Understanding LIDO Charts

General Part
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03-FEB-2005 I LEGENDS AND TABLES
LIST OF CONTENTS
1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Airport Operational Information (AOI) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
3. Terminal and approach charts . . . . . . . . 3.1 Planview in general . . . . . . . . . . . . . . . . . . . . . . . 6

3.2 Meters to feet conversion . . . . . . . . . . . . . . . . . . 21
3.3 Airport Facility Chart (AFC) specific . . . . . . . . . . . . 24
3.4 Standard Arrival Route (STAR) specific . . . . . . . . . 25
3.5 Instrument Approach Chart (IAC) specific . . . . . . . 26
3.5.1 Planview . . . . . . . . . . . . . . . . . . . . . . . . 27
3.5.2 Runway description . . . . . . . . . . . . . . . . 27
3.5.3 Profile and distance/altitude table . . . . . . 30
3.5.4 Approach minima table . . . . . . . . . . . . . . 36
3.6 Standard Instrument Departure
(SID) specific . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
3.7 Standard Instrument Departure Procedure
Text (SIDPT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
3.8 Minimum Radar Vectoring Chart
(MRC) specific . . . . . . . . . . . . . . . . . . . . . . . . . . 42
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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03-FEB-2005 1 LEGENDS AND TABLES
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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LEGENDS AND TABLES 2 03-FEB-2005
Special color codes

In all parts of the manual a special color code is used to identify temporary or company information.
Special coloring appears as hatching in chart labels, as border marking on text pages or as color coded
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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 Lido’s Route Manual Standard use the same symbology, adapted for every
specific chart type. Consistent elements are handled in the same way as on RFCs whenever possible.
The Airport Facility Chart (AFC) supports flight operations within the
Terminal Control Area (TMA) after take-off or before landing. Single
AFCs are always shown on the front side of the sheet with the Airport
Ground Chart (AGC) on the reverse side.
The Airport Ground Chart (AGC) covers the airport ground layout and
shows the runways, taxiways and apron areas. The AGC is normally
shown on the reverse side of the AFC. RWY information used for 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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The Standard Instrument Departure Procedure Text (SIDPT) provides

the textual description of the SID procedures wherever published in the
respective AIP. The SIDPT is organized in three columns: SID, ROUT-
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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).
Page frame information

Depending on the paper size of the manual - either A4 or A5 format - the headers appear in the following
way:
A5 manual:
Large planview:
Small planview:
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A4 manual:
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Explanation of the individual items
1 Change remark providing information about the revised items.

2 Chart name.
3 City and airport name (if deviating).
4 Copyright note.
5 Country.
6 Customer logo on tailored charts (containing customer specific, additional or deviating informa-
tion).
7 Header label colored according to chart type (see also AIRPORT CHARTS).
8 IATA and ICAO airport code.
9 Page Identification Number.
10 Page number according to chart type.
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11 The Revision date is always a sheet date.

If two or more charts are combined on one sheet, and during a revision cycle only one chart is
affected by to changes this revised chart determines the revision date. The change remark of
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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.
2. AIRPORT OPERATIONAL INFORMATION (AOI)

The AOI is the textual description of the basic general information about the airport as well as possible
differences to the country standard
General Arrival Departure

– Airport hours – Speed restrictions – Take-off minima
– Airport information – Communication – Speed restrictions
– Operation – Communication failure – Communications
– Warnings – Arrival Procedure – Communication failure
– Other information – Company information – Departure Procedure
– Other information – ATC Slot, Clearance
– De-icing
– Warnings
– Company information
– Other information
Headers are omitted in case of NIL information.

If a separate AOI chapter is unnecessary and not printed for a certain airport, a remark is added on the
AFC accordingly.
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3. TERMINAL AND APPROACH CHARTS
3.1 PLANVIEW IN GENERAL
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All the terminal and approach charts feature planviews being very similar and only having slight 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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The Aerodrome Elevation is provided in feet and shown in

bold font in the chart information pictograph generally posi-
tioned in the lower left part of the chart planview.
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Also see under Chart Information.
1 Airports: Generally only airports that are in civil use and

provide at least one runway with minimum dimensions of
30m width and 1500m length are shown on the chart. The
airports will be charted with city- and/or airport name, 4 let-
ter code and longest runway in hundreds of meters .
Airport with largest RWY ≥45m width and ≥1500m
length.
Airport with largest RWY ≥30m width and ≥1500m
length.
As exceptions airports that are not meeting the above re-
quirements but are mentioned in the context of warning
and/or caution notes in the corresponding AIP or are upon
customer request will also be displayed.
customer request
caution/warning note with runway layout
Note: As an exeception and to avoid congestion only airports

with a minimum RWY length of 2000m will be charted for
the territory of the United States (excluding Alaska).
2 Airspaces: Only controlled airspace – with sectors – class
D, C, B or A related to the charted airport, are labeled with
lower limit, upper limit and airspace class. (Generally air-
spaces are shown with limiting up to FL 100).
Note: Not on IACs.
3 Airways will be labeled as follows (if applicable)
– MAA (see Maximum Authorized Altitude)
– airway name (with type information)
– segment distance
– MEA (see Minimum Enroute Altitude)
– MTCA (see Minimum Terrain Clearance Altitude)
– even/odd indicator (see Even/Odd Indicator)
– different to procedures, consistent with RFC.
Multiple airway names are separated by a slash.
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If an airway is limited to one direction a direction indicator

arrow is added to the name.
The airway type can either be conventional or RNAV.
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– On conventional charts only the connecting RNAV air-

ways will be labeled as RNAV airways. Either with ”R”
or the RNP value, if available (e.g. RNP 5).
– On RNAV charts only the conventional airways will be la-
beled with ”C”.
– On combined charts either type of airway will be labeled.
4 Altitude limitation at defined procedure points.
S Maximum altitude ”at or below” 5000
S At altitude 5000
S Minimum altitude ”at or above” 5000
8000
S In between ”at or between” 6000
5 Approach data box is provided on AFCs only.
For details refer to AFC legend.
6 Approach Procedure Designator Box is provided on IACs

only.
For details refer to IAC legend.
7 By ATC:
For segments that are only available by special ATC clear-
ance a remark (ATC) is added.
8 Border Text: Waypoints or navaids of procedure or airway

legs which lie outside of the chart frame, are shown along
the border. Waypoint name or navaid identification with fre-
quency are indicated in such cases.
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9 Chart information is normally placed in the lower left

part of the chart, providing
S Local magnetic variation.
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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.
11 Compass rose is shown centered to an airport facility with

a radius of 10NM on IACs and 20NM on the other charts.
The compass rose is part of the distance circles.
12 Distance circles: are shown in 10NM steps up to 50NM, la-

beled with distance and reference fix.
The compass rose forms part of the distance circles.
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The Even/Odd Indicator is only provided on airway seg-

ments, if the respective airway requires different flight lev-
els (even/odd) than specified in officially published cruising
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tables.
FIR boundaries are provided on all chart types (except IACs)

indicating the FIR name followed by the suffix ”FIR” and 4
letter identifier.
13 Grid lines are oriented to true north.
The grid size (magnitude) of the grid is depending on the
chart scale, generally 1°, 30’ or 15’.
The grid lines are not shown on IACs.
14 Grid ticks: The chart frame provides coordinate grid infor-

mation aligned to true north. At least two coordinates are
shown along the left and upper frame.
15 Headings are shown as a three digit number with a degree
symbol and a preceding ”H”.
16 Highest obstruction within the chart planview or inset.
This might either be a terrain high spot, a man made ob-
stacle or a topographical area.
17 Holding patterns:
Standard timed holding pattern with minimum and maxi-
mum holding altitude or FL if officially published.
Standard timed holding patterns are generally shown with
a fixed symbol thus being not to scale. Exceptions can be
made on special charts or when operationally required.
Any standard timed racetrack pattern will generally be
shown to scale, taking the maximum procedure design
speeds into account (e.g. New PANS OPS, TERPS).
Holding patterns being defined by DME distances and/or

waypoint definition lines are shown to scale.
Blue figures in a holding pattern are missed approach alti-

tudes and are shown if deviating from the respective mini-
mum holding altitude (MHA).
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A holding altitude or FL with the remark (ATC), is only per-

mitted to fly with ATC clearance.
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Holding insets are used whenever necessary because of
congestion or holding patterns lying outside the chart plan-
view.
18 Initial Approach Altitude is the minimum altitude be-

tween the IAF and IF providing an obstacle clearance of at
least 300m (984ft) in the primary area.
For further details refer to part Rules and Regulations (RAR).
19 Insets are used to either show:

S Blow ups of congested areas (e.g. initial climbs),
S Continuations of procedures lying outside the chart
planview.
Insets can either be:
S To scale with or without scale information (topography),
S Not to scale (without topography).
20 Intermediate Approach Altitude is the minimum altitude

between the IF and FAF/FAP with a reducing obstacle clear-
ance from 300m (984ft) to 150m (492ft) in the primary
area.
For further details refer to part Rules and Regulations RAR).
21 Main airport of the corresponding chart is charted with its
main runway layout and the city and/or airport name.
22 Maximum Authorized Altitude (MAA):

The MAA is presented on each airway segment whenever
published in the AIP either in FL or ft) and is different from
the associated airspace limitations (e.g. lower vs. upper air-
space).
If different MAAs apply for each direction on the same air-
way segment, a direction indicator is added.
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Different MAAs applied to different airways on the same

segment are separated by a slash.
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If one of a combination of MAAs is according the associated

airspace limitations (lower vs. upper airspace) that is indi-
cated by three dots.
23 Minimum Enroute Altitude (MEA)

is presented on each airway segment whenever it is pub-
lished in the AIP (either in FL or ft) and is deviating from the
associated airspace limitations (e.g. lower vs. upper air-
space).
If different MEAs apply for each direction on the same air-
way segment, a direction indicator is added.
Multiple MEAs applied for different airways on the same

segment are separated by a slash.
If one of a combination of MEAs is according the associated

airspace limitations (lower vs. upper airspace) that is indi-
cated by three dots.
24 Minimum Grid Altitude (MGA) is the lowest safe altitude

to be flown off-track.
The MGA is calculated by rounding up the elevation of the
highest obstruction within the respective grid area to the
next 100ft and adding an increment of
S 1000ft for terrain or obstructions up to 6000ft
or
S 2000ft for terrain or obstructions above 6000ft.
e.g. 6345ft obstacle
= 6400ft rounded up
+ 2000ft buffer
= 8400ft MGA
Shown in hundreds of feet.
Lowest indicated MGA is 2000ft.
This value is also provided for terrain and obstacles that
would result in a MGA below 2000ft. Exception is over water
areas where the MGA can be omitted.
MGAs below 10’000ft are shown in purple, at and above
10’000ft in red.
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25 Minimum Sector Altitude (MSA) is shown for each MSA

sector.
The sector boundaries are formed by limiting radials, QDMs
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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.
A MSA pictograph is used when the characteristics of the

