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Understand Lido Charts PDF
Understand Lido Charts PDF
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03-FEB-2005 I LEGENDS AND TABLES
LIST OF CONTENTS
1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
4. Ground charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
4.1 Planview in general . . . . . . . . . . . . . . . . . . . . . . 44
4.2 Airport parking chart specific . . . . . . . . . . . . . . . . 48
4.3 Low visibility chart specific . . . . . . . . . . . . . . . . . 48
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1. GENERAL
HEADER
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The manual is set up in a way to allow easy and quick handling by the pilot in daily operations.
The sequence of airports in the manual is determined by:
country name
city name
airport name.
The charts are organized in chart types with colored header labels for quick and easy recognition and
have a fixed sequence within each individual airport.
The following examples also indicate the numbering and the sequence of the charts within each airport
section.
The page number consists of a chapter number for each chart type and a sequential chart number within
the chapter.
Note: Continuous numbering is made within the chart types of the Lido master manual. This can cause
interruptions of page numbering within a customized manual, where the customer is not using all charts
available. Therefore the check for completeness has to be made with the list of contents, rather than with
the page numbers only.
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charts. Temporary charts are shown with white stripes on the respective chart type color. Company text
information is either marked with a yellow stripe or printed on yellow paper.
The following colors are used:
Tailored or customized charts always carry the logo of the respective customer in the page frame.
Any customer defined information being displayed on the charts is shown in magenta color (except for
customized minima).
AIRPORT CHARTS
General purpose and use of
All types of airport charts in Lidos Route Manual Standard use the same symbology, adapted for every
specific chart type. Consistent elements are handled in the same way as on RFCs whenever possible.
The Airport Facility Chart (AFC) supports flight operations within the
Terminal Control Area (TMA) after take-off or before landing. Single
AFCs are always shown on the front side of the sheet with the Airport
Ground Chart (AGC) on the reverse side.
The Airport Ground Chart (AGC) covers the airport ground layout and
shows the runways, taxiways and apron areas. The AGC is normally
shown on the reverse side of the AFC. RWY information used for take-
off is provided on the AGC.
The Airport Parking Chart (APC) is the supplement to the AGC showing
details concerning the apron situation and parking stands.
The Low Visibility Chart (LVC) is very similar to the AGC. Differences
include additional symbols, format and the low visibility taxi procedure
text.
The Engine Out Standard Instrument Departure chart (EOSID) is pub-
lished whenever operationally required or officially published in the AIP
and displays engine out procedures to be followed after take off for the
individual customer and/or aircraft type. The layout is based on the SID,
slightly differing in format or layout.
The Standard Instrument Departure Chart (SID) displays the published
departure routes and procedures. The textual description for the proce-
dure is separated from the planview and available in the Standard In-
strument Departure Procedure Text (SIDPT).
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ING, ALTITUDES. The contents of the SID text page correspond to the
procedures on the SID charts.
The Standard Arrival Route Chart (STAR) displays the published arrival
routes and procedures.
The STARs are generally published without a textual description. If
however a textual description is necessary it is either printed on the
chart planview or on a separate STAR procedure text page (STARPT).
The Instrument Approach Chart (IAC) supports pilots during approach
and missed approach. The IAC provides a sophisticated approach pro-
file for vertical navigation, detailled information for conduct of continu-
ous descent for non precision approaches, detailled RWY information
and approach minima.
The Visual Approach Chart (VAC) supports official visual procedures
providing detailed information about man made and topographical fea-
tures within the visual maneuvering area. No vertical profile is shown
for visual procedures.Visual approach minima are listed at the lower
end of the VAC.
The Minimum Radar vectoring Chart (MRC) provides radar vectoring
sectors with associated minimum altitudes wherever available in offi-
cial sources (AIP).
A5 manual:
Large planview:
Small planview:
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A4 manual:
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Explanation of the individual items
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the unaffected chart still carries the change remark of its last revision but is dimmed to indicate
that it was not changed in the current cycle (equivalent to Change: NIL).
12 With Effect From (WEF) date, only added if the chart be-
comes effective later than indicated in the revision date.
For Tempo Charts two dates (begin-, end-date) indicating
the period of affectiveness for a certain chart can be added
instead of a single WEF date.
Begin- and end-date are separated by a slash.
Abbreviations may be used to describe - especially - the end
of the period of effectiveness.
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All the terminal and approach charts feature planviews being very similar and only having slight differ-
ences between the different chart types. Therefore a general explanation of all features on these plan-
views will be provided followed by a detailled description of the chart specifics.
All chart planviews feature a topographical display, are oriented to magnetic north and provide to scale
information.
AFC sample:
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IAC sample:
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Also see under Chart Information.
customer request
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7 By ATC:
For segments that are only available by special ATC clear-
ance a remark (ATC) is added.
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S Chart orientation
S Aerodrome elevation
10 COM Frequencies are provided on procedure charts in the
upper right corner of the chart frame. The box may be moved
for optimal placement.
The callsign prefix is assumed to be the city name of the re-
spective airport. Only if the callsign prefix is deviating from
the city name, the prefix will be added in the communica-
tions box, e.g. City name is Windsor Locks, the callsign
prefix is Bradley.
Frequencies operating hours deviating from H24, as well as
other restrictions/instructions related to the relevant fre-
quencies are provided in the communications box on the
AFC.
Times are generally shown in UTC (for more information
about World Local Times see the corresponding chapter).
If ATIS broadcast is available via data link, a preceding D-
is added.
Company Information
Company derived information displayed on chart planviews
is always shown in magenta. This can be textual and/or
graphical information.
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tables.
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Holding insets are used whenever necessary because of
congestion or holding patterns lying outside the chart plan-
view.
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or tracks depending on the reference facility and the limiting
circle.
26 MSA limiting circle is shown centered to the reference na-
vaid or the Airport Reference Point (ARP), normally having
a radius of 25NM.
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Any MTCA being calculated with other than the above men-
tion policies will be shown in brackets with reference to the
calculation method.
