

The PA announcements allowing time for pilgrims to prepare for Al-Megat and theactual position report will be made as in the previous paragraph. In addition Haj pas-senger will remain on board until the other passengers have disembarked. Cabin Staffhave been instructed to make a PA announcement to this effect.

• Normal Operations :

Normal operations to Jeddah will frequently carry pilgrims undertaking Umrah andthese pilgrims should be shown due courtesy and consideration. The PA announce-ments allowing time for preparation and the actual position of Al-Megat will be madeas described in the paragraph titled Al-Megat.


Note: Company preferred alternate during Haj season.



Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

OEDF 9 ILS / ILS 16L/34R 4000 MAX MAX MAX MAX MAX

Dammam ILS / ILS 16R/34L 4000 MAX MAX MAX MAX MAX

OEMA 9 ILS/ILS 17/35 3300 MAX MAX/356 MAX MAX MAX

Madinah VOR/ILS 18/36 3050 MAX MAX/356 MAX MAX MAX


Riyadh - King Khalid

(Note)ILS/ILS 15R/33L 4205 MAX MAX MAX MAX MAX

OETF 9 VOR/VOR 07/25 3735 190/198 NOT/210 231/229 MAX MAX

Taif VOR/ILS 17/35 3350 231/228 201/260 231/229 MAX MAX

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6.4.25 JOHANNESBURG (FAJS) - SOUTH AFRICA

Name of Airport : O. R. Tambo International



Caution: Birds in vicinity of airport

6.4.25.3 Terrain

The Jan Smuts International Airport lies 10 NM East to Northeast of the City of Johannesburgand 20 NM South of Pretoria – the Administrative capital of South Africa. The Airport issituated near the center of the Transvaal and lies on the vast interior plateau covering muchof South Africa with an elevation of 5558 feet. The surrounding area consists of hilly countrysloping gradually from Southwest to Northeast.


Air Traffic Control is generally very good, but their control is limited to 11 miles North of thefield due to military controlled airspace.

6.4.25.5 Weather

Summer (November to March): Mostly good weather, however this is the rainy seasonwhich normally comes in the form of afternoon thunderstorms which at times can be heavyenough to preclude landings or departures. Caution, low level windshear during thunderstormactivity with rapidly changing winds with the passage of the storm. Maximum averagetemperatures range around 26 degrees and winds tend to be Northwesterly.

Autumn (April to May): Mostly fine dry weather with temperatures dropping at night andearly morning. Average maximum temperatures are around 20 degrees.

Winter (June to August): Dry weather with cold clear nights and mild sunny days dominatethis period. Occasional cold front activity can bring cloudy and sometimes very cold weatherto this region, normally with no or little precipitation. Fog can sometimes be expected duringAugust and September in the early mornings but burns off rapidly after sunrise. Averagemaximum temperatures are around 16 degree and winds are mostly southerly.

Spring (September to October): Fine but sometimes unsettled weather with possibility ofearly season thunderstorms. Average maximum temperatures are around 23 degrees.

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

9ILS / VOR 03L/21R 4418 MAX MAX MAX MAX MAX

ILS / ILS 03R/21L 3400 324/321 254/316 220 / 217 MAX MAX

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Caution: In strong Northwest wind conditions windshear can be expected onapproach to Runway 03L/03R.

Note, on arrival for Runway 03R :

– Northwesterly winds on ground often result in quartering tailwind on approach.

– Rising terrain prior to threshold may produce undershoot then overshoot shear on short final.

– Runway has pronounced hump resulting in potential optical illusion for landing flare.

– Radar vectors from STAR often result in minimum track distance, which may result inhigh and fast profile.


NIL

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Note: Airport may be used as Destination Alternate for A333, B772/3 and A346between 0401 to 1959 UTC. During this period RFF will be upgraded to CAT 8.Max Pavement Weight A333 = 215 ton.

ICAO Code

RFF IAP RWY LDA (m)


Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

FABL 7 VOR/VOR 02/20 2559 XXX XXX 197/N 167 MAX/90

Bloemfontein NONE 12/30 2195 XXX XXX 167/N 140 MAX/74

FACT 9ILS/ILS 01/19 3201 319/314 MAX/351 MAX MAX MAX

Cape Town

FADN 7ILS/ILS 06/24 2440 319/317 249/311 217/N MAX MAX

Durban (Note)

FVHA 9ILS/VOR 05/23 4725 XXX 299 211/209 MAX MAX

Harare

FYWH 9NON/ILS 08/26 4575 XXX XXX MAX MAX MAX

Windhoek

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6.4.26 KARACHI (OPKC) - PAKISTAN

Name of Airport : Jinnah International




Note: Aircraft arresting barrier net assembly installed 100 m before Threshold Runway25R.

6.4.26.3 Terrain

The airport is located 9 NM East of Karachi on the outskirts of the city with an elevation of 100feet. A military airfield is located 3 NM to the Southwest and the Pakistan Oil Refinery 4 NM tothe South.



6.4.26.5 Weather

October to February: The area is subject to rapid fog formation. The dissipation of fog fromthe airport takes longer than from the surrounding area.

Summer: Orographic storms may be a problem due to intense heating, visibility is often lessthan 6000 m. Winds are usually light.

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

9NON / ILS 07L/25R 3200 273/270 MAX/341 228/226 MAX MAX

NON / ILS 07R/25L 3400 MAX MAX MAX MAX MAX

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Caution: Do not mistake Runway 08 of Shara-e-Faisal Airbase about 3 NM Southwestfor Runway 07L.

Karachi has two parallel runways which show up light against the background, whereasShara-e-Faisal has only one runway which shows black against the background.


NIL


Note: B777 / A346 - Only Taxiway C is authorized for taxi in/out from Apron.

ICAO Code

RFF IAP RWY LDA (m)


Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

OOMS 9ILS/ILS 08/26 3165 MAX MAX/366 MAX MAX MAX

Muscat

OPLA 9 ILS/ILS 18L/36R 3360 MAX MAX MAX MAX MAX

Lahore ILS/ILS 18R/36L 2743 278/276 245/316 205/204 160/163 MAX


(Note)

VAAH 9VOR/ILS 05/23 3505 333/331 MAX/349 231/229 MAX MAX

Ahmedabad



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6.4.27 KATUNAYAKE (VCBI) - SRI LANKA

Name of Airport : Bandaranaike International




Caution: There have been violent Anti Government protest. In view of this threat, securitymeasures have been taken to maintain the safety of the Aircraft and PAX. Allcrew should exercise caution whilst in Colombo.

6.4.27.3 Terrain

The airfield is located on the coast of 12 NM North of Colombo Harbour and 22 NM North ofthe city of Colombo with an elevation of 29 feet. It is almost on the coast with a large lagoonon its seaward side. The land is flat in the vicinity of the airfield but starts to rise 15 NM East,slowly at first, but at 40 NM more rapidly to form a mountain range with peaks to nearly 8300feet. AMSL. The airfield is surrounded by trees up to 80 feet AGL.



6.4.27.5 Weather

The temperature varies little throughout the year staying mainly between 24°C and 30°C.Poor flying conditions come mainly from thunderstorms and heavy rain.

December to Mid April: Occasional fog at dawn, soon clearing. Overcast by mid afternoon,clearing early evening.


June to September: Generally fine with broken Cu. Very occasional squalls with heavy rainonly lasting a short time.

October to November: Rain squalls more frequent and more persistent. Thunderstorms,especially in the evening.

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1


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Caution: Apart from high terrain to Northeast and East of the airfield, there are anumber of small hills within 20 NM Northeast of airfield.


Note: All Flight deck crew members operating out of Colombo should report toDispatch at the airport terminal in Colombo to obtain flight documentationbefore proceeding to the boarding gate.


ICAO Code

RFF IAP RWY LDA (m)


Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1


Bangalore


Cochin



Chennai

VOTV 8VOR/ILS 14/32 2992 310/307 263/333 226/223 MAX MAXThiruvanan-

thapuram

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6.4.28 KUALA LUMPUR (WMKK) - MALAYSIA

Name of Airport : Kuala Lumpur International - Sepang


6.4.28.2 Curfew/Slot Restrictions

NIL



Caution: Be aware that the new airfield is located 25 NM Southeast of the old airport(Subang - WMSA).

6.4.28.4 Terrain

The airport is located 45 kilometres Southeast of the city with an elevation of 70 feet. A rangeof mountains runs from Northwest to Southeast, located on the Northern side of the airfieldand parallel to runway. The airport is surrounded by swamps to the South and bush land tothe North. The Royal Malaysian Airforce Aerodrome at Simpang is located 20 NM to theNorth of the airfield. ATC approach and area control share a joint civil/military facility at theold airport.



6.4.28.6 Weather

The ITCZ crosses the area towards the North from March to May and recrosses it towardsthe South from October to November. As a consequence, the rains are heavier during thoseperiods. During the Southwest monsoon from June to September, the Malacca straits arenoted for strong squalls with violent storms and rain.

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

9ILS / ILS 14R/32L 4000 327/325 MAX MAX MAX MAX

ILS / ILS 14L/32R 4019 MAX/345 MAX MAX MAX MAX

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Note: A succeeding aircraft may be cleared to land before the preceeding landing ortake-off aircraft has cleared the runway.


ATC will not issue taxi routes. Pilots are to be familiar witht he taxi routes to allocated parkingbay.

Note: Some parking stands are upslope. Apply adequate ground speed to enableproper entry into such upslope parking stands


All departing aircrafts issued with SIDs. However it may be cancelled for traffic managementreasons. In such a case, Standard Radar Departure(SRD) will be issued.

When the aircraft is ready , Lumpur Tower will issue a heading together with the “take-off”clearance.

No initial climb altitude or the departure frequency during take-off clearance will be issued byLumpur Tower.

– Climb to initial altitude of 6000ft.– Contact “Lumpur Approach” before passing 2000ft on the following frequencies –

124.20 mhz if departing from RWY 32R/32L or 119.45mhz if departing from runway14R/14L.

– on the first contact with Approach after airborne, advise the SID identifier orassigned heading, the last level vacated to the nearest 100ft and the assignedaltitude.




Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

WIDD 9ILS / VOR 04/22 4025 MAX/347 XXX MAX MAX MAX

Batam

WMKJ 8ILS / VOR 16/34 3354 336/332 338 MAX / 224 MAX MAX

Johor Bahru

WMKP 9ILS / VOR 04/22 3354 MAX XXX MAX MAX MAX

Penang

WSSS 10 ILS / ILS 02L/20R 3260 MAX MAX MAX MAX MAXSingapore -

Changi ILS / ILS 02C/20C 4000 MAX MAX MAX MAX MAX

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6.4.29 KUWAIT (OKBK)

Name of Airport : Kuwait International



NIL

6.4.29.3 Terrain

The airport is located 8 NM South of Kuwait city with an elevation of 206 feet.

The most significant obstacle is a communications tower North of the airfield at 10 NM. Theheight of the tower is 1351 feet. The MSA is 3000 feet in all sectors to 25 NM.



6.4.29.5 Weather

Kuwait is a desert country with little annual rainfall. Most rain falls between November toMarch but there are few rainy days. Temperatures in winter are mild, summers consistentlyhot and only on the coast the temperature is little lower although the humidity here is higher.

The temperature in summer is the biggest factor. On occasions the temperature may exceed50ºC. Sand storms are possible and may reduce visibility, and in the winter early morningmist is likely due to the proximity of the sea.

Turbulence on final approach is common.

During the winter months troughs bring some rain with occasional reduced ceiling;embedded Cu/CB a possibility. Early morning fog occurs during winter.

Dust storms occur mainly in summer. Prevailing wind N'ly.

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

9ILS / ILS 15R/33L 3400 300/297 MAX/353 MAX MAX MAX

ILS / ILS 15L/33R 3500 MAX MAX/375 227/223 MAX MAX/88

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6.4.29.6 Arrival Procedures :

Caution: Parallel highway lighted by night 0.2 NM East of Runway centreline may bemistaken for Runway.


NIL


Note: Advise ATC upon start up if final level differs to Original Flight Plan.


ICAO Code



Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1






Riyadh - King Khalid ILS/ILS 15R/33L 4205 MAX MAX MAX MAX MAX


Doha

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6.4.30 LAHORE (OPLA) - PAKISTAN

Name of Airport : Allama Iqbal International



Warning: The Pakistani/Indian border is located within 10 NM to the East of the airfield.Pilots should avoid manoeuvring in this area.


6.4.30.3 Terrain

The airport is located South East of the city of Lahore with an elevation of 712 feet.

It is a non-active military airbase, now controlled by the Pakistani CAA.



6.4.30.5 Weather

December to February: Fog conditions can occur but usually cleared by 11:00 AM local.

July to September: Monsoon season, moving from the East, with rain and thunderstorms.Meteorological forecast are reliable.

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

9VOR / VOR 18R/36L 2743 278/276 245/316 205/204 160/163 MAX

VOR / ILS 18L/36R 3360 MAX MAX MAX MAX MAX

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Warning: The tower control does not have full visual coverage of the runway(especially Runway 18L threshold).

Walton Aerodrome is in close proximity, local training flights by light aircraft and glidersduring the day. All A/C arriving at Lahore to maintain 2500 feet (QNH) until cleared for fur-ther descent by ATC.

Note: The Pakistani/Indian border is very well lit at night.


NIL


Note: Company preferred alternate during winter season.



ICAO Code

RFF IAP RWY LDA (m)


Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1


Karachi (Note) NON/ILS 07R/25L 3400 MAX MAX MAX MAX MAX


(Note1)

OPRN 9

CIR/ILS 12/30 2743 263/259 265/328 219/216 167/MAX MAXIslamabad (Note2)




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6.4.31 LAPU-LAPU (RPVM) - PHILIPPINES

Name of Airport : Mactan Cebu International



NIL

6.4.31.3 Terrain

Lapu-Lapu is a joint Civil and Military airport with large number of military traffic. The airportlies close to the shore on the small island of Mactan with an elevation of 31 feet. The largerIsland of Cebu is across the road bridge linking the two.

On the island of lapu-lapu the terrain rises sharply to 4300 feet (MSA) within 15 NM of theairport.


Air Traffic control is good, english is widely spoken. The airport has busy periods with largeaircraft. All the arrival procedures are flown over the sea.


6.4.31.5 Weather

The Climate is typically tropical all year with relative high humidity and abundant rainfall.There are three pronounced seasons, rainy from June to October, cool to dry fromNovember to February and hot and dry from March to May. The coolest month is January,the hottest month is April to May.

The proximity of the sea and inland wet areas cause mist and fog, especially during themonsoon season.

Large TS build orographically and may sit over the hills in close proximity to the airport.

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1


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NIL


B777 / A346 - Parking bays 2, 3, 4 & 5.


NIL




Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

RPLC 9 ILS/NONE 02L/20R 3200 297/295 MAX/342 MAX MAX MAX

Angeles City ILS/ILS 02R/20L 3200 315/312 MAX MAX MAX MAX

RPLL 9ILS/ILS 06/24 3410 MAX MAX MAX MAX MAX

Manila

RPMD 9ILS/ILS 05/23 3000 333/330 MAX MAX MAX MAX

Davao

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6.4.32 LONDON - GATWICK (EGKK) - UNITED KINGDOM

Name of Airport : London Gatwick International



Caution: For A340-600 restricted areas on the apron refer to Jeppesen Charts and/orCompany Documentation.

Note: Runway 08L/26R is a non-instrument runway and will only be used whenRunway 08R/26L is temporarily non-operational. A change from one parallelrunway to the other will result in airfield closure for 15 minutes. During anyrunway change PAPI indications are advisory for around 15 minutes following thechange and should be used with caution.

6.4.32.3 Terrain

The airfield is located to the South of London and is surrounded by several noise sensitivecommunities with an elevation of 196 feet.

Terrain is not a significant consideration however there is an East/West ridge line just to theNorth which includes the highest natural feature in Southern England.

Note: London Heathrow is located approximately 23 NM Northwest.


Air traffic control is very good.






Note: The term “Fuel emergency” has no status in ATC phraseology. Radio call prefixedwith “MAYDAY” for distress or “PAN” for urgency will ensure priority handling.

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

9NONE 08L/26R 2148 345/ 341 MAX MAX MAX MAX

ILS / ILS 08R/26L 2766 MAX / 345 MAX MAX MAX MAX

D-ATIS DCL TWIP

Yes Yes Not Available

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6.4.32.5 Weather

The airfield was constructed in a river basin and can suffer from morning fog from autumnthrough to the beginning of spring. Snow is an infrequent event during winter although when itdoes occur traffic flow rates reduce substantially due to inadequate ground facilities.


The landing runway will normally be either 26L or 08R.

The parallel runways cannot be used simultaneously due to close spacing.

Warning: Taxiway J might be mistaken when Runway 08L/26R has been in use atnight with almost catastrophic consequences. If this runway is in use theadjacent parallel runway will not have any runways lights ON.


Nil


Pre-departure clearance - on receipt of clearance, crew is reminded to acknowledge theclearance within 10 minutes.

Crew must ensure they use the filed flight plan number when using data-link communica-tion, i.e. QTR076G.

For take-off from Runway 08L or 26R do not commence the take-off run before the Startof Roll sign.

SIDs : All aircraft are expected to maintain 250kts below FL 100. Pilots are requested notto ask the controller for the removal of the departure speed restriction unless there areoverriding safety reasons or the aircraft configuration requires it.

Caution: Radar tracking and noise monitoring is in progress. All departure tracks mustbe adhered to. The Noise preferential routing NPR prescribe the horizontalflight path only. The procedure below will govern the vertical flight path forNPR routings.

• FMGC set-up for SID’s with more than 30 degrees initial turn :

A pre-selected speed of 185 kts shall be inserted in FMGC Performance Climb Page.Thrust Reduction Altitude shall be 1000 feet AAL.All Engine Acceleration Altitude shall be as per the LPC (not 3000 AGL).

Operational : At acceleration altitude and passing F speed retract the Flaps toCONF1 and fly the pre-selected speed (185 kts). This configuration shall be main-tained for the initial turn. Once the initial turn is completed accelerate and clean up onschedule.

• FMGC set-up for SID’s with less than 30 degrees initial turn :

Thrust Reduction Altitude shall be 1000 feet AAL. All Engine Acceleration Altitude shall be as per the LPC (not 3000 AGL). No pre-selected speeds.

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Note: Pre-selecting a speed of 185 kts in the FMGC Climb Page will affect the fuelprediction since the entire climb calculation will be based on 185 kts. Thedifference in calculated fuel (OFP) and predicted fuel (FMGC) could be up to900 kg. This effect should not mislead you to carry extra fuel.The all Engine Acceleration Altitude is not 3000 feet or higher, since theSIDs out of UK airports are NPRs and not standard ICAO noise abatements.

Procedures for Handling Disruptive Passengers:The Memorandum of Understanding (MoU) signed between Qatar Airways and the Met-ropolitan Police London refers that when an offence or incident requiring police assis-tance takes place on-board the flight to London, the Captain will inform the agent of theprecise nature of the incident and the following information :

– Time and location(s) of incident, including cabin position and seat number(s).

– Whether or not the incident took place after the aircraft became airborne.

– Precise nature of the incident, including any injuries sustained.

– The number of suspects involved.

– Action taken by staff to deal with incident i.e. passengers moved, person restrained,first-aid administered ... etc.

– The number of crew who are witness to the incident.

– The number of passengers who are witness to the incident.

– Whether there has been any endangerment to the aircraft e.g. efforts to open externaldoors, Captain and/or cabin crew drawn away from primary safety roles ... etc.

Note: It is important to retain the passenger manifest. If it is not carried on theaircraft, where possible, efforts should be made to have a copy forwardedfrom the departing airport.

The MoU also refers that those passengers who are willing to give statements, will beinterviewed and the crew who witnessed the incident will be required to give their state-ments in a briefing room arranged by the Airport Services Manager. The statement willdescribe the incident in your own words. State only what you saw or heard yourself.Include the following in your description :– The length of time you observed the incident.

– At what distance?

– Was your view obscured in any way?

– Are any of those persons involved known to you? If so, in what capacity?

– Any threatening, abusive or insulting language used. Give the exact words used.

– Any threatening / aggressive behaviour or body language.– Any injury or damage caused.

