Understand Lido Charts

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General PartI

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 ProcedureText (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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General Part1

1. GENERAL

HEADER

The manual is set up in a way to allow easy and quick handling by the pilot in daily operations.

The sequence of airports in the manual is determined by:country namecity nameairport name.

The charts are organized in chart types with colored header labels for quick and easy recognition andhave a fixed sequence within each individual airport.

The following examples also indicate the numbering and the sequence of the charts within each airportsection.

The page number consists of a chapter number for each chart type and a sequential chart number withinthe chapter.Note: Continuous numbering is made within the chart types of the Lido master manual. This can causeinterruptions of page numberingwithin a customizedmanual, where thecustomer is not using all chartsavailable. Therefore the check for completeness has to bemadewith the list of contents, rather thanwiththe page numbers only.

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General PartLEGENDS AND TABLES

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 codedcharts. Temporary charts are shown with white stripes on the respective chart type color. Company textinformation 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 forcustomized 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 everyspecific chart type. Consistent elements are handled in the same way as on RFCs whenever possible.

The Airport Facility Chart (AFC) supports flight operations within theTerminal Control Area (TMA) after take-off or before landing. SingleAFCs are always shown on the front side of the sheet with the AirportGround Chart (AGC) on the reverse side.

The Airport Ground Chart (AGC) covers the airport ground layout andshows the runways, taxiways and apron areas. The AGC is normallyshown 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 showingdetails concerning the apron situation and parking stands.

The Low Visibility Chart (LVC) is very similar to the AGC. Differencesinclude additional symbols, format and the low visibility taxi proceduretext.

The Engine Out Standard Instrument Departure chart (EOSID) is pub-lishedwhenever operationally required or officially published in theAIPand displays engine out procedures to be followed after take off for theindividual customer and/or aircraft type. The layout is basedon theSID,slightly differing in format or layout.

The Standard Instrument Departure Chart (SID) displays the publisheddeparture routes andprocedures. The textual description for theproce-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) providesthe textual description of the SID procedures wherever published in therespective AIP. The SIDPT is organized in three columns: SID, ROUT-ING, ALTITUDES. The contents of the SID text page correspond to theprocedures on the SID charts.

The Standard Arrival Route Chart (STAR) displays the published arrivalroutes and procedures.The STARs are generally published without a textual description. Ifhowever a textual description is necessary it is either printed on thechart planview or on a separate STAR procedure text page (STARPT).

The Instrument Approach Chart (IAC) supports pilots during approachand 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 informationand approach minima.

The Visual Approach Chart (VAC) supports official visual proceduresproviding detailed information aboutmanmadeand topographical fea-tures within the visual maneuvering area. No vertical profile is shownfor visual procedures.Visual approach minima are listed at the lowerend of the VAC.

The Minimum Radar vectoring Chart (MRC) provides radar vectoringsectors with associated minimum altitudes wherever available in offi-cial sources (AIP).

Page frame informationDepending on the paper size of the manual - either A4 or A5 format - the headers appear in the followingway:

A5 manual:Large planview:

Small planview:

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A4 manual:

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 isaffected by to changes this revised chart determines the revision date. The change remark ofthe unaffected chart still carries the change remark of its last revision but is dimmed to indicatethat 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) indicatingthe period of affectiveness for a certain chart can be addedinstead of a single WEF date.Begin- and end-date are separated by a slash.Abbreviationsmaybe used to describe - especially - theendof 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 possibledifferences 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 theAFC accordingly.

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3. TERMINAL AND APPROACH CHARTS

3.1 PLANVIEW IN GENERAL

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 scaleinformation.

AFC sample:

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IAC sample:

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The Aerodrome Elevation is provided in feet and shown inbold font in the chart information pictograph generally posi-tioned in the lower left part of the chart planview.Also see under Chart Information.

1 Airports: Generally only airports that are in civil use andprovide at least one runway with minimum dimensions of30m width and 1500m length are shown on the chart. Theairports will be chartedwith city- and/or airport name, 4 let-ter code and longest runway in hundreds of meters .

Airport with largest RWY ≥45m width and ≥1500mlength.

Airport with largest RWY ≥30m width and ≥1500mlength.

As exceptions airports that are not meeting the above re-quirements but are mentioned in the context of warningand/or caution notes in the corresponding AIP or are uponcustomer request will also be displayed.

customer request

caution/warning note with runway layout

Note:Asanexeception and toavoid congestion only airportswith a minimum RWY length of 2000m will be charted forthe territory of the United States (excluding Alaska).

2 Airspaces: Only controlled airspace – with sectors – classD, C, B or A related to the charted airport, are labeled withlower 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 indicatorarrow is added to the name.

The airway type can either be conventional or RNAV.– 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 airwayswill be la-beled with ”C”.

– Oncombined charts either typeof airwaywill be labeled.

4 Altitude limitation at defined procedure points.S Maximum altitude ”at or below”S At altitudeS Minimum altitude ”at or above”

S In between ”at or between”

500050005000

80006000

5 Approach data box is provided on AFCs only.For details refer to AFC legend.

6 Approach Procedure Designator Box is provided on IACsonly.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 airwaylegs which lie outside of the chart frame, are shown alongthe 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 leftpart of the chart, providingS Local magnetic variation.S Chart orientationS Aerodrome elevation

10 COM Frequencies are provided on procedure charts in theupper right corner of thechart frame. Theboxmay bemovedfor optimal placement.The callsign prefix is assumed to be the city name of the re-spective airport. Only if the callsign prefix is deviating fromthe city name, the prefix will be added in the communica-tions box, e.g. City name is ”Windsor Locks”, the callsignprefix is ”Bradley”.Frequencies operating hours deviating from H24, as well asother restrictions/instructions related to the relevant fre-quencies are provided in the communications box on theAFC.Times are generally shown in UTC (for more informationabout World Local Times see the corresponding chapter).

If ATIS broadcast is available via data link, a preceding ”D-”is added.

Company InformationCompany derived information displayed on chart planviewsis always shown in magenta. This can be textual and/orgraphical information.

11 Compass rose is shown centered to an airport facility witha 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 10NMsteps 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 cruisingtables.

FIR boundaries are provided on all chart types (except IACs)indicating the FIR name followed by the suffix ”FIR” and 4letter identifier.

13 Grid lines are oriented to true north.The grid size (magnitude) of the grid is depending on thechart 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 areshown along the left and upper frame.

15 Headings are shown as a three digit number with a degreesymbol 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 witha fixed symbol thus being not to scale. Exceptions can bemade on special charts or when operationally required.Any standard timed racetrack pattern will generally beshown to scale, taking the maximum procedure designspeeds into account (e.g. New PANS OPS, TERPS).

Holding patterns being defined by DME distances and/orwaypoint 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.

Holding insets are used whenever necessary because ofcongestion 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 atleast 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 altitudebetween the IF and FAF/FAP with a reducing obstacle clear-ance from 300m (984ft) to 150m (492ft) in the primaryarea.For further details refer to part Rules and Regulations RAR).

21 Main airport of the corresponding chart is charted with itsmain runway layout and the city and/or airport name.

22 Maximum Authorized Altitude (MAA):The MAA is presented on each airway segment wheneverpublished in the AIP either in FL or ft) and is different fromthe 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 samesegment are separated by a slash.

If one of a combination of MAAs is according the associatedairspace 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 theassociated 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 samesegment are separated by a slash.

If one of a combination of MEAs is according the associatedairspace limitations (lower vs. upper airspace) that is indi-cated by three dots.

24 Minimum Grid Altitude (MGA) is the lowest safe altitudeto be flown off-track.The MGA is calculated by rounding up the elevation of thehighest obstruction within the respective grid area to thenext 100ft and adding an increment ofS 1000ft for terrain or obstructions up to 6000ft

orS 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 thatwould result in aMGA below2000ft. Exception is overwaterareas where the MGA can be omitted.

MGAs below 10’000ft are shown in purple, at and above10’000ft in red.

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25 Minimum Sector Altitude (MSA) is shown for each MSAsector.The sector boundaries are formed by limiting radials, QDMsor tracks depending on the reference facility and the limitingcircle.

26 MSA limiting circle is shown centered to the reference na-vaid or the Airport Reference Point (ARP), normally havinga radius of 25NM.

A MSA pictograph is used when the characteristics of theMSA sectors cannot completely be drawn from the chartplanview alone.

According to ICAO regulations theMSA provides anobstacleclearance of at least 300m (984ft).

27 Minimum Terrain Clearance Altitude (MTCA):TheMTCA is provided for all airway segments, on STARS (tothe IAF) andon selectedSIDs (for segments lying outside thecoverage of the MSA) always shown in red italic font.For SIDs and STARS the MTCA is calculated for an area of5 NM on either side of the centerline of each procedure seg-ment and around a navaid/waypoint where theMTCA is pro-vided.For airways the buffering area extends to 10NM.The MTCA is calculated by rounding up the elevation of thehighest obstruction within the respective safety area to thenext 100ft and adding an increment ofS 1000ft for terrain or obstructions up to 6000ft

orS 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 whereverno MTCA is provided 3000ft can be considered a safe flightaltitude.

Consecutive segments having an identical MTCA can becombined by MTCA break symbols providing the label onlyonce.

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Any MTCA being calculated with other than the abovemen-tion policies will be shown in brackets with reference to thecalculation method.In rare cases the MTCA calculated for a specific segmentcan be higher than the respective published official mini-mum altitude.

This is due to the difference in buffer calculation and/or thedefinition of the safety area.For details refer to part Rules and Regulations (RAR)

28 Missed approach:All items related to themissedapproachprocedure are shown in blue color.

29 Navaids are shown with the navaid symbol and the navaidflag including:Navaid name (the name will be omitted if multiple navaidsof the same type share the name)S frequency and identifierS morse codeS 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

DME only/ TACAN only

NDB

If two navaids are co-located and have the same name andindentifier only one symbol and a combined navaid flag ischarted.

Outer marker

Middle marker

Inner marker

30 Obstacles with their associated top elevation that mightappear as:Lighted obstacleSingle obstacleGroup 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 topographicallayer which it is located in (also refer to section “topography”).

31 Procedure designator:SID and STAR designators are shown in colored arrowswithprocedure name(s) indicating the direction of the proce-dure.

For details refer to the relevant chapter within SID/STARspecifics.

32 Procedure tracksaredrawn 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 WPTname.

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 RNAVprocedurefixes suchas initial approachwaypoint (IAWP), intermediatewaypoint (IWP), etc.

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34 Radials are shown as a three digit numberwith apreceding”R” on procedures or waypoint definition lines.

35 Remarks, cautions, warnings and special notes areshown on the chart planview in white boxes. FPL relevantnotes are published in the Airport Operational Information(AOI).

36 Scalebar is generally shown in 2NM steps on the left-handside of planview frame, allowing deviations depending onthe chart size and scale.

