Jeppesen Introduction 2 PDF

_zj7!;q4j_!z KN z!
• 9, NBN
qz_j?; <j#j?< #_72!7j <_Pz <(<j?x<
x#z;#j!7( <_Pz<
x24r29@xj $Î4$ W2b# 2 x#r T2`vIx@M4r c^9W 2 cW^9# ^4$`x^[9^@4a jW#j 2x# M$#r 9@ r#4@9# 24 #49x24`# 9@ 2 xM4c2j
@x `x^9^`2z 2x#2 24r 2x#2$ cW#x# 24 2^x`x2=9 ^$ [x@W^T^9#r =x@) #49#x^4Ia
j#&_!#(27qz!#( #z;
7qz!#(27qz!#( X!q;_zP _q< 47_j_4#q #7?# X!q;_zP
jW^$ $Î4 ^$ z@`29#r 29 9W# W@zr^4I [@$^9^@4 @4 #9 $@)# 2^x[@x9$n cW#4 9W# ^4$9xM)#49 z24r^4I $j$9#)
92h^c2j$ 9W29 ^49#x$#`9 2 xM4c2j @x @4 xM4c2j$ 9W29 ^$ T#^4I M$#rn ^9 ^$ 4#`#$$2xj 9@ W@zr 24 2^x`x2=9 @4 2
^49#x$#`9 @9W#x xM4c2j$a jW# ^4$`x^[9^@4 @4 9W# $Î4 92h^c2j 29 2 z@`29^@4 @9W#x 9W24 9W#
`@492^4$ 9W# r#$Î429^@4 @= 9W# ^49#x$#`9^4I xM4c2ja 4@x)2z W@zr^4I [@$^9^@4a _4 9W#$#
jW# xM4c2j 4M)T#x$ @4 9W# $Î4 2x# 2xx24I#r 9@ $^9M29^@4$ 9W# W@zr^4I [@$^9^@4 $Î4 =@x
`@xx#$[@4r 9@ 9W# x#$[#`9^b# 9W#$# @[#x29^@4$ c^zz W2b# 9W# ^4$`x^[]
xM4c2j 9Wx#$W@zra O@x #h2)[z#n 9^@4 o_q<o 24r T# z@`29#r 2rt2`#49 9@
oNB]@@o ^4r^`29#$ 9W29 9W# 9Wx#$W@zr 9W# W@zr^4I [@$^9^@4 )2xv^4I @4 9W# 92h^c2ja
=@x 7M4c2j NB ^$ 9@ 9W# z#=9 24r 9W#
9Wx#$W@zr =@x 7M4c2j @@ ^$ 9@ 9W# 7qz!#( #227!#4X #7?# X!q;_zP
xÎW9a # xM4c2j W@zr^4I [@$^9^@4 $Î4 @4 2 92h^c2j c^zz
T# ^4$92zz#r 2rt2`#49 9@ W@zr^4I [@$^9^@4 )2xv^4I$ @4 #9 $@)# 2^x[@x9$n ^9 ^$ 4#`#$$2xj 9@ W@zr 24 2^x`x2=9 @4
9W# 92h^c2j [2b#)#49a !4 xM4c2j$n W@zr^4I [@$^9^@4 2 92h^c2j z@`29#r ^4 9W# 2[[x@2`W @x r#[2x9Mx# 2x#2
)2xv^4I$ c^zz T# z@`29#r @4zj @4 9W# xM4c2j =@x 2 xM4c2j $@ 9W29 9W# 2^x`x2=9 r@#$ 4@9 ^49#x=#x#
[2b#)#49 2rt2`#49 9@ 9W# $Î4n ^= 9W# xM4c2j ^$ c^9W @[#x29^@4$ @4 9W29
4@x)2zzj M$#r Tj 2^x 9x2==^` `@49x@z =@x oq24rn X@zr xM4c2ja _4 9W#$# $^9M]
<W@x9o @[#x29^@4$ @x 2$ 2 92h^c2ja
29^@4$n 2 $Î4 c^9W 9W# r#$]
!4 92h^c2j$ 9W29 ^49#x$#`9 9W# T#I^44^4I @= Î429^@4 @= 9W# 2[[x@2`W
9W# 92v#@== xM4c2jn @4zj 9W# r#$Î429^@4 @= #4r @= 9W# xM4c2j =@zz@c#r Tj 2 or2$Wo ]]^ 24r z#99#x$
9W# 92v#@== xM4c2j )2j 2[[#2x @4 9W# $Î4n o#24Xo c^zz T# z@`29#r 29 9W# W@zr^4I [@$^9^@4 @4 9W#
cW^z# 2zz @9W#x $Î4$ c^zz W2b# 9W# r#$Î] 92h^c2ja _4 9W^$ #h2)[z#n 9W# $Î4 )2j [x@9#`9 9W#
429^@4 @= T@9W xM4c2j r^x#`9^@4$a 2[[x@2`W 9@ 7M4c2j NB 24r2@x 9W# r#[2x9Mx# =@x
7M4c2j @@a
z! ?zj7(
2x@W^T^9$ 24 2^x`x2=9 =x@) #49#x^4I 24 2x#2a

!W#4 2 $Î4 ^$ z@`29#r @4 2 92h^c2j 9W29 ^49#x$#`9$ jj[^`2zzjn 9W^$ $Î4 c@Mzr T# z@`29#r @4 2
9W# ^49#x$#`9^@4 @= 9c@ xM4c2j$n 9W# r#$Î429^@4$ =@x 92h^c2j ^49#4r#r 9@ T# M$#r ^4 @4zj @4#
T@9W xM4c2j$ c^zz T# $W@c4 @4 9W# $Î4 2z@4I c^9W r^x#`9^@4 @x 29 9W# ^49#x$#`9^@4 @= b#W^`z#
2xx@c$ $W@c^4I 9W# 2[[x@h^)29# 2zÎ4)#49 @= #2`W x@2rc2j$ c^9W xM4c2j$n 92h^c2j$ @x
xM4c2ja _4 2rr^9^@4 9@ $W@c^4I 9W# 2[[x@h^)29# 2[x@4$ cW#x# 9W# x@2rc2j )2j T# )^$92v#4 2$ 2
xM4c2j 2zÎ4)#49n 9W# 2xx@c ^4r^`29#$ 9W# r^x#`9^@4 9@ 92h^c2j @x @9W#x 2^x`x2=9 )@b#)#49 $Mx=2`#a
9W# 9Wx#$W@zr @= 9W# xM4c2j cW@$# r#$Î429^@4 ^$
^))#r^29#zj 4#h9 9@ 9W# 2xx@ca
q!4#j_!z <_Pz<
q@`29^@4 $Î4$ 2x# M$#r 9@ ^r#49^=j #^9W#x 2 92h^c2j @x xM4c2j @4 cW^`W 9W# 2^x`x2=9 ^$ z@`29#ra !9W#x z@`29^@4 $Î4$
[x@b^r# 2 b^$M2z `M# 9@ [^z@9$ 9@ 2$$^$9 9W#) ^4 r#9#x)^4^4I cW#4 9W#j W2b# #h^9#r 24 2x#2a jW# b2x^@M$ z@`29^@4
$Î4$ 2x# r#$`x^T#r T#z@ca
j2h^c2j q@`29^@4 <Î4$ W2b# 2 Tz2`v T2`vIx@M4r c^9W 2 j#zz@c ^4$`x^[9^@4 24r j#zz@c T@xr#xa jW#
^4$`x^[9^@4 ^$ 9W# r#$Î429^@4 @= 9W# 92h^c2j @4 cW^`W 9W# 2^x`x2=9 ^$ z@`29#ra jW#$# $Î4$ 2x# ^4$92zz#r
2z@4I 92h^c2j$ #^9W#x Tj 9W#)$#zb#$ @x ^4 `@4tM4`9^@4 c^9W r^x#`9^@4 $Î4$ @x xM4c2j W@zr^4I [@$^9^@4
$Î4$a
7M4c2j q@`29^@4 <Î4$ W2b# 2 Tz2`v T2`vIx@M4r c^9W 2 j#zz@c ^4$`x^[9^@4 24r j#zz@c T@xr#xa jW#
^4$`x^[9^@4 ^$ 9W# r#$Î429^@4 @= 9W# xM4c2j @4 cW^`W 9W# 2^x`x2=9 ^$ z@`29#ra jW#$# $Î4$ 2x# ^49#4r#r 9@
`@)[z#)#49 9W# ^4=@x)29^@4 2b2^z2Tz# 9@ [^z@9$ 9Wx@MIW 9W#^x )2I4#9^` `@)[2$$ 24r 9j[^`2zzj 2x# ^4$92zz#r
cW#x# 9W# [x@h^)^9j @= 9c@ @x )@x# xM4c2j$ 9@ @4# 24@9W#x `@Mzr `2M$# [^z@9$ 9@ T# `@4=M$#r 2$ 9@ cW^`W
xM4c2j 9W#j 2x# @4a
7M4c2j 2@M4r2xj <Î4$ W2b# 2 j#zz@c T2`vIx@M4r c^9W 2 Tz2`v ^4$`x^[9^@4 c^9W 2 Ix2[W^`
r#[^`9^4I 9W# [2b#)#49 W@zr^4I [@$^9^@4 )2xv^4Ia jW^$ $Î4n cW^`W =2`#$ 9W# xM4c2j 24r ^$
b^$^Tz# 9@ 9W# [^z@9 #h^9^4I 9W# xM4c2jn ^$ z@`29#r 2rt2`#49 9@ 9W# W@zr^4I [@$^9^@4 )2xv^4I @4 9W#
[2b#)#49a jW# $Î4 ^$ ^49#4r#r 9@ [x@b^r# [^z@9$ c^9W 24@9W#x b^$M2z `M# cW^`W 9W#j `24 M$# 2$ 2
IM^r# ^4 r#`^r^4I cW#4 9W#j 2x# o`z#2x @= 9W# xM4c2jao
p l?22?<?z <#z;?7<!zn _z4an N99Kn N99,a #qq 7_PXj< 7?<?7•?;a

NBK KN z!• 9, _zj7!;q4j_!z
qz_j?; <j#j?< #_72!7j <_Pz <(<j?x<
q!4#j_!z <_Pz< ]`@49^4M#r^

_q< 4x^9^`2z #x#2 2@M4r2xj <Î4$ W2b# 2 j#zz@c T2`vIx@M4r c^9W 2 Tz2`v ^4$`x^[9^@4 24r
2 Ix2[W^` r#[^`9^4I 9W# _q< [2b#)#49 W@zr^4I [@$^9^@4 )2xv^4Ia jW^$ $Î4 ^$ z@`29#r
2rt2`#49 9@ 9W# _q< W@zr^4I [@$^9^@4 )2xv^4I @4 9W# [2b#)#49 24r `24 T# $##4 Tj [^z@9$
z#2b^4I 9W# `x^9^`2z 2x#2a jW# $Î4 ^$ ^49#4r#r 9@ [x@b^r# [^z@9$ c^9W 24@9W#x b^$M2z `M#
cW^`W 9W#j `24 M$# 2$ 2 IM^r# ^4 r#`^r^4I cW#4 9W#j 2x# o`z#2x @= 9W# _q< `x^9^`2z 2x#2ao
;_7?4j_!z <_Pz<
;^x#`9^@4 $Î4$ W2b# 2 j#zz@c T2`vIx@M4r c^9W 2 Tz2`v ^4$`x^[9^@4a jW# ^4$`x^[9^@4 ^r#49^=^#$ 9W# r#$Î429^@4$]$^
@= 9W# ^49#x$#`9^4I 92h^c2j]$^ z#2r^4I @M9 @= 9W# ^49#x$#`9^@4 9W29 2 [^z@9 c@Mzr 4@x)2zzj T# #h[#`9#r 9@ 9Mx4 @49@
@x W@zr $W@x9 @=a ?2`W r#$Î429^@4 ^$ 2``@)[24^#r Tj 24 2xx@c ^4r^`29^4I 9W# r^x#`9^@4 @= 9W# 9Mx4a
!W#4 )@x# 9W24 @4# 92h^c2j r#$Î429^@4 ^$ $W@c4 @4 9W# $Î4 #2`W r#$Î429^@4 24r ^9$ 2$$@`^29#r 2xx@c ^$
$#[2x29#r =x@) 9W# @9W#x 92h^c2j r#$Î429^@4$ Tj #^9W#x 2 b#x9^`2z )#$$2I# r^b^r#x @x 2 92h^c2j z@`29^@4 $Î4a
;^x#`9^@4 $Î4$ 2x# 4@x)2zzj z@`29#r @4 9W# z#=9 [x^@x 9@ 9W# ^49#x$#`9^@4a !W#4 M$#r @4 2 xM4c2j 9@ ^4r^`29# 24
#h^9n 9W# $Î4 ^$ z@`29#r @4 9W# $2)# $^r# @= 9W# xM4c2j 2$ 9W# #h^9a
!W#4 9W# ^49#x$#`9^@4 ^$ `@)]