MSA sectors cannot completely be drawn from the chart
planview alone.
According to ICAO regulations the MSA provides an obstacle

clearance of at least 300m (984ft).
27 Minimum Terrain Clearance Altitude (MTCA):
The MTCA is provided for all airway segments, on STARS (to
the IAF) and on selected SIDs (for segments lying outside the
coverage of the MSA) always shown in red italic font.
For SIDs and STARS the MTCA is calculated for an area of
5 NM on either side of the centerline of each procedure seg-
ment and around a navaid/waypoint where the MTCA is pro-
vided.
For airways the buffering area extends to 10NM.
The MTCA is calculated by rounding up the elevation of the
highest obstruction within the respective safety area to the
next 100ft and adding an increment of
S 1000ft for terrain or obstructions up to 6000ft
or
S 2000ft for terrain or obstructions above 6000ft.
e.g. 2345ft obstacle
= 2400ft rounded up
+ 1000ft buffer
= 3400ft MTCA
Values shown in feet.
Lowest indicated MTCA is 3100ft, meaning that wherever
no MTCA is provided 3000ft can be considered a safe flight
altitude.
Consecutive segments having an identical MTCA can be
combined by MTCA break symbols providing the label only
once.
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Any MTCA being calculated with other than the above men-
tion policies will be shown in brackets with reference to the
calculation method.
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In rare cases the MTCA calculated for a specific segment

can be higher than the respective published official mini-
mum altitude.
This is due to the difference in buffer calculation and/or the
definition of the safety area.
For details refer to part Rules and Regulations (RAR)
28 Missed approach: All items related to the missed approach
procedure are shown in blue color.
29 Navaids are shown with the navaid symbol and the navaid
flag including:
Navaid name (the name will be omitted if multiple navaids
of the same type share the name)
S frequency and identifier
S morse code
S INS coordinates (not on IACs)
ILS DME
ILS
LLZ DME
LLZ
VOR/DME, VORTAC
VOR
with ATIS broadcast
with HIWAS broadcast
with meteo broadcast
oriented to true north
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with FSS information
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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
The display of obstacles is filtered to display an obstacle only if:

a) its top elevation is more than 100ft above aerodrome elevation in a 1NM radius around the
airport reference point (ARP), climbing 100ft with each NM up to a distance of 5NM.
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b)outside the 5NM radius - the obstacle ALT protrudes the upper limit of the topographical
layer which it is located in (also refer to section “topography”).
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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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34 Radials are shown as a three digit number with a preceding

”R” on procedures or waypoint definition lines.
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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.
37 Special Use Airspaces (SUAs)

Danger and restricted areas are displayed with the airspace
identification.
Prohibited areas are displayed with the airspace name and

its vertical limits.
38 Speed Limit Point (SLP)
39 Terrain high spot elevation representing the local maxi-

mum within the surrounding topography.
40 Total Approach Distance from Initial Approach Fix (IAF to
Final Approach Fix / Final Approach Point (FAF/FAP).
May differ from sum of legs due to rounding.
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41 Topography is shown to locate high terrain elevation as

well as coastlines, water surface, rivers, cities or other
geographic information of interest.
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The color coding of terrain elevation on IACs starts with

white at airport elevation changing to darker brown in the
following way:
1st layer: white, max. 500ft above aerodrome elevation
(rounded mathematically to the nearest 500ft step).
2nd layer: light beige, 501-max. 1000ft above aero-
drome elevation.
3rd layer: beige, 1001-max. 2000ft above aerodrome
elevation.
4th layer: dark beige, 2001-3000ft above aerodrome
elevation.
5th layer: light brown, 3001-4000ft above aerodrome
elevation (flexible).
6th layer: brown, beyond 4001ft above aerodrome eleva-
tion (flexible to cover the highest topographical feature
within the planview).
On AFC, SID, STAR and MRC the first two layers are combined to one layer of a maximum vertical
extension of 1000ft.
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The topographical steps shown in the legend on each planview indicate the maximum elevation
in feet above MSL.
No man-made obstacles are included in the respective maximum elevations which is 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.
45 Waypoint coordinate: A waypoint will always be shown

with INS coordinates (except on IACs) whenever it is serving
in a conventional procedure.
46 Waypoint name
47 Waypoint or procedure point definition can either be by

a bearing or radial,
or a DME distance
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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in the chart planview.
Whichever is later:
Conditional AIP text instructions such as “... at 3500ft or
DME4 FKO (whichever is later) turn left ...” are symbolized
in the chart planview.
3.2 METERS TO FEET CONVERSION

The m-ft conversion is provided whenever m-values are published in the respective AIP.
In general only those values applying to a specific procedure are converted.
As an exception on SID, STAR and AFC a table with the officially published cruising levels above transi-
tion altitude is provided.
The reference for QFE to QNH conversions (AD or THR elevation) is used according to the respective AIP
guidelines.
LIDO does not provide an in-house policy.
All procedure values being at or below transition altitude are converted from meters to feet and rounded
up to the next ten feet.
All values above transition altitude are taken from the officially published cruising tables (FL conversion).
For the procedures displayed on chart planviews the corresponding official meter value is given in the
conversion table only.
Exceptions:
Aerodrome Elevation and Threshold Elevation are generally only
provided with their converted feet-value.
On some charts however (QNH-QNH-conversion) the original
m-value for the Aerodrome Elevation is additionally provided in
brackets.
QNH
QFE
MSA
QNH
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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:
Indication of conversion datum:
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Altitude conversion (below transition altitude) QFE / QNH:

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Indication of conversion and reference datum:
Pressure difference:
The QNH can be calculated from a given QFE.
For example: QFE (as by ATC/ATIS) 998hPa
Delta hPa + 23hPa
QNH 1021 hPa
Flight level conversion (above transition altitude) according the
officially published cruising tables:
On SID, STAR and AFC a table derived from the officially pub-
lished cruising tables with all values above the transition alti-
tude is provided.
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3.3 AIRPORT FACILITY CHART (AFC) specific

The AFC consists of the components:
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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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5 Approach Data Box:

The approach data box with its point-
er to the approach direction, inbound
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track and glidepath figures, features

the best approach for the corre-
sponding RWY including:
S The approach type having the
lowest minimum.
S Corresponding frequency and
callsign
S Morse code
S Minimum altitude steps with dis-
tance reference.
For any non precision approach every
altitude step would relate to the con-
tinuous descent angle.
The first altitude to be the descent
point and all LIDO calculated cross-
ing altitudes printed in italic font.
3.4 STANDARD ARRIVAL ROUTE (STAR) specific
The STAR generally only consists of the chart planview. A separate STAR procedure text is only 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).
If procedures are combined they will be in alphabetical or-

der and separated by a slash.
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).
3.5 INSTRUMENT APPROACH CHART (IAC) specific

The chart sequence of the IACs is generally deter-
mined by,
1st priority: type of approach (ILS, RNAV GPS, VOR,
NDB, Visual, Circling, ...), including subtypes
2nd priority: runway (RWY 07,RWY 18, RWY25, ...),
left before center, before right (RWY 07L, RWY
07C, RWY 07R, RWY 18, ....)
The IAC consists of the components:

Planview
S RWY description
S Profile and distance/altitude table
S Approach minima
Subtypes to the IAC are

– Letdown
– VAC
The VAC may either show a
– Visual
– Circling
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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.
Airspaces: Terminal Areas (TMA) as well as Control Zones

(CTR) are not provided on IACs.
FIR boundaries: Not provided on IACs.
Grid Line: Not provided on IACs.
Minimum Grid Altitude (MGA): Not provided on IACs.
6 Approach Procedure Designator Box is provided on IACs
only and placed in the upper right corner of the chart. The
following information is provided.
S Full procedure name
(navaids that require tuning of a distinct frequency are
separated by a “+” symbol)
S All required navaids for the respective approach includ-
ing identifier and frequency
S The respective morse code will only be shown if not re-
peated in the planview (e.g. ILS).
3.5.2 Runway description

The runway description shows the runway including approach lights with information relevant for land-
ing.
1 Approach Light System (here:P2F)
2 Approach Light System Abbreviations
Identification letter of the approach light system, with intensity (high, medium, low or variable:
H, M, L or HL, ML). See also LIGHT, VISUAL AIDS, ARRESTING SYSTEMS part .
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P2: ICAO standard CAT II + III
Approach light system with red side row lights the last
300m. Centerline lights white; longitudinal spacing 30m.
Minimum two crossbars located 150m and 300m from
THR.
P1: ICAO standard CAT I
Centerline lights white; longitudinal spacing 30m, except
US lighting system spacing 60m.
At least one crossbar located 300m from THR.
S: ICAO standard simple approach light system

MAX longitudinal spacing of lights 60m. At least one cross-
bar located 300m from THR.
N: Non standard lights
Any approach light system, which does not meet the above
requirements.
Suffix F: (P2F, SF, NF)
Indicates that sequenced flashing lights are available (nor-
mally from beginning of approach light system to 300m
from THR).
Suffix R: (P1R)
Runway alignment indicator lights (RAIL), mainly used in US
approach light systems. Instead of barrettes from the begin-
ning of the approach light system to 420m, there are only
sequenced flashing lights available.
3 Approach light system length is provided whenever de-
viating from standard, which is 900m for ICAO and 720m
for U.S. approach light systems.
4 Centerline lights (RCLL) (last 900-300m white/red inter-
mittent, last 300-0m red).
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5 Centerline lights (RCLL) spacing in m and light intensity

(high, medium, low or variable: H, M, L or HL, ML). For fur-
ther details see LIGHT, VISUAL AIDS, ARRESTING SYSTEMS
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part.
6 Centerline lights all white (other non-standard coloring is
specified with additional text).
7 Designator
8 Edge light spacing and intensity (high, medium, low or

variable: H, M, L or HL, ML). For further details see LIGHT,
VISUAL AIDS, ARRESTING SYSTEMS part.
9 Edge lights: non standard
10 Edge lights: standard edge lights with yellow caution zone
(YCZ) featuring yellow lights for the last 600m but at least
1/3 of total RWY length.
11 Grooved (or similar): G, RWY ungrooved: x
12 Landing Distance Available (LDA) beyond THR and dis-

placed THR (not scaled).
13 Non standard centerline lights (RCLL), or touch-down zone
lights (RTZL) are specified (RCLL only unless all white).
14 PAPI - Precision Approach Path Indicator
VASIS - Visual Approach Slope Indicator Systems
3-bar VASIS
2-bar VASIS
T-bar VASIS
15 PAPI / VASIS calibration angle
16 Runway End Identifier Light (REIL): flashing lights on

both sides of THR (example below: approach from the left).
17 Slope information in %
The average runway slope as wells as the touchdown zone
slope (TDZ) (if available covering the first 900m of the land-
ing RWY) are provided.
A negative slope is indicated for downward slopes (e.g.
-0.2%) a positive slope for upward slopes (e.g.+0.3%).
18 THR elevation and Pressure Difference in hPa.
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19 Runway Touchdown Zone Lights (RTZL), standard 900m.

20 Width in m.
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3.5.3 Profile and distance/altitude table
Non Precision Approach:
For all non-precision approaches a constant descent angle is provided, which is calculated from 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
The delayed Descent Point indicates the point where the

calculated continuous descent is commenced.
The distance fix associated with the descent point is printed
in bold font.
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Differing Final Descent: If the final descent for ILS and LLZ
differs in a way that two flight paths need to be displayed
the ILS related information is printed in grey font.
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1 Distance Reference can either be a facility providing DME
information or runway threshold and is always provided
with the first distance fix.
Associated distances are shown at specified step points.
A distance reference navaid will not be shown if it is located
behind the runway.
All distance fixes (as well as all required navaids)are 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).
3 Final Approach Fix (FAF): Whenever published in the AIP.