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ILS DME
ILS
LLZ DME
LLZ
VOR/DME, VORTAC
VOR
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DME only/ TACAN only
NDB
If two navaids are co-located and have the same name and
indentifier only one symbol and a combined navaid flag is
charted.
Outer marker
Middle marker
Inner marker
30 Obstacles with their associated top elevation that might
appear as:
Lighted obstacle
Single obstacle
Group of obstacles
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b)outside the 5NM radius - the obstacle ALT protrudes the upper limit of the topographical
layer which it is located in (also refer to section topography).
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31 Procedure designator:
SID and STAR designators are shown in colored arrows with
procedure name(s) indicating the direction of the proce-
dure.
For details refer to the relevant chapter within SID/STAR
specifics.
32 Procedure tracks are drawn by specific lines that are inter-
rupted by heading or track indication.
terminal procedure line
airway procedure line
transitions
missed approach procedure line
visual track
terminal procedure continued by radar vectors
33 Procedure fixes:
IAF: Initial Approach Fix, placed above navaid box or WPT
name.
IF: Intermediate Fix
FAF: Final Approach Fix
FAP: Final Approach Point
MAPt: Missed Approach Point
D: descent point for continuous descent
The identical symbology is used to indicate RNAV procedure
fixes such as initial approach waypoint (IAWP), intermediate
waypoint (IWP), etc.
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35 Remarks, cautions, warnings and special notes are
shown on the chart planview in white boxes. FPL relevant
notes are published in the Airport Operational Information
(AOI).
36 Scalebar is generally shown in 2NM steps on the left-hand
side of planview frame, allowing deviations depending on
the chart size and scale.
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On AFC, SID, STAR and MRC the first two layers are combined to one layer of a maximum vertical
extension of 1000ft.
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The topographical steps shown in the legend on each planview indicate the maximum elevation
in feet above MSL.
No man-made obstacles are included in the respective maximum elevations which is symbol-
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ized by the obstacle symbol in the respective altitude box.
For obstacle policy refer to section obstacles.
Exception: The last layer covers the highest topographical feature and any man-made
obstacle.
42 Track distance is provided for each segment.
terminal procedure
AWY
43 Tracks or bearings are shown as a three digit number with
a degree symbol on procedures or waypoint definition lines.
44 Transition Level and Transition Altitude are shown in the
lower right corner.
or a DME distance
48 Waypoint symbols
S Conventional: Whenever a waypoint is defined exclu-
sively as a conventional waypoint.
S RNAV: Whenever a waypoint is defined as RNAV way-
point, even for combined conventional and RNAV proce-
dures.
S Compulsory: Whenever a waypoint is defined as com-
pulsory for at least one procedure.
S Fly over: Whenever a waypoint is defined as fly-over for
at least one procedure.
S Fly-by: Whenever a waypoint is defined exclusively as a
fly-by waypoint.
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49 Whichever is earlier:
Conditional AIP text instructions such as ... at 2000ft or 3
DME3 CHE (whichever is earlier) turn left ... are symbolized
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Whichever is later:
Conditional AIP text instructions such as ... at 3500ft or
DME4 FKO (whichever is later) turn left ... are symbolized
in the chart planview.
QNH
QFE
MSA
QNH
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QFE
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Transition altitude
QNH
QFE
Note: m values referenced to QFE carry the suffix QFE, QNH values are printed without suffix.
Conversion tables are provided on the chart planview.
Altitude conversion (below transition altitude) QNH / QNH:
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Pressure difference:
The QNH can be calculated from a given QFE.
For example: QFE (as by ATC/ATIS) 998hPa
Delta hPa + 23hPa
QNH 1021 hPa
Flight level conversion (above transition altitude) according the
officially published cruising tables:
On SID, STAR and AFC a table derived from the officially pub-
lished cruising tables with all values above the transition alti-
tude is provided.
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S Planview
S RWY information
S COM information
The AFC planview features a general overview over the aerodrome area, displays all navaids within
the coverage of the chart planview and provides information about all arrival and departure proce-
dures.
The procedures are displayed and labeled only with their last (SID) or first segment (STAR).
COM frequencies:
Frequencies are shown in a green
box.
Frequencies operation hours are only
shown if the FREQ is not operative
24h. Times are shown in UTC.
The Symbol indicates that during
periods of Daylight Savings Time ef-
fective hours will be one hour earlier
than shown (for more information
about World Local Times see the cor-
responding chapter).
RWY information
For all runways on the respective air-
port. For details refer to IAC RWY de-
scription section.
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The STAR generally only consists of the chart planview. A separate STAR procedure text is only pro-
vided in exceptional cases. If provided, a note is given in the upper right corner.
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31 Procedure Designator:
The procedure designator is generally provided on the first
segment of the respective procedure. The designator con-
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sists of:
S orange arrow
S procedure name (with suffix if applicable).
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LIDO defines the subtypes as follows:
LETDOWN: An instrument procedure bringing the pilot into a position to land by visual means at
airports where no instrument approach procedure to a specific runway is published. A letdown ends
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at the MAPt and usually has to be continued with a circling to the RWY of intended landing.
VISUAL: A flight procedure that has to be executed by visual means but is due to a prescribed flight
track that can either defined by visual- and/or instrumental means. A Visual may or may not begin
at the end (MAPt) of a specific instrument part (ILS, LLZ; VOR; Letdown etc.)
CIRCLING: A flight procedure within a specified area (NEW PANS-OPS or TERPS). The circling has
to be executed solely by visual means and usually begins at the end (MAPt) of a specific instrument
part (ILS, LLZ, VOR, Letdown etc.)
3.5.1 Planview
Localizer symbol always reaching from threshold to FAP/
FAF without giving any reference to signal coverage.
Note: May not yet be implemented on early charts.
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P2: ICAO standard CAT II + III
Approach light system with red side row lights the last
300m. Centerline lights white; longitudinal spacing 30m.
Minimum two crossbars located 150m and 300m from
THR.
P1: ICAO standard CAT I
Centerline lights white; longitudinal spacing 30m, except
US lighting system spacing 60m.
At least one crossbar located 300m from THR.
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part.