37 Special Use Airspaces (SUAs)Danger and restricted areas are displayedwith the airspaceidentification.

Prohibited areas are displayed with the airspace name andits 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 toFinal 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 aswell as coastlines, water surface, rivers, cities or othergeographic information of interest.The color coding of terrain elevation on IACs starts withwhite at airport elevation changing to darker brown in thefollowing 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 aerodromeelevation.4th layer: dark beige, 2001-3000ft above aerodromeelevation.5th layer: light brown, 3001-4000ft above aerodromeelevation (flexible).6th layer: brown, beyond 4001ft above aerodrome eleva-tion (flexible to cover the highest topographical featurewithin the planview).

OnAFC, SID, STARandMRC the first two layers arecombined to one layer of amaximumverticalextension of 1000ft.

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The topographical steps shown in the legend on each planview indicate the maximum elevationin feet above MSL.No man-made obstacles are included in the respective maximum elevations which is symbol-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-madeobstacle.

42 Track distance is provided for each segment.terminal procedure

AWY

43 Tracks or bearings are shown as a three digit number witha degree symbol on procedures or waypoint definition lines.

44 Transition Level and Transition Altitude are shown in thelower right corner.

45 Waypoint coordinate: A waypoint will always be shownwith INS coordinates (except on IACs) whenever it is servingin a conventional procedure.

46 Waypoint name

47 Waypoint or procedure point definition can either be bya bearing or radial,

or a DME distance

48 Waypoint symbolsS 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 forat least one procedure.

S Fly-by: Whenever a waypoint is defined exclusively as afly-by waypoint.

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49 Whichever is earlier:Conditional AIP text instructions such as “... at 2000ft or 3DME3 CHE (whichever is earlier) turn left ...“ are symbolizedin the chart planview.

Whichever is later:Conditional AIP text instructions such as “... at 3500ft orDME4 FKO (whichever is later) turn left ...” are symbolizedin 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 AIPguidelines.LIDO does not provide an in-house policy.All procedure values being at or below transition altitude are converted frommeters to feet and roundedup to the next ten feet.All values above transition altitude are taken from the officially published cruising tables (FLconversion).For the procedures displayed on chart planviews the corresponding official meter value is given in theconversion table only.Exceptions:

Aerodrome Elevation and Threshold Elevation are generally onlyprovided with their converted feet-value.On some charts however (QNH-QNH-conversion) the originalm-value for the Aerodrome Elevation is additionally provided inbrackets.

QNH

QFE

MSA

QNH

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QFE

Transition altitude

QNH

QFE

Note: m values referenced to QFE carry the suffix ”QFE”, QNH values are printed without suffix.

Conversion tables are provided on the chart planview.Altitude conversion (below transition altitude) QNH / QNH:

Indication of conversion datum:

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Altitude conversion (below transition altitude) QFE / QNH:

Indication of conversion and reference datum:

Pressure difference:The QNH can be calculated from a given QFE.

For example: QFE (as by ATC/ATIS) 998hPaDelta hPa + 23hPaQNH 1021 hPa

Flight level conversion (above transition altitude) according theofficially 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:S PlanviewS RWY informationS COM information

The AFC planview features a general overview over the aerodrome area, displays all navaids withinthe 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 greenbox.Frequencies operation hours are onlyshown if the FREQ is not operative24h. Times are shown in UTC.The Symbol ‡ indicates that duringperiods of Daylight Savings Time ef-fective hours will be one hour earlierthan shown (for more informationabout World Local Times see the cor-responding chapter).

RWY informationFor 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, inboundtrack and glidepath figures, featuresthe best approach for the corre-sponding RWY including:S The approach type having the

lowest minimum.S Corresponding frequency and

callsignS Morse codeS Minimum altitude steps with dis-

tance reference.

For any non precision approach everyaltitude step would relate to the con-tinuous descent angle.The first altitude to be the descentpoint 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 firstsegment of the respective procedure. The designator con-sists of:S orange arrowS 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 combinedcharts (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 subtypes2nd priority: runway (RWY 07,RWY18, RWY25, ...),left before center, before right (RWY 07L, RWY07C, RWY 07R, RWY 18, ....)

The IAC consists of the components:

PlanviewS RWY descriptionS Profile and distance/altitude tableS 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 atairportswhereno instrument approach procedure to a specific runway is published. A letdownendsat 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 flighttrack that can either defined by visual- and/or instrumental means. A Visual may or may not beginat 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 hasto be executed solely by visual means and usually begins at the end (MAPt) of a specific instrumentpart (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 IACsonly and placed in the upper right corner of the chart. Thefollowing information is provided.S Full procedure name

(navaids that require tuning of a distinct frequency areseparated 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 + IIIApproach light system with red side row lights the last300m. Centerline lights white; longitudinal spacing 30m.Minimum two crossbars located 150m and 300m fromTHR.

P1: ICAO standard CAT ICenterline lights white; longitudinal spacing 30m, exceptUS lighting system spacing 60m.At least one crossbar located 300m from THR.

S: ICAO standard simple approach light systemMAX longitudinal spacing of lights 60m. At least one cross-bar located 300m from THR.

N: Non standard lightsAny approach light system, which does not meet the aboverequirements.

Suffix F: (P2F, SF, NF)Indicates that sequenced flashing lights are available (nor-mally from beginning of approach light system to 300mfrom THR).

Suffix R: (P1R)Runway alignment indicator lights (RAIL), mainly used inUSapproach light systems. Insteadof barrettes from thebegin-ning of the approach light system to 420m, there are onlysequenced flashing lights available.

3 Approach light system length is provided whenever de-viating from standard, which is 900m for ICAO and 720mfor 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 SYSTEMSpart.

6 Centerline lights all white (other non-standard coloring isspecified with additional text).

7 Designator

8 Edge light spacing and intensity (high, medium, low orvariable: 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 least1/3 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 zonelights (RTZL) are specified (RCLL only unless all white).

14 PAPI - Precision Approach Path IndicatorVASIS - Visual Approach Slope Indicator Systems3-bar VASIS2-bar VASIST-bar VASIS

15 PAPI / VASIS calibration angle

16 Runway End Identifier Light (REIL): flashing lights onboth sides of THR (example below: approach from the left).

17 Slope information in %The average runway slope as wells as the touchdown zoneslope (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 RunwayTouchdownZone Lights (RTZL), standard900m.

20 Width in m.

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 limitingminimumcrossing altitude (accordingto 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) aswell as altitudes being calculatedwith a constant descent angle that arehigher 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 descentangle 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 - inmost cases - the respective localizer approach, or any other non-precisicion approach being combinedwith 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 associatednon-precision approach) and the calculated descent angle.

2nd row The distance reference.When a suitable DME facility is not available (or for RNAV GPSapproaches) the distance/altitude table will be referenced tothreshold (or displaced threshold if applicable).

3rd row The inbound track (only if RWY QFU differs 1° or more, but lessthan 20° from inbound track).

4th row The RWY QFU (only if RWY QFU differs 1° or more, but less than20° from inbound track).

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ILS Approach:The profile for the ILS approach covers also the Non Precision LLZ approach. In caseof glideslope incom-patibility of the two approach profiles, the secondary profile (LLZ) is shown with a special symbolic pro-viding descent point, LLZ approach glidepath and calculated step altitudes accordingly.The Distance/Altitude Table and the Ground Speed/Rate Of Descent Table arebased on the nonprecisionLLZ approach.

Samples

8 14 16 6 13 81

11

56

164

9 2 10 15 7

12

12

7152

6

11

9

16

3

8

The delayed Descent Point indicates the point where thecalculated continuous descent is commenced.The distance fix associatedwith the descent point is printedin bold font.

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Differing Final Descent: If the final descent for ILS andLLZdiffers in a way that two flight paths need to be displayedthe ILS related information is printed in grey font.

1 Distance Reference can either be a facility providing DMEinformation or runway threshold and is always providedwith the first distance fix.Associated distances are shown at specified step points.A distance reference navaid will not be shown if it is locatedbehind 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 outermarker (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 FAPsymbol is shown.

4 Final Approach Point (FAP): Is provided whenever pub-lished in the AIP or can be calculated by LIDO (distanceprinted in italic font).The FAP determines the point where the intermediate ap-proach altitude intersects the glide slope andmarks the be-ginning of the precision approach segment.If both FAF and FAP are at the same position, only the FAPsymbol is shown.

5 Final or Outer Marker Altitude:Minimum crossing ALT atOuter 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 theglide path feather with the value published in the respectiveAIP independent of its mathematical correctness.

The Glide Path Symbol always reaches from threshold toFAP (if published in the AIP) or glide slope intercept altitudewithout giving any reference to signal coverage.

Constant Descent Angle (CDA): The constant descentangle 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 calculatedmight lead to profiles thatseem to be inconsistent.In most cases this is due to inaccuracies and unknownrounding policies of the publishing state authorities.

In the above case the ILS GP is steeper than the published3.0°, namely 3.1° as calculated by Lido with exact values.

GlideSlope InterceptAltitude: 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 (RODin ft/MIN) always refers to the non precision approach,meaning that for example on ILS charts only the LZZ ap-proach is supported.The calculation is based on the flight portion from outermarker (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/min3rd row time

If according to the relevant AIP the definition/identification of the missed approach point isnot 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 oneidentical 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 theMDA box is related to the high-est MDA but maximum 80% of the preceding minimumcrossing altitude.The minimum crossing altitudes provide an obstacle clear-ance of at least 90m (295ft) without FAF or 75m (246ft)withFAF.

10 Minimum Descent Altitude (MDA)Also refer to minimum crossing altitude.

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Missed Approach Point (MAPt) Coordinateswill be pro-vided for all RNAV approaches.

11 Missed Approach Point (MAPt) with an arrow indicatingthe missed approach track.The related distance fix and the missed approach pointsymbol 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 bereached prior to the missed approach point.

12 Missed Approach Text: The routing is described based onthe AIP and adopted to Lido text specifications.

13 All requiredNavaids (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 profileview will be limited to selected airports.Whenever a terrain feature in a profile view is provided it hasto 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 heightover threshold as published in AIP.Note: Non precision approaches are calculated to crossover 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.

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 therightwith thecirclingMNMat the right endof the table. Ifmore than fiveminima in addition to thecirclingMNM exist, they are on a separate page at the end of the IAC chapter.

6

Only the lowest permissible minimum for the respective approach is presented in theminima table. Anyrestriction or limitation is either mentioned in theminima notes or is due to customer policies and opera-tions.

1 Approach RWY designator.

For prescribed flight trackminima (visual) of multiple RWYsin the same minima strip both RWY directions are shown,separated by a slash. Circling minima are always found atthe 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,“on request” standard charts featuring minima for catego-ries A and B.Also combinations on customized charts are possible.

C

D

A

B

B

C

3 Measuring unit.

A: System line

4 Approach type (in case of a precision approach, only theclarifier is shown).

Circling minima are generally calculated according NEWPANS OPS regulations.Whenever circling minima are calculated according toTERPS this is indicated by a ”TERPS-flag”.For details concerning the relevant safety area and obstacleclearance 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 identsmeans that one of the two shown navaids (either the one orthe other) is to be used.