j2h^c2j ;^x#`9^@4 <Î4 @x [x^$#r @= @4zj @4# `x@$$^4I
7M4c2j ?h^9 <Î4 92h^c2jn ^9 c^zz W2b# 9c@ 2xx@c$
2$$@`^29#r c^9W 9W# `x@$$^4I
92h^c2ja
;?<j_z#j_!z <_Pz<
;#$9^429^@4 $Î4$ 2z$@ W2b# 2 j#zz@c T2`vIx@M4r c^9W 2 Tz2`v ^4$`x^[9^@4 ^4r^`29^4I 2 r#$9^429^@4 @4 9W# 2^x[@x9a
jW#$# $Î4$ 2zc2j$ W2b# 24 2xx@c $W@c^4I 9W# r^x#`9^@4 @= 9W# 92h^ x@M9# 9@ 9W29 r#$9^429^@4a !W#4 9W# 2xx@c @4
9W# r#$9^429^@4 $Î4 ^4r^`29#$ 2 9Mx4n 9W# $Î4 ^$ z@`29#r [x^@x 9@ 9W# ^49#x$#`9^@4a
;#$9^429^@4$ `@))@4zj $W@c4 @4 9W#$# 9j[#$ @= $Î4$ ^4`zMr# xM4c2j$n 2[x@4$n 9#x)^42z$n )^z^92xj 2x#2$n `^b^z
2b^29^@4 2x#2$n `2xI@ 2x#2$n ^49#x429^@42z 2x#2$n 24r =^h#r T2$# @[#x29@x$a #4 2TTx#b^29^@4 )2j T# M$#r 2$ 9W#
^4$`x^[9^@4 @4 9W# $Î4 =@x $@)# @= 9W#$# r#$9^429^@4$a
!M9T@M4r ;#$9^429^@4 <Î4 9@

;^==#x#49 7M4c2j$a x@x# 9W24
!M9T@M4r ;#$9^429^@4 <Î4 @4# xM4c2jn $#[2x29#r Tj 2
r@9n ^$ $W@c4 cW#x# 9W# 92h^^4I
x@M9# ^$ `@))@4 9@ T@9W xM4]
c2j$a
_4T@M4r ;#$9^429^@4 <Î4
_zO!7x#j_!z <_Pz<
_4=@x)29^@4 $Î4$ W2b# 2 j#zz@c T2`vIx@M4r c^9W 2 Tz2`v ^4$`x^[9^@4a jW#j 2x# M$#r 9@ [x@b^r# 9W# [^z@9 c^9W
^4=@x)29^@4 @4 $M`W 9W^4I$ 2$ 2x#2$ 9W29 `244@9 T# $##4 =x@) 9W# `@49x@z 9@c#xn 2[[z^`2Tz# x2r^@ =x#lM#4`^#$n
24r 4@^$# 2T29#)#49 [x@`#rMx#$a jW# 2^x[@x9 @[#x29@x r#9#x)^4#$ 9W# 4##rn $^p#n 24r z@`29^@4 =@x 9W#$# $Î4$a
7qz!#( ;_<j#z4? 7?x#_z_zP <_Pz<

7M4c2j ;^$924`# 7#)2^4^4I <Î4$ 2x# M$#r 9@ [x@b^r# r^$924`# x#)2^4^4I ^4=@x)29^@4 9@ [^z@9$
rMx^4I 92v#]@== 24r z24r^4I @[#x29^@4$a jW# $Î4$ 2x# z@`29#r 2z@4I @4# @x T@9W $^r#$ @= 9W# xM4c2jn
24r 9W# ^4$`x^[9^@4 `@4$^$9$ @= 2 cW^9# 4M)#x2z @4 2 Tz2`v T2`vIx@M4ra jW# $Î4$ ^4r^`29# 9W#
r^$924`# x#)2^4^4I ^4 9W@M$24r$ @= =##9a
jW# r^$924`# x#)2^4^4I )2j T# Bt =9 z#$$ 9W24 $W@c4 @4 9W# $Î4a jW#x# ^$ 2 Bt =9 9@z#x24`# ^4 9W# $Î4
[z2`#)#49a <@)# $Î4$ )2j T# @)^99#r T#`2M$# 9W#j `244@9 )##9 9W^$ 9@z#x24`#a
!W#4 xM4c2j z#4I9W ^$ 4@9 24 #b#4 )Mz9^[z# @= Nttt =9n W2z= 9W# o2rr^9^@42z r^$924`#o ^$ 2rr#r 9@ 9W# =^x$9 24r z2$9
$Î4 [z2`#)#49a jW# #h2)[z# T#z@c ^$ =@x 2 19tt =9 xM4c2ja
p l?22?<?z <#z;?7<!zn _z4an N99Kn N99,a #qq 7_PXj< 7?<?7•?;a

30 DEC 05 INTRODUCTION 157
UNITED STATES INSTRUMENT RUNWAY MARKINGS

DISPLACED THRESHOLD MARKINGS AND MARKINGS FOR BLAST PADS AND STOPWAYS
© JEPPESEN SANDERSON, INC. 1992, 2005. ALL RIGHTS RESERVED.

158 INTRODUCTION 30 DEC 05

ENHANCED TAXIWAY CENTERLINE CHARACTERISTICS
AND RUNWAY HOLDING POSITION a. Taxiway centerline markings are modified begin-
MARKINGS ning 150 feet prior to the runway holding position
markings (where sufficient space is available)
with the addition of parallel dashed yellow lines
APPLICATION on both sides of the existing taxiway centerline.
The taxiway centerline markings prior to runway b. Existing holding position markings are extended
holding positions are being enhanced to provide pi- onto paved taxiway shoulders allowing them to
lots with a visual cue that they are approaching a be visible to pilots from the side windows of the
holding position. Runway holding position markings cockpit for many aircraft.
are also being extended onto the paved shoulders of c. Runway holding position signs may be painted
taxiways and may be accompanied by surface paint- on the surface of the taxiway on both sides of the
ed holding position signs. These new markings will taxiway centerline leading up to the runway hold-
be the standard for many major airports in the Unit- ing position marking (where sufficient space is
ed States. available), white numbers on red background.
END OF UNITED STATES AIRPORT SIGNS

AND INSTRUMENT RUNWAY MARKINGS
© JEPPESEN SANDERSON, INC. 2005. ALL RIGHTS RESERVED.

_zj7!;q4j_!z K, O?2 tF N1N
_4#! 7?4!xx?z;?; #_72!7j <_Pz<n 7qz!#( #z; j#&_!#( x#7n_zP<
x#z;#j!7( _z<j7q4j_!z <_Pz<
#[[z^`29^@4
# )24r29@xj ^4$9xM`9^@4 $Î4 ^r#49^=^#$ 2 z@`29^@4 T#j@4r cW^`W 24 2^x`x2=9 92h^^4I $W2zz 4@9 [x@`##r M4z#$$
2M9W@x^p#r Tj #j4a #9 M4`@49x@zz#r 2^x[@x9$n M$# 2[[x@[x^29# [x#`2M9^@4$ [x^@x 9@ [x@`##r^4Ia x24r29@xj
^4$9xM`9^@4 $Î4$ )2j ^4`zMr# xM4c2j r#$Î429^@4 $Î4$n `29#I@xj _n __ @x ___ W@zr^4I [@$^9^@4 $Î4$n xM4c2j]
W@zr^4I [@$9^@4 $Î4$ 24r z! ?zj7( $Î4$a 7M4c2j]W@zr^4I [@$^9^@4 )2xv^4I$ 2x# $M[[z#)#49#r 29 2
92h^c2j2xM4c2j @x 2 xM4c2j2xM4c2j ^49#x$#`9^@4 c^9W 2 xM4c2j r#$Î429^@4 $Î4a # xM4c2j r#$Î429^@4 $Î4 29
2 92h^c2j2xM4c2j ^49#x$#`9^@4 @x 2 xM4c2j2xM4c2j ^49#x$#`9^@4 c^zz T# $M[[z#)#49#r c^9W 2 z@`29^@4 $Î4 ^4 9W#
@M9T@2xr ]=2x9W#$9 =x@) 9W# 92h^c2j^ [@$^9^@4n 2$ 2[[x@[x^29#a # z! ?zj7( $Î4 ^$ [x@b^r#r cW#4 #49xj ^49@ 24
2x#2 ^$ [x@W^T^9#ra
q@`29^@4
# xM4c2j r#$Î429^@4 $Î4 29 2 92h^c2j2xM4c2j ^49#x$#`9^@4 @x 2 xM4c2j2xM4c2j ^49#x$#`9^@4 c^zz T# z@`29#r @4
#2`W $^r# @= 9W# xM4c2j]W@zr^4I [@$^9^@4 )2xv^4I =2`^4I ^49@ 9W# r^x#`9^@4 @= 2[[x@2`W 9@ 9W# xM4c2ja #
`29#I@xj _n __ @x ___ W@zr^4I [@$^9^@4 $Î4 c^zz T# z@`29#r @4 #2`W $^r# @= 9W# xM4c2j]W@zr^4I [@$^9^@4 )2xv^4I
=2`^4I ^49@ 9W# r^x#`9^@4 @= 9W# 2[[x@2`W 9@ 9W# `x^9^`2z 2x#2a # xM4c2j]W@zr^4I [@$^9^@4 $Î4 c^zz T# z@`29#r @4
#2`W $^r# @= 9W# xM4c2j]W@zr^4I [@$^9^@4 =2`^4I 9W# 2[[x@2`W 9@ 9W# @T$92`z# z^)^929^@4 $Mx=2`# @x _q<2xq<
`x^9^`2z2$#4$^9^b# 2x#2n 2$ 2[[x@[x^29#a
4W2x2`9#x^$9^`$
x24r29@xj ^4$9xM`9^@4 $Î4$ W2b# 2 x#r T2`vIx@M4rn c^9W cW^9# ^4$`x^[9^@4$a jW# ^4$`x^[9^@4$ @4 2 xM4c2j
r#$Î429^@4 $Î4 c^zz `@4$^$9 @= 9W# xM4c2j r#$Î429^@4$ @= 9W# ^49#x$#`9^4I xM4c2j [x@[#xzj @x^#49#r 9@ 9W#
b^#c^4I r^x#`9^@4a jW# ^4$`x^[9^@4$ @4 2 `29#I@xj _n __ @x ___ @x t@^49 __2___ W@zr^4I [@$^9^@4 $Î4 c^zz `@4$^$9 @= 9W#
xM4c2j r#$Î429@x =@zz@c#r Tj 4#j _n 4#j __ @x 4#j ___ 2$ 2[[x@[x^29#a jW# ^4$`x^[9^@4$ @4 2 xM4c2j]W@zr^4I
[@$^9^@4 $Î4 c^zz `@4$^$9 @= 9W# 92h^c2j r#$Î429^@4 24r 2 4M)T#xa
q?Oj <_;? 7_PXj <_;?
q!4#j_!z27qz!#( ;?<_Pz#j_!z 7qz!#( ;?<_Pz#j_!z2q!4#j_!z
7qz!#(]X!q;_zP 2!<_j_!z 7qz!#( ;?<_Pz#j_!z2

4#j?P!7( __ X!q;_zP 2!<j_!z
z! ?zj7(
q!4#j_!z27qz!#( ;?<_Pz#j_!z 7qz!#( ;?<_Pz#j_!z2q!4#j_!z
p l?22?<?z <#z;?7<!zn _z4an KttFa #qq 7_PXj< 7?<?7•?;a