6 Centerline lights all white (other non-standard coloring is
specified with additional text).
7 Designator
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3.5.3 Profile and distance/altitude table
Non Precision Approach:
For all non-precision approaches a constant descent angle is provided, which is calculated from touch-
down zone over a 50ft barrier at threshold and the highest limiting minimum crossing altitude (according
to published AIP step down approach) up to the intermediate approach altitude.
Any delayed descent point being different from the position of the respective final approach fix (FAF) as
well as altitudes being calculated with a constant descent angle that are higher than the published corre-
sponding step down descent altitudes are shown in the profile.
Any calculated constant descent angle will have a minimum glide angle of 3.
The distance / altitude table is published for non-precision approaches providing the constant descent
angle altitudes and normally shows the corresponding minimum altitude for every other NM.
Note: Also on ILS charts the distance/altitude table refers to the non-precision approach, meaning - in
most cases - the respective localizer approach, or any other non-precisicion approach being combined
with the ILS approach.
Official AIP values are shown in normal font, Lido calculated values in italic font.
The Info table shows in the
1st row The type of non-precision approach (only for ILS charts with associated
non-precision approach) and the calculated descent angle.
2nd row The distance reference.
When a suitable DME facility is not available (or for RNAV GPS
approaches) the distance/altitude table will be referenced to
threshold (or displaced threshold if applicable).
3rd row The inbound track (only if RWY QFU differs 1 or more, but less
than 20 from inbound track).
4th row The RWY QFU (only if RWY QFU differs 1 or more, but less than
20 from inbound track).
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ILS Approach:
The profile for the ILS approach covers also the Non Precision LLZ approach. In case of glideslope incom-
patibility of the two approach profiles, the secondary profile (LLZ) is shown with a special symbolic pro-
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viding descent point, LLZ approach glidepath and calculated step altitudes accordingly.
The Distance/Altitude Table and the Ground Speed/Rate Of Descent Table are based on the non precision
LLZ approach.
Samples
8 14 1 16 6 13 8
12
6 5
11
4 16
9 2 10 15 7
12
6
8
3 11
16
9
2 15 7
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Differing Final Descent: If the final descent for ILS and LLZ
differs in a way that two flight paths need to be displayed
the ILS related information is printed in grey font.
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1 Distance Reference can either be a facility providing DME
information or runway threshold and is always provided
with the first distance fix.
Associated distances are shown at specified step points.
A distance reference navaid will not be shown if it is located
behind the runway.
All distance fixes (as well as all required navaids)are pre-
sented by a vertical line and the respective distance.
2 Distance Scale in NM adjusted to read 0NM at the RWY threshold or displaced threshold.
The distances from defined fixes to threshold or displaced threshold is given between the outer
marker (or OM substitute) to threshold (or displaced threshold).
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The fact that the given ILS GP value is the published AIP val-
ue and the CDA is LIDO calculated might lead to profiles that
seem to be inconsistent.
In most cases this is due to inaccuracies and unknown
rounding policies of the publishing state authorities.
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proach is supported.
The calculation is based on the flight portion from outer
marker (or substitute) to the missed approach point (MAP).
1st row GS in KT (120/140/160KT for ADs below 5000ft
AD elevation and 140/160/180KT above)
2nd row rate of descent in ft/min
3rd row time
If according to the relevant AIP the definition/
identification of the missed approach point is
not authorized based on timing NA is published.
ILS check altitude to verify glide slope indication.
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14 Reversal procedure
Terrain in Profile: The presentation of terrain in the profile
view will be limited to selected airports.
Whenever a terrain feature in a profile view is provided it has
to be considered as:
not to scale
without specified buffers or splays
intended to create pilots alertness.
A future version will provide precise data.
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16 Tracks will be shown directly after the fix from where they apply.
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3.5.4 Approach Minima Table
LIDO standard is to publish minima according JAR, if not below state minima.
Minima deviating from JAR will be published only on customized charts following customer guidelines.
The presentation sequence starts on the left side with the lowest approach MNM and continues to the
right with the circling MNM at the right end of the table. If more than five minima in addition to the circling
MNM exist, they are on a separate page at the end of the IAC chapter.
Only the lowest permissible minimum for the respective approach is presented in the minima table. Any
restriction or limitation is either mentioned in the minima notes or is due to customer policies and opera-
tions.
1 Approach RWY designator.
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ries A and B. D B C
Also combinations on customized charts are possible.
3 Measuring unit.
A: System line
4 Approach type (in case of a precision approach, only the
clarifier is shown).
B: Description line
7 A + between two idents means that two physically sepa-
rated navaids have to be used. A / between two idents
means that one of the two shown navaids (either the one or
the other) is to be used.
8 Special restrictions:
>60/6 refers to aircraft with a wingspan of more than 60m
or a vertical distance between flight path of landing gear
and glide path antenna of more than 6m.
This category comprises among others A330 (all types),
A340 (all types), B744 and A380.
Other defined categories are >65/7. Affected by this cate-
gory is the A380.
All restrictions applying to the restrictive MNM, are stated
e.g. APL U/S, HJ only, GA 3.2%, etc.
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C: Weather line
9 Minimum descent heigt (MDH) / Decision Height (DH) for
non-precision or precision approaches respectively.
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10 If a particular ceiling is required by the state authority for a
specific approach this is indicated by the prefix C to the
numeric value.
In this case the given value must not be considered as MDH/
DH but as required ceiling and has to be accounted for dur-
ing flight planning.
11 Any restriction to RVR and/or visibility will be shown by a
limiting letter (R or V), meaning that any given value fol-
lowed by a letter must not be converted.
R: measured RVR.
V: visibility which cannot be converted.
D: Operational line
12 Company means that aircraft specific regulation has to be
observed within JAR/state limitation for ILS Cat 3 minimum.
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ficially published.
15 Minimum Descent Altitude (MDA)
Decision Altitude (DA) .
The SID generally only consists of the chart planview. The corresponding procedure text description
is provided in the SID procedure text (SIDPT). Only in exceptional cases the text description can be
given on the chart planview.