8 Special restrictions:>60/6 refers to aircraft with a wingspan of more than 60mor a vertical distance between flight path of landing gearand 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 statede.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) fornon-precision or precision approaches respectively.

10 If a particular ceiling is required by the state authority for aspecific approach this is indicated by the prefix ”C” to thenumeric value.In this case the given valuemust not beconsidered asMDH/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 alimiting 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 beobservedwithin JAR/state limitation for ILS Cat 3minimum.

Whenever an additional descision hight is required by stateauthorities 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) forCAT 1 approaches.The radio altimeter height (RA) will only be shown where of-ficially published.

15 Minimum Descent Altitude (MDA)Decision Altitude (DA) .

16 An overflow arrow indicates that additional minima for theapproach 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 descriptionis provided in the SID procedure text (SIDPT). Only in exceptional cases the text description can begiven on the chart planview.

Minimum Terrain Clearance Altitude (MTCA):On SIDs the MTCA is generally provided only for thosesegments lying outside the coverage of the MSA.

The beginning of display of the MTCAs is indicated by a redarrow.

If no red arrow is provided within the SID procedures , thedisplay of MTCAs begins with the first airway segment.

Procedure Designator:The procedure designator is generally provided on the firstsegment of the respective procedure. The designator con-sists of:S green arrowS 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.

On combined charts (conventional and RNAV) RNAV proce-dures will carry the suffix RNAV.

Other suffixes indicate other constraints on combinedcharts (e.g. prop only, jet only).

3.7 STANDARD INSTRUMENT DEPARTURE PROCEDURE TEXT (SIDPT)

The SIDPT is divided in the follow mean Parts:Header lineCommunication instructionsClimb gradient tableProcedures descriptionRemarks

Header line

The header line contains SID procedure names and the corresponding RWY designators with RWY-QFU.

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Communication instructions

TheCOMprocedure describes any published radio communications procedure except the applicable fre-quency.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 than3.3%.

Procedure description

TheSIDPT 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 3YS short procedure designator HOC 3YS 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 morethan 3.3% is not due to terrain and/or obstacles in the departurearea the prefix ” PDG ” (procedure design gradient) shall be addedto the gradient value. PDG 4.3%This procedure design gradient (PDG) may - for example - accountfor 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 125.950S remark ball flags

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ROUTING

The routing is described according to the shown procedures on the SID chart including transition andcontinuation remarks.

ALTITUDES

All altitude flight restrictions and the initial climb altitude or FL are shown in this column.

The initial altitude (if officially published) is always shown as the last information in the “Altitudes” col-umn.

RemarksRemarks 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 respectiveminimum 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 altitudefor radar vectoring

If different values apply for e.g. different seasons the morerestrictive value is put in brackets.

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4. GROUND CHARTS

Airport Ground Chart (AGC)

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Airport Parking Chart (APC)

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 orientationS Aerodrome elevation in ft and m

The chart information may be moved for optimal place-ment.

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5 Communication competence boundaries.

Communication frequenciesFrequencies are shown in a green box.Frequencies operation hours are only shown if the FREQ isnot operative 24h. Times are shown in UTC(for more information about World Local Times see the cor-responding chapter).

Company InformationCompany derived information displayed on chart planviewsis always shown in magenta. This can be textual and/orgraphical 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 pavedsurface.

11 Navaids are shown as defined for terminal charts.

12 Obstacles and its elevationSingle obstacle/group of obstaclesIlluminated single obstacle/group of obstaclesTree symbols may be used instead of the standard obstaclesymbols 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 maneuveringmaneuvering unknown

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 runwaylength in m. If not otherwise indicated in the chart planviewthis distance is identical with the TORA from physical RWYbeginning.

19 Runway visual range (RVR) measuring point.RVR measuring direction rightRVR measuring direction leftRVR 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 indicationand 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– a maximum wingspan of less than 50m– an all up weight of less than 120tit is presented with a brown shading.The exact restriction/limitation of the TWY can be drawnfrom the AOI.

If a taxiway features a width of less than 15m it issymbolized 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 ina row.

27 Taxiway with designator

28 TowerTower and Aerodrome Beacon (ABN) symbols.

Windsock

Work in progress

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4.2 AIRPORT PARKING CHART SPECIFIC

The APC generally only consists of the chart planviewwith parking stand coordinates on asepa-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.

No entry

Runway: red guard lights

Taxiway (regular)

Taxiway NA during LV OPS

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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. . . . .

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LATPage 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. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Change: Editorial23 SEP 04

E2005

LATPage 3General Information

CHARTING DEFINITIONS

Bearing/ Track/ Distance

Bearings and tracks are magnetic, distances aregiven in nautical miles (nm).All figures defining a direction (0°-360°) are to beinterpretedas tracks unless heading is specifical-ly mentioned.Within Europe: for a one-way leg or direction to-wards a VOR, based on a radial from that VOR,the radial may be supplemented by its reciprocalvalue. In a holding pattern towards a VOR, onlythe reciprocal (inbound) value is given.Tracks in base turn procedures are indicated forCAT D aircraft. On IAC for aerodromes in Africa,Europa and Middle East areas are indicated withreference letter and remarks.In Scandinavia and Finland different tracks forCAT B aircraft will also be indicated.Distance between radio aids or intersections aregiven along the procedure line and up to a pointon the final approach fromwhere the distancecanbe obtained from the profile.

Speed range of published procedures

Published procedures on IAC are based onspeed-range of category D aircraft, unless spe-cific speed restrictions are indicated.Exceptions: CAT C circling minimum based onCAT C speed. CAT D circling minimum based onCAT D speed.

Elevations/ altitudes/ obstructions

Elevations and altitudes are given in feet aboveMean Sea Level (MSL).High points and obstructions are shown accord-ing to official documents.When several points or obstructions are close toeach other, the highest ones are selected if re-quired to omit clutter in the chart. All official notesfor high terrain and obstructions are given.

Hours of operation

All hours of operation of radio aids, service hoursof aerodromes, etc. are indicated in UTC (UTC,GMT, or Z not shown).In countries applying “daylight saving time” thesetimes shall be adjusted during the relevant periodaccording to List “World local times”.The symbol } indicates that during periods ofDaylight Saving Time, effective hours will be onehour earlier than shown.Times given in local time are followed by lettersLT.

Procedures

Flight patterns of low and high level holdings andprocedures are presented by standard symbols-not to scale. For extension of holding areas (ba-sic figures for rate of turns).---> see RAR

If a racetrack approach procedure altitude orminimum sector altitude (MSA) is higher than theinitial approach altitude, and if not otherwiseinstructed the descent is to be made within theholding procedure area.---> see RAR

Approach procedures indicated on the IAL areonly authorized if corresponding minima are giv-en.

RFC GENERAL

GENERAL PURPOSE

The RFC are published as:– High Level– Low Level

High Level and LowLevel charts are producedonseparate sheets and cover the samearea andbepresented in the same scale.

Whenever possible Lido FlightNav will provideHigh and Low Level Information together withRNAV Airways within one chart.Front and reverse side of a chart should alwaysconsists of the same genre and with the samescale, except for extensions or insets (blowups ofdensed areas).

Identification and Number

The coverage is devided into regions, indicatedby color and RFC Number. Low Level Charts arenumbered with the pre-fix zero.EUR Europe, Mediterranean 1 - 9AFI Africa 20 - 29ATL Atlantic 40 - 49NAM North America / Canada 50 - 59CAR Caribbean 60 - 69SAM South America 70 - 79MES Middle East/ Asia

(incl. Former USSR) 80 - 89PAC Pacific 90 - 99

Each RFC code is completed by:– Chart number– Level Type

Change: Update 11 MAR 04

E2005

LATPage 4 General Information

COVER PANEL

Eff 17 OCT2002

1 2

4

3

5 6

7

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.

Change: NIL11 MAR 04

E2005


11

13

12

10

10 Limits of designated airspace and airways11 VHF / HF frequencie coverage12 IFR cruising levels covering all RFC areas13 Supplementary information

Change: NIL 17 JUL 03

E2005


GRID

Graticule of meridians and parallels with latitudeand longitude values outside and close to chartborder. Graduation of ticks spaced at 5 minutesintervals. At high latitudes and in charts withsmall scale a bigger spacing may be used.

Latitudeand longitude figures are placedoutsideand close to the chart borders.

VARIATION

- Variation line 5E

Change: Update17 JUL 03

E2005


CHART FRAMES

– Chart border

– Chart number (placed on the left side of eachdouble panel)

– Chart border measurements

– Scale Bar and Statement(placed on the upper left side of the chart

INSET


E2005


RFC CONTENT

AIRPORTS

Aerodrome with city name and 4-letter ICAOcode.

Two or more aerodromes for the same city, thecity name (once) followed by 4-letter ICAOcode.

D 112.7 HB hS42 50.8 E147 31.9

aHOBARTYMHB

For each represented airport the designator ofthe main VHF radio aid (VOR or VORDMEonly) serving the airport is shown.

AIRSPACE BOUNDARIES

ASMARA FIR HHAA The regions name in English is indicated togetherwith the corresponding ICAO location indicator

FIR / UIR boundary

TMA / CTA / CTR / TCA / OCA boundaries

ADIZ

RFC frames

Chart frame

RVSM airspaceIf RVSM coincides with FIR boundary, only FIRboundary will be shown. Indication of RVSM willbe written in grey letters.


E2005


AIRWAYS

High level airways are indicated in black coloursLow level airways are indicated in blue colours

UN999The airway name is placed in the centerline andin the middle of the airway

V888Directional airways (one-way) are marked withan arrow at the airway name

A1B1

A1/B7/C10/G450Combined airway names are published asfollows

A500093 267Track value ”From” / “To” is placed at the begin-ning of the first airway segment or at the en-route Navaid. Radial / bearing changes at re-porting points are shown if > 3 degrees.

150Total distance between compulsory reportingpoints. No track change.

031T True track values are shown with the letter T

218118100 Distance between compulsory and non compul-

sary reporting point including total distanceN999

UN999/ N999

Low level airways

High low airways combined

COMMUNICATIONS

Frequencies are indicated by 6 figures

BRISBAINECENTER128.600

AIR-to-AIR pilot FREQPilot FREQ

ASIA PACIFICRegion 123.450

ATHENS CONTROL

1) below FL 2452) above FL 245

1) 124.4752) 132.000

Contact Tripoli 10 min prior tocrossing on 136.150, 5517 11300

Change: NIL 05 AUG 04

E2005


MAXIMUM AUTHORIZED ALTITUDE (MAA)

Definition

TheMAA is the highest usable enroute cruising level established by the appropriate authorities alongthe published routes.

Indication

TheMAA is indicated when lower than the upper limit of the airway, or the upper limit of the designatedairspace.Maximum level indicated is FL 400.