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Crew may carry liquids, pastes or gels in their hold baggage. If liquids required to be carriedin cabin baggage, follow the procedure set out below :

1) All liquids MUST be presented at the search point for examination;

2) Liquids containers must not exceed 100ml or equivalent;

• Drinks

• Containerized foodstuffs

• Cosmetics / Toiletries

• Non prescription medicines

3) Container (s) must be placed in a transparent resealable bag no larger than (8’x8’);

4) Bag MUST be closed when presented at screening and all items must fit comfortablywithin it.


Note 1: Company preferred alternate for A346.

Note 2: Company preferred alternate for A330.



Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

EGBB 9ILS/ILS 15/33 2279 MAX XXX/361 MAX MAX MAX

Birmingham

EGCC 9 ILS/ILS 05L/23R 2588 339/337 MAX MAX MAX MAX

Manchester (Note 1) ILS/VOR 05R/23L 2864 300/297 MAX MAX MAX MAX

EGSS 8

ILS/ILS 05/23 3048 317/315 XXX/MAX MAX MAX MAXLondon - Stansted

(Note 2)

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6.4.33 LONDON - HEATHROW (EGLL) - UNITED KINGDOM

Name of Airport : London - Heathrow International



Caution: For A340-600 restricted areas on the apron refer to Jeppesen Charts and/orCompany Documentation.

Note: A330 - Taxiway Sierra, between “SY6” and Taxiway Z - Not authorized.

Note: Due to high density of Air Traffic extra vigilance is needed when operating in toand out of London.

Note: Taxi clearance to and from aircraft stands should be followed precisely.

Note: London Heathrow is an extremely noise sensitive Airport.

6.4.33.3 TerrainThe airport is located in a populated area just to the West of the center of London with anelevation of 80 feet. The airspace is very congested as there are numerous military andcivilian airfields in close proximity.


Air Traffic control is generally very good.







RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1



D-ATIS DCL TWIP

Yes Yes Not Available

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6.4.33.5 Weather

June to September: Generally fair weather.

September to November: Steadily increasing amount of rain and low cloud with anincreasing amount of rain and low cloud with an increasing risk of fog when there is no wind.

December to March: Cold grey and damp. Early morning fog is common when there is nowind associated with anticyclonic conditions. During December and January in particular itcan last all day. By March the risk of fog is small. Snow brings chaos but is an infrequentoccurrence. With late departures frost may form on the aircraft.

April to May: Slowly improving weather but very changeable.


Preferred landing runways are 27L or 27R, providing they are dry and the tailwind is lessthan 5 knots, with final selection being made by a noise abatement computer. If runway09R is in use, landings are usually made on 09L.

Aircraft will be expected to conform to a Low power, Low drag procedure and speed con-trol will be applied to facilitate this technique. The Airbus ILS decelerated approachaccords with this, however expect a requirement to maintain 160 knots to the OuterMarker.

Warning: The possibility of building induced turbulence and large windshear effectsmay occur when landing on Runway 27R in strong Southerly/South westerlywinds.

Note: At night, taxi instructions will normally be given to ‘follow the greens toassigned Stand ##’. Unlike other locations where the lights may lead theaircraft directly into the stand, the lighting configuration normally leads pastthe stand which has in the past, resulted in aircraft overshooting theirassigned parking position.


It is recommended that flight crews of A340-600 & B777-300 to use judgmental steeringwhen maneuvering on the taxiways.


Pre-departure clearance - on receipt of clearance, crew is reminded to acknowledge theclearance within 10 minutes.

Preferred departure runways are 27L/R and 09R.

SIDs : All aircraft are expected to maintain 250kts below FL 100. Pilots are requested notto ask the controller for the removal of the departure speed restriction unless there areoverriding safety reasons or the aircraft configuration requires it.

During its hours of operation, Heathrow Delivery is responsible for clearance delivery andstart approval as a separate function from Ground Movement Control. Pilots are warnedthat start approval applies only to those engines required to be started on the stand. Sep-arate approval for pushback must be obtained from Ground Movement Control.

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Note: Be aware of the correct pushback procedures, engine start should not becommenced until aircraft has been pulled forward from the blast fence. Enginestart prior to correct positioning could result in the injury to the guide man.



A pre-selected speed of 185 kts shall be inserted in FMGC Performance Climb Page.

Thrust Reduction Altitude shall be 1000 feet AAL.

All Engine Acceleration Altitude shall be as per the LPC (not 3000 AGL).




All Engine Acceleration Altitude shall be as per the LPC (not 3000 AGL). No pre-selected speeds.

Note: Pre-selecting a speed of 185 kts in the FMGC Climb Page will affect the fuelprediction since the entire climb calculation will be based on 185 kts. Thedifference in calculated fuel (OFP) and predicted fuel (FMGC) could be up to900 kg. This effect should not mislead you to carry extra fuel.

The all Engine Acceleration Altitude is not 3000 feet or higher, since theSIDs out of UK airports are NPRs and not standard ICAO noise abatements.

c) Procedures for Handling Disruptive Passengers:

The Memorandum of Understanding (MoU) signed between Qatar Airways and the Met-ropolitan Police London refers that when an offence or incident requiring police assis-tance takes place on-board the flight to London, the Captain will inform the agent of theprecise nature of the incident and the following information :

– Time and location(s) of incident, including cabin position and seat number(s).

– Whether or not the incident took place after the aircraft became airborne.

– Precise nature of the incident, including any injuries sustained.

– The number of suspects involved.

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– Action taken by staff to deal with incident i.e. passengers moved, person restrained, first-aid administered ... etc.

– The number of crew who are witness to the incident.

– The number of passengers who are witness to the incident.

– Whether there has been any endangerment to the aircraft e.g. efforts to open externaldoors, Captain and/or cabin crew drawn away from primary safety roles ... etc.

Note: It is important to retain the passenger manifest. If it is not carried on theaircraft, where possible, efforts should be made to have a copy forwardedfrom the departing airport.

The MoU also refers that those passengers who are willing to give statements, will beinterviewed and the crew who witnessed the incident will be required to give their statementsin a briefing room arranged by the Airport Services Manager. The statement will describe theincident in your own words. State only what you saw or heard yourself. Include the followingin your description :

– The length of time you observed the incident.

– At what distance?

– Was your view obscured in any way?

– Are any of those persons involved known to you? If so, in what capacity?

– Any threatening, abusive or insulting language used. Give the exact words used.

– Any threatening / aggressive behaviour or body language.

– Any injury or damage caused.

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• Drinks











Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1


Birmingham

EGCC 9 ILS/ILS 05L/23R 2588 339/337 MAX MAX MAX MAX

Manchester(Note 2) ILS/VOR 05R/23L 2864 300/297 MAX MAX MAX MAX

EGKK 9 NONE 08L/26R 2148 345/341 MAX MAX MAX MAX

London - Gatwick(Note 1)

ILS/ILS 08R/26L 2766 MAX/345 MAX MAX MAX MAX

EGSS 8ILS/ILS 05/23 3048 317/315 MAX MAX MAX MAXLondon -

Stansted

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6.4.34 LUXEMBOURG (ELLX) - LUXEMBOURG

Name of Airport : Luxembourg International



Note: Textual data, ie emergency, ATC etc for Luxembourg, can be found under“Belgium & Luxembourg” in the applicable section within Jeppesen text booklets.

Note: Airport Curfew 2200 - 0500 hours.

6.4.34.3 Terrain

Luxembourg airport, elevation 1234ft MSL, is located 3.5nm East of Luxembourg City. Terrainlocated North and South of the airport, which is mostly gentle rolling hills.


ATC standard is good. Radar vectoring is used. Low Visibility Procedures (LVP), refer toJeppesen chart 10-9B.

Circle to land NOT AUTHORIZED.

6.4.34.5 Weather

Luxembourg is influenced by two weather flow patterns, modified maritime flow from the Westand continental flow from the East.

September to February: Radiation fog is most common during late autumn. Littleimprovement from early morning to mid-afternoon is generally observed. Low ceiling andvisibilities is attributed to fog, snow and low clouds during winter months. Snowfalls aregenerally light during winter.

Summer: Temperatures range from 18° to 25°. Fog may occur during early morning, butgenerally dissipates by 9-10am. Thunderstorms may occur in late afternoon.

Prevailing wind is Southwesterly with Easterly winds common during early summer period.

ICAO Code



Location 343 / 6 332 / 3 300 320 / 1

ELLX 9ILS / ILS 06/24 4000 362/MAX MAX MAX MAX

Luxembourg

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STARs published. Expect radar vectoring with speed limitations within 25nm of “LUX”VOR. Within 15nm of “LUX” VOR, do not exceed IAS 220kts.

• Runway 24 CAT III

b) Manoeuvring Area :

When taxiing in, use minimum power on the Apron.

c) Departure Procedures:

Starting procedures - Ensure aircraft is ready for departure after receipt of ATC clear-ance. Average taxi time is 15 minutes.

All SIDs are minimum noise routing and must be flown accurately. Noise abatement pro-cedure, see Jeppesen chart 10-4 for details.

d) Crew Information:

Handling agent: Luxair

Freq:131.8MHZ

Crew Transport:

Proceed to special crew counter at terminal for check-in. Contact LG cargo on EXT 6060.

Proceed to Gate Assigned by Check-in counter for transport to aircraft.

Contact in case of problem:+352 2456 6060

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ICAO Code



Location 343 / 6 332 / 3 300/10 320 / 1

EBBR 9 ILS / ILS 02/20 2767 MAX MAX MAX MAX

BrusselsVOR / ILS 07L/25R 3338 MAX MAX MAX MAX

VOR / ILS 07R/25L 3089 MAX MAX MAX MAX

EDDF 10 ILS / ILS 07L/25R 4000 MAX MAX MAX MAX

Frankfurt Main ILS / ILS 07R/25L 4000 MAX MAX MAX MAX

EDDK 10 NON / ILS 06/24 2459 242/303 202/200 160/158 MAX/79

Cologne - Bonn ILS / ILS 14L/32R 3815 MAX MAX MAX MAX

EDDS 10ILS / ILS 07/25 3045 MAX/379 MAX MAX MAX

Stuttgart

EDFH 9ILS / ILS 03/21 2745 MAX/375 MAX MAX MAX

Frankfurt-Hahn

EHAM 9 CIR / ILS 18L/36R 2825 MAX MAX MAX MAX

Amsterdam

ILS / CIR 18R/36L 3530 MAX MAX MAX MAX


VOR / ILS 09/27 3363 MAX MAX MAX MAX

ILS / VOR 06/24 3250 MAX MAX MAX MAX

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6.4.35 LUXOR (HELX) - EGYPT

Name of Airport : Luxor International



Caution: Stray Dogs in vicinity of airport.