The FAF marks the beginning of the final segment.
If both FAF and FAP are at the same position, only the FAP
symbol is shown.
4 Final Approach Point (FAP): Is provided whenever pub-
lished in the AIP or can be calculated by LIDO (distance
printed in italic font).
The FAP determines the point where the intermediate ap-
proach altitude intersects the glide slope and marks the be-
ginning of the precision approach segment.
If both FAF and FAP are at the same position, only the FAP
symbol is shown.
5 Final or Outer Marker Altitude: Minimum crossing ALT at
Outer Marker (OM) or substitute.
If different minimum crossing altitude values apply for dif-
ferent procedures on combined charts (e.g. ILS and LLZ)
each displayed altitude (except ILS) will carry a prefix re-
lated to the type of approach.
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6 Glidepath (ILS): The ILS glidepath will be charted in the

glide path feather with the value published in the respective
AIP independent of its mathematical correctness.
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The Glide Path Symbol always reaches from threshold to

FAP (if published in the AIP) or glide slope intercept altitude
without giving any reference to signal coverage.
Constant Descent Angle (CDA): The constant descent
angle is calculated with exact values then rounded mathe-
matically to the tenth of a degree.
The CDA is depicted in the info table.
The fact that the given ILS GP value is the published AIP 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.
In the above case the ILS GP is steeper than the published

3.0°, namely 3.1° as calculated by Lido with exact values.
Glide Slope Intercept Altitude: If a glide slope intercept al-
titude is published in the AIP differing from the correspond-
ing LLZ minimum crossing altitudes, this GS intercept alti-
tude is charted in grey font with the prefix ”ILS” and repre-
sented by a grey box.
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7 Ground Speed (GS in KT) / Rate Of Descent Table (ROD

in ft/MIN) always refers to the non precision approach,
meaning that for example on ILS charts only the LZZ ap-
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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.
8 Initial and/or intermediate approach altitude.
Marker beacons (outer, middle, inner) are shown with one

identical grey symbol and without designator.
9 Minimum Crossing Altitude for non-precision approach.

The altitude value is represented by the vertical extension
(to scale) of the associated grey box.
The vertical extension of the MDA box is related to the high-
est MDA but maximum 80% of the preceding minimum
crossing altitude.
The minimum crossing altitudes provide an obstacle clear-
ance of at least 90m (295ft) without FAF or 75m (246ft) with
FAF.
10 Minimum Descent Altitude (MDA)
Also refer to minimum crossing altitude.
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Missed Approach Point (MAPt) Coordinates will be pro-

vided for all RNAV approaches.
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11 Missed Approach Point (MAPt) with an arrow indicating

the missed approach track.
The related distance fix and the missed approach point
symbol are printed in blue font.
If the MAPt is defined by time only Lido will calculate a dis-
tance reference/equivalent which is printed in italic font.
Following the continuous descent angle the MDA might be
reached prior to the missed approach point.
12 Missed Approach Text: The routing is described based on

the AIP and adopted to Lido text specifications.
13 All required Navaids (as well as distance fixes) are present-
ed by a vertical line and their respective identifier.
14 Reversal procedure
Terrain in Profile: The presentation of terrain in the profile
view will be limited to selected airports.
Whenever a terrain feature in a profile view is provided it has
to be considered as:
– not to scale
– without specified buffers or splays
– intended to create pilot‘s “alertness”.
A future version will provide precise data.
15 Threshold Crossing Height (TCH): ILS glidepath height

over threshold as published in AIP.
Note: Non precision approaches are calculated to cross
over RWY THR at 50ft. This value is not shown in the profile.
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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.
For prescribed flight track minima (visual) of multiple RWYs

in the same minima strip both RWY directions are shown,
separated by a slash. Circling minima are always found at
the right end of the minima strip.
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2 Aircraft category or aircraft type.

Standard charts featuring minima for categories C and D, C A B
“on request” standard charts featuring minima for catego-
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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).
Circling minima are generally calculated according NEW

PANS OPS regulations.
Whenever circling minima are calculated according to
TERPS this is indicated by a ”TERPS-flag”.
For details concerning the relevant safety area and obstacle
clearance refer to part Rules and Regulations (RAR).
5 Approach minimum designator subtype. All required facili-
ties between FAP/FAF and MAPt are listed.
6 Approach remark designator.
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.
Values without a letter can be converted according JAR.
Wherever required RVR and visibility have the same value,

both values will be charted.
D: Operational line
12 ’Company’ means that aircraft specific regulation has to be
observed within JAR/state limitation for ILS Cat 3 minimum.
Whenever an additional descision hight is required by state

authorities this is indicated by the suffix ”DH”.
“Old” form of presentation.
”New” form of presentation.
13 Radio Altimeter Height (RA)
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14 Decision altitude (DA) and radio altimeter height (RA) for

CAT 1 approaches.
The radio altimeter height (RA) will only be shown where of-
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ficially published.
15 Minimum Descent Altitude (MDA)
Decision Altitude (DA) .
16 An overflow arrow indicates that additional minima for the

approach can be found on the last IAC page.
3.6 STANDARD INSTRUMENT DEPARTURE (SID) SPECIFIC
The SID generally only consists of the chart planview. The corresponding procedure text description
is provided in the SID procedure text (SIDPT). Only in exceptional cases the text description can be
given on the chart planview.
Minimum Terrain Clearance Altitude (MTCA):
On SIDs the MTCA is generally provided only for those
segments lying outside the coverage of the MSA.
The beginning of display of the MTCAs is indicated by a red
arrow.
If no red arrow is provided within the SID procedures , the
display of MTCAs begins with the first airway segment.
Procedure Designator:
The procedure designator is generally provided on the first
segment of the respective procedure. The designator con-
sists of:
S green arrow
S procedure name (with suffix if applicable).
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If procedures are combined they will be in alphabetical or-

der and separated by a slash.
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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).
3.7 STANDARD INSTRUMENT DEPARTURE PROCEDURE TEXT (SIDPT)

The SIDPT is divided in the follow mean Parts:
Header line
Communication instructions
Climb gradient table
Procedures description
Remarks
Header line
The header line contains SID procedure names and the corresponding RWY designators with 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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The frequency is shown in the SID column.

Climb gradient table
A climb gradient table is shown, whenever a procedure requires a climb gradient greater than
3.3%.
Procedure description
The SIDPT shows the text description of the procedures organized in three columns: SID, ROUTING, 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.
3.8 MINIMUM RADAR VECTORING CHART (MRC) SPECIFIC
The minimum radar vectoring chart provides a chart planview with radar sectors and their respective
minimum altitudes.
Airspaces: Terminal Areas (TMA) as well as Control Zones
(CTR) are not provided on MRCs.
Radar Sectors are shown with black lines.
Minimum Radar Altitude as the lowest permissible altitude
for radar vectoring
If different values apply for e.g. different seasons the more
restrictive value is put in brackets.
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4. GROUND CHARTS
Airport Ground Chart (AGC)
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Airport Parking Chart (APC)
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4.1 PLANVIEW IN GENERAL
1 Airport reference point
2 Apron with designator or name in italic font.
3 C Location of Flight Information Center.

4 Chart information is placed in the lower part of the chart,
providing:
S Local magnetic variation.
S Chart orientation
S Aerodrome elevation in ft and m
The chart information may be moved for optimal place-
ment.
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5 Communication competence boundaries.

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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
De-icing holding position with unknown direction
7 De-icing pad with frequency.
8 Displaced landing threshold
9 Helipad with or without designator.
Jet Arresting Device/Net Barrier
10 Landing threshold given by the beginning of the paved

surface.
11 Navaids are shown as defined for terminal charts.
12 Obstacles and its elevation

Single obstacle/group of obstacles
Illuminated single obstacle/group of obstacles
Tree symbols may be used instead of the standard obstacle
symbols for trees up to 92ft.
13 Parking Stand:
Push back position with known direction.
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Parking position with known direction and either:

self maneuvering
maneuvering unknown
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Parking position with unknown direction.
14 Runway designator
15 Runway direction (magnetic)
16 Runway end elevation
17 Runway grooved or similar: G, ungrooved: x

18 Runway length: Is provided as physical or total runway
length in m. If not otherwise indicated in the chart planview
this distance is identical with the TORA from physical RWY
beginning.
19 Runway visual range (RVR) measuring point.
RVR measuring direction right
RVR measuring direction left
RVR measuring direction left and right.
20 Runway width in m
21 Scalebar: Distances are shown in ft and m.
22 Stopbar
23 Stopbar Cat 2/3, if indicated in AIP.
24 Stopbar lighted, if indicated in AIP.
Stopway with distance in m.
25 Intersection Take-off position with direction indication

and taxiway designator.
Mandatory take-off position.
26 Take-off run available (TORA) from the intersection posi-

tion.
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Taxiways are generally shown in grey.

If a taxiway features either limitation of:
– a width of less than 22m
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– a maximum wingspan of less than 50m

– an all up weight of less than 120t
it is presented with a brown shading.
The exact restriction/limitation of the TWY can be drawn
from the AOI.
If a taxiway features a width of less than 15m it is

symbolized by X or multiple X in brown color.
Taxiway bridge
Taxiway holding position

Taxiway one way
Taxiway or runway closed: The symbol X or multiple X in
a row.
27 Taxiway with designator
28 Tower
Tower and Aerodrome Beacon (ABN) symbols.
Windsock
Work in progress
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4.2 AIRPORT PARKING CHART SPECIFIC
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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
32 Taxiway with guide line
4.3 LOW VISIBILITY CHART SPECIFIC
The LVC generally only consists of the chart planview and a text part containing the taxi proce-
dure text.
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Low visibility taxi route

Low visibility reporting point.
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No entry
Runway: red guard lights
Taxiway (regular)
Taxiway NA during LV OPS
Change: Editorial
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Table of Contents Page I
GENERAL INFORMATION
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . Header . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Colour codes and labeling . . . . . . . . . . . . . . . . . 1
Charting definitions . . . . . . . . . . . . . . . . . . . . . . 3
RFC general . . . . . . . . . . . . . . . . . . . . . . . . General purpose . . . . . . . . . . . . . . . . . . . . . . . . . 3

Cover panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Grid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Variation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Chart frames . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Inset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
RFC content . . . . . . . . . . . . . . . . . . . . . . . . Airports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

Airspace boundaries . . . . . . . . . . . . . . . . . . . . . 8
Airways . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Communications . . . . . . . . . . . . . . . . . . . . . . . . . 9
Maximum authorized altitude MAA . . . . . . . . . 10
Minimum enroute altitude MEA . . . . . . . . . . . . . 10
Minimum grid altitude MGA . . . . . . . . . . . . . . . . 10
Minimum terrain clearance altitude MTCA . . . 11
Navaids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Restricted airspace . . . . . . . . . . . . . . . . . . . . . . 12
Terrain features . . . . . . . . . . . . . . . . . . . . . . . . . 13
Waypoints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Airport operational information AOI. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Airport charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Airport facility chart AFC . . . . . . . . . . . . . . . . . . 17
Standard instrument departure SID/
Standard instrument terminal arrival STAR . . . 18
Instrument approach chart IAC . . . . . . . . . . . . . 19
Airport ground chart AGC . . . . . . . . . . . . . . . . . 20
Airport parking chart APC . . . . . . . . . . . . . . . . . 21
Vertical profile . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Approach minima . . . . . . . . . . . . . . . . . . . . . . . . 29
Legends to the aerodrome list . . . . . . . . . . . . 29A
Lights, visual aids, arresting systems. . . . Approach lighting systems ICAO . . . . . . . . . . . 31

Approach lighting systems USA . . . . . . . . . . . . 32
Runway end identification lights . . . . . . . . . . . . 32
Visual approach slope indicator system . . . . . 33
E 2005
Change: NIL 23 SEP 04

LAT
Page II Table of Contents
Standard runway lighting system . . . . . . . . . . . 35

Visual ground aids . . . . . . . . . . . . . . . . . . . . . . . 36
Aeroplane nose-in parking systems . . . . . . . . . 39
Aeroplane radio control of aerodrome . . . . . . . . . .
lighting system (ARCAL) . . . . . . . . . . . . . . . . . . 49
Conversion tables . . . . . . . . . . . . . . . . . . . . Conversion factors . . . . . . . . . . . . . . . . . . . . . . . 50

Distances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
Weights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
Determination of actual altitude/ FL . . . . . . . . . 53
Altimeter corrections during approach . . . . . . . 54
Sunrise and sunset diagram . . . . . . . . . . . . . . . 55
Climb and descent gradients . . . . . . . . . . . . . . . 57
World local times . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
E 2005
23 SEP 04 Change: Editorial

LAT
General Information Page 3
CHARTING DEFINITIONS Procedures
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.
E 2005
Change: Update 11 MAR 04

LAT
Page 4 General Information
COVER PANEL
2 3
1
Eff 17 OCT2002
4
6
5
8 9
1 Chart date = Date when the chart revision is effective.