N1K K, O?2 tF _zj7!;q4j_!z
_zO!7x#j_!z <_Pz<
#[[z^`29^@4
#4 ^4=@x)29^@4 $Î4 ^r#49^=^#$ 2 $[#`^=^` z@`29^@4 @x x@M9^4Ia _4=@x)29^@4 $Î4$ ^4`zMr#m r^x#`9^@4n z@`29^@4n
r#$9^429^@4n xM4c2j #h^9 24r xM4c2j b2`29#r $Î4$a # xM4c2j #h^9 $Î4 ^$ [x@b^r#r 9@ ^r#49^=j 2 xM4c2j #h^9a #
xM4c2j b2`29#r $Î4 ^$ [x@b^r#r cW#x# 9W# #h^9 92h^c2j W2$ 4@ `#49#xz^4# zÎW9$ 24r 9W#x# ^$ 2 4##r 9@ ^4r^`29#
z#2b^4I 9W# xM4c2jn 9W# _q<2xq< `x^9^`2z2$#4$^9^b# 2x#2a # r#$9^429^@4 $Î4 ^4r^`29#$ 9W# r^x#`9^@4 9@ 2 $[#`^=^`
r#$9^429^@4n $M`W 2$ `2xI@n I#4#x2z 2b^29^@4n #9à # `@)T^4#r z@`29^@4 24r r^x#`9^@4 $Î4 ^4r^`29#$ x@M9^4I
^4=@x)29^@4 [x^@x 9@ 2 92h^c2j ^49#x$#`9^@4a # r^x#`9^@4 $Î4 ^r#49^=^#$ 9W# r#$Î429^@4 24r r^x#`9^@4 29 2 92h^c2j
^49#x$#`9^@4a # z@`29^@4 $Î4 ^$ [x@b^r#r ^4 `@4tM4`9^@4 c^9W 2 xM4c2j r#$Î429^@4 $Î4 #h`#[9 29 2
xM4c2j2xM4c2j ^49#x$#`9^@4a
q@`29^@4
_4=@x)29^@4 $Î4$ 2x# z@`29#r @4 9W# z#=9]W24r $^r# @= 9W# 92h^c2j ^4 z^4# c^9W 9W# 92h^c2j ^49#x$#`9^@4 )2xv^4Ia
!W#x# 9W#x# ^$ 4@ 92h^c2j ^49#x$#`9^@4 )2xv^4I 9W# $Î4 ^$ ^4$92zz#r 29 z#2$9 Ft) 2c2j =x@) 9W# `#49#xz^4# @= 9W#
^49#x$#`9^4I 92h^c2ja # xM4c2j #h^9 $Î4 ^$ z@`29#r @4 9W# $2)# $^r# @= 9W# xM4c2j 2$ 9W# #h^9 ^$ z@`29#r ]â#a z#=9
@x xÎW9â # xM4c2j b2`29#r $Î4 ^$ z@`29#r 29 z#2$9 @4 @4# $^r# @= 9W# 92h^c2ja
4W2x2`9#x^$9^`$
#4 ^4=@x)29^@4 $Î4 @9W#x 9W24 2 z@`29^@4 $Î4 `@4$^$9$ @= 24 ^4$`x^[9^@4 ^4 Tz2`v @4 2 j#zz@c T2`vIx@M4ra #
z@`29^@4 $Î4 `@4$^$9$ @= 24 ^4$`x^[9^@4 ^4 j#zz@c @4 2 Tz2`v T2`vIx@M4ra # xM4c2j #h^9 $Î4 `@4$^$9$ @= 9W# #h^9
92h^c2j r#$Î429@x 24r 24 2xx@c ^4r^`29^4I 9W# r^x#`9^@4 9@ =@zz@ca # xM4c2j b2`29#r $Î4 r#[^`9$ 9W# xM4c2j]
W@zr^4I [@$^9^@4 )2xv^4I 2$ $W@c4 ^4 9W# #h2)[z# ^4 2299#x4 # ^4 9W# #h2)[z# M4r#x o7M4c2j]X@zr^4I 2@$^9^@4
x2xv^4I$oa jW# ^4$`x^[9^@4$ @4 2 r#$9^429^@4 $Î4 `@)[x^$# 24 2z[W2n 2z[W24M)#x^`2z @x 4M)#x^`2z )#$$2I#
^r#49^=j^4I 9W# r#$9^429^@4 [zM$ 24 2xx@c ^4r^`29^4I 9W# r^x#`9^@4 9@ [x@`##ra jW# ^4$`x^[9^@4$ @4 2 r^x#`9^@4 $Î4
`@)[x^$# 24 2z[W2n 2z[W24M)#x^`2z )#$$2I# ^r#49^=j^4I 9W# 92h^c2j]$^ [zM$ 24 2xx@c @x 2xx@c$ 2[[x@[x^29#zj
@x^#49#r 2$ $W@c4 ^4 9W# #h2)[z#a jW# ^4$`x^[9^@4$ @4 2 z@`29^@4 $Î4 `@)[x^$# 9W# r#$9^429^@4 @= 9W# z@`29^@4
92h^c2jn xM4c2j @x @9W#x [2b#)#49 9W# 2^x`x2=9 ^$ @4 @x ^$ #49#x^4Ia
z@9#m P#4#x2zzjn $Î4$ $W@Mzr T# zÎW9#r ^= 9W# xM4c2j @x 92h^c2j @4 cW^`W 9W#j 2x# ^4$92zz#r ^$ zÎW9#ra
q?Oj <_;? 7_PXj <_;?
;_7?4j_!z2q!4#j_!z2;_7?4j_!z
q!4#j_!z2;_7?4j_!z ;?<j_z#j_!z
q!4#j_!z27qz!#( •#4#j?; 7qz!#( •#4#j?;2q!4#j_!z
7qz!#( ?&_j 7qz!#( ?&_j
q!4#j_!z ;_7?4j_!z2q!4#j_!z2;_7?4j_!z2;_7?4j_!z
;_7?4j_!z2;_7?4j_!z2;_7?4j_!z2q!4#j_!z2;_7?4j_!z2;_7?4j_!z2;_7?4j_!z
_zj?7<?4j_!z j#n?]!OO

_zj7!;q4j_!z K, O?2 tF N1@
x#z;#j!7( _z<j7q4j_!z x#7n_zP<
#[[z^`29^@4
!W#x# ^9 ^$ ^)[x2`9^`2Tz# 9@ ^4$92zz 2 )24r29@xj ^4$9xM`9^@4 $Î4 2 )24r29@xj ^4$9xM`9^@4 )2xv^4I ^$ [x@b^r#r @4
9W# $Mx=2`# @= 9W# [2b#)#49a !W#x# @[#x29^@42zzj x#lM^x#rn $M`W 2$ @4 92h^c2j$ #h`##r^4I 1t) ^4 c^r9Wn 2
)24r29@xj ^4$9xM`9^@4 $Î4 )2j T# $M[[z#)#49#r Tj 2 )24r29@xj ^4$9xM`9^@4 )2xv^4Ia
q@`29^@4
jW# )24r29@xj ^4$9xM`9^@4 )2xv^4I ^$ z@`29#r @4 9W# z#=9]W24r $^r# @= 9W# 92h^c2j `#49#x z^4# )2xv^4I @4 9W#
W@zr^4I $^r# @= 9W# xM4c2j]W@zr^4I [@$^9^@4 )2xv^4Ia
4W2x2`9#x^$9^`$
x24r29@xj ^4$9xM`9^@4 )2xv^4I$ `@4$^$9 @= 24 ^4$`x^[9^@4 ^4 cW^9# @4 2 x#r T2`vIx@M4ra ?h`#[9 =@x 2 z! ?zj7(
)2xv^4In 9W# ^4$`x^[9^@4 [x@b^r#$ ^4=@x)29^@4 ^r#49^`2z 9@ 9W29 @= 9W# 2$$@`^29#r )24r29@xj ^4$9xM`9^@4 $Î4a #
z! ?zj7( )2xv^4I `@4$^$9$ @= 24 ^4$`x^[9^@4 ^4 cW^9# x#2r^4I z! ?zj7( @4 2 x#r T2`vIx@M4ra
j@ xM4c2j wt9w
N ) )4)
N ) )4)

N1F K, O?2 tF _zj7!;q4j_!z
7qz!#(]X!q;_zP 2!<_j_!z x#7n_zP<
#[[z^`29^@4 24r q@`29^@4

7M4c2j]W@zr^4I [@$^9^@4 )2xv^4I$ 2x# z@`29#r 29 xM4c2j W@zr^4I [@$^9^@4$a
4W2x2`9#x^$9^`$
#9 24 ^49#x$#`9^@4 @= 2 92h^c2j 24r 2 4@4][x#`^$^@4n 4@4]^4$9xM)#49 @x 92v#]@== xM4c2j @x cW#x# 2 $^4Iz#
xM4c2j]W@zr^4I [@$^9^@4 ^$ [x@b^r#r 29 24 ^49#x$#`9^@4 @= 2 92h^c2j 24r 2 [x#`^$^@4 2[[x@2`W `29#I@xj _n __n @x ___
xM4c2jn 9W# xM4c2j]W@zr^4I [@$^9^@4 )2xv^4I c^zz T# 2$ $W@c4 2$ ^4 [299#x4 #a !W#x# 9c@ @x 9Wx## xM4c2j]
W@zr^4I [@$^9^@4$ 2x# [x@b^r#r 29 $M`W 24 ^49#x$#`9^@4n 9W# xM4c2j]W@zr^4I [@$^9^@4 )2xv^4I `z@$#x 9@ 9W#
xM4c2j c^zz T# 2$ $W@c4 2$ ^4 [299#x4 #n 24r 9W# )2xv^4I$ =2x9W#x =x@) 9W# xM4c2j 2$ ^4 [299#x4 2a !W#x# 2
[299#x4 2 xM4c2j]W@zr^4I [@$^9^@4 )2xv^4I #h`##r$ 1t) ^4 z#4I9Wn 9W# 9#x) 4#j __ @x 4#j ___ 2$ 2[[x@[x^29# c^zz
T# )2xv#r @4 9W# $Mx=2`# 29 9W# #4r$ @= 9W# xM4c2j]W@zr^4I [@$^9^@4 )2xv^4Ia jW# xM4c2j]W@zr^4I [@$^9^@4
)2xv^4I r^$[z2j#r 29 2 xM4c2j2xM4c2j ^49#x$#`9^@4 c^zz T# [#x[#4r^`Mz2x 9@ 9W# `#49#xz^4# @= 9W# xM4c2j =@x)^4I
[2x9 @= 9W# $924r2xr 92h^x@M9#a jW# xM4c2j]W@zr^4I [@$^9^@4 )2xv^4I c^zz T# $W@c4 2$ ^4 [299#x4 2a
2299#x4 # 2299#x4 2
_zj?7x?;_#j? X!q;_zP 2!<_j_!z x#7n_zP<
#[[z^`29^@4 24r q@`29^@4

#4 ^49#x)#r^29# W@zr^4I [@$^9^@4 )2xv^4I ^$ r^$[z2j#r 29 24 ^49#x$#`9^@4 @= 9c@ [2b#r 92h^c2j$a _9 ^$ [@$^9^@4#r
2`x@$$ 9W# 92h^c2j `@^4`^r#49 c^9W 2 $9@[ T2x @x ^49#x)#r^29# W@zr^4I [@$^9^@4 zÎW9$n cW#x# [x@b^r#ra
4W2x2`9#x^$9^`$
#4 ^49#x)#r^29# W@zr^4I [@$^9^@4 )2xv^4I `@4$^$9$ @= 2 $^4Iz# Tx@v#4 j#zz@c z^4#a

30 DEC 05 INTRODUCTION 165
ICAO RECOMMENDED AIRPORT SIGNS, RUNWAY AND TAXIWAY MARKINGS

STOP BARS
APPLICATION
A stop bar is provided at every runway-holding posi-
tion when it is intended that the runway will be used
in RVR conditions less than 350m or between 350m
and 550m. A stop bar will be provided at an interme-
diate holding position to supplement markings with
lights or where normal stop bar lights might be ob-
scured.
LOCATION
Configuration A
Stop bars are located across the taxiway at the point
where it is desired that traffic stop. Additional lights
may be provided at the taxiway edge.
CHARACTERISTICS
Stop bars consist of lights spaced at intervals across
the taxiway, showing red in the intended direction of
approach to the intersection or runway-holding posi-
tion. Stop bars installed at a runway-holding position
will be unidirectional, showing red in the direction of
approach to the runway.
RUNWAY GUARD LIGHTS

Configuration B
APPLICATION
Runway guard lights, configuration A, are located at
each taxiway/runway intersection associated with a
runway intended for use in:
RVR conditions less than 550m where a stop bar is
not installed; and
RUNWAY MARKINGS
RVR conditions between 550m and 1200m where Runway markings are white.
traffic density is medium or low.
Configuration A or B or both will be provided at each
taxiway/runway intersection where the configuration
of the intersection needs to be enhanced, such as
on a wide throat taxiway.
LOCATION
Runway guard lights, configuration A, are located at
each side of a taxiway, whereas in configuration B
they are located across the taxiway.
CHARACTERISTICS
Runway guard lights are unidirectional flashing yel-
low lights.
© JEPPESEN SANDERSON, INC. 2004, 2005. ALL RIGHTS RESERVED.