Minimum Terrain Clearance Altitude (MTCA):
On SIDs the MTCA is generally provided only for those
segments lying outside the coverage of the MSA.
The beginning of display of the MTCAs is indicated by a red
arrow.
If no red arrow is provided within the SID procedures , the
display of MTCAs begins with the first airway segment.
Procedure Designator:
The procedure designator is generally provided on the first
segment of the respective procedure. The designator con-
sists of:
S green arrow
S procedure name (with suffix if applicable).
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On combined charts (conventional and RNAV) RNAV proce-
dures will carry the suffix RNAV.
Other suffixes indicate other constraints on combined
charts (e.g. prop only, jet only).
Header line
The header line contains SID procedure names and the corresponding RWY designators with RWY-
QFU.
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Communication instructions
The COM procedure describes any published radio communications procedure except the applicable fre-
quency.
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Procedure description
The SIDPT shows the text description of the procedures organized in three columns: SID, ROUTING, ALTI-
TUDES. The contents of the SID text page correspond to the procedures on the SID charts.
SID
The information is displayed in the following order:
S long procedure designator HOCHWALD 3Y
S short procedure designator HOC 3Y
S FMS procedure designator
(If either of these are identical only one designator is displayed)
S Minimum climb gradient. 6.0% to 2500
If the AIP states that a given minimum climb gradient of more
than 3.3% is not due to terrain and/or obstacles in the departure
area the prefix PDG (procedure design gradient) shall be added
to the gradient value. PDG 4.3%
This procedure design gradient (PDG) may - for example - account
for airspace structure and/or noise abatement reasons.
In this case a special note shall explain the reason for the restriction
(e.g. to avoid airspace class G).
S departure frequency 125.950
S remark ball flags
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ROUTING
The routing is described according to the shown procedures on the SID chart including transition and
continuation remarks.
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ALTITUDES
All altitude flight restrictions and the initial climb altitude or FL are shown in this column.
The initial altitude (if officially published) is always shown as the last information in the Altitudes col-
umn.
Remarks
Remarks according the remark ball flags in the SID column.
No flightplan relevant remarks are shown on the SIDPTs. Those remarks are shown in the AOI.
The minimum radar vectoring chart provides a chart planview with radar sectors and their respective
minimum altitudes.
Airspaces: Terminal Areas (TMA) as well as Control Zones
(CTR) are not provided on MRCs.
Radar Sectors are shown with black lines.
Minimum Radar Altitude as the lowest permissible altitude
for radar vectoring
If different values apply for e.g. different seasons the more
restrictive value is put in brackets.
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4. GROUND CHARTS
Airport Ground Chart (AGC)
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4.1 PLANVIEW IN GENERAL
1 Airport reference point
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Communication frequencies
Frequencies are shown in a green box.
Frequencies operation hours are only shown if the FREQ is
not operative 24h. Times are shown in UTC
(for more information about World Local Times see the cor-
responding chapter).
Company Information
Company derived information displayed on chart planviews
is always shown in magenta. This can be textual and/or
graphical information.
6 De-icing holding position with known direction
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Parking position with unknown direction.
14 Runway designator
22 Stopbar
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28 Tower
Tower and Aerodrome Beacon (ABN) symbols.
Windsock
Work in progress
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The APC generally only consists of the chart planview with parking stand coordinates on a sepa-
rate page.
29 Displaced threshold
30 Runway designator
31 Taxiway with centerline lights
The LVC generally only consists of the chart planview and a text part containing the taxi proce-
dure text.
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No entry
Runway: red guard lights
Taxiway (regular)
Taxiway NA during LV OPS
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Table of Contents Page I
GENERAL INFORMATION
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . Header . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Colour codes and labeling . . . . . . . . . . . . . . . . . 1
Charting definitions . . . . . . . . . . . . . . . . . . . . . . 3
Airport charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Airport facility chart AFC . . . . . . . . . . . . . . . . . . 17
Standard instrument departure SID/
Standard instrument terminal arrival STAR . . . 18
Instrument approach chart IAC . . . . . . . . . . . . . 19
Airport ground chart AGC . . . . . . . . . . . . . . . . . 20
Airport parking chart APC . . . . . . . . . . . . . . . . . 21
Vertical profile . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Approach minima . . . . . . . . . . . . . . . . . . . . . . . . 29
Legends to the aerodrome list . . . . . . . . . . . . 29A
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Bearing/ Track/ Distance Flight patterns of low and high level holdings and
procedures are presented by standard symbols
Bearings and tracks are magnetic, distances are -not to scale. For extension of holding areas (ba-
given in nautical miles (nm). sic figures for rate of turns).
All figures defining a direction (0-360) are to be ---> see RAR
interpreted as tracks unless heading is specifical- If a racetrack approach procedure altitude or
ly mentioned. minimum sector altitude (MSA) is higher than the
Within Europe: for a one-way leg or direction to- initial approach altitude, and if not otherwise
wards a VOR, based on a radial from that VOR, instructed the descent is to be made within the
the radial may be supplemented by its reciprocal holding procedure area.
value. In a holding pattern towards a VOR, only ---> see RAR
the reciprocal (inbound) value is given.
Tracks in base turn procedures are indicated for Approach procedures indicated on the IAL are
CAT D aircraft. On IAC for aerodromes in Africa, only authorized if corresponding minima are giv-
Europa and Middle East areas are indicated with en.
reference letter and remarks.
In Scandinavia and Finland different tracks for RFC GENERAL
CAT B aircraft will also be indicated.
Distance between radio aids or intersections are
GENERAL PURPOSE
given along the procedure line and up to a point
on the final approach from where the distance can The RFC are published as:
be obtained from the profile. High Level
Low Level
Speed range of published procedures
High Level and Low Level charts are produced on
Published procedures on IAC are based on separate sheets and cover the same area and be
speed-range of category D aircraft, unless spe- presented in the same scale.
cific speed restrictions are indicated.
Whenever possible Lido FlightNav will provide
Exceptions: CAT C circling minimum based on High and Low Level Information together with
CAT C speed. CAT D circling minimum based on RNAV Airways within one chart.