Caution: Taxi with caution on the ramp as chocks and other objects are often left lyingaround.

6.4.35.3 Terrain

The airfield is 3.5 NM Southeast of Luxor and 5 NM East of the River Nile with an elevation of294 feet. Cairo is 270 NM to the North. The terrain West of the Nile rises abruptly, reaching1700 feet AMSL 3 NM beyond the river. (The Valley of the Kings extends westwards from theNile in this region). To the South and Southeast of the airfield are hills reaching 1000 feetAMSL by 5 NM South and just under 2000 feet AMSL by 7 NM South.



ATC may keep aircraft high during descent and approach.

Caution: ATC may give descent clearance below MSA.

6.4.35.5 Weather

May to September: Hot and dry; temperatures reaching 40º to 45ºC. Fog and low stratus inthe Nile valley around dawn with winds light and variable.

October to April: Generally fine weather; temperature 28º to 35ºC. In advance of depressionstrong South - Southwesterly winds (Khamsin) cause sandstorms February to March,reducing visibility considerably. Squally rain showers may follow which quickly improvevisibility.

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

9 VOR / ILS 02/20 3000 289/286 MAX/353 MAX MAX MAX

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Expect tail wind on Runway 20.

Caution: Do not mistake parallel Taxiway ‘A’ for Runway 02/20 specially during LowVisibility.

Note: The new bays west of taxiway 'K' could be allocated for parking.


Slot time may be allocated and slot time should be met within 30 minutes.


Operating crews who have crew rest in Luxor must handover their passports to immigra-tion officer upon entering Luxor.


ICAO Code

RFF IAP RWY LDA (m)


Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

HEBA 8

NON/ILS 14/32 3400 289/286 258/322 222/220 MAX MAXAlexandria Borg El Arab

HECA 9 ILS/ILS 05L/23R 3301 MAX MAX MAX MAX MAX

CairoILS/ILS 05C/23C 3999 MAX MAX MAX MAX MAX

NONE 16/34 3178 331/328 MAX/359 MAX MAX MAX

HEGN 9CIR/ILS 16/34 3700 325/322 MAX/343 MAX MAX MAX

Hurghada

HESH 9 ILS/CIR 04L/22R 3081 MAX MAX/361 MAX MAX MAX

Sharm El Sheikh VOR/NON 04R/22L 3081 MAX MAX/361 MAX MAX MAX

HESN 9VOR/ILS 17/35 3402 340/336 MAX/342 MAX MAX MAX

Aswan

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6.4.36 MALE (VRMM) - MALDIVES

Name of Airport : Male International




Caution: Apron has tight space to accommodate A346 & B777.

Caution: A346 and B777, 1800 turn to be done with caution at Runway ends.

6.4.36.3 Terrain

Male is located in a long group of coral islands approximately 400 NM Southwest ofColombo. The runway itself almost dominates a narrow island 1 NM to the Northeast of theIsland of Male. Terrain is not consideration however there are obstacles up to 200 feet in theimmediate vicinity located on a nearby island. The airport has an elevation of 6 feet.


The air traffic control is average. Use standard phraseology

6.4.36.5 Weather

The Indian monsoon may affect this region, but generally the conditions are clear outside ofcloud with scattered small fair weather Cu. TS are more likely to invade the area during themonsoon season.

Typical tropical island weather. Thunderstorms and showers are frequent occurrencehowever they generally pass quickly. Due to runways orientation, a crosswind is usuallyalways experienced.

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

9 VOR / ILS 18/36 2910 MAX MAX MAX MAX MAX

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Caution: A shipping lane crosses the final approach track of Runway 36 around 1 to 2NM from touchdown with the maximum mast height of vessels 60 metres.

Landing at Male will require a 180º turn at either end of the runway


NIL


NIL


ICAO Code

RFF IAP RWY LDA (m)


Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

VCBI* 9 ILS/ILS 04/22 3350 MAX MAX MAX MAX MAX

Note : * Company preferred for A340 & B777.

Katunayake

VOCI 8*VOR/ILS 09/27 3400 340/336 MAX MAX MAX MAX

Cochin


VOMM** 9ILS / ILS 07/25 3658 MAX MAX MAX MAX MAX

Chennai

VOTV 8VOR/ILS 14/32 2992 310/307 263/333 226/223 MAX MAXThiruvanan-

thapuram

Note : ** For A340 & B777 use only.

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6.4.37 MANCHESTER (EGCC) - UNITED KINGDOM

Name of Airport : Manchester International



Note: The hard shoulders outboard of the runway side stripes have only 25% of therunways bearing strength and should not be used by aircraft during turning onthe runway or when backtracking.

6.4.37.3 Terrain

The airfield is located 7 NM to the South of the city centre and is extremely noise sensitivewith an elevation of 257 feet. There is a line of hills 10 NM to the East running from North toSouth and hills to the North of the City; both of which contribute to the 3500 feet MSA. Theterrain to the east influence Runway 06L departures.

Buildings on final approach to runway 23L and 23R are most significant obstacles. The citylies North with several high man made structures.


Air Traffic Control is very good.







RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

9ILS / ILS 05L/23R 2588 339 / 337 MAX MAX MAX MAX

ILS / VOR 05R/23L 2864 300 / 297 MAX MAX MAX MAX

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6.4.37.5 Weather

The weather is typical for the UK, Low Cloud, mist and fog during Autumn and Spring.Occasional Snow in winter, especially in January. Winds are generally down the runway, andin any case turbulence from the surrounding area is not a factor.

Gusty winds are common in Autumn and Spring, given the topography of the hills to the Eastand further the hills to the North, turbulence and convective clouds should be anticipated,closer on approach the buildings of Stockport cause much turbulence on short finals.

The winds are likely to shift markedly during the final stages of approach.


Warning: Flocks of up to 100 racing pigeons may be encountered flying across theairfield below 100 ft during the racing season, April - September.

Warning: Pilots are warned when landing on Runway 23R in strong North westerlywinds of the possibility of turbulence and large windshear effects.

Warning: During the ILS DME CAT 1 and CAT 3 approach on Runway 05L, RAfluctuations may occur due to Bollin Valley.

Caution: High visibility bright lights from golf driving range 1500 m / 0.8 NM left ofthreshold Runway 23R.

Caution: • Low Visibility Procedure (LVP) due to an RVR less than 600m :

Vacating Runway 23R the only two illuminated exits are Link A and BD.This information is broadcasted on Arrival ATIS as well. Disregardincorrect information provided on Jeppesen chart 10-1 P1. Crew areurged to be vigilant when receiving this information and listen carefully toATIS for any changes to the available taxiways.

• Low Visibility Procedures (LVP) due to Ceiling only (RVR 600m orgreater and ceiling of 200 feet or less) :

All exits from Runway 23R will be illuminated.

Caution: In addition to the GPWS risks contained in the Jeppesen Aircraft givenextended routings whilst radar vectored for Runway 23L/R. Crew shouldnote that there is a large Television Mast (2490 feet AMSL) at approximately20 NM on the extended centreline. This will create a GPWS alert if it isoverflown within the GPWS envelope.

There is a pronounced hump evident when landing on Runway 23L. Runway 23R has astrange profile, the first 1500 m is marginally uphill, there is a marked down slope thereaf-ter which reduces towards the 05L threshold.

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From the point of view of landing, if a touch down is not made before the start of thedownslope, it is possible to ’chase’ the slope in an attempt to make a smooth touchdown.

Expect the radio altimeters to show large height fluctuations when approaching to land onRunway 05L due to irregular terrain off the end of the runway.


Nil


Radar Tracking and noise monitoring is in progress, all departures track must be adhered to.

The Company will be fined for any deviation or noise alarm.



A pre-selected speed of 185 kts shall be inserted in FMGC Performance Climb Page.


All Engine Acceleration Altitude shall be as per the LPC (not 3000 AGL).




All Engine Acceleration Altitude shall be as per the LPC (not 3000 AGL). No pre-selected speeds.

Note: Pre-selecting a speed of 185 kts in the FMGC Climb Page will affect the fuelprediction since the entire climb calculation will be based on 185 kts. Thedifference in calculated fuel (OFP) and predicted fuel (FMGC) could be up to900 kg. This effect should not mislead you to carry extra fuel.

The all Engine Acceleration Altitude is not 3000 feet or higher, since theSIDs out of UK airports are NPRs and not standard ICAO noise abatements.

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• Drinks









Location 772 / 3 346 332 / 3 300 / 10 320 / 1


Birmingham


London Gatwick ILS/ILS 08R/26L 2766 MAX/345 MAX MAX MAX MAX

EGPF 8ILS/ILS 05/23 2353 313/308 XXX/362 MAX N/A N/A

Glasgow

EGSS 8

ILS/ILS 05/23 3048 317/315 MAX MAX MAX MAXLondon - Stansted

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6.4.38 MANILA (RPLL) - PHILIPPINES

Name of Airport : Ninoy Aquino International




Caution: Taxiways reported to be slippery when wet. Exercise extreme caution whentaxiing under wet conditions.

Note: The people and livestock crossing the runways and taxiways. Fencing andimproved security are supposed to have reduced this risk however a goodlookout is recommended.

Note: Taxi lines are very hard to see after heavy rain.

6.4.38.3 Terrain

The airport is situated at the Southern end of Manila Bay with an elevation of 75 feet. Theimmediate area around the airfield is flat but high ground starts to rise only 15 NM to the Eastand has a MSA of 7000 feet. This high ground causes restriction on the amount of airspaceavailable for radar vectors onto final approach for Runway 24. Sangley Point AFB is on apeninsula 4 NM to the Southwest.




RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1


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6.4.38.5 Weather

The airfield lies close to the coast (Western side), therefore mist and fog is likely especially inthe early mornings and early evening.