166 INTRODUCTION 30 DEC 05
ICAO RECOMMENDED AIRPORT SIGNS, RUNWAY AND TAXIWAY MARKINGS

THRESHOLD MARKINGS RUNWAY CENTERLINE MARKINGS
APPLICATION AND LOCATION APPLICATION AND LOCATION

Threshold markings are provided at the threshold of A runway centerline marking is provided on a paved
a paved instrument and non-instrument runway in- runway along the centerline.
tended for use by international commercial air trans-
port. CHARACTERISTICS
CHARACTERISTICS Runway centerline markings consist of a line of uni-

formly spaced stripes and gaps. Stripes are normal-
Runway threshold markings consist of a pattern of ly 30m long, gaps 20m long.
longitudinal stripes of uniform dimensions disposed
symmetrically about the centerline of a runway. The
number of stripes shall be in accordance with the HIGH SPEED TAXIWAY TURN-OFF
runway width as follows: INDICATOR LIGHTS (HSTIL)
RUNWAY WIDTH NUMBER OF ICAO term is Rapid Exit Taxiway Indicator Lights
STRIPES (RETIL)
18m 4 APPLICATION
23m 6 HSTIL should be provided on a runway intended for
use in RVR conditions less than 350m and/or where
30m 8 traffic density is heavy.
45m 12
LOCATION
60m 16 A set of HSTIL shall be located on the runway on the
same side of the runway centerline as the associat-
Where a runway designator is placed within a ed high speed turn-off taxiway, in the configuration
threshold marking, there will be a minimum of three shown below.
stripes on each side of the runway centerline.
Stripes are at least 30m long.
CHARACTERISTICS
RUNWAY DESIGNATION MARKINGS HSTIL are fixed unidirectional yellow lights, aligned
so as to be visible to the pilot of a landing airplane in
the direction of approach to the runway.
APPLICATION AND LOCATION
Runway designation markings are located at the
thresholds of a paved runway.
CHARACTERISTICS
Runway designation markings consists of a two-digit
number located at the threshold. On parallel run-
ways each runway designation number is supple-
mented by a letter in the order from left to right when
viewed from the direction of approach.
Point of
tangency (328') (328') (328')
100m 100m 100m
(197')
60m
RETILs
2m
2m lateral
spacing 2m
2m
Runway centerline
© JEPPESEN SANDERSON, INC. 2005. ALL RIGHTS RESERVED.

_zj7!;q4j_!z K, O?2 tF N1,
7qz!#( j!q4X;!!z -!z? x#7n_zP<
#[[z^`29^@4
# 9@M`Wr@c4 p@4# )2xv^4I ^$ [x@b^r#r ^4 9W# 9@M`Wr@c4 p@4# @= 2 [2b#r [x#`^$^@4 2[[x@2`W xM4c2j 24r 24r
4@4][x#`^$^@4 2[[x@2`W xM4c2j @x 4@4]^4$9xM)#49 xM4c2j cW#x# 2rr^9^@42z ^r#49^=^`29^@4 @= 9W# 9@M`Wr@c4
p@4# ^$ x#lM^x#ra
q@`29^@4 24r 4W2x2`9#x^$9^`$

# 9@M`Wr@c4 p@4# )2xv^4I $W2zz `@4$^$9 @= [2^x$ @= x#`924IMz2x )2xv^4I$ $j))#9x^`2zzj r^$[@$#r 2T@M9 9W#
xM4c2j `#49#xz^4# c^9W 9W# 4M)T#x @= [2^x$ x#z29#r 9@ 9W# z24r^4I r^$924`# 2b2^z2Tz# ]q;#â
# 9@M`Wr@c4 p@4# )2xv^4I $W2zz `@4=@x) 9@ #^9W#x @= 9W# 9c@ xM4c2j [299#x4$ $W@c4 T#z@ca
q;# @x ;_<j#z4? 2?j!??z jX7?<X!q;< 2#_7]<^ @= x#7n_zP<

q#$$ 9W24 9tt) N
q#$$ 9W24 NKtt) TM9 4@9 z#$$ 9W24 9tt) K
q#$$ 9W24 NBtt) TM9 4@9 z#$$ 9W24 NKtt) @
q#$$ 9W24 KFtt) TM9 4@9 z#$$ 9W24 NBtt) F
KFtt) @x )@x# 1
7qz!#( #_x_zP 2!_zj x#7n_zP<
#[[z^`29^@4
#4 2^)^4I [@^49 )2xv^4I c^zz T# [x@b^r#r 29 #2`W 2[[x@2`W #4r @= 2 [2b#r ^4$9xM)#49 @x 4@4]^4$9xM)#49
xM4c2ja
q@`29^@4 24r 4W2x2`9#x^$9^`$

#4 2^)^4I [@^49 )2xv^4I `@4$^$9$ @= 9c@ `@4$[^`M@M$ $9x^[#$ ^4 `@4=@x)^9j c^9W 9W# r^)#4$^@4$ $W@c4 =@x 9W#
xM4c2j [299#x4$ ^4 9W# #h2)[z# $W@c4 M4r#x o7M4c2j j@M`Wr@c4 -@4# 24r #^)^4I 2@^49 x2xv^4I$oa

N1+ K, O?2 tF _zj7!;q4j_!z
7qz!#( j!q4X;!!z -!z? #z; #_x_zP 2!_zj x#7n_zP<

]`@49^4M#r^

_zj7!;q4j_!z K, O?2 tF N19
7qz!#( <_;? <j7_2? x#7n_zP
#[[z^`29^@4
7M4c2j $^r# $9x^[# )2xv^4I$ 2x# [x@b^r#r T#9c##4 9W# 9Wx#$W@zr$ @= 2 [2b#r xM4c2j cW#x# 9W#x# ^$ z2`v @=
`@49x2$9 T#9c##4 9W# xM4c2j #rI#$ 24r 9W# $W@Mzr#x$a 7M4c2j $^r# $9x^[# )2xv^4I$ 2x# [x@b^r#r @4 [x#`^$^@4
2[[x@2`W xM4c2j$a
q@`29^@4 24r 4W2x2`9#x^$9^`$

7M4c2j $^r# $9x^[# )2xv^4I$ `@4$^$9 @= 9c@ $9x^[#$n @4# [z2`#r 2z@4I #2`W #rI# @= 9W# xM4c2j 4@ )@x# 9W24
@t) =x@) 9W# xM4c2j `#49#xz^4# x#I2xrz#$$ @= 9W# xM4c2j c^r9Wa
;_<2q#4?; jX7?<X!q; x#7n_zP<
4q!<?; 7qz!#(<n j#&_!#(< !7 2#7j< jX?7?!O
#[[z^`29^@4 24r q@`29^@4

# `z@$#r )2xv^4I c^zz T# r^$[z2j#r 29 #2`W #4r @= 2 xM4c2j @x [@x9^@4 9W#x#@=n r#`z2x#r [#x)24#49zj `z@$#r 9@
M$# Tj 2zz 2^x`x2=9a #rr^9^@42zzjn )2xv^4I$ 2x# [z2`#r $@ 9W29 9W# )2h^)M) ^49#xb2z T#9c##4 9W# )2xv^4I$ r@#$
4@9 #h`##r @tt)a !4 2 92h^c2jn 2 `z@$#r )2xv^4I $W2zz T# [z2`#r 29 z#2$9 29 #2`W #4r @= 2 92h^c2j @x [@x9^@4
9W#x#@= 9W29 ^$ `z@$#ra
4W2x2`9#x^$9^`$
jW# `z@$#r )2xv^4I ^$ $W2[#r z^v# 2 `x@$$a jW# )2xv^4I ^$ cW^9# cW#4 r^$[z2j#r @4 2 xM4c2j 24r j#zz@c cW#4
r^$[z2j#r @4 2 92h^c2ja
z!z q!#;]2?#7_zP <q7O#4?<
jW# T@M4r2xj T#9c##4 z@2r]T#2x^4I $Mx=2`#$ 24r 4@4 z@2r]T#2x^4I $Mx=2`#$n $M`W 2$ $W@Mzr#x$ =@x 92h^c2j$n
W@zr^4I T2j$n 2[x@4$ 24r @9W#x 4@4 z@2r]T#2x^4I $Mx=2`#$ cW^`Wn ^= M$#rn )ÎW9 x#$Mz9 ^4 r2)2I# 9@ 9W# 2^x`x2=9
2x# ^4r^`29#r Tj 2 92h^ $^r# $9x^[#a jW^$ )2xv^4I `@4$^$9$ @= 2 [2^x @= $@z^r z^4#$ 9W# $2)# `@z@x 2$ 9W# 92h^c2j
`#49#xz^4# )2xv^4Ia

N,t K, O?2 tF _zj7!;q4j_!z
27?]jX7?<X!q; #7?# x#7n_zP ]4X?•7!z x#7n_zP^
!W#4 9W# [2b#r $Mx=2`# [x^@x 9@ 9W# 9Wx#$W@zr #h`##r$ 1t) ^4 z#4I9W 24r ^$ 4@9 $M^92Tz# =@x M$# Tj 2^x`x2=9n 9W#
#49^x# z#4I9W c^zz T# )2xv#r c^9W 2 `W#bx@4 )2xv^4I ][x#=#x2Tzj j#zz@c^ [@^49^4I ^4 9W# r^x#`9^@4 @= 9W# xM4c2j
9Wx#$W@zra
jX7?<X!q;
27?]jX7?<X!q; #7?#
7qz!#(
4?zj?7q_z?
?z; !O _4#! 7?4!xx?z;?; #_72!7j <_Pz<n 7qz!#( #z; j#&_!#( x#7n_zP<

25 AUG 17 INTRODUCTION 171 q$i
CHART LEGEND - EASA AIR OPS AERODROME OPERATING MINIMUMS (AOM)

Publication of minimums does not constitute authority for their use by all operators. Each individual
operator must obtain appropriate approval for their use.
1. GENERAL NOTE: Most of the samples in this document are

The inverted “Standard” label in the upper left cor- intended to illustrate only the relevant information of
ner of the minimums box indicates that the minimums the related paragraph. Other sections (like circling
are based on EASA AIR OPS and State Minimums, if minimums) within the samples are intentionally left
provided. They are not compared against other con- blank.
cepts like ECOMS. For a detailed excerpt of EASA
AIR OPS minimums refer to Jeppesen ATC-Chap-
2. TAKE-OFF MINIMUMS
ter "AERODROME OPERATING MINIMUMS - EASA Low visibility take-off operations below a visibility
AIR OPERATIONS". of 800m require that the operator verifies that Low
Visibility Procedures (LVP) or equivalent procedures
Jeppesen charted minimums are not below any have been established and are in force.
State-provided minimums. RVR/CMV/VIS values
are shown in measuring units as reported by the Jeppesen charts the lowest possible take-off mini-
governing agency. mums (including LVTO) because the LVP information
is not always published in the AIP.
AOM for take-off and landing are either shown on
Jeppesen instrument approach or aerodrome charts Only if there is a clear statement within the AIP that
or on a separate minimums listing. LVP are not available for the specific airport, the take-
off minimum will be charted as RVR 550m VIS 800m
Landing minimums will be shown as RVR, as pro- (or higher State value).
vided within the EASA tables.
The multiple RVR requirement means, that the
A Visibility, prefixed "VIS", will only be charted if a VIS required RVR value must be achieved for all of the
value is published as State minimum. relevant RVR reporting points (touchdown zone,
A Converted Meteorological Visibility, prefixed mid and rollout end of runway), except for the initial
“CMV”, will only be charted if a CMV value is part, which can be determined by pilot assessment.
published as State minimum. Approved operators may reduce their take-off mini-
mums to RVR 75m with an approved lateral guidance
Take-off minimums are shown as RVR, or without pre- system and if the runway is protected for CAT III land-
fix if they are either RVR or VIS. ing operations and equivalent facilities are available.
A Visibility, prefixed "VIS", will only be charted for Jeppesen charts a take-off RVR of 75m only if the
take-off if a VIS value is published as State minimum. runway is approved for CAT IIIB operations with RVR
Circling minimums without prefix are always visibili- 75m.
ties. Night operations always require runway end lights.
For separate minimums listings (like 10-9S pages) This is not indicated in the take-off minimums box.
RVR, CMV and VIS are abbreviated as “R”, “C” and
“V”.
Sample of Take-off Minimums
1484734858953
3. CIRCLING MINIMUMS
Circling minimums are only charted if a circling
OCA(H) or MDA(H) is provided by the procedure
source. Otherwise, the circling box is removed. If
circling is not authorized by the procedure source,
it will be noted in the Briefing Strip header. Where
straight-in minimums are higher than circling min-
imums (DH/MDH or RVR/VIS), a note is added to
remind the pilot that the higher straight-in minimums
have to be used.
q$z
© JEPPESEN, 2008, 2017. ALL RIGHTS RESERVED.