CAT D speed. Front and reverse side of a chart should always
consists of the same genre and with the same
Elevations/ altitudes/ obstructions scale, except for extensions or insets (blowups of
densed areas).
Elevations and altitudes are given in feet above
Mean Sea Level (MSL).
High points and obstructions are shown accord- Identification and Number
ing to official documents. The coverage is devided into regions, indicated
When several points or obstructions are close to by color and RFC Number. Low Level Charts are
each other, the highest ones are selected if re- numbered with the pre-fix zero.
quired to omit clutter in the chart. All official notes
EUR Europe, Mediterranean 1-9
for high terrain and obstructions are given.
AFI Africa 20 - 29
Hours of operation ATL Atlantic 40 - 49
All hours of operation of radio aids, service hours NAM North America / Canada 50 - 59
of aerodromes, etc. are indicated in UTC (UTC, CAR Caribbean 60 - 69
GMT, or Z not shown). SAM South America 70 - 79
In countries applying daylight saving time these
MES Middle East/ Asia
times shall be adjusted during the relevant period
(incl. Former USSR) 80 - 89
according to List World local times.
The symbol } indicates that during periods of PAC Pacific 90 - 99
Daylight Saving Time, effective hours will be one
Each RFC code is completed by:
hour earlier than shown.
Chart number
Times given in local time are followed by letters
Level Type
LT.
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COVER PANEL
2 3
1
Eff 17 OCT2002
4
6
5
8 9
10
11
12
13
GRID
VARIATION
- Variation line 5E
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CHART FRAMES
Chart border
INSET
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RFC CONTENT
AIRPORTS
AIRSPACE BOUNDARIES
ADIZ
RFC frames
Chart frame
RVSM airspace
If RVSM coincides with FIR boundary, only FIR
boundary will be shown. Indication of RVSM will
be written in grey letters.
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AIRWAYS
High level airways are indicated in black colours
Low level airways are indicated in blue colours
COMMUNICATIONS
Frequencies are indicated by 6 figures
BRISBAINE
CENTER
128.600
ATHENS CONTROL
1) 124.475
2) 132.000
1) below FL 245
2) above FL 245
Altitudes 10 000ft and above are displayed with an intense red colour.
Definition
An area of 10nm on each side of an airway centerline and around a Navaid / waypoint where a MTCA
is provided. This altitude is calculated automatically with two indipendant terrain databases without
man-made obstructions. The safety buffer provided by Lido is 2000 ft above the highest terrain high-
spot, rounded up to the hundred.
This value is shown from 7000 ft up.
Determination
The elevation of the highest terrain highspot within the protected area determines the MTCA value.
Only values at and above 7000 feet are shown on chart.
Rounding values
5000 ft or more: round to next higher 100, and add 2000 ft.
The colour of the MTCA value is shown in red colour.
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NAVAIDS
WEST MAITLAND
114.6 WME 224
h VOR / NDB collocated. Same identification.
Casino
VOR / NDB collocated. Same identification.
111.1 CAS 332 h
S32 45.3 E151 31.9
Cecil
VOR / NDB not collocated. Same identification.
h 115.5 CEL h
268 CEL
VOR/DME collocated with name, frequency
WAGGA
D115.0 WG
h paired and same identification.
S35 09.0E147 28.1
VOR/DME collocated, frequency paired and
Nantucket
D112.7 ACK h same identification.
S32 45.3 E151 31.9
Clayton
VOR with name, frequency and identification.
115.7 CN
h
S32 45.3 E151 31.9
Name omitted when identical to adjacent aero-
116.0 PSO h drome.
RESTRICTED AIRSPACE
Prohibited area.
P12
Restricted area.
R 102
Danger area.
D5
Military area.
M 53
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TERRAIN FEATURES
WAYPOINTS
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Change: Update
3 MISAP minimum climb gradient OR: --- a converted visibility.
4 Lowest possible ILS CAT 3 minima. Approach with difference between final track R0.3 = RVR must be a reported RVR value.
(DH): application of DH required. and runway track R6000f= Reported RVR value in feet.
This CAT 3 minima shows the lowest possible 13 FMS equipped ACFT permission with V1.6 = Value must be a reported MET
system minima depending on state and aero- 1 NDB only visibility. No conversion according
General Information
drome requirement. 14 Explanations; see ADR Dest. Alternate--- conversion table allowed.
The pilot must always use the higher of this Supplementary information para V1.25s = Visibility in Statute Miles.
system minima of his aircraft type (according 1.2 LEGENDS. 18 Approach procedures and Landing minima
to LAT, Company Information, CAT 3 minima). 15 Minima for aircraft with wingspan of (except Circling minima) are according to
AVRO: If for CAT 3A the RVR of 150m can not 65 meters and more, or vertical distance TERPS (Terminal Instrument Procedures).
be applied then a separate CAT 3A minima between the flight path of the wheels and 19 Radar Termination Range (RTR) and
with 200m will be published. the glide path antenna of 7 meters and more distance from RTR to landing threshold.
5 ETOPS---minima (explanation on reverse side) 16 ATIS FREQ for standard procedures and 20 Approach procedure designator. Slash (/)
6 Sidestep approach ILS16 with landing on ARR only. means VOR or NDB approach procedure.
RWY 14 17 JAR meteorological minima: 21 JAR meteorological minima:Required ceiling
7 State preflight alternate minima DH or MDH--- RVR (CLG)
8 Runway designator 22 All bearings are orientated towards true north.
9 Approach/runway light facility RVR (Runway Visual Range) 23 All Circling minima are according to TERPS.
10 Runway grooved (Convertible) RVR, reported RVR or MET 24 Specific minima is according to TERPS.
visibility:
17 MAR 05
Page 29A
LAT
11 LDA
LAT
Page 30A General Information
Diese Seite wird von Swiss geliefert!