Effective date = If effectiv date is different then chart date.
2 Logo of issuing company.
3 RFC chart number.
4 Chart type indication (eg. HL high level, LL low level, HL/LL combined) including scale in inch
equals nautical miles.
5 Region and area indication.
6 Indicating which side of the RFC below mentioned information can be found.
7 Coverage diagram with chart coverage shaded.
8 Lambert conformal projection with two standard parallels.
9 Copyright.
E 2005
11 MAR 04 Change: NIL

LAT
10
11
12
13
10 Limits of designated airspace and airways

11 VHF / HF frequencie coverage
12 IFR cruising levels covering all RFC areas
13 Supplementary information
E 2005
Change: NIL 17 JUL 03

LAT
GRID
Graticule of meridians and parallels with latitude

and longitude values outside and close to chart
border. Graduation of ticks spaced at 5 minutes
intervals. At high latitudes and in charts with
small scale a bigger spacing may be used.
Latitude and longitude figures are placed outside

and close to the chart borders.
VARIATION
- Variation line 5E
E 2005
17 JUL 03 Change: Update

LAT
CHART FRAMES
– Chart border
– Chart number (placed on the left side of each

double panel)
– Chart border measurements
– Scale Bar and Statement

(placed on the upper left side of the chart
INSET
E 2005

LAT
RFC CONTENT
AIRPORTS
Aerodrome with city name and 4-letter ICAO

code.
Two or more aerodromes for the same city, the

city name (once) followed by 4-letter ICAO
code.
HOBART For each represented airport the designator of

the main VHF radio aid (VOR or VORDME
D 112.7 HB h YMHB
a only) serving the airport is shown.
S42 50.8 E147 31.9
AIRSPACE BOUNDARIES
The regions name in English is indicated together

ASMARA FIR HHAA with the corresponding ICAO location indicator
FIR / UIR boundary
TMA / CTA / CTR / TCA / OCA 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.
E 2005

LAT
AIRWAYS
High level airways are indicated in black colours
Low level airways are indicated in blue colours
The airway name is placed in the centerline and

UN999 in the middle of the airway
Directional airways (one-way) are marked with
V888 an arrow at the airway name
A1B1 Combined airway names are published as
follows
A1/B7/C10/G450
Track value ”From” / “To” is placed at the begin-
ning of the first airway segment or at the en-
093 A500 267
route Navaid. Radial / bearing changes at re-
porting points are shown if > 3 degrees.
Total distance between compulsory reporting
150 points. No track change.
031T True track values are shown with the letter T
100 118 Distance between compulsory and non compul-
218 sary reporting point including total distance
N999 Low level airways
UN999/ N999 High low airways combined
COMMUNICATIONS
Frequencies are indicated by 6 figures
BRISBAINE
CENTER
128.600
AIR-to-AIR pilot FREQ

Pilot FREQ
ASIA PACIFIC
Region 123.450
ATHENS CONTROL
1) 124.475
2) 132.000
1) below FL 245
2) above FL 245
Contact Tripoli 10 min prior to

crossing on 136.150, 5517 11300
E 2005
Change: NIL 05 AUG 04

LAT
MAXIMUM AUTHORIZED ALTITUDE (MAA)

Definition
The MAA is the highest usable enroute cruising level established by the appropriate authorities along
the published routes.
Indication
The MAA is indicated when lower than the upper limit of the airway, or the upper limit of the designated
airspace.
Maximum level indicated is FL 400.
MAA in hundred feet units

The MAA always assumes the colour of the air-
way effected
MINIMUM ENROUTE ALTITUDE (MEA)

Definition
MEA is the lowest usable enroute cruising altitude.
Indication
The MEA, if published by state, is always indicated.
Exception: Will not be represented if the same as the lower limit of the designated airspace in that
specific area. The value is shown in hundred feet without the prefix FL.
MEA is shown as published, either as flight lev-

el without the prefix “FL” or in feet
MINIMUM GRID ALTITUDE (MGA)

Definition
MGA is the lowest safe altitude to be flown off-track.
Determination
The MGA applies within the area of two neighbouring latitude and longitude lines.
The MGA is taken from the ONC Charts provided by FAA. These source is recommended by ICAO
for the determination of heights on Radio Facility Charts.
Wherever no value available at the ONC chart, MGA is calculated by Lido, based on a digital terrain
model without manmade Obstructions.
Calculation:
Elevation of the highest point within the respective grid area.
The MGA is calculated by adding an increment of 2000ft to the highest terrain elevation within the re-
spective grid area.
The resulting value is adjusted to the nearest 100ft.
Exception: No MGA values for grid areas over sea without land (island or part of mainland).
Lowest indicated MGA is 2000ft.
E 2005
05 AUG 04 Change: MGA

LAT
Altitudes 10 000ft and above are displayed with an intense red colour.
MINIMUM TERRAIN CLEARANCE ALTITUDE (MTCA)
Definition
An area of 10nm on each side of an airway centerline and around a Navaid / waypoint where a MTCA
is provided. This altitude is calculated automatically with two indipendant terrain databases without
man-made obstructions. The safety buffer provided by Lido is 2000 ft above the highest terrain 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.
E 2005
Change: New 03 APR 03

LAT
NAVAIDS
Radio facility box.
Hazardous Inflight Weather Advisory Service

h (HIWAS).
Mc Adoo NDB with name, frequency and identification

245 MDO h
S32 45.3 E151 31.9
WEST MAITLAND
114.6 WME 224
h VOR / NDB collocated. Same identification.
S32 45.3 E151 31.9
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
Hehlingen VOR / DME or VOR and NDB collocated.

D117.3 HLZ Different identification.
403.5 HLI
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
E 2005
03 APR 03 Change: New

LAT
TERRAIN FEATURES
– Ocean, Sea, Important lakes are shown in

blue colour.
– Important Mountain range is shown in a grey

topography pattern.
WAYPOINTS
Compulsory reporting point
P P Non compulsory reporting point

All reporting points adapt the colour of the air-
space they are in (high = black, low = blue)
MARLN
S34 02.1 Restrictions on reporting point
E152 04.0 Waypoint valid for N774 non compulsory
P N774
Reporting point GIRSA only on UM321
The next intersection outside the frame of the

chart is indicated by the five letter code placed
in the border.
Met report required

E 2005

LAT
Intentionally left blank
E 2005

E 2005
LEGENDS TO THE AERODROME LIST

Aerodrome information Runway Approach type minima Runway Approach type minima Circling Alter- Alternate Dis-
layout information minima nate status tance
GBYD -- BJL (10˚W) C:\Mini- 20
VOR/NDB 400--- 2.0 14 8 32 ILS C 17 210--- 0.8 Circling T: 23 LFSB OA1,N 84
BANJUL YUNDUM INTL ma_Proj-
ect\Run- NDB 17 400--- 2.0 3600 G 3600 ILS D 220--- 0.8 C: 800-V2.4 EDDS N 116
GAMBIA way_Im- ILS ACFT>65/7 220--- 0.6 D: 800-V3.6 T LSGG
ILS 3% 3 4 10 11 OA2,N 184
ATIS 119.200 16 ag- HL/HL HL/HL 21 24 LFML – 363
TWR 118.300 es\GBY ILS CAT 3B 0---R75 LLZ
15 c350--- 1.2 14
D.BMP 0 (DH)---R75 9
TERPS 18 6 VOR --- 191 350--- 1.2
TN 22 ILS SIDEST.14 1660--- V10.0 NDB 12 400--- 1.5
AD: 1 Non SKED
13
ILS+DME PrefA 600---V3.2 NDB KE+F 400--- V1.5
PPR 72HR
Fuel: MON--- FRI 08--- 12 ETOPS 2
7c200---0.55 19
SRA RTR 2NM 460--- 1.6
2 SAT 13--- 20 ETOPS 1 5 c300---1.4
SUN 08--- 12
else O/R
1 Aerodrome opening hours 12 Approach facility leading down to circling 0.55 = RVR value which may be:
2 Fuel restrictions minimum. --- a reported RVR, or
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!
19 FEB 04 Change: NIL

E 2005
LEGENDS TO THE AERODROME LIST AND PALM/SMART COMPANION
Aerodrome information Runway Approach type minima Runway Approach type Circling
layout information minima minima
GBYD -- BJL (10˚W) C:\Mini-

VOR/NDB 19 400--- 2.0 14 8 32 ILS C 16 210--- 0.8 Circling T: 21
BANJUL YUNDUM INTL ma_Proj-
NDB 400--- 2.0 3600 G 3600 ILS D 220--- 0.8 C: 800/V3.7
ect\Run- 16
GAMBIA way_Imag- ILS ACFT>65/7 220--- 0.6 D: 800/V4.6 T 22
ATIS NIL
ILS 3% 3
4 10 11
es\GBYD. HL/HL 14
TWR 118.30 BMP ILS CAT 3B 0---R75 HL/HL 15
9 LLZ c350 --- 1.2
TERPS 17 13 0(DH)---R75
VOR --- 191 350--- 1.2
TN 20 6 NDB 12 400--- 1.5
AD: Non SKED ILS SIDEST.14 1660--- 10.0
1 PPR 72HR 7
Fuel: MON--- FRI 08--- 12 ILS+DME PrefA 600--- V3.2
SRA RTR 2NM 460---1.6
2 SAT 13--- 20
ETOPS 2 c200---0.55 18
SUN 08--- 12
else O/R
ETOPS 1 5 c300---1.4
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

E 2005
17 MAR 05
LAT
LIGHTS, VISUAL AIDS, ARRESTING SYSTEMS
APPROACH LIGHTING SYSTEMS ICAO
Approach Lighting Systems (APL) with identification letter as indicated on Airport Facility Chart AFC.
Standard length of APL are 900 meters, deviations are indicated on AFC.
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
D BARRETTE CENTRE LINE E SINGLE ROW F PARALLEL ROW
Runway Runway Runway
with cross or without cross or

roll guidance roll guidance
300m
bars, bars,
Sequenced
flashing lights
- EFAS -
(except Canada)
5 lights
in a row
If no ICAO standard is applicable the APL is named ICAO-X.

E 2005
Change: Update 25 SEP 03

LAT
APPROACH LIGHTING SYSTEM USA
Including US AFB and countries with US approach light standard.