During the summer, intense heating warms the land creating thermal activity, given thepresence of the sea which provides moisture for CB and TS activity it is common to find largeTS. Heavy rain may preclude landing, but is normally short lived.

For most of the year the weather and visibility is excellent, cloud bases tend towards 3000feet giving good conditions underneath. Stratiform cloud is not usual.

Turbulence is likely over the high ground and generally around the airport in clear conditions.

Typhoons are possible from June to November.

Prevailing wind Easterly December to May becoming Southeasterly in Summer.


Warning: GPWS activations have occurred at Manila. Pilots should ensure all radarvectoring is strictly in accordance with the Manila Minimum Vector Altitudechart.

The main landing runway is 06/24 and is uneven, and has a marked downhill slope to theSouthwest.

Note: When crosswind for Runway 31, expect light windshear.

Caution: Simultaneous runway operations may be in use and extra caution should beused before crossing Runway 13/31.


Note : Refer to customized Jeppesen Chart for taxiway restrictions and JeppesenCharts 10-9F to 10-9K for parking procedures.


If routing via Airway L628, after ATC clearance received, ensure push back is com-menced within 5 minutes or ATC clearance will be cancelled.

Contact “Ground Control” prior to entering main taxiway or as instructed by ATC.

Runway 06/24: ICAO “A” noise abatement procedure in use for all aircraft types.

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* Note : Contact Cathay Dispatch at VHF 131.6 for diversion into HKG.



Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

RPLC 9 ILS/NON 02L/20R 3200 297/295 MAX/342 MAX MAX MAX

Angeles City ILS/ILS 02R/20L 3200 315/312 MAX MAX MAX MAX

RPMD 9ILS/ILS 05/23 3000 333/330 MAX MAX MAX MAX

Davao

RPVM 9ILS/ILS 04/22 3330 MAX MAX MAX MAX MAX

Lapu-Lapu

* VHHH 9 ILS/ILS 07R/25L 3640MAX MAX MAX MAX MAX

Hong Kong ILS/ILS 07L/25R 3627

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6.4.39 MILAN (LIMC) - ITALY

Name of Airport : Milan Malpensa International




6.4.39.3 Terrain

Malpensa is the biggest airport of the Milano airport system, which also includes Linate andBergamo. It is located 50 km Northwest of Milano city, that is linked with highway and railway.

The airport is located on the foot of Alps with an elevation of 767 feet. On the North side thereare some obstacles which affect performance, both natural and artificial. On the western sidethere is a natural part, whilst on the East the helicopter manufacturer Augusta is based.

Milan Linate airfield is approximately 25 NM South East.


Air Traffic Control is generally good, however it can be a very busy area with aircraft beingvectored between Malpensa and Linate airports. Many arrivals from the North are kept highdue to terrain and departing traffic.

Preferntial runway to assist emergency aircraft.

ATC will expect runway 35R to be used in cases of emergency or in the case of radio afailure, unless other wise advised by ATC or published NOTAM.

6.4.39.5 Weather

June to September: Generally warm and fine, with possible thunderstorms.

September to November: Generally fine, with likely hood of fog starting from November.During periods of fog there are many uncommanded runway incursions, so be aware.

December to March: Persistent fog throughout the whole day can occur; heavy snowfallscan be expected.

April to May: Normally good weather with no particular weather phenomena.

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1


CIR / ILS 17R/35L 3515 MAX MAX MAX MAX MAX

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Normally runways in use are 35L and 35R; runways 17L and 17R are used only excep-tionally in case of strong Southerly winds. Heavy aircraft will use 35L for landing, exceptfor Air Traffic congestion, operational limitations on ground or meteorological condition.

Caution: Southwest of the airfield there is the controlled military airport Cameri; theEastern boundary of Cameri ATZ is parallel to the localizer path of therunways 35L and 35R.

Caution: Outside the airport in front of Terminal 1, there is a short grass runway, nowused for ultra light sport activities (formerly the airfield of the manufacturerCaproni - Vizzola).

Note: There are many smaller operators and much private traffic in the area, flightcrew shall be vigilant in utilizing all available means including a good lookoutfor visual collision.


During thunderstorm activity it may be advisable to avoid routing Northbound or evendelay take off during more intense TS activity as these can be particularly severe.

Caution: All runways have SIDs that share a common portion before deviating LEFTor RIGHT to the same beacon for transition to enroute structure. ATC hasreported incidents where the incorrect SIDs has been flown, i.e. “LEFTTURN” instead of a “RIGHT TURN” was initiated. Crew are reminded of thefollowing:

– Note the assigned SID in ATC clearance;

– Ensure correct SID is selected in FMC;

– Correct Jeppesen navigation charts available for easy reference.

Note: The Load Sheet is prepared and printed as ‘Edition 1’ at Terminal 2, howeverthe aircraft is handled at Terminal 1. Due to distance between Terminal 1 and2, the Load Control Agent produces a duplicate copy of the same load sheetat the boarding gate in Terminal 1, which automatically prints as ‘Edition 2’.By default setting, every other print command that is given, the system givesa different edition number for each copy that is generated individually. Crewmembers are advised to note that Load Sheets bearing subsequent editionnumbers, are in fact identical.

Note: As per Milan Malpensa Airport, passenger cannot board during Aircraftrefuelling unless Fire Brigade is called at a Cost.

The policy at Milan airport is to board passengers after refuelling, therefore all pilots arerequested to pass the required fuel to engineer as soon as possible. The Station will fuelthe aircraft to the minimum Flight Plan fuel before arrival of crew to the aircraft, but evenfew hundred kgs of fuel will take time and will delay the boarding.

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ICAO Code

RFF IAP RWY LDA (m)


Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

LIMF 9CIR/ILS 18/36 2575 MAX MAX MAX MAX MAX

Torino

LIMJ 8CIR/ILS 11/29 2765 MAX MAX MAX MAX MAX

Genoa

LIML 8VOR/ILS 18L/36R 2440 317/311 MAX/372 MAX MAX MAX

Milan - Linate

LIPQ 8CIR/ILS 09/27 2800 MAX MAX MAX MAX MAX

Trieste

LIRF 9 ILS/ILS 16L/34R 3900 MAX MAX MAX MAX MAX

Rome - Fiumicino


ILS/ILS 16C/34C 3000 MAX MAX MAX MAX MAX

VOR/ILS 07/25 2893 MAX MAX MAX MAX MAX

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6.4.40 MUNICH (EDDM) - GERMANY

Name of Airport : Franz Josef Strauss International



Caution: Runway 08L/26R, 08R/26L - DME does not read ZERO at threshold due DME/ILS not being co-located.


Caution: Runways might be slippery when wet.

Note: Taxing aircraft should not deviate from centerline markings and lighting, exceptwhen advised by the control unit.

6.4.40.3 Terrain

The airport is located 16 NM North East from the city centre with an elevation of 1487 feet.Munich airport is centrally located in hilly lowlands with an average elevation of around 1500feet MSL. This large basin is surrounded by hill ridges with elevations ranging between 2000feet MSL and 5000 feet MSL to the north, east and west. The Alps, with elevations exceeding10,000 feet MSL form the Southern boundary of this area.



6.4.40.5 Weather

The airport features typical mid-latitude weather patterns for most of the year. Variableweather predominates, caused by low-pressure areas and their associated systems.

June to September: Generally warm and fine, with a chance of thunderstorms during thisperiod.

September to November: Weather still generally fine with the probability of fog as theseason progresses, along with passing weather systems bringing rain.

December to March: When the associated warm air is located above a shallow layer ofmoist and cold air, fog or low stratus clouds can persist for weeks. Fog and snow is commonthroughout this period.

September until April: Fog is a common and will form throughout the night time hours andoften cause CAT 3 conditions at sunrise, persisting late morning. As the fog layer may extendup to 1500 feet AGL, dissipation during the short day light period in winter is uncommon, butoften conditions improve to CAT 1 after around 1100 local time.

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1



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Noise Abatement procedures as per the following: Leave the initial approach fix at 210kts+ 10kts, maintain until 12 NM from touchdown. Reduce speed to 160 kts ± 10 kts usingan intermediate flap setting with landing gear up. Intercept glide path at not lower than3000 feet AAL. Lower landing gear, set flaps for landing and establish final approachspeed shortly before or over Outer Marker.









Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1


Frankfurt-Main ILS/ILS 07R/25L 4000 MAX MAX MAX MAX MAX

EDDN 8ILS/ILS 10/28 2700 MAX MAX MAX MAX MAX

Nurnberg

EDDS 10ILS/ILS 07/25 3045 302/300 MAX MAX MAX MAX

Stuttgart

LOWW 9 ILS/ILS 11/29 3500 319/316 258/306 214/212 MAX MAX

Vienna ILS/ILS 16/34 3600 MAX MAX MAX MAX MAX

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6.4.41 MUSCAT (OOMS) - OMAN

Name of Airport : Seeb International



Caution: Large solitary predatory birds (eagles, vultures ... etc) present a hazard at vicinityof the airport.

6.4.41.3 Terrain

The airport is located on the coast 17 NM west of Muscat with an elevation of 48 feet. Thereis high terrain up to 8180 feet to the South of the extended runway centrelines which push the25 NM sector MSA up to 9000 feet.



6.4.41.5 Weather

The weather depends on the direction of the wind, for the most part the visibility is good withcloudless skies. When the wind comes from the South East during winter months mist willform.

The rainy season on the South coast is between June to September whilst in the mountainsand lowlands of the North rain may fall during any month. Generally rainfall is greater in theNorthern mountains than the rest of the country. On the coast temperatures and humidity arehigh during the year but especially between May to September when it is at its hottest.Inland temperatures are even higher although more bearable by lower humidity

Early morning fog likely January to March.

Dust Haze during the summer months with July the worst month; dust storms a possibility.

Winds mainly Southeasterly during summer and Northwesterly during winter. Thunderstormsmore frequent over the mountains to the West than over the airfield.

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

9 ILS / ILS 08/26 3165 MAX MAX/336 MAX MAX MAX

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Caution: Helicopter activity around the airfield.


NIL


ICAO Code

RFF IAP RWY LDA (m)


Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1



OMAL 9ILS/VOR 01/19 4000 MAX MAX/366 MAX MAX MAX

Al Ain




Doha

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6.4.42 NAGPUR - INDIA

Name of Airport : Nagpur International



NIL


Caution: Birds (Eagles) are of a major hazard during arrivals and departures.