172 INTRODUCTION 25 AUG 17
CHART LEGEND - EASA AIR OPS AERODROME OPERATING MINIMUMS (AOM) q$i
Sample of Circling Minimums Normally, only CDFA minimums are shown. They
are identified by the use of a DA/MDA(H) label.
Jeppesen does not apply an add-on when pub-
lishing a DA/MDA(H) for a CDFA non-precision
approach, because this depends on operator
specific factors.
The CDFA condition will always be identified by the
term ‘CDFA” above the DA/MDA(H) label.
Non-CDFA minimums are shown in exceptional
cases and identified by an MDA(H) label. The
MDA(H) label is also charted if the State explicitly
publishes an MDA(H) on procedure source instead of
an OCA(H). The non-CDFA condition will always be
1484567554702
identified by the term ‘non-CDFA” above the MDA(H)
label.
4. NON-PRECISION APPROACH
MINIMUMS AND CHART PROFILE Sample of Non-precision Minimums (CDFA)
VIEW
According to the EASA AIR OPS requirements for
Commercial Air Transport Operations (Part CAT),
all non-precision approaches shall be flown using
the continuous descent final approach (CDFA)
technique with decision altitude (height), and the
missed approach shall be executed when reaching
the DA(H) or the missed approach point (MAP),
whichever occurs first. The lateral part of the missed
approach procedure must be flown via the MAP
unless stated otherwise in the procedure.
Jeppesen criteria for charting of CDFA or non-CDFA
minimums are based on AMC1 CAT.OP.MPA.115 1484567554702
Approach flight technique – aeroplanes.
Sample of Non-precision Minimums (CDFA + non-CDFA)
1484567554702
The profile depiction will be modified to show the

continuous descent track on final approach. Source-
published minimum altitudes will be shown as seg-
ment minimum altitudes in the profile (grey shaded
box). These minimum altitudes are typically provided
for obstacle clearance and must not be violated to
remain clear of obstacles or terrain.
If not published by the procedure source, a table
depicting distance vs altitude or DME vs altitude
information will be calculated by Jeppesen and
shown above the profile view.
The missed approach pull-up arrow is shown at the
point where the decision height is reached. There is
no level segment depicted prior to the MAP, the MAP
symbol is shown at the same position as published
by the procedure source.
q$z

25 AUG 17 INTRODUCTION 173
CDFA depiction (profile view)
1484567554702
In exceptional cases it may be necessary to include

both, CDFA and non-CDFA flight path. In this case, a
level segment is shown prior to the missed approach
point and the pull-up arrow is shown at the MAP to
depict the non-CDFA procedure.
CDFA and non-CDFA depiction (profile view)
1484567554702
5. CAT I PRECISION AND APV d. for APV operations to runways with FALS and
APPROACH MINIMUMS TDZ and CL when using an approved head-up
display (HUD).
An RVR of less than 750m may be used:
NOTE: A conversion of reported meteorological vis-
a. for CAT I operations to runways with FALS and
ibility to CMV should not be used for any RVR min-
TDZ and CL, or
imum less than 800m. In this case a minimum VIS
b. for CAT I operations to runways with FALS but of 800m applies for the procedure. A charted “RVR
without TDZ and/or CL when using an approved XXXm” (any RVR below 800m) have to be understood
head-up guidance landing system (HUDLS) or as “RVR XXXm or VIS 800m”.
an equivalent approved system, or
The European States publish more and more LPV
c. for CAT I operations to runways with FALS but (SBAS CAT I) procedures. To clearly differentiate
without TDZ and/or CL when conducting a cou- between the CAT I and APV operations, the terms
pled or flight-director-flown approach to decision “LPV CAT I” and “LPV” are used in the minimums
height, or box.
Sample of CAT I Minimums (FALS + TDZ + CL)
1484734858953
q$z

The note “W/o HUD/AP/FD: RVR 750m” indicates

that the use of HUD or autopilot or flight director is
required if TDZ or CL are not available. Otherwise the
RVR is 750m.
Sample of CAT I Minimums (FALS, no TDZ and/or no CL)
1484567554702
The note “W/o HUD/AP/FD: RVR 750m” indicates

that the use of HUD or autopilot or flight director is
required for the charted RVR. Otherwise the RVR is
750m.
Sample of CAT I Minimums (IALS)
1484567554702
Sample of APV Minimums (FALS + TDZ + CL)
1484567554702
q$z

25 AUG 17 INTRODUCTION 175
The RVR is 750m. The RVR could only be reduced

to 550m if TDZ and CL are operational and a HUD is
used.
Sample of APV Minimums (FALS, no TDZ and/or no CL)
1484734858953
6. LOWER THAN STANDARD The minimum RVR is 300m.

CAT I MINIMUMS EASA operators: For category D it is required to con-
Operators must be approved by their authority to duct an autoland. Otherwise, the minimum RVR is
conduct lower than standard CAT I operations. For 350m; however, this value is not charted on Standard
approved operators, tailored charts will be created Jeppesen charts.
on customer request only.
For US operators: Autoland or HUD to touchdown are
7. CAT II PRECISION APPROACH required.
MINIMUMS
Minimums are applicable to EASA AIR OPS
approved operators as well as to FAR 121 operators
and those applying U.S. Operations Specifications
(Ops Specs).
Sample of CAT II Minimums
1484567554702
q$z

8. OTHER THAN STANDARD CAT II

PRECISION APPROACH MINIMUMS
Other Than Standard CAT II minimums will only be
published if the procedure is approved for it by the
aerodrome’s Civil Aviation Authority. Charting is sim-
ilar to standard CAT II minimums. An RVR of 400m or
below can only be used if CL are available.
Sample of other than Standard CAT II Minimums (FALS + CL)
1484567554702
Sample of other than Standard CAT II Minimums (FALS, no CL)
1484567554702
9. CAT III PRECISION APPROACH

MINIMUMS
Only CAT IIIA minimums are charted on Standard
charts within the EASA AIR OPS application area.
The DH 50’ value is charted based on customer input
and does not necessarily mean that the pilot has to
use this value as decision height. There is no State
within Europe publishing a specific DH value for CAT
IIIA operations as State required minimum.
RVR 200m, as the minimum RVR for CAT IIIA oper-
ations according to EASA Air OPS, is charted unless
a higher value is required by the State of the aero-
drome.
Pilots have to check the Flight Operations Manual (or
similar documents) for their specific approvals.
10. AERODROME MINIMUMS LISTING

On customer request, the EASA AIR OPS minimums
may be made available on a minimums listing page.
The listings are indexed as 10-9S/10-9S1, 20-9S/20-
9S1, etc.
TERPS change 20 was harmonized with the EASA
minimum tables for CAT I, APV and NPA (CAT C and
D aircraft only). Those procedures with the TERPS
label are therefore EASA AIR OPS compliant and a
10-9S page is normally not required.
q$z

10 FEB 17 INTRODUCTION 177
Sample of 10-9S chart
1484567554702
11. DEPICTION OF EASA AIR c. If only VIS is charted, the reported VIS has to be
OPS AOM IN CASE OF EXISTING used without conversion.
STATE MINIMUMS d. If CMV is charted, the pilot converts a reported
VIS and compare this value against the charted
If State minimums are officially published, the depic-
CMV.
tion of AOM may differ from the standard depiction
where all values are expressed as RVR or VIS.
a. If RVR and VIS are charted together, the RVR
value is compulsory. If no RVR is reported, the
reported VIS has to be used without conversion.
b. No prefix is charted if RVR and VIS is identical.
The reported RVR is compulsory. If no RVR is
reported, the reported VIS has to be used with-
out conversion.
q$z

4 MAR 16 INTRODUCTION 179 q$i
VISUAL DOCKING GUIDANCE SYSTEMS (VDGS)

PARKING AND DOCKING SYSTEMS
GENERAL DESCRIPTION
Visual Docking Guidance Systems (VDGS), sometimes referred to as Nose-in Docking Guidance Systems
or Stand Entry Guidance Systems (SEG), provide centerline and/or stopping guidance for the precise
positioning of the aircraft on a stand. Systems that provide stop guidance only are often combined with
centerline guidance systems.
Where selective operation is possible, the system provides an identification of the selected aircraft type - PIC
(pilot-in command - on the left seat) shall check the current aircraft type.
The centerline guidance unit is aligned to the PIC too.
NOTE 1: Where ground handling personnel is not present on the stand, pilot should not assume, that a
stand is safe to enter simply because the stand (A)VDGS is active or lit. If the pilot has any doubt about
the position of any equipment on or near to the stand, the aircraft should be stopped immediately and
assistance should be requested.
NOTE 2: An aircraft should not be taxied onto a (A)VDGS equipped stand, when the guidance system is
switched off or appears inactive. Except under the guidance of a marshaller.
NOTE 3: The (A)VDGS will be activated when the all necessary equipment is working and is safe for use by
the type of aircraft assigned.
SYSTEMS PROVIDING CENTERLINE AND

STOPPING GUIDANCE IN CONJUNCTION
Aircraft Parking and Information System
(APIS/APIS++)
APIS/APIS++ is designed to be used from left pilots position and combines both alignment and stopping
signals in one visual display mounted at the extension of the stand centerline at flight deck height ahead
of the pilot.
The elements of the display as illustrated below are as follows:
a. An alphanumeric yellow dot matrix element displayed in the upper portion of the unit indicating as
appropriate, any of the signals illustrated.
b. A yellow dot matrix progress strip element displayed on the lower left side of the unit indicating progress
of the aircraft over the last 16.2m of the approach to the stop position.
c. The azimuth guidance element consists of a yellow moire pattern signal providing directional guidance
to the pilot in relation to the stand centerline.
Prior to entering the stand the pilot must ensure that the following signals are displayed:
a. correct aircraft type;
b. correct stand number.
NOTE: Abort docking if display shows STOP or wrong aircraft type/series, or if the azimuth guidance display
is not activated.
q$z
© JEPPESEN, 2016. ALL RIGHTS RESERVED.

180 INTRODUCTION 4 MAR 16
VISUAL DOCKING GUIDANCE SYSTEMS (VDGS) q$i
APIS++
1456143839167
Burroughs Optical Lens Docking

Systems (BOLDS)
The BOLDS installation is mounted at pilot eye level and provides centerline and stop guidance. Centerline
guidance is presented as a vertical bar of white light which is divided into 2 parts:
a. the upper part is fixed;
b. the lower part moves left/right to indicate that aircraft is left/right of centerline.
The equipment calibration is restricted to certain aircraft types which are displayed on the right side of the
screen. This part is the stop guidance and consists of a vertical bar within which a white light bar (‘stop cue’)
moves up or down. When the ‘stop cue’ is horizontally aligned with the specific aircraft type, the aircraft is
at the correct stopping point.
q$z

1454314466737
Honeywell Advanced Visual Docking

Guidance System
The docking system is based on a video system. The following sequence of events identifies how a pilot
would use this system to dock an aircraft at this gate.
Gate ready for docking:

Aircraft type and gate number are alternated in a
flashing sequence across the top of display board.
1454314466737
Aircraft detected:
When the aircraft is detected, only the aircraft type
is displayed steady across the top of the display. At
this point, distance to gate will be measured in such
increments:
– 30m to 20m - 5m steps;
1454314466737
– 1m to stop - 0.2m steps.
Aircraft is right of centerline:
Correction left is required.
1454314466737
q$z

182 INTRODUCTION 12 FEB 16
Aircraft is left of centerline:

Correction right is required.
1454314466737
Aircraft is on centerline:
10m to final stop position.
CAUTION: Approach slowly to final stop position.
1454314466737
Aircraft is on centerline:
0.4m to final stop position, prepare to stop the aircraft.
1454314466737
STOP:
Stop now, docking point reached.
ONBLOCK STOP:
Docking procedure finished completely.
1454314466737
OK:
Docking point reached. Successful docking.
1454314466737
STOP TOO FAR:

Aircraft has gone beyond docking position.
1454314466737
ESTOP (emergency stop):

Stop aircraft immediately, wait for docking instructions
from Apron Control to resume docking procedure.
1454314466737
q$z

4 MAR 16 INTRODUCTION 183
INOGON Airpark Stop and Centerline System
The INOGON Airpark Stop and Centerline Systems are based on the same technology used for the centerline
guidance in the APIS and APS. The beacon observed by the pilot indicates, in the form of arrows, the
direction in which he should steer and when the correct STOP position is reached.
1454314466737
Nose-in Guidance System Australia (NIGS)
The system contains 5 elements:

a. position identification light;
b. aerobridge retracted indicator;
c. centerline guidance light;
d. side marker board;
e. side marker light.
Aircraft should use the following elements for docking:
q$z

Aircraft Types Centerline Stop

International Indication Indication
All types except wide body Lower centerline guidance light Side marker board
B767, A300, DC10 Intermediate centerline guidance Side marker board
light
B747 Upper centerline guidance light Side marker light
NOTE 1: Some international docking positions are not equipped for wide bodied aircraft and hence only
one centerline guidance light (lower) is provided.
NOTE 2: Heights of centerline guidance lights are as follows: lower - up to 5m, intermediate - 5 to 7.5m,
upper - above 7.5m.
1454314466737
The second NIG System contains the following 3 elements:

a. position identification light;
b. centerline guidance light;
c. stopping position indicator.
1456143839167
q$z

1454314466737
Side Marker Light (SML) - B747 only
The SML provides the pilot of a Boeing 747 with a longitudinal stopping position. It is mounted at a height of
9m. As the pilot approaches the aerobridge, he will observe the following sequence of signals from the SML:
a. A preliminary ‘dull’ green light can be seen through the arrow-shaped aperture at the front of the SML
unit. This indicates the location of the signal. The initial indication may be seen at an early stage of the
docking approach, and the intensity gradually increases as the aircraft proceeds.
b. At 3.7m from the stopping position a more intense and definite green signal begins to replace the
preliminary indication. When this signal becomes a full arrow the pilot is approximately 1.8m from the
stopping position. As the pilot approaches the stopping position, the arrowhead reduces in size thus
providing rate of closure information.
c. By the time the stopping position is reached, the arrowhead has completely diminished and 2 white bars
appear indicating that the correct stop position has been reached.
d. If the pilot proceeds further, a single red bar will replace the 2 white ones indicating that he has overshot
and must stop immediately.
1454314466737
Position Identification Light
The position identification light indicates the number of the docking position. It shows white numerals on a
black background by day and numerals outlined in green neon tubing at night.
Aerobridge Retracted Indicator:
a. Two lights, one green and one red, are fited on the face of the head section of aerobridge. Only one of
these lights will be on at any one time.
b. The green light indicates that the aerobridge is in its fully retracted position and the pilot may proceed to
dock the aircraft.
c. The red light indicates that the aerobridge is not fully retracted or that an element of the visual guidance
system is unserviceable. The pilot is advised to wait until the green light is on before proceeding towards
the docking position.
q$z

RLG Automated Docking System
The RLG Automated Guide-in Docking System consists of a display and a set of sensors installed in the
apron surface. The system is aligned with the left pilot’s seat only.
The system is ready for use when:
a. the aircraft type is shown on the digital display:
b. the pair of green lights is switched on;
c. the green vertical light bar is switched on.
The pilot should be aware that the correct type of aircraft is displayed before using the system.
The centerline guidance is provided by means of 3 vertical bars:
– Visibility of the green bar only means that the aircraft is on the centerline.
– Visibility of the green and the left red bar means that the airaft is left of the centerline; turn right.
– Visibility of the green and the right red bar means that the aircraft is right of the centerline; turn left.
The guidance of the aircraft to the stop point is performed on the basis of 3 pairs of lights. When the yellow
lights become active the taxi speed of the aircraft should immediately be reduced to the minimum taxi speed.
The braking action should be commenced immeditely after the red lights become active.
Azimuth Guidance
1447148249703
Stopping Guidance
1447148249703
q$z

1447148249703
RLG GIS206-2 Automated Guide-in System
The RLG GIS206-2 laser guided docking system utilizes 2-axis laser scanning technique to track both the
lateral and longitudinal positions of the incoming aircraft. This 3-D approach allows the system to identify the
incoming aircraft and check it against the one selected by the operator. If the incoming aircraft fails to match
the expected aircraft, an NO ID indication is immediately issued to both the pilot and the copilot.
Aircraft type, continuous closing distance, and azimuth guidance, etc., are presented on a single console
clearly visible to both the pilot and copilot, simultaneously.
The system is operated only in the automatic mode. When the system fails, the aircraft must then be
marshalled into the stand manually.
1447148249703
q$z

Green light bar illuminates, the aircraft is on centerline.

Keep straight ahead.
1447148249703
If red light bar appears on the left side of the green

light bar, the aircraft is off centerline to left. It should
be moved rightwards.
1447148249703
If red light bar appears on the right side of the green

light bar, the aircraft is off centerline to right. It should
be moved leftwards.
1447148249703
Safety measures:
Pilot must stop the aircraft immediately if he or she sees that:
– the docking system is not activated;
– NO ID is displayed;
– the word STOP is displayed.
When using the automated docking system, the pilot must taxi into the aircraft stand at minimum speed. The
system will display SLOW if the aircraft taxi speed is too fast for reliable detection. To avoid overshoot, the
pilot is advised to approach the stop position slowly and observe the closing rate information displayed.
Closing information is displayed both as digital readout and in the form of progress meter. Pilot should stop
the aircraft immediately when seeing the STOP indication or when signaled by the marshaller. The system
will indicate any overshoot by displaying 2FAR.
SAFEDOCK Docking Guidance System
Safety procedures:
a. General warning.
The SAFEDOCK DGS has a built-in error detection program to inform the aircraft pilot of impending
dangers during the docking procedure. If the pilot is unsure of the information, being shown on the DGS
display unit, he/she must immediately stop the aircraft and obtain futher information for clearance.
b. Item to check before entering the stand area.
WARNING: The pilot shall not enter the stand area, unless the docking system first is showing the
vertical running arrows. The pilot must not proceed beyond the bridge, unless these arrows have been
superseded by the closing rate bar.
The pilot shall not enter the stand area, unless the aircraft type displayed is equal to the approaching
aircraft. The correctness of other information, such as DOOR 2, shall also be checked.
c. The SBU message.
The message STOP SBU means that docking has been interrupted and has to be resumed only by
manual guidance. Do not try to resume docking without mannual guidance.
q$z

4 MAR 16 INTRODUCTION 189
Start of docking:
The system is started by pressing one of the aircraft
type buttons on the operator panel. When the button
has been pressed, WAIT will be displayed.
1447148249703
Capture:
The floating arrows indicate that the system is
activated and in capture mode, seaching for an
approaching aircraft.
It shall be checked that the correct aircraft type is
displayed. The lead-in line shall be followed.
The pilot mut not proceed beyond the bridge, unless
the arrows have been superseded by closing rate bar.
1447148249703
Tracking:
When the aircraft has been caught by the laser, the
floating arrow is replaced by the yellow centerline
indicator.
A flashing red arrow indicates the direction to return.
The vertical yellow arrow shows the position in relation
to the centerline. This indicator gives correct position
and azimuth guidance.
1447148249703
Closing rate:
Display of digital countdown will start when the aircraft
I 66ft (20m) from stop position.
When the aircraft is less than 39ft (12m) from the stop
position, the closing rate is indicated by turning off one
row of the centerline symbol per 2ft (0.5m), covered
by the aircraft. Thus, when the last row ist turned off,
2ft (0.5m) remains from stop.
1447148249703
Aligned to center:
The aircraft is 26ft (8m) from the stop position. The
absence of any direction arrow indicates an aircraft on
the centerline.
1447148249703
Slow down:
If the aircraft is approaching faster than the accepted
speed, the system will show SLOW DOWN as a
warning to the pilot.
1447148249703
q$z

1456143839167
SAFEGATE Docking System
The SAFEGATE docking display is aligned for interpretation from the left pilot’s seat only and provides
centerline and stop guidance.
q$z

1454314466737
1454314466737
Docking maneuver:
a. Line-up to center aircraft symbol with green reference bar.
b. Check aircraft type displayed (flashing).
c. Check green bottom lights (flashing). When nosegear passes over first sensor, aircraft type display and
green bottom lights will both change from flashing to steady.
d. Green closing rate lights will move upwards in relation to actual aircraft speed.
e. At 1m before the stop position, yellow lights will illuminate.
f. Reaching the stop position, all 4 red lights will illuminate concurrent with the displayed command STOP.
If correctly positioned, OK will be displayed.
g. Beyond 1m of the nominal stop position, a warning will be displayed TOO FAR (flashing).
h. Emergency stop: All 4 red stop position lights and STOP will flash.
SYSTEMS PROVIDING CENTERLINE

GUIDANCE ONLY
Azimuth Guidance for Noise-in Stands (AGNIS)
AGNIS provides stand centerline alignment guidance and is normally used in conjunction with marker boards,
lines or mirrors, which provide stopping guidance separately. The AGNIS indicator is mounted at pilot eye
level beneath the stand number and is aligned for interpretation from the left pilot’s seat only. The unit displays
2 closely spaced vertical light bars in red and/or green light in such a manner that the pilot sees either:
Green = aircraft on centerline

Red/green = aircraft to the left of centerline
Green/red = aircraft to the right of centerline
NOTE: Always turn towards the green.
q$z

1447148249703
CAUTION: The AGNIS guidance unit does NOT provide a stopping signal. The type of stopping
guidance used in conjunction with AGNIS will be indicated (e.g. Parallax Aircraft Parking Aid [PAPA])
above or adjacent to the AGNIS.
In some cases a black base board is attached to the face of the pier under the AGNIS. In case of system
unserviceability, a STOP SHORT sign is displayed to the aircraft immediately. Use caution and follow
marshaller’s signals as appropriate.
AGNIS may be supported by one of the following aids:
– PAPA;
– Mirror.
SYSTEMS PROVIDING STOP

GUIDANCE ONLY
Mirror System
The Mirror System consists of a mirror mounted to the left of the stand centerline and facing the approaching
aircraft. The mirror is angled so that the pilot in the left hand seat can see the reflection of the aircraft nose
wheel during the last few meters of the parking maneuver. The correct stopping position is indicated by aircraft
type designators painted in mirror image on the apron surface. As the aircraft approaches, the pilot is able
to see in the mirror a reflection of the aircraft nose wheel and an appropriate designator where the aircraft
should be stopped. A yellow javelin headed arrow may be used as the designator, with the aircraft type given.
Parallax Aircraft Parking Aid (PAPA)
The system is designated for use from the left pilots position. This aid is normally positioned to the right side
of the stand centerline and indicates the correct forward stopping position by employing a black board marked
with white vertical lines bearing aircraft type identification labels and in which a horizontal slot has been cut.
A short distance behind the slot is a vertically mounted white fluorescent light tube.
The accuracy of this system depends on the accuracy of the of stand centerline.
Aircraft type line indicates the stop point. An alternative layout is illustrated also, where the board is not
provided with a slot and the tube is mounted in front of it. The method of use is identical.
q$z

1454314466737
WARNING:
Under certain daylight conditions difficulty may be experienced in observing the fluorescent tube through
the slot.
Side Marker Board (SMB)
The SMB consists of a white base board on the pier side of the air jetty and vertical slats mounted on the
face of the base board. It stands parallel to the stand centerline flush with the head of the air jetty in its
retracted position.
The edge of each slat is black, the side facing the taxiway is green, and the side facing the pier is red. Each
slat has a name tab(s) attached at appropriate pilot eye level to indicate the aircraft type(s) to which the slat
applies.As the pilot catters the stand, the slat bearing tab appropriate to his aircraft type presents the green
side. As the pilot approaches, the green side will appear to become narrower, and when the correct stop
position is reached, pilot will see the black edge only. If the correct stop position is passed, the red side of the
slat will come into view. It is advisable to approach the stopping position slowly.
The DC9 aircraft, which stops with the pilot’s position abeam the air jetty head will not be served by the SMB.
In this case the correct stopping position for this aircraft will consist of a mark on the air jetty itself.
One Slot Example
1447148249703
NOTE: When SMB is unserviceable, aircraft must be marshalled.
q$z