Approach Lighting Systems (APL) with identification letter as indicated on Airport Facility Chart AFC.
Standard length of APL is 730m, except type K and L, deviations are indicated on AFC.
G ICAO STANDARD CAT 2/3 H BARRETTE CENTRE LINE I SINGLE ROW

CAT 2
Runway
Runway Runway
150m
5 lights
300m
300m
in a row
300m
Sequenced Sequenced Sequenced

flashing lights flashing lights flashing lights
- EFAS - - EFAS - - RAIL -
5 lights 5 lights
in a row in a row
K SINGLE ROW (430m) L SINGLE ROW (460m)
Runway Runway
5 lights
300m
in a row
460m
430m
Omnidirectional
Sequenced sequenced flashing
flashing lights lights - EFAS -
- RAIL -
RUNWAY END IDENTIFICATION LIGHTS
Runway End Identification Lights (REIL) consist of a pair of syn-

chronized flashing lights, one on each side of the runway threshold Runway
facing the approach area.
REIL
E 2005
25 SEP 03 Change: Update

LAT
VISUAL APPROACH SLOPE INDICATOR SYSTEM
2-BAR VASIS and AVASIS

VASIS are called AVASIS if consisting of less components (lights) than standard or if installed on only
one side of the runway. Can be used down to 200ft by aeroplanes having pilot’s eye-to-wheel heights
of approximately 4.5m or less e.g. A320, MD80, DC9, 737, F100, F28, F50.
VASIS must not be used for positive indication below:
300ft by DC10, 767, 757 and A330; 500ft by MD11, B747 and A310.
LOW ON GLIDE SLOPE HIGH
Examples of VASIS and AVASIS designations on LC
VASIS 3.00 (written sometimes as AVASIS 3.00L AVASIS 3.00

2 ---B VASIS 3.00)
3-BAR VASIS and AVASIS

3-BAR VASIS are called 3-BAR AVASIS if installed on only one side of runway.
3-BAR VASIS resp. 3-BAR AVASIS shall consist of VASIS resp. AVASIS plus the installation of a pair
of additional upwind wing bars.
Provided for aeroplanes having a pilot’s eye-to-wheel heights exceeding approximately 4.5m but not
more than approximately 16m e.g. B747, MD11, DC10, 767, 757, A330, A300, A310.
3-BAR VASIS must not be used for positive indication below 200ft.
Bars crossed out in drawings below should be ignored.
B747-DC10-MD11-B767-B757-A330-A300-A310
A320--- MD80--- DC9--- 737--- F100--- F28--- F50

Examples of 3-BAR VASIS and 3-BAR AVASIS designations on LC
3 ---B VASIS 2.75/ 3.25 3 ---B AVASIS 2.50/ 3.00R 3 ---B AVASIS 2.75/ 2.75L
E 2005

LAT
T ---VASIS and AT ---VASIS

T-VASIS are called AT-VASIS if installed on only one side of the runway.
T-VASIS may be used by all aeroplanes down to 200ft.
VERY 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
PAPI and APAPI (Precision Approach Path Indicator)

PAPI are called APAPI if consisting of two lights only.
PAPI are normally installed on the left side of the runway.
PAPI may be used by all aeroplanes down to 200ft.
HIGH SLIGHTLY HIGH ON GLIDE SLOPE

(More than 0.50°) (Approximately 0.30°)
2 3
1
SLIGHTLY LOW LOW

(Approximately 0.30°) (More than 0.50°)
4 5
E 2005

LAT
STANDARD RUNWAY LIGHTING SYSTEMS
Runway End Lights (REL)
Intermediate holding position lights
300m
(unidirectional)
600m
600m
Taxiway egde
Lights (TWL)
Taxiway Centre Line Lights

(TWY-CLL)
7.5 or 15 or 30m
Taxiway stop bar lights
(unidirectional)
ILS critical sensitive area

(bi-directional lights)
Runway Centre Line Lights

(RWY-CLL) maximum 3m
60m
Runway Edge Lights

30m or
(RWL)
60m
900m
Touchdown Zone Lights
30m or
(TDL)
Displaced Threshold Lights

(THL)
or one-third of runway length,

whichever is less
Approach direction
E 2005
Change: Update 02 DEC 04

LAT
VISUAL GROUND AIDS
RWY Designation Markings
Standard runway designation.

Runway centre line.
20
Runway threshold.
Runway designation for parallel runway.

Runway centre line.
20
L
Runway threshold.
Alternative runway designation for runway

width 45m and greater.
20
Runway centre line.

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
Displaced THR and restricted use area markings
Temporarily displaced landing threshold.
Temporarily or permanently displaced landing

threshold.
Temporarily or permanently closed runway or

part of runway (normally closed for use by all
aeroplanes).
Temporarily or permanently closed taxiway or

part of taxiway (normally closed for use by all
aeroplanes).
Undershoot or overrun area (not suitable for

normal use by aeroplanes).
E 2005
02 DEC 04 Change: NIL

LAT
Runway fixed distance / aiming point markings

a
20
a = DIST from THR to beginning of marking
LDA > 1200m a = 300m
LDA ≥ 2400m a = 400m
Runway touchdown zone markings with distance coding

150m 150m 150m 150m 150m 150m
20
Taxi holding position markings (ILS sensitive area)

a) Where a taxiway intersects a non-instrument, non-precision approach, a precision approach Cate-
gory I or take-off runway; or where a single taxi-holding position is provided at an intersection of
a taxiway and a Category II / III runway.
b) Category II or III taxi-holding position marking where a closer taxi-holding position to the runway
is available.
b) Category II or III a) Category I

E 2005
Change: Update 25 SEP 03

LAT
Information signs
Information signs shall include: direction signs, location signs, destination signs, runway exit signs,
runway vacated signs and intersection take-off signs.
Location / TWY Direction Runway Exit
Location / Runway Vacated TWY Direction / Location / TWY Direction / TWY Direction
Intersection Take-Off
Mandatory Instruction signs

A mandatory instruction sign shall be provided to identify a location beyond which an aircraft taxiing
or vehicle shall not proceed unless authorized by the aerodrome control tower.
Mandatory instruction signs shall include runway designation signs, category I, II or III holding posi-
tion signs, runway-holding position signs, road-holding position signs and NO ENTRY signs.
Sign Left Side of TWY Sign Right Side of TWY
Runway-Holding Position Runway Designation / Location
Location / Runway Designation Runway Designation / Category II Holding Position
No Entry
E 2005
25 SEP 03 Change: NIL

LAT
AEROPLANE NOSE-IN PARKING SYSTEMS
Safegate Docking System
DISPLAY BOARD B 7 4 7 H
A S TO P G
F
D
E
C
Form of display Indication for

A Alphanumerical Aeroplane type (preselected). Final stop confirmation.
B GREEN bottom lights Permission to enter gate.
C GREEN bar / aeroplane symbol Azimuth guidance (parallax).
D Pair of GREEN lights Stop position reference.
E Vertical row of GREEN lights Closing rate to stop position. Each light corresponds to
an inductive loop spaced at 1 meter intervals.
F YELLOW lights Nosegear 1 meter before stop position.
G Pairs of RED lights Stop position reached.
H Alphanumerical Stop command.
Routine docking manoeuvre

1. Line-up to center aeroplane symbol with in the system after initiation by the nose wheel),
GREEN reference bar. hold short immediately and ask for marshaller.
2. Check aeroplane type displayed (flashing).
3. Check GREEN bottom lights (flashing). If safegate not illuminated: Hold before entering
4. When nosegear passes over first sensor, and advise ground control to switch the lights on.
aeroplane type display and GREEN bottom Emergency stop: All 4 RED stop position lights
lights will both change from flashing to steady. and “STOP” at full brilliance will flash.
5. GREEN closing rate lights will move upwards
in relation to actual aeroplane speed.
6. At 1 meter before the stop position, YEL-
LOW lights will illuminate.
7. Reaching the stop position, all four RED lights
will illuminate concurrent with the displayed
command “STOP”.
8. If correctly positioned, “OK!” will be displayed.
Beyond 1 meter of the nominal stop position
“TOO FAR” will be displayed.
Warning: If wrong aeroplane type displayed, or if
closing rate lights do not move upwards when
nosewheel enters the sensor area (orange mark-
ings), or when “ERR+STOP” is displayed (error
E 2005

LAT
Aeroplane Parking and Information System APIS
DISPLAY BOARD
Aeroplane type (preselected)

and stop position indication
--- OK
--- TOO FAR
Stop command
Closing rate “THERMOMETER“

Showing 0--- 14m to stop position
On
centreline
INOGON CENTRELINE GUIDANCE
Warning: Final 15m slow taxiing to

allow correct “THERMOMETER” in-
dication.
Steer right Steer left

E 2005

LAT
Docking Guidance System SAFEDOCK
DISPLAY BOARD
Aeroplane type (preselected) indication:

– STOP
– TOO FAR
– STOP ID FAIL
The floating yellow arrows indicate that the system is acti-

vated and “Ready to enter”
Watch the red arrow in relation to the green centre line

indicator for correct azimuth guidance.
Green centre line
Follow the Lead-in line. When the two vertical closing rate
fields turn yellow the aeroplane is caught by the laser and
being identified.
When the aeroplane is 16m from the stop position, the closing
rate starts indicating distance to go by turning off one pair of
LEDs for each half meter the aeroplane advances into the gate.
During approach into the gate, the aeroplane will be identified. If, for any reason, identification is
not made 12m before the stop position, the system will show “ STOP“ and “ ID FAIL “ and the 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 LED’s will be switched off. When the aeroplane is correctly parked
“OK“ will be displayed after a few seconds. If the aeroplane has overshot the stop position “TOO
FAR“ will be displayed.
E 2005

LAT
RLG automated system for visual docking
RLG stand for: Robert L. Gugenmeier, the inventor of the system. The system is in a metal enclosure
housing attached to the terminal building precisely lined up perpendicular to and 21 inches left of the
taxi line of the gate area, aligned for interpretation by the pilot in the left hand seat.
Aeroplane type indicator

Stopping guidance
GREEN (start)
747 10 737
8 SP 300 AMBER (caution)
727 707 11 RED (stop)
RED neon numbers

Centreline guidance
GREEN neon tube
( centreline )
YELLOW neon tube

( off left or right )
FRONT
Docking procedure
Prior to entering bay, confirm aeroplane type displayed on the aeroplane type indicator. Discontinue
docking when wrong aeroplane type is shown. Taxi into bay at minimum speed. Interpret vertical neon
lights for centerline guidance as follows:
GREEN GREEN GREEN
YELLOW YELLOW
or or
RED RED
On the left of the centreline On the centreline On the right of the centreline
Discontinue docking when lights go off.

E 2005

LAT
INOGON airpark system
Stop Beacon
STOP LINE Centre line Beacon
MD11 DC10 B747 MD80 DC9
The beacon is equipped with a

moire screen and lighting desig-
nated for the guidance of aero-
planes on the ground. The beacon
observed by the pilot indicates, in
the form of arrows, the direction in
which he should steer and when
the correct stop position is reached.
Centre Line Guidance

Steer right On line Steer left
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).
Stop Line Guidance
Forward Slow forward Correct stop position
Multi stop
YELLOW BLACK For exact positioning of a limited
STOP LINE
STOP LINE
STOP LINE
number of aeroplane or approximate

positioning of groups of aeroplanes
(used when docking). Type of aero-
plane/ stop line will be selected at the
gate.
E 2005

LAT
Stand entry guidance system

The system consists of a centreline guidance named AGNIS (Azimuth Guidance for Nose-in Stand)
and a stop element named Side Marker Board or Stop Element Marker Board, Parallax Aeroplane
Parking Aid or Stop Light System.
Azimuth Guidance for Nose-In Stand (AGNIS)
Mounted on the face of the pier and aligned for the pilot sitting in the left-hand seat. It emits red and/or
green beams through two parallel vertical slots.
RED GREEN GREEN GREEN GREEN RED
LEFT of centerline, On centerline RIGHT of centerline,

turn towards GREEN turn towards GREEN
Side Marker Board

It consists of a steel frame on the pier side of the nose loader with vertical slats. The edge of each slat
is BLACK with a WHITE segment, the side facing the taxiway is GREEN and the side facing the pier
is RED. Each slat bears an aeroplane type tab. The pilot entering the stand will see the GREEN side.
In correct STOP position the BLACK egde only (with WHITE segment). Passing the STOP position
the RED side of the slat will begin to appear.
At certain gates, the DC9/MD80 - with pilot’s position abeam the air jetty - will not be served by SMB.
Instead the correct stopping position will be given by a STOP MARK on the air jetty itself.
B747
FRAME
AIR JETTY GREEN
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
E 2005