MAA in hundred feet unitsThe 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 thatspecific 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 ICAOfor 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 terrainmodel 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.

Change: MGA05 AUG 04

E2005


Altitudes 10 000ft and above are displayed with an intense red colour.

MINIMUM TERRAIN CLEARANCE ALTITUDE (MTCA)

DefinitionAn area of 10nm on each side of an airway centerline and around a Navaid / waypoint where aMTCAis provided. This altitude is calculated automatically with two indipendant terrain databases withoutman-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.

DeterminationThe 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 values5000 ft or more: round to next higher 100, and add 2000 ft.

The colour of the MTCA value is shown in red colour.

Change: New 03 APR 03

E2005


NAVAIDS

Radio facility box.

hHazardous Inflight Weather Advisory Service(HIWAS).

245 MDOMc Adoo

hS32 45.3 E151 31.9

NDB with name, frequency and identification

WEST MAITLAND

114.6 WME 224

S32 45.3 E151 31.9

h VOR / NDB collocated. Same identification.

Casino111.1 CAS 332 h

S32 45.3 E151 31.9

VOR / NDB collocated. Same identification.

Cecil115.5 CEL268 CEL

hhVOR / NDB not collocated. Same identification.

WAGGAD115.0 WG

S35 09.0E147 28.1

hVOR/DME collocated with name, frequencypaired and same identification.

NantucketD112.7 ACK h

S32 45.3 E151 31.9

VOR/DME collocated, frequency paired andsame identification.

HehlingenD117.3 HLZ

403.5 HLIS32 45.3 E151 31.9

VOR / DME or VOR and NDB collocated.Different identification.

Clayton115.7 CN h

S32 45.3 E151 31.9

VOR with name, frequency and identification.

116.0 PSO h Name omitted when identical to adjacent aero-drome.

RESTRICTED AIRSPACE

P12Prohibited area.

R 102Restricted area.

D 5Danger area.

M 53Military area.

Change: New03 APR 03

E2005


TERRAIN FEATURES

– Ocean, Sea, Important lakes are shown inblue colour.

– Important Mountain range is shown in a greytopography pattern.

WAYPOINTS

PP

Compulsory reporting point

Non compulsory reporting point

All reporting points adapt the colour of the air-space they are in (high = black, low = blue)

MARLNS34 02.1E152 04.0P N774

Restrictions on reporting pointWaypoint valid for N774 non compulsory

Reporting point GIRSA only on UM321

The next intersection outside the frame of thechart is indicated by the five letter code placedin the border.

Met report required


E2005


Intentionally left blank


E2005

General Information Page 29ALAT

LEGENDSTO

THEAERODROMELIST

Aerodromeinformation

Runway

layout

Approachtypeminima

Runway

information

Approachtypeminima

Circling

minima

Alter-

nate

Alternate

status

Dis-

tance

GBYD--BJL(10˚W)

BANJULYUNDUMINTL

GAMBIA

ATIS119.200

TWR118.300

TERPS

TN AD:NonSKED

PPR72HR

Fuel:MON---FRI08---12

SAT13---20

SUN08---12

elseO/R1816

2

22 1

C:\Mini-

ma_Proj-

ect\Run-

way_Im-

ag-

es\GBY

D.BMP

VOR/NDB

400---2.0

NDB

400---2.0

ILS3%

ILSCAT3B

0---R75

0(DH)---R75

ILSSIDEST.141660---V10.0

ILS+DMEPrefA600---V3.2

ETOPS2

c200---0.55

ETOPS1

c300---1.4

5

1720

34

6

7

1432

3600G

3600

HL/HL

HL/HL

8

11

9

10

ILSC

210---0.8

ILSD

220---0.8

ILSACFT>65/7

220---0.6

LLZ

c350---1.2

VOR---191

350---1.2

NDB

400---1.5

NDBKE+F

400---V1.5

SRA

460---1.6

RTR2NM

1213

17

15

1921

CirclingT:

C:800-V2.4

D:800-V3.6T23 24

LFSB

EDDS

LSGG

LFML

OA1,N

N OA2,N

–

84 116

184

363

1Aerodromeopeninghours

2Fuelrestrictions

3MISAPminimumclimbgradient

4LowestpossibleILSCAT3minima.

(DH):applicationofDHrequired.

ThisCAT3minimashowsthelowestpossible

systemminimadependingonstateandaero-

dromerequirement.

Thepilotmustalwaysusethehigherofthis

systemminimaofhisaircrafttype(according

toLAT,CompanyInformation,CAT3minima).

AVRO:IfforCAT3AtheRVRof150mcannot

beappliedthenaseparateCAT3Aminima

with200mwillbepublished.

5ETOPS---minima(explanationonreverseside)

6SidestepapproachILS16withlandingon

RWY14

7Statepreflightalternateminima

8Runwaydesignator

9Approach/runwaylightfacility

10Runwaygrooved

11LDA

12Approachfacilityleadingdowntocircling

minimum.

OR:

Approachwithdifferencebetweenfinaltrack

andrunwaytrack

13FMSequippedACFTpermissionwith

1NDBonly

14Explanations;seeADRDest.Alternate---

Supplementaryinformationpara

1.2LEGENDS.

15Minimaforaircraftwithwingspanof

65metersandmore,orverticaldistance

betweentheflightpathofthewheelsand

theglidepathantennaof7metersandmore

16ATISFREQforstandardproceduresand

ARRonly.

17JARmeteorologicalminima:

DHorMDH---RVR

RVR(RunwayVisualRange)

(Convertible)RVR,reportedRVRorMET

visibility:

0.55

=RVRvaluewhichmaybe:

---areportedRVR,or

---aconvertedvisibility.

R0.3=RVRmustbeareportedRVRvalue.

R6000f=ReportedRVRvalueinfeet.

V1.6

=ValuemustbeareportedMET

visibility.Noconversionaccording

conversiontableallowed.

V1.25s=VisibilityinStatuteMiles.

18ApproachproceduresandLandingminima

(exceptCirclingminima)areaccordingto

TERPS(TerminalInstrumentProcedures).

19RadarTerminationRange(RTR)and

distancefromRTRtolandingthreshold.

20Approachproceduredesignator.Slash(/)

meansVORorNDBapproachprocedure.

21JARmeteorologicalminima:Requiredceiling

(CLG)

22Allbearingsareorientatedtowardstruenorth.

23AllCirclingminimaareaccordingtoTERPS.

24SpecificminimaisaccordingtoTERPS.

14


LATPage 30A General Information

DieseSeitewirdvonSwissgeliefert!

Change: NIL19 FEB 04

E2005

General Information Page 29ALAT

LEGENDSTOTHEAERODROMELISTANDPALM/SMARTCOMPANION

Aerodromeinformation

Runway

layout

Approachtypeminima

Runway

information

Approachtype

minima

Circling

minima

GBYD--BJL(10˚W)

BANJULYUNDUMINTL

GAMBIA

ATISNIL

TWR118.30

TERPS

TN AD:NonSKED

PPR72HR

Fuel:MON---FRI08---12

SAT13---20

SUN08---12

elseO/R

1

2

1720

C:\Mini-

ma_Proj-

ect\Run-

way_Imag-

es\GBYD.

BMP

VOR/NDB

400---2.0

NDB

400---2.0

ILS3%

ILSCAT3B

0---R75

0(DH)---R75

ILSSIDEST.14

1660---10.0

ILS+DMEPrefA

600---V3.2

ETOPS2

c200---0.55

ETOPS1

c300---1.4

13

4

1916

6

53

7

1432

3600G

3600

HL/HL

HL/HL

8

11

910

ILSC

210---0.8

ILSD

220---0.8

ILSACFT>65/7220---0.6

LLZ

c350---1.2

VOR---191

350---1.2

NDB

400---1.5

SRA

460---1.6

12

16 15

RTR2NM

18

14

CirclingT:

C:800/V3.7

D:800/V4.6T2122

1Aerodromeopeninghours

2Fuelrestrictions

3MISAPminimumclimbgradient

4LowestpossibleILSCAT3weatherminima

values

5ETOPS---minima

6SidestepapproachILS16withlandingon

RWY14

7Statepreflightalternateminima

8Runwaydesignator

9Approach/runwaylightfacility

10Runwaygrooved

11LDA

12Approachfacilityleadingdowntocircling

minimum.

OR:

Approachwithdifferencebetweenfinal

trackandrunwaytrack

13LowestpossibleILSCAT3weatherminima

withrequiredDH


Requiredceiling(CLG)

15Minimaforaircraftwithwingspanof

65metersandmore,orverticaldistance

betweentheflightpathofthewheelsand

theglidepathantennaof7metersand

more.


DHorMDH---RVR

RVR(RunwayVisualRange)

(Convertible)RVR,reportedRVRorMET

visibility:

0.55

=RVRvaluewhichmaybe:

---areportedRVR,or

---aconvertedvisibility.

R0.3=RVRmustbeareportedRVRvalue.

R6000f=ReportedRVRvalueinfeet.

V1.6

=ValuemustbeareportedMET

visibility.Noconversionaccording

conversiontableallowed.

V1.25s=VisibilityinStatuteMiles.

17ApproachproceduresandLandingminima

(exceptCirclingminima)areaccordingto

TERPS(TerminalInstrumentProcedures).

18RadarTerminationRange(RTR)anddis-

tancefromRTRtolandingthreshold.

19Approachproceduredesignator.Slash(/)

meansVORorNDBapproachprocedure.

20Allbearingsareorientatedtowardstrue

north.

21AllCirclingminimaareaccordingtoTERPS.

22SpecificminimaisaccordingtoTERPS.


E2005

LATPage 30A General Information


17 MAR 05

E2005


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.

150m

300m

300m

Runway

Runway

5 lightsin a row

300m

Runway

A ICAO STANDARD CAT 2/3 B C

D BARRETTE CENTRE LINE SINGLE ROWE PARALLEL ROWF

ICAO STANDARD CAT 2/3 DISTANCE CODED CENTRELINE

150m

300m

Runway

Sequencedflashing lights-- EFAS --

5 lightsin a row

(except Canada)

150m


(except Canada)

RunwayRunway

with cross orroll guidancebars,

without cross orroll guidancebars,

(CALVERT)

If no ICAO standard is applicable the APL is named ICAO-X.

Change: Update 25 SEP 03

E2005


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.

150m

300m

300m

Runway

Runway



Sequencedflashing lights-- RAIL --

5 lightsin a row

5 lightsin a row

300m5 lights

in a row

Runway

G ICAO STANDARD CAT 2/3 BARRETTE CENTRE LINE SINGLE ROWH I

460m

Runway

Sequencedflashing lights-- RAIL --

sequenced flashinglights -- EFAS --

K SINGLE ROW (430m) SINGLE ROW (460m)L

430m

5 lightsin a row 30

0m

Runway

Omnidirectional

CAT 2

RUNWAY END IDENTIFICATION LIGHTS

Runway End Identification Lights (REIL) consist of a pair of syn-chronized flashing lights, oneoneachside of the runway thresholdfacing the approach area.