Aerodrome information Runway Approach type minima Runway Approach type Circling
layout information minima minima
1 Aerodrome opening hours 14 JAR meteorological minima: V1.6 = Value must be a reported MET
Change: Update
2 Fuel restrictions Required ceiling (CLG) visibility. No conversion according
3 MISAP minimum climb gradient 15 Minima for aircraft with wingspan of conversion table allowed.
4 Lowest possible ILS CAT3 weather minima 65 meters and more, or vertical distance V1.25s = Visibility in Statute Miles.
values between the flight path of the wheels and
5 ETOPS--- minima the glide path antenna of 7 meters and 17 Approach procedures and Landing minima
General Information
6 Sidestep approach ILS16 with landing on more. (except Circling minima) are according to
RWY 14 16 JAR meteorological minima: TERPS (Terminal Instrument Procedures).
7 State preflight alternate minima DH or MDH--- RVR 18 Radar Termination Range (RTR) and dis-
8 Runway designator tance from RTR to landing threshold.
RVR (Runway Visual Range)
9 Approach/runway light facility 19 Approach procedure designator. Slash (/)
(Convertible) RVR, reported RVR or MET
10 Runway grooved means VOR or NDB approach procedure.
visibility:
11 LDA
12 Approach facility leading down to circling 0.55 = RVR value which may be: 20 All bearings are orientated towards true
minimum. --- a reported RVR, or north.
OR: --- a converted visibility. 21 All Circling minima are according to TERPS.
Approach with difference between final R0.3 = RVR must be a reported RVR value. 22 Specific minima is according to TERPS.
track and runway track
R6000f= Reported RVR value in feet.
13 Lowest possible ILS CAT3 weather minima
with required DH
17 MAR 05
Page 29A
LAT
LAT
Page 30A General Information
17 MAR 05
LAT
General Information Page 31
Approach Lighting Systems (APL) with identification letter as indicated on Airport Facility Chart AFC.
Standard length of APL are 900 meters, deviations are indicated on AFC.
A ICAO STANDARD CAT 2/3 B ICAO STANDARD CAT 2/3 C DISTANCE CODED CENTRE
(CALVERT) LINE
Runway
Runway
Runway
150m
150m
150m
300m
300m
300m
Sequenced
flashing lights
- EFAS -
(except Canada)
5 lights
in a row
bars, bars,
Sequenced
flashing lights
- EFAS -
(except Canada)
5 lights
in a row
Runway
Runway Runway
150m
5 lights
300m
300m
in a row
300m
5 lights 5 lights
in a row in a row
Runway Runway
5 lights
300m
in a row
460m
430m
Omnidirectional
Sequenced sequenced flashing
flashing lights lights - EFAS -
- RAIL -
REIL
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B747-DC10-MD11-B767-B757-A330-A300-A310
LOW ON GLIDE SLOPE HIGH
3 ---B VASIS 2.75/ 3.25 3 ---B AVASIS 2.50/ 3.00R 3 ---B AVASIS 2.75/ 2.75L
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VERY LO LO
LOW W W
LO HIGH
W
A320, MD80, DC9, B737, F100, A320, MD80, DC9, B737, F100, A320, MD80, DC9, B737, F100,
F28, F50 = HIGH F28, F50 = HIGH F28, F50 = On Glide Slope
B747, MD11, DC10, B767, B757, B747, MD11, DC10, B767, B757, B747, MD11, DC10, B767, B757,
A330, A300, A310 = On Glide A330, A300, A310 = LOW A330, A300, A310 = LOW
Slope
2 3
1
4 5
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300m
(unidirectional)
600m
600m
Taxiway egde
Lights (TWL)
7.5 or 15 or 30m
Taxiway stop bar lights
(unidirectional)
(RWL)
60m
900m
Touchdown Zone Lights
30m or
(TDL)
20
Runway threshold.
20
L
Runway threshold.
Threshold markings
The number of stripes are in accordance with the RWY width:
Runway width Number of stripes
18m 4
23m 6
30m 8
45m 12
60m 16
20
a = DIST from THR to beginning of marking
LDA > 1200m a = 300m
LDA 2400m a = 400m
Information signs
Information signs shall include: direction signs, location signs, destination signs, runway exit signs,
runway vacated signs and intersection take-off signs.
Location / Runway Vacated TWY Direction / Location / TWY Direction / TWY Direction
Intersection Take-Off
No Entry
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DISPLAY BOARD B 7 4 7 H
A S TO P G
F
D
E
C
DISPLAY BOARD
Stop command
On
centreline
DISPLAY BOARD
Follow the Lead-in line. When the two vertical closing rate
fields turn yellow the aeroplane is caught by the laser and
being identified.
When the aeroplane is 16m from the stop position, the closing
rate starts indicating distance to go by turning off one pair of
LEDs for each half meter the aeroplane advances into the gate.
During approach into the gate, the aeroplane will be identified. If, for any reason, identification is
not made 12m before the stop position, the system will show STOP and ID FAIL and the azi-
muth guidance field will turn red. The aeroplane will now be identified, and docking can proceed.
When the correct stop position is reached the display will show STOP and the azimuth field will
turn red. All yellow closing rate LEDs will be switched off. When the aeroplane is correctly parked
OK will be displayed after a few seconds. If the aeroplane has overshot the stop position TOO
FAR will be displayed.
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RLG stand for: Robert L. Gugenmeier, the inventor of the system. The system is in a metal enclosure
housing attached to the terminal building precisely lined up perpendicular to and 21 inches left of the
taxi line of the gate area, aligned for interpretation by the pilot in the left hand seat.
FRONT
Docking procedure
Prior to entering bay, confirm aeroplane type displayed on the aeroplane type indicator. Discontinue
docking when wrong aeroplane type is shown. Taxi into bay at minimum speed. Interpret vertical neon
lights for centerline guidance as follows:
YELLOW YELLOW
or or
RED RED
On the left of the centreline On the centreline On the right of the centreline
Stop Beacon
STOP LINE Centre line Beacon
MD11 DC10 B747 MD80 DC9
Centre line
To guide the pilot along a line without
any requirement for exact stop posi-
tioning (used on open ramps).
YEL- BLA
LOW CK
One stop
For exact positioning of one type of
aeroplane or approximate position-
ing of a group of aeroplanes (used for
docking or on open ramps).
Multi stop
YELLOW BLACK For exact positioning of a limited
STOP LINE
STOP LINE
STOP LINE
B747
FRAME
PIER WHITE
DC9
AEROPLANE
IDENTIFICATION
AGNIS TAB
RED
SIDE
MARKER
BOARD WHITE BLACK
WHITE GREEN
BLACK B747
WHITE
WHITE
BLACK
Air jetty in retrac-
ted position
CONTINUE STOP
TAXIING
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WARNING
Be sure to select the correct vertical reference mark correspond-
ing to your type of aeroplane. Marker board layouts are different
for the various nose-in parking positions.
All types: Other types: stop. MD11, DC10, B747, B767: stop.
continue taxiing. B747, MD11, DC10, A310: stop.
A310, B767: B747, B767:
continue taxiing. continue taxiing.
SIGHTING SLOT LIGHT TUBE
All types: DC9, MD80: stop. Other types max. B747: stop.
continue taxiing. Other types: B767: stop.
continue taxiing. B747: continue
taxiing.
SIGHTING SLOT LIGHT TUBE
YELLOW
CENTERLINE
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FACE OF
PIER TUBE
MARKER BOARD
Accuracy of this system is very much dependent upon the accuracy of stand centerline. It has been
set up for interpretation by the pilot occupying the left-hand position.
WHITE
MARKER
Position of the fluorescent tube with respect to the WHITE marker when aeroplane is correctly parked.
Taxiing into the stand, pilot will see the fluorescent tube appear to move along the slot towards the refer-
ence marks. Correct stopping position is reached when the tubular light registers in line with the ap-
propriate vertical reference mark.
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A stopping light comprises a single luminous slot which changes progressively from GREEN to RED
as the aeroplane proceeds towards the desired stopping position. When the stopping position is
reached the separation between RED and GREEN is situated opposite the index corresponding to the
type of aeroplane.
GREEN
RED
Align lower vertical bar Maintain centreline align- Horizontal bar in line with
with upper datum bar. Hor- ment, horizontal bar moves 747 stop cue perfect align-
izontal stop cue bar down towards 747. ment.
comes into view.
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A preliminary dull GREEN light can be seen through the arrow-shaped aper-
ture at the front of the Side Marker Light unit. This indicates the location of the
signal. The initial indication may be seen at an early stage of the docking ap-
proach, and the intensity gradually increases as the aeroplane proceeds.
DULL
GREEN
At 3.7m from the stopping position, a more intense and definite GREEN signal
begins to replace the preliminary indication. When this signal becomes a full ar-
row, the pilot is approximately 1.8m from the stopping position.
INTENSE
GREEN
As the pilot approaches the stopping position, the arrowhead reduces in size,
thus providing rate-of-closure information.
GREEN
By the time the stopping position is reached, the arrowhead has completely di-
minished, and two WHITE bars appear, indicating that the correct STOPPING
position has been reached.
WHITE
B747
STOP
If the pilot proceeds further, a single RED bar will replace the two WHITE ones,
indicating that he has overshot and must stop immediately.
RED
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CONVERSION TABLES
CONVERSION FACTORS
To convert Into Multiply by To convert Into Multiply by
Distances Weights
Metres Feet 3.280833 Kilograms Pounds 2.204622
Yards 1.093611 Pounds Kilograms 0.453592
Feet Metres 0.3048006 Fuel weight Specific weight
Yards 0.3333333 Litres Kilograms 0.7100 0.8000
Yards Feet 3 Kilograms Litres 1.4085 1.2500
Metres 0.9144018 US Gallons 0.3717 0.3299
Inches Millimetres 25.40 Imp. Gallons 0.3095 0.2747
Millimetres Inches 0.03937 Imp. Gallons Kilograms 3.2305 3.6400
Kilometres Statute Miles 0.62137 Pounds 7.1220 8.0248
Nautical Miles 0.54000 Pounds Imp. Gallons 0.1404 0.1246
Statute Miles Kilometres 1.609347 US Gallons 0.1686 0.1496
Nautical Miles 0.869047 US Gallons Kilograms 2.6909 3.0320
Nautical Statute Miles 1.150685 Pounds 5.9323 6.6843
Miles Kilometres 1.851852 Pressure
Liquid Inches HG PSI 0.491157
Litres Imp. Gallons 0.219975 PSI Inches HG 2.036009
US Gallons 0.264178 HPA/BAR 0.0689
US Gallons Litres 3.785332 HPA/BAR PSI 14.5038
Imp. Gallons 0.832680 Temperature
Windspeed Velocity Celsius Fahrenheit 1.8
and add 32
m/sec Knots 2.0
m/sec ft/min ~200 Fahrenheit Celsius subtract 32
and multiply
by 0.555
DISTANCES
Metres-Feet Kilometres to Statute Miles to Nautical Miles to Metres-Yards
m ft/m ft sm km nm km sm nm km nm sm m Yd/m Yd
0.305 1 3.281 0.62 1 0.54 1.61 1 0.87 1.85 1 1.15 91.4 100 109.4
0.610 2 6.562 1.24 2 1.08 3.22 2 1.74 3.71 2 2.30 182.8 200 218.8
0.914 3 9.842 1.86 3 1.62 4.83 3 2.61 5.56 3 3.46 274.2 300 328.2
1.219 4 13.123 2.49 4 2.16 6.44 4 3.47 7.41 4 4.61 365.6 400 437.6
1.524 5 16.404 3.11 5 2.70 8.05 5 4.34 9.27 5 5.76 457.0 500 547.6
1.829 6 19.685 3.73 6 3.24 9.66 6 5.21 11.12 6 6.91 548.4 600 656.4
2.134 7 22.966 4.35 7 3.78 11.27 7 6.08 12.97 7 8.06 639.8 700 765.8
2.438 8 26.247 4.97 8 4.32 12.88 8 6.95 14.83 8 9.21 731.2 800 875.2
2.743 9 29.528 5.59 9 4.88 14.49 9 7.82 16.68 9 10.36 822.6 900 984.6
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0 5 10 15 20 25 30 35 40
40
- 3.0
- 2.0
35 - 0.5 nm
- 1.0
ALTITUDE ( 1000 ft )
20
Example: ALT 35000 ft
DME DIST 17 nm
15 GND DIST 16 nm
10
ft nm ft nm ft nm ft nm
1000 39 6000 95 15000 150 35000 230 D = 1.23 x p H
2000 54 8000 109 20000 174 40000 246 D = Distance in nm
3000 66 10000 123 25000 194 45000 260 H = Height
g in ft
4000 77 12000 134 30000 213 50000 275
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WEIGHTS
Lit. 0 0.050 0.100 0.150 0.200 0.250 0.300 0.350 0.400 0.450 0.500 0.600 0.700 0.800 0.900
0 0 40 80 120 160 200 240 280 320 360 400 480 560 640 720
1 800 840 880 920 960 1000 1040 1080 1120 1160 1200 1280 1360 1440 1520
2 1600 1640 1680 1720 1760 1800 1840 1880 1920 1960 2000 2080 2160 2240 2320
3 2400 2440 2480 2520 2560 2600 2640 2680 2720 2760 2800 2880 2960 3040 3120
4 3200 3240 3280 3320 3360 3400 3440 3480 3520 3560 3600 3680 3760 3840 3920
5 4000 4040 4080 4120 4160 4200 4240 4280 4320 4360 4400 4480 4560 4640 4720
6 4800 4840 4880 4920 4960 5000 5040 5080 5120 5160 5200 5280 5360 5440 5520
7 5600 5640 5680 5720 5760 5800 5840 5880 5920 5960 6000 6080 6160 6240 6320
8 6400 6440 6480 6520 6560 6600 6640 6680 6720 6760 6800 6880 6960 7040 7120
9 7200 7240 7280 7320 7360 7400 7440 7480 7520 7560 7600 7680 7760 7840 7920
10 8000 8040 8080 8120 8160 8200 8240 8280 8320 8360 8400 8480 8560 8640 8720
200 200 - 25
LEVEL
- 20
REQUIRED MOCA (x 100ft)
150 150 - 15
FLIGHT
- 10
100 100 - 5
50 50 +5
+10
QNH-correction
940 950 960 970 980 990 1000 1010 1020 1030 1040 1050
Note: If it is desired to calculate the true altitude from an actual flight level, the algebraic signs (+,-)
of the two corrections to/from the FL figure ( instead of MOCA figure ) have to be reversed.
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FL C FL C FL C FL C FL C FL C FL C FL C
0 15 50 5 100 5 150 15 200 25 250 35 300 44 350 54
10 13 60 3 110 7 160 17 210 27 260 36 310 46 360 54
20 11 70 1 120 9 170 220 29 270 38 320 48
and
30 9 80 1 130 11 180 19 230 31 280 40 330 50 higher 56
40 7 90 3 140 13 190 23 240 33 290 42 340 52
The altimeter error may be significant under conditions of extremely cold temperatures.
Altimeter corrections during approach (recommendation):
It is assumed that the aeroplane altimeter reading on crossing the fix is correlated with the published
altitude, allowing for altitude error and altimeter tolerances.
Note: The table is based on aerodrome elevation of 2000ft; however, it can be used operationally at
any aerodrome.
Example: AD XYXZ
Elevation 2000ft
OAT -10
min. ALT at FIX on GP 3500ft 3500ft
AGL 1500ft
Correction 120ft
Indicated ALT at FIX 3620ft
Change: New
SUNRISE AND SUNSET DIAGRAM
General Information
03 APR 03
Page 55
LAT
Example: Determine the sunrise time in GMT at 40N, 77W on 20th January.
Enter the diagram at the top of the scale on the line marked January 20, follow the line until the intersection with the 40 north latitude
curve; at the vertical scale read off the local civil time, i.e. 0718; calculate the correction for the longitude, i.e. 4x77=308min (=5h08min),
add the correction to the local civil time, i.e. 0718+5h08min=1226 GMT.
LAT
Page 56
Change: New
General Information
03 APR 03
Example:
What is GMT sunset in latitude 40N, longitude 77W, January 20th ?
Enter at bottom for January 20th and move vertically up to 40N curve. Move horizontally right and read Local Civil Time of 1704. Add
to Local Civil Time for 77W, 4 minutes for each degree, making a total of 308 minutes to be added to 1704 giving 2212 as GMT.
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LAT
General Information Page 57
2.00 400 450 450 450 500 500 550 550 550 600 600 600 650
2000
1000
1 2 3 4 5 6 NM 7 8 9 10 11 12 13
1 2 3 4 5 6 7 8 9 10 11 KM 13 14 15 16 17 18 19 20 21 22 23 24 25
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Change: NIL 03 JUL 03
LAT
General Information Page 59
Local time (LT) is Standard time (STD) or Daylight saving time (DST)
Times given below should be added/subtracted (according signes) to UTC (Z,GMT).
General
All hours of operation of radio aids, service hours of aerodromes,etc. are indicated in
Coordinated Universal Time UTC, sometimes also expressed as Z time or GMT (UTC, Z, or GMT
not shown).
Times given in Local Time are followed by letters LT.
The symbol } indicates that during periods of Daylight Saving Time, effective hours will be one hour
earlier than shown.
Example: LSZH (STD +1, DST +2) No landings 2330-0430 }
During STD period: 2330-0430 UTC +1 = 0030-0530 LT.
During DST period: one hour earlier than shown
2230-0330 UTC +2 = 0030-0530 LT.
BAHAMAS -5 -4 03/04/05-30/10/05
Change: Update 10 FEB 05
LAT
Page 60 General Information
ESTONIA +2 +3 27/03/05-30/10/05
Change: Update 03 MAR 05
LAT
Page 62 General Information
ITALY +1 +2 27/03/05-30/10/05
03 MAR 05 Change: NIL
LAT
General Information Page 63
PERU -5
10 FEB 05 Change: Update
LAT
General Information Page 65
SRI LANKA +6
Change: Update 10 FEB 05
LAT
Page 66 General Information
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