LAT
Stop Element Marker Board

The aeroplane is stopped at the correct position by means of the Stop Element. When the tubular light,
visible through the horizontal slot in the marker board, registers in line with the appropriate vertical ref-
erence mark, the aeroplane has reached the correct stopping position.
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.
Typical examples of Stop Element Marker Board
B747 MD11 B747 MD11 B747 MD11 B747 MD11

DC10 DC10 DC10 DC10
A310 A310 A310 A310
B747 other B767 other B767 other B767 other

types types types types
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
B747 other B747 other B747 other B747 other

types max. types max. types max. types max.
B767 B767 B767 B767
MD80 MD80 MD80 MD80

DC9 DC9 DC9 DC9
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
CENTERLINE STOP ELEMENT

GUIDANCE MARKER BOARD
ELEMENT
YELLOW
CENTERLINE
E 2005

LAT
Parallax Aeroplane Parking Aid

The Parallax Aeroplane Parking Aid is provided on aprons where apron-drive air jetties (Aeroways)
are installed. It indicates the correct forward stopping position.
It consists of a reference board with a horizontal slot running across its center. This board is supported
on a frame projecting 5ft from the face of the pier. Behind it is a 5ft weatherproof white fluorescent tube
mounted vertically and slightly to the right of the board.
FACE 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.
Marker board and tube
B747 B757 B767

WHITE
MARKER
SLOT THROUGH WHICH FLUORESCENT

TUBE
TUBE IS SIGHTED
WHITE
MARKER
MD11 A310 B707
Position of the fluorescent tube with respect to the WHITE marker when aeroplane is correctly parked.
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.
E 2005

LAT
Stop Light System
Two-colour light indicator Signification of light signals

Steady RED Not yet cleared to enter bay
Steady or flashing GREEN Cleared to enter bay
Alternating GREEN/RED Aeroplane should reduce speed and prepare to stop
Steady RED Aeroplane reaches stopping point
Note: Lights RED or lights not visible or Stop aeroplane
GREEN light not visible
A stopping light comprises a single luminous slot which changes progressively from GREEN to RED
as the aeroplane proceeds towards the desired stopping position. When the stopping position is
reached the separation between RED and GREEN is situated opposite the index corresponding to the
type of aeroplane.
GREEN
RED
Burroughs Optical Lens Docking System
Module indicating Position stop

the centreline module
Fixed centreline Stop bar
indicator (moving downwards)
747 Type indication

Left / right
indicator
Position stop cue
Example: Docking B747 (fixed)
747 747 747
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.
E 2005

LAT
Side Marker Light

Within Australia, the Side Marker Light is used in connection with Upper Centerline Guidance Light
(B747 types only).
The Side Marker Light provides the pilots of B747 aeroplanes with a longitudinal stopping position. It
is mounted at a height of 9 meters.
As the pilot approaches the aerobridge, he will observe the following sequence of signals from the Side
Marker Light.
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
E 2005

LAT
AEROPLANE RADIO CONTROL OF AERO- ARCAL type L

DROME LIGHTING SYSTEM (ARCAL) To operate all aerodrome lighting for a duration of
approximately 15min, click microphone button as
With the ARCAL system the pilot can switch-on indicated on landing chart. If required the proce-
approach, runway (including VASIS, REIL etc.) dure may be repeated for a further 15min period.
and other aerodrome lightings. Example of ARCAL type L:
System available called “Aircraft Radio Control of ARCAL: 118.10 type L (RWY 02/20 4 clicks within
Aerodrome Lighting (ARCAL)”, “Pilot Control of 4sec).
Airport Lighting” and “Remote Switching of run-
way lights”. ARCAL type PAL (Australia only)
Australian type of ARCAL is called PAL (Pilot Ac-
In Route Manual all systems are named with tivated Lighting) with following activation proce-
heading ARCAL. dure:
Heading ARCAL is located, if available, on land- On departure: Before taxi, resp.
ing chart in the left information area. on arrival: Within 15nm of aerodrome.
1. Transmit pulse must be between 1 and 5sec.
ARCAL type J (Canada only) 2. 3 pulses must be transmitted within 25sec.
To operate all aerodrome lighting for duration of Ensure that the 3rd pulse ends before the 25th
approximately 15min, key mike 5 times within sec.
5sec. The timing cycle may be restarted at any 3. Break between transmissions can be more or
time by repeating the keying sequence. less than 1sec.
PAL will remain illuminated for 30-60min. The
Note: Some systems will indicate when the dura-
wind indicator light will flash continuously during
tion period is over by flashing once., then remain-
the last 10min to warn users that the lights are
ing on for a further 2min before extinguishing
about to extinguish. To maintain continuity of light-
completely.
ing, repeat the activation sequence.
Other systems offer no indication that the period
is ending. Example of ARCAL type PAL:
The control system may operate 24hr or between ARCAL: 122.80 type PAL
SS and SR.
Example of ARCAL type J:
ARCAL: 122.80 type J
ARCAL type K (Canada and USA)

To operate all aerodrome lighting for a duration of
approximately 15min, key mike 7 times initially
within 5sec. This will ensure all lights are on maxi-
mum intensity.
The intensity may be adjusted up or down to any
one of three settings by keying the mike:
– 7 times within 5sec for high intensity setting.
– 5 times within 5sec for medium intensity set-
ting.
– 3 times within 5sec for low intensity setting.
The timing cycle may be restarted at any time by
repeating the initial key sequence.
Examples of ARCAL type K:
ARCAL: 122.80 type K
ARCAL: 122.80 type K (RWY 18/36)
E 2005
Change: NIL 06 NOV 03

LAT
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
E 2005
06 NOV 03 Change: Editorial

LAT
Meters to feet (rounded up to next 10ft)

m 0 100 200 300 400 500 600 700 800 900
0 0 330 660 990 1320 1650 1970 2300 2630 2960
1000 3290 3610 3940 4270 4600 4930 5250 5580 5910 6240
2000 6570 6890 7220 7550 7880 8210 8540 8860 9190 9520
3000 9850 10180 10500 10830 11160 11490 11820 12140 12470 12800
4000 13130 13460 13780 14110 14440 14770 15100 15420 15750 16080
5000 16410 16740 17070 17390 17720 18050 18380 18710 19030 19360
6000 19690 20020 20350 20670 21000 21330 21660 21990 22310 22640
7000 22970 23300 23630 23960 24280 24610 24940 25270 25600 25920
8000 26250 26580 26910 27240 27560 27890 28220 28550 28880 29200
9000 29530 29860 30190 30520 30840 31170 31500 31830 32160 32490
10000 32810 33140 33470 33800 34130 34450 34780 35110 35440 35770
11000 36090 36420 36750 37080 37410 37730 38060 38390 38720 39050
12000 39380 39700 40030 40360 40690 41020 41340 41670 42000 42330
13000 42660 42980 43310 43640 43970 44300 44620 44950 45280 45610
14000 45940 46260 46590 46920 47250 47580 47910 48230 48560 48890
15000 49220 49550 49870 50200 50530 50860 51190 51510 51840 52170
ft
Example: 9500m = 31170ft
Slant range in Nautical Miles (nm)
0 5 10 15 20 25 30 35 40
40
- 3.0
- 2.0
35 - 0.5 nm
- 1.0
ALTITUDE ( 1000 ft )
30 “When range in nm is greater than altitude in

thousands of feet, forget about slant range”.
25
20
Example: ALT 35000 ft
DME DIST 17 nm
15 GND DIST 16 nm
10
Radio horizon for VHF facilities
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
E 2005
Change: NIL 23 SEP 04

LAT
WEIGHTS
Liquids and weights
Litres (l) to US Gallons (USG) to Imp. Gallons (IMG) to kg and lb

IMG I USG I USG IMG I IMG USG kg lb/kg lb
0.22 1 0.26 3.79 1 0.83 4.55 1 1.20 0.45 1 2.20
0.44 2 0.53 7.57 2 1.67 9.09 2 2.40 0.91 2 4.41
0.66 3 0.79 11.36 3 2.50 13.64 3 3.60 1.36 3 6.61
0.88 4 1.06 15.14 4 3.33 18.18 4 4.80 1.81 4 8.82
1.10 5 1.32 18.93 5 4.16 22.73 5 6.00 2.27 5 11.02
1.32 6 1.59 22.71 6 5.00 27.28 6 7.21 2.72 6 13.23
1.54 7 1.85 26.50 7 5.83 31.82 7 8.41 3.18 7 15.43
1.76 8 2.11 30.28 8 6.66 36.37 8 9.61 3.63 8 17.64
1.98 9 2.38 34.07 9 7.49 40.91 9 10.81 4.08 9 19.84
Jet fuel weight ) (specific weight: 0.80)

USG/ USG/
kg kg USG kg IMG LB LB USG LB IMG
IMG IMG
3.0283 1 3.6368 0.330223 1 0.274969 6.6843 1 8.0248 0.1496 1 0.1246
6.0565 2 7.2736 0.660445 2 0.549937 13.3686 2 16.0496 0.2992 2 0.2492
9.0848 3 10.9103 0.990668 3 0.824906 20.0529 3 24.0744 0.4488 3 0.3738
12.1131 4 14.5471 1.320890 4 1.099875 26.7372 4 32.0992 0.5984 4 0.4984
15.1413 5 18.1839 1.651113 5 1.374843 33.4215 5 40.1240 0.7480 5 0.6230
18.1696 6 21.8207 1.981335 6 1.649812 40.1058 6 48.1488 0.8976 6 0.7476
21.1979 7 25.4574 2.311558 7 1.924781 46.7901 7 56.1736 1.0472 7 0.8722
24.2261 8 29.0942 2.641780 8 2.199749 53.4744 8 64.1984 1.1968 8 0.9968
27.2544 9 32.7310 2.972003 9 2.474718 60.1587 9 72.2232 1.3464 9 1.1214
Litres to Kilograms (thousands of Litres) (specific weight: 0.80)
Lit. 0 0.050 0.100 0.150 0.200 0.250 0.300 0.350 0.400 0.450 0.500 0.600 0.700 0.800 0.900
0 0 40 80 120 160 200 240 280 320 360 400 480 560 640 720
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
Example: 9500 Lit. = 7600 kg

E 2005
23 SEP 03 Change: Update

LAT
DETERMINATION OF ACTUAL ALTITUDE / FL
Temperature correction for MOCA calculation

STD
Temp
250 250 - 35
OAT = STD Temp ( ˚C )

- 30
200 200 - 25
LEVEL
- 20
REQUIRED MOCA (x 100ft)
150 150 - 15
FLIGHT
- 10
100 100 - 5
50 50 +5
+10
MSL MSL +15

- 1500ft - 1000ft - 500ft 0 +500ft +1000ft
ADD TO ( SUBTRACT FROM ) MOCA / figure
QNH-correction
940 950 960 970 980 990 1000 1010 1020 1030 1040 1050
+ 2000ft + 1500ft + 1000ft + 500ft 0 -- 500ft -- 1000ft

ADD TO ( SUBTRACT FROM ) MOCA / figure
Example:
Required MOCA = 18’000ft

OAT = STD Temp + 10°
Graph OAT: Subtract from MOCA = -700ft
QNH = 1008 MB/HPA
Graph QNH: Add to MOCA == +150ft
Obtain corresponding indicated altitude 17’450ft
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.
E 2005
Change: NIL 05 JUN 03

LAT
Temperatures of standard atmosphere
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
ALTIMETER CORRECTIONS DURING APPROACH
The altimeter error may be significant under conditions of extremely cold temperatures.
Altimeter corrections during approach (recommendation):
It is assumed that the aeroplane altimeter reading on crossing the fix is correlated with the published
altitude, allowing for altitude error and altimeter tolerances.
Values to be added by the pilot to published altitudes (ft)
AD Height in ft above the elevation of the altimeter setting source (AGL)