Runway

REIL

Change: Update25 SEP 03

E2005


VISUAL APPROACH SLOPE INDICATOR SYSTEM

2-BAR VASIS and AVASISVASIS are called AVASIS if consisting of less components (lights) than standard or if installed on onlyone side of the runway. Can be used down to 200ft by aeroplanes having pilot’s eye-to-wheel heightsof approximately 4.5m or less e.g. A320, MD80, DC9, 737, F100, F28, F50.VASIS must not be used for positive indication below:300ft by DC10, 767, 757 and A330; 500ft by MD11, B747 and A310.

ON GLIDE SLOPE HIGHLOW

Examples of VASIS and AVASIS designations on LC

VASIS 3.00 (written sometimes as2---B VASIS 3.00)

AVASIS 3.00L AVASIS 3.00

3-BAR VASIS and AVASIS3-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 pairof additional upwind wing bars.Provided for aeroplanes having a pilot’s eye-to-wheel heights exceeding approximately 4.5m but notmore 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

ON GLIDE SLOPE HIGHLOW

A320---MD80---DC9---737---F100---F28---F50

ONGLIDE SLOPE HIGHLOW

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


E2005


T---VASIS and AT---VASIST-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.

VERYLOW

LOW

LOW

LOW

HIGH

A320, MD80, DC9, B737, F100,F28, F50 = HIGH

A320, MD80, DC9, B737, F100,F28, F50 = HIGH

A320, MD80, DC9, B737, F100,F28, F50 = On Glide Slope

B747, MD11, DC10, B767, B757,A330, A300, A310 = On GlideSlope

B747, MD11, DC10, B767, B757,A330, A300, A310 = LOW

B747, MD11, DC10, B767, B757,A330, A300, A310 = LOW

PAPI and APAPI (Precision Approach Path Indicator)PAPI are called APAPI if consisting of two lights only.PAPI are normally installed on the left side of the runway.PAPI may be used by all aeroplanes down to 200ft.

1

HIGH(More than 0.50°)

2

SLIGHTLY HIGH(Approximately 0.30°)

3

ON GLIDE SLOPE

SLIGHTLY LOW(Approximately 0.30°)

4 5

LOW(More than 0.50°)


E2005


STANDARD RUNWAY LIGHTING SYSTEMS

Approach direction

maximum 3m

Runway End Lights (REL)

Intermediate holding position lights(unidirectional)

Taxiway egdeLights (TWL)

Taxiway Centre Line Lights(TWY-CLL)

Taxiway stop bar lights(unidirectional)

ILS critical sensitive area(bi-directional lights)

Runway Edge Lights(RWL)

300m

600m

900m

600m

7.5or15

or30m

30m

or60m

30m

or60m

Runway Centre Line Lights(RWY-CLL)

Touchdown Zone Lights(TDL)

Displaced Threshold Lights(THL)

or one-third of runway length,whichever is less

Change: Update 02 DEC 04

E2005


VISUAL GROUND AIDS

RWY Designation Markings

20

Standard runway designation.Runway centre line.Runway threshold.

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

20

Alternative runway designation for runwaywidth 45m and greater.Runway centre line.Runway threshold.

Threshold markings

The number of stripes are in accordance with the RWY width:Runway width Number of stripes

18m23m30m45m60m

4681216

Displaced THR and restricted use area markings

Temporarily displaced landing threshold.

Temporarily or permanently displaced landingthreshold.

Temporarily or permanently closed runway orpart of runway (normally closed for use by allaeroplanes).

Temporarily or permanently closed taxiway orpart of taxiway (normally closed for use by allaeroplanes).

Undershoot or overrun area (not suitable fornormal use by aeroplanes).

Change: NIL02 DEC 04

E2005


2020

150m 150m 150m 150m 150m 150m

Runway fixed distance / aiming point markings

Runway touchdown zone markings with distance coding

a

a = DIST from THR to beginning of marking

LDA> 1200m a = 300mLDA≥ 2400m a = 400m

Taxi holding position markings (ILS sensitive area)a) Where a taxiway intersects a non-instrument, non-precision approach, a precision approachCate-gory I or take-off runway; or where a single taxi-holding position is provided at an intersection ofa taxiway and a Category II / III runway.

b) Category II or III taxi-holding position marking where a closer taxi-holding position to the runwayis available.

b) Category II or III a) Category I

Change: Update 25 SEP 03

E2005


Information signs

Information signs shall include: direction signs, location signs, destination signs, runway exit signs,runway vacated signs and intersection take-off signs.

Location / TWY Direction

Location / Runway Vacated

Intersection Take-Off

Runway Exit

TWY Direction / Location / TWY Direction / TWY Direction

Runway-Holding Position

Location / Runway Designation

Runway Designation / Location

Sign Left Side of TWY Sign Right Side of TWY

Runway Designation / Category II Holding Position

No Entry

Mandatory Instruction signs

A mandatory instruction sign shall be provided to identify a location beyond which an aircraft taxiingor 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.

Change: NIL25 SEP 03

E2005


AEROPLANE NOSE-IN PARKING SYSTEMS

Safegate Docking System

D

CE

B

A

H

G

F

DISPLAY BOARD B 7 4 7

S T O P

Form of display Indication forA 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 manoeuvre1. Line-up to center aeroplane symbol withGREEN reference bar.

2. Check aeroplane type displayed (flashing).3. Check GREEN bottom lights (flashing).4. When nosegear passes over first sensor,aeroplane type display and GREEN bottomlights will both change from flashing to steady.

5. GREEN closing rate lights will move upwardsin 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 lightswill illuminate concurrent with the displayedcommand “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 ifclosing rate lights do not move upwards whennosewheel enters the sensor area (orangemark-ings), or when “ERR+STOP” is displayed (error

in the system after initiation by the nose wheel),hold short immediately and ask for marshaller.

If safegate not illuminated: Hold before enteringand advise ground control to switch the lights on.

Emergency stop: All 4 RED stop position lightsand “STOP” at full brilliance will flash.


E2005


Aeroplane Parking and Information System APIS

Warning: Final 15m slow taxiing toallowcorrect “THERMOMETER” in-dication.

DISPLAY BOARD

Steer right

Oncentreline

Steer left

Aeroplane type (preselected)and stop position indication--- OK--- TOO FAR

Stop command

Closing rate “THERMOMETER“Showing 0---14m to stop position

INOGON CENTRELINE GUIDANCE


E2005


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”

Green centre line

Watch the red arrow in relation to the green centre lineindicator for correct azimuth guidance.

Follow the Lead-in line. When the two vertical closing ratefields turn yellow the aeroplane is caught by the laser andbeing identified.

When the correct stop position is reached the display will show “STOP“ and the azimuth field willturn 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 “TOOFAR“ will be displayed.

During approach into the gate, the aeroplane will be identified. If, for any reason, identification isnot 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 aeroplane is 16m from the stop position, the closingrate starts indicating distance to go by turning off one pair ofLEDs for each half meter the aeroplane advances into the gate.


E2005


RLG automated system for visual docking

RLG stand for: Robert L. Gugenmeier, the inventor of the system. The system is in a metal enclosurehousing attached to the terminal building precisely lined up perpendicular to and 21 inches left of thetaxi line of the gate area, aligned for interpretation by the pilot in the left hand seat.

AMBER (caution)

GREEN (start)

RED neon numbersGREEN neon tube

Aeroplane type indicatorStopping guidance

Centreline guidance

YELLOW neon tube( off left or right )

( centreline )

747 10 737

8 SP 300

727 707 11

FRONT

RED (stop)

Docking procedure

Prior to entering bay, confirm aeroplane type displayed on the aeroplane type indicator. Discontinuedocking when wrong aeroplane type is shown. Taxi into bay atminimum speed. Interpret vertical neonlights for centerline guidance as follows:

On the left of the centreline On the centreline On the right of the centreline

YELLOWorRED

GREENGREEN

RED

YELLOWor

GREEN

RED

Discontinue docking when lights go off.


E2005


INOGON airpark system

Stop BeaconSTOP LINE

MD11 DC10 B747 MD80 DC9

The beacon is equipped with amoire screen and lighting desig-nated for the guidance of aero-planes on the ground. The beaconobserved by the pilot indicates, inthe form of arrows, the direction inwhich he should steer and whenthecorrect stopposition is reached.

Centre line Beacon

Centre Line Guidance

Steer right

YEL-LOW

Steer leftOn line

BLACK

Centre lineTo guide the pilot along a line withoutany requirement for exact stop posi-tioning (used on open ramps).

One stopFor exact positioning of one type ofaeroplane or approximate position-ingof agroup of aeroplanes (used fordocking or on open ramps).

Stop Line Guidance

Forward Correct stop positionSlow forward

YELLOW BLACK

STOPLINE

STOPLINE

STOPLINE

Multi stopFor exact positioning of a limitednumber of aeroplane or approximatepositioning of groups of aeroplanes(used when docking). Type of aero-plane/ stop linewill be selected at thegate.


E2005


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 AeroplaneParking 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/orgreen beams through two parallel vertical slots.

RED GREEN REDGREENGREEN GREEN

LEFT of centerline,turn towards GREEN

RIGHT of centerline,turn towards GREEN

On centerline

Side Marker Board

It consists of a steel frame on the pier side of the nose loader with vertical slats. The edge of each slatis BLACK with a WHITE segment, the side facing the taxiway is GREEN and the side facing the pieris 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 positionthe 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.

AIR JETTY

Air jetty in retrac-ted position

SIDEMARKERBOARD

AGNIS

FRAMEB747

GREEN

WHITE

RED

BLACK

CONTINUETAXIING

STOP

AEROPLANEIDENTIFICATIONTAB

WHITE

DC9

WHITE

BLACK

GREEN

GREEN

B747

WHITEWHITE

BLACK

WHITE

PIER


E2005


Stop Element Marker Board

The aeroplane is stopped at the correct position bymeans of the StopElement. When the tubular light,visible through the horizontal slot in the marker board, registers in linewith the appropriate vertical ref-erence mark, the aeroplane has reached the correct stopping position.

WARNINGBesure toselect thecorrect vertical referencemark correspond-ing to your type of aeroplane. Marker board layouts are differentfor the various nose-in parking positions.

Typical examples of Stop Element Marker Board

B747 MD11 B747 MD11 B747 MD11 B747 MD11DC10 DC10 DC10 DC10A310 A310 A310 A310

B747 other B767 other B767 other B767 othertypes types typestypes

MD80 MD80 MD80 MD80DC9 DC9 DC9DC9

B747 other B747 B747 B747types max.B767

othertypes max.B767

othertypes max.B767

othertypes max.B767

All types:continue taxiing.

Other types: stop.B747, MD11, DC10,A310, B767:continue taxiing.

MD11, DC10,A310: stop.B747, B767:continue taxiing.

B747, B767: stop.

All types:continue taxiing.

DC9, MD80: stop.Other types:continue taxiing.

Other types max.B767: stop.B747: continuetaxiing.

B747: stop.

SIGHTING SLOT LIGHT TUBE

SIGHTING SLOT LIGHT TUBE

CENTERLINEGUIDANCEELEMENT

STOP ELEMENTMARKER BOARD

YELLOWCENTERLINE


E2005


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 boardwith a horizontal slot running across its center. This board is supportedon a frame projecting 5ft from the face of the pier. Behind it is a 5ft weatherproof white fluorescent tubemounted vertically and slightly to the right of the board.

FACE OFPIER TUBE

MARKER BOARD

Accuracy of this system is very much dependent upon the accuracy of stand centerline. It has beenset up for interpretation by the pilot occupying the left-hand position.

Marker board and tube

WHITEMARKER

WHITEMARKER

SLOT THROUGHWHICH

TUBE IS SIGHTED

FLUORESCENTTUBE

B747 B757 B767

MD11 A310 B707

Position of the fluorescent tubewith respect to theWHITEmarker when aeroplane is correctly parked.

Taxiing into thestand, pilotwill see the fluorescent tubeappear tomove 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.


E2005


Stop Light System

Two-colour light indicator Signification of light signalsSteady RED Not yet cleared to enter baySteady or flashing GREEN Cleared to enter bayAlternating GREEN/RED Aeroplane should reduce speed and prepare to stopSteady RED Aeroplane reaches stopping pointNote: Lights RED or lights not visible orGREEN light not visible

Stop aeroplane

A stopping light comprises a single luminous slot which changes progressively fromGREEN to REDas the aeroplane proceeds towards the desired stopping position. When the stopping position isreached the separation betweenRED andGREEN is situated opposite the index corresponding to thetype of aeroplane.

GREEN

RED

Burroughs Optical Lens Docking System

Align lower vertical barwith upper datumbar.Hor-izontal stop cue barcomes into view.

Maintain centreline align-ment, horizontal bar movesdown towards 747.

Horizontal bar in line with747 stop cue perfect align-ment.

Fixed centrelineindicator

Left / rightindicator

Stop bar(moving downwards)

Position stop cue(fixed)

747 Type indication

747 747 747

Example: Docking B747

Module indicatingthe centreline

Position stopmodule


E2005


Side Marker LightWithin 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. Itis mounted at a height of 9 meters.

As the pilot approaches the aerobridge, hewill observe the following sequenceof signals from theSideMarker 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 thesignal. The initial indication may be seen at an early stage of the docking ap-proach, and the intensity gradually increases as the aeroplane proceeds.

DULLGREEN

INTENSEGREEN

GREEN

WHITEB747STOP

RED

At 3.7m from the stopping position, a more intense and definite GREEN signalbegins to replace the preliminary indication. When this signal becomes a full ar-row, the pilot is approximately 1.8m from the stopping position.

As the pilot approaches the stopping position, the arrowhead reduces in size,thus providing rate-of-closure information.

By the time the stopping position is reached, the arrowhead has completely di-minished, and two WHITE bars appear, indicating that the correct STOPPINGposition has been reached.

If the pilot proceeds further, a single RED bar will replace the two WHITE ones,indicating that he has overshot and must stop immediately.


E2005


AEROPLANE RADIO CONTROL OF AERO-DROME LIGHTING SYSTEM (ARCAL)

With the ARCAL system the pilot can switch-onapproach, runway (including VASIS, REIL etc.)and other aerodrome lightings.

Systemavailable called “Aircraft RadioControl ofAerodrome Lighting (ARCAL)”, “Pilot Control ofAirport Lighting” and “Remote Switching of run-way lights”.

In Route Manual all systems are named withheading ARCAL.Heading ARCAL is located, if available, on land-ing chart in the left information area.

ARCAL type J (Canada only)To operate all aerodrome lighting for duration ofapproximately 15min, key mike 5 times within5sec. The timing cycle may be restarted at anytime by repeating the keying sequence.

Note: Some systems will indicatewhen thedura-tion period is over by flashing once., then remain-ing on for a further 2min before extinguishingcompletely.Other systems offer no indication that the periodis ending.The control systemmay operate 24hr or betweenSS 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 ofapproximately 15min, key mike 7 times initiallywithin 5sec. This will ensureall lights are onmaxi-mum intensity.The intensity may be adjusted up or down to anyone 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 byrepeating the initial key sequence.

Examples of ARCAL type K:ARCAL: 122.80 type KARCAL: 122.80 type K (RWY 18/36)

ARCAL type LTo operate all aerodrome lighting for a duration ofapproximately 15min, click microphone button asindicated on landing chart. If required the proce-dure may be repeated for a further 15min period.

Example of ARCAL type L:ARCAL: 118.10 type L (RWY02/204 clickswithin4sec).

ARCAL type PAL (Australia only)Australian type of ARCAL is calledPAL (Pilot Ac-tivated Lighting) with following activation proce-dure:On departure: Before taxi, resp.on arrival: Within 15nm of aerodrome.1. Transmit pulse must be between 1 and 5sec.2. 3 pulses must be transmitted within 25sec.Ensure that the 3rdpulse ends before the25thsec.

3. Break between transmissions can bemore orless than 1sec.

PAL will remain illuminated for 30-60min. Thewind indicator light will flash continuously duringthe last 10min to warn users that the lights areabout toextinguish.Tomaintaincontinuity of light-ing, repeat the activation sequence.

Example of ARCAL type PAL:ARCAL: 122.80 type PAL

Change: NIL 06 NOV 03

E2005


CONVERSION TABLES

CONVERSION FACTORS

To convert Into Multiply byDistancesMetres Feet

Yards3.2808331.093611

Feet MetresYards

0.30480060.3333333

Yards FeetMetres

30.9144018

Inches Millimetres 25.40Millimetres Inches 0.03937Kilometres Statute Miles

Nautical Miles0.621370.54000

Statute Miles KilometresNautical Miles

1.6093470.869047

NauticalMiles

Statute MilesKilometres

1.1506851.851852

LiquidLitres Imp. Gallons

US Gallons0.2199750.264178

US Gallons LitresImp. Gallons

3.7853320.832680

Windspeed Velocitym/sec Knots 2.0m/sec ft/min ~200

To convert Into Multiply byWeightsKilograms Pounds 2.204622Pounds Kilograms 0.453592Fuel weight Specific weightLitres Kilograms 0.7100 0.8000Kilograms Litres

US GallonsImp. Gallons

1.40850.37170.3095

1.25000.32990.2747

Imp. Gallons KilogramsPounds

3.23057.1220

3.64008.0248

Pounds Imp. GallonsUS Gallons

0.14040.1686

0.12460.1496

US Gallons KilogramsPounds

2.69095.9323

3.03206.6843

PressureInches HG PSI 0.491157PSI Inches HG

HPA/BAR2.0360090.0689

HPA/BAR PSI 14.5038TemperatureCelsius Fahrenheit 1.8

and add 32Fahrenheit Celsius subtract 32

and multiplyby 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

0.3050.6100.9141.2191.5241.8292.1342.4382.743

123456789

3.2816.5629.84213.12316.40419.68522.96626.24729.528

0.621.241.862.493.113.734.354.975.59

123456789

0.541.081.622.162.703.243.784.324.88

1.613.224.836.448.059.6611.2712.8814.49

123456789

0.871.742.613.474.345.216.086.957.82

1.853.715.567.419.2711.1212.9714.8316.68

123456789

1.152.303.464.615.766.918.069.2110.36

91.4182.8274.2365.6457.0548.4639.8731.2822.6

100200300400500600700800900

109.4218.8328.2437.6547.6656.4765.8875.2984.6

06 NOV 03 Change: Editorial

E2005


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 29601000 3290 3610 3940 4270 4600 4930 5250 5580 5910 62402000 6570 6890 7220 7550 7880 8210 8540 8860 9190 95203000 9850 10180 10500 10830 11160 11490 11820 12140 12470 128004000 13130 13460 13780 14110 14440 14770 15100 15420 15750 160805000 16410 16740 17070 17390 17720 18050 18380 18710 19030 193606000 19690 20020 20350 20670 21000 21330 21660 21990 22310 226407000 22970 23300 23630 23960 24280 24610 24940 25270 25600 259208000 26250 26580 26910 27240 27560 27890 28220 28550 28880 292009000 29530 29860 30190 30520 30840 31170 31500 31830 32160 3249010000 32810 33140 33470 33800 34130 34450 34780 35110 35440 3577011000 36090 36420 36750 37080 37410 37730 38060 38390 38720 3905012000 39380 39700 40030 40360 40690 41020 41340 41670 42000 4233013000 42660 42980 43310 43640 43970 44300 44620 44950 45280 4561014000 45940 46260 46590 46920 47250 47580 47910 48230 48560 4889015000 49220 49550 49870 50200 50530 50860 51190 51510 51840 52170

ft

Example: 9500m = 31170ft

Slant range in Nautical Miles (nm)

40

35

30

25

20

15

10

400 5 10 15 20 25 30 35

ALTITUDE(1000

ft)

--3.0 --2.0

--1.0

--0.5 nm

“When range in nm is greater than altitude inthousands of feet, forget about slant range”.

Example: ALT 35000 ftDME DIST 17 nmGND DIST 16 nm

Radio horizon for VHF facilities

ft nm ft nm ft nm ft nm1000 39 6000 95 15000 150 35000 230 D = 1.23 xp H2000 54 8000 109 20000 174 40000 246

D = 1.23 xp HD = Distance in nm

3000 66 10000 123 25000 194 45000 260D = Distance in nmH = Height in ft

4000 77 12000 134 30000 213 50000 275g

Change: NIL 23 SEP 04

E2005


WEIGHTS

Liquids and weights

Litres (l) to US Gallons (USG) to Imp. Gallons (IMG) to kg and lbIMG I USG I USG IMG I IMG USG kg lb/kg lb0.22 1 0.26 3.79 1 0.83 4.55 1 1.20 0.45 1 2.200.44 2 0.53 7.57 2 1.67 9.09 2 2.40 0.91 2 4.410.66 3 0.79 11.36 3 2.50 13.64 3 3.60 1.36 3 6.610.88 4 1.06 15.14 4 3.33 18.18 4 4.80 1.81 4 8.821.10 5 1.32 18.93 5 4.16 22.73 5 6.00 2.27 5 11.021.32 6 1.59 22.71 6 5.00 27.28 6 7.21 2.72 6 13.231.54 7 1.85 26.50 7 5.83 31.82 7 8.41 3.18 7 15.431.76 8 2.11 30.28 8 6.66 36.37 8 9.61 3.63 8 17.641.98 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)

kg USG/IMG kg USG kg IMG LB USG/

IMG LB USG LB IMG

3.0283 1 3.6368 0.330223 1 0.274969 6.6843 1 8.0248 0.1496 1 0.12466.0565 2 7.2736 0.660445 2 0.549937 13.3686 2 16.0496 0.2992 2 0.24929.0848 3 10.9103 0.990668 3 0.824906 20.0529 3 24.0744 0.4488 3 0.373812.1131 4 14.5471 1.320890 4 1.099875 26.7372 4 32.0992 0.5984 4 0.498415.1413 5 18.1839 1.651113 5 1.374843 33.4215 5 40.1240 0.7480 5 0.623018.1696 6 21.8207 1.981335 6 1.649812 40.1058 6 48.1488 0.8976 6 0.747621.1979 7 25.4574 2.311558 7 1.924781 46.7901 7 56.1736 1.0472 7 0.872224.2261 8 29.0942 2.641780 8 2.199749 53.4744 8 64.1984 1.1968 8 0.996827.2544 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 0.9000 0 40 80 120 160 200 240 280 320 360 400 480 560 640 7201 800 840 880 920 960 1000 1040 1080 1120 1160 1200 1280 1360 1440 15202 1600 1640 1680 1720 1760 1800 1840 1880 1920 1960 2000 2080 2160 2240 23203 2400 2440 2480 2520 2560 2600 2640 2680 2720 2760 2800 2880 2960 3040 31204 3200 3240 3280 3320 3360 3400 3440 3480 3520 3560 3600 3680 3760 3840 39205 4000 4040 4080 4120 4160 4200 4240 4280 4320 4360 4400 4480 4560 4640 47206 4800 4840 4880 4920 4960 5000 5040 5080 5120 5160 5200 5280 5360 5440 55207 5600 5640 5680 5720 5760 5800 5840 5880 5920 5960 6000 6080 6160 6240 63208 6400 6440 6480 6520 6560 6600 6640 6680 6720 6760 6800 6880 6960 7040 71209 7200 7240 7280 7320 7360 7400 7440 7480 7520 7560 7600 7680 7760 7840 792010 8000 8040 8080 8120 8160 8200 8240 8280 8320 8360 8400 8480 8560 8640 8720

Example: 9500 Lit. = 7600 kg

Change: Update23 SEP 03

E2005


DETERMINATION OF ACTUAL ALTITUDE / FL

Temperature correction for MOCA calculation

MSL

50

100

150

200

250

MSL

50

100

150

200

250

0--500ft--1000ft--1500ft +500ft +1000ft

--35

FLIGHT

LEVEL

--30

--25

--20

--15

--10

-- 5

0

+ 5

+10

+15

STDTemp

OAT=STDTemp(˚C)

REQUIREDMOCA(x100ft)

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 -- 1000ftADD TO ( SUBTRACT FROM ) MOCA / figure

Example:

Required MOCAOATGraph OAT: Subtract from MOCAQNHGraph QNH: Add to MOCAObtain corresponding indicated altitude

======

18’000ftSTD Temp + 10°-700ft1008 MB/HPA+150ft17’450ft

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.

Change: NIL 05 JUN 03

E2005


Temperatures of standard atmosphere

FL °C FL °C FL °C FL °C FL °C FL °C FL °C FL °C0 15 50 5 100 −5 150 −15 200 −25 250 −35 300 −44 350 −5410 13 60 3 110 −7 160 −17 210 −27 260 −36 310 −46 360 −5420 11 70 1 120 −9 170 − 220 −29 270 −38 320 −48

360

and30 9 80 −1 130 −11 180 −19 230 −31 280 −40 330 −50 andhigher −56

40 7 90 −3 140 −13 190 −23 240 −33 290 −42 340 −52higher

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 publishedaltitude, allowing for altitude error and altimeter tolerances.

Values to be added by the pilot to published altitudes (ft)

ADOAT °C

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 50000° 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 atany aerodrome.

Example: AD XYXZElevation 2000ftOAT -10°min. ALT at FIX on GP 3500ft 3500ft

AGL 1500ftCorrection 120ftIndicated ALT at FIX 3620ft

(4ft per 1000ft above the source per °C off standard)

Change: Update05 JUN 03

E2005


SUNRISE AND SUNSET DIAGRAM

SUNRISE DIAGRAM

Sunriseandsunsetdiagrams

Thesediagramsportraygraphicallyforanyyearthetimesofrisingandsettingofthesunforlatitudesupto75˚NorthandSouth.For

highlatitudes,notincludedonthediagram,twilightorhalflightwillusuallybefoundthroughoutthesummernights.

Thescalesatthetopandbottomofthepagemarkthedateforeveryfivedays,whiletheverticalscalesdividetheLocalCivilTime.

Accuracyofthediagramsistowithinoneortwominutes.

Instructionsforuse

1)Enterthetoporbottomscalewiththeproperdate.

2)Moveverticallydownorupthecurvefortheobserver’slatitude.

3)Movehorizontallytotherightorleftandreadlocaltimeontheverticalscalesatthesides.

4)TofindexactGMTadd4minutesforeachdegreewestofGreenwichMeridianandsubtract4minutesforeachdegreeeastof

GreenwichMeridian.

Example:DeterminethesunrisetimeinGMTat40˚N,77˚Won20thJanuary.

EnterthediagramatthetopofthescaleonthelinemarkedJanuary20,followthelineuntiltheintersectionwiththe40˚northlatitude

curve;attheverticalscalereadoffthelocalciviltime,i.e.0718;calculatethecorrectionforthelongitude,i.e.4x77=308min(=5h08min),

addthecorrectiontothelocalciviltime,i.e.0718+5h08min=1226GMT.


E2005


SUNSET DIAGRAM

Sunriseandsunsetdiagrams

Thesediagramsportraygraphicallyforanyyearthetimesofrisingandsettingofthesunforlatitudesupto75˚,NorthandSouth.For

highlatitudes,notincludedonthediagram,twilightorhalflightwillusuallybefoundthroughoutthesummernights.

Thescalesatthetopandbottomofthepagemarkthedateforeveryfivedays,whiletheverticalscalesdividetheLocalCivilTime.

Accuracyofthediagramsistowithinoneortwominutes.

Instructionsforuse

1)Enterthetoporbottomscalewiththeproperdate.

2)Moveverticallydownorupthecurvefortheobserver’slatitude.

3)Movehorizontallytotherightorleftandreadlocaltimeontheverticalscalesatthesides.

4)TofindexactGMTadd4minutesforeachdegreewestofGreenwichMeridianandsubtract4minutesforeachdegreeeastof

GreenwichMeridian.

Example:

WhatisGMTsunsetinlatitude40˚N,longitude77˚W,January20th?

EnteratbottomforJanuary20thandmoveverticallyupto40˚Ncurve.MovehorizontallyrightandreadLocalCivilTimeof1704.Add

toLocalCivilTimefor77˚W,4minutesforeachdegree,makingatotalof308minutestobeaddedto1704giving2212asGMT.


E2005

HEIGHTQFE(FT)

1000

2000

3000

4000

5000

6000

7000

8000

Gradient vs Ground SpeedROD (FT/MIN � GS (KT) x Grad (%)Example:Required gradient = 5%GS = 160 KTROD = 5 x 160 � 800 FT/MIN(correct value = 810 FT/MIN)

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

1 2 3 4 5 6 7 8 9 10 11 12 13NM


CLIMB AND DESCENT GRADIENTS

Rate of descent ROD (FT/MIN and Rate of climb ROC (FT/MIN)Groundspeed(kt)Glide

Glide path vs Ground speedp(kt)Glide

path(degrees)

120 125 130 135 140 145 150 155 160 165 170 175 1807.00 1500 1550 1600 1650 1700 1800 1850 1900 1950 2050 2100 2150 22006.75 1400 1500 1550 1600 1650 1700 1750 1850 1900 1950 2000 2050 21006.50 1350 1450 1500 1550 1600 1650 1700 1750 1800 1900 1950 2000 20506.25 1300 1400 1450 1500 1550 1600 1650 1700 1750 1800 1850 1950 20006.00 1250 1300 1350 1400 1450 1500 1600 1650 1700 1750 1800 1850 19005.75 1200 1250 1300 1350 1400 1450 1500 1550 1600 1650 1700 1750 18005.50 1150 1200 1250 1300 1350 1400 1450 1500 1550 1600 1650 1700 17505.25 1100 1150 1200 1250 1300 1350 1400 1450 1450 1500 1550 1600 16505.00 1050 1100 1150 1150 1200 1250 1300 1350 1400 1450 1500 1500 15504.75 1000 1050 1100 1100 1150 1200 1250 1300 1350 1350 1400 1450 15004.50 950 1000 1050 1050 1100 1150 1200 1200 1250 1300 1350 1400 14004.25 900 950 950 1000 1050 1050 1100 1150 1200 1200 1250 1300 13504.00 850 900 900 950 1000 1000 1050 1100 1100 1150 1200 1250 12503.75 800 850 850 900 900 950 1000 1000 1050 1100 1100 1150 12003.50 750 750 800 800 850 900 900 950 1000 1000 1050 1050 11003.25 700 700 750 750 800 850 850 900 900 950 950 1000 10503.00 600 650 700 700 750 750 800 800 850 850 900 900 9502.75 600 600 600 650 650 700 700 750 750 800 800 850 8502.50 550 550 550 600 600 650 650 700 700 750 750 750 8002.25 450 500 500 550 550 550 600 600 600 650 650 700 7002.00 400 450 450 450 500 500 550 550 550 600 600 600 650

Change: Update 03 JUL 03

E2005




E2005


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).

GeneralAll hours of operation of radio aids, service hours of aerodromes,etc. are indicated inCoordinated Universal Time UTC, sometimes also expressed as “Z” time or GMT (UTC, Z, or GMTnot 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 hourearlier 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 WHENDST APPLIES

AFGHANISTAN +4½ALBANIA +1 +2 27/03/05-30/10/05ALGERIA +1ANDAMAN ISLAND +5½ANDORRA +1 +2 27/03/05-30/10/05ANGOLA +1ANGUILLA (Leeward Island) -4ANTARCTICA -4ANTIGUA & BARBUDA -4ARGENTINA -3ARMENIA +4 +5 27/03/05-30/10/05ARUBA -4ASCENSION ISLAND UTCAUSTRAL ISLAND -10AUSTRALIA:Capital Territory (Canberra) +10 +11

26/03/05Lord Howe Island +10½ +11 -26/03/0529/10/05-

New South Wales (Sydney) +10 +11...........29/10/05-

Northern Territory (Darwin) +9½Queensland +10South Australia (Adelaide) +9½ +10½

26/03/05Tasmania (Hobart) +10 +11 -26/03/0529/10/05-

Victoria (Melbourne) +10 +11...........29/10/05-

Western Australia (Perth) +8Whitsunday Islands(Hamilton, Hayman & Lindeman)

+10

AUSTRIA +1 +2 27/03/05-30/10/05AZERBAIJAN +4 +5 27/03/05-30/10/05AZORES -1 UTC 27/03/05-30/10/05BAHAMAS -5 -4 03/04/05-30/10/05