Note: After landing on runway 32, expect to backtrack and exit via A or B1.

Note: Airport has no ground facilitites to handle wide-bodied aircraft.

6.4.42.4 Terrain

The airport is located 8km Southwest of the city. No significant terrain located in vicinity of theairport. Two noticeable man-made obstacles: 6nm Northeast, 1775ft and 10nm Southwest,1686ft.


• Airspace Class “D”.

• Traffic avoidance advice not available. VFR flights receive traffic information about allother flights.

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

8 VOR / ILS 14/32 3200 NOT NOT NOT NOT MAX

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6.4.42.6 Weather

The climate of Nagpur follows a typical seasonal weather pattern.

March to June : Hot and dry with light winds.

Peak temperatures usually experienced in May/June, reaching a max of 48ºC.

July to September : The southwestenly monsoon occurs during this period. Thunderstormactivity peaks during night hours.

Thunderstorm activity peaks during night hours.

Post monsoons, average temperature 27ºC, but during winter may drop as low as 10ºC.

Early morning fog during winter is not uncommon usually clearing by 9am local time.

Destination Alternates - BOM, DEL and AMD are generally affected by poor visibility duringthe early morning period.


No STARs published, expect radar vectors for the ILS 32 or VORDME 14 when radar serviceavailable.


Nil


Due short taxi time to RWY 32, safety demo should be commenced upon door closure.

NO SIDs published, expect radar vectoring after take-off.

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ICAO Code



Location 320 / 1

VAAH 9VOR / ILS 05/23 3505 MAX

Ahmedabad

VOBL 9ILS / ILS 09/27 4000 MAX

Bangalore

VOHS 10ILS / ILS 09/27 4260 MAX

Hyderabad

VABB 9 ILS / ILS 09/27 2963 MAX

Mumbai ILS / VOR 14/32 2517 MAX

VOMM 9ILS / ILS 07/25 3658 MAX

Chennai

VIDP 9 VOR / ILS 09/27 2661 MAX

DelhiILS / ILS 10/28 2810 MAX

ILS / ILS 11/29 2820 MAX

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6.4.43 OSAKA (RJBB) - JAPAN

Name of Airport : Kansai International



Caution: Visibility is often poor in haze/smog.

Caution: Low level windshear and turbulence in strong winds.

Note: The residential areas of Osaka Bay are noise sensitive.

Note: Numerous blue and green taxiway edge and centerline lights, coupled withtaxiway spacing, can be confusing, especially at night.

Note: Circling approach is not authorised in Japan, as it is not under PANS OPScriteria.

6.4.43.3 Terrain

The airport is situated on a man-made island (2 NM offshore) in Osaka Bay, 20 NMSouthwest of Osaka City with an elevation of 15 feet. There is mountainous terrain in thearea.

Terrain of 3058 feet, 20 NM North of the airport. Generally rising terrain East to South of theairport. Terrain with spot heights of up to 3691 feet 15 NM East of the airport. MSA extendingto 6600 feet in the East to South quadrant.


The standard of ATC is average. English at times is barely adequate requiring terminology tobe kept simple.

ATC will tend to use Names for NAVAIDS rather than identifiers. Expect track shortening fromATC enroute and during arrival.

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 320 / 1



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6.4.43.5 Weather

Japan has a wet summer (the highest rainfall in June) and dry winter.November to March: At times outbreaks of cold polar air meets warm maritime air, andforms active fronts. Extra tropical cyclones may develop along these fronts and may passover or near Southeastern Japan, interrupting the normal clear winter flying weather.

April to May: Southerly winds may bring moist, tropical air into the region and on occasionswill meet with polar air from the continent causing vigorous cyclonic activity along theSoutheast coast of Japan.

June to August: The summer monsoon establishes, generally with maritime tropical air. Ifthe exceptionally moist equatorial air invades, instability exists to a great height. Stagnatingcyclones from the West may discharge continuous rainfall for days before moving out to sea.By late July maritime tropical air covers the entire region and haze increases, with Augustbeing the worst month. Thunderstorms are frequent in late summer.

September to October: Typhoon activity is at the maximum - outside of these phenomena,the weather is usually good.



Requirement to cross “KOBOK” at FL 170 applies to arrival for both runways. Arrivals forRunway 24L/R occasionally require flight at 3000 feet or less for some distance due todepartures from Osaka International Airport (RJOO) 24 NM North-Northeast. Conditionspermitting, aircraft may be vectored after passing AWAJI (AJE) VOR to a downwind posi-tion in anticipation of a visual approach to Runway 24L/R.


NIL

c) Crew Entry Requirements:

Immigration authorities at airport require the following : 5 copies of the General Declara-tion (GD) with a signature on each page from the Commander, Gender and Date of Birth(DOB) indication next to each persons name. Upon arrival into KIX hand over the 5 cop-ies of the GD to the Ground Staff.

Each crew member is required to fill in an individual Shore pass / Landing permit formand ensure that the required details are filled, before undergoing arrival immigrationclearance.

The immigration officer will stamp the form and return to the crew member, which mustbe kept at all times when travelling in Osaka. When departing KIX, each crew membermust return the Shore pass / Landing permit form for departure immigration clearance.

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TRUE TRACKWEST EAST


QNHMeter Feet3300 108003000 98002700 89002400 79002100 69001800 59001500 49001200 3900900 3000600 2000550 1800

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a) Security

Foreign crew members entering into Japan will be subjected to fingerprints and facial photoby immigration.

Upon arrival, present your passport and completed immigration form for the necessaryformalities.




Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

RJAA 9 ILS/ILS 16R/34L 3250 MAX MAX MAX MAX MAX

Tokyo - Nar-ita ILS/ILS 16L/34R 2180 MAX MAX MAX MAX MAX

RJGG 9ILS/ILS 18/36 3500 MAX MAX MAX MAX MAX

Nagoya

RJTT 9 VOR/ILS 16R/34L 3000 MAX MAX/353 MAX MAX MAX

Tokyo - Haneda


NON/ILS 04/22 2500 MAX MAX/353 MAX MAX MAX

RKSI 10 ILS/ILS 15L/33R 3750 MAX MAX MAX MAX MAX

Seoul Incheon



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6.4.44 PARIS (LFPG) - FRANCE

Name of Airport : Charles-De-Gaulle International


6.4.44.2 Curfew/Slot Limitation

To operate during “night curfew”, prior approval required from Airport Authority.

Published Night Curfew time in local Time

• 00:30 – 05:29 (Arrival)

• 00:00 – 04:59 (Departure)



Caution: Due to runway incursions occurrences since the twin parallel runway 09/27setting up, pilots operating to and from CDG are reminded to reinforce theirvigilance.

Caution: For A346/B777 restricted areas on the apron refer to Jeppesen Charts and/orCompany Documentation.

6.4.44.4 Terrain

The airport is located to the Northeast of Paris and is sometimes referred as ROISSY byATC.

The airport has four wide spaced parallel runways allowing simultaneous arrivals anddepartures. The airport has an elevation of 392 feet.

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

9


ILS / ILS 08R/26L 2700 273 / 270 MAX / 341 MAX MAX MAX

ILS / ILS 09L/27R 2700 344 / 341 MAX MAX MAX MAX


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Air Traffic Control is generally very good. Use standard phraseology. Extensive use of theFrench language is made by ATC.

6.4.44.6 Weather

The airport area generally suffers from fog, mist, low stratus and icing conditions during theWinter and can be below limits for long time.



The outer runways 08R/26L and 09L/27R are the preferred runways for arrivals. Bothrunways are less than 9000 feet long.

Rushed Approaches do occur. Expect reduced track miles and delay in descent clear-ance.

During simultaneous parallel approaches and triple parallel approaches, in conjunctionwith Paris - Le Bourget, ATC request adherence to published profiles, in particular ILSintercept altitudes.


The inner runways 08L/26R and 09R/27L however, are the preferred runways for departures.

Simultaneous parallel departures are conducted on all runways. Adhere strictly to thepublished initial climb.

Note: Noise Abatement procedures are applicable.

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Note 3: LFPO* Arrivals - 06:20 to 23:29hrs LT; Departures - 06:00-23:19hrs LT. Outsidethese hours airport is not available.



Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

EBBR 9 ILS/ILS 02/20 2767 MAX MAX MAX MAX MAX

Brussels (Note

2)


VOR/ILS 07R/25L 3089 MAX MAX MAX MAX MAX

EHAM 9 CIR/ILS 18L/36R 2825 307/305 MAX MAX MAX6 MAX

Amsterdam

ILS/CIR 18R/36L 3530 307/305 MAX MAX MAX MAX

ILS/ILS 18C/36C 2850 307/305 MAX MAX MAX MAX

VOR/ILS 09/27 3363 307/305 MAX MAX MAX MAX

ILS/VOR 06/24 3250 MAX MAX MAX MAX MAX


London Gatwick ILS/ILS 08R/26L 2766 MAX/345 MAX MAX MAX MAX

EGSS 8

ILS/ILS 05/23 3048 317/315 XXX/MAX MAX MAX MAXLondon - Stan-sted

LFPO* 9 ILS/ILS 06/24 3350 MAX MAX MAX MAX MAX

Paris - Orly (Note 1)

VOR/ILS 08/26 2885 315/312 MAX MAX MAX MAX

ILS/CIR 02/20 2400 278/276 348/MAX MAX/231 MAX MAX

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6.4.45 RIYADH (OERK) - SAUDIA ARABIA

Name of Airport : King Khalid International



Note: 180º turns on runways are prohibited.

Gates 13, 14,15 & 16 does not have stop-bar for A332/3, instead use

6.4.45.3 Terrain

The airfield is situated 15 NM North of the city of Riyadh on a high flat plain with an elevationof 2049 feet.



ATIS 126.4 is available.

Radio communication failure - See special procedure, Jeppesen Text Manual, Emergency.“Saudi Arabia”.

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1



GATE STOP-BAR

13 B777-300

14 A300

15 A300

16 B747

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6.4.45.5 Weather

Prevailing wind Northerly but Easterly winds frequent during the winter months.

January to February: Early morning fog occurs.

March to May: Possibility of Dust storms.



NIL


Expect either “Charlie” or “Delta” radar departures.




Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1





OEJN 9 ILS/ILS 16C/34C 3303 MAX MAX MAX MAX MAX



OEMA 9 ILS/ILS 17/35 3300 MAX MAX/356 MAX MAX MAX

Madinah ILS/ILS 18/36 3050 MAX MAX/356 MAX MAX MAX


Doha

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6.4.46 ROME (LIRF) - ITALY

Name of Airport : Fiumicino International



Caution1: Birds in vicinity of airport.

Caution2: Runway 16L/34R: In case of contamination and/or heavy rain, take-off andlanding is not allowed.

6.4.46.3 Terrain

The airfield is located on the coast around 12 NM Southwest of Rome city with an elevation of14 feet. Terrain is not a significant factor although there is high ground to the North and Easttowards the extremities of the 25 NM MSA.



6.4.46.5 Weather

The climate in Rome is a mediterranean and generally pleasant; warm and sunny in springand autumn. November can bring rain to Rome and winters are generally mild, though coldspells can occur.

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

9




VOR / ILS 07/25 2893 MAX MAX MAX MAX MAX

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Caution: Due to mirrors for solar power station, pilots may occasionally experiencesunbeams reflected upward.

Caution: Wet Runway. After heavy rain showers, areas of standing water may exist,particularly on Runway 16L. To avoid hydroplaning incidents, ATC (Tower)should be asked for the latest runway surface conditions and braking action.

Caution: Aircraft Landing on Runway 16R may see traffic taking off from Runway 25and crossing through the centre line of Runway 16R. Expect late landingclearance.

Caution: Parking stand 622 is upslope. Apply adequate ground speed to enableproper entry into stand.


R/T for Push Back Procedures


Note: Doha bound flight might be payload limited due to performance restrictions.

Procedure Phraseology Request to Frequency1 Prior ro Start Up “Ready to Move” Apron / Ramp 121.725

2ATC and Start Up

Clearance- FIUME Planning

121.8 (0600-2200) 121.9 (2200-0600)

3Push back and Taxi

Clearance- Ground 121.9



Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

LIMC 9 ILS/ILS 17L/35R 2977 MAX 343/346 MAX MAX MAX

Milan Malpensa CIR/ILS 17R/35L 3515 MAX MAX MAX MAX MAX

LIMJ 8CIR/ILS 11/29 2765 MAX XXX/MAX MAX MAX MAX

Genoa

LIML 8VOR/ILS 18L/36R 2440 317/311 MAX/372 MAX MAX MAX

Milan Linate

LIRA 8ILS/CIR 15/33 2197 NOT NOT MAX MAX MAXRome Ciampi-

ano (Note)

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6.4.47 SEOUL (RKSI) - SOUTH KOREA

Name of Airport : Incheon International



Warning: Extensive prohibited areas especially RK (P) - 518 about 11 NM North of airportand RK (P) - 73 about 9 NM North of SEL VOR. Tracer warning will be fired ataircraft encroaching the prohibited airspace.

6.4.47.3 Terrain

The airport is located approximately 27 NM West of City centre with an elevation of 23 feet.High ground mostly to East, highest MSA 3800 feet at the North East quadrant. The MSA is2100 feet to Southwest, 3300 feet to Southeast and 2600 feet to Northwest.

Highest peak of 1680 feet is approximately 6 NM to the North.

Beware of hills up to 820 feet directly South approximately 6 NM especially when executinggo-around from Runway 15L/R.



6.4.47.5 Weather

Early morning fog common in summer. Monsoon weather with maximum rainfall in July andAugust with occasional thunderstorms.

Low clouds with poor visibility between 0600 to 0800 Local Time from September toDecember.

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

10




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Caution: Pilot shall pay extra caution to vehicles while taxiing, as there are vehicleroad ways passing between Ramp ‘P’ (Main Concourse) and Ramp ‘R’(Remote Ramp for passenger) in A7 and A8 taxi lanes.

Caution: Taxiway C (between the 2 runways) is wider than normal and could easily bemistaken as a runway, especially in periods of low visibility operations andalso when landing on runway 33R using K to cross Runway 33L.

During heavy rain water accumulates on taxiways M and N.


NIL

c) Entry Requirements:

Each crew members must carry their Crew Member Certificate (CMC) and valid passportwhenever flying to Seoul. All the crew members shall be listed on G/D. They shall also fillthe Land permit (Shore pass) before passing local immigration crew arrival booth, Like-wise, all crew must pass the Immigration Departure with authorised landing permit withDeparture G/D.

In case, a crew is travelling as passenger and departing as a crew or arriving as a crewand departing as a passenger, the crew must have the valid entry visa into Korea.

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Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

RKPC 9ILS/ILS 06/24 3000 MAX MAX MAX MAX MAX

Jeju

RKPK 9 NON/ILS 18L/36R 2743 227/224 218/269 191/188 148 MAX

Busan NON/ILS 18R/36L 3200 283/279 268/328 MAX MAX MAX

RKSS 9 ILS/ILS 14L/32R 3600 MAX MAX MAX MAX MAX

Seoul Gimpo ILS/ILS 14R/32L 3200 MAX MAX MAX MAX MAX


Shanghai Pudong



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6.4.48 SIALKOT (OPST)

Name of Airport : Sialkot International


6.4.48.2 Curfew / Slot Limitation

Operations outside opening hours require prior permission.


Caution: Bird activity around airport. Pilot are advised to exercise caution whenapproaching/departing particularly below 3000ft.

Caution: Crew report - Poor English and communication standards from ground crewduring engine start.

Caution: During hours of darkness, operation on apron requires attention.

6.4.48.4 Terrain

Airport located 17 km Northwest of Sialkot town. Generally flat terrain with man-madeobstacles in the vicinity.


Sialkot is a private civil aerodrome, mainly used for cargo operations. The airport lies withinClass C airspace, 15nm radius based on “Sialkot VOR”, vertical limits surface to FL80.

Tower & Ground frequency use same frequency.

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

9 ILS / NON 04/22 3600 MAX MAX MAX MAX MAX

• Opening Hours Sat - Thu 0300 - 1100 UTC

Friday 0200 - 1600 UTC

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6.4.48.6 Weather

Sialkot is hot and humid during the summer and cold during the winter. June and July are thehottest months. The maximum temperature during winter may drop to -2°C. September isgenerally wettest month.

During Monsoon season (Jun-Sep) thunderstorms to be expected.



Expect Runway 04 for arrival. Due only one (1) Taxiway available for entry/exit from Apron,this could result in arrival delay.

• Weather Request - Request weather for Sialkot from Lahore control due slow co-ordination between en-route/Sialkot Tower. Sialkot Tower is out of range beforecommencing descent.

• Expect clearance to fly “LA (VOR)” direct to “SLT (VOR). Lahore control will generallyclear down to FL130 and instruct to contact Sialkot TWR for co-ordination. Aftercontact with Sialkot Tower, expect clearance to 6000ft until 15 DME to Sialkot, then toAlt 3200ft DME ARC and ILS Runway 04.

6.4.48.8 Ground Manoeuvring

• Use turning pads for completing 180º turns

• Arriving aircraft - Parking stand allocated by Tower

• “Follow me” vehicle - Request through Tower

b) Departure Procedures: :

• SIDs published

• Departure from Runway 22 generally used during calm wind conditions.

• Instrument Approaches RWY RWY Approach Lighting

RWY04 ILS / VOR Precision approach lighting (900m) (High Intensity)

RWY22 NIL Simple approach lighting (420m) (Medium Intensity)

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Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1




OPLA 9 VOR/VOR 18R/36L 2743 278/276 229/301 200/198 MAX MAX

Lahore VOR/ILS 18L/36R 3360 339/334 240/330 203/202 MAX MAX

OPKC 9 NON/ILS 07L/25R 3200 273/270 257/342 MAX MAX MAX

Karachi ILS/ILS 14L/32R 4019 MAX MAX MAX MAX MAX

OPRN 9CIR/ILS 12/30 2743 263/259 265/328 219/216 167/MAX MAXIslamabad

(Note1)


(Note2)

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6.4.49 SINGAPORE (WSSS)

Name of Airport : Changi International




Warning: The windshear warning systems in Singapore may not detect severe windshearin the approach or departure areas of the airport and should not be relied uponas the only means of indication of the presence of windshear.

6.4.49.3 Terrain

The airfield is mainly situated on reclaimed land on the coast at the Eastern end of theSingapore Island, 20 kilometres Northeast of the city. The airport has an elevation of 22 feet.There are several restricted areas close to the airport. Under VMC military aircraft arepermitted to cross the control zone over the Northern tip of Sinjon East bound at 500 feet byday and night and Southern tip westbound at 1000 feet without reference to the tower. Thereis no significant terrain at the Southern end of the Malay Peninsula.


Radio Communication failure procedure shown on SID/STAR charts refer to “There after referto Singapore Special procedure on radio communication failure”. Please refer to JeppesenText book, Vol 2, section “Emergency”, Singapore, “Communication Failure”, which specifiesthe procedures for “ARRIVAL”, and “DEPARTURE”.

• Operation of Mode S transponder on ground

1. Aircraft identification - Use the same format as in ICAO flight Plan, ie QTR001

2. Flight crew should select XPDR or equivalent according to specific installation. Ensurethe transponder is operating (i.e. OUT OF STAND-BY or OFF POSITION) and theassigned mode A code is selected in accordance with following:

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1



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1) Departing flight:

The assigned Mode A code is selected for pushback or Taxi, which ever is earlier.

For departure to Jakarta

ATC may require aircraft to cross waypoint ANITO at the earliest possible time and FL. Crewsare to coordinate with ATC if the desired FL cannot be achieved after take-off.

2) Arriving Flight

Continuously until the aircraft is fully parked at stand.

6.4.49.5 Weather

Singapore is only 80 NM North of the equator and tropical conditions prevail throughout theyear giving rise to heavy rain showers and frequent thunderstorms. The SouthwestMonsoons are from June to September and Sumatra thunderstorms may be carried over theIsland in early morning and bring severe gusts exceeding 35 knots.



Caution: Paya Lebar airport is 4.8 NM to the West of Singapore Changi and has thesame runway alignment.

Caution: Low level windshear can be experienced on approach to all runways.

Note: East of airport, Runway 02R/20L is solely for use by the Republic ofSingapore Air Force aircraft. Exercise caution.


Aircraft climb performance with All Engine Operating (AEO), satisfies every criteria laiddown in Jeppesen 10-3 and 10-3A for ship upto height of 460 feet (140 m).

Single Engine Operations, Take-off charts account of obstacles (ships) passing the ship-ping lanes. Due to performance limitations, we do not account for the most limiting shipsof 460 feet (140 m) in height.

The take-off charts are based on clearing all ships of height up to 226 feet (69 m) for Run-way 02L / 02R, therefore if ATC report a ship higher than 226 feet (69 m), then take-offmust be delayed.

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Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

WIDD 9ILS/VOR 04/22 4025 MAX MAX/369 MAX MAX MAX

Batam

WMKJ 8ILS/VOR 16/34 3354 336/332 275/338 MAX/224 MAX MAX

Johor Bahru

WMKK 9 ILS/ILS 14R/32L 4000 327/325 MAX MAX MAX MAX

Kuala Lumpur ILS/ILS 14L/32R 4019 MAX/345 MAX MAX MAX MAX

WMKP 9ILS/VOR 04/22 3354 MAX MAX MAX MAX MAX

Penang

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6.4.50 STOCKHOLM (ESSA) - SWEDEN

Name of Airport : ARLANDA


Jeppesen Airport briefing pages provide detailed information on operations atStockholm Arlanda airport.

6.4.50.2 Terrain

Flat terrain. Highest obstacle of 2200 ft in southeast quadrant


Radar service provided. Parallel runway operation in use. During LVP operations traffic flowis reduced by 65%, resulting in Traffic flow restrictions being issued.

• Communication Failure with Destination Stockholm Arlanda:

• In IMC: ICAO Procedure, supplemented as follows:

• Maintain the altitude last received and acknowledged

• Proceed via the relevant TMA entry point

• Then proceed direct to TEBBY (TEB) VOR

• In the TEB holding descend to 2500 ft MSL

• Carry out a normal instrument approach to the most suitable runway, whichnormally is the runway received via ATIS or by inbound clearance

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

9

VOR/VOR 08/26 2500 345 MAX MAX MAX MAX



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6.4.50.4 Weather

Stockholm area experiences a moderate climate in both summer and winter. Winters are darkand cold, with darkness occurring in early afternoon, while during summer, days are long,while nights are semi dark.

Average min/max seasonal temperatures

• Summer:18°C to 25°C

• Winter:-7°C to +2°C

Most rainfall occurs during summer and early autumn, with snowfalls from October to March.Heavy snowfalls possible during months of December, January and February and mayremain on ground for long periods.

Fog and snow showers generally affects ceiling & visibility during winter.

Destination alternates, Malmo and Goteborg, both these airports may experience prolongedfog during winter/spring period.

6.4.50.5 Arrivals

Conventional and RNAV STARs published with numerous crossing altitudes. Lostcommunication procedures published for Missed Approaches, see Jeppesen approachcharts.

RWY01R/19L - CAT IIIB capability


NIL

6.4.50.7 Departures

SIDs published for specific aircraft types. Remote de-icing used when RWY 01R/19L is inuse. Refer to Jeppesen airport briefing pages for details.

Night departure - RWY19L used between 2200-0700LT

• De-icing - Terminal 5

• De-icing is ordered via “Nordic handling dispatcher” or 131.475 (Grnd Handlingagent).

• De-icing takes place on stand

• De-icing staff will contact crew via 121.750 or via headset before commencing de-icing.

• Remote De-icing

Subject to runway in use, de-icing is conducted remotely. Refer to Jeppesen airportbriefing pages for details.

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Terminal

Qatar Airways use Terminal 5




Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

ESKN 7

LLZ/ILS 08/26 2750 NOT NOT 229/NOT MAX MAXStockholm - Skavsta

ESGG 8

ILS/ILS 03/21 3299 MAX MAX MAX MAX MAXGoteborg-Landvetter

ESMS 7ILS/ILS 17/35 2800 NOT NOT MAX/NOT MAX MAX

Malmo-Sturup

EFHK 9 ILS/ILS 04L/22R 3000 MAX MAX MAX MAX MAX

HelsinkiILS/VOR 15/33 2901 MAX MAX MAX MAX MAX


EVRA 8ILS/ILS 18/36 2550 NOT NOT MAX MAX MAX

Riga

EETN 7ILS/ILS 08/26 2820 NOT NOT MAX/NOT MAX MAX

Tallinn

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6.4.51 TRIPOLI (HLLT) - LIBYA

Name of Airport : Tripoli International



Caution: Particular care should be taken to read back clearances clearly to ensureunderstanding.

Note: Libyan airspace is contained in the IATA in-flight broadcast procedure area ofAfrica VHF 126.9

Note: Runway 18/36 is used as an alternative Runway and open for operation inDaylight only.

6.4.51.3 Terrain

Tripoli is joint Civil and Military airfield. The airport is located 10 NM South of city area ofTripoli on the Southern shores of the Mediterranean sea with an elevation of 263 feet.

The surrounding area is flat coastal plain with no significant obstacles in the vicinity. Mountainranges further to the South rise to give a MSA of 4000 feet. The terrain is mostly covered byfarms.



Note: The working hours of Tripoli tower is 0400 to 2359.

6.4.51.5 Weather

The weather of Tripoli is mostly fine, with clear skies and pleasant afternoon sea breezes.

Summer: Generally fine weather with Southwesterly winds. Increasing wind speed inSummer can cause blowing dust and rising sand with reduced visibility. Occasionally fogoccurs in August and September, which normally burns off from 0800 to 1000 Local Time.

Winter: Generally fine weather with Northeasterly winds. Thunderstorms and associated CBactivity from time to time throughout this season.

December to January: likelihood of windshear phenomena.

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

8NDB / ILS 09/27 3600 NOT NOT MAX / N MAX MAX

NONE 18/36 2235 NOT NOT 192 / N MAX MAX

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Caution: Some parts of the aerodrome are neglected, with WIP and debris ontaxiways and apron. Be careful to avoid personnel on apron.

During heavy rain water accumulates on taxiways M and N.


NIL


Note: Casablanca to be used as preferred alternate in case of marginal weatherconditions on early morning flights.

ICAO Code

RFF IAP RWY LDA (m)


Location 332 300 320 / 1

DTMB 9ILS/VOR 07/25 2950 208 MAX MAX

Monastir

DTTA 9 VOR/ILS 01/19 3200 MAX MAX MAX

Tunis VOR/ILS 11/29 2840 152 128/130 68/67

DTTJ 9ILS/VOR 09/27 3100 215 MAX MAX

Djrba

GMMN 9 VOR/VOR 17R/35L 3720 MAX MAX MAX

Casablanca (Note) NDB/ILS 17L/35R 3750 231 MAX MAX

HLLB 8 ILS/VOR 15L/33R 3600 MAX MAX MAX

Benghazi NDB/NDB 15R/33L 3600 210 MAX MAX/86

LMML 9 NON/NDB 05/23 2377 204 165 MAX

Malta - Luqa ILS/ILS 13/31 3544 MAX MAX MAX

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6.4.52 VIENNA (LOWW) - AUSTRIA

Name of Airport : Schwechat International



Caution: Rescue helicopter operations at low altitude to and from ASPERN 6.5 NM Norththreshold Runway 16 on extended runway center line Runway 34 and 1 NMWest of extended runway center line Runway 34

6.4.52.3 Terrain

The airport is located 10 NM Southeast of Vienna with an elevation of 600 feet. High groundmostly to the Southwest, highest MSA 4900 feet at the Southwest quadrant. Between 110ºfrom Northwest and 270º from Southeast the MSA is 3,400 ft and between 270º and 350ºSoutheast the MSA is 2700 feet.

Highest terrain of 2884 feet is 18 NM to the Southwest.



6.4.52.5 Weather

November to March: Vienna’s climate is generally moderate; heavy snowfalls and lowtemperatures.

July and August: Temperature is usually comfortable with an average of 20ºC. Rainfalloccurs throughout the year, but mainly from May until August. A northwest Circulation, alongthe Danube valley prevails most of the time (75% of the year).

Winter fog (mainly during December/January) usually clears by noon. In summer, significantthunderstorms / hail may occur between May and August.

RFF IAP RWY LDA (m)


772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

9ILS / ILS 11/29 3500 319/316 258/306 214/212 MAX MAX


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Expect a minimum speed of 160kts to 4nm. If unable to comply, contact ATC.


Loadsheet is delivered with electronic signature, which includes the license number ofthe person who prepared the document. Red Cap is not licensed to complete a load-sheet, but will check the loadsheet with a qualified person from Qatar Airways (Pilot).

c) Crew Routing:

Austroport will provide transfers to and from the airport using 2 mini buses that each hasa seating capacity for eight (8) persons.

Arrival Crew: After leaving the aircraft, proceed to baggage claim area, ensure to haveyour crew ID visible and proceed as a group to enable the immigration to clear the appli-cable formalities. In the baggage claim area, you will be met by a porter (wearing greenjacket) with a big trolley for collection of crew bags. The porter will transfer all your bagsfrom the conveyor belt and load them onto his trolley. He will also hand over the CrewInformation Sheet to each crew member. He will follow you and load baggage in the Aus-troport mini buses.

Departing Crew: The driver will drop you off at departure area T2. Please proceed toluggage counter (opposite to Austrian Airlines check-in counter 50). QR ground staff willbe there to assist you with baggage tagging. Crew bags will be loaded on a big trolley forcarrying straight to the aircraft for final loading into H5. You will be asked to proceedstraight to departure gate (A-Pier) and either handling agent or QR ground staff will meetyou to lead you to the aircraft.

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ICAO Code



Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1



LHBP 9 ILS/ILS 13L/31R 3707 342/338 MAX MAX MAX MAX

Budapest ILS/ILS 13R/31L 3010 342/338 MAX MAX MAX MAX

LOWG 9VOR/ILS 17C/35C 2740 NOT NOT MAX MAX MAX

Graz

LZIB 7 CIR/ILS 13/31 2950 NOT NOT 215/N 165 MAX/83

Bratislava CIR/ILS 04/22 2900 NOT NOT 227/N MAX MAX/88

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Documents

Qatar OM PART C