OAT °C 200 300 400 500 600 700 800 900 1000 1500 2000 3000 4000 5000
0° 0 20 20 20 20 40 40 40 40 60 80 140 180 220

−10° 20 20 40 40 40 60 80 80 80 120 160 260 340 420
−20° 20 40 40 60 80 80 100 120 120 180 240 380 500 620
−30° 40 40 60 80 100 120 140 140 160 240 320 500 660 820
−40° 40 60 80 100 120 140 160 180 200 300 400 620 820 1020
−50° 40 80 100 120 140 180 200 220 240 360 480 740 980 1220
Note: The table is based on aerodrome elevation of 2000ft; however, it can be used operationally at
any aerodrome.
Example: AD XYXZ
Elevation 2000ft
OAT -10°
min. ALT at FIX on GP 3500ft 3500ft
AGL 1500ft
Correction 120ft
Indicated ALT at FIX 3620ft
(4ft per 1000ft above the source per °C off standard)

E 2005
05 JUN 03 Change: Update

E 2005
Change: New
SUNRISE AND SUNSET DIAGRAM
General Information
03 APR 03
Page 55
LAT
Sunrise and sunset diagrams

These diagrams portray graphically for any year the times of rising and setting of the sun for latitudes up to 75˚ North and South. For
high latitudes, not included on the diagram, twilight or half light will usually be found throughout the summer nights.
The scales at the top and bottom of the page mark the date for every five days, while the vertical scales divide the Local Civil Time.
Accuracy of the diagrams is to within one or two minutes.
Instructions for use
1) Enter the top or bottom scale with the proper date.
2) Move vertically down or up the curve for the observer’s latitude.
3) Move horizontally to the right or left and read local time on the vertical scales at the sides.
4) To find exact GMT add 4 minutes for each degree west of Greenwich Meridian and subtract 4 minutes for each degree east of
Greenwich Meridian.
SUNRISE DIAGRAM
Example: Determine the sunrise time in GMT at 40˚N, 77˚W on 20th January.
Enter the diagram at the top of the scale on the line marked January 20, follow the line until the intersection with the 40˚ north latitude
curve; at the vertical scale read off the local civil time, i.e. 0718; calculate the correction for the longitude, i.e. 4x77=308min (=5h08min),
add the correction to the local civil time, i.e. 0718+5h08min=1226 GMT.
LAT
Page 56
Change: New
General Information
03 APR 03
Sunrise and sunset diagrams

These diagrams portray graphically for any year the times of rising and setting of the sun for latitudes up to 75˚, North and South. For
high latitudes, not included on the diagram, twilight or half light will usually be found throughout the summer nights.
The scales at the top and bottom of the page mark the date for every five days, while the vertical scales divide the Local Civil Time.
Accuracy of the diagrams is to within one or two minutes.
Instructions for use
1) Enter the top or bottom scale with the proper date.
2) Move vertically down or up the curve for the observer’s latitude.
3) Move horizontally to the right or left and read local time on the vertical scales at the sides.
4) To find exact GMT add 4 minutes for each degree west of Greenwich Meridian and subtract 4 minutes for each degree east of
Greenwich Meridian.
SUNSET DIAGRAM
Example:
What is GMT sunset in latitude 40˚N, longitude 77˚W, January 20th ?
Enter at bottom for January 20th and move vertically up to 40˚N curve. Move horizontally right and read Local Civil Time of 1704. Add
to Local Civil Time for 77˚W, 4 minutes for each degree, making a total of 308 minutes to be added to 1704 giving 2212 as GMT.
E 2005
LAT
CLIMB AND DESCENT GRADIENTS
Rate of descent ROD (FT/MIN and Rate of climb ROC (FT/MIN)

Ground
speed
p Glide path vs Ground speed
Glide (kt)
path 120 125 130 135 140 145 150 155 160 165 170 175 180
(degrees)
8000
7.00 1500 1550 1600 1650 1700 1800 1850 1900 1950 2050 2100 2150 2200
6.75 1400 1500 1550 1600 1650 1700 1750 1850 1900 1950 2000 2050 2100
6.50 1350 1450 1500 1550 1600 1650 1700 1750 1800 1900 1950 2000 2050
6.25 1300 1400 1450 1500 1550 1600 1650 1700 1750 1800 1850 1950 2000
6.00 1250 1300 1350 1400 1450 1500 1600 1650 1700 1750 1800 1850 1900
5.75 1200 1250 1300 1350 1400 1450 1500 1550 1600 1650 1700 1750 1800
7000 5.50 1150 1200 1250 1300 1350 1400 1450 1500 1550 1600 1650 1700 1750
5.25 1100 1150 1200 1250 1300 1350 1400 1450 1450 1500 1550 1600 1650
5.00 1050 1100 1150 1150 1200 1250 1300 1350 1400 1450 1500 1500 1550
4.75 1000 1050 1100 1100 1150 1200 1250 1300 1350 1350 1400 1450 1500
4.50 950 1000 1050 1050 1100 1150 1200 1200 1250 1300 1350 1400 1400
4.25 900 950 950 1000 1050 1050 1100 1150 1200 1200 1250 1300 1350
6000 4.00 850 900 900 950 1000 1000 1050 1100 1100 1150 1200 1250 1250
3.75 800 850 850 900 900 950 1000 1000 1050 1100 1100 1150 1200
3.50 750 750 800 800 850 900 900 950 1000 1000 1050 1050 1100
3.25 700 700 750 750 800 850 850 900 900 950 950 1000 1050
3.00 600 650 700 700 750 750 800 800 850 850 900 900 950
2.75 600 600 600 650 650 700 700 750 750 800 800 850 850
5000 2.50 550 550 550 600 600 650 650 700 700 750 750 750 800
2.25 450 500 500 550 550 550 600 600 600 650 650 700 700
HEIGHT QFE (FT)
2.00 400 450 450 450 500 500 550 550 550 600 600 600 650
Gradient vs Ground Speed

4000
ROD (FT/MIN » GS (KT) x Grad (%)
Example:
Required gradient = 5%
GS = 160 KT
3000 ROD = 5 x 160 » 800 FT/MIN
(correct value = 810 FT/MIN)
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
E 2005
Change: Update 03 JUL 03

LAT
E 2005
LAT
WORLD LOCAL TIMES
Local time (LT) is Standard time (STD) or Daylight saving time (DST)
Times given below should be added/subtracted (according signes) to UTC (Z,GMT).
General
All hours of operation of radio aids, service hours of aerodromes,etc. are indicated in
Coordinated Universal Time UTC, sometimes also expressed as “Z” time or GMT (UTC, Z, or GMT
not shown).
Times given in Local Time are followed by letters LT.
The symbol } indicates that during periods of Daylight Saving Time, effective hours will be one hour
earlier than shown.
Example: LSZH (STD +1, DST +2) 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.
COUNTRY STD DIFFERENCE DST DIFFERENCE PERIOD WHEN

DST APPLIES
AFGHANISTAN +4½
ALBANIA +1 +2 27/03/05-30/10/05
ALGERIA +1
ANDAMAN ISLAND +5½
ANDORRA +1 +2 27/03/05-30/10/05
ANGOLA +1
ANGUILLA (Leeward Island) -4
ANTARCTICA -4
ANTIGUA & BARBUDA -4
ARGENTINA -3
ARMENIA +4 +5 27/03/05-30/10/05
ARUBA -4
ASCENSION ISLAND UTC
AUSTRAL ISLAND -10
AUSTRALIA:
Capital Territory (Canberra) +10 +11
-26/03/05
26/03/05
Lord Howe Island +10½ +11
...........29/10/05-
29/10/05-
New South Wales (Sydney) +10 +11
Northern Territory (Darwin) +9½
Queensland +10
South Australia (Adelaide) +9½ +10½
-26/03/05
26/03/05
Tasmania (Hobart) +10 +11
...........29/10/05-
29/10/05-
Victoria (Melbourne) +10 +11
Western Australia (Perth) +8
Whitsunday Islands +10
(Hamilton, Hayman & Lindeman)
AUSTRIA +1 +2 27/03/05-30/10/05
AZERBAIJAN +4 +5 27/03/05-30/10/05
AZORES -1 UTC 27/03/05-30/10/05
E 2005
BAHAMAS -5 -4 03/04/05-30/10/05
Change: Update 10 FEB 05
LAT

DST APPLIES
BAHRAIN +3
BANGLADESH +6
BARBADOS -4
BELARUS +2 +3 27/03/05-30/10/05
BELGIUM +1 +2 27/03/05-30/10/05
BELIZE -6
BENIN +1
BERMUDA -4 -3 03/04/05-30/10/05
BHUTAN +6
BOLIVIA -4
BOSNIA & HERZOGOVINA +1 +2 27/03/05-30/10/05
BOTSWANA +2
BRAZIL:
Fernando do Noronha -2
South/central coast -3 -2 -13/02/05
Bahia, Goias, BSB/RIO/SAO 16/10/05-
Part of Northeast coast & east of -4
Para Amazonas, Nortwest states
and west of Para
Mato Grosso and Mato Grosso do -4 -3 -13/02/05
Sul 16/10/05-
Territory of Acre -5
BRITISH VIRGIN ISLAND -4
BRUNEI DARUSSALAM +8
BULGARIA +2 +3 27/03/05-30/10/05
BURKINA FASO UTC
BURUNDI +2
C AMBODIA +7
CAMEROON +1
CANADA:
Newfoundland Island -3½ -2½
Labrador -4 -3
Atlantic Zone: -4 -3
New Brunswick,
Nova Scotia, Prince Edward Is.,
Quebec (East of Pte. des Monts)
Eastern Zone: -5 -4 03/04/05-30/10/05
North-West Territory (East)
Ottawa, Ontario, Quebec
(West of Pte. des Monts)
Central Zone: -6 -5
Manitoba, North-West Territory
(Central), Saskatchewan (West)
E 2005
10 FEB 05 Change: Update

LAT

DST APPLIES
Mountain Zone: -7 -6
Alberta, North-West Territory
(Mountain), Saskatchewan(West)
Some towns in NE British
Columbia
03/04/05 30/10/05
03/04/05-30/10/05
Pacific Zone: -8 -7
British Columbia
Yukon Territory
Whitehorse and Watson Lake
Dawson City and Mayo
CANARY ISLANDS UTC +1 27/03/05-30/10/05
CAPE VERDE ISLAND -1
CAROLINE ISLAND +11
CAYMAN ISLAND -5
CENTRAL AFRICAN REP. +1
CHAGOS ARCHIPELAGO +5
CHATHAM ISLAND +12¾ +13¾ -19/03/05
01/10/05-
CHILE -4 -3 -13/03/05
09/10/05-
CHINA (People’s Republic) +8
CHRISTMAS ISLAND +7
COCOS ISLANDS +6½
COLUMBIA -5
COMOROS & MAYOTTE Isl. +3
CONGO +1
COOK ISLAND -9½
COSTA RICA -6
CROATIA +1 +2 27/03/05-30/10/05
CUBA -5 -4 -30/10/05
CURACAO -4
CYPRUS +2 +3 27/03/05-30/10/05
CZECH REPUBLIC +1 +2 27/03/05-30/10/05
D ENMARK +1 +2 27/03/05-30/10/05
DJIBOUTI +3
DOMINICA -4
DOMINICAN REPUBLIC -4
E ASTER ISLAND -6 -5 -13/03/05
09/10/05-
ECUADOR -5
(except Galapagos Isl.)
EGYPT +2 +3 28/04/05-29/09/05
EL SALVADOR -6
EQUATORIAL GUINEA +1
ERITREA +3
E 2005
ESTONIA +2 +3 27/03/05-30/10/05
Change: Update 03 MAR 05
LAT