Change: Update 10 FEB 05

E2005


PERIOD WHENDST APPLIES

DST DIFFERENCESTD DIFFERENCECOUNTRY

BAHRAIN +3BANGLADESH +6BARBADOS -4BELARUS +2 +3 27/03/05-30/10/05BELGIUM +1 +2 27/03/05-30/10/05BELIZE -6BENIN +1BERMUDA -4 -3 03/04/05-30/10/05BHUTAN +6BOLIVIA -4BOSNIA & HERZOGOVINA +1 +2 27/03/05-30/10/05BOTSWANA +2BRAZIL:Fernando do Noronha -2South/central coastBahia, Goias, BSB/RIO/SAO

-3 -2 -13/02/0516/10/05-

Part of Northeast coast & east ofPara Amazonas, Nortwest statesand west of Para

-4

Mato Grosso and Mato Grosso doSul

-4 -3 -13/02/0516/10/05-

Territory of Acre -5BRITISH VIRGIN ISLAND -4BRUNEI DARUSSALAM +8BULGARIA +2 +3 27/03/05-30/10/05BURKINA FASO UTCBURUNDI +2CAMBODIA +7CAMEROON +1CANADA:Newfoundland Island -3½ -2½Labrador -4 -3Atlantic Zone:New Brunswick,Nova Scotia, Prince Edward Is.,Quebec (East of Pte. des Monts)

-4 -3

Eastern Zone:North-West Territory (East)Ottawa, Ontario, Quebec(West of Pte. des Monts)

-5 -4 03/04/05-30/10/05

Central Zone:Manitoba, North-West Territory(Central), Saskatchewan (West)

-6 -5

Change: Update10 FEB 05

E2005




Mountain Zone:Alberta, North-West Territory(Mountain), Saskatchewan(West)Some towns in NE BritishColumbia

-7 -6

03/04/05 30/10/05Pacific Zone:British ColumbiaYukon TerritoryWhitehorse and Watson LakeDawson City and Mayo

-8 -703/04/05-30/10/05

CANARY ISLANDS UTC +1 27/03/05-30/10/05CAPE VERDE ISLAND -1CAROLINE ISLAND +11CAYMAN ISLAND -5CENTRAL AFRICAN REP. +1CHAGOS ARCHIPELAGO +5CHATHAM ISLAND +12¾ +13¾ -19/03/05

01/10/05-CHILE -4 -3 -13/03/05

09/10/05-CHINA (People’s Republic) +8CHRISTMAS ISLAND +7COCOS ISLANDS +6½COLUMBIA -5COMOROS & MAYOTTE Isl. +3CONGO +1COOK ISLAND -9½COSTA RICA -6CROATIA +1 +2 27/03/05-30/10/05CUBA -5 -4 -30/10/05CURACAO -4CYPRUS +2 +3 27/03/05-30/10/05CZECH REPUBLIC +1 +2 27/03/05-30/10/05DENMARK +1 +2 27/03/05-30/10/05DJIBOUTI +3DOMINICA -4DOMINICAN REPUBLIC -4EASTER ISLAND -6 -5 -13/03/05

09/10/05-ECUADOR(except Galapagos Isl.)

-5

EGYPT +2 +3 28/04/05-29/09/05EL SALVADOR -6EQUATORIAL GUINEA +1ERITREA +3ESTONIA +2 +3 27/03/05-30/10/05


E2005




ETHIOPIA +3FALKLAND ISLANDS -4 -3 -22/04/05

04/09/05-FAROE ISLANDS UTC +1 27/03/05-30/10/05FIJI +12FINLAND +2 +3 27/03/05-30/10/05FRANCE +1 +2 27/03/05-30/10/05FRENCH ANTILLES -4FRENCH GUIANA -3GABON +1GALAPAGOS ISLAND -6GAMBIER ISLAND -9GAMBIA UTCGEORGIA +4 +5 26/03/05-29/10/05GERMANY +1 +2 27/03/05-30/10/05GHANA UTCGIBRALTAR +1 +2 27/03/05-30/10/05GREECE +2 +3 27/03/05-30/10/05GREENLAND:Northeastern part -1 UTC

27/03/05 30/10/05Central part -2 -1

27/03/05-30/10/05

Western part -3 -2GRENADA -4GUADELOUPE -4GUAM +10GUATEMALA -6GUINEA BISSAU UTCGUINEA UTCGUYANA -4HAITI -5HONDURAS -6HONG KONG +8HUNGARY +1 +2 27/03/05-30/10/05ICELAND UTCINDIA +5½INDONESIA:Western Zone +7Central Zone +8Eastern Zone +9IRAN +3½ +4½ 21/03/05-21/09/05IRAQ +3 +4 01/04/05-30/09/05IRELAND Rep. UTC +1 27/03/05-30/10/05ISRAEL +2 +3 31/03/05-29/09/05ITALY +1 +2 27/03/05-30/10/05

Change: NIL03 MAR 05

E2005




IVORY COAST UTCJAMAICA -5JAPAN +9JOHNSTON ISLAND -10JORDAN +2 +3 24/03/05-27/10/05KAZAZHSTAN:Western Zone – Aktau,Atyrau, Uralsk +4 +5

26/03/05 29/10/05Central Zone – Aktyubinsk +5 +6 26/03/05-29/10/05

Eastern/Main Zone +6 +7KENYA +3KIRIBATI:Line Isl. +14Phoenix Island +13Gilbert Isl. +12KOREA:Democratic People’s Republic +9Republic of +9KUWAIT +3KYRGYSTAN +5 +6 27/03/05-30/10/05LAO (People’s Democratic Republic) +7LATVIA +2 +3 27/03/05-30/10/05LEBANON +2 +3 27/03/05-30/10/05LEEWARD ISLANDS -4LESOTHO +2LIBERIA UTCLIBYA +2LIECHTENSTEIN +1 +2 27/03/05-30/10/05LITHUANIA +2 +3 27/03/05-30/10/05LUXEMBOURG +1 +2 27/03/05-30/10/05MACAU +8MACEDONIA +1 +2 27/03/05-30/10/05MADAGASCAR +3MADEIRA ISLAND UTC +1 27/03/05-30/10/05MALAWI +2MALAYSIA +8MALDIVES +5MALI UTCMALTA +1 +2 27/03/05-30/10/05MARIANA ISLAND +10MARQUESAS ISLAND -9½MARSHALL ISLAND +12MARTINIQUE -4


E2005




MAURITANIA UTCMAURITIUS +4MAYOTTE +3MEXICO:Central including Mexico City,Guadalajara,Cancun

-6 -5

Baja California Sur, Nayarit,Sinaloa, Chihuahua

-7 -6 03/04/05-30/10/05

Baja California Norte includingTijuana, Mexicali

-8 -7

MICRONESIA: +10Caroline Island (Gen)Pohnpei & Kosrae

+11

MIDWAY ISLAND -11MOLDOVA +2 +3 27/03/05-30/10/05MONACO +1 +2 27/03/05-30/10/05MONGOLIA +8MONTSERRAT -4MOROCCO UTCMOZAMBIQUE +2MYANMAR +6½NAMIBIA +1 +2 -02/04/05

04/09/05-NAURU +12NEPAL +5¾NETHERLANDS +1 +2 27/03/05-30/10/05NETHERLAND ANTILLES -4NEW CALEDONIA +11NEW ZEALAND +12 +13 -19/03/05

01/10/05-NICARAGUA -6NIGER +1NIGERIA +1NIUE ISLAND -11NORFOLK ISLAND +11½NORWAY +1 +2 27/03/05-30/10/05OMAN +4PAKISTAN +5 +6PALAU +9PANAMA -5PAPUA NEW GUINEA +10PARAGUAY -4 -3 -03/04/05

04/09/05-PERU -5


E2005




PHILIPPINES +8PHOENIX ISLAND -11POLAND +1 +2 27/03/05-30/10/05PORTUGAL UTC +1 27/03/05-30/10/05PUERTO RICO -4QATAR +3REUNION +4ROUMANIA +2 +3 27/03/05-30/10/05RUSSIA (Federation of):

Kalingrad +2 +3Moscow, St.Petersburg,Astrakhan

+3 +4

Izhevsk, Samara +4 +5Perm-Nizhnevartovsk +5 +6Omsk, Novosibirsk +6 +7

2603/05 29/10/05Norilsk, Kyzyl +7 +8 2603/05-29/10/05

Bratsk, Ulan Ude +8 +9Chita, Yakutsk +9 +10Khabarovsk, Vladivostok +10 +11Magadan, Yuzhno Sakhalinsk +11 +12Petropavlovsk, Kamchatsky +12 +13RWANDA +2ST. HELENA UTCST. KITTS & NEVIS -4ST. LUCIA -4ST. PIERRE & MIQUELON -2 -1 03/04/05-30/10/05ST. VINCENT & GRENADINES -4SAMOA -11SAN MARINO +1 +2 27/03/05-30/10/05SAO TOME & PRINCIPE UTCSAUDI ARABIA +3SENEGAL UTCSEYCHELLES +4SIERRA LEONE UTCSINGAPORE +8SLOVAKIA +1 +2 27/03/05-30/10/05SLOVENIA +1 +2 27/03/05-30/10/05SOCIETY ISLAND -10SOLOMON ISLAND +11SOMALI DEMOCRATIC REP. +3SOUTH AFRICA +2SPAIN +1 +2 27/03/05-30/10/05SPANISH N.AFRICA +1 +2 27/03/05-30/10/05SRI LANKA +6


E2005




SUDAN +2SURINAM -3SWAZILAND +2SWEDEN +1 +2 27/03/05-30/10/05SWITZERLAND +1 +2 27/03/05-30/10/05SYRIAN ARAB REPUBLIC +2 +3 31/03/05-31/10/05TAHITI -10TAIWAN +8TAJIKISTAN +5TANZANIA +3THAILAND +7TOGO UTCTONGA +13TRINIDAD & TOBAGO -4TUAMOTU ISLAND -10TUBUAI ISLAND -10TUNISIA +1TURKEY +2 +3 27/03/05-30/10/05TURKMENISTAN +5TURKS & CAICOS ISLANDS -5 -4 03/04/05-30/10/05TUVALU +12UGANDA +3UKRAINE +2 +3 27/03/05-30/10/05UNITED ARAB EMIRATES +4UNITED KINGDOM UTC +1 27/03/05-30/10/05UNITED STATES OF AMERICA:Eastern time -5 -4 03/04/05-30/10/05Indiana (East) -5Central time -6 -5 03/04/05-30/10/05Mountain time -7 -6Arizona -7Pacific time -8 -7 03/04/05-30/10/05Alaska – all locations(except Aleutian IslandsWest of W169°30’)

-9 -8

03/04/05 30/10/05Alaska - Aleutian Islands(West of W169°30’)

-10 -9 03/04/05-30/10/05

Hawaiian Islands -10URUGUAY -3U.S. VIRGIN ISLAND -4UZBEKISTAN +5VANUATU +11VENEZUELA -4VIETNAM +7


E2005




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


E2005



10 FEB 05 Change: NIL

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