INTRODUCTION 22 JUN 01 201
Nav2001
AERONAUTICAL INFORMATION NAVDATA DATABASE AND CHARTS
PROVIDED FOR USERS OF JEPPESEN NAVDATA SERVICES
PREFACE
The purpose in providing the information contained in these pages is to highlight the major dif-
ferences between Jeppesen’s NavData database and Jeppesen’s Enroute, Area, SID, DP,
STAR, Approach, and Airport Charts.
Airways, departure procedures, arrival procedures, instrument approach procedures, and

other aeronautical information is designed and created by more than 220 countries around
the world. The information created by them is designed according to ICAO PANS OPS in
most countries and according to the United States Standard for Terminal Instrument Proce-
dures (TERPs) for the U.S. and many of the other countries.
The basic design for most aeronautical information contained in instrument procedures has
been created for the analog world. The art of entering data into an aeronautical database is
one that balances the intent of the original procedure designer and the requirements of FMS
and GPS systems that require airborne databases.
All of the illustrations in this paper are from Jeppesen’s library and are copyrighted by Jeppe-
sen. The paper will highlight differences that will be found in the charts and databases pro-
duced by all the suppliers.
Virtually all the aeronautical databases are loaded according to the specifications in the Aero-
nautical Radio, Incorporated (ARINC) 424 standard "Navigation Databases." While the
ARINC 424 specification covers a large percentage of the aeronautical requirements, it is
impossible to write a specification that covers every combination of factors used to design
and fly instrument procedures. Many of the differences between charts and databases are
because there can be no standard implemented to have the information in both places
depicted the same. There are some cases where it is desirable not to have the information
the same because of the different type of media where the information is displayed.
Any attempt to detail the many minor differences, which may arise under isolated cases,
would unduly complicate this overview. Therefore, the information provided is an overview
only, and only major differences are included.
There are many different types of avionics equipment utilizing the Jeppesen NavData data-
base. The same database information may be presented differently on different types of air-
borne equipment. In addition, some equipment may be limited to specific types of database
information, omitting other database information. Pilots should check their Operating Hand-
books for details of operation and information presentation. A major factor in "apparent" dif-
ferences between database and charts may be due to the avionics equipment utilized. As
avionics equipment evolves, the newer systems will be more compatible with charts, however
the older systems will still continue with apparent differences.
Due to the continuing evolution caused by aeronautical information changes affecting both
database and charting, items described herein are subject to change on a continual basis.
This document may be revised for significant changes to help ensure interested database
users are made aware of major changes.
A brief Glossary/Abbreviations of terms used is provided at the end of this document.
©JEPPESEN SANDERSON, INC., 2001. ALL RIGHTS RESERVED.

202 22 JUN 01 INTRODUCTION
Nav2001
DIFFERENCES BETWEEN JEPPESEN DATABASE AND CHARTS
1. EFFECTIVE DATES
AERONAUTICAL INFORMATION CUT-OFF DATES
Because of the required time it takes to physically get the database updated, extracted, pro-
duced, delivered, and loaded into FMS/GPS systems, the database cut-off dates (when aero-
nautical information can no longer be included in the next update) are often earlier for
databases than for charts. This may cause information on charts to be more current than the
information in databases.
The ICAO Aeronautical Information Regulation and Control (AIRAC) governs the 28-day
cycle between effective dates of aeronautical information. These are the same effective
dates used for aeronautical databases. Because governments may use slightly different
cycles, there are differences between charts and databases. Charts typically use 7-day and
14-day cycles for terminal charts and 28-day and 56-day cycles for enroute and area charts.
2. GENERAL DIFFERENCES
GENERAL - CHARTED INFORMATION NOT PROVIDED IN THE JEPPESEN NAVDATA

DATABASE
Not all the information that is included on the charts is included in the airborne database. The
following is a general listing of some of those items. More specific items are included in indi-
vidual entries throughout this document.
Altimetry:
QNH/QFE information
Alternate altimeter setting sources
Intersection formations (radials, bearings, DME)
Terrain and Obstacles
Airport Operating Minimums
Landing, take-off and alternate minimums
Airport taxiways and ramps
Some types of special use airspace and controlled airspace

Nav2001
3. NAVAIDS (Cont)
LOCATOR IDENTIFIERS
Most locators in the United States have unique five-letter names, but most international loca-
tors have names that do not have five letters.
Some systems may display U.S. locators as "CASSE".
Some systems may display U.S. locators as "AP".
DUPLICATE NAVAID IDENTIFIERS

There are numerous duplicates in the database. Refer to your avionics handbook for the
proper procedure to access navaids when duplicate identifiers are involved.
Not all navaids in the database are accessible by their identifier. Some navaids, for reasons
such as duplication within terminal areas or lack of complete information about the navaid,
are in the waypoint file and are accessible by their name or abbreviated name.
4. WAYPOINTS
WAYPOINT DATABASE IDENTIFIERS

"Database identifiers" refers to identifiers used only in avionics systems utilizing databases.
The identifiers are not for use in flight plans or ATC communications; however, they are also
included in computer flight planning systems. They may be designated by the State (country)
as "Computer Navigation Fixes" (CNFs), or designated by Jeppesen. To facilitate the use of
airborne avionics systems, the identifiers are being added to Jeppesen’s charts. Both the
CNFs created by States and the Jeppesen-created database identifiers are enclosed within
square brackets and in italics.
• Jeppesen's ultimate goal is to include all database identifiers for all waypoints/fixes on the
charts.
• Enroute charts include the five-character identifier for unnamed reporting points, DME
fixes, mileage breaks, and for any reporting point with a name that has more than five
characters.
• SID, DP and STAR charts are being modified to include all identifiers.

Nav2001
6. ARRIVALS AND DEPARTURES
PROCEDURES NOT IN THE DATABASE

Jeppesen publishes some officially designated departure procedures that include only text on
IFR airport charts beneath the take-off minimums. They may be labeled "Departure Proce-
dure", "IFR Departure Procedure", or "Obstacle DP". Most of these are U.S. and Canadian
procedures, although there is a scattering of them throughout the world. Any waypoint/fix
mentioned in the text is in the Jeppesen NavData database. However, these text-only depar-
ture procedures are not in the database.
Some States publish narrative descriptions of their arrivals, and depict them on their enroute
charts. They are unnamed, not identified as arrival routes, and are not included in the Jeppe-
sen NavData database. Some States publish "DME or GPS Arrivals", and because they are
otherwise unnamed, they are not included in the database.
PROCEDURE TITLES
Procedure identifiers for routes such as STARs, DPs and SIDs are in airborne databases but
are limited to not more than six alpha/numeric characters. The database generally uses the
charted computer code (shown enclosed within parentheses on the chart) for the procedure
title, as
CHART: Cyote Four Departure(CYOTE.CYOTE4) becomes

DATABASE CYOTE4.
When no computer code is assigned, the name is truncated to not more than six characters.
The database procedure identifier is created according to the ARINC 424 specifications.
Database procedure identifiers are charted in most cases. They are the same as the
assigned computer code (charted within parentheses) or are being added [enclosed within
square brackets]. Do not confuse the bracketed database identifier with the official procedure
name (which will be used by ATC) or the official computer code (which is used in flight plan fil-
ing).
400-FOOT CLIMBS
Virtually all departures in the database include a climb to 400 feet above the airport prior to
turning because of requirements in State regulations and recommendations. The 400-foot
climb is not depicted on most charts. When States specify a height other than 400 feet, it will
be in the Jeppesen NavData database.

Nav2001
7. APPROACH PROCEDURE (TITLES and OMITTED PROCEDURES)
ICAO PANS OPS approach procedure titles are officially labeled with the navaid(s) used for
the approach and are different than approach procedure titles labeled according to the
TERPs criteria, which are labeled only with navaids required for the final approach segment.
Because of the limited number of characters that are available for the procedure title, the
name displayed on the avionics equipment may not be the same as the official name shown
on the approach chart.
The Jeppesen NavData database, in accordance with ARINC 424 specifications, codes the
approach procedure according to procedure type and runway number. "Similar" type
approaches to the same runway may be combined under one procedure title, as ILS Rwy 16
and NDB VOR ILS Rwy 16 may read as ILS Rwy 16. The actual avionics readout for the pro-
cedure title varies from manufacturer to manufacturer.
Some avionics systems cannot display VOR and VOR DME (or NDB and NDB DME)
approaches to the same runway, and the approach displayed will usually be the one associ-
ated with DME.
Currently:
Generally, most Cat I, II, and III ILS approaches to the same runway are the same basic
procedure, and the Cat I procedure is in the database. However, in isolated cases, the
Cat I and Cat II/III missed approach procedures are different, and only the Cat I missed
approach will be in the database.
Additionally, there may be ILS and Converging ILS approaches to the same runway.
While the converging ILS approaches are not currently in the database, they may be at
some later date.
Some States are using the phonetic alphabet to indicate more than one "same type, same
runway" approach, such as ILS Z Rwy 23 and ILS Y Rwy 23. The phonetic alphabet
starts are the end of the alphabet to ensure there is no possibility of conflict with circling
only approaches, such as VOR A.
In isolated cases, procedures are intentionally omitted from the database. This occurs prima-
rily when navaid/waypoint coordinates provided by the authorities in an undeveloped area are
inaccurate, and no resolution can be obtained. Additionally, the ARINC 424 specifications
governing navigation databases may occasionally prohibit the inclusion of an approach pro-
cedure.

Nav2001
8. APPROACH PROCEDURES (PLAN VIEW)
INITIAL APPROACH FIX (IAF), INTERMEDIATE FIX (IF), FINAL APPROACH FIX (FAF)
DESIGNATIONS
These designations for the type of fix for operational use are included on approach charts
within parentheses when specified by the State, but are not displayed on most avionics sys-
tems.
ARINC 424 and TSO C-129 specifications require the inclusion of GPS approach transitions
originating from IAFs. Authorities do not always standardize the assignment of IAFs, result-
ing in some cases of approach transitions being included in the database that do not originate
from officially designed IAFs
BASE TURN (TEARDROP) APPROACHES

Depending upon the divergence between outbound and inbound tracks on the base turn
(teardrop turn), the turn rate of the aircraft, the intercept angle in the database, and the wind
may cause an aircraft to undershoot the inbound track when rolling out of the turn, thus affect-
ing the intercept angle to the final approach. This may result in intercepting the final
approach course either before or after the Final Approach Fix (FAF).
ROUTES BY AIRCRAFT CATEGORIES

Some procedures are designed with a set of flight tracks for Category A & B aircraft, and with
a different set of flight tracks for Category C & D. In such cases, the database generally
includes only the flight tracks for Category C & D.

Nav2001
8. APPROACH PROCEDURES (PLAN VIEW) (Cont)
DME and ALONG TRACK DISTANCES

Database identifiers are assigned to many unnamed DME fixes.
The Jeppesen identifier is charted on GPS/GNSS type
approaches and charted on any type approach when specified as
a computer navigation fix (CNF). Unnamed Along Track Dis-
tances (ATDs) are charted as accumulative distances to the MAP.
APPROACH TRANSITION TO LOCALIZER

For DME arc approach transitions with lead-in radials, the fix at the transition "termination
point" beyond the lead in radial is dropped by many avionics systems.
West bound on the 22 DME arc, the leg after the 171° lead-in radial may not be displayed in
all avionics equipment.

Nav2001
9. APPROACH PROCEDURES (PROFILE)
VERTICAL DESCENT ANGLES

Vertical descent angles for most *straight-in non-precision landings are included in the data-
base and published on charts with the following exceptions:
1) When precision and non-precision approaches are combined on the same chart, or
2) Some procedures based on PANS OPS criteria with descent gradients published in per-
centage or in feet per NM/meters per kilometer. However, these values are being converted
into angles and are being charted.
*Descent angles for circle-to-land only approaches are currently not in the database and are
not charted.
In the United States, many non-precision approaches have descent angles provided by the
FAA and are depicted on the approach charts. For many of the U.S. procedures, and in other
countries, the descent angles are calculated based on the altitudes and distances provided
by the State authorities. These descent angles are being added to Jeppesen’s charts.
The descent angle accuracy may be affected by temperature. When the outside air tempera-
ture is lower than standard, the actual descent angle will be lower. Check your avionics
equipment manuals since some compensate for nonstandard temperatures.

Nav2001
9. APPROACH PROCEDURES (PROFILE) (Cont)
FINAL APPROACH FIX (FAF), ILS and LOCALIZER APPROACHES (Cont)
When the ILS or localizer proce-

dure is being flown from the data-
base, the four- or five-character
name or identifier such as
CHUPP, FF04, or FF04R, etc. will
be displayed as the FAF.
If the LOM is not on the localizer

centerline, an identifier such as
FF04L may be the identifier for
the computed "on centerline" final
approach fix for runway 04L. If
there is only an outer marker at
the FAF, the FAF identifier may
be OM04L.
When there is no intersection or waypoint at the FAF such as at the MONRY LOM, the data-
base identifier will be
"OM09" if the LOM is on the centerline, and
"FF09" if the LOM is not on the centerline.
In some systems, to access the locator on most ILS and localizer approaches, the Morse
code identifier can be used.
In the United States, virtually all locators have a five-letter unique name/identifier so the loca-
tion can usually be accessed in some systems by the navaid Morse code identifier or the five-
letter name. In some systems, the locator is accessed by the name or by adding the letters
"NB" to the Morse code identifier.

Nav2001
9. APPROACH PROCEDURES (PROFILE) (Cont)
NAMED and UN-NAMED STEPDOWN FIXES, FINAL APPROACH FIX (FAF) to MISSED
APPROACH POINT (MAP)
Named and un-named stepdown fixes between the FAF and MAP are currently not included
in the databases, but will be added in the future. They are often DME fixes, and in those
cases, can be identified by DME. The distance to go to the MAP may be labeled on some
GPS/GNSS type charts and VOR DME RNAV charts. Proper identification of these displayed
fixes is necessary to clear all stepdown fix crossing altitudes.
ILS AND RUNWAY ALIGNMENT

Differences in government specified values for localizer and airport variation may cause
apparent non-alignment of the localizer and the runway. These differences are gradually
being resolved, and whenever possible the airport variation is used for the localizer variation.
10. APPROACH PROCEDURES (MISSED APPROACH)
MISSED APPROACH POINT (MAP)

For non-precision approaches, when the MAP is other than a navaid, there will be a database
MAP waypoint with a unique identifier. If the MAP is a waypoint and is at or within 0.14 NM of
the threshold the MAP identifier will be the runway number, as "RW04" for Rwy 4 threshold. If
the MAP is not at the runway, there will either be an official name for the MAP, or an identifier
is provided. GPS/GNSS type approaches, and charts with descent angles, include the data-
base identifier of the MAP.

Nav2001
10. APPROACH PROCEDURES (MISSED APPROACH) (Cont)
400-FOOT CLIMBS
The database includes a climb to 400 feet above the airport prior to turning on a missed
approach. This climb is not part of the official procedure, but does comply with State regula-
tions and policies. This specific climb to 400 feet is not included on charts. The missed
approach text supplied by the State authority is charted.
MISSED APPROACH PROCEDURE

The routes/paths that comprise a missed approach are not always displayed in some avionics
systems that use databases. Additionally, some avionics systems that include missed
approach procedures don’t always implement a full set of path terminators so many legs will
not be included in the airborne database. Refer to the charted missed approach proce-
dure when executing a missed approach.
11. ROUTES ON CHARTS BUT NOT IN DATABASES
The routes in approach procedures, SIDs (DPs), and STARs are coded into the database
using computer codes called path terminators which are defined in the ARINC 424 Navigation
Database Specification. A path terminator 1) Defines the path through the air, and 2) Defines
the way the leg (or route) is terminated. Not all avionics systems have implemented the full
set of path terminators specified in the ARINC 424 document.
Because of the incomplete set of path terminators in some avionics systems, pilots need to
ensure their avionics systems will take them on the routes depicted on the charts. If the avi-
onics systems don’t have all the routes, or don’t have the means to display them, it is the
pilot’s responsibility to fly the routes depicted on the charts.
FINAL COCKPIT AUTHORITY, CHARTS OR DATABASE
There are differences between information displayed on your airborne avionics navigation
system and the information shown on Jeppesen charts. The charts, supplemented by NOT-
AMs, are the final authority.

Nav2001
GLOSSARY/ABBREVIATIONS
AIRAC - Aeronautical Information Regulation and Control. Designates the revision cycle
specified by ICAO, normally 28 days.
ARINC - Aeronautical Radio, Inc
ATD - Along Track Distance, as "3 NM to RW24".
ATS Route - Officially designated route. No designator assigned.
CNF - Computer Navigation Fix
DATABASE IDENTIFIER - Avionics system use only, not for flight plans or ATC communica-
tions. Identifies a waypoint or fix.
DP - Departure Procedure
FAA - Federal Aviation Administration
FACF - Final Approach Capture Fix. Database includes (usually as an intermediate fix) when
no suitable fix is specified in source.
FAF - Final Approach Fix
FLY-BY FIX - Waypoint allows use of turn anticipation to avoid overshoot of the next flight
segment.
FLY-OVER FIX - Waypoint precludes any turn until the fix is over flown and is followed by an
intercept maneuver of the next flight segment.
FMS - Flight Management System
GNSS - Global Navigation Satellite System
GPS - Global Positioning System
GPS/GNSS SENSOR FAF - Database fix that changes sensitivity of the Course Deviation
Indicator (CDI) on final approach.
GPS/GNSS TYPE APPROACHES - Any approach that can be flown with GPS/GNSS as the
only source of navigation.
ICAO - International Civil Aviation Organization
IAF - Initial Approach Fix
IF - Intermediate Approach Fix

Nav2001
GLOSSARY/ABBREVIATIONS (Cont)
LOM - Locator Outer Marker
MAP - Missed Approach Point
MAA - Maximum Authorized Altitude
MCA - Minimum Crossing Altitude
MOCA - Minimum Obstacle Crossing Altitude
MORA - Minimum Off-Route Altitude
MRA - Minimum Reception Altitude
NavData - Jeppesen Navigation Data
OBSTACLE DEPARTURE - An instrument departure procedure established to avoid obsta-

cles.
PANS OPS - Procedures for Air Navigation Services - Aircraft Operations (ICAO)
QFE - Height above airport or runway, local station pressure.
QNH - Altitude above MSL, local station pressure
SENSOR FINAL APPROACH FIX (FF) - Included in database and on charts when no FAF is
specified for the approach.
SID - Standard Instrument Departure
STAR - Standard Terminal Arrival Procedure
TERPs - United States Standard for Terminal Instrument Procedures
VNAV - Vertical Navigation
VERTICAL DESCENT ANGLE - May be established by Jeppesen or specified by the State

(country). Charted on Jeppesen approach charts along with database identifiers and rates of
descent
WGS-84 - World Geodetic System of 1984
END

Jeppesen Introduction 2 PDF

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Jeppesen Introduction 2 PDF

Uploaded by

Copyright:

Available Formats

_zj7!;q4j_!z KN z!

2x@W^T^9$ 24 2^x`x2=9 =x@) #49#x^4I 24 2x#2a

p l?22?<?z <#z;?7<!zn _z4an N99Kn N99,a #qq 7_PXj< 7?<?7•?;a

qz_j?; <j#j?< #_72!7j <_Pz <(<j?x<

q!4#j_!z <_Pz< ]`@49^4M#r^

!W#4 9W# ^49#x$#`9^@4 ^$ `@)]

!M9T@M4r ;#$9^429^@4 <^I4 9@

_4T@M4r ;#$9^429^@4 <^I4

7qz!#( ;_<j#z4? 7?x#_z_zP <_Pz<

p l?22?<?z <#z;?7<!zn _z4an N99Kn N99,a #qq 7_PXj< 7?<?7•?;a

UNITED STATES INSTRUMENT RUNWAY MARKINGS

© JEPPESEN SANDERSON, INC. 1992, 2005. ALL RIGHTS RESERVED.

UNITED STATES INSTRUMENT RUNWAY MARKINGS

END OF UNITED STATES AIRPORT SIGNS

© JEPPESEN SANDERSON, INC. 2005. ALL RIGHTS RESERVED.

_4#! 7?4!xx?z;?; #_72!7j <_Pz<n 7qz!#( #z; j#&_!#( x#7n_zP<

x#z;#j!7( _z<j7q4j_!z <_Pz<

q?Oj <_;? 7_PXj <_;?

q!4#j_!z27qz!#( ;?<_Pz#j_!z 7qz!#( ;?<_Pz#j_!z2q!4#j_!z

7qz!#(]X!q;_zP 2!<_j_!z 7qz!#( ;?<_Pz#j_!z2

q!4#j_!z27qz!#( ;?<_Pz#j_!z 7qz!#( ;?<_Pz#j_!z2q!4#j_!z

p l?22?<?z <#z;?7<!zn _z4an KttFa #qq 7_PXj< 7?<?7•?;a

_4#! 7?4!xx?z;?; #_72!7j <_Pz<n 7qz!#( #z; j#&_!#( x#7n_zP<

q!4#j_!z27qz!#( •#4#j?; 7qz!#( •#4#j?;2q!4#j_!z

7qz!#( ?&_j 7qz!#( ?&_j

p l?22?<?z <#z;?7<!zn _z4an KttFa #qq 7_PXj< 7?<?7•?;a

_4#! 7?4!xx?z;?; #_72!7j <_Pz<n 7qz!#( #z; j#&_!#( x#7n_zP<

x#z;#j!7( _z<j7q4j_!z x#7n_zP<

p l?22?<?z <#z;?7<!zn _z4an KttFa #qq 7_PXj< 7?<?7•?;a

_4#! 7?4!xx?z;?; #_72!7j <_Pz<n 7qz!#( #z; j#&_!#( x#7n_zP<

7qz!#(]X!q;_zP 2!<_j_!z x#7n_zP<

#[[z^`29^@4 24r q@`29^@4

_zj?7x?;_#j? X!q;_zP 2!<_j_!z x#7n_zP<

#[[z^`29^@4 24r q@`29^@4

p l?22?<?z <#z;?7<!zn _z4an KttFa #qq 7_PXj< 7?<?7•?;a

ICAO RECOMMENDED AIRPORT SIGNS, RUNWAY AND TAXIWAY MARKINGS

RUNWAY GUARD LIGHTS

© JEPPESEN SANDERSON, INC. 2004, 2005. ALL RIGHTS RESERVED.

ICAO RECOMMENDED AIRPORT SIGNS, RUNWAY AND TAXIWAY MARKINGS

APPLICATION AND LOCATION APPLICATION AND LOCATION

CHARACTERISTICS Runway centerline markings consist of a line of uni-

© JEPPESEN SANDERSON, INC. 2005. ALL RIGHTS RESERVED.

_4#! 7?4!xx?z;?; #_72!7j <_Pz<n 7qz!#( #z; j#&_!#( x#7n_zP<

7qz!#( j!q4X;!!z -!z? x#7n_zP<

q@`29^@4 24r 4W2x2`9#x^$9^`$

q;# @x ;_<j#z4? 2?j!??z jX7?<X!q;< 2#_7]<^ @= x#7n_zP<

7qz!#( #_x_zP 2!_zj x#7n_zP<

q@`29^@4 24r 4W2x2`9#x^$9^`$

p l?22?<?z <#z;?7<!zn _z4an KttFa #qq 7_PXj< 7?<?7•?;a

_4#! 7?4!xx?z;?; #_72!7j <_Pz<n 7qz!#( #z; j#&_!#( x#7n_zP<

7qz!#( j!q4X;!!z -!z? #z; #_x_zP 2!_zj x#7n_zP<

p l?22?<?z <#z;?7<!zn _z4an KttFa #qq 7_PXj< 7?<?7•?;a

_4#! 7?4!xx?z;?; #_72!7j <_Pz<n 7qz!#( #z; j#&_!#( x#7n_zP<

7qz!#( <_;? <j7_2? x#7n_zP

q@`29^@4 24r 4W2x2`9#x^$9^`$

;_<2q#4?; jX7?<X!q; x#7n_zP<

4q!<?; 7qz!#(<n j#&_!#(< !7 2#7j< jX?7?!O

#[[z^`29^@4 24r q@`29^@4

z!z q!#;]2?#7_zP <q7O#4?<

p l?22?<?z <#z;?7<!zn _z4an KttFa #qq 7_PXj< 7?<?7•?;a

_4#! 7?4!xx?z;?; #_72!7j <_Pz<n 7qz!#( #z; j#&_!#( x#7n_zP<

27?]jX7?<X!q; #7?# x#7n_zP ]4X?•7!z x#7n_zP^

?z; !O _4#! 7?4!xx?z;?; #_72!7j <_Pz<n 7qz!#( #z; j#&_!#( x#7n_zP<