DST APPLIES
ETHIOPIA +3
FALKLAND ISLANDS -4 -3 -22/04/05
04/09/05-
FAROE ISLANDS UTC +1 27/03/05-30/10/05
FIJI +12
FINLAND +2 +3 27/03/05-30/10/05
FRANCE +1 +2 27/03/05-30/10/05
FRENCH ANTILLES -4
FRENCH GUIANA -3
GABON +1
GALAPAGOS ISLAND -6
GAMBIER ISLAND -9
GAMBIA UTC
GEORGIA +4 +5 26/03/05-29/10/05
GERMANY +1 +2 27/03/05-30/10/05
GHANA UTC
GIBRALTAR +1 +2 27/03/05-30/10/05
GREECE +2 +3 27/03/05-30/10/05
GREENLAND:
Northeastern part -1 UTC
27/03/05 30/10/05
27/03/05-30/10/05
Central part -2 -1
Western part -3 -2
GRENADA -4
GUADELOUPE -4
GUAM +10
GUATEMALA -6
GUINEA BISSAU UTC
GUINEA UTC
GUYANA -4
HAITI -5
HONDURAS -6
HONG KONG +8
HUNGARY +1 +2 27/03/05-30/10/05
I CELAND UTC
INDIA +5½
INDONESIA:
Western Zone +7
Central Zone +8
Eastern Zone +9
IRAN +3½ +4½ 21/03/05-21/09/05
IRAQ +3 +4 01/04/05-30/09/05
IRELAND Rep. UTC +1 27/03/05-30/10/05
ISRAEL +2 +3 31/03/05-29/09/05
E 2005
ITALY +1 +2 27/03/05-30/10/05
03 MAR 05 Change: NIL
LAT

DST APPLIES
IVORY COAST UTC
JAMAICA -5
JAPAN +9
JOHNSTON ISLAND -10
JORDAN +2 +3 24/03/05-27/10/05
K AZAZHSTAN:
Western Zone – Aktau,
+4 +5
Atyrau, Uralsk
26/03/05 29/10/05
26/03/05-29/10/05
Central Zone – Aktyubinsk +5 +6
Eastern/Main Zone +6 +7
KENYA +3
KIRIBATI:
Line Isl. +14
Phoenix Island +13
Gilbert Isl. +12
KOREA:
Democratic People’s Republic +9
Republic of +9
KUWAIT +3
KYRGYSTAN +5 +6 27/03/05-30/10/05
LAO (People’s Democratic Republic) +7
LATVIA +2 +3 27/03/05-30/10/05
LEBANON +2 +3 27/03/05-30/10/05
LEEWARD ISLANDS -4
LESOTHO +2
LIBERIA UTC
LIBYA +2
LIECHTENSTEIN +1 +2 27/03/05-30/10/05
LITHUANIA +2 +3 27/03/05-30/10/05
LUXEMBOURG +1 +2 27/03/05-30/10/05
MACAU +8
MACEDONIA +1 +2 27/03/05-30/10/05
MADAGASCAR +3
MADEIRA ISLAND UTC +1 27/03/05-30/10/05
MALAWI +2
MALAYSIA +8
MALDIVES +5
MALI UTC
MALTA +1 +2 27/03/05-30/10/05
MARIANA ISLAND +10
MARQUESAS ISLAND -9½
MARSHALL ISLAND +12
MARTINIQUE -4
E 2005

LAT

DST APPLIES
MAURITANIA UTC
MAURITIUS +4
MAYOTTE +3
MEXICO:
Central including Mexico City, -6 -5
Guadalajara,
Cancun
Baja California Sur, Nayarit, -7 -6 03/04/05-30/10/05
Sinaloa, Chihuahua
Baja California Norte including -8 -7
Tijuana, Mexicali
MICRONESIA: +10
Caroline Island (Gen) +11
Pohnpei & Kosrae
MIDWAY ISLAND -11
MOLDOVA +2 +3 27/03/05-30/10/05
MONACO +1 +2 27/03/05-30/10/05
MONGOLIA +8
MONTSERRAT -4
MOROCCO UTC
MOZAMBIQUE +2
MYANMAR +6½
N AMIBIA +1 +2 -02/04/05
04/09/05-
NAURU +12
NEPAL +5¾
NETHERLANDS +1 +2 27/03/05-30/10/05
NETHERLAND ANTILLES -4
NEW CALEDONIA +11
NEW ZEALAND +12 +13 -19/03/05
01/10/05-
NICARAGUA -6
NIGER +1
NIGERIA +1
NIUE ISLAND -11
NORFOLK ISLAND +11½
NORWAY +1 +2 27/03/05-30/10/05
OMAN +4
PAKISTAN +5 +6
PALAU +9
PANAMA -5
PAPUA NEW GUINEA +10
PARAGUAY -4 -3 -03/04/05
04/09/05-
E 2005
PERU -5
LAT

DST APPLIES
PHILIPPINES +8
PHOENIX ISLAND -11
POLAND +1 +2 27/03/05-30/10/05
PORTUGAL UTC +1 27/03/05-30/10/05
PUERTO RICO -4
QATAR +3
REUNION +4
ROUMANIA +2 +3 27/03/05-30/10/05
RUSSIA (Federation of):
Kalingrad +2 +3
Moscow, St.Petersburg, +3 +4
Astrakhan
Izhevsk, Samara +4 +5
Perm-Nizhnevartovsk +5 +6
Omsk, Novosibirsk +6 +7
2603/05 29/10/05
2603/05-29/10/05
Norilsk, Kyzyl +7 +8
Bratsk, Ulan Ude +8 +9
Chita, Yakutsk +9 +10
Khabarovsk, Vladivostok +10 +11
Magadan, Yuzhno Sakhalinsk +11 +12
Petropavlovsk, Kamchatsky +12 +13
RWANDA +2
ST. HELENA UTC
ST. KITTS & NEVIS -4
ST. LUCIA -4
ST. PIERRE & MIQUELON -2 -1 03/04/05-30/10/05
ST. VINCENT & GRENADINES -4
SAMOA -11
SAN MARINO +1 +2 27/03/05-30/10/05
SAO TOME & PRINCIPE UTC
SAUDI ARABIA +3
SENEGAL UTC
SEYCHELLES +4
SIERRA LEONE UTC
SINGAPORE +8
SLOVAKIA +1 +2 27/03/05-30/10/05
SLOVENIA +1 +2 27/03/05-30/10/05
SOCIETY ISLAND -10
SOLOMON ISLAND +11
SOMALI DEMOCRATIC REP. +3
SOUTH AFRICA +2
SPAIN +1 +2 27/03/05-30/10/05
SPANISH N.AFRICA +1 +2 27/03/05-30/10/05
E 2005
SRI LANKA +6
LAT

DST APPLIES
SUDAN +2
SURINAM -3
SWAZILAND +2
SWEDEN +1 +2 27/03/05-30/10/05
SWITZERLAND +1 +2 27/03/05-30/10/05
SYRIAN ARAB REPUBLIC +2 +3 31/03/05-31/10/05
TAHITI -10
TAIWAN +8
TAJIKISTAN +5
TANZANIA +3
THAILAND +7
TOGO UTC
TONGA +13
TRINIDAD & TOBAGO -4
TUAMOTU ISLAND -10
TUBUAI ISLAND -10
TUNISIA +1
TURKEY +2 +3 27/03/05-30/10/05
TURKMENISTAN +5
TURKS & CAICOS ISLANDS -5 -4 03/04/05-30/10/05
TUVALU +12
U GANDA +3
UKRAINE +2 +3 27/03/05-30/10/05
UNITED ARAB EMIRATES +4
UNITED KINGDOM UTC +1 27/03/05-30/10/05
UNITED STATES OF AMERICA:
Eastern time -5 -4 03/04/05-30/10/05
Indiana (East) -5
Central time -6 -5 03/04/05-30/10/05
Mountain time -7 -6
Arizona -7
Pacific time -8 -7 03/04/05-30/10/05
Alaska – all locations -9 -8
(except Aleutian Islands
West of W169°30’)
03/04/05 30/10/05
03/04/05-30/10/05
Alaska - Aleutian Islands -10 -9
(West of W169°30’)
Hawaiian Islands -10
URUGUAY -3
U.S. VIRGIN ISLAND -4
UZBEKISTAN +5
VANUATU +11
VENEZUELA -4
VIETNAM +7
E 2005

LAT

DST APPLIES
WAKE ISLAND +12
WALLIS & FUTUNA ISLAND +12
WINDWARD ISLAND -4
YEMEN ARAB REPUBLIC +3
YUGOSLAVIA +1 +2 27/03/05-30/10/05
Z AIRE:
Kinshasa, Mbandaka +1
Haut Zaire, Kasai, Kivu, Shaba +2
ZAMBIA +2
ZIMBABWE +2
E 2005

LAT
E 2005
10 FEB 05 Change: NIL

Understanding LIDO Charts

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Understanding LIDO Charts

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General Part

2. Airport Operational Information (AOI) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

3. Terminal and approach charts . . . . . . . . 3.1 Planview in general . . . . . . . . . . . . . . . . . . . . . . . 6

Special color codes

The Standard Instrument Departure Procedure Text (SIDPT) provides

Page frame information

1 Change remark providing information about the revised items.

11 The Revision date is always a sheet date.

2. AIRPORT OPERATIONAL INFORMATION (AOI)

General Arrival Departure

Headers are omitted in case of NIL information.

3. TERMINAL AND APPROACH CHARTS

3.1 PLANVIEW IN GENERAL

The Aerodrome Elevation is provided in feet and shown in

1 Airports: Generally only airports that are in civil use and

caution/warning note with runway layout

Note: As an exeception and to avoid congestion only airports

Multiple airway names are separated by a slash.

If an airway is limited to one direction a direction indicator

– On conventional charts only the connecting RNAV air-

6 Approach Procedure Designator Box is provided on IACs

8 Border Text: Waypoints or navaids of procedure or airway

9 Chart information is normally placed in the lower left

11 Compass rose is shown centered to an airport facility with

12 Distance circles: are shown in 10NM steps up to 50NM, la-

The Even/Odd Indicator is only provided on airway seg-

FIR boundaries are provided on all chart types (except IACs)

14 Grid ticks: The chart frame provides coordinate grid infor-

Holding patterns being defined by DME distances and/or

Blue figures in a holding pattern are missed approach alti-

A holding altitude or FL with the remark (ATC), is only per-

18 Initial Approach Altitude is the minimum altitude be-

19 Insets are used to either show:

20 Intermediate Approach Altitude is the minimum altitude

22 Maximum Authorized Altitude (MAA):

Different MAAs applied to different airways on the same

If one of a combination of MAAs is according the associated

23 Minimum Enroute Altitude (MEA)

Multiple MEAs applied for different airways on the same

If one of a combination of MEAs is according the associated

24 Minimum Grid Altitude (MGA) is the lowest safe altitude

25 Minimum Sector Altitude (MSA) is shown for each MSA

A MSA pictograph is used when the characteristics of the

According to ICAO regulations the MSA provides an obstacle

In rare cases the MTCA calculated for a specific segment

with ATIS broadcast

with HIWAS broadcast

with meteo broadcast

oriented to true north

with FSS information

The display of obstacles is filtered to display an obstacle only if:

34 Radials are shown as a three digit number with a preceding

37 Special Use Airspaces (SUAs)

Prohibited areas are displayed with the airspace name and

38 Speed Limit Point (SLP)

39 Terrain high spot elevation representing the local maxi-

41 Topography is shown to locate high terrain elevation as

The color coding of terrain elevation on IACs starts with

45 Waypoint coordinate: A waypoint will always be shown

47 Waypoint or procedure point definition can either be by

in the chart planview.

3.2 METERS TO FEET CONVERSION

Indication of conversion datum:

Altitude conversion (below transition altitude) QFE / QNH: