Qatar OM PART C

OPERATIONS MANUAL
PART C
ROUTE AND AERODROME INSTRUCTIONS
AND INFORMATION
This Operations Manual is produced by Qatar Airways Flight Operations Department based
on QCAR-OPS 1 regulations and national variants as they apply.
The content of this manual is accepted by the Qatar Civil Aviation Authority, QCAA.
In case of conflict with the applicable national regulations, the latter apply.
Any questions with respect to information contained in this manual should be directed to the
Manager Aeronautical Services.
Qatar Airways
Manager Aeronautical Services
P.O. Box: 22550
Doha, State of Qatar
Phone:
+974 4625104
Fax:
+974 4621152
E-mail:
nam@qatarairways.com.qa
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OM PART C
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INSTRUCTIONS AND INFORMATION
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CHAPTER NUMBER
NAME OF CHAPTER
LEP
List of Effective Pages
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Record of Normal Revision
RTR
Record of Temporary Revisions
RH
Revision Highlights
Administration and Control
Meteorology
Performance
Area Briefings
Drift Down Procedures
Adequate Airports
Airfield Briefings
Reserved
Reserved
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RECORD OF NORMAL REVISIONS

Revision to this Operations Manual shall be made by all authorised users without delay. After
inserting the revision enter the appropriate data in the revision sheet below. The compliance
has to be signed under Inserted By. Revision will be issued at irregular intervals, retain this
revision sheet until officially replaced.
REV. NO.
REVISION DATE
01
18 SEP 2003
02
02 MAY 2004
03
18 JAN 2005
04
02 MAR 2006
05
08 JAN 2007
06
13 JUNE 2007
07
07 JAN 2008
08
13 NOV 2008
DATE FILED
INSERTED BY
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RECORD OF TEMPORARY REVISIONS
Temporary Revisions to this manual shall be inserted by the authorised user without delay.
After inserting the Temporary Revision enter the appropriate data in the revision sheet below.
The compliance has to be signed under Inserted By. Revision will be issued at irregular
intervals. Retain this Revision sheet until officially replaced.
TR. NO.
ISSUE DATE
DATE FILED
INSERTED BY
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REVISION HIGHLIGHTS
The highlights for Revision number 08S are as follows :

CHP. NO.
PG. NO.
CHANGE DESCRIPTION
Added : New Abbreviation.
18
Revised : DOW & I for A7-AED.
Editorial Changes
17
Editorial Changes
19
Added : Bahrain to Middle East Area Briefing.
21
Iraq Area Briefing brought forward under Middle East.
36
Added : UAE to Middle East Area Briefing.
38
Editorial Changes
91
Editorial Changes
136
Added : ATC - General to Area Briefing.
57
Revised : OITR Adequate Airport Information.
72
Revised : RFF information for VYMD and VYYY.
5
98
Revised : HTZA Adequate Airport.
100
Revised : DTTA Adequate Airport.
103
Added : LTCS Adequate Airport to Turkey.
33
Revised : Destination Alternates for Seychelles.
36
Revised : Destination Alternates for Algiers.
58
Revised : Destination Alternates for Dar-Es-Salaam.
73
Revised : Houston airfield briefing.
109
Revised : Newark airfield briefing.
117
Revised : New York airfield briefing.
141
Revised : Airfield Data for Tunis.
145
Revised : Washington airfield briefing
205
Revised : Doha airfield briefing
316
Revised : Destination Alternates for Tripoli.
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ADMINISTRATION AND CONTROL

TABLE OF CONTENTS
CHAPTER 0 - ADMINISTRATION AND CONTROL
0.1
0.2
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
0.1.1
Structure and Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
0.1.2
Warning, Cautions and Notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
0.1.3
Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
0.1.4
Metric Wind / Knots / Feet - Minute. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
0.1.5
Distance / Liquid / Weights / Pressure / Temperature . . . . . . . . . . . . . . . . . . 11
SYSTEM OF AMENDMENTS AND REVISION . . . . . . . . . . . . . . . . . . . . 13

0.2.1
Manual Holder Responsibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
0.2.2
Manual Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
0.2.3
Non-authorised Copies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
0.2.4
Handwritten Amendments. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
0.2.5
Pagination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
0.2.6
Revisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
0.2.7
How to Insert a Revision . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
0.2.8
List of Effective Pages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
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INTRODUCTION
0.1
INTRODUCTION
The Qatar Airways Operations Manual Part C is referred to hereafter as the "Route and
Aerodrome Instructions and Information" Manual. It is designed to increase the awareness of
the area into which Flight Crew are flying.
Responsibility for the contents of Route and Aerodrome Instructions and Information Manual,
and their proper implementation, rests with Manager Aeronautical Services.
0.1.1
Structure and Contents
To cover the administrative needs Operations Manual Part C is structured as follows :
Route and Aerodrome Instructions and Information.
Jeppesen Airway Manuals contain information concerning aerodrome, procedures and route
applicable to the Qatar Airways area of operations and consists of the following parts :
Aerodrome layout and Instrument Approach Charts
High / Low level enroute charts
Supplementary Textual Information
0.1.2
Warning, Cautions and Notes
The following definitions apply to Warnings, Cautions, and Notes found at the beginning of
the briefings :
Warning:
Operating procedures, practices, conditions ... etc, which may result in injury or
accident, if not carefully observed or followed.
Caution:
Operating procedures, practices, conditions ... etc, which, if not strictly observed,
may damage equipment.
Note:
An Operating procedures, conditions ... etc, which needs to be emphasize.
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INTRODUCTION
0.1.3
Note:
Abbreviations
Abbreviations listed represent a selection of most common abbreviations and
might not represent all possible abbreviations.
A320 Family
Airbus A319/A320/A321
A330
Airbus A330-200 / A330-300
A332
Airbus A330-200
A333
Airbus A330-300
A342
Airbus A340-200
A345
Airbus A340-500
A346
Airbus A340-600
B772
Boeing B777-200LR
B773
Boeing B777-300ER
AAL
Above Aerodrome Level
A/C
Aircraft
AGL
Above Ground Level
AH
Alert Height
AIP
Aeronautical Information Publication
ALS
Approach Landing System
ALT
Altitude
ALTN
Alternate
AMSL
Above Mean Sea Level
AOM
Aerodrome Operating Minima / Aeroplane Operating Matters
A/P
Auto-Pilot
APU
Auxiliary Power Unit
ASAP
As Soon As Possible
ASR
Air Safety Report
APCH
Approach
ATA
Actual Time of Arrival
ATC
Air Traffic Control
ATD
Actual Time of Departure
AWO
All Weather Operations
AWY
Airway
BC
Back Course
BCM
Back Course Marker
BCN
Beacon
BDRY
Boundary
BKN
Broken
BLDG
Building
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INTRODUCTION
CAT
CAT 1
CAT 2
CAT 3
CAVOK
C/B
CL
COM
CPDLC
CRM
CRZ
D
DA
D-ATIS
DCL
DEST
Dev
DH
DIST
DME
DOW & I
D-Volmet
E
EDP
ELEV
EMER
ETA
ETD
ETOPS
ETP
EXP
F
Fac
FIR
FIS
FL
FLT
FMS
ft
Clear Air Turbulence

Landing Category 1 (2 or 3)
Category 2 All Weather Operations
Category 3 All Weather Operations
Ceiling and Visibility OK
Circuit Breaker
Centerline Lights
Communications Equipment
Controller Pilot Data-link Communications
Crew resource Management
Cruise
Day
Decision altitude
Digital - Automatic Terminal Information Service
Departure Clearance (using data-link)
Destination
Deviation
Decision Height
Distance
Distance Measuring Equipment
Dry Operating Weight and Index
Digital - Meteorological Information for Aircraft In-flight
East
Electronic Data Processing
Elevation
Emergency
Estimated Time of Arrival
Estimated Time of Departure
Extended Twin Operations
Equi Time Point
Exit Point (ETOPS)
Fahrenheit
Facility
Flight Information Region
Flight Information Services
Flight Level
Flight
Flight Management System
Feet
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INTRODUCTION
GA
GMT
GND
Gnd Svcs
GPWS
G/S
GS
H
H24
HF
HI
Hg
hPa
Hrs
Hz
IAL
IAS
IATA
ICAO
IFPS
IFR
ILS
IMC
in
ISA
ISO
KCAS
kg
kHz
km
kts
L
LCTR
LD
LDA
LDG
LEP
LLZ
LMC
Go-around
Greenwich Mean Time
Ground
Ground Services / Handling
Ground Proximity Warning System
Glide Slope
Ground Speed
Hour
24 Hour Service
High Frequency (3 to 30 MHz)
High Intensity Light
Mercury
hecto Pascal
Hours
Hertz (cycles per second)
Instrument Approach and Landing Chart
Indicated Air Speed
International Air Transport Association
International Civil Aviation Organisation
Integrated Flight Planning System
Instrument Flight Rules
Instrument Landing System
Instrumental Meteorological Conditions
inch(es)
International Standard Atmosphere
International Standard Organisation
Knots Calibrated Airspeed
kilogram
kilohertz
kilometer
knots
Light
Locator (Compass)
Landing Distance
Landing Distance Available
Landing
Localizer
Last Minute Changes
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LMT
LPC
LOC
LVP
m
MAP
MAX
mb
MDA/H
MHz
MID
MLW
mm
MNPS
MOCA
MORA
MSA
MSL
MTOW
MZFW
N
NA
NAV
NE
NM
NDB
NOTAM
NW
OAT
OCA / H
OEW
OM
OPS
Optg Hrs
PAN-OPS
PAPI
PAR
PCN
PDC
PERF
Local Mean Time

Less Paper Cockpit
Localizer
Low Visibility Procedures
meter
Missed Approach Point
Maximum
Millibar
Minimum Descent Altitude / Height
Megahertz
Middle Runway Portion
Maximum Landing Weight
Millimeter
Minimum Navigation Performance Specification
Minimum Obstruction Clearance Altitude
Minimum Off-Route Altitude
Minimum Safe (or Sector) Altitude
Mean Sea Level
Maximum Take Off Weight
Maximum Zero Fuel Weight
North
Not Applicable
Navigation
Northeast
Nautical Miles
Non Directional Beacon
Notice To Airmen
Northwest
Outside Air Temperature
Obstacle Clearance Altitude / Height
Operating Empty Weight
Operations Manual / Outer Marker
Operations
Operating Hours
Procedures for Air Navigation Services - Aircraft Operations
Precision Approach Path Indicator
Precision Approach Radar
Pavement Classification Number
Pre-departure Clearance (via airline hosted)
Performance
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PFD
PPR
QAS
QDM
QDR
QFE
QFU
QNE
QNH
QR
RA
REF
RFF
RH
RPL
RNP
ROR
RPL
RTO
RTOW
RVR
RVSM
RWY
S
SAR
SE
SID
SIGMET
SNOWTAM
SPD
SRA
SRE
STAR
STD
SW
TA
TAF
TAS
Primary Flight Display

Prior Permission Required
Qatar Aviation Services
Magnetic Bearing to facility
Magnetic Bearing from facility
Actual atmosphere pressure at airport elevation
Magnetic Orientation of Runway
Sea level standard atmosphere (1013 hPa or 29.92 Hg)
Actual atmosphere pressure at sea level based on local station
pressure
Qatar Airways
Radio Altitude / Radio Altimeter / Resolution Advisories
Reference
Rescue Fire Fighting
Right Hand
Repetitive Flight Plan
Required Navigation Performance
Record of Revision
Repetitive flight plan
Rejected Take Off
Regulated Take Off Weight
Runway Visual Range
Reduced Vertical separation Minima
Runway
South
Search and Rescue
Southwest
Standard Instrument Departure
Information concerning en-route weather phenomena, which may
affect the safety of aircraft operations
Snow Notice to Airmen
Speed
Surveillance Radar Approach
Surveillance Radar Element of Precision Approach Radar System
Standard Terminal Arrival Route
Standard
Southwest
Traffic Advisories
Terminal Aerodrome Forecast
True Air Speed
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TAT
TBA
TBC
TBD
TBN
TCAS
TDZ
TEMP
TEMPO
T/O
TOC
TOD
TODA
TOGA
TOGW
TORA
TOW
TWIP
TWR
TWY
UHF
Unkn
U/S
UTC
VASI
VFE
VFR
VFTO
VHF
VIS
VMC
VOR
V/S
W
WPT
WX
WXR
Z
ZFCG
ZFW
Total Air Temperature

To Be Advised
To Be Confirmed
To Be Determined
To Be Notified
Traffic Collision Alert System
Touch down Zone
Temperature
Temporary
Take-Off
Top Of Climb
Top Of Descent
Take-Off Distance Available
Take-Off / Go-Around
Take-Off Gross Weight
Take-Off Run Available
Take-Off Weight
Terminal Weather Information for Pilots
Tower
Taxiway
Ultra High Frequency (300-3000 mHz)
Unknown
Unserviceable
Co-ordinated Universal Time
Visual Approach Slope Indicator
Maximum Speed Flaps / Slats Extended
Visual Flight Rules
Speed Final T/O
Very High Frequency (30-300 MHz)
Visibility
Visual Meteorological Conditions
VHF Omni-directional Range
Vertical Speed
West
Way-point
Weather
Weather Radar
Zulu Time /UTC)
Zero Fuel Centre of Gravity
Zero Fuel Weight
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INTRODUCTION
0.1.4
Metric Wind / Knots / Feet - Minute
m/sec
kts
ft/min
m/sec
kts
ft/min
197
11
22
2165
1.5
295
11.5
23
2263
394
12
24
2362
2.5
492
12.5
25
2460
591
13
26
2559
3.5
689
13.5
27
2657
787
14
28
2756
4.5
885
14.5
29
2854
10
984
15
30
2953
5.5
11
1082
15.5
31
3051
12
1181
16
32
3150
6.5
13
1279
16.5
33
3248
14
1378
17
34
3346
7.5
15
1476
17.5
35
3444
16
1575
18
36
3543
8.5
17
1673
18.5
37
3641
18
1772
19
38
3740
9.5
19
1870
19.5
39
3838
10
20
1969
20
40
3937
10.5
21
2067
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INTRODUCTION
0.1.5
Distance / Liquid / Weights / Pressure / Temperature
TO CONVERT
INTO
MULTIPLY BY
DISTANCE
Metres
Feet
3.28
Feet
Metres
0.3048
Inches
Millimetres
25.4
Millimetres
Inches
0.0394
Kilometres
Statute Miles
0.06213
Statute Miles
Nautical Miles
Nautical Miles
0.54
Kilometres
1.6093
Nautical Miles
0.869
Feet
5280
Kilometres
1.852
Statute Miles
1.15
Feet
6076
LIQUID
Litres
US Gallons
Imperial Gallons
Imperial Gallons
0.22
US Gallons
0.264
Litres
3.785
Imperial Gallons
0.833
US Gallons
1.2
Litres
4.546
WEIGHTS
Kilograms
Pounds
2.2046
Pounds
Kilograms
0.454
PRESSURE
Inches HG
PSI
HPA
PSI
0.491
HPA
33.863
HPA
0.0689
Inches HG
2.036
PSI
14.5038
Inches HG
29.53
TEMPERATURE
Celsius
Fahrenheit
x1.8 and +32
Fahrenheit
Celsius
-32 and x0.555

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INTRODUCTION
L E F T
B L A N K
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SYSTEM OF AMENDMENTS AND REVISION
0.2

(QCAR-OPS 1.1040)
0.2.1
Manual Holder Responsibility
The amended and/or revised parts of the Operations Manual are issued quarterly to all
manual holders. An intermediate update may be released whenever there are significant
changes to the Company documentation.
The manual holder is personally responsible to collect updates of the Operations Manual
from the Flight Operations Library whenever notified.
Note:
0.2.2
If discrepancies exist between the aircraft LPC Laptop and issued updates, then
the LPC Laptop supersedes.
Manual Distribution
The Operations Manual or its applicable parts including the necessary amendments/revisions
are distributed to the authorised users by the Flight Operations Library.
0.2.3
Non-authorised Copies
Non-authorised copies shall not be used for the conduct of flight operations.
0.2.4
Handwritten Amendments
Handwritten amendments shall not be used throughout the Operations Manual.
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0.2.5
Pagination
A vertical line indicates revised or newly published text on the pages. It will not be used to
indicate format or page number changes.
The header and footer of each page contains :
(1) - Qatar Airways Logo
(2) - OM Part C: Route and Aerodrome Instructions and Information
(3) - Chapter and Page Number
(4) - At top name of Chapter and bottom name of Sub Chapter.
(5) - Revision number.
Every Chapter is preceded by a Table of Content for that Chapter.
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0.2.6
Revisions
0.2.6.1
Normal Revisions
Issued periodically to cover non-urgent corrections, changes and/or to add new data. They
are accompanied by Filing instructions and an updated List of Effective Pages (LEP).
0.2.6.2
Intermediate Revisions
They are issued between normal revision to cover the changes.

They are numbered in ascending sequence e.g. 1A, 1B, 1C ... for intermediate revisions
issued between normal revision 1 and 2.
They are accompanied by filing instructions and an updated list of effective pages.
0.2.6.3
Temporary Revisions
Temporary Revisions (TR), printed on yellow paper are issued to cover urgent matters arising
between normal revisions. They are accompanied by filing instructions and an updated list of
effective TR.
0.2.7
How to Insert a Revision
0.2.7.1
Filing Instructions
Use the filing instructions as follows :

REMOVE
: The Page must be removed. It may be replaced by new page if

associated with an INSERT instruction. If not, the page is cancelled.
INSERT
: The page must be inserted. If not associated with a REMOVE

instruction, the page is new and does not replace an existing one.
0.2.8
The manual after revision must comply with the List of Effective Pages (LEP), which lists all the
pages that are in the manual. The new pages are indicated by N and the revised pages by R.
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L E F T
B L A N K
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TABLE OF CONTENTS
CHAPTER 1 - METEOROLOGY
1.1
1.2
1.3
1.4
WEST ASIA AND MIDDLE EAST WEATHER . . . . . . . . . . . . . . . . . . . . . . 3

1.1.1
Winter and Spring (November to April) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
1.1.2
Summer and Autumn (May to October) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
EUROPEAN WEATHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
1.2.1
Cyclonic Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
1.2.2
Anticyclonic Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
1.2.3
Winds 8
1.2.4
Cloud and Precipitation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
1.2.5
Visibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
1.2.6
Ice Accretion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
1.2.7
Fog . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
SOUTH ASIA AND THE FAR EAST WEATHER - 1. . . . . . . . . . . . . . . . . 11

1.3.1
Winter and Spring (December to June). . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
1.3.2
Summer and Autumn (July to November). . . . . . . . . . . . . . . . . . . . . . . . . . . 12
1.3.3
Jetstreams and Upperwinds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
1.3.4
Turbulence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
1.3.5
Thunderstorms and Tropical Cyclones . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
SOUTH ASIA AND THE FAR EAST WEATHER - 2. . . . . . . . . . . . . . . . . 17

1.4.1
Winter and Spring (November May). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
1.4.2
Summer and Autumn (June to October) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
1.4.3
Areas of Special Significance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
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1.6
AUSTRALIA PACIFIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
1.5.1
South East Asia and North West Australia. . . . . . . . . . . . . . . . . . . . . . . . . . 25
1.5.2
Australia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
1.5.3
Stream Weather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
1.5.4
Airmasses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
1.5.5
Tropical Cyclones. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
1.5.6
The Tropopause . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
1.5.7
Upper Winds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
1.5.8
Aerodromes in the Region . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
AFRICA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
1.6.1
Major Influences. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
1.6.2
Winter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
1.6.3
Jetstreams and Upper Winds. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
1.6.4
Tropical Revolving Storms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
1.6.5
Aerodromes in the Region . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
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1. METEOROLOGY
1.1.
1.1.1.
Winter and Spring (November to April)
Cold fronts from West produce cumulonimbus and squall lines over the eastern Mediterranean sectors occasionally reaching as far as Tehran. The Tehran area is also affected by cold
fronts from the North which produce widespread stratus, fog, drizzle and snow.
Warm fronts may affect the routes near and to Tehran. They move from Southeast to Northwest and the warm air comes from the Gulf Area. They produce overcast weather with rain,
drizzle and occasionally snow. East of Tehran and the Gulf Area frontal passages are rare. If
they do occur, they produce layers of stratocumulus and cumulus with scattered thunderstorms. In the Gulf, fog occurs during this period, but formation is rare before 2:00 A.M., the
worst month being February. Rainfall is in the form of showers or occasional cumulonimbus,
normally of short duration.
Problems with dust haze are negligible, except with occasional squally winds associated with
cumulonimbus.
1.1.1.1.
Jetstreams and Upper Winds
Jetstreams will be found over the whole area. The main direction is from the west or occasionally southwest. Wind forecasts may be wrong due to the movement of the jet stream
areas. Average strength 60-90 knots with the maximum 120-150 knots.
1.1.1.2.
Turbulence
Clear Air Turbulence in connection with the jetstreams. Mountain wave turbulence may occur
over Beirut/Ankara, Tehran and Karachi
1.1.1.3.
Thunderstorms
There can be very severe cumulonimbus activity at the change over from winter to summer in
March and from summer to winter in the autumn, with violent thunderstorms and associated
up and down drafts and down bursts. Isolated thunderstorms may occur, especially in May,
they usually have a base of around 6000 feet moving slowly to the Northeast.
1.1.1.4.
Dust and Sand Storms
Found in the desert region of Egypt, Sudan, Iraq, Iran, the Gulf area and Pakistan. Often
associated with gusty thunderstorms or frontal windshifts, when the surface winds are greater
than 20-25 knots. In these storms the air is ruled with dust/sand particles up to at least 15000
feet. These occur at any time of the year most frequently during spring, summer and autumn.
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1.1.2.
Summer and Autumn (May to October)
Frontal activity over the majority of the routes is generally absent except for weak systems
affecting Istanbul/Ankara. Good flying weather with mostly clear sky. In the Gulf,between
May-July, dust can effect the airports at any time, and strong surface north-west winds (SHAMAL) of 20-25 knots can seriously reduce visibility in rising sand and dust. Average visibility
is 3000-4000 metres in dust, but can fall to about 1000 metres for a few hours after the onset
of the SHAMAL, particularly in early June.
Easterly winds from the sea bring patchy fog or stratus at 500 to 1000 feet at Bahrain and
Doha. Generally if Bahrain gets fog so will Doha; Dubai generally gets more fog than Bahrain,
Northwest winds from sea can result in fog at Dubai.
Land breeze from the west-south-west and sea breeze from the east-north-east can be pronounced during summer and autumn.
NOTE: During summer, rapid cooling at the surface after sunset can produce a marked
inversion above 400 feet, and pilots should be alert to the associated problems, as
seen in the following example:
July:
2000 feet
40 SAT
1000 feet
40 SAT
500 feet
40 SAT
Below 500 feetdropping rapidly to 31 on the ground.
1.1.2.1.
Jetstreams are absent over the routes. Light westerly winds becoming variable in the Gulf
Area and N-East to S-East towards Karachi.
1.1.2.2.
Turbulence and Windshear
Practically no turbulence due to lower wind velocities. However, the approach path to aerodromes in the Middle East and Gulf desert areas are subject to sometimes very strong windshears and/or inversion.
1.1.2.3.
Tropical Cyclones
Moving in from the Arabian Sea they may very occasionally affect the Karachi area.
1.1.2.4.
Dust and Sand Stands
See (Winter/Spring), however more frequent in summer.
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1.1.2.5.
ITCZ Inter Tropical Convergence Zone (Monsoon)
They ITCZ may reach as far as Karachi in midsummer but not every year.
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1.2.
1.2.1.
EUROPEAN WEATHER
Cyclonic Systems
The weather is determined primarily by its situation in relation to the Icelandic low, and
Azores high and the alternating high and low pressure systems of Asia. The general drift of
weather is from west to east and the absence of any pronounced north to south mountain
barrier enables cyclonic systems from the Atlantic to penetrate far into the continent. This
region is therefore one of transition between oceanic and continental conditions, the latter
becomingly more dominant towards the east and south-east.
To the north of the British Isles into the Barents Sea and thence into north Russia.
East-north-east across the British Isles or France to northwest Russia.
From Iceland southeastwards to the Baltic Sea and thence to western Russia.
The areas to the south of the tracks are affected principally by the fronts of the depressions
and by alternate warm and cold air masses. A common situation occurs with a low over northern Russia and the cold front trailing across Poland to central France. On approaching the
Alps, the cold front often slows down and gives rise to a wide belt of cloud and rain. Waves on
the front may develop into small but vigorous lows which move rapidly east-north-east.
Sometimes the main low to the northeast becomes very deep and a broad current sweeps
over Western Europe, carrying the cold front through to the Mediterranean.
Occasionally lows develop over the continent itself, more especially in summer and in a moist
unstable air mass. These thermal lows give much rain and thunder with extensive masses of
cloud, but outside the rain areas the clouds are usually isolated.
Another type of low develops chiefly in winter and spring between the Alps and the middle
Danube in association with warm moist air spreading northwards from the central and eastern Mediterranean.
The warm front is better defined in the upper levels than at the surface but it gives rise to
extensive low cloud over Germany and Poland, possibly extending to the Low Countries and
even to eastern England Precipitation is also widespread and may reach the ground as snow.
1.2.2.
Anticyclonic Systems
The anticyclones affecting Europe are mainly of three types:

a) Extensions of the Azores high -these consist of tropical air and occur mostly in summer.
b) Extensions of the Siberian high, consisting of polar continental air and occurring chiefly in
winter and early spring.
c) Those which approach from northwest following a cold front associated with a depression
over northern Scandinavia or Russia. These consist of polar maritime or even Arctic air
and occur in all seasons.
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Whereas anticyclones of type (c) are usually migratory, those of (a) and (b) often persist for
several days or even weeks.
1.2.3.
Winds
Great variability in both speed and direction is found at all levels although the prevailing direction is westerly. Periods of easterly or northeasterly winds are usually associated with a westward extension of the Siberian high. The westerlies generally increase with height; at about
30,000 feet in the jet streams, the axis of which are often situated parallel to the surface fronts
but displaced a few hundred miles towards the cold side, speeds of well over 100 knots are
common. Winds in summer are generally lighter than in winter.
1.2.4.
Cloud and Precipitation
With the prevalence of Cyclonic activity in winter (especially in the west and north) and of
convection in summer, there is much cloud and rain throughout the year. The mean cloud
amount varies only from about 6 oktas in winter to 5 oktas in summer and shows little variation geographically, but the annual rainfall decreases steadily from about 1,000 millimetres in
the extreme west to less than 500 millimetres in the east, except for the increased falls which
are to be expected on high ground.
Away from the western coastal strips where most rain falls in winter, the wettest period is usually late summer or -autumn and the driest period late winter or early spring. Precipitation is
liable to fall as snow during the winter months, more especially in the east and southeast
where the ground may remain snow-covered for long periods.
1.2.5.
Visibility
The greatest difficulty for aviation in Europe is the high frequency of fog and very low cloud.
Both of these occur readily in air masses of maritime origin, little cooling being required to
produce condensation. The fog may become widespread and dense in anticyclonic conditions and is aggravated by smoke in industrial areas. In summer, fog is infrequent except over
the sea and coast where it drifts on-shore. Cloud on the surface of hills is liable to occur at
any time of year.
1.2.6.
Ice Accretion
The 0C isotherm in winter is often at or near the surface, especially in central and Eastern
Europe. Combined with the large cloud amounts, this results in high frequency of conditions
favourable for airframe icing. Even in summer the risk remains high. Severe conditions occur
when an unstable maritime air mass passes over a coast or over hilly country with the formation of extensive convective clouds. This may occur for example over northwest and central
Germany with an air supply from the North Sea. Icing is also likely to be severe in a mass of
warm front cloud which develops instability on approaching a mountain range.
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1.2.7.
Fog
Fog is the critical weather feature at Frankfurt, London, Milan, Munich, Paris and Manchester.
The worst period for fog is from mid September to mid October, but this often extends to mid
December.
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METEOROLOGY
EUROPEAN WEATHER
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SOUTH ASIA AND THE FAR EAST WEATHER - 1
1.3.

(India, Sri Lanka, Malaysia, Singapore and Indonesia)
1.3.1.
Winter and Spring (December to June)
Fine weather season. Generally cool and dry. Generally less than 2/8 of cloud. Some exceptions are: 1.3.1.1.
Malaysia, Singapore and Indonesia
The southern part of Malaysia and Singapore are still affected by frequent towering cumulus
and thunderstorms with heavy showers.
1.3.1.2.
Sumatras
Heavy squalls mostly active late in the night to early morning will be found in the straits of
Malacca in spring/summer and autumn. Singapore has an average of 404 thunderstorms per
year.
1.3.1.3.
Jetstreams and Upperwinds
December to March are the months of greatest jetstreams activity. Main axis north of Karachi
-New Delhi, Kolkata- north of Yangon. Average strength 60 knots weakening towards
Rangoon/Bangkok maximum around 100 knots. On the route from Colombo to Singapore the
upper wind is normally from east to southeast between 10-20 knots.
1.3.1.4.
Turbulence
Clear Air Turbulence associated with the jet stream, light to moderate.
1.3.1.5.
Thunderstorms and Tropical Cyclones
Occasionally a depression from the Mediterranean area may move across India, south of the
Himalayas giving thunderstorms and northwest surface winds up to 50 knots, in the region of
Kolkata. They are called the "NORWESTERS Tropical Cyclones have a secondary peak in
May and may be found in the Bay of Bengal.
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1.3.2.
Summer and Autumn (July to November)
This is the monsoon season monsoon means seasonal. A monsoon is a main wind flow that
persists for a long period and then undergoes a complete reversal with change of season.
Winds result from the effect of uneven seasonal heating between the large landmass of Asia
and warm Equatorial Seas. Summer monsoons blow towards low pressure over the heated
land. Winter monsoons from high pressure over the cooled land.
The Southwest monsoon advances over Southern Indian Peninsula & Sri Lanka between
25th and 31st May every year. The monsoon advances in the form of two branches known as
the Arabian Sea Current and the Bay of Bengal Current. The advance of the Inter Tropical
Convergence Zone or the Intertropical Front over the latitudes of India is known as the
advance of the Southwest monsoon. Normally the advance of the Southwest monsoon is heralded by thunderstorms when the equatorial maritime air replaces the continental air. The
ITCZ advances as far as 27N parallel and the entire India is in the grip of Southwest monsoon by the 15th of July when the axis of the Inter Tropical Convergence Zone is located from
the Northern parts of Rajasthan across the Gangetic plains into the head bay of Bengal.
Along the axis of the trough thundery precipitation is the characteristic feature throughout the
season. Whereas the latitudes of Bombay is characterised by steady showery precipitation.
The inter tropical front or the Intertropical Convergence Zone is the boundary along which the
trade wind currents of both hemispheres converge. Its position varies with the season, being
located approximately 10 degrees South in January-February and 5 degrees North in JulyAugust. The monsoon and the mean position of the ITCZ reaches Colombo and Singapore at
the beginning of May, Bombay and Bangkok about 34 weeks later. The Inter Tropical Convergence Zone retreats again during October (BOM/BKK) and early November (CMB/SIN).
The Inter Tropical Convergence Zone consists of squalls with cumulus and CB activity over
an area of 100 NM or more in width. Top of CBs 50-60000 feet. Best flying altitude can sometimes be FL280-300 below the widespread anvil.
West Coast of India (Bombay), Trivandrum and Sri Lanka get heavy rainfall under the influence of the Arabian Sea branch of the Southwest monsoon. In fact the period of May / June
are the peak period of rainfall activity. Similarly in this period (July / August) Eastern provinces of India namely eastern parts of Bihar, West Bengal (Kolkota) and Bangladesh (Dhaka)
come under the influence of the Bay of Bengal Current of the Southwest monsoon.
During July and August intense low pressure systems called monsoon depressions originate
over the head bay of Bengal and travel in West to North-westerly direction ushering rainfall
along their tracks. These depressions cause widespread rainfall over India. When a monsoon
depression moves Northwest from the head bay and located near Central India, Bombay
experiences very heavy rainfall associated with squally weather.
Even though the activity of the Southwest Monsoon season extends from June to September,
the whole season is not one of continuous rainfall activity. Barring the monsoon depressions
which cause heavy rainfall along the path in which they travel, the rainfall activity in general
over the India Sub-Continent also depends very largely upon the position of the monsoon
trough.
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When this trough occupies a more northerly position it is known or called a Weak or Break
Monsoon condition. The Weak or Break Monsoon occurs when the whole country is under
the Westerly wind sweep. This can be seen when the Bay of Bengal branch of monsoon is
not affecting the northern parts of India and when there is no easterly wind flow to the north of
the axis of the monsoon trough.
During such situations, the rainfall pattern over the country undergoes a striking change. The
regions of the Himalayas get very heavy rainfall. The northern parts of Assam get very heavy
rain and the rivers in the northeast regions become flooded. The rainfall activity generally
decreases over the rest of the country. Cloud coverage is lesser during such periods and as a
consequence, the temperature rises. Pressures also rises phenomenally over the central
parts of the country. However, there is an increase of rainfall more of thundery activity over
the interior parts of the South Peninsula. In fact, Madras gets thundershowers during such
spells.
1.3.2.1.
Aerodromes in the Region
1.3.2.1.1. Mumbai (Bombay)

The monsoon precipitation occurs in the form of pulses or waves over Bombay. Series of
cloud patches move inland from the sea causing heavy showers over a short period followed
by short breaks. During cloud bursts the visibility reduces below 800 metres. Within a short
while the visibility improves well over 3 to 4 kilometres. Occasionally it rains very heavy continuously over three to four hours. Generally the intensity of rainfall is heavy during the night
and early morning hours. During the active monsoon period very strong surface winds gusting to 30 knots exceeds crosswind condition limits. Approach to RWY 27 will be very bumpy
and runway breaking action poor.
1.3.2.1.2. Kolkata, Dhaka
The months of October, November and December are called the North East monsoon season and is confined to the East of India. In this season East Coast of India and Bangladesh
are very vulnerable to cyclonic storms.
1.3.2.1.3. Colombo
Colombo receives rainfall during the Southwest monsoon and the east coast of Sri Lanka
during the Northeast monsoon season but Colombo Airport receives more rainfall during the
Southwest Monsoon Season.
1.3.2.1.4. Delhi
During July and August Delhi Airport experiences heavy thunderstorm activity and sometimes dust storms.
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1.3.2.1.5. Chennai
Generally Chennai is a fair weather airport throughout the year except during the months or
October and November, with a cyclonic storm close to the coast. Convective thunderstorms
are common during the months of March, April and May due to tropical heat. Because of the
geographical features of the West Coast rainfall in the rest of the Southern Peninsula gradually decreases from West Coast to East Coast. Chennai Airport is on the East Coast can
therefore be used as a suitable alternate to Colombo, Hyderabad and Bombay during the
peak monsoon months.
The Southwest monsoon withdraws from North India by the middle of September. When the
Inter Tropical Convergence Zone passes through the latitudes of 15 to 10 North, cyclonic
storms originate in the Bay of Bengal and move in a north-westerly direction during the
months of October and November. These storms are severe in intensity and strike the East
Coast of India. Chennai is very much vulnerable for these storms to strike. Sometime the eye
of the storm could pass through Chennai City resulting in surface winds of 100 to 120 knots
accompanied by very heavy rain bringing hazardous weather to Chennai Airport. It is advisable to skip Chennai Airport when a storm is centred about 50-100nm off the coast of Chennai. The Northeast monsoon affecting the coast of India ceases by the end of December.
1.3.2.1.6. Kuala Lumpur (Equatorial Climate)
There are two main wet seasons associated with the passage of the sun north and south
across the equator, but there is no really dry season. There is much convective cloud, and
rain falls in heavy showers with frequent thunderstorms. Both temperature and humidity are
high and almost uniform throughout the year. The most unpleasant months are March and
September.
1.3.3.
Jetstreams and Upperwinds
Westerly jet stream activity is absent. An easterly jet stream may occasionally be found over
the Rangoon/Bangkok track. Generally light winds with variable direction East to Southeast.
Somewhat stronger towards Singapore, up to 30 knots.
1.3.4.
Turbulence
In the monsoon you may encounter anything between lights to extreme turbulence. Do not fly
into CB's. Circumnavigation with radar is always possible. Avoid adverse weather generously.
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1.3.5.
Thunderstorms and Tropical Cyclones
The thunderstorms (CBs) seldom last longer than 30-40 minutes over an aerodrome, giving
heavy rainfall with visibility well below landing minima. Delay your landing or take-off. The
lowest frequency of occurrence is during the period 0600 Local time to noon, the maximum
in the late afternoon and night. Tropical cyclones occur most often in this season and will be
found in the Bay of Bengal. They approach the bay in a westerly direction across the Malayan
Peninsula; they change to a northerly direction reaching the Bay of Bengal and frequently hit
the land South- East of Kolkata (Bangladesh) with devastating effect.
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1.4.

(Thailand, China, Hong Kong, Philippines, Taiwan and Japan)
1.4.1.
Winter and Spring (November May)
Cold and dry air moves from the Asiatic High over the warm South China Sea. Small sharply
defined cumuli are formed, tops 4000 to 6000 feet. Fair weather prevails in the Philippines
and the South China Sea. From December to February early morning fog is prevalent over
Indochina, Thailand and Burma. The visibility is restricted to less than two miles. It starts 3
hours before and lasts until 2 hours after sunrise. Towards spring fog also persists at Hong
Kong (May/April). In the northern area the weather is characterised by the Polar front penetrating often as far South as 20 degrees North. The direction normally is northeast to southwest, it separates the cold air of Asia from the warm air of the western Pacific. Arctic fronts
may form and tropical cyclones develop along these fronts, travelling northeast and may pass
over or near South - East Japan interrupting the normally good flying weather. In the North of
the Japanese Islands the winter brings a large amount of precipitation with frequent snowfall.
1.4.1.1.
Two jetstreams are found in the area. The Polar jet stream between Korea - Tokyo and the
subtropical jet stream between Hong Kong and Okinawa. The two streams may mix together
from Kagoshima to Tokyo. Average westward component about 70 knots. Core velocities
may reach a maximum of over 200 knots. Between Thailand - Hong Kong and the Philippines light westerly winds prevail.
1.4.1.2.
Turbulence
Clear Air Turbulence in connection with the jetstreams is quite common (moderate- heavy).
1.4.1.3.
Typhoons and Cyclones
Very rare in this season Occasional cyclones in connection with the polar front.
1.4.2.
Summer and Autumn (June to October)
The ITCZ appears again in the southern part of the region (up to approximately 22 degrees
North). The Polar front moves well to the North of Japan. Thus the maritime tropical airmasses invade the area and the summer starts. July is very hot and humid. The months of
September and October are a transitional Period between the wet summer and dry winter.
During October the characteristic winter circulation over East Asia, with the Asiatic High, the
two jetstreams and the Polar front is re-established.
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1.4.2.1.
Jet stream activity is absent, but reappears in September/October. Upper winds from east to
southeast 20-50 Knots between Bangkok/Hong Kong/Manila becoming westerly 10-30 knots
towards Tokyo.
1.4.2.2.
Turbulence
See before (Winter). Can be found within the monsoon and of course in the vicinity of a
typhoon.
1.4.2.3.
Typhoons and Cyclones
Typhoons are observed during this season, being most prevalent from July to October
1.4.2.4.
The Nature of Tropical Cyclones
A tropical cyclone consists of a rotating mass of warm humid air normally between 200 and
1000 miles in diameter. The atmospheric pressure is lowest near the centre, and will be less
than 990 millibars in a tropical cyclone that has developed to typhoon intensity In the northern
hemisphere the winds of a Cyclonic circulation spiral inwards towards the centre in an anti
clockwise direction. In the southern hemisphere the rotation is clockwise.
Well-developed tropical cyclones have widespread areas of thick cloud extending to great
heights together with bands of torrential rain and very violent winds. The strongest winds,
which may reach 200 knots, blow in a tight band around the eye of a tropical cyclone, a central region of light winds and lightly clouded sky, usually circular or elliptical in shape and
ranging from a few miles to over 80 miles in diameter. Winds diminish rapidly with distance
from the wall of the eye and it is rare for winds to exceed 60 knots more than 50 miles from
the centre. Although the winds in the wall of the eye frequently exceed 100 knots, the whole
system moves at a much slower speed. Near Hong Kong a typical movement would be
towards West North West at about 8 knots, but other directions and speeds are common. The
term tropical cyclone does not imply any particular intensity. The most intense are typhoons,
which are equivalent to hurricanes in the Atlantic and cyclones in the Indian Ocean. By international agreement tropical cyclones occurring in the western Pacific and the China Seas are
classified according to the maximum sustained wind speeds within their circulations, as
shown in the table below.
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TABLE-1 below Winds Associated with Tropical Cyclones

Winds Associated With Tropical Cyclones
Class
Max Sustained Wind

Speed
Tropical Gust Peak

Speeds*
Tropical Depression
Up to 33 knots
40 50 knots
Tropical Storm
34 37 knots
50 75 knots
Severe Tropical Storm
48 63 knots
75 100 knots
64 knots or more
More than 100 knots
Typhoon
*
The figures in the last column do not form part of the international definitions and are only
typical of tropical cyclones experienced near Hong Kong.
1.4.2.5.
Tropical Cyclones as Heat Engines
The physical processes and energy transformations occurring in tropical cyclones are
extremely complex and are not yet fully understood. Essentially, a tropical cyclone is a vast
heat engine where the primary source of energy is the latent heat of condensation that is
released when rain forms in ascending moist air. The heaviest rain occurs in relatively narrow
spiral bands and especially in a tense ring surrounding the eye, where tremendous amounts
of heat are released. It has been estimated that the efficiency of a tropical cyclone as a heat
engine is only about 3%. Even so, the amount of mechanical energy generated by an average tropical cyclone is of the order of half a billion kilowatt - hours per day. If this mechanical
energy could be converted into electricity if could, in only one day, provide about 150 years
supply of electricity for all of Hong Kong (at the rate consumed in 1969). The latent heat
released is the primary cause of the warm core which forms in a tropical cyclone. Since the
warm air in the core is lighter than its surroundings, the surface pressure there is lower.
These differences in the surface pressure produce the familiar pattern of circular Isobars. Air
starting to move towards the centre of low pressure is deflected by the rotation of the earth
and spirals inwards. Note that tropical cyclones do not form on the Equator, where the earth
has no vertical component of rotation.
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1.4.2.6.
How Tropical Cyclones Form
The above description, although far from complete, explains the general process which maintains the circulation of a tropical cyclone. The question of how they form and develop is more
difficult to answer, but three necessary conditions are explained below. As the main driving
force comes from the latent heat released when water vapour condenses, a large source of
warm, moist air is required. This is to be found over warm tropical seas, and a sea surface
temperature of over 26 degrees Celsius has been found to be one of the necessary pre-conditions for the formation of a tropical cyclone. As the circulation develops, the winds whip up
the sea and the spray becomes an efficient means of feeding moisture into the air. Even
though the sea may be warm a tropical cyclone will not form unless other conditions are satisfied. In order to produce sufficient latent heat for the circulation to grow, it is necessary for
rain to develop over a very large area. For this to happen the air at low levels must converge
inwards on a large scale. Although the air near the surface may be converging towards the
centre of a circulation, art rising up in the warm moist core, the system will still not develop,
and the central pressure will not do very much, unless the rising warm air moves away from
the region at the top of the circulation. For this to happen, it is necessary to have a loft, an
anticyclone, or divergent flow, superimposed upon the convergent flow at the surface. The
existence of this high level divergent flow is a third condition for tropical cyclone development.
1.4.2.7.
How They Dissipate
Warm moist air is the source of energy. If it is cut off, a tropical cyclone will weaken rapidly.
This occurs when the circulation begins to move inland or over cool seas, or if cold dry air is
drawn into it. The latter situation sometimes arises in the autumn when a surge of cold air
moves S across the China coast, and is fed into a tropical cyclone centred over the South
China Sea.
1.4.2.8.
Occurrence of Tropical Cyclones
Tropical cyclones can occur over the West Pacific and the South China Sea at any time of the
year, although there are over 30 times as many in September as in February. The majority
occurs in the summer and Autumn, with a pronounced maximum in August and September.
No tropical cyclone has been known to cause gales in Hong Kong during the months December to April. The South coast of China experiences more than 5 times as many tropical
cyclones as the most vulnerable part of the coast of Florida. Many tropical cyclones form
over the Pacific to the East of the Philippines. They generally start moving towards the WestNorth/West in low latitudes but often recurve and move towards North East somewhere
between latitude 15 degrees North and 30 degrees North. The figure shows typical tracks of
tropical cyclones.
On average 5 or 6 tropical cyclones, threaten Hong Kong each year and necessitate the
hoisting of Number I local signal. One of these comes near enough to cause a gale with
winds of 34 knots or more. Gales due to tropical cyclones have been known in Hong Kong as
early as 19th May and as late as 23rd November. About once in every 10 years the centre of
a fully developed typhoon passes sufficiently close to cause winds of hurricane force with
speed of 64 knots or more. Although tropical cyclones weaken over land they generally do
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not die out completely for several days. They usually cross the Philippine Islands with only a
slight loss of intensity and have been known to travel hundreds of miles across the mainland
of China.
1.4.2.9.
Information Used to Locate Tropical Cyclones
Tropical cyclones can be located and their intensity determined in a variety of ways. On a
weather map the centre of a tropical cyclone can be located from the pattern of winds or from
the distribution of barometric pressure. At the Royal Observatory, weather maps are prepared
every 3 hours and this normally enables the movement and development of a tropical cyclone
to be determined. For this to be done effectively a large amount of information must be collected. In 1969 about 6000 observations were received every day from land stations and over
700 from ships. In addition about 500 upper-air observations were obtained from balloon
borne instruments in various countries together with numerous reports from aircraft. Nevertheless there were often large blank areas in some remote parts of the Pacific with no information whatsoever. More direct methods of locating tropical cyclones have been developed
in recent years. Weather satellites now orbit continuously around the world taking photographs of the earths cloud cover during the day and measuring the radiative temperature of
cloud tops at night. Some American satellites transmit these pictures for reception and direct
readout at ground stations, and several pictures are received each day by the Royal Observatory. These pictures show the cloud structure of weather systems and can aid in determining the position and intensities of tropical cyclones.
Specially equipped U.S. Navy and U.S. Air Force reconnaissance aircraft fly into tropical
cyclones and locate their centres with radar and other instruments. Sometimes as many as 4
flights are made each day. The observations are widely disseminated and make an invaluable contribution to the tracking of these weather systems. Surface wind speeds reported by
these aircraft are estimated from the appearance of the sea and in the past have tended to be
appreciably higher than wind speed reported by ships or island stations.
When a mature typhoon comes within 240 nm of Hong Kong its position may be determined
with great accuracy by the Observatory's meteorological radar. This shows the pattern of rain
which generally occurs in spiral bands, and quite often the eye of a tropical cyclone, which is
free of rain, can be located and tracked. Due to curvature of the earth the radar at its extreme
range can only detect rain that is more than 12 kilometres above the earths surface. Unless
the tropical cyclone is well developed there will be no rain at such a high level and the range
at which the centre can be located will be reduced. However typhoons and severe tropical
storms can normally be seen at maximum range.
Throughout the day and night incoming info is checked plotted and analysed at the Central
Forecasting Office of the Royal Observatory. Not infrequently the forecast is confronted with
conflicting reports or a lack of info from a vital area. In particular ships avoid areas affected by
tropical cyclones and as warnings become effective fewer ships reports are received from
these areas.
Having located the centre of a tropical cyclone, and evaluated its intensity the forecaster then
determines its probable future movement and development. Several objective statistical and
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dynamic methods are used at the Central Forecasting Office. Additionally forecast charts prepared by electronic computers in meteorological centres at Tokyo and elsewhere are used.
The products of these various methods are compared and the results modified subjectively
to-produce a final forecast. For many reasons these methods cannot be precise in recent
years the average error of the forecast position 24 hour ahead has been about 100 miles.
This was reduced to 90 miles in 1968 but an error of this magnitude can still sometimes mean
the difference between anticipated widespread destruction and no damage at all 10 a region
as small as Hong Kong.
1.4.3.
Areas of Special Significance
1.4.3.1.
The Philippines
The republic of the Philippines consists of an Archipelago of over 7000 islands in the Western
Pacific between 40 and 210 North. The largest islands are from North to South Luzon,
Samar, Leyte, Panay, Palawan and Mindanao. All the larger islands are mountainous. Many
mountain ranges rise to 10,000 feet.
The southern islands have an equatorial climate with significant rain all year round. The central and Northern islands have a tropical monsoon type of climate similar to Indo-China. In
most areas the wettest time from July to October when the wind system of the western pacific
is influenced by the monsoonal influence of the Asian continent. Winds are south westerly to
south-easterly.
Rainfall is particularly heavy in the period August to October when much of it comes from
tropical cyclones called typhoons in the South China Sea. Most of these typhoons produce
very high wind speeds and torrential rain. Most of them develop east of the Philippines and
move westwards into the South China Sea.
Annual rainfall is over 40 inches (1000 mm) almost everywhere and where warm, damp
Pacific air is forced to rise over coastal mountains rainfall often exceeds 160-200 inches
(4000 -5000 mm)
1.4.3.2.
Thailand
Thailand, previously known as Siam, in Southeast Asia is about the same size as France. It is
bordered by Burma on the north and West by Laos and Cambodia on the east.
Situated between 60 and 200 north the country has an equatorial climate in the extreme
south (Phuket) while the centre and the north a tropical monsoon climate similar to Burma.
The north is hilly and even mountainous with land rising over 7000 feet.
Most of Thailand has abundant, but not excessive rainfall and this is largely confined to the
months of May to October. During this season the weather is dominated by the southwest
monsoon blowing from the Indian Ocean and bringing warm humid air and much cloud.
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AUSTRALIA PACIFIC
1.5.
1.5.1.
AUSTRALIA PACIFIC
SOUTH EAST ASIA and NORTH WEST AUSTRALIA
This region has an equatorial rainy climate, except near Darwin where there is little rain from
May to September.
In January, the Northeast monsoon reaches the area after a long sea track. This sea track
breeds instability, which after crossing the Equator becomes the North Westerly monsoon of
Northern Australia.
In July, Australia is in the sub-tropical high-pressure region, which gives southeast trade
winds blowing from the continent towards Indonesia. On crossing the equator these become
the South West monsoon in Indonesia.
The weather consists of frequent large CB and TS giving much heavy rain. Marked differences exist due to the topography of the many islands in Indonesia. Land and sea breezes
are a consideration for pilots.
In winter the Southeast trades that originate over Australia are dry and dusty. Haze is common with rain below 5S.
The wettest period occurs when the inter-tropical front is in the vicinity.
Tropical storms (Cyclones) originate in the Timor Sea and generally move Southwestwards
before turning towards Northwest Australia. Heavy rain and strong winds accompany these
cyclones.
1.5.2.
Australia
July sees the influence of the sub-tropical high into the region, except for the South East and
South West, the weather is mainly dry with clear skies. The traveling lows pass to the south of
the region giving troughs and secondary depressions. This disturbs the weather, giving rain
and orographic cloud over the hills.
As spring approaches the pressure systems move further south and the disturbances generally miss the region, giving clearer weather. As the land heats up CBs start to form, the summer (North east Monsoon) starts to infiltrate the region brining moisture and instability. The
Intertropical front moves south to approximately 15S in January.
During the summer the thunderstorms and heavy rain fall, this is however confined to the
Northern part, the rain reduces towards the interior.
The central region is arid and cloudless all year. The sub-tropical high consists of a series of
eastward moving anti-cyclones separated by cols and troughs.
The southerly busters are the dry gusty winds that blow from the interior, giving large temperature rises and near gale-force winds.
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AUSTRALIA PACIFIC
The moist northerly stream may blow down the eastern side of a trough of low pressure which
extends southwards over the continent ("tropical dip" situation), usually during the summer
months. On other occasions, a moist northerly stream will be associated with a weak ridge
along the Queensland coast, or down the West Australian coast on the western side of an
anticyclone.
1.5.3.
Stream Weather
1.5.3.1.
Easterly Stream
An easterly stream occurs in the northern sector of an anticyclone situated to the south of the
continent, or the southern sector of a depression situated to the north of the continent. Therefore much of northern Australia is under the influence of easterly stream weather (southeast
trades) for most of the year. Southern Australia will usually only be affected by an easterly
stream during the summer months, except for the 'east coast'
1.5.3.2.
Dry Northern Stream
The dry northerly stream is of continental origin and occurs in association with the leading
sector of a depression, centered to the south of the continent, and with the western sector of
an anticyclone situated over eastern Australia or in the Tasman Sea. It is usually only relatively short-lived, affecting areas of southern Australia for up to three days at a time. During
summer, it will be hot and dry. Instabilility will exist in a very thin layer at the surface due to
the intense surface heating. If the winds are strong, and surface conditions dry, then local or
even widespread dust storms may result. During winter, the stream will be cold and dry, and
thus extremely stable.
1.5.3.3.
Southern Stream
Southerly streams vary greatly in their characteristics, they rely entirely upon their origin to
determine their characteristics.
The colder the stream and the more violent the weather associated with CU. A typical southerly stream is one which originates from near the continent of Antarctic This stream is associated with deep, complex depressions during late autumn and winter. Even though this stream
produces extremes of weather, these conditions rarely last for more than a day at any one
particular place. During the summer months, there are occasions on which a mild, southerly
stream will affect southern Australia. This stream is associated with the western edge of a
depression in the Tasman Sea, and the eastern edge of an anticyclone over the Indian Ocean
during summer. This stream will produce almost completely fine weather, and will be more
prolonged than the southerly stream which occurs during winter.
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AUSTRALIA PACIFIC
1.5.3.4.
Westerly Stream
A westerly stream is usually located on the southern side of an anticyclone situated over central Australia This situation usually occurs in winter, and the westerly stream may exist
between the cold fronts associated with depressions to the south of continent. The pressure
gradients are often steep, giving rise to strong to gale force winds. These winds will often last
for many days.
1.5.4.
Airmasses
The Australian continent is influenced by three air masses, Tropical Continental, Tropical
Maritime and Polar Maritime.
1.5.4.1.
Tropical Continental Air
This air mass originates in the arid region of central and western Australia. In summer, the
displacement of the sub-tropical high-pressure belt south causes the driest of this air to be
located over the southern section of the continent, west of 135E. To the north, as a result of
inflow of moisture from the east, the air mass is moist and accompanied by conductive precipitation.
In winter, north of 30 South the air mass is accompanied by clear skies. The Tropical continental airmass is associated with:
The leading edge of a depression whose centre is located to the south of the continent.
The west section of anti-cyclones.
The northern sector of anti-cyclones with centres to the south summer.
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1.5.4.2.
Tropical Maritime Air
This air originates in either the Pacific and Indian Oceans, with the former being the most
likely source. In winter, the air is stable on the eastern edge of the Indian anticyclone and
consequently the air mass that invades Western Australia is relatively cool and convectively
stable. In contrast, the air that invades eastern Australia and/or New Zealand is warm, moist
and convectively unstable. When this air mass is subject to frontal or orographic lifting, moderate to heavy precipitation results.
In summer, the convergent flow towards the low-pressure belt across northern Australia produces an unstable air mass. The continental heating over this area contributes to instability.
This air mass is associated with the heavy summer convective precipitation of northern Australia Between 30S and 40S the air is more stable, however, heating over the New Zealand
land mass will again result in precipitation.
A tropical maritime air mass is associated with:
The eastern sector of a trough of low pressure extending southwards over central Australia during summer.
The southern half of an anticyclone situated over the continent during winter.
The northern and western sectors of an anti-cyclone centered in Tasmania.
1.5.4.3.
Polar Maritime Air
The extensive oceanic region south 40S is the source of this air. It is characteristically cool
and moist. The stability of the air depends on the direction of the flow and the nature of the
circulation. When the air flows northwards in a strong cyclonic flow the mass is accompanied
by showers and Cu type clouds. However, when the flow is southwards around a pronounced
anticyclone, the mass is associated with stratus cloud and rain during winter, the Polar Maritime invasion accounts for the greater proportion of precipitation in south Australia and New
Zealand. Polar maritime air masses are associated with southern and western sectors of
depressions central to the south of Australia.
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1.5.5.
Tropical Cyclones
The average season for tropical cyclones in the Australian region starts in November/December and continues to March/April. The months of greatest activity are January, February and
March, while for the Northern Region December is also an active month. Most cyclone occurrences are in ocean waters and coastal areas between 15 S and 20 S and activity in this
latitude belt seems to transfer from east to west as the season advances. Cyclones in the
west tended to track close to land more than they do in the east.
An apparent increase in tropical occurrence in the Australian region since the early sixties
can be mainly attributed to improvement in detection after weather satellites became operational.
The quality and type of tropical cyclone data has improved over the years with the increase in
the observational network, the use of radar and aircraft observations and, most importantly,
with the understanding of weather satellite imagery.
1.5.6.
The Tropopause
The polar tropopause is present over the southern part of this route, normally near 200mb. In
the region of the jet streams the height of the tropopause changes abruptly, occasionally the
tropopause overlap
1.5.7.
Upper Winds
The sub-tropical jet stream is normally present over Australia in winter. Its core is normally
found in lat. 25-28" at a height near 40,000 ft., where the winds average 80-90 kts in July, but
may be much stronger. Westerlies prevail up to and beyond 50,000 ft., but are lighter.
In April and October the strongest winds are still in roughly the same position, but they are a
little lighter. In January the strongest winds are still near 40,000 ft. but they are lighter still and
are found in the extreme south.
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1.5.8.
1.5.8.1.
Adelaide
Adelaide has a temperate climate with cool to mild, wet winters and warm to hot, dry summers. Rainfall in Adelaide is distinctly seasonal, 77 per cent of falling during April to October.
The rain is generally brought by unstable westerly airstreams. There is no pronounced diurnal tendency for rainfall; its occurrence is equally likely at all hours of the day.
Visibility is seldom bad, although conditions become marginal in both ceiling and visibility due
to frontal activity or, in summer, dust storms.
Marginal conditions occur mostly in July between 1700 and 2300 UTC
Fog occurs chiefly in the morning during late autumn, winter and early spring.
Winds from October to March are predominately from the Southwest quarter. In the other
months the winds are mostly northerly.
1.5.8.2.
Brisbane
Thunderstorms occur with a frequency of about 35 per year, mainly in the summer months.
Occurrences of marginal weather conditions are mostly due to shower activity; this is especially true during the rainy season (summer). Fogs may occur in any month but the frequency
is highest in the May-September period.
Only in July are ceilings and visibility reduced to below 500ft and l000m to any appreciable
extent through all hours of the day, and then the fog usually clears during the period from 23
0500 UTC.
Winds are predominantly southwesterly during the period March to September, northeasterly
from October to December and southeast and east during January and February. Wind
speed usually falls in the range of 5-15kts. Strong, gusty westerlies can occur for periods lasting up to 48 hours during June-August
From November to April there is a risk of tropical cyclones affecting Brisbane, however, the
frequency is around 5 times in 30 years.
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1.5.8.3.
Melbourne
Reduced visibilities and low cloud occur predominately with a wind in the southwest quadrant. Fog occurs most frequently between 0300 LST and 0900 LST (1700 UTC & 2300 UTC),
and June is the most fog prone month of the year.
Thunderstorms occur more frequently in the afternoon and evenings, and tend to a maximum
in late spring and summer. Severe wind squalls often accompany summer and late spring
non-frontal thunderstorms.
Winds are predominantly from the south from January through March, from the month
between April and September and from all directions from north through west to south
between October and December.
Maximum wind gusts in excess of 50 knots have been associated with:
Northerly stream
Downdrafts from thunderstorms
Southwest to west change.
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1.5.8.3.1. Perth
Winds are chiefly easterly in the morning and southwesterly during the afternoon. Because of
the strength of the easterly winds and afternoon sea breezes in summer and the westerly
winds in winter, Perth is the windiest city in Australia. Moderate turbulence can be expected
in the terminal area with strong easterly winds.
The few occasions of ceiling below 500ft consist of early morning low cloud in summer and
autumn, and some irregular occurrences during the rest of the year. Visibility below 1000m is
more frequent than low ceiling, occasionally in drizzle or rain but mainly because of fog.
As a general observation, fog is most frequent between 2030 - 0630 UTC with durations generally ranging from half an hour to two hours.
Again, a general rule, fogs commencing before 1500 UTC are not long period fogs, seldom
having durations exceeding about 3 hours. Following is a monthly analysis of commencement and ending times of continuous fog conditions at Perth airport All times mentioned are
Western Standard Time (WST) UTC + 8
1. January
Commencement times ranged from 0200 to 0730. Cessation times covered the same period
(times based on the resolution obtainable with half-hourly reports). Most frequent times of
commencement were after 0500 and clearing was never late than 0730. The maximum duration observed was approximately 4 hours.
2. February
Commencement times ranged from 0100 to 0800 with clearance from 0300 to 0830. The
most frequent times of commencement were after 0300 hours and the maximum duration
was 4 hours.
3. March
Times of commencement ranged from 0100 to 0900. Times of cessation were from 0300 to
1000. The most frequent times were 0400 to 0700 for commencement and 0600 to 0800 cessation. Maximum duration observed was approximately 6 hours.
4. April
Periods of fog increased in frequency and times of commencement were widely distributed,
ranging from 2130 to 0930 with ending times covering the same period (times given within
the resolution of half-hourly reports). Most fogs commencing before midnight were of short
duration and the maximum duration was 7 hours. The most frequent times of commencement
ranged from 2400 to 0800 and endings from 0300 to 0900.
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5. May
The duration of fog in this month very rarely in excess of 6 hours with most duration under
3 hours. Times of commencement ranged from 2030 to 1000 and it would be factual to say
that on the average during May, the earlier fog forms the earlier it clears. The duration of the
fog, tends to be around 3 hours or less, irrespective of the time of commencement.
6. June
The remarks concerning the character of the duration of fog during May also apply to June.
The maximum duration of the fogs had a duration of less than 3 hours. There was no
apparent bias in starting times.
7. July
This month presented similar aspects to May and June. The longest fog duration observed
was ten hours, but again well over half the observations were associated with durations less
than 3 hours.
8. August
Periods of fog decreased in number and a characteristic duration was not so evident. Well
over half the observations had durations less than 4 hours. The maximum duration was 7
hours and times of commencement ranged from 2200 to 0930 hours. Times of cessation provided no additional information as these ranged over about the same time in interval. There
was no apparent bias in starting times.
In the foregoing results, it seems plausible that the early times of commencement of fogs during the months May, June, July and August were due to the effect of rain during the day preceding the early forming fog. On the other hand, it is believed that the fogs which formed in
the early morning hours and around dawn are primarily radiation fogs.
9. September
The distribution of commencing times during this month was weighted more towards the
hours 0300 to 0800. However, actual times ranged from 2030 to 0900 and nearly all of the
fogs had durations under 4 hours, irrespective of commencing time. Maximum duration was
7 hours.
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10. October
The most favoured times of commencement ranged between 0300 and 0700 hours, with
durations rarely in excess of 4 hours, irrespective of commencing times which actually
ranged from 2130 to 0800. The maximum duration was 7 hours.
11. November
Again, the most favoured commencing times were from 0300 to 0700, but ranged from 2200
to 0730. Durations were rarely in excess of 3 hours and the maximum was 5 hours.
12. December
Times of commencement ranged from 0030 to 0700. No duration exceed 3 hours, the
majority were less than 2 hours.
1.5.8.4.
Sydney
Fogs may occur at any time of the year but the incidence is only one every two to three years
in each of the months October to February, increasing to one or two a month for the remainder of the year.
May is the foggiest month. The fogs are mainly confined to the overnight period. Particularly
the early morning hours and rarely persist past mid morning.
Smoke haze will also form on winter evenings in conditions which favour the formation of an
inversion. It clears with the onset of the sea breeze the following morning, but may return in
the evening.
Fronts are most frequent in summer, although they can occur at any time of the year. In moist
SE. Winds behind a cold front and within three hours of its passage, broken scud with a low
cloud base is common.
It is followed later by showers and further scud of up to 8/8 in amount. The 'back north-easter'
which develops ahead of a trough also brings low cloud, but conditions are less severe than
those with SE winds.
Most thunderstorms occur at cold fronts which if active are of the line squall type (southerly
buster) and may persist for periods of up to three hours. Dust with light winds may reduce visibility.
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1.5.8.5.
Auckland
Very low cloud and/or poor visibility (more than 4/8 cloud below 300 ft and/or visibility less
than 1000m) is very rare in summer and spring, but more frequent in other seasons.
In frontal passages, heavy rain may reduce visibility to less than 2000m for 30-60 minutes.
The predominant direction for low cloud/poor visibility is from the north to northeast with a
small maximum of occurrences from the west to southwest Most reported cases occur with
wind speeds less than 20 kts.
Radiation fog occurs on 2 to 3 days in each month from March to September. I usually form
between 15 - l900 GMT and in most cases clears by 21-2200 UTC.
The prevailing wind is south westerly much of the time) and north-northeast (24% of the
time). There is little seasonal variation. In general, the highest frequency of poor flying
weather occurs in the months May to August, with the period around sunrise the worst.
1.5.8.6.
Christchurch
Fog is reported at the airport on an average of 44 days each year, occurring most often during the period autumn to early spring. Those which occur during winter tend to persist longer
than at other times of the year.
Fog that forms in the evening often lifts or clears by midnight, but may form again before
dawn. Despite the amount of smoke in the air in winter, radiation fogs seldom if ever form
when the relative humidity is appreciably below 100 percent. Sea fog or very low stratus from
Pegasus Bay and fog that has formed over the Walmacariri River may be advected over the
field, but it usually lifts clear of the ground as it does so. Fog advected from the Lake Ellesmore area to the south of the airport, although uncommon, is less likely to lift off the ground.
Low cloud in amounts greater than 4 oktas is usually associated with one of the following
types of meteorological situation:
A ridge of high pressure to the east and southeast of Christchurch with a northeast flow
over the sea and, usually northeast to east surface winds at the airport.
A depression not Far East or northeast of Canterbury.
Following the passage of a cold front when the wind is southwest.
The cloud ceiling is generally above 800ft (240m) and only very occasionally below 300ft
(90m).
An indication of low cloud and/or poor visibility occurring simultaneously for specified wind
speed and direction is given in the following points:
There is almost complete absence low cloud/poor visibility, in all seasons, with winds
from the southeasterly quarter and from the northwesterly quarter.
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Low cloud and/poor visibility is likely to occur when the wind is between 060 and 090,
and between 200, and 230 with wind speeds less than 20 knots.
With wind speeds over 20 knots almost all the occurrences of low cloud and/or poor visibility are to be found in the south to Southwest wind directions.
The prevailing wind directions are northeasterly (19.9 percent of the time), easterly (17.8
percent) and southwesterly (16.8) percent).
Percentage of occasions when crosswind exceeding 18 knots on runway. 02/20:

NAME OF MONTH
PERCENTAGE OF EXCEEDING CROSS WIND
January
4%
February
2%
March
5%
April
0%
May
1%
June
0%
July
0%
August
1%
September
3%
October
3%
November
7%
December
4%
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1.6.
1.6.1.
AFRICA
Major Influences
The strongest factor is the movement of the ITCZ, this may give very severe conditions that
are a hazard to aviators.
The characteristics of the Inter Tropical Convergence Zone are an upper Easterly Jet, monsoon air at the surface meeting the southern hemisphere trade winds. Often buried within the
Inter Tropical Convergence Zone at lower levels is an Easterly Jet. The mixing and thermal
rising parcels of air creates almost vertical TCU which spread out at the Tropopause,
(65,000). The air then descends down and mixes with the trade wind air mass. This creates
significant vertical shear. The descending air and the Easterly Jet combine to create the
WEST AFRICAN TORNADO during Spring and Autumn.
This area is a belt of TS 20-30nms wide giving very heavy Rain, the West African Tornados
move along the Inter Tropical Convergence Zone, and may be the start of the hurricanes that
bring destruction into the Americas and Caribbean.
Elsewhere along the Inter Tropical Convergence Zone the definition is lost due to undescernable cloud types mixed in a chaotic sky. Buried within these multi-layer formations large TS
and TCU grow, with considerable ice and turbulence.
Another major influence is the sea current around Madagascar. The South Equatorial current
is a large circulatory current that passes south of Africa, warms as it turns North close to Australia, then further turns West towards Madagascar. As it meets the Northern tip of Madagascar it divides into a Northerly and Southerly flow. The Northerly flow tracks up the coast and
then turns through 180 degrees south of Kenya back towards the Seychelles.
It is here that the cyclones are born.
On the western side of Africa, the West African tornados track out to sea, crossing the coast
of Liberia and meeting the Southerly winds passing the western side of the Inter Tropical
Convergence Zone. Once over the oceans they pick up moisture which fuels the cyclonic
activity and now we have the birth of the Hurricanes that are tracking to the Americas.
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1.6.2.
Winter
The surface wind is generally a Northeasterly, Close to the Inter Tropical Convergence Zone
there is little cloud, however the convective cloud increases over the mountains of Kenya.
During the rainy season the presence of Thunderstorms increases, these storms may reach
65,000 on occasions. Kenya and South Africa have less rain than other areas.
Fine dry weather is normal in the high-pressure region south of Cairo. Reduction in visibility
due to rising dust or sandstorms frequent Khartoum with strong NE winds from Kenya going
south the weather is influenced by the Inter Tropical Convergence Zone. The Inter Tropical
Convergence Zone lies across Liberia, Lagos then turns South running down the center of
the country to the approximate mid point before turning East towards Madagascar.
The wet season is November to March or April in the south. The SHORT RAINS are in
November and December, whilst the LONG RAINS are in MAR and MAY.
1.6.3.
Upper light Westerlies changing to equatorial trough East of Nairobi and back to light Westerly by Johannesburg. The Jet stream axis is North of Cairo at this time of year.
1.6.4.
Tropical Revolving Storms
Cyclones affect this route. Originating 5 to 15 degrees South in the Indian Ocean, they are
rare in the Seychelles but frequent over Madagascar, Mauritius and Mozambique. Cyclones
have been known to affect the Comoros, but generally Madagascar shields them from the
worse effects. Indications are that only side effects from cyclones may be expected about
once in every eight years. Cyclones are most frequent January to April, sometimes also
November to May.
June to October - The surface winds are generally Southeasterly. Equatorial through almost
reaches Johannesburg by July. Local cloud Guti in Zimbabwe and occasionally in the Transvaal. Very low stratus and CB with moderate to strong SE winds which bring moisture from
Mozambique. These periods are generally about five days, the cloud type are generally of
greater proportion than in January and are related to the position of the Inter Tropical Convergence Zone.
Precipitation - A rain belt reaches up to Khartoum and almost all the yearly moisture (150
mm) is deposited at this time. A double wet season in Kenya is the result of the Inter Tropical
Convergence Zone movement March to May and November to December. This is the season for Haboobs and sandstorms in the Sudan.
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1.6.5.
1.6.5.1.
Khartoum
Sand and dust Winter drifting sands with strong northerly winds (visibility below 500m for 24
hours are possible). Summer-Haboobs from east or southeast, gusts over 40 knots, visibility
down to 500 metres first two hours, then about 2000 metres up to 3 to 4 hours. Strong southwesterly in summer, occasional reduction in visibility to 500 metres. Low cloud below 2000
feet with rain.
1.6.5.2.
Nairobi
Radiation fog is almost unknown. Low stratus frequent at night and early morning February to
May, September to December and infrequently at other times, of the year, with wind north to
east or east south-east cloud down to 100-300 feet between 0500 and 0900 LMT. Wet season local thunderstorms effect not serious, except on high ground.
1.6.5.3.
Entebbe
Two wet seasons, mid March - mid May, late October - mid December. Thunderstorms
throughout the year mostly 0200-0500 LMT least frequent December to February and JuneAugust. With unstable air from W or SW, wide spread rain and thunderstorms. Visibility rarely
falls below one kilometer and cloud base only in brief periods below 1000 feet. With northerly
winds haze is common, visibility about 5 km from December-early March.
1.6.5.4.
Harare
May-mid August fine. Smoke haze mid August-mid November. Local thunderstorms, dust
devils. In wet season mid November-April heavy showers and thunderstorms, visibility less
than 500 m. With a Cyclone near, visibility can be poor for days.
1.6.5.5.
Johannesburg
October to March very low cloud frequent early morning. Base below 500 feet with NNE
winds. Thunderstorms usually from SW and SSE with usually NW surface wind. Fog in wet
season few days a month. 800m with NNW surface wind, dispersing during the day. In winter
with E winds also but not often. Smoke pollution with SSW winds. Visibility 2-6 kilometers.
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TABLE OF CONTENTS
CHAPTER 2 - PERFORMANCE
2.1
PANTRY CODE DEFINITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

2.1.1
A319 / A320 / A321. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
2.1.2
A332 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
2.1.3
A333, A346 and B777 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2.1.4
A300 Freighter Aircraft Dry Operating Weight and Index . . . . . . . . . . . . . . . . 6
2.1.5
A319 Dry Operating Weight and Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
2.1.6
A320 Dry Operating Weight and Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
2.1.7
A321 Dry Operating Weight and Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
2.1.8
2.1.9
2.1.10 A346 Dry Operating Weight and Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

2.1.11 B772 LR Dry Operating Weight and Index . . . . . . . . . . . . . . . . . . . . . . . . . . 23
2.1.12 B773 ER Dry Operating Weight and Index . . . . . . . . . . . . . . . . . . . . . . . . . . 24
2.1.13 CL300 Dry Operating Weight and Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
2.2
STANDARD PASSENGER WEIGHT FOR LOADSHEET PURPOSES . . 27
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PANTRY CODE DEFINITION
2.1
2.1.1

A319 / A320 / A321
Pantry Code
ALG, ARN, ALY, AMD, AMM, BKK, CAI, CAN, CCJ, CDG, CEB, CMN, COK,
CPT, DAC, DAM, DAR, FCO, FRA, GVA, IKA, ISB, JED, JNB, KRT, KUL,
LGW, LHE, LHR, LOS, LXR, MAA, MAD, MAN, MHD, MNL, MUC, MXP,
NAG, PEK, PEW, PVG, SAH, SGN, SIN, TIP, TUN, TXL, VIE and ZRH
ALG (via TUN), ATH, AUH, BAH, BEY, BOM, CGK, CMB, DEL, DMM, DME,
DPS (via KUL), DXB, HYD, ICN, IST, KHI, KTM, KUL (via KTM), KWI, MAD
(via FCO), MCT, MLE, NBO, RUH, SEZ and TRV
Test/Training or Ferry Flight (Standard Crews 2/0)
Note:
2.1.2
Airport (From / To) (Note)
Inclusion of an airport into a pantry code does not indicate aircraft suitability, refer
to Chapter 7 for airport suitability.
A332
Pantry Code
ALG, ARN, BKK, CAN, CDG, CEB, CGK, CMN, DAR, FCO, FRA, GVA,
HKG, JNB, KUL, LGW, LHR, LOS, MAD, MAN, MNL, MUC, MXP, PEK,
PVG, SGN, SIN, TIP, TUN, TXL, VIE and ZRH
ALY, AMD, AMM, CAI, CCJ, COK, CPT, DAC, DAM, IKA, ISB, JED, KRT,
LHE, LXR, MAA, MHD, NAG, PEW and SAH
ATH, BEY, DME and IST
ALG (via TUN), AUH, BAH, BOM, CEB (via SIN), CGK (via KUL/SIN), CMB,
DEL, DMM, DPS (via KUL), DXB, HYD, ICN (via PVG/KIX), KHI, KTM, KUL
(via KTM), KWI, MAD (via FCO), MCT, MLE, NBO, RUH, SEZ, SIN (via
KUL) and TRV
EWR, EWR (via GVA), IAD, IAD (via GVA), JFK, JFK (via GVA), IAH, IAH
(via GVA) and KIX
Test/Training or Ferry Flight (Standard Crews 2/0)
Note:
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2.1.3
A333, A346 and B777
Pantry Code
ALG, ARN, BKK, CAN, CDG, CEB, CGK, CMN, DAR, DPS, EWR (via GVA),
FCO, FRA, GVA, HKG, JNB, KUL, LGW, LHR, LOS, MAD, MAN, MNL,
MUC, MXP, PEK, PVG, SGN, SIN, TIP, TUN, TXL, VIE, ZRH
ALY, AMD, AMM, CAI, CCJ, COK, CPT, DAC, DAM, IKA, ISB, JED, KRT,
LHE, LXR, MAA, MHD, NAG, PEW and SAH
ATH, BEY, BOM, CEB (via SIN), CGK (via KUL, SIN), CMB, DEL, DME,
DPS (via KUL), ICN (via PVG/KIX), IST, KHI, KTM, KUL (via KTM), MLE,
NBO, SEZ, SIN (via KUL) and TRV
ALG (via TUN), AUH, BAH, DMM, DXB, HYD, KWI, MCT and RUH
IAD, IAH, JFK and KIX
Test/Training or Ferry Flight (Standard Crews 2/0).
Note:
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I N T E N T I O N A L LY
L E F T
B L A N K
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
PERFORMANCE
2.1.4
A300 Freighter Aircraft Dry Operating Weight and Index
A/ REGN
ABX
ABY
AFB
SELCAL
EFCR
EJFR
AERS
MSN
0554
0560
0614
Standard Crew Configuration
2/0
2/0
2/0
Maximum Crew Configuration
4/5
4/5
4/5
Dry Operating Weight (DOW)1
83 895
84 262
83 535
Dry Operating Index (DOI)1
485.8
484.5
487.6
Reserved
1) Standard Crews 2/0

Variation of Crew from Standard Configuration
DOW
DOI
Per Cockpit Crew
+ 85
0.9
Per Courier
+ 85
0.8
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
PERFORMANCE
2.1.5
A319 Dry Operating Weight and Index
A/C REGN
CJA
CJB
RSDM
CSDK
1656
2341
2/6
2/6
4/6
4/6
8/102
8/102
44 558
44 291
503.2
500.2
44 277
44 010
500.8
497.7
43 165
42 898
498.5
495.4
SELCAL
MSN
Pax Configuration
Dry Operating Weight (DOW)
Reserved Reserved
A
Dry Operating Index (DOI)
B
Z
Note:
Refer to 2.1.1 for pantry code breakdown.
DOW
DOI
Per Cockpit Crew
+ 85
1.0
Per Cabin Crew
75
No Effect
For Test, Training or Ferry Flight:
0.9 I.U. for each crew sitting in the forward cabin crew seats
+ 0.9 I.U. for each crew sitting in the Aft cabin crew seats
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
PERFORMANCE
2.1.6
A/C REGN
ADA
ADB
ADC
ADD
SELCAL
EFGR
ELAS
MQDP
PQEL
MSN
1566
1648
1773
1895
2/6
2/6
2/6
2/6
4/6
4/6
4/6
4/6
12/132
12/132
12/132
12/132
45 272
45 322
45 194
45 187
499.2
499.9
500.8
501.0
44 973
45 023
44 895
44 888
496.7
497.4
498.3
498.5
43 798
43 848
43 720
43 713
494.5
495.2
496.2
496.3
DOW
DOI
Per Cockpit Crew
+ 85
1.2
Per Cabin Crew
75
No Effect
Pax Configuration
A
B
Z
Note:
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
PERFORMANCE
A/C REGN
ADE
ADF
ADG
ADH
SELCAL
FSEQ
KSCM
LQHM
RSCP
MSN
1957
2097
2121
2138
2/6
2/6
2/6
2/6
4/6
4/6
4/6
4/6
12/132
12/132
12/132
12/132
45 151
45 309
45 125
45 086
500.1
499.1
498.8
499.2
44 852
45 010
44 826
44 787
497.6
496.6
496.3
496.7
43 677
43 835
43 651
43 612
495.5
494.4
494.1
494.6
DOW
DOI
Per Cockpit Crew
+ 85
1.2
Per Cabin Crew
75
No Effect
Pax Configuration
A
B
Z
Note:
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
10
PERFORMANCE
A/C REGN
ADI
ADJ
ADU
SELCAL
HQLS
CSEJ
AGJK
MSN
2161
2288
3071
2/6
2/6
2/6
4/6
4/6
4/6
12/132
12/132
12/132
45 160
44 891
44 975
500.2
498.9
501.6
44 861
44 592
44 676
497.7
496.4
499.1
43 686
43 417
43 501
495.6
494.2
497.0
Pax Configuration
Reserved
A
B
Z
Note:
DOW
DOI
Per Cockpit Crew
+ 85
1.2
Per Cabin Crew
75
No Effect
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
11
PERFORMANCE
2.1.7
A/C REGN
ADK
ADS
ADT
ADV
SELCAL
GLBD
JPES
JSPR
GKJM
MSN
1487
1928
2107
3274
2/7
2/7
2/7
2/7
4/8
4/7
4/7
4/7
Pax Configuration
196
12/165
12/165
12/165
50 483
51 633
51 550
51 142
488.8
488.7
488.9
490.7
50 132
51 245
51 162
50 754
490.0
486.4
486.6
488.4
48 506
49 621
49 538
49 130
486.0
480.2
480.4
482.3
DOW
DOI
Per Cockpit Crew
+ 85
1.5
Per Cabin Crew
75
No Effect

A
B
Z
Note:
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
12
PERFORMANCE
A/C REGN
ADW
ADX
ADY
ADZ
SELCAL
HLCD
LMHK
BLDF
BQGL
MSN
3369
3397
3636
3669
2/7
2/7
2/7
2/7
4/7
4/7
4/7
4/7
12/165
12/165
12/165
12/165
50 848
50 976
51 001
51 115
490.7
490.7
490.7
490.5
50 460
50 588
50 613
50 727
488.5
488.4
488.4
488.2
48 836
48 964
48 989
49 103
482.3
482.3
482.3
482.1
DOW
DOI
Per Cockpit Crew
+ 85
1.5
Per Cabin Crew
75
No Effect
Pax Configuration
A
B
Z
Note:
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
13
PERFORMANCE
2.1.8
A/C REGN
ACA
ACB
ACC
ACD
HKAQ
HSJL
QSBF
QSDL
MSN
473
489
511
521
2/11
2/11
2/11
2/11
4/13
4/13
4/13
4/12
8/24/200
8/24/200
8/24/200
24/248
124 540
124 376
124 334
124 125
500.1
499.0
501.9
503.7
124 010
123 846
123 804
123 700
502.3
501.2
504.2
506.6
123 485
123 321
123 279
123 084
503.6
502.4
505.4
506.1
123 130
122 966
122 924
122 536
503.2
502.1
505.1
504.2
125 352
125 188
125 146
124 427
500.5
499.3
502.3
504.6
120 994
120 830
120 788
120 396
501.7
500.6
503.6
503.1
DOW
DOI
Per Cockpit Crew
+ 85
0.8
Per Cabin Crew
75
No effect
SELCAL
Pax Configuration
A
B
C
D
E
Z
Note:
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
14
PERFORMANCE
A/C REGN
ACE
ACF
ACG
ACH
SELCAL
JPBE
EFBQ
ALJR
DLCG
MSN
571
638
743
441
2/11
2/11
2/11
2/11
4/13
4/13
4/14
4/12
8/24/200
12/24/192
24/236
24/248
124 137
124 600
124 141
124 392
497.0
498.0
499.3
501.9
123 607
124 187
123 718
123 967
499.2
501.9
502.3
504.8
123 082
123 543
123 111
123 351
500.5
498.7
501.9
504.4
122 727
123 414
122 563
122 803
500.1
499.5
499.7
502.4
124 949
125 348
124 466
124 694
497.4
497.6
500.3
502.9
120 591
120 990
120 435
120 663
498.6
498.9
498.7
501.3
DOW
DOI
Per Cockpit Crew
+ 85
0.8
Per Cabin Crew
75
No effect
Pax Configuration
A
B
C
D
E
Z
Note:
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
15
PERFORMANCE
A/C REGN
ACI
ACJ
ACK
ACL
KSHM
DSBK
HPAB
CLGM
MSN
746
760
792
820
2/11
2/11
2/11
2/11
4/14
4/14
4/14
4/14
24/236
24/236
24/236
24/236
123 251
123 251
124 025
124 033
501.1
500.4
500.3
500.6
122 828
122 828
123 602
123 610
504.0
503.3
503.2
503.5
122 221
122 221
122 995
123 003
503.5
502.9
502.7
503.0
121 673
121 673
122 447
122 455
501.4
500.8
500.6
500.9
123 576
123 576
124 350
124 358
502.1
501.3
501.3
501.6
119 545
119 545
120 319
120 327
500.3
499.8
499.5
499.8
DOW
DOI
Per Cockpit Crew
+ 90
0.8
Per Cabin Crew
80
No effect
SELCAL
Pax Configuration
A
B
C
D
E
Z
Note:
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
16
PERFORMANCE
A/C REGN
ACM
AFL
AFM
AFP
SELCAL
ACFL
GKBJ
GLAF
CDRS
MSN
849
612
616
684
2/11
2/11
2/11
2/11
4/14
4/12
4/12
4/12
24/236
24/236
24/236
24/236
124 060
123 851
123 946
123 599
500.9
499.4
493.0
502.3
123 637
123 428
123 523
123 176
503.8
502.6
496.2
505.5
123 030
122 821
122 916
122 569
503.3
502.4
496.0
505.3
122 482
122 273
122 368
122 021
501.2
500.5
494.1
503.4
124 385
124 176
124 271
123 924
501.9
501.0
494.6
503.9
120 354
120 145
120 240
119 893
500.1
499.8
493.4
502.7
DOW
DOI
Per Cockpit Crew
+ 85
0.8
Per Cabin Crew
75
No effect
Pax Configuration
A
B
C
D
E
Z
Note:
REV 08R
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
17
PERFORMANCE
A/C REGN
Reserved Reserved Reserved Reserved
SELCAL
MSN
Pax Configuration
A
B
C
D
E
Z
Note:
DOW
DOI
Per Cockpit Crew
+ 85
0.8
Per Cabin Crew
75
No effect
REV 08R
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
18
PERFORMANCE
2.1.9
A/C REGN
AEA
AEB
AEC
AED
HMAF
JSDL
AQJR
BJMS
MSN
623
637
659
680
2/11
2/11
2/11
2/11
4/13
4/13
4/13
4/12
12/24/223
12/24/223
12/24/223
30/275
128 404
128 201
128 386
128 238
487.8
487.7
488.4
491.8
127 365
127 162
127 347
128 001
486.8
486.7
487.4
491.6
126 902
126 699
126 884
127 398
484.9
484.8
485.5
490.4
126 654
126 451
126 636
126 443
484.9
484.8
485.5
487.2
129 011
128 808
128 993
128 820
488.0
487.9
488.6
492.3
124 292
124 089
124 274
124 122
484.9
484.7
485.5
488.6
DOW
DOI
Per Cockpit Crew
+ 85
- 1.0
Per Cabin Crew
75
No effect
SELCAL
Pax Configuration
A
B
C
D
E
Z
Note:
REV 08S
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
19
PERFORMANCE
A/C REGN
AEE
AEF
AEG
AEH
ASFM
BCAP
APFJ
AKCS
MSN
711
721
734
789
2/11
2/11
2/11
2/11
4/14
4/14
4/14
4/14
30/275
30/275
30/275
30/275
127 591
128 351
127 738
128 347
486.7
490.8
490.3
489.9
127 354
128 114
127 501
128 110
486.5
490.7
490.2
489.8
126 751
127 511
126 898
127 507
485.2
489.4
488.9
488.5
125 796
126 556
125 943
126 552
482.1
486.2
485.7
485.4
128 173
128 933
128 320
128 929
487.2
491.3
490.8
490.4
123 475
124 235
123 622
124 231
483.4
487.6
487.1
486.7
DOW
DOI
Per Cockpit Crew
+ 85
1.0
Per Cabin Crew
75
No effect
SELCAL
Pax Configuration
A
B
C
D
E
Z
Note:
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
20
PERFORMANCE
A/C REGN
AEI
AEJ
AEM
AEN
FGBQ
CLEK
DEAJ
EGCD
MSN
813
826
893
907
2/11
2/11
2/11
2/11
4/14
4/14
4/14
4/14
30/275
30/275
30/275
30/275
128 443
128 700
128 714
128 518
489.8
490.9
490.2
489.3
128 206
128 463
128 477
128 281
489.7
490.8
490.1
489.2
127 603
127 860
127 874
127 678
488.4
489.5
488.8
487.9
126 648
126 905
126 919
126 723
485.2
486.3
485.7
484.8
129 025
129 282
129 296
129 100
490.3
491.4
490.8
489.8
124 327
124 584
124 598
124 402
486.6
487.7
487.0
486.1
DOW
DOI
Per Cockpit Crew
+ 85
1.0
Per Cabin Crew
75
No effect
SELCAL
Pax Configuration
A
B
C
D
E
Z
Note:
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
21
PERFORMANCE
A/C REGN
AEO
SELCAL
EHDL
Reserved
Reserved
DOW
DOI
Per Cockpit Crew
+ 85
1.0
Per Cabin Crew
75
No effect
MSN
918
2/11
4/14
Pax Configuration
Reserved
30J/275Y
128 333
A
490.1
128 096
B
490.0
127 493
C
488.7
126 538
D
485.5
128 915
E
490.6
124 217
Z

Note:
486.9
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CHAPTER
PAGE
22
PERFORMANCE
2.1.10 A346 Dry Operating Weight and Index

A/C REGN
AGA
AGB
AGC
AGD
FMAD
FMAC
FMAE
CLFK
MSN
740
715
766
798
2/14
2/14
2/14
2/14
4/16
4/16
4/16
4/16
8/42/216
8/42/216
8/42/216
8/42/216
186 503
186 094
186 323
186 578
500.1
500.5
501.9
502.2
185 369
185 960
185 189
185 444
503.1
503.5
504.9
505.1
184 935
184 526
184 755
185 010
504.6
505.0
506.4
506.7
184 413
184 004
184 233
184 488
501.6
502.0
503.4
503.6
186 984
186 575
186 804
187 059
500.7
501.1
502.5
502.8
181 202
180 793
181 022
181 277
501.8
502.2
503.6
503.9
DOW
DOI
Per Cockpit Crew
+ 85
0.6
Per Cabin Crew
75
No effect
SELCAL
Pax Configuration
A
B
C
D
E
Z
Note:
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
23
PERFORMANCE
2.1.11 B772 LR Dry Operating Weight and Index

A/C REGN
BBA
BBB
Reserved
Reserved
SELCAL
JMFQ
JRAC
MSN
36012
36013
2/15
2/15
4/15
4/15
42/217
42/217
160 043
159 999
489.1
489.0
159 649
159 605
491.0
490.9
158 888
158 844
490.1
490.0
158 172
158 128
489.7
489.6
160 529
160 485
489.9
489.8
155 003
154 959
489.6
489.5
DOW
DOI
Per Cockpit Crew
+ 85
0.4
Per Cabin Crew
75
No effect
Pax Configuration
A
B
C
D
E
Z
Note:
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
24
PERFORMANCE
2.1.12 B773 ER Dry Operating Weight and Index

A/C REGN
BAA
BAB
BAC
BAI
SELCAL
BEJQ
BPAE
GMHQ
JKEP
MSN
36009
36103
36010
36095
2/16
2/16
2/16
2/16
4/17
4/17
4/17
4/17
42/293
42/293
42/293
42/293
174 257
174 073
174 249
174 081
489.9
490.4
491.2
490.5
173 544
173 360
173 536
173 368
492.4
492.9
493.7
493.0
172 495
172 311
172 487
172 319
490.8
491.4
492.1
491.4
171 578
171 394
171 570
171 402
490.5
491.0
491.7
491.0
174 933
174 749
174 925
174 757
490.2
490.7
491.5
490.8
168 055
167 871
168 047
167 879
489.8
490.4
491.1
490.4
DOW
DOI
Per Cockpit Crew
+ 85
0.4
Per Cabin Crew
75
No effect
Pax Configuration
A
B
C
D
E
Z
Note:
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
25
PERFORMANCE
A/C REGN
BAO
BAE
Reserved
Reserved
SELCAL
GQCM
EMFH
MSN
36011
36104
2/16
2/16
4/17
4/17
42/293
42/293
173 954
174 128
490.9
490.7
173 241
173 415
493.4
493.2
172 192
172 366
491.8
491.6
171 275
171 449
491.4
491.2
174 630
174 804
491.2
491.0
167 752
167 926
490.8
490.6
DOW
DOI
Per Cockpit Crew
+ 85
0.4
Per Cabin Crew
75
No effect
Pax Configuration
A
B
C
D
E
Z
Note:
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
26
PERFORMANCE
2.1.13 CL300 Dry Operating Weight and Index

A/ REGN
AAN
SELCAL
ALBF
MSN
20042
Reserved
Reserved
DOW
DOI
Per Cockpit Crew
N/A
N/A
Without Cabin Crew
-75
-0.7
2/1
2/1
Dry Operating Weight (DOW)1
11 018
Dry Operating Index (DOI)1
Reserved
64.0
REV 08P
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ROUTE AND AERODROME
CHAPTER
PAGE
27
PERFORMANCE
STANDARD PASSENGER WEIGHT FOR LOADSHEET PURPOSES
2.2
Code
Weight (Kg)
PT 1
Adult 84
Children 35
Infant 10
ALG, CAN, KRT, PEK, PVG and SAH
PT 2
Male 88
Female 70
Children 35
Infant 10
ALY, AMM, ARN, ATH, AUH, BAH, BEY, BKK, CAI, CDG, CGK,
CMN, CPT, DAM, DAR, DME, DMM, DPS, DXB, EWR, FCO, FRA,
GVA, HKG, IAD, IAH, ICN, IKA, IST, JED, JFK, JNB, KIX, KUL,
KWI, LGW, LHR, LOS, LXR, MAD, MAN, MCT, MHD, MLE, MNL,
MUC, MXP, NBO, RUH, SGN, SEZ, SIN, TIP, TUN, TXL, VIE and
ZRH
PT3
Adult 77
Children 35
Infant 10
AMD, BOM, CCJ, CEB, CMB, COK, DAC, DEL, HYD, ISB, KHI,
KTM, LHE, MAA, NAG, PEW and TRV
Note:
Where a destination is not included in this list, PT 1 will be used. In case of

diversion the original PT code will be retained.
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
2
28
PERFORMANCE
L E F T
B L A N K
REV 08P
OM PART C
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CHAPTER
PAGE
AREA BRIEFINGS
TABLE OF CONTENTS
CHAPTER 3 - AREA BRIEFINGS
3.1
HIGH DENSITY ALTITUDES (HDA) OR HOT AND HIGH OPERATION . . 3

3.1.1
3.2
FAR EAST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
3.2.1
3.3
3.5
China. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
EUROPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
3.3.1
3.4
Awareness of the Density Altitude and high TAS . . . . . . . . . . . . . . . . . . . . . . 3
Nicosia Area Brief . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
MIDDLE EAST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
3.4.1
Bahrain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
3.4.2
Iraq . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
3.4.3
United Arab Emirates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
NORTH ATLANTIC / OCEANIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38

3.5.1
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
3.5.2
Meterology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
3.5.3
MNPS Airspace. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
3.5.4
North Atlantic Organised Track System (NAT OTS) . . . . . . . . . . . . . . . . . . . 41
3.5.5
North America Route (NARS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
3.5.6
Separation - Lateral & Longitidual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
3.5.7
Flight Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
3.5.8
Oceanic Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
3.5.9
Communication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
3.5.10 Position Reporting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57

3.5.11 MET Reporting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
3.5.12 NAT MNPS - Flight Operations & Navigation Procedures . . . . . . . . . . . . . . 60
3.5.13 In-flight Contingencies - North Atlantic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
3.5.14 Navigation System Degradation or Failure . . . . . . . . . . . . . . . . . . . . . . . . . . 76
3.5.15 Rapid Depressurisation / Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
3.5.16 Engine Failure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
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3.5.17 Operational Flight Plan. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79

3.5.18 Enroute Aerodromes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
3.5.19 Greenland . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
3.5.20 Cold Temperature Altimeter Errors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
3.6
3.7
OCEANIC CHECKLIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
3.6.1
Pre-flight. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
3.6.2
Oceanic - Prior to Entry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
3.6.3
Oceanic - After Entry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
3.6.4
Oceanic - Exit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
3.6.5
Inflight Contingences . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
UNITED STATES OF AMERICA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99

3.7.1
FAA - Aeronautical Information Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
3.7.2
Non-discrimination on the Basis of Disability in Air Travel . . . . . . . . . . . . . . 99
3.7.3
Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
3.7.4
Geographical Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
3.7.5
Aerodrome Location. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
3.7.6
Meteorology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
3.7.7
AIRMET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
3.7.8
Weather Brief - USA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116
3.7.9
Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
3.7.10 Airways & Route System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119

3.7.11 Communication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
3.7.12 Air Traffic Control -Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
3.7.13 ATC Clearance - Enroute . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
3.7.14 Holding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128
3.7.15 Airport Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
3.7.16 Assigned Parking Stand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135
3.7.17 Rescue & Fire Fighting (RFF) Categories . . . . . . . . . . . . . . . . . . . . . . . . . 135
3.8
ATC - GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136

3.8.1
SID and STAR Climb / Decent Procedures and Phraseology . . . . . . . . . . 136
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HIGH DENSITY ALTITUDES (HDA) OR HOT AND HIGH OPERATION
3.1
At high density altitude airfields (e.g. Sanaa) aircraft energy levels during an approach are
very similar to the energy of an aircraft under conditions of a rushed approach to an airfield,
in ISA conditions. There is the additional trap of a higher TAS in hot and high conditions that
potentially makes the problems ahead even more.
To calculate Density Altitude a rule of thumb is:
Density altitude = Airfield altitude+1000ft per 8degrees above ISA.
EXAMPLE SANNA, elevation is 7216ft AMSL. With an OAT of 320C (ISA+31) and standard
pressure the density altitude is 11100ft.
Also as a rule of thumb: TAS INCREASES 2% over IAS for each 1000ft above sea level.
3.1.1
Awareness of the Density Altitude and high TAS
Hot and high conditions can be anticipated and therefore covered in the approach briefing.
Most of the problems arise because the TAS increases with increasing density altitude.
Therefore a comparison of IAS and TAS will give a good indication of the problems ahead.
a) HORIZONTAL PROFILE
The turning radius will increase as TAS increases, therefore it is a must to reduce your
speed by the increment in TAS (due to high density altitude) so as to achieve small
radius.
b) VERTICAL PROFILE
When flying a 3 degree profile the rule of thumb is :
rate of descent = 5 x ground speed.
Therefore if the TAS is higher it follows that the V/S will be higher by an equivalent
amount.
c) ENERGY MANAGEMENT
Approaches are normally based on distances that are fixed from touchdown. With a
higher TAS this distance will be covered a lot more quickly than normal and it will
leave less time to slow down. So the best thing to do is to allow an earlier deceleration
and configuration (low and slow). Other factors have to be considered are tail wind,
high approach speeds and high weights.
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d) BRAKING
The kinetic energy will be higher on touchdown and this has to be dissipated by the
brakes . The use of reverse thrust and appropriate auto brake mode should be
considered at all times.
e) SUMMARY
1) Hot and high conditions should be anticipated and briefed. Comparing IAS to TAS
will give a good indication of likely problems.
2) Turning radius will increase. A speed reduction is a must so as to achieve the
horizontal profile.
3) The ability of the aircraft to follow a descent profile is not necessarily an indication
of how well it will slow down.
4) It could take more distance to decelerate (high density altitude and high TAS) so
the measures taken should be moved back to a more appropriate position to allow
more time and distance to slow down.
5) Touchdown speeds will be higher so choose appropriate braking.
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3.2
3.2.1
FAR EAST
China
3.2.1.1
China RVSM Policy & Procedures
3.2.1.2
RVSM Implementation
Effective 21st November 2007 at 1600 UTC, RVSM implementation between 8900m (FL291)
and 12500m (FL411) inclusive will take place within the FIRs shown in the enclosed map.
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3.2.1.3
Implementation Phase on the Day
Aircraft within China Airspace at and beyond 1600z on November 21st, shall comply with
RVSM requirement.
15:30 UTC
ATC will broadcast Attention All Aircraft,

RVSM operations will begin in 30 minutes
1550 UTC
ATC will broadcast Attention all aircraft,

RVSM operations will begin at 1600 UTC
1600-1630 UTC and onwards
ATC will clear RVSM compliant aircraft to

climb or descend to nearest appropriate
RVSM FL in accordance with China RVSM
Flight Level Allocation Scheme (FLAS).
3.2.1.4
ATC will issue Flight Level clearance in Meters
Pilots shall use the China RVSM conversion table to determine the corresponding
Flight Levels in feet
The aircraft shall be flown using Flight Level in FEET
3.2.1.5
Altitude / Flight Level Clearance
Strategic Lateral Offset procedure (SLOP)
Radar Controlled Airspace
Strategic Lateral Offset (SLOP) requires

ATC approval
1nm offsets are preferred within radar controlled airspace
Non-Radar Airspace
Applying SLOP in non-radar environment

is responsibility of flight crew
SLOP: Established at a distance of 1nm to
2nm to RIGHT of airway centre-line
Pilots not required to advise ATC
Applying SLOP in non-radar airspace,
approval required from ATC to continue with
the offset upon entering radar airspace.
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3.2.1.6
RVSM CONVERSION TABLE (METRIC TO FEET)
All China RVSM flight level in FEET are 100 feet above ICAO published RVSM flight level.
FLIGHT LEVEL ALLOCATION SCHEME

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3.2.1.7
Transition Procedures between FIRs
China Metric RVSM FLAS vs ICAO RVSM FLAS

* FLAS = Flight Level Allocated Scheme
ICAO RVSM flight levels are implemented in Fukuoka, Hanoi, Hong Kong, Incheon,
Lahore and Yangon FIRs
China RVSM flight levels in FEET are 100ft above ICAO RVSM Flight levels.
Transition Area
Identify the transition area and procedures for route entering/exiting Chinese
airspace.
Special attention MUST be given to the moment when China meter to feet converse
table is used for aircraft entering Chinese RVSM airspace.
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3.2.1.8
China to/from Pakistan
Transition Procedure between Urumqi ACC & Lahore ACC (Purpa).
Note:
All China RVSM flight level in FEET is 100ft above ICAO published RVSM flight
level.
Aircraft maintaining flight level 9800, 10400, 11000, 11600, 12200 meters from
China to Pakistan after passing PURPA shall automatically descend to and
maintain FL320, FL340, FL360 FL380, and FL400 before GILGIT irrespective of
establishing radio contact with Lahore ACC.
Indicates the position where the pilot is expected to receive the FL instruction from ATC
for FLAS transition and then begin to use China RVSM conversion table to fly in FEET.
Flight level transition shall be conducted in accordance with ATC instruction. In case ATC
did not issue the instruction as expected, pilots are to clarify with ATC.
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3.2.1.9
China to/from Myanmar
Transition procedure between KUNMING ACC & YANGON ACC (Linso)
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3.2.1.10 China to/from Vietnam via Sanya FIR

Transition procedure between Sanya ACC and Hanoi ACC (Assad)
Route Structure as Follows

a) Within Sanya FIR
ATS route A202 ASSAD SAMAS
b) Within Hanoi FIR
ATS route A202 Vilao - Assad

ATS route A206 Nalao - Assad
Flight level allocation

a) Hanoi FIR to Sanya FIR
FL290, FL330, FL370, FL390, FL410
b) Sanya FIR to Hanoi FIR
FL280, FL300, FL340, FL380, FL400
3.2.1.11 China to/from Japan

Transition procedure between Shanghai ACC & Fukuoka ACC (Sadli)
Assigned Flight levels on ATS route A593

Shanghai ACC to Fukuoka ACC
FL250, FL290, FL310, FL390 (Applicable

Flight levels without co-ordination and
approval of the affected ACCs)
Fukuoka ACC to Shanghai ACC
FL240, FL280, FL300, FL400
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3.2.1.12 China to/from Republic of Korea

Transition Procedure between Qingdao ACC & Incheon ACC Westbound (Agavo)
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Transition Procedure between Qingdao ACC & Incheon ACC Eastbound
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3.2.1.13 Weather Encounters & Aircraft System failures

Initial pilot actions when unable to maintain FL or unsure of aircraft altitude-keeping capability
Notify ATC and request assistance
Maintain cleared FL, to the extent possible, while evaluating situation
Maintain watch for conflicting traffic using all available means
Switch on exterior lights (subject a/c limitations)
If unable to contact ATC, broadcast 1) Position, 2) FL and 3) Intentions on 121.5MHz
3.2.1.14 Severe Turbulence or Mountain Wave Activity
When experiencing severe or altitude deviations on the order of 60m (200ft), the
enclosed table shows the Pilot / Controller actions
PILOT ACTIONS
CONTROLLER ACTIONS
State Unable RVSM due (state

reason)
Assess traffic and provide assistance
Request ATC assistance
Advise pilot of conflicting traffic
If desired, request FL change
Issue FL change, traffic permitting
Report location & magnitude of tur-

bulence
Issue PIREP
3.2.1.15 Wake Turbulence Encounters
Contact ATC, request vector, FL change, or if capable, a strategic lateral offset

(SLOP) to RIGHT 1 or 2 nm.
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3.2.1.16 Aircraft Requiring Raid Descent
PILOT ACTIONS
NOTIFY ATC OF AIRCRAFT LOCATION & REQUESTED FL AS REQUIRED
PILOT MAY EXERCISE HIS RIGHT AND CHANGE HIS

ASSIGNED FL, ADVISE ATC IMMEDIATELY
IF UNABLE TO CONTACT ATC AND RAPID DESCENT REQUIRED:
A) DEVIATION PROCEDURE FOR LEVEL CHANGE:
TURN 30 RIGHT AND TRACK 20 KILOMETERS (IE

DEVIATE RIGHT OF AIRWAY CENTERLINE BY 10KM
OR 5NM)
TURN LEFT TO TRACK PARALLEL TO THE ORIGINATE ROUTE
CLIMB OR DESCEND TO NEW LEVEL AND RETURN

TO ORIGINAL ONE (WHEN APPROPRIATE)
NOTE:
IF RETURNING TO ORIGINAL ROUTE, BE

AWARE OF CONFLICTING TRAFFIC.
ESTABLISH COMMUNICATIONS WITH AND ALERT

NEARBY AIRCRAFT BY BROADCASTING, AT SUITABLE INTERVALS 1) FLIGHT IDENTIFICATION, 2)
FLIGHT LEVEL, 3) AIRCRAFT POSITION AND INTENTION ON FREQUENCY IN USE AS WELL AS ON
121.5MHZ AND 123.45MHZ AS A BACK-UP.
ESTABLISH VISUAL CONTACT WITH CONFLICTING

TRAFFIC
TURN ON AIRCRAFT EXTERIOR LIGHTS
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EUROPE
3.3
3.3.1
3.3.1.1
EUROPE
Nicosia Area Brief
General
ATC co-ordination can be poor in this part of the Mediterranean with several frequencies to
monitor at one time.
ERCAN control, pronounced ERJAN, a station located in Northern Cyprus, requires position
reports at VESAR and NIKAS even though these waypoints are in NICOSIA FIR/UIR.
However, NICOSIA ACC is the controlling authority within NICOSIA FIR/UIR, and any
ATC clearances must ONLY be accepted from NICOSIA ACC, including allocation of SSR
codes.
When operating Southbound, contact Nicosia ACC 10 minutes prior FIR boundary. Change
to Nicosia ACC at waypoint VESAR. Although no formal transfer of control procedures is
affected between Ankara and Nicosia ACC, and no changeover instructions are issued on
crossing the FIR boundary, flights should ONLY accept control instructions issued by Nicosia
ACC until handover to the next ATC unit or FIR/UIR. Only after insistence to change to
another station (i.e. ERCAN control), should a check be made with Nicosia ACC. Contact
Damascus 10 minutes prior to NIKAS.
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MIDDLE EAST
3.4
MIDDLE EAST
3.4.1
3.4.1.1
Bahrain
Bahrain FIR
ATS Route BUNDU V977 BA R659 PURDA

ATS route segment BUNDU V997 BAT R659 PURDA within Bahrain FIR will shortly open
and is available for flight planning to Qatar Airways destinations in Yemen and East/South
Africa. The opening of these airways will be announced via NOTAM.
1) Airway(s) - V997 and R659
RNP 5
Bi-directional
Available H24
2) Flight Level Restrictions
Outbound FL260 BUNDU V997 BAT R659 PURDA
Inbound FL310 PURDA R659 BAT V997 BUNDU

(Note - Above Flight Levels are subject to change, refer to OFP and NOTAMS)
3) HF Communications
Within Bahrain/Jeddah FIR, segments of route require HF communications. Refer to

Jeppesen enroute Hi/Low level charts for details.
4) Enroute Deviation BUNDU V997 BAT R659 PURDA
Enroute diversion due weather or emergency : Prior co-ordination with ATC is mandatory.
5) FMS Navigation Database and Jeppesen Charts
All navigation data is available and depicted on appropriate enroute hi/low level charts.
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ATS Routes BUNDU V997 BAT R659 PURDA
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3.4.2
IRAQ
This brief to be read in conjuction with valid notams.

3.4.2.1
Overview
With the ongoing stability being experienced in Iraq and the operational benefits to airlines,
Iraq has seen an 80% increase in overflying traffic since June 2008.
Iraq CAA continues to improve services and recently has taken control of FL290 and above.
Investment in navigation aids, radar and communication equipment is ongoing and
introduction of new ATS route. ATC communication is good, although Western Iraq is still an
ongoing issue with poor two-way communication.
3.4.2.2
Iraq AIP
Iraq AIP can be found at following \website
Website
http://ramcc.dtic.mil/
3.4.2.3
Transponder Codes
3.4.2.4
General
(click on reference information tab)
When entering the Baghdad FIR, remain on the ATC assigned mode 3/A transponder
codes.
Do not change the mode 3/A transponder code unless directed by Baghdad ATC.
If entering from KABAN at or above FL290, Baghdad Area Control will issue a new
mode 3/A transponder code once radio contact is established.
3.4.2.5
Transponder Unserviceable
Aircraft dispatched into Baghdad FIR with a known unserviceable Transponder is NOT
PERMITTED.
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3.4.2.6
Search and Rescue / Interception
3.4.2.7
General
The coalition forces (as of April 09) provide search and rescue services.
3.4.2.8
Interception of Civil Aircraft

As per ICAO Procedure.
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3.4.2.9
Airspace and ATS Routes
3.4.2.10 Airspace Classification

Class A - Baghdad FIR
FL240 - FL460
Class D
Established at airports that have operating towers
Class E
Established along air route strcture, FL150 to below FL240
Class G
Established for all areas not classified as A, D and E.
Airspace Structure within Baghdad FIR

General, outside the Air Routes and Terminal area, Airspace should be considered as
restricted areas.
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3.4.2.11 RVSM & RNP
Baghdad FIR Not approved for RVSM (As of April 09).
All ATS routes are designated RNP5
3.4.2.12 ATS Routes
Entering from Turkey or Kuwait At or Above FL240
Contact Baghdad centre , see Jeppesen enroute charts for freq
If no response from ATC, proceed on last assigned routing and altitudes while
attempting contact every 10nm.
Turkey & Kuwait FIR boundary procedures
All aircraft shall maintain level flight prior to entry
A minimum of 10 minute spacing is required for aircraft operating as same altitude
ATC request - ETA for entry
Note 1 :
If unable to establish contact, crews who elect to continue shall ensure they are
displaying the assigned transponder code, or aircraft maybe subject to delay
prior establishing contact with ATC, resulting in aircraft being turned away or
held.
Note 2 :
Transit flight levels for Entering & Exiting Baghdad FIR can be found in Jeppesen
text manual, Section Air Traffic Control.
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3.4.2.13 ATS Routes within Iraq

The following depicts planned routes through Baghdad FIR. New airways are being
introduced regularly, refer to notams for details.
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3.4.2.14 Air Traffic Services

3.4.2.15 Overview
ATS services provided in all controlled airspace, based on non radar separation
standards supplemented by en-route radar.
A combined civil and military ATS workforce provides ATS services in Iraq, although
primary coalition controls, therefore certain phraseology or procedures may vary at
different locations.
Gaps in radar coverage, particularly near the boundaries of the Baghdad FIR
Aircraft may be instructed by ATC to deviate from filed route due to temporary military
operations. En-route holding has occurred in the past within Baghdad FIR.
3.4.2.16 VHF 121.5 and Transponder
Continuously monitor VHF frequency 121.5MHz and operate transponder at all times
during the flight, ensuring transponder is set to the squawk code as advised by
RAMCC.
Failure to operate transponder correctly may result in interception by coalition fighter

aircraft.
3.4.2.17 Radar Failure
In the event of radar failure, non-radar separation standard will be applied as soon as
possible.
3.4.2.18 Two way communication failure
If two-way communication is lost with aircraft, the radar controller shall attempt to
determine whether or not aircraft receiver is functioning by :
Instruct aircraft to Squawk Indent or change transponder mode/code, or
Instruct aircraft to acknowledge by executing a turn or series of turns
3.4.2.19 Enroute Holding
There are no enroute holding patterns published (as of April 09) in Baghdad FIR.
However, to provide en-route longitudinal separation, if enroute holding is require at
one of the designated enroute reporting points. Standard holding procedure to be
flown.
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3.4.2.20 Responsibility between ATS units & Class E TMA
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3.4.2.21 Baghdad FIR Radar Coverage
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3.4.2.22 Emergencies
"Landing at any aerodrome within Baghdad FIR is not recommended, unless in the
judgment of the commander it is the best safety action and no alternative option is
available. Conditions on the ground change rapidly throughout Iraq and actual
conditions encountered in an unplanned landing maybe better or worse than advised."
Decompression descent NOT BELOW 13,000FT, refer to published QTR procedure.
In all circumstances where Land at nearest suitable is defined, airport located in Iraq
must not be considered as adequate.
Do not divert enroute from Baghdad FIR to Tehran FIR
Enroute diversion airports considered at planning stage
Refer to Decompression charts and OM PART C, Chapter 6 for authorized

airports.
In the event of emergency requiring descent in areas of poor radio coverage , pilot
should attempt to contact any ATS agency via emergency freq.
3.4.2.23 Jeppesen Navigation Charts & FMS NAV Database

3.4.2.24 Overview
Jeppesen Airway Manuals & FMS Navigation database contain following airports
Baghdad International Airport
(ORBI)
Basrah International Airport
(ORMM)
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3.4.2.25 Iraq - Emergency Airport

3.4.2.26 General Statement
All airfield data contained in this Iraq brief is subject to change on a daily bases.
Consult Notams for latest information.
Landing at any Iraq airport is strictly forbidden except in case of catastrophic

emergency situation where aircraft loss is at risk.
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3.4.2.27 Baghdad International Airport (ORBI)

Warning : Caution, high risk to aircraft in the vicinity of Baghdad international airport due
small arms fire and man made portable surface to air missiles. Aircraft that
require extended distance stabilized final approach are prohibited due to their
profile increasing vulnerability.
3.4.2.28 Services
Services
Remarks
Air Traffic Services
H24
1) Sunrise - Sunset (Iraq Controllers)
2) Other Times USAF Controllers
Fuelling
Sunrise - Sunset (PPR on Request)

1) Type : JET A1
2) Fuelling Facilities - Limited
Handling
Sunrise - Sunset (H24 on Request)

1) Handling Facilities - Limited
2) No catering, potable water or toilet serice available
3) Tow-bars for specific aircraft may not be available
Customs
Sunrise - Sunset (PPR on Request)
Security
H24
Rescue & Fire Fightin
RFF Cat 8
Medical Facilities
Limited
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3.4.2.29 Runways, Taxiways and Apron

Refer to NOTAMS for changes in Status.
Runway
RWY
LDA
Width
(M)
Approach Lights
Arresting
Gear
15L
4000
60
Refer to Notams
Nil
33R
4000
60
Refer to Notams
Nil
15R
3300
45
Refer to Notams
Nil
33L
3300
45
Refer to Notams
Nil
Taxiways
TWY width 23m or greater
Treat all TWYs with caution.
Request follow me vehicle for guidance
Apron
Caution :
Civil Apron available, Marshaller services provided

Use extreme cautions due deteriorating airfield surfaces
Numerous unmarked and unlighted obstacles within apron lateral clearances
zones
In general standard marking and lights are under re-construction
RWY15R/33L non standard lighting in use (as of April 2009).
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Threat Status - Contact Baghdad ATC for update as soon as possible before
approaching
Communications - Due radio coverage limitations, no low level coverage with

Baghdad approach below 3000ft MSL in vicinity of Baghdad airport.
Civil Night Operations - RWY 15L/33R (ARR / DEP)
3.4.2.31 Flight Procedures
General Arrivals
All routing inbound/outbound maybe varied at the direction of ATS. Civil aircraft are
requested to notify ATC if unable to operate VFR below 12,000ft, using the phase
UNABLE VFR.
Refer to notams for updates on revised arrival procedures
Civil Aircraft not authorized to arrive or depart
Cloud Base is less than 200 feet and/or visibility is less than 800m
3.4.2.32 Local Regulations
RWY15 Departures
No right turns prior to departure end of runway.
Aircraft may initiate a right turn after reaching 800ft AGL, unless cleared sooner by
Baghdad tower
1.25nm south of departure end of RWY due helicopter activity up to 300ft AGL.
RWY33 Departures
Via left downwind departure will initiate crosswind turn no earlier than departure end of
runway and at or above 450ft AGL, unless cleared sooner by Baghdad tower.
All aircraft shall climb to be above 800ft AGL by mid-field or 450ft AGL by 1.25nm
north of departure end of RWY due helicopter activity.
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3.4.2.33 Basrah International Airport (ORMM)

3.4.2.34 Airport Layout Chart - Overview
Not for Operational Use

3.4.2.35 Services
Services
Remarks
Air Traffic Services
H24
Fuelling
Sunrise - Sunset (must be pre-organized)

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

1) Handling Facilities - Limited
2) No Tow-bars Available
Customs
Sunrise to Sunset
Security
H24
Rescue & Fire Fighting
RFF Cat 8
Medical Facilities
Limited
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3.4.2.36 Runways, Taxiways and Apron

Refer to NOTAMS for changes in Status.
Runway
LDA
(M)
Width
(M)
Approach Lights
Arresting
Gear
14
4000
45
Low Intensity
Nil
32
4000
45
Low Intensity
Nil
Taxiways
TWY width 23m
Blue edge-lights at fast turn-offs available TWY B & C
Treat all TWYs with caution
Request follow me vehicle for guidance
Apron
RWY
Request Marshaller Services
Lighting - General
No obstruction or holding point lighting available
Threat Status - Contact Basrah ATC for update as soon as possible before
approaching.
ATS is provided by UK military controllers.
ATS may require approach to RWY14 for landing RWY 32.
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3.4.3
UNITED ARAB EMIRATES
This brief to be read in conjuction with valid NOTAMs.

3.4.3.1
Emirates FIR
Segment ATUDO - KITAP in Airway A419

1) Qatar Airways is approved by UAE General Civil Aviation Authority to use ATUDO
KITAP segment of AWY A419, see attached map.
2) A419 lies within restricted (Military airspace OM-R54 ) and designated as a RNAV 1
route (Refer to Airbus FCOM2 Special operations and Boeing FCTM RNAV
OPERATIONS for RNAV requirement details).
3) RNAV 1 Navigation infrastructure GNSS, DME/DME.
4) Deviation from Airway due weather or emergency requires prior co-ordination with ATC
due close proximity of military airspace.
5) Bi-directional Airway/Available H24.
6) Radar coverage available on entire airway.
7) Failure of onboard navigation system, advise Emirates ACC immediately and expect
radar vectors.
8) FL Restrictions in place within Bahrain/ Emirates FIR.
9) Waypoint(s) AE401 and AE402 available in FMS NAVDB, but not shown on Jeppesen
enroute charts. See NOTAM A0024/09 for details.
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Emirates FIR - ATUDO-ITAP Segment of Airway A419
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NORTH ATLANTIC / OCEANIC
3.5
3.5.1
3.5.1.1
Overview
Routing
There is a large variety of routing available for departing airports from Middle East and
Europe to North America and is highly influenced by the location of the Jet Stream. Flights to/
from North America are planned on organised North Atlantic Tracks (NAT) system, whole or
part. Random routing will be used were cost effective. Routing possibilities:
Northern Route - Via Russia, Scandinavia, Iceland, Greenland, Canada and North
East US (Westerly route).
Central Route - Via Shanwick and Gander Oceanic areas using organised North
Atlantic tracks. (Westerly route).
Southern Route - This would generally be a Eastbound routing, via New York
Oceanic, Portugal / Spain and Western Europe or North Africa.
3.5.1.2
Airspace
RVSM and MNPS certification required for operation within North Atlantic region. Aircraft with
reduced capability, can be dispatched using special routes over Iceland and North East
Canada, Blue Spruce Route.
3.5.1.3
Traffic Flows
Due to passenger demands and time zone difference, most of North Atlantic traffic follows
two flows.
Westbound - Crossing 30W between 1130 1900 UTC
Eastbound - Crossing 30W between 0100 0800 UTC
Planned track and/or FLs maybe unavailable due high volume of traffic, and therefore, the
operational flight plan (OFP) will contain a summary flight plan for next two (2) best tracks.
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3.5.2
3.5.2.1
METEROLOGY
Overview
Air masses move mostly from West to East. Broken stratocumulus and cumulus cover the
North Atlantic. Cumulonimbus clouds are normally found along North American and
European coasts, but rarely found in mid ocean. Jetstream is mostly from a westerly
direction with associated clear air turbulence (CAT)
3.5.2.2
Tropopause, Jetstream & CAT
The tropopause height over the Atlantic will usually be between 25,000ft to 40,000ft.The
minimum tropopause height is above the core of the Icelandic low where it may drop too less
than 25,000ft. The maximum tropopause height is above the Azores high, where its usually
above 40,000ft. The tropopause marks the maximum cloud tops above which clear and
smooth air is nearly always available. Between FL300 and FL390, the subtropic and polar
Jetstreams lie just below the tropopause.
Prevailing Westerly winds extend from 30N to 60N and are more intense during winter
season and weak and variable during the summer season. The average wind direction in
summer is Westerly, although Southerly winds are common. Naturally, the Jetstream is a
major factor in flight planning, and during winter months, minimum cost/time routes are
further from the great circle routes than in summer.
The subtropical jet stream is often present over North America during winter at about 30N, at
a height of 40,000ft. Further North, Jetstreams, often associated with travelling depression,
occur frequently in winter but less so in summer.
Clear Air Turbulence (CAT) is common over the North Atlantic and maybe experienced for
long periods. Eastbound tracks are generally in close proximity to Jetstreams, which
increases the likelihood of Clear Air turbulence (CAT).
3.5.2.3
Canada & US East Coast
Outbreaks of polar air masses over Labrador or Southern Greenland can create heavy
weather development with snowstorms and blizzards in wintertime. The warm Gulfstream
causes instability of heated up cold air masses with heavy rainfall and thunderstorms. When
moist air drifts with Southeast winds towards the cooler east coast, sea fog forms and can
affect many airports in the region at same time.
3.5.2.4
Enroute - Airports
Airports located within the North Atlantic region can experience severe weather during the
winter, thus making suitable airports widely spaced. Airports located along the western
seaboard experience fog during winter period.
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3.5.3
Note:
3.5.3.1
MNPS AIRSPACE
Minimum Navigation Performance Specification (MNPS) is an old standard term
of navigation for oceanic airspace, but in particular still applicable in the North
Atlantic. RNP did not exist when MNPS was conceived, but RNP 10 fulfils the
MNPS requirements. This document will refer to both RNP and MNPS acronyms.
Airspace
MNPS is that volume of airspace between FL285 and FL420 within the Oceanic Control Area
(OCA). Longitudinal separation between in-trail aircraft using the Mach number technique is
10 minutes and aircraft that satisfy MNPS are separated laterally by a minimum of 60nm. To
ensure safe application, aircraft operating within MNPS airspace are required to have a
minimum navigation performance capability. See FCOM 2 Special Operations for details on
Navigation equipment requirements. Aircraft with reduced navigational capability may use the
Blue Spruce route which routes Europe to North East Canada via Iceland and Greenland.
3.5.3.2
Area of Coverage
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3.5.4
3.5.4.1
NORTH ATLANTIC ORGANISED TRACK SYSTEM (NAT OTS)

Overview
Flight to/from North America are planned on either using North Atlantic track system in whole
or in part. The NAT tracks are constructed twice daily, Westbound (Day) and Eastbound
(Night). Each Track is separated by 1 of latitude (60nm).
A daily track message is published providing detailed information on each track.
3.5.4.2
Westbound
Published by Shanwick;
Tracks will be alphabetically identified, A, B, C, etc from North to South;
Valid from 1130 1800 UTC at 030 W.
3.5.4.3
Eastbound
Published by Gander;
Tracks will be alphabetically identified, Z, Y, X, etc from South to North;
Valid from 0100 0800 UTC at 030 W.
3.5.4.4
Track Message
The Track Message is published each day and contains the following information:
1) Track Designation;
2) Entry point to track;
3) Track waypoint (Co-ordinates);
4) Exit point from track;
5) Available flight level (WB Westbound);
6) Route from Europe - waypoint on ATS route structure;
7) North America Routes (NARs) designators.
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A three (3) digit Track Message Identification (TMI) number identifies each daily track
message. The TMI is the day of the year, example 088, 88th day of the year. Amendments to a track message can be identified by a sequential addition of an Alpha character after the TMI, example 088A.
Note:
The TMI must be included in the Oceanic Clearance read back.
3.5.4.5
Example of Westbound & Eastbound Tracks
3.5.4.6
Westbound Tracks
3.5.4.7
Eastbound Tracks
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3.5.4.8
Track Message - Presentation in QTR Briefing Package
The following is a sample of the Track Message as shown in the Qatar Airways briefing
package.
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3.5.5
NORTH AMERICA ROUTE (NARS)
The abbreviation NARs will be used throughout this document instead of North America
Route.
3.5.5.1
What are the North America Route (NARs)
The NARs provide interface between North Atlantic oceanic and domestic airspace
(applicable to both Eastbound & Westbound traffic) within North America. It is for traffic
entering/exiting the NAT and consists of pre-planned routes; overlaying existing airway/route
system, from/to costal fixes and identified system airports.
3.5.5.2
Common Portion
Specifies costal fix routing to a specific inland navigation facility;
Named by number, pre-fixed by letter N, example N242B. B suffix indicates

revision to route, ie N242B, next revision would be N242C etc;
NARs identifier can be found on NAT message.
Non-Common Portion
Specifies that portion of route between specified inland fix and system airport;
The non-common portion routing is listed on Operational Flight Plan, but also listed
in Jeppesen Navigation Manual, section Enroute.
Presentation on Operational Flight Plan (OFP)
The following extract from ROUTE portion of the Operational Flight Plan (OFP) showing the
NAR identifier and non common portion.
3.5.5.3
3.5.5.4
FMS Navigation Database

FMS NAVDB, select the NAR identifier, example N242B.
Where can NARs be found in Jeppesen Manuals
North American Routes (NARs) can be found in the Enroute section of jeppesen textual
manual.
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3.5.6
SEPARATION LATERAL & LONGITIDUAL
3.5.6.1
Definition
Lateral separation is the specified spacing between aircraft expressed in terms of

DISTANCE or angular displacement between tracks;
Longitudinal separation is the specific interval between aircraft expressed in units of

TIME or DISTANCE along track.
3.5.6.2
Separation Minima
The following tables depicts standards in spacing in the North Atlantic region.
Separation
Direction
Airspace
Distance
15 min (Mach Number Technique - NOT applied)
MNPS (RNP 10)

10 min (Mach Number Technique - Applied)
Longitudinal
Non - MNPS
Airspace
MNPS
20 min (Mach Number Technique - NOT applied)

15 min (Mach Number Technique - Applied)
60nm
120nm except
New York OCA (WATRS area)-60nm between
MNPS and domestic airspace.
Lateral
90nm separation used

Non-MNPS
Airspace
Between US or Canada and Bermuda WEST of

55 west
Between Iberia peninsula and Azores Is.
Between Iceland and point in Scandinavia and
UK.
RVSM
1000 feet
Non RVSM
2000 feet
Vertical
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3.5.7
3.5.7.1
FLIGHT PLANNING
Routing
Routing across the North Atlantic will be planned as follows
Planned on NAT Tracks;
Random routing, which leaves or joins an outer NAT track;
Random routing that remain clear of NAT tracks;
An aircraft, which does not meet MNPS requirements or has a HF inoperative, is

planned in accordance with published restrictions.
Note:
3.5.7.2
Without HF communication, aircraft NOT permitted to operate within the

Shanwick Oceanic Control Area.
Organized Track System (NAT OTS)
During the period of OTS operation, flights operating Europe to North America and vice versa
will be planned to follow a NAT track.
3.5.7.3
Random Routing
Flights operating Middle East to North America and vice versa will normally be planned on a
random routing.
If using random routing, 2 hours prior to each OTS period the following restriction apply
Aircraft and should remain clear of the OTS structure
Eastbound flights - must cross 30W less than one hour prior to the incoming/pending
Westbound traffic (after 1029UTC).
Westbound flight that Cross 30W less than one hour prior to incoming/pending
eastbound OTS (after 2350UTC).
3.5.7.4
Flight Planning - Without HF Communication/MNPS Capability
Flights operating without HF communication will be planned on routes that remain within VHF
coverage, via Iceland and Greenland. If onboard HF communication fails before entry to
Oceanic airspace, a new OFP should be requested from Qatar Airways dispatch.
Refer to Jeppesen chart(s) for applicable routing.
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3.5.8
OCEANIC CLEARANCE
3.5.8.1
Overview
Two flight crewmembers are required to monitor and record the issuance of the
Oceanic Clearance and any amendment there after. If any doubt exists, request
clarification from ATC when obtaining clearance, headsets must be worn.
When Oceanic clearance differs from the Operational Flight Plan (OFP) in Flight level,
route and Mach number, crew should follow the OCEANIC CLEARANCE and not
whats stated in the Operational Flight Plan.
Navigational errors in the past have involved pilots following Operational Flight Plan
and not the actual Oceanic Clearance issued.
3.5.8.2
Methods of Obtaining Clearance
VHF clearance delivery frequencies;
HF communication to OAC through the appropriate aeroradio station;
Domestic or other ATC agencies;
ACARS.
Shanwick ORCA Oceanic Route Clearance Authorisation
Gander OCD - Oceanic Clearance Delivery.
Communication provided via VHF and satellite to ACARS equipped aircraft via network
suppliers ARINC and SITA.
3.5.8.3
Track & Altitude Assignments
Due to high volume of traffic in North Atlantic airspace, it is possible that the route and/or
altitude assigned in the Oceanic clearance may differ from what was filed. The Operational
flight plan will contain a summary flight plan for the next two (2) best tracks.
3.5.8.4
Oceanic Entry - ETA
After obtaining and reading back the Oceanic Clearance for entry point, if ETA changes, pass
revised estimate to ATC. Remember, Longitudinal spacing on the NAT Tracks is based solely
on estimated times over boundary entry fixes.
Failure to provide controllers with accurate ETA may result in re-clearance to undesirable
track and/or flight levels for entire crossing.
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3.5.8.5
Shanwick Overview
All flights are required to obtain a separate Oceanic Clearance from Shanwick prior to
entering Shanwick Oceanic Control Area (OCA).
Therefore the crew will be in receipt of two (2) ATC clearances at the same time:
First clearance Domestic ACC unit currently providing ATC;
Second clearance - from Shanwick OCA, which only takes affect from the specific
entry point at Shanwick OCA boundary. This clearance covers entire portion of flight in
Oceanic Airspace.
Pilots should request oceanic clearance from ATC unit responsible for the first Oceanic
Control Area (OCA) at least 40-60 minutes (but no more than 90 minutes) prior to Oceanic
entry based on ETA.
If requesting a NAT track, include the next preferred track.
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3.5.8.6
Oceanic Clearance Request Voice Clearance Procedure
Note:
Two flight crewmembers are required to monitor and record the issuance of the
Oceanic Clearance and any amendment there after. If any doubt exists, request
clarification from ATC.
Note:
If any doubt of cleared track exists Read back each track co-ordinate for ATC
confirmation.
Note:
Pilot should monitor the ETA for Oceanic entry point, if this changes by 3 minutes
or more, pass a revised ETA to ATC.
Note:
The entry point of the Oceanic clearance on which the flight is cleared may differ
from that originally requested and/or the Oceanic flight level differs from the
current flight level, the pilot is responsible for requesting and obtaining the
necessary domestic clearance to ensure that the flight complies with its Oceanic
Clearance when entering Oceanic airspace.
Note:
The flight must cross the Oceanic Control Area (OCA) boundary at the flight level
specified in Oceanic Clearance.
Note:
Advice ATC (Upon initial contact requesting Oceanic Clearance) of equipment

failure that affects RVSM/MNPS capability.
Note:
At the time of receiving Oceanic Clearance, ATC may request en-route Met
information, the phrase SEND MET REPORTS is used at end of the clearance.
Note:
NO Oceanic Clearance received prior to reaching OCA boundary, contact

Domestic ATC and request instructions to enable stay clear of Oceanic
airspace whilst awaiting such clearance.
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B) Pilot Request for Oceanic Clearance via NAT Track

Qatari 1234, Request Oceanic Clearance, Estimating 56N 10 West at One Two four five,
Request Mach Decimal Eight Zero, Flight Level three Five zero, Second choice track
Charlie, Able Flight level three six zero.
Call-Sign
Qatari 1234, Request Oceanic Clearance
OCA entry point and ETA
Estimating 56N 10 West at One Two four

five (1245)
Request Mach Number and Flight Level Request Mach Decimal 80 (M.80), Flight
Level three Five zero (FL350)
Any change to flight plan affecting OCA Second choice track Charlie
Highest FL
Able Flight level three six zero (FL360)
If the request includes a change to the original ATC flight plan affecting OCA, use following format:
Qatari 1234, Request Oceanic Clearance, Estimating 56N 10 West at One Two four five,
Request Mach Decimal Eight Zero, Flight Level three Five zero, Now requesting Track
Echo, able Flight Level Three Six Zero, Second choice Track Delta.
C) Pilot - Read back of Clearance via NAT Track
Read back-abbreviated clearance format as shown below
Qatari 1234 is cleared to Washington via Track Bravo 283A, from MIMKU (56N 010W)
maintain flight level three five zero, Mach decimal Eight Zero.
Call-Sign
Qatari 1234
Clearance limit (normally Destination

airport)
Washington
Track Designator / TMI
Bravo 283A
OCA entry point
From MIMKU (56N 010W)
Flight Level
Maintain flight level three five zero
Mach Number
Mach decimal Eight Zero
Note:
Pilot must include the NAT track message identification (TMI) in read back of
Oceanic Clearance.
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D) Pilot - Read back of Clearance via Random Route

If on a random route, North or South of the tracks, read back the entire route from Oceanic entry point to the Oceanic exit point, inclusive. Since random routes are not defined
in the track message, the Track Message Identifier (TMI) number must not be included.
Call-Sign
Clearance limit (normally Destination airport)
Entry waypoint, latitude/longitude of enroute waypoint, exit waypoint
Flight Level
Assigned Mach Number
Qatari 1234 is cleared to Washington via RATSU, 65N20W, 68N30W, 69N40W,

70N50W, 70N60W, NCAA, FL350, Mach decimal Eight Zero.
3.5.8.7
Oceanic Clearance routing via 6100N (Scottish Domestic Reykjavik Oceanic)
3.5.8.8
Overview
Aircraft entering the Reykjavik Oceanic Airspace via 6100N at or East of 01000W from
Scottish domestic airspace are required to obtain clearance from Reykjavik Oceanic Area
Control Centre (OACC).
Flight routing via RATSU (6100N/01000W) do not require Oceanic Clearance from Shanwick OAC and therefore should not contact Shanwick clearance delivery.
Reykjavik OACC may establish NAT tracks, which will be published by Shanwick OCA.
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3.5.8.9
Gander Oceanic Clearance Delivery
Gander Oceanic Clearance Delivery procedures are in effect:
Between 2330 and 0730 (DST 2230z-0630z) for Eastbound flights;
The clearance delivery frequencies are published daily in the eastbound track message,
appropriate for the coast fix, see enclosed sample. Contact Gander Clearance delivery
between 40 90 minutes from ETA of Oceanic entry.
Contact clearance delivery within 200nm of the specific clearance frequency location;
Maintain listening watch on sector control frequency while obtaining Oceanic

clearance.
Gander OCA communication procedures can be found in Jeppesen text manual, enroute,
chart CA-9 and CA (HI) 3/4
Note:
Domestic control will not provide instruction to contact Gander Oceanic

Clearance Delivery.
3.5.8.10 Sample of a track message published by Gander OCA
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3.5.8.11 New York OCA

New York domestic control will provide NAT Oceanic clearance.
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3.5.9
3.5.9.1
COMMUNICATION
VHF
VHF communication is used in the following areas
Brest Oceanic Transition Area (BOTA);
Shannon Oceanic Transition Area (SOTA);
Northern Oceanic Transition Area (NOTA);
Designated route via Iceland and Greenland.
3.5.9.2
VHF Area of Coverage at FL300
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3.5.9.3
HF Frequencies & NAT Family Coverage
HF capability is mandatory in the North Atlantic region. HF frequencies are organized into six
families(A,B,C,D,E,F). Refer to Jeppesen Text manual; section Enroute, for details of
frequencies and coverage. Normally a primary and secondary HF frequency will be allocated
either by domestic ATC (before Oceanic boundary) or when obtaining Oceanic Clearance.
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3.5.9.4
SELCAL
SELCAL check MUST be performed before initial entry into Oceanic Airspace and
commencing SELCAL watch.
3.5.9.5
Emergency Frequency - VHF
Continuous watch on 121.500MHz should be maintained.

3.5.9.6
Emergency Frequency - HF
8364
2182
3.5.9.7
Inter Pilot Air to AIR VHF Frequency
123.45MHz is assigned for pilot-to-pilot exchange of operationally information. It should not

be used as a chat frequency. This frequency may also be used to relay position reports if
air-ground communication failure.
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3.5.10 POSITION REPORTING

3.5.10.1 Routine Position Report
Example: Position Report Qatari 1234, MIMKU (56N 010W), 1235, FL330, Est 56N 020W,
1310, Next 56N 030W.
Position / Flight Identification
Position Qatari 1234
Present position / Time over present position
56N 010W / 1235
Present Flight Level
FL330
Next Position on assigned route
Estimate 56N 020W
Estimate time for position
1310
Next subsequent position
Next 56N 030W
Any further information, eg Met data or Company

Message
3.5.10.2 Request Clearance

To request a change of Mach number, Flight or Route.
Example: Request Clearance Qatari 1234, 56N 010W, 1235, FL330, Est 56N 020W, 1310,
Next 56N 030W, Request FL350.
Request Clearance / Flight Identification
Position Qatari 1234
Present position / Time over present position
56N 010W / 1235
Present Flight Level
FL330
Next Position on assigned route
Estimate 56N 020W
Estimate time for position
1310
Next subsequent position
Next 56N 030W
Request Mach Number, Flight level or route

change
Request FL350
Further information or clarifying remarks
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3.5.10.3 Change of Mach, FL or route when position report no appropriate

Example: Request Clearance Qatari 1234, Request FL370
Request Clearance / Flight Identification
Request Clearance Qatari 1234
Requested Mach Number, Flight level or route
Request FL370
3.5.10.4 Revised Estimate

Example: Revised Estimate Qatari 1234, 57N 040W, 0325.
Revised Estimate / Flight Identification
Revised Estimate Qatari 1234
Next position on route
57N 040W
Revised estimate for next position
0325
3.5.10.5 When able higher (WAH) Reports

A When able higher (WAH) report is required for all flights entering the MNPS Airspace for
the following OCA:
New York Oceanic Control Area (OCA)
Santa Maria Oceanic Control Area (OCA)
WAH report should be provided with initial position report. The WAH report is not intended
as an advanced request for a step climb, but allows ATC is planning airspace utilisation.
Note:
ATC acknowledgement of a WAH report (and any included requests) is NOT a

clearance to change altitude.
Example of WAH Report.

Qatari 459, 40N 040West at 1010, Flight level 350, estimating 40N 050West at 1110, 40N
060W Next, able FL370 at 1145.
3.5.10.6 ETA Deviation
If estimated time for next position, last reported to ATC, is found to be in error by +/-3
minutes, pass a revised ETA to ATC unit concerned.
3.5.10.7 Step Climbs
Always report to ATC immediately upon reaching new cruising level.
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3.5.11 MET REPORTING

3.5.11.1 General
Make routine meteorological observations at each designated reporting point and

intermediate mid-point;
If operating on random tracks, MET reports must be sent;
Where abnormal weather conditions encountered - advise ATC;
At the time of receiving Oceanic Clearance, ATC may request en-route Met
information, the phrase SEND MET REPORTS is used at end of the clearance;
MET report add temperature and spot winds at end of position report.
Note:
Westbound Flights
Designated as Met report flights, are to treat 008W as a mid point and 015W as
a designated point and report to Shanwick on HF;
Note:
Eastbound Flights
Not required to make routine reports when flying in the SOTA area.
3.5.11.2 Met Report Mid Point Met Observations

Within Shanwick, Gander, New York and Santa Maria OCAs, between Europe and North
America and vice versa, are to record the met observations at the mid point between
reporting point. The Mid point observation is retained for transmission at the next reporting point.
Qatari 459;
Position 56N 020W, 1305 (Time), FL330 (Flight Level);
Estimate 56N 030W, 1340 (Time), Next 55N 040W;
Temperature Minus 56, 220/55 (Wind direction/Speed);
Temperature Minus 60, Wind 230/75 (Wind direction/Speed) at 56N 015W.
Note:
State the word DIAGONAL between Wind direction and speed.
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3.5.12 NAT MNPS FLIGHT OPERATIONS & NAVIGATION PROCEDURES

3.5.12.1 General Procedures for Flight in NAT MNPSA Flight Planning
Check the NAT Track Message (NTM) for validity;
Check Operational Flight Plan (OFP) waypoints agree with NTM;
Fuel reserve as per OM PART A;
Check provision of next best NAT Track, OFP summary;
Confirm the NOTAMs indicate nominated en-route alternates are adequate;
For a twin-engine aircraft, refer to FCOM Special Operations (ETOPS) to confirm the
nominated en-route adequate airports are suitable. Wind direction on the TAF is
degrees true. Runway directions are degrees magnetic;
Item 15 of the flight plan should reflect the proposed NAT route data in the following
sequence:
Oceanic entry point, cruising Mach Number and flight level;
Oceanic landfall and cruising TAS.
Plotting chart for NAT region;
Plot the waypoints (extracted from OFP), critical point (as applicable) and join with a
solid line.
3.5.12.2 Pre-flight Procedures MEL Restrictions

Ensure no MEL items precluding to ETOPS, RVSM or MNPS flight. Refer to FCOM 2,
Special Operations.
Minimum Equipment Required.
IRS - Two (2) operational required;
FMGEC & MCDU - One (1) of each required;
An ELT is required for MNPSA operations;
The carriage of HF communications is mandatory for flight in the Shanwick OCA.
3.5.12.3 Flight Planning - Without HF Communications

Flights operating without HF communication will be planned on routes that remain within
VHF coverage, via Iceland and Greenland. If onboard HF communication fails before
entry to Oceanic airspace, a new OFP should be requested from Qatar Airways dispatch.
Refer to Jeppesen chart for applicable routing.
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3.5.12.4 Time Accuracy

Confirm that the aircraft clock is synchronized to GPS time signal (presence of a time display,
with the clocks UTC selector set to GPS).
3.5.12.5 Oceanic Clearances
Where departure airport is situated close to oceanic boundaries the Oceanic Clearance must
be obtained before departure.
Oceanic Clearances may be available using ACARS. When ATC clearances or re-clearances
are being obtained by R/T, headsets must be worn. Two crewmembers are to monitor such
clearances.
3.5.12.6 Relief Crew Members
If relief crew on board, continuity of the operation must not be interrupted. Crew change
procedures between the active and relief crew defined in OM PART A.
3.5.12.7 Initial Insertion of Latitude and Longitude
Prior to flight in MNPS airspace, a full IRS alignment is required. Refer to fleet SOP.
Checks of the inserted position and of the residual ground speed outputs must be carried out
independently by the PNF during the early stage of the pre-flight checks as per SOP.
Discrepancies must be resolved.
3.5.12.8 Loading of Oceanic Waypoints
The PF enters the waypoints in the F-PLAN, subsequently, the PNF recalls and confirms
them against source information. A circle is then drawn around the waypoint on the OFP if
correct. It is not sufficient for one crewmember to just observe another crewmember entering
the data.
Do not assume the infallibility of navigation databases.
Note:
FMGEC Latitude and Longitude waypoint abbreviation in ARINC 424 quadrantal

format is not compatible with ADS reporting equipment.
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3.5.12.9 Flight Plan - Track & Distance Check

Preferably, the Flight Plan Track & Distance Check is to be performed pre-flight if time
permits. Otherwise, the check must be completed in initial cruise.
Performing this check airborne will not be an option if the point of departure is close to MNPS
airspace.
3.5.12.10 Oceanic Clearances
Where departure airport is situated close to Oceanic boundaries the Oceanic Clearance must
be obtained before departure.
Oceanic Clearances may be available using ACARS. When ATC clearances or re-clearances
are being obtained by R/T, headsets must be worn. Two crewmembers are to monitor such
clearances.
The procedure is as follows:
Select North Ref to TRU;
Select PLAN mode on the ND;
Select any of the following pushbuttons on the EFIS Control Panel; WPT
VOR.D NDB or ARPT (any pushbutton except CSTR);
The PF will cycle the MCDU F-PLAN so that the last navaid prior to entering MNPS
airspace is the from waypoint and do the following:
PF will read the ND or MCDU displayed true track and distance to the next
waypoint;
The PNF will check against that track and distance in OFP; (this check will show up
any errors made in lat/long insertions and designators (i.e. N/S or E/W).
As each leg of the flight within MNPSA has been checked against the OFP in this
manner, it should be annotated on the OFP by the PNF with ticks;
Note:
When comparing ND or MCDU displayed and CFP printed distance and

tracks between waypoints, an acceptable tolerance for differences are; 3
miles and 5 degrees. Variations beyond these tolerances must be resolved
prior to proceeding.
Select North Ref to MAG.
3.5.12.11 In-flight Procedures - Enroute Duties

PNF is responsible for:
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ATC communications;
Maintenance of the Master CFP;
Completing the Plotting Chart and monitoring enroute and terminal weathe.
PF is responsible for:
Navigation of aircraft;
Monitoring and activating ATC clearances.
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3.5.12.12 Re-cleared on different track from planned

Procedures employed are similar to those employed at the beginning of a flight:
Copying the ATC re-clearance by PNF, monitoring of copy and read back by PF;
Request a new OFP segment from QR dispatch, When requesting a revised OFP
from Qatar Airways Dispatch, include the following information;
Weight, time and fuel at deviation waypoint;
Cleared FL;
Track or routing.
Load new waypoints or uplink into SEC F-PLAN (PF) (as applicable);
Compare MCDU displayed waypoints, tracks (TRU) and distances with the newly
received ACARS OFP Flight Plan. (PF-reads to PNF who annotates the new Flight
Plan in the same manner as before);
The PNF will prepare a new plotting chart and check ETOPS (if applicable) no-go
areas. Transpose the Critical point if applicable;
Enter or uplink, winds and temperatures;
When crosschecking has been completed, activate the SEC F-PLAN;
Check new route for fuel required;
If a new OFP cannot be obtained from dispatch via ACARS, the MCDU print function
may be used to obtain a new OFP Flight Plan;
The Airbus MCDU prints initial true track outbound from the waypoint. In very high
latitudes the average track may not agree with the MCDU displayed outbound
great circle track within the recommended 5;
Extreme care must be used cross-checking the way point insertions especially
when the clearance is received by radio as the flight plan cross-check process has
been lost.
If the printer is inoperative, use the plotting chart by annotating with the normal OFP
details.
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Note:
If clearance given requires an immediate change to active waypoint, then that

waypoint must be loaded into the FMS and crosschecked by both PF and PNF
before completing the DIR TO function.
Note:
Crews must plan to complete the track & distance check procedure for the initial
portion of the revised route, (in an unhurried manner), prior to entry into oceanic
airspace.
Note:
Following any revision to the original OFP, the new Flight Plan is to be annotated
in the same manner as described previously. If the subsequent domestic portion
of the flight corresponds to that contained in the original flight plan, it should be
possible to revert to the original OFP at the appropriate point.
Note:
Any new clearance has a clearance limit on the new exit point. A revised
domestic clearance from the new exit must be requested. Refer to Exiting
MNPSA airspace in this chapter.
3.5.12.13 Approaching NAT MNPS

Prior to entering MNPS Airspace, the accuracy of each IRS and FM should be thoroughly
checked, by comparing with GPS position, or by using independent navigation aids.
If not GPS primary, a comparison of indicated bearing/distance on the MCDU PROG
page, to that of an actual VOR/DME ground station should be performed.
Additionally:
Review the CPDLC/ADS procedures in the Jeppesen Text Air Traffic Control for the
associated FIR to be entered;
Conduct RVSM checks as per FCOM 2.04.45;
Select North Ref to TRU;
Supernumerary operational crewmembers on the flight deck should be used to

check the clearance waypoints, which have been inserted into the navigation
system, using source information such as the track message, or data link
clearance if applicable.
Pilot Flying (PF), ensure that Oceanic Control Area is entered at :
Correct waypoint
Flight level
Mach
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3.5.12.14 Mach Number Technique

3.5.12.15 Overview
Because of the high volume traffic on the organized tracks, the MACH number technique for
longitudinal separation is applied without exception. ATC apply Mach number technique to
maintain adequate longitudinal separation between aircraft operating on the same route at, or
climbing or descending to the same level.
3.5.12.16 Procedure in NAT Oceanic Airspace
ATC clearance includes the assigned Mach Number to be maintained;
Before accepting assigned Mach Number, pilot is to ensure that it is acceptable,

considering aircraft gross weight, altitude and temperature;
Its important that pilots adhere strictly to assigned Mach number unless ATC approval
of a change is received;
If an immediate change in Mach Number is required for safety (i.e. Turbulence) and
prior clearance cannot be obtained, notify ATC as soon as possible after the Mach
number change;
Ensure calculated estimate times are accurate;
Position Reports Include the Mach Number;
Step climb maintain last assigned Mach Number, advise ATC if unable to do so.
After leaving oceanic airspace pilots must maintain assigned Mach Number in domestic
controlled airspace unless otherwise advised.
Note:
Pre-Flight procedure MUST include a UTC time check of aircraft clocks.
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3.5.12.17 Communication
3.5.12.18 HF
HF frequencies are organized into six families(A,B,C,D,E,F). Refer to Jeppesen Text
manual; section Enroute, for details of frequencies. Normally a primary and secondary HF
frequency will be allocated either by domestic ATC (before Oceanic boundary) or when
obtaining Oceanic Clearance.
See in-flight- Contingences for HF communication failure.
3.5.12.19 SELCAL
SELCAL check MUST be performed before initial entry into Oceanic Airspace and
commencing SELCAL watch.
3.5.12.20 Operation of Transponders
Unless otherwise directed by ATC, operate transponders continuously in Mode A/C Code
2000. Continue to squawk last assigned transponder for a period of 30 minutes after entry
into NAT airspace.
The above procedure does not affect the use of the special purpose codes (7500, 7600 and
7700) in cases of: unlawful interference, radio failure and emergency.
Reykjavik ACC provides a radar control service in the southeastern part of its area and
consequently transponder codes issued by Reykjavik ACC must be retained throughout the
Reykjavik OCA until advised by ATC.
If radar vectors are provided by Reykjavik, MAG heading must be selected.
3.5.12.21 Entering NAT MNPS Airspace and reaching an NAT MNPS Waypoint
When approaching waypoints, the following check should be carried out:
In the same manner as in pre-flight, crosscheck next two waypoints and coordinates against OFP Flight Plan;
Check track and distance to next waypoint.
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At the waypoint:
Note:
Confirm that the aircraft turns in the correct direction and takes up the new track
appropriate to the leg to the next waypoint. The PNF marks the OFP waypoint - (/)
Select PROG - POSITION REPORT. Transmit the position report to ATC. The PNF
will then mark the CFP waypoint - ( \ ) to form an X over the waypoint. When an
ADS connection is established the pilot should assume that the appropriate digital
position has been transmitted;
A position check should be made at each waypoint and the present position plotted
10 minutes, 2 degrees of longitude or 2 degrees of latitude after passing each
waypoint.
Even if Automatic Dependant Surveillance (ADS) via data link is being used to
provide position reports to ATC the above checks should still be performed.
3.5.12.22 Monitoring during distractions from routine

Ensure that minor emergencies or interruptions to normal routine are not allowed to distract the crew to the extent that the navigation system is mishandled.
If during flight, autopilot modes are changed, or auto-thrust is disconnected (e.g. because
of turbulence), care must be taken when the autopilot is re-engaged to ensure that the
correct modes are engaged.
3.5.12.23 Deviation from track
Whenever possible, prior ATC approval should be obtained. In such situations a transmission on the appropriate common frequency should also be considered.
Use the OFFSET function to ensure waypoint sequencing. It is essential that pilots
ensure the correct desired track is recaptured in NAV mode as soon as possible after the
deviation is complete.
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3.5.12.24 Strategic Lateral Offset Procedure (SLOP)

3.5.12.25 Proceure
The following procedure is permitted for wake turbulence avoidance or to mitigate the risk of
conflict when non-normal events such as aircraft navigation error, altitude deviation errors
and turbulence induced altitude errors.
Fly an offset course to the RIGHT 1 or 2nm from centerline.
Must not exceed 2nm deviation;
Determine best flight path to fly, i.e. use but not limited to TCAS, Communication,
Visual acquisition;
Pilot may contact other aircraft on air-air channel 123.45 as necessary to coordinate best wake turbulence offset option;
Pilot may apply an offset at oceanic entry point, but MUST return to centerline at
oceanic exit point;
ATC clearance is not required for this procedure;
Position reports Based on current ATC clearance and not exact co-ordinates of
offset position;
If overtaking another aircraft, consider offset to avoid exposing aircraft to

unnecessary wake turbulence;
If entering radar-controlled airspace, ie Bermuda, remain on established offset

position.
3.5.12.26 RVSM procedures in MNPS Airspace

Refer to FCOM 2, Special Operations.
3.5.12.27 Step Climbs
Oceanic crossing are planned at a single flight level for the entire crossing. The possibility to
of climb in Oceanic airspace does exist on a tactical base. To make the most of this service,
crew should review FMC performance predictions to determine optimum cruise levels.
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3.5.12.28 Exiting NAT MNPS airspace.

Revised Flight Plan
With increased traffic levels and more aircraft transiting the North Atlantic, a
number of flights have been cleared onto an Oceanic Track other than the track
originally filed. A number of problems have resulted;
When revised clearance does not establish aircraft back on original domestic
routing, flight crew shall confirm routing with next ATC sector controller. This is
especially important when changing FIRs. Flight Crews should ensure that
clearance is requested/received on a timely basis, prior to the exit point;
Cleared as filed
Caution:
A revised flight plan is for information purposes only. A revised domestic or

oceanic flight plan does not generate a revised flight planned route with ATC.
Any reference by ATC to Flight Planned Route or Cleared as Filed refers
to the last route filed while the aircraft was still on the ground.
Mach Number
After leaving Oceanic airspace, maintain assigned Mach Number in domestic

airspace unless advised otherwise by ATC.
Note:
The examples described above are also applicable to eastbound flight.
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3.5.13 IN-FLIGHT CONTINGENCIES NORTH ATLANTIC

3.5.13.1 Introduction
The following procedures are intended for guidance only. Although all possible contingencies
cannot be covered, they provide for such cases as:
Inability to maintain assigned level due to weather (for example severe turbulence);
Aircraft performance problems; or
Pressurization failure.
They are applicable primarily when rapid descent, turn-back, or diversion to an alternate
aerodrome is required. The pilots judgment will determine the specific sequence of actions
taken, having regard to the prevailing circumstances.
3.5.13.2 General Procedures
If an aircraft is unable to continue its flight in accordance with its ATC clearance, a
revised clearance should be obtained whenever possible, prior to initiating any action,
using the radio telephony distress (MAYDAY) signal or urgency (PAN, PAN) signal as
appropriate;
If a twin-engine aircraft as a result of an engine shutdown or a failure of an ETOPS

critical system employs these contingency procedures, the pilot should advise ATC as
soon as practicable of the situation, reminding ATC of the type of aircraft involved and
requesting expeditious handling;
Where SATCOM equipment is fitted, in the event that all other means of
communication have failed, emergency satellite voice transmissions may be made to
the controlling ATC unit. In addition, allocated airborne numbers to be used only in
emergency situations (excluding communications failure) is listed in the dialing
directory;
If prior clearance cannot be obtained, an ATC clearance should be obtained at the

earliest possible time. In the meantime, aircraft should broadcast its position (including
the ATS Route designator or Track Code as appropriate) and its intentions, at frequent
intervals on 121.5 MHz (with 123.45 MHz as a back-up frequency);
If unable to obtain prior ATC clearance, execute the established contingency

maneuver to leave the assigned route or track.
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3.5.13.3 Special NAT Procedure

1.1.3.Special NAT procedure
If unable to continue the flight in accordance with ATC clearance and/or aircraft is unable to
maintain the navigation performance accuracy, and prior clearance cannot be obtained, the
pilot shall:
Offset from the assigned route by turning 90 degrees Left or Right off track and
achieve 15 nm from assigned route;
The Left or Right turn should be determined by the position of aircraft relative to
any organized route or track system. Other factors to consider.
Direction to alternate airport;
Any lateral offset being flown;
FLs allocated to adjacent routes.
If unable to maintain assigned flight level minimize rate of descent;
Once established on offset track;

1000 ft
if above
FL 410
500 ft
when below
FL 410
Climb
1000 ft
if at
FL 410
Descend
500 ft
if at
FL 410
Climb or Descend
If prior clearance cannot be obtained, an ATC clearance should be obtained at the

earliest possible time. In the meantime, broadcast position (including the ATS Route
designator or the Track Code as appropriate) and intentions, at frequent intervals on
121.5 MHz (with 123.45 MHz as a back-up frequency);
All exterior lights should be turned ON;
Utilize ACAS.
Before commencing any diversion across the flow of adjacent traffic, aircraft should, whilst
maintaining the 15 nm offset track, expedite climb above or descent below the vast majority
of NAT traffic.
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3.5.13.4 Weather Deviation Procedure

3.5.13.5 ATC Clearance Communication Established
Initiate communication with ATC, state
Weather Deviation Required
Pilot may also use the urgency call PAN PAN PAN, if necessary
Advise extent of deviation expected
If for separation purpose ATC cannot grant deviation due conflict traffic, ATC will
advise of conflict traffic. Pilot may elect to execute procedures detailed in 2.1.4.2 ATC
Clearance cannot be obtained
Advise ATC when weather deviation is no longer required or weather deviation has
been completed and aircraft returned to its cleared route
3.5.13.6 ATC Clearance Communication not established
Deviate away from track/route system
Broadcast position (including the ATS Route designator or the Track Code as
appropriate) and intentions, at frequent intervals on 121.5 MHz (with 123.45 MHz as a
back-up frequency)
All exterior lights should be turned ON, Utilize ACAS
Deviation less than 10nm remain at flight level assigned by ATC
Deviation greater than 10nm

Route Center
Line Track
Deviations Greater than

10nm
Level Change
EAST
Left
Descend (300ft)
000-179 Magnetic
Right
Climb (300ft)
WEST
Left
Climb (300ft)
180-359 Magnetic
Right
Descend (300ft)
When returning to track, be at assigned flight level when within 10nm of centreline;
Attempt to contact ATC if not already established.
3.5.13.7 Wake Turbulence

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

3.5.13.9 General
The communication failure procedure is located on reverse side of the North Atlantic plotting
charts.
If two-way communication is lost, the following procedure is intended as guidelines.
Identify Mode A code Squawk 7600 and mode C
Utilize satellite voice communication (if available)
Use VHF to contact ATC or another aircraft. Use air-to-air frequency 123.45MHz and
broadcast regular position reports until communication is re-established
121.5MHz, can also be used to establish initial contact with another aircraft and
transfer to air-air frequency 123.45MHz
3.5.13.10 Loss of HF communication PRIOR to entry into NAT

If operating with a received and acknowledge Oceanic clearance:
Enter at Cleared Oceanic entry point, flight level and Mach No, proceed in accordance
with acknowledge Oceanic clearance;
If operating without a received Oceanic clearance:
Enter Oceanic airspace at entry point, flight level and Mach as contained in filed flight
plan and proceed via filed flight plan to landfall. The first Oceanic flight level and
speed must be maintained to landfall.
3.5.13.11 Loss of HF Communication AFTER entering the NAT

Cleared on flight plan route
Proceed in accordance with last received and acknowledge Oceanic Clearance,

including level, speed, to the last specified Oceanic route point (normally landfall).
After passing the last specified Oceanic route point, refer to lost communication in
Jeppesen text pages for relevant state.
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Cleared on other than flight plan route
Proceed in accordance with last received and acknowledge Oceanic Clearance, to the
last specified Oceanic route point (normally landfall). After this point, rejoin the filed
flight plan route, by proceeding directly to the next significant point ahead of aircraft as
contained in filed flight plan. Use ATS route structure where possible, and continue on
flight plan route. Maintain last assigned Oceanic level and speed to specific oceanic
route point. After passing this point, refer to lost communication procedure in
Jeppesen text pages for relevant state
3.5.13.12 Communication Gander & Shanwick ACC Evacuation

In case that either Gander or Shanwick ACC is evacuated for any reason, refer to the
Jeppesen text manual, section Emergency for details.
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3.5.14 NAVIGATION SYSTEM DEGRADATION OR FAILURE

3.5.14.1 General
An aircraft that has suffered equipment failures that results in only a single LRNS (one Airbus
Back-up Nav) remaining serviceable, may still be flight planned and flown through the MNPS
Airspace but only on specified routes established for this purpose, listed in Enroute
publications.
3.5.14.2 Detection of Navigation Failures
Use MCDU POS MONITOR page to compare IRS, FM and GPS positions. Additional
information may be evident from compass headings, ND wind display and Flight Director bar
deviation. Use all of above information to make regular comparison checks. This monitoring
and comparison will allow early identification and easy isolation of a faulty system as per
FCOM procedures.
Under no circumstances should a flight continue into Oceanic Airspace (MNPS) with
unresolved navigation system errors, or with errors, which have been established to have
been caused by IRS misalignment or initial data input error.
3.5.14.3 One Navigation System remains before OCA boundary is reached
The pilot must consider landing at:
A suitable aerodrome before the boundary or returning to the aerodrome of departure;
3.5.14.4 One Navigation System remains after OCA boundary is crossed

The pilot should normally continue to operate the aircraft in accordance with the Oceanic
Clearance already received, appreciating that the reliability of the total navigation system has
been significantly reduced.
In addition:
Assess prevailing circumstances (e.g. performance of the remaining system,

remaining portion of the flight in MNPS Airspace, etc.)
Advise and consult with ATC as to the most suitable action; (e.g. request clearance
above or below MNPS Airspace, turn-back, obtain clearance to fly along one of the
special routes, etc.)
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When the flight continues in accordance with its original clearance (especially if the distance
ahead within MNPS Airspace is significant), begin a careful monitoring program
Take special care in the operation of the remaining system bearing in mind that routine
methods of error checking are no longer available check the main and standby
compass systems frequently against the information which is still available
Attempt visual sighting of other aircraft or their contrails, which may provide a track
indication keep a special lookout for possible conflicting aircraft, and make maximum
use of exterior lights
Use the basic IRS/GPS (if available) outputs to adjust heading to maintain mean track
and to calculate ETAs
At intervals of not more than 10 minutes plot position (LAT/LONG) on the chart and
adjust heading to regain track.
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3.5.15 RAPID DEPRESSURISATION / DESCENT

Other than the 90 degree turn (Special NAT procedure) the basic drills and procedures for
any decompression are unaffected by the extended range environment. Safety height
considerations are unlikely to be a factor at FL100 on most routes. However, all flight crew
must be aware of the MORA over Greenland, which is significantly above FL100.
3.5.16 ENGINE FAILURE
Following engine failure in any extended range operation, the procedures outlined in FCOM,
should be carried out in a methodical manner.
The aircraft should leave its assigned route or track by initially turning 90 to the right or left
as soon as possible to prevent descent into tracks below. The direction of the turn should,
where possible, be determined by the position of the aircraft relative to any organized route or
track system (e.g. whether the aircraft is outside, at the edge of, or within the system).
Other factors are:
Direction to alternate airport, terrain clearance and levels allocated on adjacent routes
or tracks;
Driftdown will likely have to be modified by additional considerations such as other

traffic;
Driftdown strategy may be reviewed once clear of the OTS track in accordance with
the Special NAT procedure.
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3.5.17 OPERATIONAL FLIGHT PLAN

3.5.17.1 NAT FLIGHT PLAN ANNOTATION
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3.5.18 ENROUTE AERODROMES

3.5.18.1 Aerodromes location North Atlantic
The following map gives an overall view of aerodromes located in the North Atlantic region.
See Chapter 6 for authorized aerodromes.
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3.5.18.2 Gander (CYQX/YQX) Newfoundland / Canada
RWY
LDA
IAP
03/21
3109
ILS/VOR
13/31
2713
ILS/NON
RFF
HRS
Medical Facilities
7*
H24
Community Hospital (Transfer

time is about 4 mins)
* RFF 8 available at 1 hours notice

Overview
Gander is located in north central Newfoundland. No significant terrain in vicinity of airport.
The airport is well equipped for passenger handling.
Weather
Fog and low clouds is a problem during spring and early summer. Early morning radiation fog
is slow to clear in winter. Summer - thunderstorms possible. Surface winds, winter generally
Westerly (average 15kts, Summer, Southerly (average less than 12kts). Wind speeds,
between 30-50kts are fairly frequent, particularly is association with low pressure centers or
fronts.
ATC
ATC is of a good standard, but no radar available.
General
During winter, snow banks are extensive, outer engine maybe very close and ingest snow.
Runway
Runway 03/21 and 13/31 61m wide;
Runway 03 and 31, turning pads available;
Runway 13, Taxiway exit available.
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3.5.18.3 Goose Bay (CYYR/YYR) Newfoundland / Canada
RWY
LDA
IAP
08/26
3368
ILS/DNB
16/34
2920
NON/NON
RFF
HRS
Medical Facilities
H24
Small Community Hospital.

(10 KM away)
Overview
Goose bay is located 100nm inland from the Atlantic. No significant terrain.
Weather
Poor visibility occurs during winter due ice fog and snow. Low ceiling frequent during spring
and autumn. Snow from October to May. Summers are generally good. Westerly winds
prevail, but April, May and June, northeast winds exceed westerly winds.
Runway
Runway 08/26 & 16/34 61m;
Runway 08/26 and 16/34 Taxiway exits available.
3.5.18.4 Halifax (CYHZ/YHZ) Nova Scotia / Canada
RWY
LDA
IAP
05/23
2682
NDB/ILS
14/23
2347
ILS/LOC B/C
RFF
HRS
Medical Facilities
H24
Facilities of a major city
Overview
Halifax is a major city in Nova Scotia. The airport has all the services one expects from a
international airport.
Weather
Light fog is common all year around, but dense fog occurs between April and August.
Occasional thunderstorms occur between May and October. Snow occurs December
through April, freezing rain is observed during winter.
Surface wind, October to April, Northwesterly, while May through September is Southerly.
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3.5.18.5 Kangerlussuaq (BGSF/SFJ) / Greenland EMERGENCY AIRPORT
RWY
LDA
IAP
RFF
HRS
Medical Facilities
10/28
2810m
LOC DME/NON
1100-2200z*
Very limited
SHOULD ONLY BE USED IN EXTREME EMERGENCY CASES;
SHOULD NEVER BE CONSIDERED FOR MEDICAL EMERGENCIES.
Overview
Located at the head of along, narrow, relatively straight fjord and approx 65nm inland from
West coast of Greenland, and 15nm West of the Ice Cap.
Approach & Terrain
The LOC approach is along the north side of the steep walled fjord. RWY 10, first 915m has a
1.5% upslope, giving the illusion of a short runway. Winds in excess of 20knots will cause
moderate turbulence on final due to terrain in all quadrants. VMC landing RWY 10, high
terrain in front of aircraft can cause a false horizon. Maintain instrument check. A safe landing
on RWY 28 is only possible during day VMC due close terrain.
Runway 10, missed approach climb gradient 5%.
Weather
Weather is generally good. Main problem is turbulence caused by high wind. High pressure
usually exists over the ice cap, producing a prevailing North East wind down RWY 10. IFR
conditions, mostly during spring and fall with low ceiling and fog. October - November,
snowfall expected. Altimeter may over read during cold temperatures.
Metar and TAFs report TRUE winds, so carefully when calculating crosswind.
ATC
ATC, tower and approach control (radar available) operates as per published hours. Both the
tower and approach can be operational within one (1) hour of notification of an emergency. If
diverting to Kangerlussuaq, notify Sondrestrom information as soon as conditions permit on
VHF or HF. Provide ETA, and advise that all airport services and facilities be activated.
Runway
Runway 10/28 60m wide;
Runway 10, No turning pad or TWY exit available;
Runway 28, TWY exit available.
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3.5.18.6 Keflavik (BIKF/KEF) / Iceland
RWY
02/20
LDA
3048m
IAP
RFF
ILS / ILS
9
11/29
3048m
HRS
H24
Medical Facilities
Keflavic - Small hospital. Reykjavic 30 minutes away - two major
hospitals
ILS / ILS
Overview
Keflavik is located on the Southwest coast of Iceland. High terrain located east through
southeast.
Weather
Prevailing winds are strong Northeasterly during wintertime, and strong southerly during the
summer. Southeasterly winds give the airport its greatest percentage of below minimum
weather. Low clouds are present much of the time, with fog occurrence during the summer.
Expect blowing snow January and February. Average temperature for January is -3C, so icy
runways during the winter maybe a problem.
ATC
Radar service is available.
Runway
Runways 02/20 & 11/29 60m wide;
Taxiways exits available for all runways.
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3.5.18.7 Lajes AB (LPLA/TER) / Azores
RWY
LDA
IAP
RFF
HRS
Medical Facilities
15/33
3314m
ILS / ILS
H24
Hospital available
Overview
A well equipped military airport, with both engineering and passenger handling capability.
Terrain
Terrain located in the Southwest, reaching 3,700ft at 10nm.
Winter
Low ceiling and poor visibility associated with passing fronts. Strong North-westerly winds
frequent after passage of cold front. Summer Settled weather.
Terrain located in the Southwest, reaching 3,700ft at 10nm.
ATC
Good ATC facilities with radar coverage. Contact Santa Maria while on the ground at Lajes to
obtain Oceanic clearance, this will take about 10 minutes. Initial FLs given for Oceanic
crossing are generally lower than requested.
Runway
Runway 15/33 - TWY exits available at both end.
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3.5.18.8 St. Johns (CYYT/YYT) Newfoundland / Canada
RWY
LDA
IAP
11/29
2581
ILS / ILS
16/34
2135
ILS / NDB
RFF
HRS
Medical Facilities
7*
H24
Hospital(s) (Transfer
time 10 minute(s)
Overview
St.Johns is located on Newfoundlands East coast.
Terrain
High terrain located Northwest of airport. RWY 29, high coastal cliff located on approach.
Weather
St. John has frequent strong winds, moderate to severe turbulence. Slippery runway
combined with strong winds during winter. During strong winds, anticipate moderate to
severe turbulence on approach with downdraft approaching the cliffs.
ATC
No radar available.
Runway
Runway 11/29 & 16/34 61m wide;
Runway 11,16 - Turning pad available;
Runway 34 - TWY exit available.
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3.5.18.9 Shannon (EINN/SNN) / Ireland
RWY
06/24
LDA
3059m
IAP
ILS / ILS
RFF
HRS
Medical Facilities
H24
Shannon - Small Hospital Limerick & Ennis (30

mins away) - Two major
hospitals
Overview
Shannon is an international airport, located on West coast of Ireland. Terrain located to the
east of the airport.
Weather
Fog is most prevalent in spring and fall, with March and October being the most critical
months. Ceiling less than 400 feet is rare in all seasons. However, ceiling of below 1000ft are
of significant frequency, especially early morning during the summer months.
ATC
Radar vectoring is provided.
Runway
Runway 06 - Taxiway exit available;
Runway 24 - Turning pad available.
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3.5.19 GREENLAND
3.5.19.1 Cold Temperature & Low Barometric Pressure
There maybe areas of Greenland with very low atmospheric pressure and very cold
temperatures. There are only a few stations in Greenland reporting altimeter settings and
these stations are primarily in coastal areas. Reported QNH vales may be misleading unless
close to a station reporting a current QNH.
With QNH set in extreme cold temperatures, the airplane is lower than indicated. This must
be considered when operating below normal cruising levels over Greenland, where terrain
separation is a matter of concern.
3.5.19.2 Terrain
The only critical terrain in the North Atlantic region is located in Greenland, with terrain up to
15,600ft MSL.
3.5.19.3 Operations over Green land below FL195
In the event of a depressurisation of emergency descent over Greenland or diversion to an
airport in Greenland, when operating below FL195, contact one of the flight information and
altering services in Greenland. See North Atlantic chart AT (H/L) 1, for frequencies.
If operating in Reykjavik OCA portion of Sondrestrom FIR, communication may be
established with Sondrestrom information. However maintain communication with Reykjavik
until leaving the Reykjavik OCA (descending below FL195).
3.5.19.4 Driftdown Procedures
All routes over Greenland are designated critical terrain routes. Refer to OM PART C, section
5 for details of Driftdown and escape routing.
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3.5.20 COLD TEMPERATURE ALTIMETER ERRORS

3.5.20.1 Overview
When temperatures are lower than International Standard Atmosphere (ISA), true altitude is
lower than indicated altitude. This temperature effect on indicated altitude becomes
extremely important with very cold temperatures and minimum terrain separation.
Except in Canada, IFR assigned minimum altitudes are not compensated for these cold
temperature errors. Pilots need to beware of reduced terrain/obstacle clearance and may
need to co-ordinate higher altitude with ATC.
The values from the Altitude Correction table should be added to the published procedure
altitudes, including minimum altitude and DME arcs to ensure adequate obstacle clearance.
Unless otherwise specified, the destination aerodrome elevation is used as the elevation of
the altimeter source.
Additionally, when obstacles or terrain are a factor, the corrections should be applied to the
following only after obtaining ATC approval:
Approach procedure altitudes;
Missed approach procedure altitudes;
IFR-assigned minimum altitudes.
With respect to altitude corrections: the following procedures apply:
Pilots may refuse IFR-assigned minimum altitudes in lieu of a higher request;
If assigned IFR altitudes accepted, do not adjust for cold temperature correction;
Radar vectoring altitudes, require no corrective action by pilot;
Adjustments to MDA or DA do not require ATC coordination;
Once established on an ILS glide-slope, only the DA needs to be corrected.
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3.5.20.2 Altitude Correction table

Height above the elevation of the Altimeter source (feet)
*A/P
Temp
200
300
400
500
600
700
800
900
1000
1500
2000
3000
4000
5000
C
0
20
20
30
30
40
40
50
50
60
90
120
170
230
290
-10
20
30
40
50
60
70
80
90
100
150
200
290
390
490
-20
30
50
60
70
90
100
120
130
140
210
280
430
570
710
-30
40
60
80
100
120
130
150
170
190
280
380
570
760
950
-40
50
80
100
120
150
170
190
220
240
360
480
720
970
1210
-50
60
90
120
150
180
210
240
270
300
450
590
890
1190
1500
*Aerodrome Temperature
Example
Aerodrome Elevation: 2262ft:
Aerodrome temperature: Minus 50C
Altitude
HAA
Correction
Indicated Altitude
Procedure Turn
4000ft
1738ft
+520ft
4520ft
FAF
3300ft
1038ft
+300ft
3600ft
MDA (straight-in)
2849ft
578ft
+180ft
3020ft
Circling MDA
2849ft
578ft
+180ft
3020ft
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3.5.21 OCEANIC CHECKLIST

3.5.21.1 Flight Planning
NAT Track Message
Check for Validity
Planned Route
Check the Operational flight Plan (OFP) waypoints agree with the NAT track message
Plotting Chart
Qatar Airways customized Plotting Charts are

stored in Destination Trip Kit manual (2 plotting charts per Trip Kit).
Plot Route
1) Plot waypoints from Oceanic entry to Oceanic exit as extracted from OFP.
2) Join waypoints with solid line.
Weather
a) Destination / Destination Alternate

b) ETOPs for en-route airports
ETOPS Airports
Be familiar with facilities at en-route airports
Data-Link Procedures
Be familiar with
1) Logon Procedures
2) Message Exchanges
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3.5.22 Pre-flight
MEL
Check MEL for items that may affect

a) Communication (i.e. HF)
b) RNP 10 Capability
c) RVSM Capability
Master Clocks
Synchronized to a GPS Signal.
Altimeter
Within Tolerance for RVSM Operation
IRS
Complete Full Alignment.
Present Position
Confirm present position co-ordinates
FMS Loading of Oceanic Way- PF - Enters waypoints/co-ordinates

points
PNF - Cross checks. Read frm FMS screen
back to the Master OFP.
Distance & Track Check
Verify waypoint co-ordinates.

(Performed during pre-flight, if not, the during
initial cruise).
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3.5.23 Oceanic - Prior to Entry
Gross Error Check
Check accuracy against ground based NAVAID
HF & SELCAL CHECK
a) HF - Primary & Secondary checked.

b) SELCAL - Checked
CPDLC
Log on 15 to 45 minutes (if aircraft equipped)
Oceanic Clearance
a) Obtain Oceanic Clearance 40-60 minutes

(Headset MUST be worn)
b) TWO crewmembers are required to monitor
and record Oceanic Clearance and any amendments thereafter.
c) Confirm
1) Flight Level
2) Mach No.
3) Routing for Oceanic Crossing
d) Flight level Enter Oceanic boundary at FL
as per Oceanic Clearance
e) Advise ATC When able higher.
Oceanic Re-clearance
a) TWO crewmembers are required to monitor

and record Oceanic Re-clearance
b) update OFP, FMS and plotting chart
c) Both crew members must do independent
checks after OFP, FMS and plotting charts are
updated
d) Check Initial True Track and distance
between new waypoints inserted
NOTE: Reclearance is the number one scenario which leads to GROSS NAVIGATION
ERRORS.
Altimeter & Compass
Altimeter and Compass Record and

time of reading
note
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3.5.24 Oceanic - After Entry
Squawk
a) Within Shanwick & Gander Oceanic Airspace.

1) 30 minutes after Oceanic entry Squawk
2000.
b) Reykjavik Oceanic Airspace.
1) Maintain las assigned Squawk.
Communications
121.5 (Emergency) - Set

123.45 (Air-Air) - Set
Mach Number
Maintain Assigned Mach Number
Altimeter
Hourly Checks
Strategic Lateral Offset Proce- Review Procedure

dure
1) Fly Centerline
2) Fly 1nm or 2nm RIGHT of center-line only.
Waypoint - Approaching
a) Cross check co-ordinates with OFP for:

1) Waypoint just crossed
2) Next waypoint.
Waypoint - Overhead
a) Confirm aircraft.
1) Turns in correct direction
2) Takes up new direction
b) Provide Position Report to ATC.
See reverse side of Jeppesen Plotting Chart
or OM Part C, Chapter 4 for Position Report
format.
Waypoint - 10 Mins Plot
a) At 10 mins, and 2 latitude / 2 Longitude

after passing a Oceanic waypoint crew MUST
plot:
1) Latitude/Longitude and Time.
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Oceanic - After Entry (Contd)
Waypoint - Midpoint
a) Cross check upper winds with

1) OFP
2) FMS
3) Upper wind chart
b) Confirm ETA to next waypoint
30 W
a) Westbound
1) Gander - HF/CPDLC logon. Add HEAVY to
call-sign when using Hf.
2) Add HEAVY to call-sign when using HF.
b) Eastbound
1) Shanwick - HF/CPDLC logon.
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3.5.25 Oceanic - Exit
Ground Based Nav AID
Compare ground based NAV AID to FMGS.

Note any discrepancy.
Strategic Lateral Offset
If using Strategic Lateral Offset procedure

during Oceanic Crossing, return to centerline
before exiting Oceanic Airspace.
Routing after Oceanic Exit
a) When cleared on an Oceanic Track other

than the TRACK originally filed.
1) Crew MUST confirm routing with next ATC
sector controller, as revised clearance may not
be the same as original domestic routing.
Mach Number
Maintain Assigned Mach Number.

A change of Mach Number may be requested if
required for operational reasons.
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3.5.26 Inflight Contingences
Loss of Communication
a) Prior - Oceanic Entry

b) After - Oceanic Entry
c) Shanwick and Gander ACC - Evacuation
(See Jeppesen text manual, section Emergency).
Navigation Degradation
Partial Failure
or
a) See reverse side of Plotting Chart

b) OM Part C, Chapter 4.
Unable to continue Flight in

accordance with ATC Clearance
a) Refer to Special NAT procedure, which is

basically:
1) 15nm OFFSET, 90 degree turn to LEFT or
RIGHT Procedure.
(See reverse side of plotting chart for details).
Weather Deviation
a) ATC Clearance, communication established.

b) ATC clearance, communication not established.
c) Wake turbulence Apply the Strategic Lateral Offset Procedure (SLOP).
(See reverse side of plotting chart for details).
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L E F T
B L A N K
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UNITED STATES OF AMERICA
3.6
3.6.1
FAA - AERONAUTICAL INFORMATION MANUAL
The FAA, Aeronautical Information Manual can be found at the following website:
http://www.faa.gov/airports_airtraffic/air_traffic/publications/ATpubs/AIM/
Jeppesen text Manual, section Air Traffic Control, pages titled US X-X-X is a reproduction
of the FAA, Aeronautical Information Manual (AIM).
3.6.2
Non-discrimination on the Basis of Disability in Air Travel
The Air Carrier Access Act, Part 382, prohibits both U.S. domestic carriers and foreign
carriers from discriminating against passengers with disabilities.
This rule came into effect on 13 May 2009. For Qatar Airways, Part 382 applies to flights that
begin or end at any U.S. airport and to the aircraft used for those flights. It also applies to the
operating carrier in codeshare flights.
The role of Complaint Resolution Officials (CRO) is an expert in all matters of Qatar Airways
compliance with the requirement of U.S. DOT Air Carrier ACT (ACAA) Part 382. The CRO
will be empowered to make decisions to resolve compliance issues in a timely way, this may
on occasion require the overruling of a decision of other QR personal. However, CRO is not
authorised to challenge a safety related decision of the Pilot-in-command.
Note :
In the event of any doubt to the suitability of a passenger to travel, the Pilot
in command (PIC) is advised to consult with the station CRO or Doha prior
to making decision.
The following MUST be avoided while handling a disabled customer :
Discrimination during the provision of air transportation.
Invoking/requiring/compelling special services, (including, but not limited to, preboarding), that the individual does not request. However, pre-boarding may be
required for receiving certain seating or in-cabin stowage accommodations.Invoking/
requiring/compelling special services, (including, but not limited to, pre-boarding), that
the individual does not request. However, pre-boarding may be required for receiving
certain seating or in-cabin stowage accommodations.
Denying the disabled person the benefit of air transportation or related services that
are available to other persons, except where specifically permitted by Part 382.
Carriers must not limit the number of passengers with a disability who travel on a flight.
Unless specifically permitted by a provision of the rule, carriers shall not refuse transportation
of a disabled passenger.
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However, a passenger may be refused due to :
Safety considerations.
Carriage of a passenger who violates Federal Aviation Regulations.
In general, carriers may not ask a passenger with a disability to produce a medical certificate.
However, a medical certificate along with a medical review by QR Doctors may be required
for a passenger with a disability under the following conditions :
Travelling on a stretcher or in an incubator.
Requiring medical oxygen in flight.
Requiring extraordinary medical assistance during the flight.
Having a communicable disease or condition that could pose a direct threat to the
health or safety of others on the flight.
To be valid, a medical certificate must be dated within 10 (Ten) days of the scheduled date of
the passengers initial departing flight. In case the above mentioned medical conditions
continue / persist during the return journey, then a new medical certificate will be required for
the return sector as well. Similarly, if there is a gap of several weeks between the initial
departing flight and onward travel then, even in that case, another medical certificate will be
required.
In general, advance notice is not required for a passenger with a disability.
However, advance notice is required if a passenger with a disability wishes to receive special
services, equipment or has a medical condition that necessitates a medical certificate and an
additional medical review by QR Doctors. The following advance notices may be required :
Up to 72 hours advance notice (if a passenger wishes to receive carrier supplied inflight medical oxygen)
Up to 48 hours advance notice (if a passenger wishes to use a personal ventilator /

respirator), and
Check-in one hour before the minimum check-in time. (e.g. if the recommended
check-in time is 3 hours then the passenger requiring special services should check-in
4 hours prior to departure)
In general, carriers cannot make it mandatory for a passenger with a disability to travel with
an escort.
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However, the following table explains other scenarios, with applicable actions, which should
apply :
Category
Carriers View
Likely Action(s)
Stretcher or incubator
case
Medical escort MUST

always accompany
passenger unless QR
Doctor authorises a
non-medical escort
Carrier will charge for the transportation of

medical or non-medical escort even if passenger disagrees with the carrier.
Passenger agrees and voluntarily chooses
to travel with a personal attendant/escort carrier will charge for the transportation of
the escort.
Mentally disabled passenger
Escort is required
Passenger with a severe mobility impairment
Escort is required
-do-
Both severe hearing

and severe vision impairments
Escort is required
-do-
Passenger disagrees with the carrier and

feels that he/she can travel independently
carrier will not charge for the transportation
of the escort.
Carriers must not require a passenger with a disability to sign any type of release or waiver of
liability.
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In general, passengers with a disability must not be subjected to restrictions that do not apply
to other passengers; e.g. the restrictions that must NOT be imposed areas follows :
Restricting passengers movements within the terminal.
Requiring passengers to remain in a holding area or other location in order to receive

transportation, services or accommodation.
Making passengers sit on blankets on the aircraft.
Making passengers wear badges or other special identification.
The carriers cabin crew / ground staff are required to provide assistance :
Moving the passenger to and from seats, as part of the boarding and disembarking
processes.
Preparing for eating, such as opening packages and identifying food.
Using the on-board wheelchair to enable the passenger to move to and from a
lavatory.
To a semi-ambulatory person, moving to and from the lavatory without lifting or

carrying the person.
Stowing and retrieving carry-on items, including mobility aids and other assistive
devices stowed in the cabin.
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3.6.3
Definitions
1) A flight means a continuous journey in the same aircraft, or with one flight number, that
begins or ends at a U.S. airport
2) A passenger with a disability means any individual who has a physical or mental
impairment that, on a permanent or temporary basis, substantially limits one or major life
activities, has a record of such an impairment, or is regarded as having such an
impairment.
3) Temporary disabilities include :
Recent surgery or medical treatment including broken limbs.
Recent (or still existing) physical illness.
4) Physical and mental impairments include but are not limited to; diseases and conditions
such as orthopaedic, visual, speech, hearing impairments, cancer, heart disease,
diabetes, mental retardation, emotional illness, drug addiction, alcoholism, cerebral palsy,
epilepsy, muscular dystrophy and multiple sclerosis.
5) Major Life Activities means functions such as caring for ones self, performing manual
tasks, walking, seeing, hearing, speaking, breathing, learning and working.
6) Complaint Resolution Officials (CROs) are specially trained staff members who will
have the authority to overrule the decision of any other airline personnel in order to
ensure compliance with the regulation. However CROs will not be authorised to
countermand a decision of the pilot-in-command, (PIC), when the basis for such a
decision is safety.
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3.6.4
3.6.4.1
GEOGRAPHICAL OVERVIEW
Location of States within USA
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3.6.4.2
Two letter identifier for each State in Eastern US
Two Letter identifier for each State in Eastern US

CT
Connecticut
NJ
New Jersey
NY
New York
DC
Washington
DE
Delaware
OH
Ohio
GA
Georgia
PA
Pennsylvania
IL
Illinois
RI
Rhode Island
IA
Indiana
KY
Kentucky
SC
South Carolina
MA
Massachuesetts
TN
Tennessee
MD
Maryland
ME
Maine
VA
Virginia
MI
Michigan
VT
Vermont
NC
North Carolina
WV
West Virginia
NH
New Hampshire
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3.6.5
3.6.5.1
AERODROME LOCATION
Aerodrome location in North East USA & Canada
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3.6.6
METEOROLOGY
Refer to Jeppesen textbook, Section Meteorology, which provides full details on US

meteorology.
The following website provides detailed aviation weather information for Unites States of
America: http://adds.aviationweather.noaa.gov/
3.6.6.1
Unit of measurement
Meteorological reports in the USA use the following units for expressing visibility, RVR and
altimeter setting:
Visibility
Statue Miles (SM)
RVR
Feet
Altimeter Setting
Inches
Tower wind direction is issued as Magnetic and wind velocity in knots
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3.6.6.2
RVR Conversion Feet to Meters
As per US OPS SPEC C051, the following table is approved for RVR conversion feet to
meters.
RVR Conversion
FEET
METERS
300 ft
75m
400 ft
125m
500 ft
150m
600 ft
175m
700 ft
200m
1000 ft
300m
1200 ft
350m
1600 ft
500m
1800 ft
550m
2000 ft
600m
2100 ft
650m
2400 ft
750m
3000 ft
1000m
4000 ft
1200m
4500 ft
1400m
5000 ft
1500m
6000 ft
1800m
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3.6.6.3
Meteorological Visibility Conversion table
As per, US OPS SPEC C051, the following table is approved for Meteorological Visibility
Conversion.
Meteorological Visibility Conversion
Statue Miles (SM)
Meters (M)
Nautical Miles (NM)
1/4sm
400m
1/4nm
3/8sm
600m
3/8nm
1/2sm
800m
1/2nm
5/8sm
1000m
5/8nm
3/4sm
1200m
7/10nm
7/8sm
1400m
7/8nm
1sm
1600m
9/10nm
11/8sm
1800m
11/8nm
1 sm
2000m
1 1/10nm
1 sm
2400m
1 3/10nm
1 sm
2800m
1 nm
2sm
3200m
1 nm
2 sm
3600m
2nm
2 sm
4000m
2 2/10nm
2 sm
4400m
2 4/10nm
3sm
4800m
206/10nm
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3.6.6.4
En-route Advisory Service (EFAS)
EFAS is an enroute advisory service, divided into low and high altitude service, which
provides weather information to aircraft.
Working hours: Normally 0600am to 1000pm;
Between 5000ft to 17,000ft, Frequency 122.0Mhz (Same frequency for entire US);
Above 18,000ft, EFAS frequency for Eastern USA.
Boston 133.925
Atlanta 135.475
Cleveland 135.425
Indianapolis 134.825
Washington 134.525
To contact Flight Watch use the name of the ARTCC facility in your area and the name of the
nearest VOR to your position.
Example: Flight Watch Boston, Qatari 123, Bangor VOR.
3.6.6.5
Hazardous in-flight weather advisory Service (HIWAS)
Continuous broadcast of hazardous weather forecast through selected VORs.
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3.6.6.6
In-flight Weather Advisories
There are three (3) types of in-flight weather advisories:
SIGMENTS
Convective SIGMETS
AIRMET
All these advisories use the same location identifiers, VORs, airports or well know
geographical area to describe hazardous weather areas.
Refer to Jeppesen Textbook; section Radio Aids for VOR identifications or section
En-route, mini chart, number US-5;
See geographical section of this brief for two letter state identifiers.
3.6.6.7
SIGMENT
See Jeppesen textbook, Section Meteorology, page US 7-1-11/12 for full details.
SIGMET advise of potential hazardous weather to all aircraft, ie severe icing, turbulence and
storms (dust/sand) that may lower visibilities below 3 miles. SIGMET are valid for 4 hours and
updated as required. The SIGMETS are broken down into six regions as shown on the
enclosed map.
Firstly, by US State;
Secondly, by reference to bearings and distances to VORs in that state. Thirdly, the
state is shown in two-letter format e.g. NJ for New Jersey or VA for Virginia.
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3.6.6.8
Convective SIGMETs
See Jeppesen textbook, Section Meteorology, page US 7-1-12 for full details
Overview
Convective SIGMETs are issued for any of the following and implies severe turbulence icing
and low level windshear:
Surface wind greater than or equal 50kts;
Hail at surface greater than inch in diameter;
Embedded or line of Thunderstorms, or thunderstorms producing heavy precipitation.
Convective SIGMET are issued Hourly at H+55

3.6.6.9
Regions
WSTE
Eastern Region
East of 87 West Longitude
WSTC
Central Region
Between 107 and 87 West
WSTW
Western Region
West of 107 West Long
3.6.6.10 Example of a Convective SIGMET Decode
WSUS32 KKCI 220755
Transmission details
SIGC
SIGMENT
CONVECTIVE SIGMET 24C
Convective Sigment number
VALID UNTIL 0955Z
Validity period
MN LS
Affected states MN Minnesota & LS Louisiana
FROM 20ESE INL-50WSW YQT- 20miles East/Southeast, INL (VOR named Interna50ENE DLH-20ESE INL
tional fall Minnesota) to 50miles West/Southwest
YQT (named Thunder Bay Ontario) to 50miles
East/Northeast DLH (VOR named Duluth, Minnesota) to 20miles East/Southeast INL (VOR named
International fall Minnesota)
AREA TS MOV FROM 23045KT. Area of thunderstorms moving from 230 degrees at
TOPS TO FL310.
45kts, tops at 31,000ft
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Example of Convective Segment

WSUS32 KKCI 220755
SIGC
CONVECTIVE SIGMET 24CCONVECTIVE SIGMET 24C
VALID UNTIL 0955Z
MN LS
FROM 20ESE INL-50WSW YQT-50ENE DLH-20ESE INL
AREA TS MOV FROM 23045KT. TOPS TO FL310.
OUTLOOK VALID 220955-221355
AREA 1...FROM 50NNW ONL-70S FSD-30SSW OVR-30W OSW-50WSW TUL-60NE
CDS-60WSW ICT-60E GCK-60W LBL-30SSW PUB-50NW LBF-50NNW ONL
WST ISSUANCES EXPD. REFER TO MOST RECENT ACUS01 KWNS FROM STORM
PREDICTION CENTER FOR SYNOPSIS AND METEOROLOGICAL DETAILS.
3.6.7
AIRMET
See Jeppesen textbook, Section Meteorology, page US 7-1-13 for full details
Describe weather that is of lower intensity than those issued in SIGMETs;
Issued every 6 hours;
Three AIRMETs available, Sierra, Tango and Zulu which describe:
Sierra : IFR conditions and/or extensive mountainous obstructions;
Tango : Moderate turbulence, surface winds 30kts or greater, non-convective low

level windshear;
Zulu : Moderate icing and freezing level heights.
Example of AIRMET
Note the T in CHIT (CHI = Chicago), which indicates Tango AIRMET
CHIT WA 220845
AIRMET TANGO UPDT 1 FOR TURB AND LLWS VALID UNTIL 221500
AIRMET TURB...SD NE KS MN IA MO WI LM LS MI IL OK TX AR LA
FROM YQT TO SSM TO BAE TO COU TO ELD TO ACT TO TXO TO 50W LBL TO
GLD TO OBH TO MSP TO YQT
MOD TURB BLW 120. CONDS CONTG BYD 15Z ENDG 18-21Z S OF 50W LBLELD LN. ELSW...CONDS CONTG BYD 15Z THRU 21Z.
OTLK VALID 1500-2100Z...TURB MO WI LM MI LH IL IN KY AR TN
BOUNDED BY SSM-80ESE SSM-YVV-ECK-BVT-DYR-ELD-COU-BAE-SSM
MOD TURB BLW 120. CONDS DVLPG 15-18Z. CONDS CONTG THRU 21Z.
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3.6.7.1
1METARs & TAFS
Most of the terminology in TAFs and METARs conforms to ICAO standard. Some difference
does exist.
3.6.7.2
METARs
See Jeppesen textbook, Section Meteorology, page US 7-1-51 to US 7-1-60 for full details.
METAR KPIT 091955 COR 22015G25KT 3/4SM R28L/2600FT TSRA OVC010CB 18/16
A2992 RMK SLP045 T0820159.
If the METAR is issued without input from a human observer it will be indicated by
AUTOmated following the date and time of issue;
If Metar is CORrected then COR appears in this position as in above example;
- Visibility in statue miles;
R indicates Runway Range
2600FT is the 4-digit visibility, in feet. A single letter to indicate trend, Down, Up or No
may follow the visibility value;
Cloud amount, height and type: if CLR (Clear) is stated in an automated METAR,
then no clouds below 12,000ft reported;
Temperatures may be preceded by a Minus for below zero, e.g., M06;
Altimeter setting. Indicator and 4 digits A indicates inches and hundredths; e.g A29.92
Q indicates hectoPascals; e.g. Q1013,
RMK - Remark.
If AO2 or AO1 is present in the RMK it means the following automated weather
station with precipitation discriminator (can tell difference between liquid and
frozen/freezing precipitation). AO1 does not have a precipitation discriminator;
SLP 045 - Sea Level Pressure in hectoPascals & tenth, ie 1004.5hPa
T0820159 Temperature and dew point in tenths:
Temperature: Example 0820 = 18.2c;
Dew point: Example 159 = 15.9c.
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3.6.7.3
TAFs
See Jeppesen textbook, Section Meteorology, page US 7-1-51 to US 7-1-60 for full details.
Difference to ICAO
Visibilities greater than 6sm shown as P6SM (Plus Six statue miles);
Windshear information included in TAF.
Presentation - WS010/31022KT (Windshear WS is the forecast of nonconvective low level winds, up to 2000ft);
Example: 010 Low level windshear at 1,000ft;
Example: 31022kt Wind direction / Speed.
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3.6.8
WEATHER BRIEF - USA
3.6.8.1
Overview of Weather in USA
Winter: Frequent travelling frontal depressions associated with Polar fronts, which, at this
time of year, lies from Florida towards Southern England.
Summer: Polar fronts moved northwards, lies from Newfoundland towards Scotland,
associated travelling frontal depression activity is about half the winter rate.
Its not unusual for marked temperature inversion to exist during anti-cyclonic conditions over
North America in winter.
Hurricane season is June to October. Hurricanes form in the Caribbean move northeasterly
over land or water.
Jetstream, associated with Polar fronts is often present over North America during winter at
about 30N at a height of 40,000ft. Further North, jet stream often associated with traveling
depressions, occur frequently in winter, but less so in summer.
3.6.8.2
US East Coast - Weather
Overview
Outbreaks of polar air masses over Labrador or Southern Greenland can create heavy
weather development with snowstorms and blizzards in wintertime. The warm Gulfstream
causes instability of heated up cold air masses with heavy rainfall and thunderstorms.
When moist air drifts with Southeast winds towards the cooler east coast, sea fog (advection
fog) forms and can affect many airports in the region at same time, especially Bangor,
Boston, New York and Philadelphia.
Radiation fog may affect Newark (KEWR) and Bradley Windsor Lock (KBDL).
Warm fronts may become stationary in mid winter, resulting in low ceiling and visibility due
fog, drizzle, rain and snow,
3.6.8.3
Northeasters
Northeasters are the result of deepening system moving offshore up the east from the central
Atlantic of Gulf States. These storms in the autumn, winter and spring produce moderate to
heavy snow, rain for periods usually lasting up to 24hrs, although may persist for days
deepening upon the existence of a blocking high. Northeasters will affect all East coast
airports, from Washington to Canada Border.
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3.6.8.4
Hurricanes
Hurricane season is June to October. Hurricanes forming in the Caribbean may move
northeasterly over land or water with destructive power.
3.6.8.5
Thunderstorms
Thunderstorms can be intense and occur during summer months (June-August).

3.6.8.6
Great Lakes Region and Montreal - Weather
3.6.8.7
Overview
The weather development in this area can be severe. Summer, CB may build ups maybe
extensive, comparable to monsoon type build-ups in the Far East. Re-routing of entire traffic
flows may be necessary. Winter period, heavy snowfalls and strong winds may occur,
resulting in blizzards that may affect or close airports such as Chicago, Montreal and Toronto.
Warm fronts, main features are light rain, drizzle and snow occur November through to
March, generally affecting Chicago, Detroit, Buffalo, Montreal, Cleveland and Syracuse.
Fog occurs December to January, especially when southwesterly flow of moist air from Gulf
of Mexico. Airports generally affected, Chicago, Detroit, Buffalo, Montreal, Cleveland and
Syracuse.
Thunderstorms occur mostly in the summer month, with maximum occurrence June-August.
3.6.8.8
Lake Effect Snow
This occurs in late autumn and winter, and is most severe when a mass of cold air passes
over the lake water, which is warmer than the air following the cold front.
3.6.8.9
Squall lines
Pre-frontal squall lines may occur in April and May. They develop with a cold front
approaching from the West or Northwest; usually form in the afternoon near surface front. CB
activity reaches maximum 100 to 300 miles head of the front, with showers temporarily
lowering ceiling and visibilities.
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3.6.9
3.6.9.1
AIRSPACE
Airspace Overview
The following is a pictorial view of US airspace classification. Further details can be found in
Jeppesen text Manual, section Air Traffic Control.
3.6.9.2
Transition Altitude
Transition altitudes are not used. Flight levels begin at FL180, where altimeter setting of
29.92 inches of mercury is used.
3.6.9.3
Class E airspace
Class E airspace may serve as an extension to Class B, C and D airspace. Such airspace
provides controlled airspace to contain standard instrument procedures, without imposing a
communication requirement on pilots under VFR, therefore pilots should be aware that while
conducting terminal procedures (SIDs/STARs) or operating outside Class B, C airspace, VFR
traffic may exists without an operational transponder.
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3.6.9.4
VFR traffic
Uncontrolled VFR traffic operating below 18,000ft is a problem for IFR flights. These aircraft
are not necessarily transponder equipped and traffic information from ATC maybe very late
3.6.9.5
RVSM
US airspace is designated as RVSM between FL290 to FL410.

3.6.10 AIRWAYS & ROUTE SYSTEM
3.6.10.1 Overview of Victor & Jet Airways
Airways within the US, are divided into two types as follows:
Type of
AWY
Designator
Example
Published Altitude
a)
Victor
V12
Up to but not including 18,000ft MSL
b)
Jet
J215
From 18,000ftMSL to FL450 inclusive
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3.6.11 COMMUNICATION
3.6.11.1 General
If difficulty in understanding American slang, ask for clarification, as ICAO standard
phraseology is not always used. Speaking slowly may trigger the response to be slower.
3.6.11.2 Emergency Frequency 121.5 & US Coast Guard Frequency
121.5 should always be monitored in US Airspace;
US Coast Guard HF frequency 2182 KHz is monitored H24 by US Coast Guard.
3.6.11.3 First Contact Enroute

When calling Air Route Traffic Control center (ARTCC), use the word center instead of
control, ie Washington center.
On first contact with US ATC center, provide:
Radar Environment;
Aircraft present position;
Altitude;
Estimate time for next reporting point.
3.6.11.4 Aircraft Call Sign

The word HEAVY is required in the ATC transmission within US Airspace for aircraft with a
weight greater than 136,000kgs.
The following are examples of using group form numbers, the word HEAVY must be
included.
Qatari 083 - Newark, Qatari eighty three heavy
Qatari 05 Newark, Qatari five heavy
Qatari 1423 Newark, Qatari fourteen twenty three
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3.6.11.5 Radio Frequency

When a radio frequency contains a decimal point, the decimal point is spoken as POINT.
122.1 - One two two point one
Note:
ICAO procedures, require the decimal point be spoken as decimal, although

FAA will honor ICAO procedures.
3.6.11.6 Airway or Jet Numbers
V12, spoken as Victor Twelve;
J533, spoken as Juliet Five thirty three.
3.6.11.7 Figures
Figures indicating hundreds and thousand in round numbers, as for ceiling height and upper
wind levels, up to 9,900 shall be spoken as shown in the following examples:
500
Five hundred
4,500
Four thousand five hundred
Numbers above 9,900, shall be spoken by separating the digits preceding the word
thousand, see following examples:
10,000
One zero thousand
13,500
One three thousand five hundred
3.6.11.8 Radar
When advised radar contact, position reports are to be omitted.
3.6.11.9 ATC Identification
ATC ident
ATC ident
Example
Approach Control
Service
Approach
Control
Departure
Control
Washington Approach
Control
Control Towers (Ground

Control Services)
Ground
Control
Clearance
Delivery
Washington Clearance
Delievery
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3.6.12 AIR TRAFFIC CONTROL PROCEDURES

3.6.12.1 VFR traffic in TMAs
VFR traffic operating in TMAs, separation as follows:
500ft Vertical
1 mile lateral
3.6.12.2 Traffic Advisories

Below 18,000ft and outside TMAs, ATC will give information on VFR traffic, but will not
provide radar vectors around the traffic unless requested by pilot. During arrival procedures
radar vectors may take the aircraft outside Class B airspace, which ATC may or may not
advise.
3.6.12.3 Altimeter Setting Procedures
Altimeter setting are furnished by ATIS, tower, Approach and Centre Control, and also
available from Flight Service Station (FSS) weather broadcast or by request to FSS. The pilot
receiving the altimeter setting should repeat it for verification.
Use the setting given by Centre frequency. The controller issues altimeter setting for flight
operating below FL180 as they are observed passing compulsory reporting points.
Difference in to altimeter setting
Inches on Mercury are used instead of hPa within the US;
18,000ft is used to determine whether the standard altimeter setting of 29.92 or the
local altimeter setting is used;
18,000 ft Cruise below
Altimeter to be set according to the reported altimeter setting of a station (within 100nm) along the
route (QNH).
Note:
18,000 ft Cruise at or above
Set destination QNH once in contact

with Approach control as no instruction
may be provided.
Altimeter to be set to 29.92ins (1013.2mbs)
See Jeppesen text book, FAR 91-121, Altimeter Setting for details on usable flight level
when no station.
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3.6.12.4 Speed Control
FAR 91-117(a) states, Unless authorized by the administrator, no person may

operate an aircraft below 10,000ft MSL at an indicated airspeed of more than 250kts.
If you are flying above 10,000 ft and given a speed adjustment greater 250kts and you
are subsequently cleared below 10,000 ft, you are expected to reduce automatically to
250 kts.
An approach clearance supersedes any prior speed assignment and pilots are
expected to make their own speed adjustments to complete the approach.
However it may be necessary for ATC to issue further speed adjustments after the
approach clearance to maintain separation.
At or below 2500ft and within 4nm of primary airport within class C or D airspace,
maximum indicated speed is 200kts.
FAR 91-117(d), states, If the minimum safe airspeed for any particular operation is
greater than the maximum speed prescribed in this section, the aircraft may operate at
that minimum speed.
If a speed greater than 250kts is required due to maneuverability or safety, prior coordination with ATC is required.
3.6.12.5 A340-622 - Speed limitation below 10,000ft

Under certain take-off weight conditions, the A340-622 requires a speed greater than 250kts
when operating below 10,000ft.
If a speed greater than 250kts is required during departure, CREW MUST CO-ORDINATE
WITH ATC.
3.6.12.6 Runway Heading
When cleared to FLY RUNWAY HEADING, pilots are expected to fly runway heading with
NO DRIFT CORRECTION.
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3.6.12.7 Minimum Fuel Advisory

Advise ATC of minimum fuel status when fuel supply has reached a state where, upon
reaching destination, any undue delay cannot be accepted. This call does not declare an
emergency nor gives the flight priority in the traffic flow.
On initial contact the term MINIMUM FUEL should be used after stating the call sign
Example Newark Approach, Qatari 84 heavy, MINIMUM FUEL
If traffic priority is required, an EMERGENCY must be declared, reporting remaining fuel in
minutes.
3.6.12.8 Transponder code 7777
Transponder code 7777 is reserved for military use and must NOT be used by civilian
operators.
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3.6.13 ATC CLEARANCE ENROUTE

3.6.13.1 Maintain Clearance
The altitude or flight level instructions in an ATC clearance normally require that a pilot
"MAINTAIN" the altitude or flight level at which the flight will operate when in controlled
airspace. Altitude or flight level changes while en route should be requested prior to the time
the change is desired.
The term "CRUISE" may be used instead of "MAINTAIN" to assign a block of airspace to a
pilot from the minimum IFR altitude up to and including the altitude specified in the cruise
clearance. The pilot may level off at any intermediate altitude within this block of airspace.
Climb/descent within the block is to be made at the discretion of the pilot. However, once the
pilot starts descent and verbally reports leaving an altitude in the block, the pilot may not
return to that altitude without additional ATC clearance.
3.6.13.2 Climb & Descent Clearance
When given climb or descend clearance, ATC expect to comply immediately unless the
words AT PILOT DISCRETION is included in the clearance.
3.6.13.3 Adherence to Clearance
The term "AT PILOT'S DISCRETION" included in the altitude information of an ATC
clearance means that ATC has offered the pilot the option to start climb or descent when the
pilot wishes, is authorized to conduct the climb or descent at any rate, and to temporarily level
off at any intermediate altitude as desired. However, once the aircraft has vacated an altitude,
it may not return to that altitude.
When ATC has not used the term "AT PILOT'S DISCRETION" nor imposed any climb or
descent restrictions, pilots should initiate climb or descent promptly on acknowledgement of
the clearance. Descend or climb at an optimum rate consistent with the operating
characteristics of the aircraft to 1,000 feet above or below the assigned altitude, and then
attempt to descend or climb at a rate of between 500 and 1,500 fpm until the assigned
altitude is reached. If at anytime the pilot is unable to climb or descend at a rate of at least
500 feet a minute, advise ATC. If it is necessary to level off at an intermediate altitude during
climb or descent, advise ATC, except when leveling off at 10,000 feet MSL on descent, or
2,500 feet above airport elevation (prior to entering a Class C or Class D surface area), when
required for speed reduction.
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3.6.13.4 Vacating Altitude/Flight level

Vacating previously assigned altitude/flight level for a newly assigned altitude/flight level
MUST be reported to ATC. Reaching an assigned altitude/flight level is not subject to a
report.
3.6.13.5 Descend via
Clearance to descend via authorizes the pilot to vertically and laterally navigate on the
depicted procedure (i.e. STAR), meeting all published restrictions (altitudes crossing, speed,
unless otherwise advised).
ATC Qatari 83 heavy descend via the Albany 1 arrival.
Pilots cleared for vertical navigation using the phraseology descend via, shall inform ATC
upon initial contact with a new frequency.
Pilot Qatari 83 leaving FL240, descending via Albany 1 arrival.
3.6.13.6 Holding Instructions
Whenever an aircraft has been cleared to a fix other than the destination airport and delay is
expected, ATC will issue
Holding instructions, unless the pattern is charted;
Expect Further Clearance (EFC) time, and
Best estimate of any additional en-route/terminal delay.
If a holding pattern is charted and the controller doesn't issue complete holding instructions,
the pilot is expected to hold as depicted on the appropriate chart. When the pattern is
charted, the controller may omit all holding instructions except the charted holding direction
and the statement AS PUBLISHED, e.g., "HOLD EAST AS PUBLISHED." Controllers shall
always issue complete holding instructions when pilots request them.
If no holding pattern is charted and holding instructions have not been issued, the pilot should
ask ATC for holding instructions prior to reaching the fix.
If unable to obtain holding instructions prior to reaching the fix (due to frequency congestion,
stuck microphone, etc.), hold in a standard pattern on the course on which you approached
the fix and request further clearance as soon as possible. In this event, the altitude/flight level
of the aircraft at the clearance limit will be protected so that separation will be provided as
required.
Entering the hold, when an aircraft is 3 minutes or less from a clearance limit and a clearance
beyond the fix has not been received, the pilot is expected to start a speed reduction so that
the aircraft will cross the fix, initially, at or below the maximum holding airspeed.
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3.6.13.7 Landing Clearance

Expect to receive landing clearance with one or more aircraft ahead of you on the approach.
This means that you are cleared to land in sequence, if its safe to do so. At night-time, extra
vigilance is required.
Typical clearance - Qatari eighty three heavy, Newark tower, number three, runway 22 right,
cleared to land.
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3.6.14 HOLDING
Note:
Refer to Jeppesen text manual, Air Traffic Control US, section 5.3.7
3.6.14.1 Standard Pattern
Right turns.
3.6.14.2 Holding Table
Altitude
Airspeed
(KIAS)
Up to 6000ft
200
6001ft-14,000ft
230
14,001 and above
265
Notes
May be restricted to 210 KIAS

where published
3.6.14.3 Timing
Altitude
Inbound Leg
At or below 14,000ft MSL
1 Minute
Above 14,000ft MSL
11/2 Minute
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3.6.15 AIRPORT OPERATIONS

3.6.15.1 ILS Critical Area Protection
No critical area protection is provided when the ceiling is at or above 800ft and/or visibility
2statue miles (SM). Crews should therefore be cautious of localizer and glide-path signals
under these weather conditions.
If planning a coupled approach or an autoland under these conditions, advise the tower.
Note:
When the ceiling is less than 200 feet and/or the visibility is RVR 2,000 or less,
vehicle and aircraft operations in or over the area are not authorized when an
arriving aircraft is inside the ILS MM.
3.6.15.2 Parallel ILS Approaches

Parallel approaches are an ATC procedure permitting parallel ILS approaches to airports
having parallel runways separated by at least 2,500 feet between centerlines. Aircraft will be
given staggered separation from other aircraft on the adjacent localizer.
Parallel approaches demand heightened pilot situational awareness. A thorough review of
the Jeppesen approach chart should be conducted. ATC will advise when simultaneous ILS
approaches are taking place. Strict adherence to ATC clearance, speeds, altitudes and
heading must be complied with in a timely manner.
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3.6.15.3 Simultaneous Parallel ILS Approaches

Airport having parallel runways may operate a system of simultaneous approaches to both
runways.
Airport Requirement
Separated by at least 4300ft or greater;
Final monitor controlled.
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3.6.15.4 Simultaneous Converging Instrument Approaches
Essentially the same as ILS servicing each Runway, except for 1) Missed Approach
procedure and 2) Missed Approach point. ATC may conduct instrument approaches
simultaneously to converging Runways; i.e. Runways having an included angle from
15 to 100 degrees.
Missed Approach Points must be at least 3 miles apart and missed approach
procedures ensure that missed approach protected airspace does not overlap.
Intersecting Runways - Require minimums of at least 700-foot ceilings and 2 miles

visibility. Straight in approaches and landings must be made.
Crew is informed by controller or via ATIS.
FMS Navigation Database (FMS NAVDB) - Missed Approach Procedures is NOT

available in FMS NAVDB for Runways designated for Simultaneous Converging
Instrument Approaches.
3.6.15.5 Side Step Procedures

ATC may authorize an approach to one runway, followed by a side-step maneuver to land on
an adjacent parallel runway. The runway should be separated by 1200ft or less (Newark).
Example of an ATC clearance to conduct aside-step procedure
Note:
Cleared ILS 24L approach, side step to Runway 24R

Side step minima are flown to a MDA regardless of the approach authorized.
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3.6.15.6 Landing and Hold Short Operations (LAHSO)

Qatar Airways is NOT AUTHORIZED to conduct LAHSO operations at any US airport as per
US OPS SPEC, section A004, A027.
If ATIS advise that LAHSO operations are in use, advise ATC UNABLE TO PARTICIPATE
upon first contact. If offered LAHSO by ATC, do not accept under any circumstances.
3.6.15.7 Background Information on LAHSO
Land and Hold Short Operations are operations that include landing and holding short of an
intersecting runway, intersecting taxiway or some other designated point on the runway.
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3.6.15.8 Hold Short of Runway

Read back any hold short of runway instructions issued by ATC.
3.6.15.9 Ground Control Frequency
As the majority of ground control frequencies are in, 121.6-121.9 MHZ bandwidth controllers
may omit the number preceding decimal point, ie 121.7, Contact ground on point seven
3.6.15.10 Taxiing after Landing
After landing, do not change from tower to ground control until directed by the controller.
Once clear of the runway, remain on the taxiway (clear hold position marking) used to
clear the runway until clearance is received to continue;
Immediately change to ground control frequency when instructed by ATC.
Note:
A clearance from ATC to taxi to the RAMP authorizes the aircraft to cross all
runways and taxiway intersections. If unfamiliar with taxi route, request specific
taxi instructions.
Note:
No ATC instructions received, clear the hold position marking associated with
landing runway, even if this requires aircraft to protrude into or cross another
taxiway, runway or ramp. Stop aircraft and wait for further instruction from ATC.
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3.6.15.11 Taxi Clearance - Departure

When ATC clears an aircraft to taxi to an assigned take-off runway, the absences of holding
instruction, authorizes the aircraft to cross all runways that intersect the taxi route, except the
assigned take-off runway.
FAA warning about taxi clearance:
All taxi clearance at US airports must be strictly adhered to;
All runway hold short instructions must be read back to ATC when requested;
Violating taxi clearance especially Runway Incursions Pilots will be fined;
During times of reduced visibility, extra care is required;
If in doubt about taxi clearance, STOP and request clarification.
ATC may use the term Taxi into position and hold, which means taxi onto departure runway
in take-off position and hold. Pilots should anticipate an imminent take-off clearance. If any
delay in take-off clearance being given, question ATC.
3.6.15.12 Departure Restrictions
When departures restrictions are required, ATC may issue instructions in the clearance:
HOLD & RELEASE Aircraft cannot depart using the release clearance until a
release time or additional instructions issued by ATC have been received;
RELEASE TIME Earliest time an aircraft may depart.
3.6.15.13 Changing to Tower Frequency before Take-off

Unless otherwise advised by tower (ground control), remain on frequency during taxi, then
change to tower frequency (without being instructed) when ready to request take-off
clearance.
Airfield signs may indicate change to tower frequency at a particular location.
3.6.15.14 Omission of Departure Control Frequency
Controllers may omit the departure control frequency if an assigned departure procedure has
a published frequency.
3.6.15.15 Wake Turbulence Separation - Departures
This is either timed or radar separation applied between departing aircraft.
Pilots may request additional separation i.e., 2 minutes instead of 4 or 5 miles for wake
turbulence avoidance. This request should be made as soon as practical on ground control
and at least before taxiing onto the runway.
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3.6.16 ASSIGNED PARKING STAND

Gate numbers are not issued by ground control. Contact the ground handler for gate
number.
If unable to contact ground handler, contact RAMP CONTROL.
3.6.17 RESCUE & FIRE FIGHTING (RFF) CATEGORIES
The FAA Rescue and Fire Fighting category uses letters instead of numbers (ICAO). The
airport directory contained in Jeppesen will use letter for US airports.
ICAO
FAA
1
2
3
4
5
6
9
E
10
Airport Category for Rescue & Fire Fighting (RFF)
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ATC - GENERAL
3.7
ATC - GENERAL
3.7.1
SID and STAR Climb / Decent Procedures and Phraseology
3.7.1.1
Introduction
A recent change to International Civil Aviation Organization (ICAO) Doc 4444 (PANS-ATM)
introduced revised procedures and phraseology associated with climb and descent
instructions issued to aircraft following a SID or a STAR.
3.7.1.2
Revised ICAO Procedures and RTF Phraseology
The revised procedures introduced in ICAO Doc 4444 in November 2007 are as follows :
Aircraft on a SID
For a SID ICAO Doc 4444 states (paragraph 6.3.2.4) :
When a departing aircraft on a SID is cleared to climb to a level higher than the initially
cleared level or the level(s) specified in a SID, the aircraft shall follow the published vertical profile of a SID, unless such restrictions are explicitly cancelled by ATC.
When the level restrictions are explicitly cancelled, the ICAO phraseology for a SID
(paragraph 12.3.1.2(z) of ICAO Doc 4444) is :
CLIMB TO (level) LEVEL RESTRICTION (S) (SID designator) CANCELLED
or
CLIMB TO (level) LEVEL RESTRICTION (S) (SID designator) AT (point) CANCELLED
e.g. Jet 123 Climb to FL 100 level restrictions DEVAL 1G cancelled means that the aircraft should climb directly to FL 100, ignoring the vertical profile of SID DEVAL 1G.
When the level restrictions are not explicitly cancelled, the ICAO phraseology for a
SID (paragraph 12.3.1.2(a) of ICAO Doc 4444) is :
CLIMB TO (level)
e.g. Jet 123 Climb to FL 100 means that the aircraft should follow the vertical profile of
SID DEVAL 1G to its completion and then climb to FL 100.
Aircraft on a STAR
For a STAR ICAO Doc 4444 (paragraph 6.5.2.4) states :
When an arriving aircraft on a STAR is cleared to descend to a level lower than the level
or the level(s) specified in a STAR, the aircraft shall follow the published vertical profile of
a STAR, unless such restrictions are explicitly cancelled by ATC. Published minimum levels based on terrain clearance shall always be applied.
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ATC - GENERAL
When the level restrictions are explicitly cancelled, the ICAO phraseology for a STAR
(paragraph 12.3.1.2(aa) of ICAO Doc 4444)
DESCEND TO (level) LEVEL RESTRICTION (S) (STAR designator) CANCELLED

or
DESCEND TO (level) LEVEL RESTRICTION (S) (STAR designator) AT (point) CANCELLED.
e.g. Jet 123 Descend to 3000 feet level restrictions GOKUL 2J cancelled means that
the aircraft should descend directly to 3000 feet, ignoring the vertical profile of STAR
GOKUL 2J.
When the level restrictions are not explicitly cancelled, the ICAO phraseology for a
STAR (paragraph 12.3.1.2(a) of ICAO Doc 4444) is :
DESCEND TO (level)
e.g. Jet 123 Descend to 3000 feet means that the aircraft should follow the vertical profile of STAR GOKUL 2J to its completion and then descend to 3000 feet.
Aircraft in Other Phases of Flight
3.7.1.3
In all other phases of flight a climb or descent instruction from ATC automatically
cancels any previous ATC instruction.
Procedures and Phraseology within UK Airspace
In the UK, for all stages of flight, instructions to climb or descend cancel any previous
restrictions, unless they are reiterated as part of that instruction. Additionally, for
aircraft on a SID, the word now will be added to climb clearances above the SID
profile.
e.g. Jet 123 climb now FL 120 means that the aircraft should climb directly to FL 120,
ignoring the vertical profile of SID.
3.7.1.4
In the UK, levels to be flown on STARs are as directed by Air Traffic Control (ATC),
although the relevant charts contain level information for planning purposes.
Crews Responsibilities
The revised ICAO procedures represent a significant change to the way crews are
expected to respond to climb/descend instructions whilst following a SID or a STAR.
There is a potential for confusion, which will have flight safety implications if these new
procedures are not followed correctly in each individual State.
It is recommend that, in the case of any doubt about the intention of a clearance;
crews should request clarification from ATC. If doubt arises when airborne, the
safest course of action will always be to follow the SID/STAR profile while seeking
clarification.
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ATC - GENERAL
L E F T
B L A N K
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DRIFT DOWN PROCEDURES

TABLE OF CONTENTS
CHAPTER 4 - DRIFT DOWN PROCEDURES

4.1
DRIFT DOWN PROCEDURES IN CASE OF DECOMPRESSION . . . . . . . 3

4.1.1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
4.1.2
Decompression 13 Minutes Oxygen Passenger Supply (applicable for All

fleet) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
4.1.3
Decompression 22 Minutes Oxygen Passenger Supply (applicable for A330

(except AFN and AFO) A340 and B777aircraft) . . . . . . . . . . . . . . . . . . . . . . 5
4.1.4
Decompression Gaseous System Passenger Oxygen Supply (A343 only) . . 6
4.1.5
Example of Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
4.1.6
Decompression Doha - Pakistan / North India (Route 1) . . . . . . . . . . . . . . . 11
4.1.7
Decompression Doha - Pakistan/North India (Route 2) . . . . . . . . . . . . . . . . 12
4.1.8
Decompression North India/Pakistan - Doha (Route1) . . . . . . . . . . . . . . . . 13
4.1.9
Decompression North India / Pakistan - Doha (Route 2) . . . . . . . . . . . . . . . 14
4.1.10 Decompression Doha Northern Europe (Route 1 ) . . . . . . . . . . . . . . . . . . 15

4.1.11 Decompression Doha Northern Europe (Route 2). . . . . . . . . . . . . . . . . . . 17
4.1.12 Decompression Northern Europe - Doha (Route 1) . . . . . . . . . . . . . . . . . . . 18
4.1.13 Decompression Northern Europe - Doha (Route 2) . . . . . . . . . . . . . . . . . . . 21
4.1.14 Decompression Doha Europe (Route 1) via Iran . . . . . . . . . . . . . . . . . . . . 22
4.1.18 Decompression Doha - Europe (Route 5). . . . . . . . . . . . . . . . . . . . . . . . . . . 30
4.1.19 Decompression Doha - Europe (Route 6). . . . . . . . . . . . . . . . . . . . . . . . . . . 32
4.1.20 Decompression Europe Doha (Route1) via Iran . . . . . . . . . . . . . . . . . . . . 34
4.1.21 Decompression Europe - Doha (Route2) via Turkey . . . . . . . . . . . . . . . . . . 36
4.1.22 Decompression Europe - Doha (Route3) via Turkey . . . . . . . . . . . . . . . . . . 37
4.1.23 Decompression Europe Doha (Route4) via Iran . . . . . . . . . . . . . . . . . . . . 39
4.1.24 Decompression Europe Doha (Route5) . . . . . . . . . . . . . . . . . . . . . . . . . . 41
4.1.25 Decompression Doha - Tehran (Route 1) . . . . . . . . . . . . . . . . . . . . . . . . . . 43
4.1.26 Decompression Doha Tehran (Route 2) . . . . . . . . . . . . . . . . . . . . . . . . . . 44
4.1.27 Decompression Doha Tehran (Route 3) . . . . . . . . . . . . . . . . . . . . . . . . . . 45
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4.1.28 Decompression Tehran - Doha (Route 1) . . . . . . . . . . . . . . . . . . . . . . . . . . 46

4.1.29 Decompression Tehran Doha (Route 2) . . . . . . . . . . . . . . . . . . . . . . . . . . 47
4.1.30 Decompression Doha - Mashhad . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
4.1.31 Decompression Mashhad - Doha . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
4.1.32 Decompression Doha - North China via B215 (A330 and A340) . . . . . . . . . 50
4.1.33 Decompression Doha - North China via W112 (A330). . . . . . . . . . . . . . . . . 53
4.1.34 Decompression Doha - North China via B215 (B777) . . . . . . . . . . . . . . . . . 56
4.1.35 Decompression North China - Doha via B215 (A330 and A340) . . . . . . . . . 58
4.1.36 Decompression North China - Doha via W112 (A330). . . . . . . . . . . . . . . . . 60
4.1.37 Decompression North China - Doha via B215 (B777) . . . . . . . . . . . . . . . . . 63
4.1.38 Decompression Greenland . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
4.2
DRIFT DOWN PROCEDURE IN CASE OF ENGINE FAILURE . . . . . . . . 67

4.2.1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
4.2.2
Engine Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
4.2.3
A330 : Engine out Drift Down Procedure Doha - North China via B215 . . . 71
4.2.4
A330 : Engine Out Drift Down Procedure Doha - North China via W112. . . 73
4.2.5
A330 : Engine out Drift Down Procedure North China - Doha via B215 . . . 75
4.2.6
A330 : Engine Out Drift Down Procedure North China - Doha via W112. . . 77
4.2.7
A340-600 : Engine out Drift Down Procedure Doha - North China via B215 79
4.2.8
A340-600 : Engine out Drift Down Procedure North China - Doha via B215 81
4.2.9
B777 : Engine Out Drift Down Procedure Doha - North China via B215 . . . 84
4.2.10 B777 : Engine Out Procedure North China - Doha via B215 . . . . . . . . . . . . 85
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DRIFT DOWN PROCEDURES IN CASE OF DECOMPRESSION
4.1
4.1.1
Introduction
The drift down procedures are applicable to aircraft equipped with minimum oxygen supply
of :
13 minutes : Applicable to ALL fleet, and
22 minutes : Applicable for A330 (except AFN and AFO), A340 and B777 aircraft.
Gaseous System : Applicable to A343 (AAH) only
4.1.2
Decompression 13 Minutes Oxygen Passenger Supply (applicable for All fleet)
The following routes are applicable in case of decompression with 13 minutes oxygen
passenger supply.
Doha to Delhi : from MOBAD via A453 ZDN G452 to ROVER.
Delhi to Doha : from ROVER via G452 ZDN A453 to MOBAD.
Doha to Peshawar : from KAREM via G325 to PS.
Peshawar to Doha : from PS via G325 to KAREM.
Doha to Northern Europe (Route 1) from KATAG via R659, UP574, R654, UL124,
UR654, UG482, R807 to ULANA.
Doha to Northern Europe (Route 2) : from KATAG via R659, SYZ, T207 to ULDUS.
Northern Europe to Doha (Route 1) from SOROL via R11, UR654, UL124, R654,
UP574, R659 to KATAG.
Northern Europe to Doha (Route 2 ) : from ULDUS via T207, SYZ, R659 to KATAG.
Doha to Europe (Route 1) via Iran : from KATAG via R659, W3, UL223, UL124, UG81,
UL851, UW704 to SONAD.
Doha to Europe (Route 2) via Iran : from KATAG via R659, W3, UL223, UL124, UG81,
UL852 to SEHER.
Doha to Europe (Route 3) via Iran : from LAGSA via R659, SYZ, T207, SAV, R654,
ZAJ, UL125, TBZ, R660, ERZ, UL851 to TBN.
Doha to Europe (Route 4) via Iran : from MIDSI T202 DASDO UL223 UMH UL124 VAN
UL852 to CRM
Europe to Doha (Route1) via Iran : from CRM via UT34, UT36, G208, UL223, W3,
R659 to KATAG.
Europe to Doha (Route2) via Turkey : from ORMAN via UP975, EZS, UT36 to ULKEM.
Europe to Doha (Route 3) via Turkey : from TBN via UP146 GAGDI UR654 ZAJ R654
SAV T207 SYZ R659 to LAGSA.
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Europe to Doha (Route 4) via Iran : from CRM UT34 RENGI UT36 DERIL G208 UMH
UL223 DASDO T202 to MIDSI .
Doha to Tehran (Route 1): from KATAG via R659, UP574 to LARAB.
Doha to Tehran (Route 2): From KATAG via R659 SYZ UP574 ISN T206 to TRN.
Doha to Tehran (Route 3) : From KATAG via R659 SYZ T207 to SAV.
Tehran to Doha (Route 1) : From LARAB via UP574, R659 to KATAG.
Tehran to Doha (Route 2): From SAV via T207 SYZ to KATAG.
Doha to Mashhad : from KATAG via R659, G663 to RAMIL.
Mashhad to Doha : from RAMIL via G663, R659 to KATAG.
4.1.2.1
Assumptions
The following assumptions apply :
All obstacles located 10 NM of either side of the route centerline have been considered,
based on a survey by Jeppesen using 20 NM corridor.
All obstacles are cleared by 2000 ft.
Flight after depressurization is performed at MMO/VMO.
Temperature is ISA, no wind.
In case of in-flight turn back, 2.5 minutes are lost for the turn.
Maximum descend time is 5 minutes from Ceiling Flight Level to FL 180 at MMO/VMO.
Maximum descend time is 0.5 minutes from FL 180 to FL 140 at VMO.
Caution:
High navigation accuracy is imperative to stay within the specified route corridor
in case of decompression.
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4.1.3
Decompression 22 Minutes Oxygen Passenger Supply (applicable for A330

(except AFN and AFO) A340 and B777aircraft)
The following routes are applicable in case of decompression with 22 minutes oxygen
passenger supply.
Doha to North China via Pakistan : from KAREM via G325, B215 to HMI (A330, A340
and B777).
North China to Doha via Pakistan : from HMI via B215, G325 to KAREM (A330, A340
and B777).
4.1.3.1
Assumptions
All obstacles located within 5 NM of either side of the route centerline have been
considered, based on a survey by Jeppesen by using 10 NM corridor.
All obstacles are cleared by 2000 ft.
Flight after depressurization is performed at MMO/VMO.
Maximum descend time is 2.5 minutes from ceiling flight level to FL 290 at MMO/VMO
Maximum descend time is 1 minute from FL 290 to FL 250 at VMO.
Maximum descend time is 1 minute from FL140 to FL100 at VMO.
Caution:
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4.1.4
Decompression Gaseous System Passenger Oxygen Supply (A343 only)
The following table provides the minimum oxygen supply as a function of Oxygen Pressure
and the number of PAX Masks in use.
All published decompression procedures for 13 minutes and 22 minutes oxygen supply
are applicable to this aircraft inclusive of Points of No Return PNRs. However, the
additional oxygen available in the gaseous system may be used to select a higher
cruising altitude for a longer period of time as per the table below.
For safety reasons, the total number of masks in use is equal to (Total PAX on board +
10% ) + Cabin Attendants.
A340-300 Gaseous System Passenger Oxygen Supply

ECAM PAX O2
Pressure [PSI]
1850
1600
Total Masks in use

-Corrected-
Flight time [min]

Cruise at FL270
Flight time [min]

Cruise at FL250
100 and below
70
Beyond 70
100 - 150
47
55
150 - 200
36
40
200 - 250
28
32
250 - 310
24
26
100 and below
60
70
100 - 150
40
44
150 - 200
30
33
200 - 250
24
26
250 - 310
22
24
Descent Rate from FL400 to Cruise Altitude at 5500ft/min

Descent Rate from Cruise Altitude to FL100 at 5500ft/min
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4.1.4.1
Assumptions
considered, based on a 10 NM corridor survey.
All obstacles are cleared by min 2000 ft.
Flight after depressurization is performed at MMO/VMO (0.86/330kt).
Maximum descend time is 2.5 minutes from ceiling flight level to FL 270 at 5500ft/min
Maximum descend time is 0.5 minute from FL 270 to FL 250 at VMO.
Maximum descend time is 1 minute from FL140 to FL100 at VMO.
Caution:
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4.1.5
Example of Procedure
Old Format :
(1)
: In this example the scenario applies to occurrence of decompression after passing

OPNR 2 on the outbound leg from Doha.
(2)
: The procedure to be followed has more than one choice of diversion airport. Flight
crew must assess the situation and select the most suitable option after executing
emergency descent to the initial cruise level. The option states the ICAO/IATA code
of the suggested diversion airport in BOLD letters in parentheses, followed by the
sequence of WPT-AWY-WPT as given in an ATC flight plan.
In this example, option 1 guides the a/c to the nearest en-route airport UDYZ,
option 2 to the nearest airport URMM in the direction of the route to the destination,
and option 3 to the destination airport, these options help pilots to select most
appropriate on the day.
(3)
: Self explanatory.
(4)
: Self explanatory.
(5)
As the PNRs are based on the most critical scenario in terms of obstacle clearance, the time is a maximum for Passenger O2 requirements and a minimum for
terrain clearance requirements. Therefore, if the depressurization occurs far after/
before the PNR then these times may not be strictly applicable for terrain clearance.
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New Format :
(1)
: The procedure Version
(2)
: The QTR Customized Jeppesen Chart ID and Date. If the chart doesnt exist;
this row will be left blank.
(3)
: The critical sector for which this procedure is created.Self explanatory.
(4)
: The Name and position of points of non return.
(5)
: Any relevant information.
(6)
: In this example the scenario applies to occurrence of decompression between PNR

1 and PNR 2.
Continued on next page
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(7)
: The procedure to be followed has more than one choice of diversion airport. Flight
crew must assess the situation and select the most suitable option after executing
an emergency descent to the initial cruise level. The option states the IATA/ICAO
code of the suggested diversion airport in BOLD letters in parentheses, followed by
the sequence of WPT-AWY-WPT as given in an ATC flight plan.
In this example, two options are given to guide the a/c to the nearest suitable
en-route airports, UDYZ and UGTB, these options help pilots to select the most
appropriate airport on the day.
(8)
: Self Explanatory
(9)
: Self Explanatory
(10)
: As the PNRs are based on the most critical scenario in terms of obstacle clearance,
the time is a maximum for Passenger O2 requirements and a minimum for terrain
clearance requirements. Therefore, if the depressurization occurs far after/before
the PNR then these times may not be strictly applicable for terrain clearance.
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4.1.6
Decompression Doha - Pakistan / North India (Route 1)
Procedure version
Jeppesen Chart / Date:
QTR9 / 11-Aug-2006.
Critical Sector:
MOBAD via A453 ZDN G452 to ROVER
Points of Non Return
ZDN = Zahedan VOR

DDPNR = 52 NM before SOKIR
DECOMPRESSION BEFORE ZDN

PROCEDURE Return to (DOH/OTBD) via A453 BND A419 SHJ A415 DOH.
FLIGHT
PHASE
DES TO
FL 180
CRZ FL 180
DES TO
FL 140
CRZ FL 140
CRZ FL 100
SPEED
MMO/VMO
VMO
VMO
VMO
VMO
TIME
7 Minutes
30 Minutes
DECOMPRESSION BETWEEN ZDN and DDPNR

PROCEDURE Option 1 : Return to (ZAH/OIZH) via G452 ZDN.
Option 2 : Return to (KHI/OPKC) via G452 ZDN G208 PG G210 KC.
FLIGHT
PHASE
DES TO
FL 180
SPEED
MMO/VMO
TIME
CRZ FL 180
DES TO
FL 140
VMO
VMO
7 Minutes
CRZ FL 140
CRZ FL 100
VMO
VMO
30 Minutes
DECOMPRESSION PASSING DDPNR

PROCEDURE Option 1 : Return to (DEL/VIDP) via G452 DPN.
Option 2 : Proceed to (KHI/OPKC) via G452 ROVER J115 KC.
Option 3 : Proceed to (KHI/OPKC) via G452 GASIR B466 KC.
FLIGHT
PHASE
DES TO
FL 180
CRZ FL 180
DES TO
FL 140
CRZ FL 140
CRZ FL 100
SPEED
MMO/VMO
VMO
VMO
VMO
VMO
TIME
7 Minutes
30 Minutes
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4.1.7
Decompression Doha - Pakistan/North India (Route 2)
Procedure version
QTR9 / 11-Aug-2006
Critical Sector:
KAREM via G325 to PS
HPNR 1 = 16 NM before KAREM
DECOMPRESSION BEFORE HPNR 1

PROCEDURE Proceed / Return to (KHI/OPKC) via G325 PG G210 DOSTI M638 KC.
FLIGHT
PHASE
DES TO
FL 180
CRZ FL 180
DES TO
FL 140
CRZ FL 140
CRZ FL 100
SPEED
MMO/VMO
VMO
VMO
VMO
VMO
TIME
7 Minutes
30 Minutes
DECOMPRESSION PASSING HPNR 1

PROCEDURE Option1 :
Proceed to (ISB/OPRN) via G325 HANGU J139 RN.
Option 2 :
Proceed to (PEW/OPS) via G325 PS.
FLIGHT
PHASE
DES TO
FL 180
CRZ FL 180
DES TO
FL 140
CRZ FL 140
CRZ FL 100
SPEED
MMO/VMO
VMO
VMO
VMO
VMO
TIME
7 Minutes
30 Minutes
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4.1.8
Decompression North India/Pakistan - Doha (Route1)
Procedure version
QTR10 / 11-Aug-2006.
Critical Sector:
ROVER via G425 ZDN A453 to MOBAD
DDPNR = 52 NM passing SOKIR

ZDN = Zahedan VOR
DECOMPRESSION BEFORE DDPNR

PROCEDURE Option 1 : Return to (DEL/VIDP) via G452 DPN.
Option 2 : Return to (KHI/OPKC) via G452 ROVER J115 KC.
Option 3 : Return to (KHI/OPKC) via G452 GASIR B466 KC.
FLIGHT
PHASE
DES TO
FL 180
CRZ FL 180
DES TO
FL 140
CRZ FL 140
CRZ FL 100
SPEED
MMO/VMO
VMO
VMO
VMO
VMO
TIME
7 Minutes
30 Minutes
DECOMPRESSION BETWEEN DDPNR and ZDN

PROCEDURE Option 1 : Proceed to (ZAH/OIZH) via G452 ZDN.
Option 2 : Proceed to (KHI/OPKC) via G452 ZDN G208 PG G210 KC.
FLIGHT
PHASE
DES TO
FL 180
SPEED
MMO/VMO
TIME
CRZ FL 180
DES TO
FL 140
VMO
VMO
7 Minutes
CRZ FL 140
CRZ FL 100
VMO
VMO
30 Minutes
DECOMPRESSION PASSING ZDN

PROCEDURE Proceed to (DOH/OTBD) via A453 BND A419 SHJ A415 DOH.
FLIGHT
PHASE
DES TO
FL 180
CRZ FL 180
DES TO
FL 140
CRZ FL 140
CRZ FL 100
SPEED
MMO/VMO
VMO
VMO
VMO
VMO
TIME
7 Minutes
30 Minutes
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4.1.9
Decompression North India / Pakistan - Doha (Route 2)
Procedure version
QTR10 / 11-Aug-2006
Critical Sector:
PS via G325 to KAREM
PNRI = 92 NM Passing ZB
DECOMPRESSION BEFORE PNRI

PROCEDURE Option 1 : Return to (PEW/OPPS) via G325 PS.
Option 2 : Return to (ISB/OPRN) via G325 HANGU J139 RN.
FLIGHT
PHASE
DES TO
FL 180
CRZ FL 180
DES TO
FL 140
CRZ FL 140
CRZ FL 100
SPEED
MMO/VMO
VMO
VMO
VMO
VMO
TIME
7 Minutes
30 Minutes
DECOMPRESSION PASSING PNRI

PROCEDURE Proceed to (KHI/OPKC) via G325 PG P318S DOSTI M638 KC.
FLIGHT
PHASE
DES TO
FL 180
CRZ FL 180
DES TO
FL 140
CRZ FL 140
CRZ FL 100
SPEED
MMO/VMO
VMO
VMO
VMO
VMO
TIME
7 Minutes
30 Minutes
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4.1.10 Decompression Doha Northern Europe (Route 1 )

Procedure version
QTR1/24-Oct-2008
Critical Sector:
KATAG R659 SYZ T207 SAV R654 ZAJ UR654 MAGRI UN77
ADANO UN82 LAPTO R807/A234 MARAT
TPNR 5 = 61 NM passing OBTUX

OPNR 2 = 11 NM before MAGRI
OPNR 3 = 3 NM passing ASELI
Remarks
TBS/UGTB airport is not recommended for B777 aircraft
DECOMPRESSION BEFORE TPNR 5

PROCEDURE Option 1: Return to (DOH/OTBD) via T207 SYZ R659 DOH.
Option 2: Proceed / Return to (SYZ/OISS) via T207 SYZ.
FLIGHT
PHASE
DES TO
FL180
CRZ - FL180
DES TO
FL140
SPEED
MMO/VMO
VMO
VMO
TIME
7 Minutes
CRZ - FL140 CRZ - FL100

VMO
VMO
30 Minutes
DECOMPRESSION BETWEEN TPNR 5 and OPNR 2

PROCEDURE Proceed / Return to (IKA/OIIE) via UR654 ZAJ R654 SAV DCT IKA.
FLIGHT
PHASE
DES TO
FL180
SPEED
MMO/VMO
TIME
CRZ - FL180
DES TO
FL140
VMO
VMO
7 Minutes

VMO
VMO
30 Minutes
DECOMPRESSION BETWEEN OPNR 2 and OPNR 3

PROCEDURE Option 1: Proceed / Return to (EVN/UDYZ) via UN82 (Note) ADILA R654
SVN DCT ZVR.
Option 2: Proceed / Return to (TBS/UGTB) via UN82 (Note) BEDNI DCT
TBS.
Option 3: Proceed / Return to (GYD/UBBB) via UN82 (Note) GIDLA B140
DEDIN UM747 LUSAL B111 SAGIL STAR.
FLIGHT
PHASE
DES TO
FL180
SPEED
MMO/VMO
TIME
Note:
CRZ - FL180
DES TO
FL140
VMO
VMO
7 Minutes

VMO
VMO
30 Minutes
UN82 is uni - directional from BEDNI to VETLA
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DECOMPRESSION PASSING OPNR 3

PROCEDURE Option 1:
Proceed to (MRV/URMM) via UN82 LAPTO R807/A234 MARAT R806
MW, or
Option 2:
Proceed to (KRR/URKK) via UN82 LAPTO R807/A234 MARAT R806
PELIR B947 TESMI B948 NZ B145 XT STAR, or
Option 3:
Proceed to (SIP/UKFF) via UN82 LAPTO R807/A234 MARAT R806 PELIR
B947 TESMI B948 NZ B948 KUTON B549 LIMAS A277 BETEG B491
GORNU W551 TOLBA SMF, or
Option 4:
Proceed to (DME/UUDD) via R807 BADKO B494 ALEGI R11 US R118 FE
DCT QO STAR, or
Via A234 KOLBA R11 US R118 FE DCT QO STAR
FLIGHT
PHASE
DES TO
FL180
CRZ FL180
DES TO
FL140
CRZ FL140
CRZ FL100
SPEED
MMO/VMO
VMO
VMO
VMO
VMO
TIME
7 Minutes
30 Minutes
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4.1.11 Decompression Doha Northern Europe (Route 2)
Procedure version
QTR 1 / 30-Nov-2007
Critical Sector:
KATAG R659 SYZ T207 ULDUS
TPNR 5 = 61 NM after OBTUX

GOPDA = RNAV Waypoint

FLIGHT
PHASE
DES TO
FL 180
CRZ FL 180
DES TO
FL 140
CRZ FL 140
CRZ FL 100
SPEED
MMO/VMO
VMO
VMO
VMO
VMO
TIME
7 Minutes
30 Minutes
DECOMPRESSION BETWEEN TPNR 5 and GOPDA

PROCEDURE Proceed/Return to (IKA/OIIE) via T207 SAV STAR.
FLIGHT
PHASE
DES TO
FL 180
CRZ FL 180
DES TO
FL 140
CRZ FL 140
CRZ FL 100
SPEED
MMO/VMO
VMO
VMO
VMO
VMO
TIME
7 Minutes
30 Minutes
DECOMPRESSION AFTER GOPDA

PROCEDURE Option 1: Proceed to (MRV/URMM) via UN39 MEKAN R120 OLMAT B450
KZ B494 POGUL R804 TP STAR.
Option 2: Proceed to (GYD/UBBB) via T207 ULDUS UN39 GYD
FLIGHT
PHASE
DES TO
FL 180
CRZ FL 180
DES TO
FL 140
CRZ FL 140
CRZ FL 100
SPEED
MMO/VMO
VMO
VMO
VMO
VMO
TIME
7 Minutes
30 Minutes
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4.1.12 Decompression Northern Europe - Doha (Route 1)
Procedure version
QTR2 / 24-Oct-2008
Critical Sector:
SOROL R11/A233 GUSLI UM54 ADILA UN82 ADANO UN77

MAGRI UR654 ZAJ R654 SAV T207 SYZ R659 KATAG
IPNR 1 = 6 NM passing GUSLI.

IPNR 2 = 25 NM passing MAGRI.
TPNR 5 = 61 NM before OBTUX
Remarks
TBS/UGTB airport is not recommended for B777 aircraft
DECOMPRESSION BEFORE IPNR 1

PROCEDURE
Option 1:
Return to (MRV/URMM) DCT MW, or
Option 2:
Return to (KRR/URKK) via R11/A233(Note) MINPU R806 PELIR B947
TESMI B948 NZ STAR, or
Option 3:
Return to (SIP/UKFF) via R11/A233(Note) MINPU R806 PELIR B947
TESMI B948 SM B491 GORNU W551 SMF,
Option 4:
Return to (DME/UUDD) via R11/A233(Note) SOROL R11 US R118 FE
DCT QO STAR.
PHASE
DES TO FL
180
CRZ - FL
180
DES TO FL
140
CRZ - FL
140
CRZ - FL
100
SPEED
MMO/VMO
VMO
VMO
VMO
VMO
TIME
Note:
7 Minutes
30 Minutes
R11 is uni-directional from MINPU to GUSLI
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DECOMPRESSION BETWEEN IPNR 1 and IPNR 2

PROCEDURE Option 1:
Proceed / Return (EVN/UDYZ) via UM54 (Note) SVN DCT ZVR, or
Option 2:
Proceed / Return to (TBS/UGTB) via UM54 (Note) LAGAS UN61 TBS.
Option 3:
Proceed / Return to (GYD/UBBB) via UM54 (Note) LAGAS UM747 LUSAL
B111 SAGIL START.
FLIGHT
PHASE
DES TO
FL180
CRZ FL 180
DES TO
FL 140
CRZ FL 140
CRZ FL 100
SPEED
MMO/VMO
VMO
VMO
VMO
VMO
TIME
Note:
7 Minutes
30 Minutes
UM54 is unidirectional from GUSLI to SVN
DECOMPRESSION BETWEEN IPNR 2 and TPNR 5

PROCEDURE Proceed / Return to (IKA/OIIE) via R654 SAV DCT IKA.
FLIGHT
PHASE
DES TO
FL180
SPEED
MMO/VMO
TIME
CRZ FL 180
DES TO
FL 140
VMO
VMO
7 Minutes
CRZ FL 140
CRZ FL 100
VMO
VMO
30 Minutes
DECOMPRESSION PASSING TPNR 5

PROCEDURE Option 1:
Proceed to (DOH/OTBD) via T207 SYZ R659 DOH, or
Option 2:
Proceed / Return to (SYZ/OISS) via T207 SYZ.
FLIGHT
PHASE
DES TO
FL 180
CRZ FL 180
DES TO
FL 140
CRZ FL 140
CRZ FL 100
SPEED
MMO/VMO
VMO
VMO
VMO
VMO
TIME
7 Minutes
30 Minutes
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4.1.12.1 Decompression Northern Europe - Doha (Route 1)

(Temporary avoidance route during anti-hail guns activity).
Procedure version
Critical Sector:
KW 4A42E[4340.0N 04230.0E] 4A43E[4259.7N 04314.9E]

GUSLI UM54 ADILA UN82 ADANO UN77 MAGRI UR654 ZAJ
R654 SAV T207 SYZ R659 KATAG.
IPNR 1 replaced by PNR 1T = 23 NM passing 4A42E

[4340.0N 4230.0E].
IPNR 2 = 25 NM passing MAGRI.
TPNR 5= 61 NM before OBTUX.
Remark
PNR 1T is not defined in the FMS database
DECOMPRESSION BEFORE PNR 1T

PROCEDURE
Option 1:
Return to (MRV/URMM) via 4A42E[4340.0N 04230.0E] KW STAR,
Option 2:
Return to (KRR/URKK) via 4A42E[4340.0N 04230.0E] KW MINPU R806
PELIR B947 TESMI B948 NZ STAR, or
Option 3:
Return to (SIP/UKFF) via 4A42E[4340.0N 04230.0E] KW MINPU R806
PELIR B947 TESMI B948 SM B491 GORNU W551 SMF,
Option 4:
Return to (DME/UUDD) via 4A42E[4340.0N 04230.0E] KW MINPU R11
US R118 FE DCT QO STAR.
PHASE
DES TO FL
180
CRZ - FL
180
DES TO FL
140
CRZ - FL
140
CRZ - FL
100
SPEED
MMO/VMO
VMO
VMO
VMO
VMO
TIME
Note:
7 Minutes
30 Minutes
The rest of the procedure remains unchanged.
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4.1.13 Decompression Northern Europe - Doha (Route 2)
Procedure version
QTR 2 / 30-Nov-2007
Critical Sector:
ULDUS T207 SYZ R659 KATAG
TUKLO = RNAV Waypoint

TPNR 5 = 61 NM before OBTUX
DECOMPRESSION BEFORE TUKLO

PROCEDURE Option 1: Return to (MRV/URMM) via B450 KZ B494 POGUL R804 TP
STAR.
Option 2: Return to (GYD/UBBB) via T207 ULDUS UN39 GYD
FLIGHT
PHASE
DES TO
FL 180
CRZ FL 180
DES TO
FL 140
CRZ FL 140
CRZ FL 100
SPEED
MMO/VMO
VMO
VMO
VMO
VMO
TIME
7 Minutes
30 Minutes
DECOMPRESSION BETWEEN TUKLO and TPNR 5

PROCEDURE Proceed/Return to (IKA/OIIE) via T207 SAV STAR.
FLIGHT
PHASE
DES TO
FL 180
SPEED
MMO/VMO
TIME
CRZ FL 180
DES TO
FL 140
VMO
VMO
7 Minutes
CRZ FL 140
CRZ FL 100
VMO
VMO
30 Minutes
DECOMPRESSION AFTER TPNR 5

PROCEDURE Option 1: Proceed to (DOH/OTBD) via T207 SYZ R659 DOH.
Option 2: Proceed to (SYZ/OISS) via T207 SYZ.
FLIGHT
PHASE
DES TO
FL 180
CRZ FL 180
DES TO
FL 140
CRZ FL 140
CRZ FL 100
SPEED
MMO/VMO
VMO
VMO
VMO
VMO
TIME
7 Minutes
30 Minutes
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4.1.14 Decompression Doha Europe (Route 1) via Iran
Procedure version
QTR 3 / 05-Oct-2007
Critical Sector:
KATAG R659 SYZ W3 MESVI UL223 UMH UL124 VAN UL851

ERZ UW704 SONAD.
EPNR 1 = 32 NM Passing MESVI

EPNR 2 = 86 NM Passing KRD
EPNR 3 = 37 NM Passing BONAM
DECOMPRESSION BEFORE EPNR 1

PROCEDURE Return to (DOH/OTBD) via UL223 MESVI W3 SYZ R659 DOH.
FLIGHT
PHASE
DES TO
FL 180
CRZ FL 180
DES TO
FL 140
CRZ FL 140
CRZ FL 100
SPEED
MMO/VMO
VMO
VMO
VMO
VMO
TIME
7 Minutes
30 Minutes
DECOMPRESSION BETWEEN EPNR 1 and EPNR 2

PROCEDURE Proceed/Return to (IKA/OIIE) via UL223 KRD G202 NOTSA W7 SAV DCT
IKA.
FLIGHT
PHASE
DES TO
FL 180
SPEED
MMO/VMO
TIME
CRZ FL 180
DES TO
FL 140
VMO
VMO
7 Minutes
CRZ FL 140
CRZ FL 100
VMO
VMO
30 Minutes

PROCEDURE Proceed / Return to (TBZ/OITT) via UL223 / UL124 UMH A422 TBZ.
FLIGHT
PHASE
DES TO
FL 180
CRZ FL 180
DES TO
FL 140
CRZ FL 140
CRZ FL 100
SPEED
MMO/VMO
VMO
VMO
VMO
VMO
TIME
7 Minutes
30 Minutes
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DECOMPRESSION PASSING EPNR 3

PROCEDURE Proceed to (ESB/LTAC) via UG81 VAN UL851 ERZ UW704 CRM UW71
BUK.
FLIGHT
PHASE
DES TO
FL 180
CRZ FL 180
DES TO
FL 140
CRZ FL 140
CRZ FL 100
SPEED
MMO/VMO
VMO
VMO
VMO
VMO
TIME
7 Minutes
30 Minutes
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Procedure version
QTR 3 / 05-Oct-2007
Critical Sector:
KATAG R659 W3 UL223 UL124 UG81 UL852 SEHER
EPNR 1 = 32 NM passing MESVI.

EPNR 2 = 86 NM passing KRD
EPNR 4 = 39 NM passing VAN

FLIGHT
PHASE
DES TO
FL 180
CRZ FL 180
DES TO
FL 140
CRZ FL 140
CRZ FL 100
SPEED
MMO/VMO
VMO
VMO
VMO
VMO
TIME
7 Minutes
30 Minutes

PROCEDURE Proceed/Return to (IKA/OIIE) via UL223 KRD G202 NOTSA W7
SAV DCT IKA.
FLIGHT
PHASE
DES TO
FL 180
CRZ FL 180
DES TO
FL 140
CRZ FL 140
CRZ FL 100
SPEED
MMO/VMO
VMO
VMO
VMO
VMO
TIME
7 Minutes
30 Minutes

PROCEDURE Proceed / Return to (TBZ/OITT) via UL223/UL852(*) VAN UG81(*)
BONAM UL124 UMH A422 TBZ.
FLIGHT
PHASE
DES TO
FL 180
CRZ FL 180
DES TO
FL 140
CRZ FL 140
CRZ FL 100
SPEED
MMO/VMO
VMO
VMO
VMO
VMO
TIME
7 Minutes
30 Minutes
(*) UL852 and UG81 are unidirectional airways.
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PROCEDURE Proceed to (ESB/LTAC) via UL852 CRM UW71 BUK.
FLIGHT
PHASE
DES TO
FL 180
CRZ FL 180
DES TO
FL 140
CRZ FL 140
CRZ FL 100
SPEED
MMO/VMO
VMO
VMO
VMO
VMO
TIME
7 Minutes
30 Minutes
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26

Procedure version
QTR 3 / 05-Oct-2007
Critical Sector:
LAGSA R659 SYZ T207 SAV R654 ZAJ UL125 TBZ R660 ERZ
UL851 TBN
TPNR 1 = 48 NM passing OBTUX.

PNR 2 = 20 NM passing ZAJ
PNR 3 = 50 NM passing DASIS
Remark
Via the temporary route T207.
Wind effect (head/tail) has been included in this procedure.

PROCEDURE Option 1 :
Proceed / Return to (SYZ/OISS) via R659 / T207 SYZ.
Option 2 :
Return to (DOH/OTBD) via R659 DOH.
FLIGHT
PHASE
DES TO
FL 180
CRZ FL 180
DES TO
FL 140
CRZ FL 140
CRZ FL 100
SPEED
MMO/VMO
VMO
VMO
VMO
VMO
TIME
7 Minutes
30 Minutes
DECOMPRESSION BETWEEN TPNR 1 and PNR 2

Proceed / Return to (IFN/OIFM) via T207 DISEL T208 ISN.
Option 2 :
Proceed / Return to (IKA/OIIE) via T207 / R654 SAV.
FLIGHT
PHASE
DES TO
FL 180
CRZ FL 180
DES TO
FL 140
CRZ FL 140
CRZ FL 100
SPEED
MMO/VMO
VMO
VMO
VMO
VMO
TIME
7 Minutes
30 Minutes
REV 08P
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27

DECOMPRESSION BETWEEN PNR 2 and PNR 3

Proceed / Return to (TBZ/OITT) via R661 / R660 TBZ.
Option 2 :
Proceed / Return to (OITR) via R661 / R660 TBZ A422 UMH.
FLIGHT
PHASE
DES TO
FL 180
CRZ FL 180
DES TO
FL 140
CRZ FL 140
CRZ FL 100
SPEED
MMO/VMO
VMO
VMO
VMO
VMO
TIME
7 Minutes
30 Minutes
DECOMPRESSION PASSING PNR 3

Proceed to to (SZF/LTFH) via R660 ERZ L851 TBN W71 CRM.
Option 2 :
Proceed / Return to (KSY/LTCF) via R660 / L851 ERZ W27 KAR.
FLIGHT
PHASE
DES TO
FL 180
CRZ FL 180
DES TO
FL 140
CRZ FL 140
CRZ FL 100
SPEED
MMO/VMO
VMO
VMO
VMO
VMO
TIME
7 Minutes
30 Minutes
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Procedure version
Critical Sector:
MIDSI T202 DASDO UL223 UMH UL124 VAN UL852 CRM.
EPNR 1 = 32 NM passing MESVI.

EPNR 2 = 86 NM passing KRD
EPNR 4 = 39 NM passing VAN
Remark

PROCEDURE Return to (DOH/OTBD) via UL223 MESVI UL223 DASDO T202 MIDSI
R659 DOH.
FLIGHT
PHASE
DES TO
FL 180
CRZ FL 180
DES TO
FL 140
CRZ FL 140
CRZ FL 100
SPEED
MMO/VMO
VMO
VMO
VMO
VMO
TIME
7 Minutes
30 Minutes

SAV DCT IKA.
FLIGHT
PHASE
DES TO
FL 180
CRZ FL 180
DES TO
FL 140
CRZ FL 140
CRZ FL 100
SPEED
MMO/VMO
VMO
VMO
VMO
VMO
TIME
7 Minutes
30 Minutes

PROCEDURE Proceed / Return to (TBZ/OITT) via UL223/UL852(*) VAN UG81(*)
BONAM UL124 UMH A422 TBZ.
FLIGHT
PHASE
DES TO
FL 180
CRZ FL 180
DES TO
FL 140
CRZ FL 140
CRZ FL 100
SPEED
MMO/VMO
VMO
VMO
VMO
VMO
TIME
7 Minutes
30 Minutes
(*) UL852 and UG81 are unidirectional airways.

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PROCEDURE Proceed to (ESB/LTAC) via UL852 CRM UW71 BUK.
FLIGHT
PHASE
DES TO
FL 180
CRZ FL 180
DES TO
FL 140
CRZ FL 140
CRZ FL 100
SPEED
MMO/VMO
VMO
VMO
VMO
VMO
TIME
7 Minutes
30 Minutes
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30

4.1.18 Decompression Doha - Europe (Route 5)

Jeppesen Chart / Date: -
Min Required Oxygen : 13 min
ATH, TXL, TLS, CMN, FRA, GVA, IST, LGW, LHR, MAD, MAN,
Applicable to Sector(s)
MXP, DME, MUC, JFK, CDG, FCO, ARN, VIE, IAD, IAH, ZRH
Critical Sector:
MIDSI T202 DASDO UL223 UMH UL124 VAN UG81 EZS UG8
GEM
EPNR1 = 32 NM passing MESVI

EPNR2 = 86 NM passing KRD
VAN = Waypoint (VOR)
Remark
Wind effect (head / tail) has been included in this procedure.
DECOMPRESSION BEFORE EPNR1

PROCEDURE Return to (DOH/OTBD) via UL223 DASDO T202 MIDSI R659 DOH.
FLIGHT
PHASE
DES TO
FL 180
SPEED
MMO/VMO
TIME
CRZ FL 180
DES TO
FL 140
VMO
VMO
7 Minutes
CRZ FL 140
DES FL 100
VMO
VMO
30 Minutes
DECOMPRESSION BETWEEN EPNR1 AND EPNR2

Option 1: Proceed / Return to (IKA/OIIE) via UL223 KRD G202 NOTSA
W7 SAV STAR.
PROCEDURE
Option 2: Proceed / Return to (KWI/OKBK) via UL223 ALTAX G667 MIS
W31 MAH B417 KUA.
FLIGHT
PHASE
DES TO
FL 180
SPEED
MMO/VMO
TIME
CRZ FL 180
DES TO
FL 140
VMO
VMO
7 Minutes
CRZ FL 140
DES FL 100
VMO
VMO
30 Minutes
REV 08P
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31

DECOMPRESSION BETWEEN EPNR2 AND VAN

PROCEDURE Option 1: Proceed / Return to (TBZ/OITT) via UL223 / UL124 (*) UMH
A422 TBZ.
Option 2: Proceed / Return to (OITR) (**) via UL223 / UL124 (*) UMH.
FLIGHT
PHASE
DES TO
FL 180
CRZ FL 180
DES TO
FL 140
CRZ FL 140
DES FL 100
SPEED
MMO/VMO
VMO
VMO
VMO
VMO
TIME
7 Minutes
30 Minutes
(*) UL124 is unidirectional between BONAM and VAN.

(**) Check OM Part C and NOTAMs for operating hours.
DECOMPRESSION PASSING VAN

PROCEDURE Option 1: Proceed to (IST/LTBA) via UG81 EZS UG8 BAG UL614 YAA
STAR.
Option 2: Proceed to (ESB/LTAC) via UG81 EZS UG8 KUBER STAR.
FLIGHT
PHASE
DES TO
FL 180
CRZ FL 180
DES TO
FL 140
CRZ FL 140
DES FL 100
SPEED
MMO/VMO
VMO
VMO
VMO
VMO
TIME
7 Minutes
30 Minutes
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4.1.19 Decompression Doha - Europe (Route 6)

Critical Sector:
KATAG R659 SYZ W3 MESVI UL223 UMH UL124 VAN UL851

ERZ UL851 TBN
EPNR1 = 32 NM passing MESVI

EPNR2 = 86 NM passing KRD
VAN = Waypoint (VOR)
Remark
DECOMPRESSION BEFORE EPNR1

FLIGHT
PHASE
DES TO
FL 180
SPEED
MMO/VMO
TIME
CRZ FL 180
DES TO
FL 140
VMO
VMO
7 Minutes
CRZ FL 140
DES FL 100
VMO
VMO
30 Minutes
DECOMPRESSION BETWEEN EPNR1 AND EPNR2

Option 1: Proceed/Return to (IKA/OIIE) via UL223 KRD G202 NOTSA W7
SAV STAR.
PROCEDURE
Option 2: Proceed/Return to (KWI/OKBK) via UL223 ALTAX G667 MIS
W31 MAH B417 KUA.
FLIGHT
PHASE
DES TO
FL 180
SPEED
MMO/VMO
TIME
CRZ FL 180
DES TO
FL 140
VMO
VMO
7 Minutes
CRZ FL 140
DES FL 100
VMO
VMO
30 Minutes
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DECOMPRESSION BETWEEN EPNR2 AND VAN

PROCEDURE Option 1: Proceed / Return to (TBZ/OITT) via UL223 / UL124 (*) UMH
A422 TBZ.
Option 2: Proceed / Return to (OITR) (**) via UL223 / UL124 (*) UMH.
FLIGHT
PHASE
DES TO
FL 180
CRZ FL 180
DES TO
FL 140
CRZ FL 140
DES FL 100
SPEED
MMO/VMO
VMO
VMO
VMO
VMO
TIME
7 Minutes
30 Minutes
(*) UL124 is unidirectional between BONAM and VAN.

(**) Check OM Part C and NOTAMs for operating hours.
DECOMPRESSION PASSING VAN

PROCEDURE Option 1: Proceed to (TZX/LTCG) via UL851 TBN.
Option 2: Proceed to (SZF/LTFH) via UL851 TBN W71 CRM.
FLIGHT
PHASE
DES TO
FL 180
CRZ FL 180
DES TO
FL 140
CRZ FL 140
DES FL 100
SPEED
MMO/VMO
VMO
VMO
VMO
VMO
TIME
7 Minutes
30 Minutes
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4.1.20 Decompression Europe Doha (Route1) via Iran

Procedure version
QTR 4 / 05-Oct-2007
Critical Sector:
CRM UT34 RENGI UT36 DERIL G208 UMH UL223 MESVI W3

SYZ R659 KATAG
DPNR 1 = 32 NM passing RENGI

EPNR 2 = 86 NM before KRD
DPNR 3 = 10 NM passing MESVI
DECOMPRESSION BEFORE DPNR 1

PROCEDURE Option 1: Proceed/Return to (ADA/LTAF) via RENGI DCT TAMER UW73
DYB UW716 GAZ UW74 ADA.(Note1)
Option 2: Return to (ESB/LTAC) via UT34 (Note2) CRM UW71 BUK.
FLIGHT
PHASE
DES TO
FL 180
SPEED
MMO/VMO
TIME
CRZ FL 180
DES TO
FL 140
VMO
VMO
7 Minutes
CRZ FL 140
CRZ FL 100
VMO
VMO
30 Minutes
Note 1: Check the suitability of (LTCS) and (LTAJ) during the route.
Note 2: UT34 is a unidirectional airway.
DECOMPRESSION BETWEEN DPNR 1 and EPNR 2

PROCEDURE Proceed / Return to (TBZ/OITT) via UT36 ALRAM G208 / UL223 UMH
A422 TBZ.
FLIGHT
PHASE
DES TO
FL 180
CRZ FL 180
DES TO
FL 140
CRZ FL 140
CRZ FL 100
SPEED
MMO/VMO
VMO
VMO
VMO
VMO
TIME
7 Minutes
30 Minutes
REV 08P
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CHAPTER
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35

DECOMPRESSION BETWEEN EPNR 2 and DPNR 3

SAV DCT IKA.
FLIGHT
PHASE
DES TO
FL 180
SPEED
MMO/VMO
TIME
CRZ FL 180
DES TO
FL 140
VMO
VMO
7 Minutes
CRZ FL 140
CRZ FL 100
VMO
VMO
30 Minutes
DECOMPRESSION PASSING DPNR 3

PROCEDURE Proceed to (DOH/OTBD) via W3 SYZ R659 DOH.
FLIGHT
PHASE
DES TO
FL 180
SPEED
MMO/VMO
TIME
CRZ FL 180
DES TO
FL 140
VMO
VMO
7 Minutes
CRZ FL 140
CRZ FL 100
VMO
VMO
30 Minutes
REV 08P
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4.1.21 Decompression Europe - Doha (Route2) via Turkey
Procedure version
QTR 4 / 05-Oct-2007
Critical Sector:
HAKAN UP975 EZS UT36 ULKEM
SIV = VOR Navaid
DECOMPRESSION BEFORE SIV

Proceed to (LTFH/SZF) via UP975 SIV UW72 CRM.
Option 2 :
Proceed/Return to (LTFH/SZF) via UP975(*) ERGUN UW71 CRM
Option 3 :
Proceed/Return to (ESB/LTAC) via UP975(*) ERGUN UW71 BUK
FLIGHT
PHASE
DES TO
FL 180
CRZ FL 180
DES TO
FL 140
CRZ FL 140
CRZ FL 100
SPEED
MMO/VMO
VMO
VMO
VMO
VMO
TIME
7 Minutes
30 Minutes
(*) UP975 is unidirectional airway.
DECOMPRESSION PASSING SIV

PROCEDURE Proceed / Return to (ADA/LTAF) via RENGI DCT TAMER UN73 DYB
UW716 GAZ UW74 ADA.
FLIGHT
PHASE
DES TO
FL 180
CRZ FL 180
DES TO
FL 140
CRZ FL 140
CRZ FL 100
SPEED
MMO/VMO
VMO
VMO
VMO
VMO
TIME
7 Minutes
30 Minutes
REV 08P
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4.1.22 Decompression Europe - Doha (Route3) via Turkey
Procedure version
QTR 4 / 05-Oct-2007
Critical Sector:
TBN UP146 GAGDI UR654 SAV T207 SYZ R659 LAGSA
DPNR 5 = 50NM passing TBN

ZAJ = ZANJAN VOR
TPNR1 = 48NM before OBTUX.
Remark
Wind effect (head/tail) has been included in this procedure.

PROCEDURE Return to (TZX/LTCG) via UP146 (*) TBN.
FLIGHT
PHASE
DES TO
FL 180
CRZ FL 180
DES TO
FL 140
CRZ FL 140
CRZ FL 100
SPEED
MMO/VMO
VMO
VMO
VMO
VMO
TIME
Note:
7 Minutes
30 Minutes
UP 146 is unidirectional from TBN to ARI.
DECOMPRESSION BETWEEN DPNR 5 and ZAJ

PROCEDURE Option 1:
Proceed/Return to (NAJ/UBBN) via UP146 / UR654 GAGDI UP146 SIBVU
R661 DULAV STAR.
Option 2:
Proceed to (TBZ/OITT) via UP146 ARI UT30 DASIS R660 TBZ.
Option 3:
Return to (TBZ/OITT) via UR654 BUDED DCT RAKED STAR.
FLIGHT
PHASE
DES TO
FL 180
SPEED
MMO/VMO
TIME
CRZ FL 180
DES TO
FL 140
VMO
VMO
7 Minutes
CRZ FL 140
CRZ FL 100
VMO
VMO
30 Minutes
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DECOMPRESSION BETWEEN ZAJ and TPNR1

PROCEDURE Option1:
Proceed / Return to (IKA/OIIE) via R654 / T207 SAV STAR.
Option2:
Return to (IFN/OIFM) via T207 DISEL T208 ISN.
FLIGHT
PHASE
DES TO
FL 180
CRZ FL 180
DES TO
FL 140
CRZ FL 140
CRZ FL 100
SPEED
MMO/VMO
VMO
VMO
VMO
VMO
TIME
7 Minutes
30 Minutes

PROCEDURE Option1:
Proceed to (SYZ/OISS) via R654 / T207 SYZ.
Option 2:
Proceed to (DOH/OTBD) via R659 DOH.
FLIGHT
PHASE
DES TO
FL 180
CRZ FL 180
DES TO
FL 140
CRZ FL 140
CRZ FL 100
SPEED
MMO/VMO
VMO
VMO
VMO
VMO
TIME
7 Minutes
30 Minutes
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4.1.23 Decompression Europe Doha (Route4) via Iran

Procedure version
Critical Sector:
CRM UT34 RENGI UT36 DERIL G208 UMH UL223 DASDO

T202 MIDSI
DPNR 1 = 32 NM passing RENGI

EPNR 2 = 86 NM before KRD
DPNR 3 = 10 NM passing MESVI
Remark

PROCEDURE Option 1: Proceed/Return to (ADA/LTAF) via RENGI DCT TAMER UW73
DYB UW716 GAZ UW74 ADA.(Note1)
Option 2: Return to (ESB/LTAC) via UT34 (Note2) CRM UW71 BUK.
FLIGHT
PHASE
DES TO
FL 180
SPEED
MMO/VMO
TIME
CRZ FL 180
DES TO
FL 140
VMO
VMO
7 Minutes
CRZ FL 140
CRZ FL 100
VMO
VMO
30 Minutes
Note 1: Check the suitability of (LTCS) and (LTAJ) during the route.
Note 2: UT34 is a unidirectional airway.
DECOMPRESSION BETWEEN DPNR 1 and EPNR 2
PROCEDURE Proceed / Return to (TBZ/OITT) via UT36 ALRAM G208 / UL223 UMH
A422 TBZ.
FLIGHT
PHASE
DES TO
FL 180
CRZ FL 180
DES TO
FL 140
CRZ FL 140
CRZ FL 100
SPEED
MMO/VMO
VMO
VMO
VMO
VMO
TIME
7 Minutes
30 Minutes
DECOMPRESSION BETWEEN EPNR 2 and DPNR 3

SAV DCT IKA.
FLIGHT
PHASE
DES TO
FL 180
SPEED
MMO/VMO
TIME
CRZ FL 180
DES TO
FL 140
VMO
VMO
7 Minutes
CRZ FL 140
CRZ FL 100
VMO
VMO
30 Minutes
REV 08P
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40

DECOMPRESSION PASSING DPNR 3

PROCEDURE Proceed to (DOH/OTBD) via UL 223 DASDO T202 MIDSI R659 DOH.
FLIGHT
PHASE
DES TO
FL 180
CRZ FL 180
DES TO
FL 140
CRZ FL 140
CRZ FL 100
SPEED
MMO/VMO
VMO
VMO
VMO
VMO
TIME
7 Minutes
30 Minutes
REV 08P
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41

4.1.24 Decompression Europe Doha (Route5)

Critical Sector:
CRM UT34 SRT
EBEDI = Enroute Waypoint

PARUN = Enroute Waypoint
Remark
DECOMPRESSION BEFORE EBEDI

PROCEDURE Option 1: Return to (SZF/LTFH) via UT34(*) CRM.
Option 2: Return to (ESB/LTAC) via UT34(*) CRM UW71 BUK.
FLIGHT
PHASE
DES TO
FL 180
SPEED
MMO/VMO
TIME
(*)
CRZ FL 180
DES TO
FL 140
VMO
VMO
7 Minutes
CRZ FL 140
CRZ FL 100
VMO
VMO
30 Minutes
UT34 is unidirectional airway.
DECOMPRESSION BETWEEN EBEDI and PARUN

PROCEDURE Option 1 : (Proceed) / (Return) to (DAM/OSDI) via (UT34) / (R784 KABAN
UT37) SRT T333 LESRI UL573 KML W7 TAN G202 DAM.
Option 2 : (Proceed) / (Return) to (AMM/OJAI) via (UT34) / (R784 KABAN
UT37) SRT T333 LESRI UL573 KML W7 TAN A412 QAA.
Option 3 : (Proceed) / (Return) to (ADA / LTAF) via (UT34) / (R784
KABAN UT37) SRT UG8 TAMER UW73 DYB UW716 GAZ
UW74 ADA.
FLIGHT
PHASE
DES TO
FL 180
CRZ FL 180
DES TO
FL 140
CRZ FL 140
CRZ FL 100
SPEED
MMO/VMO
VMO
VMO
VMO
VMO
TIME
(*)
7 Minutes
30 Minutes
Check the suitability of (LTCS) and (LTAJ) during the route.
REV 08P
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42

DECOMPRESSION PASSING PARUN

PROCEDURE Option 1 : Proceed to (DOH/OTBD) via R784 NOLDO UP975 MEMBO
UN318 PATAN R659 DOH.
Option 2 : Proceed to (KWI//OKBK) via R784 NOLDO UP975 SIDAD
STAR.
FLIGHT
PHASE
DES TO
FL 180
SPEED
MMO/VMO
TIME
CRZ FL 180
DES TO
FL 140
VMO
VMO
7 Minutes
CRZ FL 140
CRZ FL 100
VMO
VMO
30 Minutes
REV 08P
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43

4.1.25 Decompression Doha - Tehran (Route 1)
Procedure version
QTR7 / 02-Nov-2007
Critical Sector:
KATAG R659 UP574 LARAB
TPNR = 11 NM Before ISN
DECOMPRESSION BEFORE TPNR

PROCEDURE Return to (DOH/OTBD) via UP574 SYZ R659 DOH.
FLIGHT
PHASE
DES TO
FL 180
CRZ FL 180
DES TO
FL 140
CRZ FL 140
CRZ FL 100
SPEED
MMO/VMO
VMO
VMO
VMO
VMO
TIME
7 Minutes
30 Minutes
DECOMPRESSION PASSING TPNR

PROCEDURE Proceed to (IKA/OIIE) via UP574 RABAM STAR.
FLIGHT
PHASE
DES TO
FL 180
SPEED
MMO/VMO
TIME
CRZ FL 180
DES TO
FL 140
VMO
VMO
7 Minutes
CRZ FL 140
CRZ FL 100
VMO
VMO
30 Minutes
REV 08P
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44

4.1.26 Decompression Doha Tehran (Route 2)
Procedure version
QTR7 / 02-Nov-2007
Critical Sector:
KATAG R659 SYZ T207 SAV
TPNR 5 = 61 NM Passing OBTUX
Remark
Via the temporary route T207
DECOMPRESSION BEFORE TPNR5

FLIGHT
PHASE
DES TO
FL 180
CRZ FL 180
DES TO
FL 140
CRZ FL 140
CRZ FL 100
SPEED
MMO/VMO
VMO
VMO
VMO
VMO
TIME
7 Minutes
30 Minutes

PROCEDURE Option 1: Proceed To (IKA/OIIE) via T207 SAV STAR.
Option 2: Proceed / Return to (ISN/OIFM) via T207 DISEL T208 ISN or via
T207 DCT ISN.
FLIGHT
PHASE
DES TO
FL 180
SPEED
MMO/VMO
TIME
CRZ FL 180
DES TO
FL 140
VMO
VMO
7 Minutes
CRZ FL 140
CRZ FL 100
VMO
VMO
30 Minutes
REV 08P
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45

4.1.27 Decompression Doha Tehran (Route 3)
Procedure version
QTR7 / 02-Nov-2007
Critical Sector:
KATAG R659 SYZ UP574 ISN T206 TRN
TPNR = 11 NM before ISN

TPNR 2 = 51 NM Passing DAPOG
Remark

PROCEDURE Option 1: Return to (DOH/OTBD) via UP574 SYZ R659 DOH.
Option 2: Proceed / Return to (SYZ/OISS) via R659 SYZ.
FLIGHT
PHASE
DES TO
FL 180
CRZ FL 180
DES TO
FL 140
CRZ FL 140
CRZ FL 100
SPEED
MMO/VMO
VMO
VMO
VMO
VMO
TIME
7 Minutes
30 Minutes
DECOMPRESSION Between TPNR and TPNR 2

PROCEDURE Proceed to (ISN/OIFM) via UP574 ISN.
FLIGHT
PHASE
DES TO
FL 180
CRZ FL 180
DES TO
FL 140
CRZ FL 140
CRZ FL 100
SPEED
MMO/VMO
VMO
VMO
VMO
VMO
TIME
7 Minutes
30 Minutes

PROCEDURE Proceed to (IKA/OIIE) via T206 BOXAM STAR.
FLIGHT
PHASE
DES TO
FL 180
CRZ FL 180
DES TO
FL 140
CRZ FL 140
CRZ FL 100
SPEED
MMO/VMO
VMO
VMO
VMO
VMO
TIME
7 Minutes
30 Minutes
REV 08P
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46

4.1.28 Decompression Tehran - Doha (Route 1)
Procedure version
QTR8 / 02-Nov-2007
Critical Sector:
LARAB UP574 R659 KATAG
TPNR = 11 NM Passing ISN

PROCEDURE Return to (IKA/OIIE) via UP574 RABAM STAR.
FLIGHT
PHASE
DES TO
FL 180
CRZ FL 180
DES TO
FL 140
CRZ FL 140
CRZ FL 100
SPEED
MMO/VMO
VMO
VMO
VMO
VMO
TIME
7 Minutes
30 Minutes
DECOMPRESSION PASSING TPNR

PROCEDURE Proceed to (DOH/OTBD) via UP574 SYZ R659 DOH.
FLIGHT
PHASE
DES TO
FL 180
SPEED
MMO/VMO
TIME
CRZ FL 180
DES TO
FL 140
VMO
VMO
7 Minutes
CRZ FL 140
CRZ FL 100
VMO
VMO
30 Minutes
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4.1.29 Decompression Tehran Doha (Route 2)
Procedure version
QTR8 / 02-Nov-2007
Critical Sector:
SAV T207 SYZ KATAG
TPNR 5 = 61NM before OBTUX
Remark

PROCEDURE Option 1: Return to (IKA/OIIE) via T207 SAV STAR.
Option 2: Return to (ISN/OIFM) via T207 TPNR5 EGLUL DCT ISN
FLIGHT
PHASE
DES TO
FL 180
CRZ FL 180
DES TO
FL 140
CRZ FL 140
CRZ FL 100
SPEED
MMO/VMO
VMO
VMO
VMO
VMO
TIME
7 Minutes
30 Minutes

PROCEDURE Option 1: Proceed to (DOH/OTBD) via T207 SYZ R659 DOH.
Option 2: Return to (ISN/OIFM) via T207 TPNR5 DCT ISN.
FLIGHT
PHASE
DES TO
FL 180
CRZ FL 180
DES TO
FL 140
CRZ FL 140
CRZ FL 100
SPEED
MMO/VMO
VMO
VMO
VMO
VMO
TIME
7 Minutes
30 Minutes
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4.1.30 Decompression Doha - Mashhad
Procedure version
QTR 7 / 02-Nov-2007
Critical Sector:
KATAG R659 SYZ G663 RAMIL
MPNR = 5 NM before NODLA
DECOMPRESSION BEFORE MPNR

PROCEDURE Option 1:
Proceed to (IFN/OIFM) via G663 NODLA G202 ISN.
Option 2:
Proceed / Return to (SYZ/OISS) via G663 SYZ.
Option 3:
Return to (DOH/OTBD) via G663 SYZ R659 DOH.
FLIGHT
PHASE
DES TO
FL 180
CRZ FL 180
DES TO
FL 140
CRZ FL 140
CRZ FL 100
SPEED
MMO/VMO
VMO
VMO
VMO
VMO
TIME
7 Minutes
30 Minutes
DECOMPRESSION PASSING MPNR

PROCEDURE Proceed to (MHD/OIMM) via G663 MSD.
FLIGHT
PHASE
DES TO
FL 180
SPEED
MMO/VMO
TIME
CRZ FL 180
DES TO
FL 140
VMO
VMO
7 Minutes
CRZ FL 140
CRZ FL 100
VMO
VMO
30 Minutes
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4.1.31 Decompression Mashhad - Doha
Procedure version
QTR 8 / 02-Nov-2007
Critical Sector:
RAMIL G663 SYZ R659 KATAG
MPNR = 5 NM Passing NODLA
DECOMPRESSION BEFORE MPNR

PROCEDURE Return to (MHD/OIMM) via G663 MSD.
FLIGHT
PHASE
DES TO
FL 180
CRZ FL 180
DES TO
FL 140
CRZ FL 140
CRZ FL 100
SPEED
MMO/VMO
VMO
VMO
VMO
VMO
TIME
7 Minutes
30 Minutes
DECOMPRESSION PASSING MPNR

PROCEDURE Option 1:
Proceed / Return to (IFN/OIFM) via G663 YZD R654 ISN.
Option 2:
Proceed / Return to (SYZ/OISS) via G663 SYZ.
Option 3:
Proceed to (DOH/OTBD) via G663 SYZ R659 DOH.
FLIGHT
PHASE
DES TO
FL 180
SPEED
MMO/VMO
TIME
CRZ FL 180
DES TO
FL 140
VMO
VMO
7 Minutes
CRZ FL 140
CRZ FL 100
VMO
VMO
30 Minutes
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4.1.32 Decompression Doha - North China via B215 (A330 and A340)
Procedure version
A330 : QTR 6 / 16 Feb 2007

A340 : QTR 14 / 16 Feb 2007
Critical Sector:
KAREM via G325, B215 to HMI
HPNR 1 =16 NM Before KAREM

HPNR 2 = 28 NM Passing GT
HPNR 3 = 98 NM Before URC
HPNR 4 = 60 NM Passing NUKTI

FLIGHT
PHASE
DES TO
FL250
CRZ FL 250
DES TO
FL 140
CRZ FL 140
CRZ FL 100
SPEED
MMO/VMO
VMO
VMO
VMO
VMO
TIME
16 Minutes
30 Minutes
DECOMPRESSION BETWEEN HPNR 1 and HPNR 2

PROCEDURE
Proceed / Return to (ISB/OPRN) via G325 HANGU J165 RN.
FLIGHT
PHASE
DES TO
FL 290
CRZ FL 290
DES TO
FL 250
CRZ FL 250
DES TO
FL 140
CRZ FL140
CRZ FL100
SPEED
MMO/VMO
VMO
MMO/
VMO
VMO
MMO/
VMO
VMO
VMO
TIME
4
Minutes
12
Minutes
30
Minutes
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PROCEDURE
Option 1:
Proceed / Return to (KHG/ZWSH) via B215 SCH A364 KHG..
Option 2:
Proceed /Return to (URC/ZWWW) via B215 using the following escape route:
From KCA DCT MC (N41 38.9 E086 04.5) DCT FADJI (N42 00.0 E088 40.0)
DCT TKSUN (N42 48.0 E088 40.0) DCT URC.
FLIGHT
PHASE
DES TO
FL 290
CRZ FL 290
DES TO
FL 250
CRZ FL 250
DES TO
FL 140
CRZ FL140
CRZ FL100
SPEED
MMO/VMO
VMO
MMO/
VMO
VMO
MMO/
VMO
VMO
VMO
TIME
5
Minutes
11
Minutes
30
Minutes

PROCEDURE Option 1:
Proceed to (URC/ZWWW) via B215 URC.
or
Return to (URC/ZWWW) via B215 HMI DCT TKSUN (N42 48.0 E088 40.0)
or
Return to (URC/ZWWW) via GREN2 DCT LIGHT DCT FKG B215 URC.
Option 2:
Return to (KHG/ZWSH) via B215 URC DCT TKSUN (N42 48.0 E088 40.0)
DCT FADJI (N42 00.0 E088 40.0) DCT MC (N41 38.9 E086 04.5) DCT
KCA B215 SCH A364 KHG.
or
Return to (KHG/ZWSH) via GREN2 DCT LIGHT DCT FKG B215 URC
DCT TKSUN (N42 48.0 E088 40.0) DCT FADJI (N42 00.0 E088 40.0) DCT
MC (N41 38.9 E086 04.5) DCT KCA B215 SCH A364 KHG.
FLIGHT
PHASE
DES TO
FL 250
CRZ FL 250
DES TO
FL140
CRZ FL 140
CRZ FL 100
SPEED
MMO/VMO
VMO
VMO
VMO
VMO
TIME
16 Minutes
30 Minutes
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PROCEDURE Option 1:
Proceed to (PEK/ZBAA) via B215 YBL A596 KM DCT PEK.
Option 2:
Proceed to (HET/ZBHH) via B215 YBL A596 SZ W32 KJ.
Option 3:
Proceed to (ZGC/ZLLL) via B215 YBL B330 JTA DCT ZGC.
Option 4:
Proceed to (XIY/ZLXY) via B215 YBL B330 JTA G470 HO DCT OD.
FLIGHT
PHASE
DES TO
FL 250
CRZ FL 250
DES TO
FL140
CRZ FL 140
CRZ FL 100
SPEED
MMO/VMO
VMO
VMO
VMO
VMO
TIME
16 Minutes
30 Minutes
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4.1.33 Decompression Doha - North China via W112 (A330)

Jeppesen Chart / Date: A330: QTR 15/16 April 2009
Applicable to Sector(s) PEK, KIX

Critical Sector:
KALAT via G325 PURPA W112 to CHW
HPNR1 = 16 NM Before KAREM

HPNR2 = 28 NM Passing GT
HPNR5 = 55 NM Before HTN
HPNR6 = 10 NM Before NOLEP
HPNR7 = 100 NM Passing NOLEP
HPNR8 = 43 NM Before AKTOB
DECOMPRESSION Before HPNR1

FLIGHT
PHASE
DES TO
FL 250
SPEED
MMO
TIME
CRZ FL 250
DES TO
FL 140
VMO
VMO
16 Minutes
CRZ FL 140
CRZ FL 100
VMO
VMO
30 Minutes
DECOMPRESSION BETWEEN HPNR 1 and HAPNR2

PROCEDURE Proceed / Return to (ISB/OPRN) via G325 HANGU J139 RN.
FLIGHT
PHASE
DES TO
FL 290
SPEED
MMO
TIME
CRZ FL 290
DES TO
FL 250
MMO
MMO
4 Min
CRZ FL 250
VMO
12 Min
DES to CRZ - CRZ FL 140 FL 140 FL 100

VMO
VMO
VMO
30 Min
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DECOMPRESSION BETWEEN HPNR2 and HPNR5

Option 1 : Proceed to (KHG/ZWSH) via :
G325 PURPA B215 SCH A364 KHG, or
via W112 DCT QIPAN (3700.0N/07700.0E) DCT SCH A364
KHG, or
PROCEDURE
via W112 DCT TKLAM (3700.0N/07800.0E) DCT SCH A364

KHG, or
via W112 DCT HPNR5 DCT SCH A364 KHG.
Option 2 (in case KHG not available) :
Proceed to (URC/ZWWW) via above escape routes to SCH
B215 KCA DCT MC DCT FADJI DCT TKSUN DCT URC.
FLIGHT
PHASE
DES TO
FL 290
CRZ FL 290
DES TO
FL 250
SPEED
MMO
MMO
MMO
TIME
CRZ FL 250
VMO
4 Min

VMO
12 Min
VMO
VMO
30 Min

Option 1: Proceed / Return to (HTN/ZWTN) via W112 HTN.
PROCEDURE Option 2: Proceed / Return to (KHG/ZWSH) via W112 HTN DCT SCH
A364 KHG.
FLIGHT
PHASE
DES TO
FL 250
SPEED
MMO
TIME
CRZ FL 250
DES TO
FL 140
VMO
VMO
16 Minutes
CRZ FL 140
CRZ FL 100
VMO
VMO
30 Minutes
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Option 1: Proceed / Return to (URC/ZWWW) using the following escape
route : W112 NOLEP DCT FADJI DCT TKSUN DCT URC.
PROCEDURE Option 2 : Proceed / Return to (KHG/ZWSH) using the following escape
route :
W112 NOLEP L888 SADAN DCT SCH A364 KHG.
FLIGHT
PHASE
DES TO
FL 250
SPEED
MMO
TIME
CRZ FL 250
DES TO
FL 140
VMO
VMO
16 Minutes
CRZ FL 140
CRZ FL 100
VMO
VMO
30 Minutes

Option 1: Proceed / Return to (URC/ZWWW) using the following escape
route :
via W112 TUSLI DCT HMI DCT GREEN2 DCT LIGHT DCT FKG
PROCEDURE
B215 URC.
Option 2 : Proceed / Return to (PEK/ZBAA) via W112 TUSLI DCT HMI
B215 NUKTI W66 DKO A596 KM STAR.
FLIGHT
PHASE
DES TO
FL 250
SPEED
MMO
TIME
CRZ FL 250
DES TO
FL 140
VMO
VMO
16 Minutes
CRZ FL 140
CRZ FL 100
VMO
VMO
30 Minutes
DECOMPRESSION Passing HPNR8

Option 1 : Proceed to (PEK/ZBAA) via W112 CHW B215 YBL A596 KM
DCT PEK.
PROCEDURE
Option 2 : Proceed to (ZGC/ZLLL) via W112 CHW B215 YBL B330 JTA
DCT ZGC.
Option 3 : Proceed to (XIY/ZLXY) via W112 CHW B215 YBL B330 JTA
G470 HO DCT OD.
FLIGHT
PHASE
DES TO
FL 250
SPEED
MMO
TIME
CRZ FL 250
DES TO
FL 140
VMO
VMO
16 Minutes
CRZ FL 140
CRZ FL 100
VMO
VMO
30 Minutes
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4.1.34 Decompression Doha - North China via B215 (B777)

Procedure version
Critical Sector:
KAREM G325 PURPA B215 HMI
HPNR1 = 16 NM before KAREM.

BPNR1 = 22 NM Passing GT
HPNR3 = 98 NM before URC
HPNR4 = 60 NM passing NUKTI
DECOMPRESSION BEFORE HPNR1

FLIGHT
PHASE
DES TO
FL 250
SPEED
MMO/VMO
TIME
CRZ FL 250
DES TO
FL 140
VMO
VMO
16 Minutes
CRZ FL 140
CRZ FL 100
VMO
VMO
30 Minutes
DECOMPRESSION BETWEEN HPNR 1 and BPNR 1

PROCEDURE
Option1: Proceed / Return to (ISB/OPRN) via G325 HANGU J165 RN.

Option2: Proceed / Return to (PEW/OPPS) via G325 PS.
FLIGHT
PHASE
DES TO
FL 290
CRZ FL 290
DES TO
FL 250
CRZ FL 250
DES TO
FL 140
CRZ FL140
CRZ FL100
SPEED
MMO/VMO
VMO
MMO/
VMO
VMO
MMO
VMO
VMO
VMO
TIME
4
Minutes
12
Minutes
30
Minutes
DECOMPRESSION BETWEEN BPNR 1 and HPNR 3

PROCEDURE
Option 1: Proceed / Return to (KHG/ZWSH) via B215 SCH A364 KHG

Option 2: Proceed / return to (URC/ZWWW) via B215 using the following
escape route:
FLIGHT
PHASE
DES TO
FL 290
CRZ FL 290
DES TO
FL 250
CRZ FL 250
DES TO
FL 140
CRZ FL140
CRZ FL100
SPEED
MMO/VMO
VMO
MMO/
VMO
VMO
MMO/
VMO
VMO
VMO
TIME
4
Minutes
12
Minutes
30
Minutes
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PROCEDURE Option 1:
or
Return to (URC/ZWWW) via GREN2 DCT LIGHT DCT FKG B215 URC.
Option 2:
or
DCT TKSUN (N42 48.0 E088 40.0) DCT FADJI (N42 00.0 E088 40.0) DCT
FLIGHT
PHASE
DES TO
FL 250
CRZ FL 250
DES TO
FL 140
CRZ FL 140
CRZ FL 100
SPEED
MMO/VMO
VMO
VMO
VMO
VMO
TIME
16 Minutes
30 Minutes

PROCEDURE Option 1: Proceed to (PEK/ZBAA) via B215 YBL A596 KM STAR
Option 2: Proceed to (HET/ZBHH) via B215 YBL A596 SZ W32 KJ.
Option 3: Proceed to (ZGC/ZLLL) vIa B215 YBL B330 JTA STAR.
Option 4: Proceed to (XIY/ZLXY) via B215 YBL B330 JTA G470 HO
STAR.
FLIGHT
PHASE
DES TO
FL 250
CRZ FL 250
DES TO
FL 140
CRZ FL 140
CRZ FL 100
SPEED
MMO/VMO
VMO
VMO
VMO
VMO
TIME
16 Minutes
30 Minutes
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4.1.35 Decompression North China - Doha via B215 (A330 and A340)
Procedure version
A330 : QTR 5 / 16 Feb 2007

A340 : QTR 13 / 16 Feb 2007
Critical Sector:
HMI via B215, G325 to KAREM
HPNR 4 = 60NM Before NUKTI

HPNR 3 = 98 NM Passing URC
HPNR 2 = 28 NM Before GT
HPNR 1 = 16 NM Passing KAREM

PROCEDURE Option 1:
Return to (ZGC/ZLLL) via B215 YBL B330 JTA DCT ZGC.
Option 2:
Return to (PEK/ZBAA) via B215 YBL A596 KM DCT PEK.
FLIGHT
PHASE
DES TO
FL 250
SPEED
MMO/VMO
TIME
CRZ FL 250
DES TO
FL 140
VMO
VMO
16 Minutes
CRZ FL 140
CRZ FL 100
VMO
VMO
30 Minutes

PROCEDURE Option 1:
Proceed to (URC/ZWWW) via B215 HMI DCT TKSUN (N42 48.0 E088
40.0) DCT URC.
or
Proceed to (URC/ZWWW) via GREN2 DCT LIGHT DCT FKG B215 URC.
or
Return to (URC/ZWWW) via B215 URC.
Option 2:
Proceed to (KHG/ZWSH) via B215 URC DCT TKSUN (N42 48.0 E088
40.0) DCT FADJI (N42 00.0 E088 40.0) DCT MC (N41 38.9 E086 04.5)
DCT KCA B215 SCH A364 KHG.
or
Proceed to (KHG/ZWSH) via GREN2 DCT LIGHT DCT FKG B215 URC
DCT TKSUN (N42 48.0 E088 40.0) DCT FADJI )N42 00.0 E088 40.0) DCT
FLIGHT
PHASE
DES TO
FL 250
SPEED
MMO/VMO
TIME
CRZ FL 250
DES TO
FL 140
VMO
VMO
16 Minutes
CRZ FL 140
CRZ FL 100
VMO
VMO
30 Minutes
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PROCEDURE
Option 1:
Proceed / Return to (KHG/ZWSH) via B215 SCH A364 KHG.
Option 2:
Proceed /Return to (URC/ZWWW) via B215 using the following escape route:
FLIGHT
PHASE
DES TO
FL 290
CRZ FL 290
DES TO
FL 250
CRZ FL 250
DES TO
FL 140
CRZ FL140
CRZ FL100
SPEED
MMO/VMO
VMO
MMO/
VMO
VMO
MMO /
VMO
VMO
VMO
TIME
5
Minutes
11
Minutes
30
Minutes

PROCEDURE
FLIGHT
PHASE
DES TO
FL 290
CRZ FL 290
DES TO
FL 250
CRZ FL 250
DES TO
FL 140
CRZ FL140
CRZ FL100
SPEED
MMO/VMO
VMO
MMO/
VMO
VMO
MMO/
VMO
VMO
VMO
TIME
4
Minutes
12
Minutes
30
Minutes

FLIGHT
PHASE
DES TO
FL 250
SPEED
MMO/VMO
TIME
CRZ FL 250
DES TO
FL 140
VMO
VMO
16 Minutes
CRZ FL 140
CRZ FL 100
VMO
VMO
30 Minutes
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4.1.36 Decompression North China - Doha via W112 (A330)

Jeppesen Chart / Date: A330: QTR 15/16 April 2009
Applicable to Sector(s) PEK, KIX

Critical Sector:
CHW via W112 PURPA G325 to KALAT
HPNR8 = 43 NM Passing AKTOB

HPNR7 = 100 NM Before NOLEP
HPNR6 = 10 NM Passing NOLEP
HPNR5 = 55 NM Passing HTN
HPNR2 = 28 NM Before GT
HPNR1 = 16 NM Passing KAREM
DECOMPRESSION BEFORE HPNR8

Option 1 : Return to (PEK/ZBAA) via W112 CHW B215 YBL A596 KM
DCT PEK.
PROCEDURE
Option 2 : (Proceed) / (Return) to (ZGC/ZLLL) via (A596 YBL) / (W112

CHW B215 YBL) B330 JTA STAR.
Option 3 : (Proceed) / (Return) to (XIY/ZLXY) via (A596 YBL) / (W112
CHW B215 YBL) B330 JTA G470 HO STAR.
FLIGHT
PHASE
DES TO
FL 250
SPEED
MMO
TIME
CRZ FL 250
DES TO
FL 140
VMO
VMO
16 Minutes
CRZ FL 140
CRZ FL 100
VMO
VMO
30 Minutes

Option 1 : Proceed / Return to (URC/ZWWW) using the following escape
route:
W112 TUSLI DCT HMI DCT GREEN2 DCT LIGHT DCT FKG
PROCEDURE
B215 URC.
Option 2 : Proceed / Return to (PEK/ZBAA) via W112 TUSLI DCT HMI
FLIGHT
PHASE
DES TO
FL 250
SPEED
MMO
TIME
CRZ FL 250
DES TO
FL 140
VMO
VMO
16 Minutes
CRZ FL 140
CRZ FL 100
VMO
VMO
30 Minutes
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Option 1 : Proceed / Return to (URC/ZWWW) using the following escape
route:
W112 NOLEP DCT FADJI DCT TKSUN DCT URC.
PROCEDURE
Option 2: Proceed / Return to (KHG/ZWSH) using the following escape
route : W112 NOLEP L888 SADAN DCT SCH A364 KHG.
FLIGHT
PHASE
DES TO
FL 250
SPEED
MMO
TIME
CRZ FL 250
DES TO
FL 140
VMO
VMO
16 Minutes
CRZ FL 140
CRZ FL 100
VMO
VMO
30 Minutes

Option 1 : Proceed / Return to (HTN/ZWTN) via W112 HTN.
PROCEDURE Option 2 : Proceed / Return to (KHG/ZWSH) via W112 HTN DCT SCH
A364 KHG.
FLIGHT
PHASE
DES TO
FL 250
SPEED
MMO
TIME
CRZ FL 250
DES TO
FL 140
VMO
VMO
16 Minutes
CRZ FL 140
CRZ FL 100
VMO
VMO
30 Minutes

Option 1 : Proceed to (KHG/ZWSH) via :
W112 DCT TKLAM(3700.0N/07800.0E) DCT SCH A364 KHG, or
W112 DCT QIPAN (3700.0N/07700.0E) DCT SCH A364 KHG, or
W112 DCT XINJN (3700.0N/07600.0E) DCT SCH A364 KHG, or
PROCEDURE
(Proceed) / (Return) via (W112)/(G325) PURPA B215 SCH A364

KHG.
Option 2 (in case KHG not available) :
Proceed to (URC/ZWWW) via above escape routes to SCH
B215 KCA DCT MC DCT FADJI DCT TKSUN DCT URC.
FLIGHT
PHASE
DES TO
FL 290
SPEED
MMO
TIME
CRZ FL 290
DES TO
FL 250
MMO
MMO
4 Min
CRZ FL 250
VMO
12 Min

VMO
VMO
VMO
30 Min
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Option 1 : Proceed / Return to (ISB/OPRN) via G325 HANGU J165 RN.
PROCEDURE
Option 2 : Proceed / Return to (PEW/OPPS) via G325 PS.
FLIGHT
PHASE
DES TO
FL 290
CRZ FL 290
DES TO
FL 250
SPEED
MMO
MMO
MMO
TIME
4 Min
CRZ FL 250
VMO

VMO
12 Min
VMO
VMO
30 Min
DECOMPRESSION PASSING HPNR1

Option 1 : Proceed to (DOH/OTBD) as per flight plan.
PROCEDURE Option 2 : Proceed / Return to (KHI/OPKC) via G325 PG G210 DOSTI
M638 KC.
FLIGHT
PHASE
DES TO
FL 250
SPEED
MMO
TIME
CRZ FL 250
DES TO
FL 140
VMO
VMO
16 Minutes
CRZ FL 140
CRZ FL 100
VMO
VMO
30 Minutes
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4.1.37 Decompression North China - Doha via B215 (B777)

Procedure version
Critical Sector:
HMI B215 PURPA G325 KAREM
HPNR4 = 60 NM before NUKTI.

HPNR3 = 98 NM Passing URC
BPNR1 = 22 NM before GT
HPNR1 = 16 NM passing KAREM

PROCEDURE Option 1: Return to (PEK/ZBAA) via B215 YBL A596 KM STAR.
Option 2: Return to (ZGC/ZLLL) via B215 YBL B330 JTA STAR.
FLIGHT
PHASE
DES TO
FL 250
SPEED
MMO/VMO
TIME
CRZ FL 250
DES TO
FL 140
VMO
VMO
16 Minutes
CRZ FL 140
CRZ FL 100
VMO
VMO
30 Minutes

PROCEDURE Option 1:
Proceed to (URC/ZWWW) via B215 HMI DCT TKSUN (42 48.0 E088 40.0)
DCT URC.
or
Proceed to (URC/ZWWW) via GREN2 DCT LIGHT DCT FKG B215 URC.
or
Return to (URC/ZWWW) via B215 URC.
Option 2:
or
DCT TKSUN (N42 48.0 E088 40.0) DCT FADJI )N42 00.0 E088 40.0) DCT
FLIGHT
PHASE
DES TO
FL 250
CRZ FL 250
DES TO
FL 140
CRZ FL 140
CRZ FL 100
SPEED
MMO/VMO
VMO
VMO
VMO
VMO
TIME
16 Minutes
30 Minutes
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DECOMPRESSION BETWEEN HPNR 3 and BPNR 1

PROCEDURE

Option 2: Proceed / return to (URC/ZWWW) via B215 using the following
escape route:
FLIGHT
PHASE
DES TO
FL 290
CRZ FL 290
DES TO
FL 250
CRZ FL 250
DES TO
FL 140
CRZ FL140
CRZ FL100
SPEED
MMO/VMO
VMO
MMO/
VMO
VMO
MMO/
VMO
VMO
VMO
TIME
4
Minutes
12
Minutes
30
Minutes
DECOMPRESSION BETWEEN BPNR 1 and HPNR 1

PROCEDURE
Option 1: Proceed / Return to (ISB/OPRN) via G325 HANGU J165 RN

Option 2: Proceed / Return to (PEW/OPPS) via G325 PS.
FLIGHT
PHASE
DES TO
FL 290
CRZ FL 290
DES TO
FL 250
CRZ FL 250
DES TO
FL 140
CRZ FL140
CRZ FL100
SPEED
MMO/VMO
VMO
MMO/
VMO
VMO
MMO/
VMO
VMO
VMO
TIME
4
Minutes
12
Minutes
30
Minutes

FLIGHT
PHASE
DES TO
FL 250
SPEED
MMO/VMO
TIME
CRZ FL 250
DES TO
FL 140
VMO
VMO
16 Minutes
CRZ FL 140
CRZ FL 100
VMO
VMO
30 Minutes
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4.1.38 Decompression Greenland

Procedure Version
Jeppesen Chart / Date: 22 May 2009

Critical Sector:
Greenland Crossing
Remarks:
Descent and Cruise at MMO/VMO

Apply Cold Weather FL Correction: 4% ALT per -10 ISA Deviation
For terrain critical area, refer to Jeppesen Greenland Crossing
Chart.
DECOMPRESSION : SOUTH OF 70 NORTH
PROCEDURE
Proceed / Return to the East or to the West descending to FL 140

When passing the terrain critical area of 12,500ft or when passing the
coast line of Greenland descend to FL 100
Fly no closer than 60NM to the mountain at N68 52.0 / W029 54.0
Proceed to the nearest suitable airport.
DECOMPRESSION : NORTH OF 70 NORTH EAST OF 40 WEST
PROCEDURE
Proceed / Return to the East toward the east coast of Greenland

descending to FL140
east coast of Greenland descend to FL 100
DECOMPRESSION : NORTH OF 70 NORTH WEST OF 40 WEST
PROCEDURE
Proceed / Return to the West toward the west coast of Greenland

descending to FL140
west coast of Greenland descend to FL 100
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DRIFT DOWN PROCEDURE IN CASE OF ENGINE FAILURE
4.2
4.2.1
Introduction
Two Engine Aircraft :

In case of Engine failure en-route, the drift down procedure listed below should be
adhered to. The procedure is based on single engine operation; satisfying JAR-OPS
1.500 to ensure that:
A positive flight path gradient with at least 1,000 ft above all terrain and obstructions
along the route within 5 NM on either side of the intended track.
The aircraft must be able to continue the flight from the cruising altitude to an airport,
with a net flight path clearing vertically, by at least 2,000 ft, all terrain and obstructions
Four Engine Aircraft :

In case of Engine failure en-route, the drift down procedure listed below should be
adhered to. The procedure is based on one and two engine failure; satisfying JAR-OPS
1.505 to ensure that:
A positive flight path gradient with at least 1,500 ft above all terrain and obstructions
The aircraft must be able to continue the flight from the cruising altitude to an airport,
with a net flight path clearing vertically, by at least 2,000 ft, all terrain and obstructions
Note:
In the event of a two engine failure, to clear all the obstacles and to maintain
a positive flight path gradient, it might become necessary to reduce the gross
weight by utilizing the fuel jettison system to dump fuel. In this case the
procedure is provided with sufficient guideline.
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4.2.1.1
Example of Procedure
Two Engine Aircarft :
A330 : ENGINE FAILURE PASSING HPNR 4

PROCEDURE
Proceed to (KHI/OPKC) via G325 PG P318S DOSTI M368 KC descending to reach Level off Drift Down Ceiling.
FLIGHT PHASE
IN-FLIGHT TURN
BACK DESCEND TO
DRIFT DOWN CEILING
SPEED
Green Dot
THRUST
CRZ LRC GROSS

CEILING
DESCEND TO LAND IN
DESTINATION
LRC
0.82M / 300 kts / 250 kts
(3.06.30 pages 4-11)
MCT
MCT
IDLE
If the engine fails passing the above point, descend and level off at drift down ceiling at Green
Dot speed with thrust at MCT, then descend to landing destination at speed of 0.82M / 300
kts / 250 kts with IDLE thrust.
Four Engine Aircraft :

PROCEDURE
Descend to Level off Drift Down Ceiling, and :

Option 1:
Proceed to (URC/ZWWW) via B215.
Option 2:
Proceed / Return to (KHG/ZWSH) via B215 SCH A364 KHG
FUEL JETTISON
One Engine Failure Jettison fuel to reach gross weight 328 500 kg.
Two Engine Failure Jettison fuel to reach gross weight 295 000 kg.
SPEED
FLIGHT PHASE
ONE ENG
OUT
TWO ENG
OUT
THRUST
IN-FLIGHT TURN
BACK DESCEND TO
DRIFT DOWN CEILING
Green Dot
MCT
CRZ LRC GROSS

CEILING
DESCEND TO LAND
IN DESTINATION
LRC
0.82M / 300 kts / 250 kts
(3.06.30 pages 4-11)
LRC
(3.07.40 pages 1-4)
300 kts / 250 kts
MCT
IDLE
If one or two engines fail(s) passing the above point, descend and level off at drift down
ceiling at Green Dot speed with thrust at MCT, then descend to landing destination at speed
of 0.82M / 300 kts / 250 kts with IDLE thrust. If the second engine fails and the gross weight is
above 295 000 kg it is mandatory to jettison fuel.
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4.2.2
4.2.2.1
Engine Failure
Applicable Aircraft
The drift down procedures in case of engine failure is only applicable for A330, A340 and
B777 aircraft.
4.2.2.2
Applicable Routes
The following routes are applicable in case of engine failure.
Doha to North China via Pakistan : from GT G325 PURPA B215 to HMI.
North China to Doha via Pakistan : from HMI B215 PURPA G325 to GT.
Doha to North China via Russia : from KAMUD A468 B215 to HMI.
North China to Doha via Russia : from HMI B215 A468 to KAMUD.
4.2.2.3
Assumptions for Engine Out Drift Down Procedures
The following assumptions apply:
considered, based on a survey by Jeppesen using 10 NM corridor;
Flight after engine failure must be performed at Green Dot Speed for Airbus aircraft and
Optimum Drift Down Speed for Boeing aircraft.
Temperature is ISA and no wind;
In case of in-flight turn back, 2.5 minutes are lost for the turn;
Air Conditioning ON;
Anti-ice OFF.
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4.2.3
A330 : Engine out Drift Down Procedure Doha - North China via B215
Procedure version
QTR 6 / 16 Feb 2007
Critical Sector:
GT G325 PURPA B215 HMI to CHW
A330 : ENGINE FAILURE BEFORE HPNR 2

PROCEDURE
Descend to Level off Drift Down Ceiling, and

Option 3 : Proceed / Return to (ISB/OPRN) via G325 ZB J160 TASUL
KALGA RN.
Option 4 : Proceed / Return to (KHI/OPKC) via G325 PG G210 DOSTI
M638 KC.
FLIGHT PHASE
SPEED
THRUST
IN-FLIGHT TURN
BACK DESCEND TO
DRIFT DOWN CEILING
CRZ LRC GROSS

CEILING
DESCEND TO LAND IN
DESTINATION
Green Dot
LRC
(3.06.30 pages 4-11)
0.82M / 300 kts / 250 kts
MCT
MCT
IDLE
A330 : ENGINE FAILURE BETWEEN HPNR 2 and HPNR 4

PROCEDURE
Descend to Level off Drift Down ceiling, and

Option 1:
Proceed / Return to (URC/ZWWW) via B215 URC.
Option 2:
FLIGHT PHASE
SPEED
THRUST
IN-FLIGHT TURN
BACK DESCEND TO
DRIFT DOWN CEILING
CRZ LRC GROSS

CEILING
DESCEND TO LAND IN
DESTINATION
Green Dot
LRC
(3.06.30 pages 4-11)
0.82M / 300 kts / 250 kts
MCT
MCT
IDLE
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PROCEDURE
Descend to Level off Drift Down Ceiling, and:

Option1:
Option2:
Proceed to (PEK/ZBAA) via A596 KM DCT PEK.
FLIGHT PHASE
SPEED
THRUST
IN-FLIGHT TURN
BACK DESCEND TO
DRIFT DOWN CEILING
CRZ LRC GROSS

CEILING
DESCEND TO LAND IN
DESTINATION
Green Dot
LRC
(3.06.30 pages 4-11)
0.82M / 300 kts / 250 kts
MCT
MCT
IDLE
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4.2.4
A330 : Engine Out Drift Down Procedure Doha - North China via W112
Procedure version
Critical Sector:
KALAT via G325 PURPA W112 to CHW
HPNR2 = 28 NM Passing GT
HPNR9 = 16 NM Before AKTOB
A330 : ENGINE FAILURE BEFORE HPNR2

PROCEDURE Option 2 : Proceed / Return to (ISB/OPRN) via G325 HANGU J139 RN.
M638 KC.
FLIGHT
PHASE
IN-FLIGHT TURN BACK

DESCEND TO DRIFT
DOWN CEILING
CRZ
LRC GROSS CEILING
DESCEND TO LAND
IN DESTINATION
SPEED
Green Dot
LRC
(3.06.30 pages 4-11)
0.82M/300kts/250kts
Thrust
MCT
MCT
IDLE
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A330 : ENGINE FAILURE BETWEEN HPNR2 and HPNR9

Option 1: Proceed to (KHG/ZWSH) via G325 PURPA B215 SCH A364
KHG.
PROCEDURE
Option 2 : Proceed / Return to (KHG/ZWSH) via W112 HTN DCT SCH

A364 KHG.
Option 3 : Proceed / Return to (URC/ZWWW) via W112 NOLEP DCT
FADJI DCT TKSUN DCT URC.
Option 4 : Proceed / Return to (PEK/ZWAA) via W112 TUSLI DCT HMI
FLIGHT
PHASE
IN-FLIGHT TURN BACK

DESCEND TO DRIFT
DOWN CEILING
SPEED
Green Dot
LRC
(3.06.30 pages 4-11)
0.82M/300kts/250kts
Thrust
MCT
MCT
IDLE
CRZ
DESCEND TO LAND
LRC GROSS CEILING
IN DESTINATION
A330 : ENGINE FAILURE PASSING HPNR9

Option 1 : Proceed to (ZGC/ZLLL) via W112 CHW B215 YBL B330 JTA
STAR.
PROCEDURE Option 2 : Proceed to (XIY/ZLXY) via W112 CHW B215 YBL B330 JTA
G470 HO STAR.
Option 3 : Proceed to (PEK/ZBAA) via W112 CHW B215 YBL A596 KM
STAR.
FLIGHT
PHASE
IN-FLIGHT TURN BACK

DESCEND TO DRIFT
DOWN CEILING
CRZ
LRC GROSS CEILING
DESCEND TO LAND
IN DESTINATION
SPEED
Green Dot
LRC
(3.06.30 pages 4-11)
0.82M/300kts/250kts
Thrust
MCT
MCT
IDLE
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4.2.5
A330 : Engine out Drift Down Procedure North China - Doha via B215
Procedure version
QTR 5 / 16 Feb 2007
Critical Sector:
HMI B215 PURPA G325 to GT.
HPNR 4 = 60 NM Before NUKTI

A330 : ENGINE FAILURE BEFORE HPNR 4

PROCEDURE

Option1:
Proceed / Return to (ZGC/ZLLL) via B215 YBL B330 JTA DCT ZGC.
Option2:
Return to (PEK/ZBAA) via A596 KM DCT PEK.
FLIGHT PHASE
SPEED
THRUST
IN-FLIGHT TURN
BACK DESCEND TO
DRIFT DOWN CEILING
CRZ LRC GROSS

CEILING
DESCEND TO LAND IN
DESTINATION
Green Dot
LRC
(3.06.30 pages 4-11)
0.82M / 300 kts / 250 kts
MCT
MCT
IDLE
A330 : ENGINE FAILURE BETWEEN HPNR 4 and HPNR 2

PROCEDURE

Option 1:
Proceed / Return to (URC/ZWWW) via B215 URC.
Option 2:
FLIGHT PHASE
SPEED
THRUST
IN-FLIGHT TURN
BACK DESCEND TO
DRIFT DOWN CEILING
CRZ LRC GROSS

CEILING
DESCEND TO LAND IN
DESTINATION
Green Dot
LRC
(3.06.30 pages 4-11)
0.82M / 300 kts / 250 kts
MCT
MCT
IDLE
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PROCEDURE

Option 3 : Proceed / Return to (ISB/OPRN) via G325 ZB J160 TASUL
KALGA RN.
M638 KC.
FLIGHT PHASE
SPEED
THRUST
IN-FLIGHT TURN
BACK DESCEND TO
DRIFT DOWN CEILING
CRZ LRC GROSS

CEILING
DESCEND TO LAND IN
DESTINATION
Green Dot
LRC
(3.06.30 pages 4-11)
0.82M / 300 kts / 250 kts
MCT
MCT
IDLE
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4.2.6
A330 : Engine Out Drift Down Procedure North China - Doha via W112
Procedure version
Critical Sector:
CHW via W112 PURPA G325 KALAT
HPNR9 = 16 NM Passing AKTOB

HPNR2 = 28 NM Before GT
A330 : ENGINE FAILURE BEFORE HPNR9

PROCEDURE
Option 1 : Proceed / Return to (ZGC/ZLLL) via B215 YBL B330 JTA

STAR.
Option 2 : Proceed / Return to (URC/ZWWW) via CHW B215 HMI DCT
GREEN2 DCT LIGHT DCT FKG B215 URC.
Option 3 : Return to (PEK/ZBAA) via A596 KM STAR.
FLIGHT
PHASE
IN-FLIGHT TURN BACK

DESCEND TO DRIFT
DOWN CEILING
CRZ
LRC GROSS CEILING
DESCEND TO LAND
IN DESTINATION
SPEED
Green Dot
0000
LRC
(3.06.30 pages 4-11)
0.82M/300kts/250kts
Thrust
MCT
MCT
IDLE
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A330 : ENGINE FAILURE BETWEEN HPNR9 and HPNR2

Option 1 : Return to (KHG/ZWSH) via G325 PURPA B215 SCH A364
KHG.
PROCEDURE
Option 2 : Proceed / Return to (KHG/ZWSH) via W112 HTN DCT SCH

A364 KHG.
Option 3 : Proceed / Return to (URC/ZWWW) via W112 NOLEP DCT
FADJI DCT TKSUN DCT URC.
Option 4 : Proceed / Return to (PEK/ZWAA) via W112 TUSLI DCT HMI
FLIGHT
PHASE
IN-FLIGHT TURN BACK

DESCEND TO DRIFT
DOWN CEILING
CRZ
LRC GROSS CEILING
DESCEND TO LAND
IN DESTINATION
SPEED
Green Dot
LRC
(3.06.30 pages 4-11)
0.82M/300kts/250kts
Thrust
MCT
MCT
IDLE
A330 : ENGINE FAILURE Passing HPNR2

PROCEDURE

Option 3 : Return to (KHI/OPKC) via G325 PG G210 DOSTI M638 KC.
FLIGHT
PHASE
IN-FLIGHT TURN BACK

DESCEND TO DRIFT
DOWN CEILING
CRZ
LRC GROSS CEILING
DESCEND TO LAND
IN DESTINATION
SPEED
Green Dot
LRC
(3.06.30 pages 4-11)
0.82M/300kts/250kts
Thrust
MCT
MCT
IDLE
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4.2.7
A340-600 : Engine out Drift Down Procedure Doha - North China via B215
Procedure version
QTR 14 / 16 Feb 2007
Critical Sector:
KAREM G325 GT PURPA B215 B215 to HMI
A340-600 : ENGINE FAILURE BEFORE HPNR 2

PROCEDURE

Option 1:
Proceed / Return to (KHI/OPKC) via G325 PG P318S DOSTI M638 KC.
Option 2:
Proceed / Return to (ISB/OPRN) via G325 ZB J160 TASUL KALGA RN.
Option 3:
FUEL JETTISON
One Engine failure Jettison fuel to reach gross weight 316 500 kg.
Two Engine failure Jettison fuel to reach gross weight 316 500 kg.
SPEED
FLIGHT PHASE
IN-FLIGHT TURN
BACK DESCEND TO
DRIFT DOWN CEILING
CRZ LRC GROSS

CEILING
DESCEND TO LAND
IN DESTINATION
LRC
0.82M / 300 kts / 250 kts
(3.06.30 pages 4-11)
ONE ENG
OUT
Green Dot
TWO ENG
OUT
THRUST
MCT
LRC
(3.07.40 pages 1-4)
300 kts / 250 kts
MCT
IDLE
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A340-600 : ENGINE FAILURE BETWEEN HPNR 2 and HPNR 4

PROCEDURE

Option 1:
Option 2 :
FUEL JETTISON
One Engine failure Jettison fuel to reach gross weight 316500 kg.
SPEED
FLIGHT PHASE
ONE ENG
OUT
TWO ENG
OUT
THRUST
IN-FLIGHT TURN
BACK DESCEND TO
DRIFT DOWN CEILING
Green Dot
CRZ LRC GROSS

CEILING
DESCEND TO LAND
IN DESTINATION
LRC
0.82M / 300 kts / 250 kts
(3.06.30 pages 4-11)
LRC
(3.07.40 pages 1-4)
300 kts / 250 kts
MCT
IDLE
MCT
A340-600 : ENGINE FAILURE PASSING HPNR 4

PROCEDURE

Option 1:
Option 2:
Proceed to (PEK/ZBAA) via A596 KM DCT PEK.
Option 3:
Proceed to to (TYN/ZBYN) via B215 YBL YNC DARAN APOGI TYN.
Option 4:
Proceed to (XIY/ZLXY) via B215 YBL B330 JTA G470 HO DCT SIA.
One / Two Engine failure no fuel Jettison required.
FLIGHT PHASE
IN-FLIGHT TURN
BACK DESCEND TO
DRIFT DOWN CEILING
SPEED
FUEL JETTISON
ONE ENG
OUT
TWO ENG
OUT
THRUST
Green Dot
MCT
CRZ LRC GROSS

CEILING
DESCEND TO LAND
IN DESTINATION
LRC
0.82M / 300 kts / 250 kts
(3.06.30 pages 4-11)
LRC
(3.07.40 pages 1-4)
300 kts / 250 kts
MCT
IDLE
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4.2.8
A340-600 : Engine out Drift Down Procedure North China - Doha via B215
Procedure version
QTR 13 / 16 Feb 2007
Critical Sector:
HMI B215 PURPA G325 to KAREM
HPNR 4 = 60 NM Before NUKTI

HPNR 1 = 16 NM Passing KAREM
A340-600 : ENGINE FAILURE BEFORE HPNR 4

PROCEDURE

Option 1:
Proceed / Return to (ZGC/ZLLL) via B215 YBL B330 JTA DCT ZGC.
Option 2:
Return to (PEK/ZBAA) via A596 KM DCT PEK.
Option 3:
Proceed / Return to (TYN/ZBYN) via B215 YBL YNC DARAN APOGO
TYN.
Option 4:
Proceed to (XIY/ZLXY) via B215 YBL B330 JTA G470 HO DCT SIA.
FUEL JETTISON
One Engine failure Jettison not required.

Two Engine failure Jettison fuel to reach gross weight 328000 kg.
SPEED
FLIGHT PHASE
IN-FLIGHT TURN
BACK DESCEND TO
DRIFT DOWN CEILING
CRZ LRC GROSS

CEILING
DESCEND TO LAND
IN DESTINATION
LRC
0.82M / 300 kts / 250 kts
(3.06.30 pages 4-11)
ONE ENG
OUT
Green Dot
TWO ENG
OUT
THRUST
MCT
LRC
(3.07.40 pages 1-4)
300 kts / 250 kts
MCT
IDLE
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PROCEDURE

Option 1:
Proceed to (URC/ZWWW) via B215.
Option 2:
FUEL JETTISON
SPEED
FLIGHT PHASE
IN-FLIGHT TURN
BACK DESCEND TO
DRIFT DOWN CEILING
CRZ LRC GROSS

CEILING
DESCEND TO LAND
IN DESTINATION
LRC
0.82M / 300 kts / 250 kts
(3.06.30 pages 4-11)
ONE ENG
OUT
Green Dot
TWO ENG
OUT
THRUST
MCT
LRC
(3.07.40 pages 1-4)
300 kts / 250 kts
MCT
IDLE

PROCEDURE

Option 1:
Proceed / Return to (ISB/OPRN) via G325 ZB J160 TASUL KALGA RN.
Option 2:
FUEL JETTISON
SPEED
FLIGHT PHASE
IN-FLIGHT TURN
BACK DESCEND TO
DRIFT DOWN CEILING
CRZ LRC GROSS

CEILING
DESCEND TO LAND
IN DESTINATION
LRC
0.82M / 300 kts / 250 kts
(3.06.30 pages 4-11)
ONE ENG
OUT
Green Dot
TWO ENG
OUT
THRUST
MCT
LRC
(3.07.40 pages 1-4)
300 kts / 250 kts
MCT
IDLE
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A340-600 : ENGINE FAILURE PASSING HPNR 1

PROCEDURE

Proceed to (KHI/OPKC) via G325 PG G210 DOSTI M638 KC.
One / Two Engine failure no fuel Jettison required.
FLIGHT PHASE
IN-FLIGHT TURN
BACK DESCEND TO
DRIFT DOWN CEILING
SPEED
FUEL JETTISON
CRZ LRC GROSS

CEILING
DESCEND TO LAND
IN DESTINATION
LRC
0.82M / 300 kts / 250 kts
(3.06.30 pages 4-11)
ONE ENG
OUT
Green Dot
TWO ENG
OUT
THRUST
MCT
LRC
(3.07.40 pages 1-4)
300 kts / 250 kts
MCT
IDLE
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4.2.9
B777 : Engine Out Drift Down Procedure Doha - North China via B215
Procedure version
Critical Sector:
PS G325 PURPA B215 SCH
BPNR1 = 22 NM Passing GT
Important Remark:
1) Due to high terrain elevation between PS and SCH and the

drift down capability of B773 aircraft, the maximum take off
weight (MTOW) permitted has been limited to 310 tonnes.
2) The fuel Jettisoning is not required for B777-200.
B777: ENGINE FAILURE BEFORE BPNR 1

PROCEDURE Descend to level off Drift Down ceiling, and
Option 1: Proceed / Return to (PEW/OPPS) via G325 PS
Option 3: Proceed / Return to (KHI/OPKC) via G325 PG G210 DOSTI
M638 KC.
FUEL JETTISON
Jettison fuel during drift down to reach gross weight of 270 tonnes.
FLIGHT
PHASE
IN-FLIGHT TURN
BACK DESCEND TO
DRIFT DOWN CEILING
CRZ
LRC GROSS CEILING
DESCEND TO LAND
IN DESTINATION
SPEED
Optimum Drift Down

QRH PI.12.5
LRC
0.84M/310kts/250kts
MCT
MCT
IDLE
TIME
B777: ENGINE FAILURE PASSING BPNR 1

Option 1: Proceed to (URC/ZWWW) via B215 URC
FUEL JETTISON
FLIGHT
PHASE
IN-FLIGHT TURN BACK

DESCEND TO DRIFT
DOWN CEILING
CRZ
LRC GROSS CEILING
DESCEND TO LAND
IN DESTINATION
SPEED
Optimum Drift Down

QRH PI.12.5
LRC
0.84M/310kts/250kts
MCT
MCT
IDLE
TIME
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4.2.10 B777 : Engine Out Procedure North China - Doha via B215
Procedure version
Jeppesen Chart / Date
Critical Sector
SCH B215 PURPA G325 PS
BPNR2 = 42NM before GT
Remark
The fuel Jettisoning is not required for B777-200
B777 : ENGINE FAILURE BEFORE BPNR 2

Option 1: Return to (URC/ZWWW) via B215 URC
FUEL JETTISON
FLIGHT
PHASE
IN-FLIGHT TURN
BACK DESCEND TO
DRIFT DOWN CEILING
CRZ
LRC GROSS CEILING
DESCEND TO LAND
IN DESTINATION
SPEED
Optimum Drift Down

QRH PI.12.5
LRC
0.84M/310kts/250kts
MCT
MCT
IDLE
TIME
B777: ENGINE FAILURE PASSING BPNR 2

Option 1: Proceed / Return to (PEW/OPPS) via G325 PS
Option 3: Proceed / Return to (KHI/OPKC) via G325 PG G210 DOSTI
M638 KC
FUEL JETTISON
FLIGHT
PHASE
IN-FLIGHT TURN BACK

DESCEND TO DRIFT
DOWN CEILING
CRZ
LRC GROSS CEILING
DESCEND TO LAND
IN DESTINATION
SPEED
Optimum Drift Down

QRH PI.12.5
LRC
0.84M/310kts/250kts
MCT
MCT
IDLE
TIME
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TABLE OF CONTENTS
CHAPTER 5 - ADEQUATE AIRPORTS
5.1
5.2
ADEQUATE AIRPORTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
5.1.1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
5.1.2
Example . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
5.1.3
List of Countries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
5.1.4
List of FIRs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
5.1.5
List of Adequate Airports. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
ETOPS APPROVED ENROUTE AIRPORTS . . . . . . . . . . . . . . . . . . . . . 124

5.2.1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124
5.2.2
Example . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
5.2.3
Area of Operations : Arabian Sea / Indian Ocean. . . . . . . . . . . . . . . . . . . . 126
5.2.4
Area of Operations : Bay of Bengal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
5.2.5
Area of Operations : Central Asia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132
5.2.6
Area of Operations : East Africa . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134
5.2.7
Area of Operations : Japan / North China. . . . . . . . . . . . . . . . . . . . . . . . . . 135
5.2.8
Area of Operations : North Atlantic / North America . . . . . . . . . . . . . . . . . . 137
5.2.9
Area of Operations : West Africa . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143
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5.1
ADEQUATE AIRPORTS
5.1.1
Introduction
This section is intended to assist pilots in the selection of an airport for a safe landing when
circumstances necessitate a change from the planned route, destination, destination
alternate or en-route alternate. The adequate airports listed in paragraph are not to be
confused with ETOPS adequate airports, which require more conditions to be met, listed
separately in 5.2 All listed airports have been chosen using the assumption in paragraph
5.1.1.1 For wide-body and long range aircrafts the Jeppesen plates for the listed airports shall
be placed on board. However for the single aisle aircraft only relevant Jeppesen plates
pertaining to the routes operated by that fleet shall be placed on-board.
Note :
For the Bombardier-Challenger fleet, all adequate airports listed in this chapter
are considered adequate without limitation.
There is nothing to prevent pilots from considering airports that are not listed for diversion.
However, it is the responsibility of the Commander to ensure that the aircraft performance
requirements are met and the deviation from the prescribed criteria is justified under the
circumstances.
5.1.1.1
Assumptions
The assumptions used in the construction of the list of adequate airports are as follows :
Jet fuel availability.
Runway width of 45m or better.
LDA of 2100m or better.
Airport operations available H24 (unless otherwise noted). Approved permission for
operations outside published airport operating hours, where granted, is stated for
individual airports.
Fire category of 4 or better.
No category C airport (other than a destination i.e. Kathmandu)
A turning loop or exit at the end of the runway is available unless the runway width is 60m
or better.
All circling approaches are under PANS OPS criteria.
Max Pavement Weight for aircraft type is displayed for information and is not limiting in
case of an emergency. Should the displayed Pavement Limiting Weight result in takeoff/
landing at a weight higher than declared in the Airport Directory, then Qatar Airways has
been granted approval to operate at higher weights by the concerned authority.
In an airport with more than one (1) runway, the runway that does not meet the above
criteria will then be omitted.
Airports denoted with ** are for emergency use only.

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5.1.2
Example
(1)
: The tables are organized by country in alphabetical order, with its associated the
FIRs.
(2)
: List of airports with the following details :
ICAO Code : 4 letter ICAO code of airport.
RFF : Available fire category at the airport for the aircraft.
Location (Airport Name) : Location, however, if more than one airport exist in a
location then the name of the airport is mentioned next to it.
(3)
: Type of airport (ENRT = Enroute alternate, DEST = Destination, DALT = Destination

alternate).
(4)
: Best Instrument Approach Procedures (IAP) serving that runway, NON means no
IAP available.
(5)
: Displays only those runways that meet the criteria for at least one aeroplane type.
(6)
: Lowest Landing Distance Available (LDA) of both runway ends (direction).
(7)
: Represents the weight of the airplane in tons for the runway. MAX means maximum
structural take-off weight, NOT / N means not allowed due PCN and/or insufficient
movement areas. XXX means structural take-off weight not yet defined.
Note:
The table in paragraph 5.1.3 is organised in the alphabetical order of Countries

and in 5.1.4 is organised in the alphabetical order of FIR codes.
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5.1.3
List of Countries
COUNTRY
LIST OF FIRS
PAGE NO.
ALGERIA
DA
17
ARMENIA
UD
18
AUSTRIA
LO
19
AZERBAIJAN
UB
19
AZORES
LP
20
BAHRAIN
OB
20
BANGLADESH
VG
21
BELARUS
UM
21
BELGIUM
EB
22
BENIN
DB
22
BRUNEI
WB
22
BULGARIA
LB
23
BURKINA FASO
DF
23
CAMEROON
FK
24
CANADA
CZ
25
CHAD
FT
29
CHINA
ZB - ZG -ZH - ZL - ZP - ZS - ZU - ZW - ZY
29
COMOROS
FM
33
CROATIA
LD
34
CYPRUS
LC
34
CZECH
LK
34
DENMARK
EK
35
DJIBOUTI
HD
35
EGYPT
HE
35
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LIST OF FIRS
PAGE NO.
EQUATORIAL GUINEA
FG
38
ESTONIA
EE
38
ETHOPIA
HA
39
FINLAND
EF
39
FRANCE
LF
40
GEORGIA
UG
43
GERMANY
ED
43
GHANA
DG
46
GREECE
LG
46
GREENLAND
BG
48
HONG KONG
VH
48
HUNGARY
LH
49
ICELAND
BI
49
VA - VE - VI - VO
50
WA - WI - WR
53
IRAN
OI
55
IRELAND
EI
57
ITALY
LI
58
IVORY COAST
DI
60
JAPAN
RJ
60
JORDAN
OJ
62
KAZAKHSTAN
UA
63
KENYA
HK
63
KUWAIT
OK
64
KYRGYSTAN
UA
64
INDIA
INDONESIA
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PAGE NO.
LAOS
VL
64
LATVIA
EV
64
LEBANON
OL
65
LIBYA
HL
65
LITHUANIA
EY
66
LUXEMBOURG
EL
66
MACAO
VM
66
MACEDONIA
LW
66
MADAGASCAR
FM
67
MALAWI
FW
67
MALAYSIA
WB - WM
67
MALDIVES
VR
69
MALI
GA
69
MALTA
LM
69
MAURITIUS
FI
70
MOROCCO
GM
70
MOZAMBIQUE
FQ
71
MYANMAR
VY
72
NAMIBIA
FY
72
NEPAL
VN
72
NETHERLANDS
EH
73
NIGER
DR
73
NIGERIA
DN
73
NORWAY
EN
75
OMAN
OO
76
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PAGE NO.
PAKISTAN
OP
76
PHILIPPINES
RP
78
POLAND
EP
80
PORTUGAL
LP
80
QATAR
OT
81
REUNION
FM
81
ROMANIA
LR
82
UL - UR - UU - UW
82
SAUDIA ARABIA
OE
84
SERBIA - MONTENEGRO
LY
86
SEYCHELLES
FS
87
SINGAPORE
WS
87
SLOVAKIA
LZ
88
SLOVENIA
LJ
88
SOUTH AFRICA
FA
88
SOUTH KOREA
RK
89
SPAIN
LE
90
SRI LANKA
VC
94
SUDAN
HS
94
SWEDEN
ES
95
SWITZERLAND
LS
96
SYRIA
OS
97
TAIWAN
RC
97
TANZANIA
HT
98
THAILAND
VT
98
RUSSIA
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PAGE NO.
TOGO
DX
100
TUNISIA
DT
100
TURKEY
LT
101
TURKMENISTAN
UT
103
UGANDA
HU
104
UKRAINE
UK
104
OM
104
UNITED KINGDOM
EG
105
UNITED STATES
KZ
108
UZBEKISTAN
UT
121
VIETNAM
VV
122
YEMEN
OY
122
ZAMBIA
FL
123
ZIMBABWE
FV
123
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5.1.4
List of FIRs
LIST OF FIRS
COUNTRY
PAGE NO.
BG
GREENLAND
48
BI
ICELAND
49
CZ
CANADA
25
DA
ALGERIA
17
DB
BENIN
22
DG
GHANA
46
DI
IVORY COAST
60
DF
BURKINA FASO
23
DN
NIGERIA
73
DR
NIGER
73
DT
TUNISIA
100
DX
TOGO
100
EB
BELGIUM
22
ED
GERMANY
43
EE
ESTONIA
38
EF
FINLAND
39
EG
UNITED KINGDOM
105
EH
NETHERLANDS
73
EI
IRELAND
57
EK
DENMARK
35
EL
LUXEMBOURGH
66
EN
NORWAY
75
EP
POLAND
79
ES
SWEDEN
95
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LIST OF FIRS
COUNTRY
PAGE NO.
EV
LATVIA
64
EY
LITHUANIA
66
FA
SOUTH AFRICA
88
FG
EQUATORIAL GUINEA
38
FK
CAMEROON
24
FI
MAURITIUS
70
FL
ZAMBIA
123
FM
COMOROS
33
FM
MADAGASCAR
67
FM
REUNION
81
FQ
MOZAMBIQUE
71
FS
SEYCHELLES
87
FT
CHAD
29
FV
ZIMBABWE
123
FW
MALAWI
67
FY
NAMIBIA
72
GA
MALI
69
GM
MOROCCO
70
HA
ETHOPIA
39
HD
DJIBOUTI
35
HE
EGYPT
35
HK
KENYA
63
HL
LIBYA
65
HS
SUDAN
94
HT
TANZANIA
98
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LIST OF FIRS
COUNTRY
PAGE NO.
HU
UGANDA
104
KZ
UNITED STATES
108
LB
BULGARIA
23
LC
CYPRUS
34
LD
CROATIA
34
LE
SPAIN
90
LF
FRANCE
40
LG
GREECE
46
LH
HUNGARY
49
LI
ITALY
58
LJ
SLOVENIA
88
LK
CZECH
34
LM
MALTA
69
LO
AUSTRIA
19
LP
AZORES
20
LP
PORTUGAL
80
LR
ROMANIA
82
LS
SWITZERLAND
96
LT
TURKEY
101
LW
MACEDONIA
66
LY
SERBIA - MONTENEGRO
86
LZ
SLOVAKIA
88
OB
BAHRAIN
20
OE
SAUDIA ARABIA
84
OI
IRAN
55
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LIST OF FIRS
COUNTRY
PAGE NO.
OJ
JORDAN
62
OK
KUWAIT
64
OL
LEBANON
65
OM
104
OO
OMAN
76
OP
PAKISTAN
76
OS
SYRIA
97
OT
QATAR
81
OY
YEMEN
122
RC
TAIWAN
97
RJ
JAPAN
60
RK
SOUTH KOREA
89
RP
PHILIPPINES
78
UA
KAZAKHSTAN
63
UB
AZERBAIJAN
19
UD
ARMENIA
18
UG
GEORGIA
43
UK
UKRAINE
104
UL - UR - UU - UW
RUSSIA
82
UM
BELARUS
21
UT
TURKMENISTAN
103
UT
UZBEKISTAN
121
VA - VE - VI - VO
INDIA
50
VC
SRI LANKA
94
VG
BANGLADESH
21
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LIST OF FIRS
COUNTRY
PAGE NO.
VH
HONG KONG
48
VL
LAOS
64
VM
MACAO
66
VN
NEPAL
72
VR
MALDIVES
69
VT
THAILAND
98
VV
VIETNAM
122
VY
MYANMAR
72
WA - WI - WR
INDONESIA
53
WB
BRUNEI
22
WB - WM
MALAYSIA
67
WS
SINGAPORE
87
ZB - ZG -ZH - ZL - ZP - ZS - ZU - ZW - ZY
CHINA
29
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5.1.5
List of Adequate Airports
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)
MAX Pavement Weight in Tons for Aircraft

772 / 3
346
343
332 / 3
300 / 10
320 / 1
ALGERIA (DA)
DAAG
9
DEST
Algiers
CIR / ILS
05/23
3500
272/270
319
247
207/206
169/MAX
MAX
ILS / VOR
09/27
3500
279/277
327
255
213/212
MAX
MAX
DAAT
7
ENRT
Tamanraset
VOR / CIR
02/20
3600
324/320
350
MAX
230/229
MAX
MAX
ILS / CIR
08/26
3100
314/312
329
260
217/215
MAX
MAX
DABB
8
ENRT
Annaba
CIR / ILS
01/19
2900
247/245
287
221
188/186
151/153
MAX
CIR / VOR
05/23
2290
NOT
NOT
160
149/148
117/119
MAX
DABC
8
DALT
Constantine
CIR / VOR
16/34
3000
317/314
364
MAX
MAX
MAX
MAX
NON / ILS
14/32
2400
227/276
312
241
202/201
158/160
MAX
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AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
DAOO
LDA
(m)

772 / 3
346
343
MAX
MAX
MAX
332 / 3
300 / 10
320 / 1
MAX
MAX
MAX
8
DALT
Oran
CIR / ILS
07/25
DAUG
3000
ENRT
Ghardaia
NON / ILS
12/30
3100
300/298
323
253
211/210
MAX
MAX
NON / NDB
18/36
2400
224/220
204
174
152/151
128/130
71/69
DAUH
MAX
MAX
MAX
MAX
MAX
MAX
325/322
368
ENRT
Hassi Messaoud
ILS / VOR
01/19
3000
ARMENIA (UD)
UDYZ
7
ENRT
Yerevan-Zvartnots
ILS / CIR
09/27
3850
MAX
MAX
MAX
MAX
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AIRPORTS
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COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
VOR / ILS 17C/35C 2740 264/261
301
MAX
332 / 3
300 / 10
320 / 1
MAX
MAX
MAX
AUSTRIA (LO)
LOWG
9
DALT
Graz
LOWW
9
DEST
Vienna
ILS / ILS
11/29
3500 319/316
306
258
214/212
MAX
MAX
ILS / ILS
16/34
3600
MAX
MAX
MAX
MAX
MAX
MAX
AZERBAIJAN (UB)
UBBB
7
ENRT
Baku
ILS / ILS
16/34
2700
264/261
307
245
205/203
157/160
MAX/80
ILS / ILS
18/36
3065
MAX
MAX
MAX
MAX
MAX
MAX
UBBN
MAX
MAX
MAX
MAX
MAX
MAX
ENRT
Nakchivan
ILS / ILS
14R/32L
3186
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AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1
MAX
340
MAX
MAX
MAX
MAX
337/335
361
MAX
MAX
XXX
MAX
348/344
375
MAX
MAX
MAX
MAX
AZORES (LP)
LPAZ
Santa Maria Optg hrs ENRT

0600-2359LT
ILS / VOR
18/36
LPLA
3048
ENRT
Lajes
ILS / ILS
15/33
LPPD
7*
Ponta Delgada**
Optg hrs 06152400LT
CIR / ILS
Note :
12/30
3312
ENRT
2279
*RFF upgrade to CAT 7 and CAT 8 available upon request.
BAHRAIN (OB)
OBBI
10
DEST
Bahrain
ILS / ILS
12L/30R
3657
MAX
MAX
MAX
MAX
MAX
MAX
VOR/VOR 12R/30L
2222
MAX
MAX
MAX
MAX
MAX
MAX
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AIRPORTS
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COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1
313/310
355
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
BANGLADESH (VG)
VGEG
7
DALT
Chittagong
VOR / ILS
05/23
VGZR
2940
DEST
Dhaka
ILS / VOR
14/32
3200
BELARUS (UM)
UMMS
8
DALT
Minsk
ILS / ILS
13/31
3640 268/264
312
249
208/206
159/163
MAX/82
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AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
2767
MAX
MAX
MAX
VOR / ILS 07L/20R
3338
MAX
MAX
VOR / ILS 07R/25L
3089
MAX
332 / 3
300 / 10
320 / 1
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
NOT
NOT
NOT
MAX
MAX
MAX
314/311
314
250
216/214
MAX
MAX
3658 325/322
343
MAX
MAX
MAX
MAX
BELGIUM (EB)
EBBR
9
DALT
Brussels
ILS / ILS
02/20
EBOS
9
ENRT
Ostend - Brugge
NDB / ILS
08/26
2785
BENIN (DB)
DBBB
8
DALT
Contonou
VOR / ILS
06/24
2363
BRUNEI (WB)
WBSB
9
ENRT
Bandar Seri Begawan

ILS / ILS
03/21
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AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
LDA
(m)
RWY

772 / 3
346
343
332 / 3
300 / 10
320 / 1
297/294
349
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
297/294
349
MAX
MAX
MAX
MAX
336/332
338
275
BULGARIA (LB)
LBBG
7
ENRT
Burggas
VOR / ILS
04/22
LBSF
3200
ENRT
Sofia
VOR / ILS
09/27
LBWN
3300
ENRT
Varna
ILS / VOR
09/27
2500
BURKINA FASO (DF)

DFFD
8
ENRT
Ouagadougou
ILS / VOR 04L/22R
3000
MAX
MAX
MAX
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PAGE
24
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1
292/289
308
243
213/210
165/160
MAX
NOT
NOT
XXX
MAX
MAX
MAX
CAMEROON (FK)
FKKD
8
ENRT
Douala
VOR / ILS
12/30
FKKR
2850
ENRT
Garoua
ILS / VOR 09/27
3285
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
25
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1
CANADA (CZ)
CYEG
8
ENRT
Edmonton Intl
ILS / ILS
12/30
3109
334/332
MAX
MAX
MAX
MAX
MAX
ILS / ILS
02/20
3353
334/332
MAX
MAX
MAX
MAX
MAX
CYFB
MAX
NOT
NOT
MAX
MAX
MAX
ENRT
Iqaluit
NON / ILS
17/35
CYHZ
2621
ENRT
Halifax
LOC / ILS
05/23
2682
MAX
MAX
MAX
MAX
MAX
MAX
ILS / NON
14/32
2347
MAX
MAX
MAX
MAX
MAX
MAX
CYQB
7*
281/278
340
MAX
MAX
MAX
MAX
XXX
XXX
XXX
ENRT
Quebec
VOR/VOR
Note :
06/24
2743
*RFF upgrade to CAT 8 available 1hr PPR.
CYXE
6
ENRT
Saskatoon
ILS/NDB
09/27
2554
325/322
XXX
XXX
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
26
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1
CANADA (CZ) Contd

CYJT
6*
ENRT
Stephenville
NON / ILS
Note :
09/27
3048
MAX
NOT
MAX
MAX
XXX
XXX
*RFF upgrade to CAT 7 available 30 min PPR.
CYOW
Ottawa/Macdonald
Cartier Intl
ENRT
ILS / LOC
07/25
2438
MAX
NOT
NOT
MAX
MAX
MAX
VOR / ILS
14/32
3048
MAX
NOT
NOT
MAX
MAX
MAX
CYQM
7*
332
353
MAX
229/227
MAX
MAX
ENRT
Moncton
NDB / ILS
11/29
Note :
2438
CYQX
7*
ENRT
Gander
ILS / VOR
03/21
3108
MAX
MAX
MAX
MAX
MAX
MAX
ILS / NON
13/31
2712
MAX
MAX
MAX
MAX
MAX
MAX
Note :
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
27
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
2134
MAX
MAX
MAX
ILS / ILS
06L/24R 3353
MAX
MAX
ILS / ILS
06R/24L 2926
305
332 / 3
300 / 10
320 / 1
MAX
MAX
MAX
MAX
MAX
MAX
MAX
376.5
MAX
MAX
MAX
MAX
CANADA (CZ) Contd

CYUL
9
ENRT
Montreal
ILS / LOC
10/28
CYVR
9
ENRT
Vancouver
ILS / ILS
08L/26R 3030 334/332
MAX
MAX
MAX
MAX
MAX
ILS / ILS
08R/26L 3352 334/332
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
ILS / NON
12/30
CYWG
2225 334/332
Winnipeg James Arm- ENRT

stron Intl
ILS / ILS
13/31
2652
MAX
NOT
NOT
MAX
MAX
MAX
ILS / ILS
18/36
3352
MAX
NOT
NOT
MAX
MAX
MAX
CYYC
9
ENRT
Calgary Intl
ILS / ILS
10/28
2438 302/229
349
MAX
229/227
MAX
MAX
ILS / ILS
16/34
3863
MAX
MAX
215/214
MAX
MAX
MAX
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
28
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1
CANADA (CZ) Contd

CYYR
8
ENRT
Goose Bay
ILS / NDB
08/26
3366
MAX
MAX
MAX
MAX
MAX
MAX
NON / NON
16/34
2919
279
353
MAX
MAX
MAX
MAX
CYYT
7*
ENRT
St. Johns
ILS / ILS
11/29
2591
MAX
NOT
NOT
MAX
MAX
MAX
ILS / NDB
16/34
2135
MAX
NOT
NOT
MAX
MAX
MAX
Note :
CYYZ

9
ENRT
Toronto / Pearson Intl

ILS / ILS
05/23
3242
MAX
MAX
MAX
MAX
MAX
MAX
ILS / ILS
06L/24R 2896
MAX
MAX
MAX
MAX
MAX
MAX
ILS / ILS
06R/24L 2743
MAX
MAX
MAX
MAX
MAX
MAX
ILS / ILS
15L/33R 3368
MAX
MAX
MAX
MAX
MAX
MAX
ILS / ILS
15R/33L 2591
MAX
MAX
MAX
MAX
MAX
MAX
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
29
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
306/303
345
343
332 / 3
300 / 10
320 / 1
MAX
MAX
CHAD (FT)
FTTJ
8
ENRT
Ndjamena
ILS / VOR
05/23
2800
273
226/225
CHINA (ZB - ZG - ZH - ZL - ZP - ZS - ZU - ZW - ZY)

ZBAA
9
DEST
Beijing
ILS / ILS
01/19
3800
MAX
MAX
MAX
MAX
MAX
MAX
ILS / ILS
18L/36R
3800
MAX
MAX
MAX
MAX
MAX
MAX
ILS / ILS
18R/36L
3200
MAX
MAX
MAX
MAX
MAX
MAX
ZBHH
265/268
NOT
NOT
195/233
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
336/332
NOT
NOT
MAX
MAX
MAX
ENRT
Hohhot
ILS / ILS
08/26
ZBTJ
3600
DALT
Tianjin
ILS / ILS
16/34
ZBYN
3200
DALT
Taiyuan
ILS / ILS
13/31
3200
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
30
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1

(Contd)
ZGGG
9
ENRT
Guangzhou
ILS / ILS 02L/20R
3600
MAX
MAX
MAX
MAX
MAX
MAX
ILS / ILS 02R/20L
3600
MAX
MAX
MAX
MAX
MAX
MAX
333/329
MAX
MAX
MAX
MAX
MAX
342/335
NOT
NOT
MAX
MAX
MAX
342/338
NOT
NOT
MAX
MAX
MAX
ZGSZ
9
DALT
Shenzhen
ILS / ILS
15/33
ZHHH
3400
ENRT
Wuhan
ILS / ILS
04/22
ZLLL
3400
ENRT
Lanzhou
ILS / ILS
Note :
18/36
3600
Optg Hrs : H24 ATC / RFF / FUEL; Gnd Svcs : TBA; Fuel : Jet A3; Level of
spoken English : Poor; Medical Fac : In the city.
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
31
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1
MAX
MAX

(Contd)
ZLXY
9
ENRT
Xian
ILS / ILS
Note :
05/23
3000
297/294
343
MAX
MAX
Optg Hrs : H24 ATC / RFF / FUEL; Gnd Svcs : Limited for wide-body a/c; Fuel :
Jet A3; Level of spoken English : Poor; Medical Fac : In the city.
ZPPP
8
ENRT
Kunming
ILS / ILS
03/21
ZSAM
3400
283/279
329
267
221/219
168/MAX
MAX/88
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
DALT
Xiamen
ILS / ILS
05/23
ZSFZ
3050
DALT
Fuzhou
ILS / ILS
03/21
ZSHC
3600
DALT
Hangzhou
ILS / ILS
07/25
ZSJN
3600
DALT
Jianan
ILS / VOR
01/19
3600
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
32
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1

(Contd)
ZSNJ
8
DALT
Nanjing
ILS / ILS
06/24
ZSPD
3600
MAX
MAX
MAX
MAX
MAX
MAX
3800
MAX
MAX
MAX
MAX
MAX
MAX
ILS / ILS 17L/35R
4000
MAX
MAX
MAX
MAX
MAX
MAX
ILS / ILS 17R/35L
3400
MAX
MAX
MAX
MAX
MAX
MAX
339/335
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
NOT
NOT
MAX
MAX
MAX
DEST
Shanghai - Pudong
ILS / ILS
16/34
ZSSS
Shanghai - Hongqgiao
DALT
ILS / ILS
18/36
3200
ZUUU
8
ENRT
Chengdu
ILS / ILS
02/20
ZWSH
3600
ENRT
Kashi
ILS / ILS
Note :
08/26
3200
Optg Hrs : H24 ATC / RFF (Unkn) / FUEL; Gnd Svcs : Limited for wide-body a/c;
Fuel : Jet A3; Level of spoken English : Poor; Medical Fac : In the city.
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
33
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1

(Contd)
ZWTN
6
ENRT
Hotan
VOR / ILS
Note :
11/29
3200
272 / 268
316
254
212 / 209 162 / MAX MAX / 83
Optg Hrs : H24 ATC / RFF (Unkn) / FUEL; Gnd Svcs : Limited for wide-body a/c;
Fuel : Jet A3; Level of spoken English : Poor; Medical Fac : In the city. Rmk :
Exercise caution on twys.
ZWWW
9
ENRT
Urumqi
ILS / ILS
07/25
ZYTL
3600
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
303/300
357
MAX
MAX
MAX
MAX
NOT
NOT
NOT
MAX
MAX
MAX
DALT
Dalian
ILS / ILS
10/28
ZYTX
3100
ENRT
Shenyang
ILS / ILS
06/24
3200
COMOROS (FM)
FMCH
7
ENRT
Moroni
ILS / CIR
02/20
2900
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
34
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1
CROATIA (LD)
LDZA
6*
ENRT
Zagreb
ILS / ILS
Note:
05/23
3252
MAX
NOT
NOT
MAX
MAX
MAX
*RFF upgrade to CAT 9 upon request.
CYPRUS (LC)
LCLK
8
DALT
Larnaca
VOR / ILS
04/22
LCPH
2810
284/282
332
260
216/215
MAX
MAX
MAX
NOT
NOT
MAX
MAX
MAX
ENRT
Pafos
VOR / ILS
11/29
2700
CZECH REPUBLIC (LK)

LKPR
9
ENRT
Prague
ILS / ILS
06/24
3715
303/300
357
MAX
MAX
MAX
MAX
VOR / ILS
13/31
3250
193/191
201
176
153/152
119/121
MAX
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
35
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1
DENMARK (EK)
EKCH
9
ENRT
Copenhagen Kastrup
ILS / ILS
04L/22R 3000
350
MAX
MAX
MAX
MAX
XXX
ILS / ILS
04R/22L 3300
350
MAX
MAX
MAX
MAX
XXX
350
MAX
MAX
MAX
MAX
XXX
368
MAX
MAX
MAX
MAX
NOT
XXX
222/220
MAX
MAX
ILS / ILS
12/30
2395
DJIBOUTI (HD)
HDAM
7
DALT
Djibouti
VOR / ILS
09/27
2928 325/322
EGYPT (HE)
HEAR
7
ENRT
Elarish
NON/VOR
16/34
3019
NOT
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
36
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
LDA
(m)
RWY

772 / 3
346
343
332 / 3
300 / 10
320 / 1
NOT
NOT
XXX
175/172
137/XXX
MAX/82
NOT
NOT
NOT
NOT
NOT
MAX/80
319/316
322
258
222/220
MAX
MAX
EGYPT (HE) (Contd)

HEAT
7
ENRT
Asyut
NON / VOR
13/31
HEAX
3019
DEST
Alexandria
VOR / VOR
04/22
HEBA
Alexandria Borg El
Arab
NON / ILS
14/32
HECA
2201
DALT
3400
DEST
Cairo
ILS / ILS
05L/23R
3301
MAX
MAX
MAX
MAX
MAX
MAX
ILS / ILS 05C/23C
3999
MAX
MAX
MAX
MAX
MAX
MAX
3178
331/328
359
MAX
MAX
MAX
MAX
NONE
16/34
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
37
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1
325/322
343
MAX
MAX
MAX
MAX
289/286
353
MAX
MAX
MAX
MAX
NOT
NOT
XXX
MAX/230
MAX
MAX
NOT
NOT
XXX
MAX
MAX
MAX
EGYPT (HE) Contd

HEGN
9
DALT
Hurghada
CIR / ILS
16/34
HELX
3700
DEST
Luxor
VOR / ILS
02/20
HEMA
3000
ENRT
Marsa Alam
VOR / VOR 15/33
HEOW
3000
5
ENRT
Shark El Oweinat
NDB / NON 01/19
HESH
3500
9
DALT
Sharm El Sheikh
ILS / CIR 04L/22R
3081
MAX
361
MAX
MAX
MAX
MAX
VOR / NON 04R/22L
3081
MAX
361
MAX
MAX
MAX
MAX
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
38
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
LDA
(m)
RWY

772 / 3
346
343
332 / 3
300 / 10
320 / 1
340/336
342
MAX
MAX
MAX
MAX
NOT
NOT
XXX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
NOT
NOT
XXX
MAX
MAX
MAX
EGYPT (HE) (Contd)

HESN
9
DALT
Aswan
VOR / ILS
17/35
HETB
3402
ENRT
Taba
VOR / NON 04/22
4000
EQUATORIAL GUINEA(FG)
FGSL
8
ENRT
Malabo
VOR / ILS
05/23
2940
ESTONIA (EE)
EETN
7
DALT
Tallinn
ILS / ILS
08/26
2820
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
39
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1
ETHOPIA (HA)
HAAB
9
ENRT
Addis Abeba
CIR / ILS 07R/25L
3440
334
355
MAX
MAX
MAX
MAX
CIR / ILS 07L/25R
3325
247/245
304
207
185/180
148/143
MAX
NOT
NOT
NOT
NOT
NOT
NOT
HADR*
7
ENRT
Dire Dawa
VOR / CIR
15/33
2700
FINLAND (EF)
EFHK
9
DALT
Helsinki - Vantaa
ILS / ILS 04R/22L 3200
MAX
MAX
MAX
MAX
MAX
MAX
ILS / ILS 04L/22R 3000
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
ILS / VOR
15/33
2901
* This is an emergency airport only (HADR).

Note:
Airport has a very low PCN (HADR).
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
40
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
NOT
NOT
NOT
MAX
MAX
MAX
332 / 3
300 / 10
320 / 1
NOT
MAX
XXX
MAX
MAX
MAX
FINLAND (EF) (Contd)

EFKE
7
ENRT
Kemi - Torino
ILS / NDB
18/36
EFTU
2509
ENRT
Turku
VOR / ILS
08/26
2500
FRANCE (LF)
LFBD
7
ENRT
Bordeaux
VOR / ILS
05/23
3100
MAX
MAX
MAX
MAX
MAX
MAX
VOR / ILS
11/29
2415
274/272
308
237
199/198
156/158
MAX/90
LFBO
ILS / ILS 14R/32L 3500
MAX
MAX
MAX
MAX
MAX
MAX
ILS / ILS 14L/32R 3000
324/321
339
270
224/222
MAX
MAX
ENRT
Toulouse
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
41
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
LDA
(m)
RWY

772 / 3
346
343
332 / 3
300 / 10
320 / 1
NOT
NOT
XXX
143
143/XXX
MAX
ILS / ILS 18L/36R 2670
MAX
MAX
MAX
MAX
MAX
MAX
VOR / ILS 18R/36L 4000
319/317
334
265
220/218
MAX
MAX
ILS / LOC 04L/22R 2570
MAX
MAX
MAX
MAX
MAX
MAX
ILS / LOC 04R/22L 2960
MAX
MAX
MAX
MAX
MAX
MAX
ILS / ILS 08L/26R 3615
MAX
MAX
MAX
MAX
MAX
MAX
ILS / ILS 08R/26L 2700
273/270
341
MAX
MAX
MAX
MAX
ILS / ILS 09L/27R 2700
344/341
MAX
MAX
MAX
MAX
MAX
ILS / ILS 09R/27L 3600
MAX
MAX
MAX
MAX
MAX
MAX
FRANCE (LF) Contd

LFKB
7
ENRT
Bastia
CIR / ILS
16/34
LFLL
2520
ENRT
Lyon
LFMN
8
ENRT
Nice Cote Dazur
LFPG
Paris - Charles DeGaulle
DEST
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
42
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
LDA
(m)
RWY

772 / 3
346
343
332 / 3
300 / 10
320 / 1
FRANCE (LF) Contd

LFPO
9
DALT
Paris - Orly
ILS / ILS
06/24
3350
MAX
MAX
MAX
MAX
MAX
MAX
VOR / ILS
08/26
2885
315/312
MAX
MAX
MAX
MAX
MAX
ILS / CIR
02/20
2400
278/276
MAX
348
MAX/231
MAX
MAX
Note :
Arrivals 06:20 to 23:29hrs LT; Departures 06:00 to 23:19hrs LT. Outside these
hours, airport is not available.
LFQQ
7
ENRT
Lille
VOR / ILS
08/26
LFRS
7*
Nates - Nates/Atlantique
ILS / VOR
03/21
LFSB
7*
2545
272/268
304
255
212/209
161/164
MAX/83
259/257
288
222
188/187
148/150
MAX/85
310/305
365
MAX
MAX
MAX
MAX
ENRT
3690
DALT
Basle - Mulhouse
ILS / CIR
Note:
15/33
3900
*RFF upgrade to CAT 8 available on request
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
43
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1
GEORGIA (UG)
UGTB
7
ENRT
Tibilisi
ILS / ILS 13R/31L
3000
254/251
274
218
185/186
150/154
70/68
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
GERMANY (ED)
EDDB
9
DALT
Berlin - Scohefeld
ILS / ILS
07/25
EDDC
3000
DALT
Dresden
ILS / ILS
04/22
EDDF
10
2508
DEST
Frankfurt - Main
ILS / ILS 07L/25R
4000
MAX
MAX
MAX
MAX
MAX
MAX
ILS / ILS 07R/25L
4000
MAX
MAX
MAX
MAX
MAX
MAX
EDDH
9
ENRT
Hamburg
ILS / ILS
05/23
2952
MAX
MAX
MAX
MAX
MAX
MAX
ILS / LLZ
15/33
3220
MAX
MAX
MAX
MAX
MAX
MAX
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
44
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1
260/257
303
242
202/200
160/158
MAX/79
MAX
MAX
MAX
MAX
MAX
MAX
ILS / ILS 05R/23L 2700
MAX
MAX
MAX
MAX
MAX
MAX
ILS / ILS 05L/23R 2400
MAX
MAX
MAX
MAX
MAX
MAX
ILS / ILS 08L/26R 4000
MAX
MAX
MAX
MAX
MAX
MAX
ILS / ILS 08R/26L 4000
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
GERMANY (ED) (Contd)

EDDK
10
DALT
Cologne - Bonn
NON / ILS
06/24
2459
ILS / ILS 14L/32R 3815

EDDL
9
DALT
Dusseldorf
EDDM
9
DEST
Munich
EDDN
8
DALT
Nurnberg
ILS / ILS
10/28
2700
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
45
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1
GERMANY (ED) (Contd)

EDDP
8
DALT
Leipzig
ILS / ILS
08L/26R
3600
ILS / ILS
08R/26L
3600
EDDS
10
MAX
MAX
MAX
MAX
MAX
MAX
302/300 MAX/373
MAX
MAX
MAX
MAX
302/300
379
MAX
MAX
MAX
MAX
DALT
Stuttgart
ILS / ILS
07/25
EDDT
3045
DEST
Berlin - Tegel
ILS / ILS
08L/26R
3023
MAX
MAX
MAX
MAX
MAX
MAX
ILS / ILS
08R/26L
2324
MAX
MAX
MAX
MAX
MAX
MAX
EDDV
3200
320/317
380
MAX
MAX
MAX
MAX
2304
320/317
380
MAX
MAX
MAX
MAX
331/329
375
MAX
MAX
MAX
MAX
DALT
Hannover
DME / ILS 09L/27R
ILS / ILS
09R/27L
EDFH
9
DALT
Frankfurt - Hahn
ILS / ILS
03/21
2745
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
46
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1
MAX
MAX
MAX
MAX
MAX
MAX
NOT
NOT
XXX
188
MAX
MAX/90
ILS / ILS 03L/21R 3500
MAX
MAX
MAX
MAX
MAX
MAX
ILS / ILS 03R/21L 3700
MAX
MAX
MAX
MAX
MAX
MAX
238/235
228
188
162/160
135/130
MAX/75
262/261
294
226
191/190
150/152
MAX/86
GHANA (DG)
DGAA
9
DALT
Accra
VOR / ILS
03/21
3403
GREECE (LG)
LGAL
7
ENRT
Alexandroupolis
VOR / CIR
07/25
LGAV
2600
DEST
Athens
LGIR
8
DALT
Iraklion
CIR / VOR
09/27
LGKF
2237
ENRT
Kefallinia
CIR / VOR
14/32
2160
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
47
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1
GREECE (LG) (Contd)

LGKO
8
ENRT
Kos
VOR / VOR 14/32
LGKV
2400
314/311
336
266
221/219
159/162
MAX / 81
314/311
336
266
221/219
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
7
ENRT
Kavala
VOR / VOR 05R/23L
LGRP
3000
8
DALT
Rodos
VOR / ILS
07/25
LGTS
3305
DALT
Thessaloniki
ILS / NON
10/28
2440
256/255
260
207
177/176
147/149
MAX/78
ILS / VOR
16/34
2410
256/255
260
207
177/176
147/149
MAX/81
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
48
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1
MAX
MAX
MAX
MAX
MAX
MAX
GREENLAND (BG)
BGSF
**Kangerlussuaq
Optg Hrs Mon-Sat ENRT
Summer 1100-2000z
Winter 1000-1900z
NDB / NON 10/28
2810
** Should be used for Emergency only
HONG KONG (VH)

VHHH
10
DEST
Hong Kong
ILS / ILS 07R/25L
3640
MAX
MAX
MAX
MAX
MAX
MAX
ILS / ILS 07L/25R
3627
MAX
MAX
MAX
MAX
MAX
MAX
REV 08R
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
49
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
LDA
(m)
RWY

772 / 3
346
343
332 / 3
300 / 10
320 / 1
HUNGARY (LH)
LHBP
9
DALT
Budapest
ILS / ILS 13L/31R
3707
342/338
MAX
MAX
MAX
MAX
MAX
ILS / ILS 13R/31L
3010
342/338
MAX
MAX
MAX
MAX
MAX
XXX
248
181
157/155
XXX
XXX
ICELAND (BI)
BIEG
5*
ENRT
**Egilsstadir
NDB/NDB
04/22
1874
** Should be used for Emergency only

BIKF
9
ENRT
Keflavik
ILS / ILS
02/20
3048
MAX
355
MAX
MAX
MAX
MAX
ILS / ILS
11/29
3052
MAX
357
MAX
MAX
MAX
MAX
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
50
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1
333/331
349
MAX
231/229
MAX
MAX
INDIA (VA - VE - VI - VO)

VAAH
9
DEST
Ahmedabad
VOR / ILS
05/23
VABB
3505
DEST
Mumbai
ILS / ILS
09/27
2963
MAX
MAX
MAX
MAX
MAX
MAX
ILS / VOR
14/32
2517
MAX
MAX
MAX
MAX
MAX
MAX
VANP
324/321
316
249
214/209
MAX
MAX
ENRT
*Nagpur
VOR / ILS
*
Note:
14/32
3200
Airport has no ground facilities to handle wide bodied aircraft.
VECC
8
DALT
Kolkata
VOR/VOR 01L/19R 2749
243/244
262
207
178/176
140/142
MAX/80
ILS / ILS 01R/19L 3200
MAX
MAX
MAX
MAX
MAX
MAX
NOT
NOT
XXX
163
129/XXX
MAX/78
VERC
6
ENRT
Ranchi
VOR / ILS
13/31
2424
REV 08Q
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
51
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1
INDIA (VA - VE - VI - VO) (Contd)

VIDP
9
DEST
Delhi
VOR / ILS
09/27
2661
MAX
MAX
MAX
MAX
MAX
MAX
ILS / ILS
10/28
3810
MAX
MAX
MAX
MAX
MAX
MAX
ILS / ILS
11/29
2820
MAX
MAX
MAX
MAX
MAX
MAX
VIJP
NOT
NOT
NOT MAX / NOT
MAX
MAX
NOT
NOT
NOT
NOT
NOT
MAX
MAX
MAX
MAX
MAX
MAX
MAX
DALT
Jaipur
VOR / ILS
09/27
VILK
2797
DALT
Lucknow
VOR / ILS
09/27
VOBL
2585
DEST
Bangalore
ILS / ILS
09/27
4000
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
52
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1
INDIA (VA - VE - VI - VO) (Contd)

VOCB
6
ENRT
Coimbatore
CIR / ILS
05/23
VOCI
8*
2290
265/264
203
256
173/172
143/145
MAX/81
340/336
367
MAX
MAX
MAX
MAX
MAX
MAX
MAX
DEST
Cochin
VOR / ILS
09/27
3400
Note : RFF upgradeable to RFF CAT 9 upon request.

VOCL
8*
DEST
Calicut
VOR / ILS
Note :
10/28
2860
347/342
363
MAX
RFF upgradeable to RFF 9 upon request
VOHS
10
DEST
Hyderabad
ILS / ILS
09/27
VOMM
4260
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
310/307
333
263
226/223
MAX
MAX
DEST
Chennai
ILS / ILS
07/25
VOTV
3658
DEST
Thiruvanthapuram
VOR / ILS
14/32
2992
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
53
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1
NOT
NOT
256
223/220
MAX
MAX
MAX
380
MAX
MAX
MAX
MAX
319/316
337
273
224/222
MAX
MAX
292/289
316
251
218/215
MAX
MAX
MAX/347
369
MAX
MAX
MAX
MAX
INDONESIA (WA - WI - WR)

WAAA
Ujung Padang Hasa- DALT

nuddin (0000-1500)
ILS / NON
13/31
WADD
2500
DEST
Bali
VOR / ILS
09/27
WARQ
3000
DALT
Solo
CIR / ILS
08/26
WARR
2500
DALT
Surabaya
ILS / VOR
10/28
WIDD
3000
DALT
Batam
ILS / VOR
04/22
4025
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
54
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1
MAX
MAX
MAX
MAX
MAX
INDONESIA (WA - WI - WR) (Contd)

WIHH
9
DALT
Jakarta - Halim
VOR / ILS
06/24
WIII
2800
MAX
DEST
Jakarta - Soekarno
ILS / ILS 07L/25R
3600
MAX/347 MAX
MAX
MAX
MAX
MAX
ILS / ILS 07R/25L
3660
MAX/347 MAX
MAX
MAX
MAX
MAX
328/326
346
MAX
MAX
MAX
MAX
NOT
NOT
XXX
223/221
MAX
MAX
WIMM
8
ENRT
Medan
ILS / CIR
05/23
WITT
2625
ENRT
Banda Aceh
VOR / NON 17/35
2500
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
55
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1
IRAN (OI)
OIBB
6
ENRT
Bushehr
VOR / VOR 13L/31R
4471
NOT
NOT
XXX
188
MAX
MAX/90
VOR / VOR 13R/31L
4470
NOT
NOT
XXX
MAX
MAX
MAX
OIFM
8
DALT
Esfahan
VOR / ILS 08L/26R
4397
262/261
295
226
192/190
150/153
MAX/87
VOR / VOR 08R/26L
4397
346/337
324
MAX
MAX/232
MAX
MAX
MAX
371
MAX
MAX
MAX
MAX
OIIE
Tehran - Imam Khomaini

VOR / ILS
11/29
OIII
DEST
4200
DALT
Tehran - Mehrabad
VOR / VOR 11L/29R
3992
347/342
338
MAX
MAX
MAX
MAX
VOR / ILS 11R/29L
4038
324/321
315
254
220/218
MAX
MAX
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
56
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1
IRAN (OI) (Contd)

OIKB
7
ENRT
Bandar Abbass
VOR / ILS 03R/21L
OIKK
3667
NOT
NOT
XXX
MAX
MAX
MAX
300/298
323
253
211/209
MAX
MAX
8
DALT
Kerman
VOR / VOR 16/34
OIMM
3785
8
DEST
Mashhad
VOR / ILS 13L/31R
3776
340/336
367
MAX
MAX
MAX
MAX
VOR / VOR 13R/31L
3886
340/336
367
MAX
MAX
MAX
MAX
OISS
8
DALT
Shiraz
CIR / ILS 11R/29L
4259
MAX
371
MAX
MAX
MAX
MAX
CIR / VOR 11L/29R
4342
MAX
MAX
MAX
MAX
MAX
MAX
260/257
278
XXX
195/193
157/XXX
MAX
OITT
8
ENRT
Tabriz
CIR / ILS 12L/30R
3604
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
57
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1
NOT
NOT
NOT
220/217
MAX
MAX
289/286
310
240
201/199
156/158
MAX
IRAN (OI) (Contd)

OIZH
7
ENRT
Zahedan
CIR / VOR
17/35
OITR
3979
ENRT
* Uromiyeh
ILS / VOR
* Note:
03/21
3250
Operating hours : 0300 - 1830 (Summer) / 0230-1730 (Winter)
IRELAND (EI)
EICK
7
ENRT
Cork
ILS / ILS
17/35
EIDW
2133
XXX/257
NOT
NOT
216/213
MAX
XXX
327/323
375
MAX
MAX
MAX
MAX
291/288
352
MAX
MAX
MAX
MAX
ENRT
Dublin
ILS / ILS
10/28
EINN
2637
ENRT
Shannon
ILS / ILS
06/24
3059
REV 08S
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
58
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1
ITALY (LI)
LIBD
8
ENRT
Bari
ILS / VOR
07/25
LIBR
2440
MAX
MAX
MAX
MAX
MAX
MAX
312
336
MAX
MAX
MAX
MAX
ILS / ILS 17L/35R 2977
MAX
MAX
MAX
MAX
MAX
MAX
CIR / ILS 17R/35L 3515
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
XXX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
ENRT
Brindisi
VOR / ILS
14/32
LIMC
2532
DEST
Milan - Malpensa
LIME
8
ENRT
Bergamo
CIR / ILS
10/28
LIMF
2807
DALT
Torino
CIR / ILS
18/36
2575
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
59
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1
ITALY (LI) (Contd)

LIMJ
8
DALT
Genoa
CIR / ILS
11/29
LIML
2765
MAX
MAX
MAX
MAX
MAX
MAX
317/311
372
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
DALT
Milan Linate
VOR / ILS 18L/36R 2440
LIPQ
8
DALT
Trieste
CIR / ILS
09/27
LIRA
2800
DALT
Rome - Ciampino
ILS / CIR
15/33
LIRF
2197
DEST
Rome - Fiumicino
ILS / ILS
16L/34R 3900
MAX
MAX
MAX
MAX
MAX
MAX
ILS / ILS
16R/34L 3579
MAX
MAX
MAX
MAX
MAX
MAX
ILS / ILS
16C/34C 3000
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
VOR / ILS
07/25
2893
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
60
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1
312
336
MAX
MAX
MAX
NOT
NOT
NOT
225/223
MAX
MAX
NOT
NOT
XXX
MAX
MAX
MAX
ITALY (Contd)
LIRP
8
ENRT
Pisa
ILS / CIR 04R/22L
2736
222
IVORY COAST (DI)

DIAP
8
ENRT
Abidjan
VOR / ILS
03/21
DIBK
3000
ENRT
Bouake
VOR / ILS
03/21
3300
JAPAN (RJ)
RJAA
9
DALT
Tokyo - Narita
ILS / ILS 16R/34L
3250
MAX
MAX
MAX
MAX
MAX
MAX
ILS / ILS 16L/34R
2180
MAX
MAX
MAX
MAX
MAX
MAX
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
61
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
LDA
(m)
RWY

772 / 3
346
343
332 / 3
300 / 10
320 / 1
JAPAN (RJ) (Contd)

RJBB
Osaka - Kansai
DEST
ILS / ILS
06L/24R
4000
MAX
MAX
MAX
MAX
MAX
MAX
ILS / ILS
06R/24L
3500
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
XXX
MAX
MAX
MAX
327/324
348
MAX
MAX
MAX
MAX
MAX
351
XXX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
303/300
351
MAX
MAX
MAX
MAX
RJCH
DALT
Hakodate
ILS / VOR
12/30
RJFF
Fukuoka
ILS / ILS
*
16/34
9
RJFK
3000
ENRT
2800
DALT
Kagoshima
VOR / ILS
16/34
RJGG
Nagoya
ILS / ILS
18/36
RJOO
Osaka Intl
CIR / ILS 14R/32L
3000
DALT
3500
ENRT
3000
Airport operating hours

* RJCH / Hakodate - 2230-1130 UTC
* RJFK / Kagoshima - 2230-1230 UTC
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
62
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
LDA
(m)
RWY

772 / 3
346
343
332 / 3
300 / 10
320 / 1
VOR / ILS 16R/34L 3000
MAX
353
MAX
MAX
MAX
MAX
VOR / ILS 16L/34R 3000
MAX
MAX
MAX
MAX
MAX
MAX
VOR / ILS
MAX
353
MAX
MAX
MAX
MAX
JAPAN (RJ) (Contd)

RJTT
9
DALT
Tokyo - Haneda
04/22
2500
JORDAN (OJ)
OJAI
Amman - Queen
Alia
DEST
ILS / ILS 08L/26R
3660
325/322
369
MAX
MAX
MAX
MAX
NDB / ILS 08R/26L
3660
MAX/347
MAX
MAX
MAX
MAX
MAX
278/276
293
230
200/198
157/153
MAX
NOT
NOT
NOT
MAX
MAX
MAX
OJAM
8
DALT
Amman - Marka
CIR / ILS
06/24
OJAQ
3275
DALT
Aqaba
ILS / NON 01/19
3000
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
63
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
LDA
(m)
RWY

772 / 3
346
343
332 / 3
300 / 10
320 / 1
KAZAKHSTAN (UA)
UAAA
9
ENRT
Almaty
ILS / ILS 05L/23R
4500
345/341
MAX
MAX
MAX
MAX
MAX
ILS / ILS 05R/23L
4398
264/260
308
245
206/203
157/161
MAX/81
NOT
NOT
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
KENYA (HK)
HKEL
6
DEST
Eldoret
ILS / CIR
08/26
HKJK
Nairobi - Jomo Kenyatta

ILS / VOR
06/24
HKMO
3500
DEST
4117
DALT
Mombasa
VOR / ILS
03/21
3350
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
64
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1
ILS / ILS 15L/33R 3500
MAX
375
MAX
MAX
MAX
MAX
ILS / ILS 15R/33L 3400
300/297
353
MAX
MAX
MAX
MAX
319/314
351
MAX
MAX
MAX
MAX
KUWAIT (OK)
OKBK
9
DEST
Kuwait
KYRGYSTAN (UA)
UAFM
7
ENRT
Bishkek
ILS / ILS
08/26
4200
LAOS (VL)
VLVT
8
ENRT
Vientiane
ILS / CIR
13/31
3000
NOT
NOT
XXX
NOT
NOT
MAX
MAX
MAX
MAX
MAX
MAX
MAX
LATVIA (EV)
EVRA
8
DALT
Riga
ILS / ILS
18/36
2550
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
65
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1
LEBANON (OL)
OLBA
9
DEST
Beirut
ILS / CIR
03/21
2805
297/294
349
MAX
MAX
MAX
MAX
ILS / CIR
17/35
2400
297/294
349
MAX
MAX
MAX
MAX
ILS / NON*
16/34
3215
297/294
349
MAX
MAX
MAX
MAX
Note : (*) Runway 34 Not Authorized for landing.
LIBYA (HL)
HLLB
8
DALT
Benghazi
ILS / VOR 15L/33R
3600
MAX
MAX
MAX
MAX
MAX
MAX
NDB/NDB 15R/33L
3600
296/294
295
MAX
210/205
MAX
MAX/86
HLLT
8
DEST
Tripoli
NDB / ILS
09/27
3600
MAX
368
MAX
MAX
MAX
MAX
NONE
18/36
2235
270/264
252
235
192/185
MAX
MAX
Note : (*) Runway 34 Not Authorized for landing.
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
66
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
LDA
(m)
RWY

772 / 3
346
343
332 / 3
300 / 10
320 / 1
NOT
NOT
NOT
217/215
MAX
MAX
MAX
362
MAX
MAX
MAX
MAX
LITHUANIA (EY)
EYVI
7
DALT
Vilnius
ILS / ILS
02/20
2500
LUXEMBOURG (EL)
ELLX
9
DEST
Luxembourg
ILS / ILS
06/24
4000
MACAO (VM)
VMMC
9
DALT
Macao
ILS
34
2865
317/311
372
MAX
MAX
MAX
MAX
MACEDONIA (LW)
LWSK
8
ENRT
Skopje
CIR / ILS
16/34
2450
274/272
298
XXX
192
159/XXX
MAX
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
67
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
LDA
(m)
RWY

772 / 3
346
343
332 / 3
300 / 10
320 / 1
NOT
NOT
XXX
MAX
MAX
MAX
NOT
NOT
XXX
160
160/XXX
MAX
MAX
MAX
XXX
MAX
MAX
MAX
XXX
225
MAX
MAX
MADAGASCAR (FM)
FMMI
8
ENRT
Antananarivo
ILS / VOR
11/29
FMNM
3100
ENRT
Mahajanga
VOR/VOR
14/32
2200
MALAWI (FW)
FWKI
8
ENRT
Lilongwe
ILS / VOR
14/32
3540
Note:
Operating hours 0400-1700 UTC.
MALAYSIA (WB - WM)

WBGG
8
ENRT
Kuching
ILS / VOR
07/25
2363
336/332
338
REV 08Q
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
68
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1
336/332
338
MAX
MAX
MAX
MAX
336/332
338
275
226/224
MAX
MAX
MALAYSIA (WB - WM) (Contd)

WBKK
8
ENRT
Kota Kinabalu
ILS / VOR
02/20
WMKJ
2500
DEST
Johor Bahru
ILS / VOR
16/34
WMKK
3354
DEST
Kuala Lumpur
ILS / ILS
14L/32R
4019 MAX/345 MAX
MAX
MAX
MAX
MAX
ILS / ILS
14R/32L
4000
WMKL
327/325
MAX
MAX
MAX
MAX
MAX
344/341
363
XXX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
ENRT
Langkawi
ILS / NON
03/21
WMKP
3200
DALT
Penang
ILS / VOR
04/22
3354
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
69
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1
MAX
MAX
MALDIVES (VR)
VRMM
9
DEST
Male
VOR / ILS
18/36
2910
MAX/NOT
NOT
MAX
MAX
MALI (GA)
GABS
8
ENRT
Bamako
ILS / VOR
06/24
2700
336/332
338
XXX
MAX
MAX
MAX
2377
NOT
NOT
NOT
NOT
MAX
MAX
3544
MAX
MAX
MAX
MAX
MAX
MAX
MALTA (LM)
LMML
9
DALT
Malta - Luqa
NON/NDB 05/23
ILS / ILS
13/31
REV 08R
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
70
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1
MAX
378
MAX
MAX
MAX
MAX
MAURITIUS (FI)
FIMP
9
DALT
Mauritius
ILS / VOR
14/32
3040
MOROCCO (GM)
GMAD
8
DALT
Agadir
VOR / ILS
10/28
GMFF
3200
305/302
319
250
209/207
MAX
MAX
338/336
354
MAX
MAX
MAX
MAX
NOT
NOT
NOT
MAX
MAX
MAX
DALT
Fes
VOR / ILS
09/27
GMME
2950
DALT
Rabat
NON / ILS
03/21
3500
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
71
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1
MOROCCO (GM) (Contd)

GMMN
9
DEST
Casablanca
VOR/VOR 17R/35L
3720
MAX
MAX
MAX
MAX
MAX
MAX
NDB / ILS 17L/35R
3750
309/307
352
MAX
231/229
MAX
MAX
NOT
NOT
XXX
MAX
MAX
MAX
NOT
NOT
NOT
MAX
MAX
MAX
NOT
NOT
XXX
186
153/XXX
MAX/90
GMMW
7
ENRT
Nador
ILS / NON
08/26
GMMX
3000
DALT
Marrakech
ILS / NON
10/28
GMTT
2820
ENRT
Tanger
VOR / ILS
10/28
3000
MOZAMBIQUE (FQ)
FQMA
7
ENRT
Maputo
NON / ILS
05/23
3660
276/275
280
218
194/188
157/XXX
MAX
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
72
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1
283/279
323
XXX
MAX
MAX
MAX
243/240
XXX
236
MAX/202
MAX/154
MAX
MYANMAR (VY)
VYMD
7
ENRT
Mandalay
VOR/VOR
17/35
VYYY
4267
ENRT
Yangon
NDB/ILS
03/21
2470
NAMIBIA (FY)
FYWH
9
DALT
Windhoek
NON / ILS
08/26
4575
NOT
NOT
NOT
MAX
MAX
MAX
NOT
NOT
NOT
MAX
MAX
MAX
NEPAL (VN)
VNKT
8
DEST
Kathmandu
VOR/NON 02/20
2930
REV 08S
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
73
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
LDA
(m)
RWY

772 / 3
346
343
332 / 3
300 / 10
320 / 1
NETHERLANDS (EH)
EHAM
10
DEST
Amsterdam
CIR / ILS 18L/36R
2825
307/305
MAX
MAX
MAX
MAX
MAX
ILS / CIR 18R/36L
3530
307/305
MAX
MAX
MAX
MAX
MAX
ILS / ILS 18C/36C
2850
307/305
MAX
MAX
MAX
MAX
MAX
VOR / ILS
09/27
3363
307/305
MAX
MAX
MAX
MAX
MAX
ILS / VOR
06/24
3250
MAX
MAX
MAX
MAX
MAX
MAX
336/332
338
XXX
MAX
MAX
MAX
MAX
MAX
XXX
MAX
MAX
MAX
NIGER (DR)
DRRN
8
ENRT
Niamey
ILS / VOR
09/27
3000
NIGERIA (DN)
DNAA
9
DALT
Abuja
ILS / ILS
04/22
3610
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
74
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
NOT
NOT
XXX
332 / 3
300 / 10
320 / 1
MAX
MAX
MAX
NIGERIA (DN) (Contd)

DNKA
7
ENRT
Kaduna
ILS / VOR
05/23
DNKN
3000
ENRT
Kano
ILS / VOR
05/23
2450
243/238
204
XXX
175
120/XXX
66
ILS / VOR
06/24
3300
MAX
348
XXX
MAX
MAX
MAX
DNMA
MAX
348
XXX
MAX
MAX
MAX
ENRT
Maiduguri
ILS / VOR
05/23
DNMM
3000
DEST
Lagos
ILS / NON 18L/36R
3900
MAX
MAX
MAX
MAX
MAX
MAX
ILS / VOR 18R/36L
2745
MAX
MAX
MAX
MAX
MAX
MAX
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
75
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1
2794 291/289
314
244
205/203
167/MAX
MAX
NORWAY (EN)
ENBO
6
ENRT
Bodo
ILS / ILS
07/25
Note : Optg Hrs: Mon-Fri 0200-2230z, Sat-Sun 0600z 1600z; ATC / RFF: H24; FUEL;
During apt optg hrs only. Gnd Svcs: TBA; Fuel: Jet A1; Medical Fac: In the city
ENBR
7
ENRT
Bergen - Flesland
ILS / ILS
17/35
ENGM
2525
MAX
MAX
MAX
MAX
MAX
XXX
ENRT
Oslo Gardermoen
ILS / ILS
01L/19R 3600
MAX
MAX
MAX
MAX
MAX
XXX
ILS / ILS
01R/19L 2950
MAX
MAX
MAX
MAX
MAX
XXX
Note : Optg Hrs : H24 ATS / RFF / Fuel, Gnd Svcs: TBA, Fuel: JET A1, De-Icing: 0530-2200,
Medical Facilities: In City. Terrain located in all quadrants
7
ENVA
4(23000500)
ENRT
Trondheim Varernes
AB**
ILS / ILS
09/27
2424 324/321
316
249
211/209
MAX
XXX
Note : Optg Hrs: H24 ATS, RFF4 2300-0500, other hrs RFF7, Fuel: M-F 0430-2100, Sat
0430-1800, outside hrs O/R. De-icing: restricted hrs. Fuel Type: Jet A1+. Medical facilities: In
the city. Terrain in all quadrants
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
76
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1
NORWAY (EN) (Contd)

ENZV
Stavanger - Sola
ENRT
ILS / VOR
11/29
2199
340/336
348
MAX
MAX / 232
MAX
MAX
ILS / ILS
18/36
2495
340/336
348
MAX
MAX / 232
MAX
MAX
Note : Optg Hrs : H24 ATS/RFF, Fuel M-F 0500-2100, Sat 0500-1930, Sun 0500-2100, Gnd
Svcs: TBA, Fuel: JET, De-Icing: Restricted hrs, Medical Facilities: In City. TWY D, A2, C1,
C2, C3, E, F1, F2 Not authorized for B777/A346. Terrain located in all quadrants
OMAN (OO)
OOMS
Muscat
ILS / ILS
08/26
OOSA
Salalah
VOR / ILS
07/25
DEST
3165
MAX
366
MAX
MAX
MAX
MAX
MAX
366
MAX
MAX
MAX
MAX
NOT
NOT
XXX
NOT
NOT
MAX/75
ENRT
3340
PAKISTAN (OP)
OPFA
Faisalabad
ILS / NDB
03/21
ENRT
2826
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
77
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1
PAKISTAN (OP) (Contd)

OPKC
Karachi
DEST
NON / ILS 07L/25R
3200
273/270
341
MAX
228/226
MAX
MAX
NON / ILS 07R/25L
3400
MAX
MAX
MAX
MAX
MAX
MAX
OPLA
Lahore
DEST
VOR/VOR 18R/36L
2743
278/276
316
245
205/204
160/163
MAX
VOR / ILS 18L/36R
3360
MAX
MAX
MAX
MAX
MAX
MAX
269/264
328
XXX
MAX
MAX
MAX
OPNH
Nawabshah
VOR/VOR
02/20
DALT
2743
Note : B777 / A346 - Only Taxiway C is authorized for taxi in/out from Apron.
OPPS
Peshawar
VOR/VOR
17/35
DEST
2743
223
223
223
223
MAX
MAX
Taxiway B & C authorized. Taxiways D, E & G not authorized A300, A340 & B777.
Taxiways A, A1 & F not authorized.
OPRK
Rahim Yar Khan

VOR/VOR
01/19
OPRN
Islamabad
CIR / ILS
12/30
ENRT
3048
NOT
NOT
XXX
188
MAX
MAX/90
263/259
328
265
219/216
167/MAX
MAX
DEST
2743
Note : B777 / A346 - Taxiway B not authorized.
REV 08Q
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
78
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1
MAX
MAX
MAX
MAX
MAX
MAX
317/311
366
MAX
MAX
MAX
MAX
PAKISTAN (OP) (Contd)

OPST
9
DEST
Sialkot Intl
ILS / NIL
04/22
3600
PHILIPPINES (RP)
RPLB
10
ENRT
Subic Bay
VOR/NON
07/25
RPLC
2744
DALT
Angeles City
NONE
02L/20R 3200
297/295
342
MAX
MAX
MAX
MAX
ILS / ILS
02R/20L 3200
315/312
MAX
MAX
MAX
MAX
MAX
NOT
NOT
XXX
200
MAX
MAX
MAX
MAX
RPLI
7
ENRT
Laoag
VOR/VOR
01/19
RPLL
2420
161/XXX MAX/75
DEST
Manila
ILS / ILS
06/24
3410
MAX
MAX
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
79
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1
333/330
MAX
MAX
MAX
MAX
MAX
327/323
MAX
XXX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
310
XXX
211
161/XXX
MAX/84
NOT
XXX
MAX
MAX
MAX/85
PHILIPPINES (RP) (Contd)

RPMD
9
DALT
Davao
ILS / ILS
05/23
RPMR
3000
ENRT
Tambleer
ILS / VOR
17/35
RPVM
3227
DEST
Lapu - Lapu
ILS / ILS
04/22
3330
POLAND (EP)
EPKK
8
ENRT
Krakow
NON / ILS
07/25
EPKT
2311 272/268
ENRT
Katowoice
NON / ILS
09/27
2800
NOT
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
80
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1
NOT
NOT
XXX
214
MAX
MAX
POLAND (EP) (Contd)

EPPO
7
ENRT
Poznan
NON / ILS
11/29
EPWA
2504
ENRT
Warsaw
ILS / VOR
11/29
2740
290/286
331
XXX
MAX
MAX
MAX
VOR/VOR
15/33
3690
290/286
331
XXX
MAX
MAX
MAX
EPWR
NOT
NOT
XXX
MAX
MAX
MAX
ENRT
Wroclaw
NON / ILS
12/30
2500
PORTUGAL (LP)
LPFR
8
DALT
Faro
VOR / ILS
10/28
LPPR
2445
MAX
MAX
MAX
MAX
MAX
MAX
MAX
371
MAX
215/213
MAX
MAX
ENRT
Porto
ILS / VOR
17/35
3180
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
81
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1
PORTUGAL (LP) (Contd)

LPPT
9
ENRT
Lisbon
ILS / ILS
03/21
3205
MAX
MAX
MAX
MAX
MAX
MAX
CIR / ILS
17/35
2250
309/307
309
246
205/203
157/MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
QATAR (OT)
OTBD
9
DEST
Doha
ILS / ILS
16/34
3822
REUNION (FM)
FMEE
9
ENRT
St.Denis
ILS / CIR
14/32
2315
314/311
313
XXX
217/215
MAX
MAX
CIR / VOR 12/30
3080
314/311
313
XXX
217/215
MAX
MAX
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
82
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)
773 / 2
346
343
332 / 3
300 / 10
320 / 1
NOT
NOT
XXX
194/192
155/XXX
MAX
ROMANIA (LR)
LRCK
8
ENRT
Constanta
ILS / ILS
18/36
LROP
3500
ENRT
Bucharest
ILS / ILS 08L/26R
3500
269/267
280
XXX
MAX
MAX
MAX
ILS / ILS 08R/26L
3500
267/265
277
XXX
MAX
MAX
MAX
NOT
NOT
XXX
157
123/XXX
75 / 73
LRTR
7
ENRT
Timisoara
NDB / ILS
11/29
3500
RUSSIA (UL - UR - UU - UW)

ULLI
8
DALT
St. Petersburg
ILS / ILS 10L/28R
3397
310/307
MAX
XXX
MAX
MAX
MAX
ILS / ILS 10R/28L
3780
310/307
292
XXX
205/203
156/XXX
MAX/87
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
83
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1
RUSSIA (UL - UR - UU - UW) (Contd)

URKK
7
ENRT
Krasnodar
NDB/NDB 05L/23R
ILS/ILS
05R/23L
URMM
2200
NOT
NOT
NOT
136/135
109/112
56/54
3000
216/214
187
215
162/160
127/130
67/64
218/215
247
XXX
184/180
133/XXX
76 / 74
ENRT
Mineralnyye Vody
ILS / ILS
12/30
URSS**
7*
3900
ENRT
Sochi
ILS / NON
06/24
2810
265/262
286
233
196/193
157/161
74/72
ILS / NON
02/20
2200
NOT
NOT
NOT
NOT
120/124
55/53
Note :
UUDD
**Emergency only, *RFF 7 (Winter) RFF 8 (Summer).

9
Moscow - Domodedovo
DEST
NON/NON 14C/32C
2600
338/332 MAX/375
MAX
MAX
MAX
MAX
ILS / ILS
14L/32R
3794
297/295
378
MAX
MAX
MAX
MAX
ILS / ILS
14R/32L
3500
338/332
375
MAX
MAX
MAX
MAX
UUEE
Moscow - Sheremetyevo
DALT
ILS / ILS
07L/25R
3550
327/323
MAX
MAX
MAX
MAX
MAX
ILS / ILS
07R/25L
3702
294/291
367
MAX
MAX
MAX
MAX
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
84
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
LDA
(m)
RWY

772 / 3
346
343
332 / 3
300 / 10
320 / 1
RUSSIA (UL - UR - UU - UW) (Contd)

UUWW
8
DALT
Moscow - Vnukovo
ILS / ILS
02/20
3000
235/233
265
208
178/177
142/144
MAX/93
ILS / ILS
06/24
3000
NOT
NOT
NOT
NOT
NOT
63/61
UWLW
MAX
MAX
XXX
MAX
MAX
MAX
ENRT
Ulyanovsk
ILS / ILS
02/20
UWUU
5000
ENRT
Ufa
ILS / ILS
14L/32R
2513
NOT
NOT
260
215/212
MAX
XXX
ILS / ILS
14R/32L
3761
NOT
NOT
MAX
MAX
MAX
XXX
MAX
343
MAX
MAX
MAX
MAX
SAUDI ARABIA (OE)

OEAB
8
DALT
Abha
ILS / VOR
13/31
OEDF
3350
DEST
Dammam
ILS / ILS
16L/34R 4000
MAX
MAX
MAX
MAX
MAX
MAX
ILS / ILS
16R/34L 4000
MAX
MAX
MAX
MAX
MAX
MAX
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
85
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1
MAX
356
XXX
MAX
MAX
MAX
SAUDIA ARABIA (OE) (Contd)

OEGS
8
ENRT
Gassim
ILS / VOR
15/33
OEJN
3000
DEST
Jeddah
ILS / ILS
16C/34C
3303
313/308
369
MAX
MAX
MAX
MAX
ILS / ILS
16L/34R
3690
MAX
MAX
MAX
MAX
MAX
MAX
ILS / ILS
16R/34L
3803
313/308
369
MAX
MAX
MAX
MAX
OEMA
9
DALT
Madinah
ILS / ILS
17/35
3300
MAX
356
MAX
MAX
MAX
MAX
VOR / ILS
18/36
3050
MAX
356
MAX
MAX
MAX
MAX
OERK
9
DEST
Riyadh - King Khalid

ILS / ILS
15L/33R
4205
MAX
MAX
MAX
MAX
MAX
MAX
ILS / ILS
15R/33L
4205
MAX
MAX
MAX
MAX
MAX
MAX
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
86
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1
SAUDIA ARABIA (OE) (Contd)

OETF
9
ENRT
Taif
VOR/VOR
07/25
3735
190/188
210
NOT
231/229
MAX
MAX
VOR / ILS
17/35
3350
231/228
260
201
231/229
MAX
MAX
NOT
NOT
XXX
214
167/XXX
MAX
NOT
NOT
XXX
188
MAX
MAX/90
SERBIA - MONTENEGRO(LY)
LYBE
7
ENRT
Belgrade
ILS / ILS
12/30
LYPG
3000
ENRT
Podgorica
CIR / ILS
18/36
2500
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
87
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1
333/329
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
SEYCHELLES (FS)
FSIA
9
DEST
Seychelles
VOR / ILS
13/31
2682
SINGAPORE (WS)
WSAP
Singapore - Paya
Lebar
ENRT
ILS / ILS
02/20
3780
WSSS
10
DEST
Singapore - Changi
ILS / ILS 02L/20R
3260
MAX
MAX
MAX
MAX
MAX
MAX
ILS / ILS 02C/20C
4000
MAX
MAX
MAX
MAX
MAX
MAX
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
88
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
LDA
(m)
RWY

772 / 3
346
343
332 / 3
300 / 10
320 / 1
SLOVAKIA (LZ)
LZIB
7
DALT
Bratislava
CIR / ILS
13/31
2950
NOT
NOT
XXX
215/211
165/XXX
MAX/83
CIR / ILS
04/22
2900
NOT
NOT
XXX
227/223
MAX
MAX/88
NOT
NOT
XXX
MAX
MAX
MAX
SLOVENIA (LJ)
LJLJ
6
ENRT
Ljubljana
CIR / ILS
13/31
3300
SOUTH AFRICA (FA)

FABL
7
DALT
Bloemfontein
VOR/VOR 02/20
NONE
12/30
FACT
2559
252/248
XXX
XXX
197/194
167/XXX
MAX/90
2195
NOT
NOT
181
167/164
140/137
MAX/74
319/314
351
MAX
MAX
MAX
MAX
DEST
Cape Town
ILS / ILS
01/19
3201
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
89
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
LDA
(m)
RWY

772 / 3
346
343
332 / 3
300 / 10
320 / 1
319/317
311
249
217/215
MAX
MAX
SOUTH AFRICA (FA) (Contd)

FADN
7
DALT
Durban
ILS / ILS
06/24
FAJS
2440
DEST
Johannesburg
ILS / VOR 03L/21R
4418
MAX
MAX
MAX
MAX
MAX
MAX
ILS / ILS 03R/21L
3400
324/321
316
249
220/217
MAX
MAX
SOUTH KOREA (RK)

RKPC
9
DALT
Jeju
ILS / ILS
06/24
3000
MAX
MAX
254
MAX
MAX
MAX
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
90
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1
SOUTH KOREA (RK) (Contd)

RKPK
9
DALT
Busan
NON / ILS 18L/36R
2743
227/224
269
218
191/188
148/MAX
MAX
NON / ILS 18R/36L
3200
283/279
328
268
MAX
MAX
MAX
RKSI
10
DEST
Seoul - Incheon
ILS / ILS
15L/33R
3750
MAX
MAX
MAX
MAX
MAX
MAX
ILS / ILS
15R/33L
3750
MAX
MAX
MAX
MAX
MAX
MAX
ILS / ILS
16/34
4000
MAX
MAX
MAX
MAX
MAX
MAX
RKSS
9
DALT
Seoul - Gimpo
ILS / ILS
14L/32R
3600
MAX
MAX
MAX
MAX
MAX
MAX
ILS / ILS
14R/32L
3200
MAX
MAX
MAX
MAX
MAX
MAX
SPAIN (LE)
LEAL
8
DALT
Alicante
ILS / VOR
10/28
3000
337/335
MAX
MAX
MAX
MAX
MAX
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
91
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1
MAX
MAX
XXX
MAX
MAX
MAX
SPAIN (LE) (Contd)

LEAM
8
ENRT
Almeria
NDB / ILS
08/26
LEBL
3200
ENRT
Barcelona
VOR/VOR
02/20
2540
MAX
MAX
MAX
MAX
MAX
MAX
ILS / ILS
07L/25R
2922
MAX
MAX
MAX
MAX
MAX
MAX
ILS / ILS
07R/25L
2660
MAX
MAX
MAX
MAX
MAX
MAX
LEGR
NOT
NOT
XXX
MAX
MAX
MAX
310/307
333
263
226/223
MAX
MAX
ENRT
Granada
ILS / ILS
09/27
LEIB
2900
DALT
Ibiza
VOR / ILS
06/24
2800
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
92
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1
SPAIN (LE) (Contd)

LEMD
9
DEST
Madrid - Barajas
NON / ILS 15L/33R
3500
MAX
MAX
MAX
MAX
MAX
MAX
VOR / ILS 15R/33L
4100
MAX
MAX
MAX
MAX
MAX
MAX
ILS / NON 18L/36R
3500
MAX
MAX
MAX
MAX
MAX
MAX
ILS / NON 18R/36L
4350
MAX
MAX
MAX
MAX
MAX
MAX
MAX
360
XXX
227
MAX
MAX
327/325
349
XXX
MAX
MAX
MAX
LEMG
8
ENRT
Malaga
ILS / ILS
14/32
LEMH
3200
ENRT
Menorca
ILS / VOR 01L/19R
LEPA
2350
9
DALT
Palma De Mallorca
ILS / ILS
06L/24R
3200
303/300
322
MAX
MAX
MAX
MAX
VOR/VOR 06R/24L
2950
303/300
322
MAX
MAX
MAX
MAX
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
93
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1
NOT
NOT
MAX
MAX
MAX
XXX
NOT
NOT
XXX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
SPAIN (LE) (Contd)

LEST
7
ENRT
Santiago
ILS / ILS
17/35
LEVC
3080
DALT
Valencia
VOR / ILS
12/30
LEVT
2915
DALT
Vitoria
ILS / NDB
04/22
LEZG
7*
3500
DEST
Zaragoza
ILS / ILS
12L/30R
3000
278/276
316
245
205/203
160/162
MAX
ILS / ILS
12R/30L
3718
MAX
MAX
MAX
MAX
MAX
MAX
Note :
*RFF upgraded to CAT 8 for freighter operations.
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
94
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
LDA
(m)
RWY

772 / 3
346
343
332 / 3
300 / 10
320 / 1
NOT
NOT
NOT
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
NOT
NOT
NOT
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
SPAIN (LE) (Contd)

LEZL
7
DALT
Seveille
VOR / ILS
09/27
3360
SRI LANKA (VC)

VCBI
9
DEST
Katunayake
ILS / ILS
04/22
3350
SUDAN (HS)
HSPN
7
DALT
Port Sudan
VOR / ILS
17/35
HSSS
2500
DEST
Khartoum
ILS / ILS
18/36
2980
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
95
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1
SWEDEN (ES)
ESGG
Gotenborg - Landvetter
ENRT
ILS / ILS
03/21
3299
ESMS
MAX
MAX
MAX
MAX
MAX
MAX
MAX
NOT
NOT
MAX
MAX
MAX
340/336
325
MAX
229/227
MAX
MAX
ENRT
Malmo-Sturup
ILS / ILS
17/35
ESKN
2800
DALT
Stockholm Skavsta
NDB / ILS
08/26
2878
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
96
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
LDA
(m)
RWY

772 / 3
346
XXX
XXX
2500
345
ILS / ILS 01L/19R
3300
ILS / ILS 01R/19L
2500
343
332 / 3
300 / 10
320 / 1
XXX
XXX
XXX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
2500
297/294
349
MAX
MAX
MAX
MAX
SWEDEN (ES) (Contd)

ESOE
6
DALT
Orebro
ILS / ILS
01/19
ESSA
2602
DEST
Stockholm Arlanda
VOR / VOR 08/26
SWITZERLAND (LS)
LSGG
9
DEST
Geneva
ILS / ILS
05/23
LSZH
3570
DEST
Zurich
CIR / VOR 10/28
ILS / CIR
14/32
3150
297/294
349
MAX
MAX
MAX
MAX
ILS / VOR
16/34
3230
297/294
349
MAX
MAX
MAX
MAX
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
97
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1
224/222
223
MAX
160/159
126/128
MAX/87
VOR / ILS 05L/23R 3000
362/360
MAX
MAX
MAX
MAX
MAX
ILS / VOR 05R/23L 3600
300/297
MAX
MAX
MAX
MAX
MAX
SYRIA (OS)
OSAP
9
ENRT
Aleppo
NON / ILS
09/27
OSDI
2910
DEST
Damascus
TAIWAN (RC)
RCKH
9
DALT
Kaohsiung
ILS / LOC
09/27
RCTP
2700
275/272
344
MAX
MAX
MAX
MAX
Taipei - Chiang Kai

Shek
DALT
ILS / ILS
05/23
3660
297/294
349
MAX
MAX
MAX
MAX
ILS / ILS
06/24
3350
297/294
349
MAX
MAX
MAX
MAX
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
98
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1
MAX/347
368
MAX
MAX
MAX
MAX
MAX
370
MAX
MAX
MAX
MAX
NOT
NOT
NOT
215/212
168/XXX
MAX
286/287
297
229
194/193
165/MAX
MAX/85
TANZANIA (HT)
HTDA
9
DEST
Dar-es-Salaam
ILS / VOR
05/23
HTKJ
3000
DALT
Kilimanjaro
ILS / NON
09/27
HTMW
3607
ENRT
Mwanza
VOR / CIR
12/30
HTZA
3017
ENRT
Zanzibar
NON/DME
18/36
2462
THAILAND (VT)
VTBD
Bangkok - Don
Mueang Intl
DALT
ILS / ILS 03L/21R
3700
312/309
MAX
MAX
MAX
MAX
MAX
VOR / ILS 03R/21L
3150
312/309
MAX
MAX
MAX
MAX
MAX
REV 08S
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
99
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1
THAILAND (VT) (Contd)

VTBS
10
Bangkok - Suvarnab- DEST

humi
ILS / ILS
01L/19R
3700
MAX
MAX
MAX
MAX
MAX
MAX
ILS / ILS
01R/19L
4000
MAX
MAX
MAX
MAX
MAX
MAX
VTBU
336/332
363
MAX
MAX
MAX
MAX
339/336
355
MAX
204/202
165/MAX
MAX
NOT
NOT
XXX
215
168/XXX
MAX
MAX
362
MAX
MAX
MAX
MAX
DALT
Rayong
ILS / VOR
18/36
VTCC
3505
DALT
Chiang Mai
VOR / ILS
18/36
VTSB
3100
ENRT
Surat Thani
VOR / ILS
04/22
VTSP
3000
DALT
Phuket
VOR / ILS
09/27
3000
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
100
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1
336/332
363
MAX
MAX
MAX
MAX
TOGO (DX)
DXXX
8
DALT
Lome
VOR / ILS
Note :
04/22
3000
B777 / A346 - For emergency only, Runway 22: Landing - must exit via Taxiway
A (LDA2380m). Runway 04 : Take-off from Taxiway A. Runway 04 - turn pad not
suitable for B777 / A346.
TUNISIA (DT)
DTMB
9
DALT
Monastir
ILS / VOR
07/25
DTTA
2950
300/298
306
237
208/205
MAX/164
MAX
DEST
Tunis
ILS / VOR
01/19
3200
340/336
367
MAX
MAX
MAX
MAX
VOR / ILS
11/29
2840
225/220
205
174
152/151
128/130
68/67
DTTJ
309/307
314
246
215/212
MAX
MAX
NOT
NOT
XXX
MAX/230
MAX
MAX
DALT
Djerba
ILS / VOR
09/27
DTTX
3100
ENRT
Sfax
VOR/VOR 15/33
3000
REV 08S
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
101
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1
TURKEY (LT)
LTAC
9
DALT
Ankara
ILS / ILS
03L/21R
3400
336/333
370
MAX
MAX
MAX
MAX
ILS / ILS
03R/21L
3750
MAX
375
MAX
MAX
MAX
MAX
Note :Apron 4 & 5 authorized. Appropriate parking stands: 101, 102, 107, 116 & 118 120.
LTAF
9
ENRT
Adana
ILS / CIR
05/23
2750
MAX
MAX
MAX
MAX
MAX
MAX
Note : Taxiways H1 and K not authorized. Appropriate parking stands: Apron 1 stands 1,16
&17. Apron 2 & 3 stands 57 59; 62 65; 68 72.
LTAI
9
DALT
Antalya
ILS / ILS
18C/36C
3400
MAX
MAX
MAX
MAX
MAX
MAX
VOR / ILS 18L/36R
3400
MAX
MAX
MAX
MAX
MAX
MAX
NON / VOR 18R/36L
2990
224/220
198
162
143/142
120/122
68/66
Note : Appropriate parking stands : Apron 1 stands 1 to 6; Apron 2 stands 24 to 26.

LTAJ
8
ENRT
Gaziantep
VOR/VOR 10L/28R
2870
MAX
MAX
MAX
MAX
MAX
MAX
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
102
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LTBA
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1
10
DEST
Istanbul - Ataturk
ILS/ILS
06/24
2300
MAX
MAX
MAX
MAX
MAX
MAX
ILS / ILS
18L/36R
3000
MAX
MAX
MAX
MAX
MAX
MAX
NON/ILS
18R/36L
3000
MAX
MAX
MAX
MAX
MAX
MAX
LTBJ
9
DALT
Izmir
ILS / ILS
16L/34R
3240
MAX
MAX
MAX
MAX
MAX
MAX
VOR / VOR 16R/34L
3240
MAX
MAX
MAX
MAX
MAX
MAX
Note : Appropriate parking stands : Apron 1 stands 1 to 6; Apron 2 stands 24 to 26.

LTBS
9
ENRT
Mugla
ILS / CIR 01L/19R
3000
MAX
MAX
MAX
MAX
MAX
MAX
ILS / CIR 01R/19L
3000
329/326
MAX
MAX
MAX
MAX
MAX
NOT
NOT
XXX
MAX
MAX
MAX
LTCC
9
ENRT
Diyarbakir
VOR/VOR
16/34
3549
Operating hours: 0500-1930UTC. Check notams for latest operating hours

LTCE
8
ENRT
Erzurum
VOR / ILS 08L/26R
3810
223/221
284
XXX
MAX
MAX
MAX
Operating hours: 0430-2000UTC. Check notams for latest operating hours.
REV 08R
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
103
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1
MAX
MAX
MAX
MAX
MAX
MAX
TURKEY (LT) (Contd)

LTCF
Kars
ILS / CIR
06/24
ENRT
3500
Operating hours: 0500-1300UTC Tue, Wed, Fri, Sat, Sun / 0400-1300 Mon & Thu. Check
notams for latest operating hours
LTCG
Trabzon
ILS / CIR
11/29
LTCS
Sanliurfa/Gap
VOR/VOR
04/22
ENRT
2640
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
ENRT
4000
Note : Check NOTAM for airport optg hrs. Parking limitation for aircraft larger than Code C.
LTFH
Samsun
ILS / CIR
13/31
LTFJ
Istanbul - Sabiha
ILS / VOR
06/24
ENRT
3000
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
317/311
372
MAX
MAX
MAX
MAX
ENRT
3000
TURKMENISTAN (UT)
UTAA
Ashgabat
ILS / ILS
12L/30R
DALT
3800
REV 08S
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
104
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
MAX
MAX
332 / 3
300 / 10
320 / 1
UGANDA (HU)
HUEN
9
DALT
Entebbe
ILS / VOR
17/35
3658
MAX
MAX
MAX
MAX
UKRAINE (UK)
UKBB
8
ENRT
Kyiv
ILS / ILS 18L/36R
4000
302/300
380
XXX
MAX
MAX
MAX
ILS / ILS 18R/36L
3500
NOT
NOT
XXX
151/149
163/XXX
MAX
275/272
308
NOT
215/212
164/MAX
MAX/84
182/181
NOT
NOT
NOT
NOT
NOT
UKFF
7
ENRT
Simferopol
ILS / ILS
01/19
UKLL
3706
ENRT
Lviv**
ILS / ILS
13/31
2510
UNITED ARAB EMIRATES (OM)

OMAA
9
DEST
Abu Dhabi
ILS / ILS 13R/31L
4100
MAX
MAX
MAX
MAX
MAX
MAX
ILS / ILS 13L/31R
4100
MAX
MAX
MAX
MAX
MAX
MAX
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
105
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1
UNITED ARAB EMIRATES (OM) (Contd)

OMAL
9
DALT
Al Ain
ILS / VOR
01/19
OMDB
10
4000
MAX
366
MAX
MAX
MAX
MAX
DEST
Dubai
ILS / ILS 12L/30R
3600
MAX
MAX
MAX
MAX
MAX
MAX
ILS / ILS 12R/30L
3880
MAX
367
MAX
MAX
MAX
MAX
MAX/347
349
MAX
231/229
MAX
MAX
330/326
MAX
MAX
MAX
MAX
MAX
MAX
361
XXX
MAX
MAX
MAX
OMSJ
9
DALT
Sharjah
VOR / ILS
12/30
3706
UNITED KINGDOM (EG)

EGAA
8
ENRT
Belfast
VOR/ILS
07/25
EGBB
2780
DALT
Birmingham
ILS / ILS
15/33
2279
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
106
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1
UNITED KINGDOM (EG) (Contd)

EGCC
9
DEST
Manchester
ILS / ILS
05L/23R
2588
339/337
MAX
MAX
MAX
MAX
MAX
ILS / VOR 05R/23L
2864
300/297
MAX
MAX
MAX
MAX
MAX
324/321
315
XXX
208
MAX
MAX
345/341
EGFF
7
ENRT
Cardiff
ILS / ILS
12/30
EGKK
2134
DEST
London - Gatwick
NONE
08L/26R
2148
MAX
MAX
MAX
MAX
MAX
ILS / ILS
08R/26L
2766 MAX/345 MAX
MAX
MAX
MAX
MAX
EGLL
10
DEST
London - Heathrow
ILS / ILS
09L/27R
3595
MAX
MAX
MAX
MAX
MAX
MAX
ILS / ILS
09R/27L
3353
MAX
MAX
MAX
MAX
MAX
MAX
EGNX
8*
347/344
366
XXX
MAX
MAX
MAX
ENRT
East Midlands
ILS / ILS
09/27
2713
Note : RFF 9 available on request.
REV 08Q
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
107
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1
313/308
362
XXX
MAX
MAX
MAX
NOT
365
NOT
MAX
XXX
XXX
MAX
MAX
MAX
MAX
MAX
MAX
317/315
MAX
XXX
MAX
MAX
MAX
UNITED KINGDOM (EG) (Contd)

EGPF
8
DALT
Glasgow
ILS / ILS
05/23
EGPH
2353
ENRT
Edinburgh
ILS / ILS
06/24
EGPK
2347
ENRT
Prestwick
ILS / ILS
13/31
EGSS
2743
DALT
London - Stansted
ILS / ILS
05/23
3048
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
108
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1
UNITED STATES (KZ)

KATL
9(E)
DALT
Atlanta
ILS / ILS
10/28
2743
MAX
MAX
MAX
MAX
XXX
XXX
ILS / ILS
08L/26R
2743
MAX
MAX
MAX
MAX
XXX
XXX
ILS / ILS
08R/26L
3048
MAX
MAX
MAX
MAX
XXX
XXX
ILS / ILS
09L/27R
3624
MAX
MAX
MAX
MAX
XXX
XXX
ILS / ILS
09R/27L
2743
MAX
MAX
MAX
MAX
XXX
XXX
KAUS
8(D)
DALT
Austin-Bergstrom Intl
ILS / ILS
17L/35R
2743
MAX
MAX
MAX
MAX
MAX
MAX
ILS / ILS
17R/35L
3733
MAX
MAX
MAX
MAX
MAX
MAX
KBDL
8(D)
MAX
MAX
MAX
MAX
XXX
XXX
MAX
MAX
MAX
XXX
XXX
XXX
DALT
Windsor Locks
ILS / ILS
06/24
KBFI
Boeing Field / King

Co Intl
ILS / ILS
13R/31L
2898
ENRT
2780
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
109
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1
MAX
MAX
MAX
MAX
XXX
XXX
2134
MAX
MAX
MAX
MAX
XXX
XXX
NON/NON 04L/22R
2148
MAX
MAX
MAX
MAX
XXX
XXX
ILS / ILS 04R/22L
2684
MAX
MAX
MAX
MAX
XXX
XXX
ILS / ILS 15R/33L
2805
MAX
MAX
MAX
MAX
XXX
XXX
2892
242/240
236
193
167/165
139/141
75/73
ILS / NON 02C/20C
2439
290/287
341
MAX
230/228
MAX
MAX/91
ILS / ILS 02L/20R
2348
313/308
369
MAX
230/228
MAX
MAX
UNITED STATES (KZ) (Contd)

KBGR
9(E)
ENRT
Bangor
ILS / ILS
15/33
KBOS
9(E)
3487
DALT
Boston
NON / ILS
KBNA
09/27
7(C)
ENRT
Nashville, TN
VOR / ILS
Note :
13/31
Optg Hrs : H24 ATC / RFF / FUEL; Gnd Svcs : TBA; Fuel : Jet A3; Rmk : Exercise caution on twys. 180deg turns not allowed.
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
110
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
* KBTV
LDA
(m)

772 / 3
346
343
NOT
NOT
332 / 3
300 / 10
320 / 1
MAX
XXX
XXX
6(B)
Burlington (05002000)
ENRT
IILS / ILS
2384
15/33
MAX
* KBTV - The following applies to this airport :

1) Airport authorized for emergency use by B777,A346, A333
2) TWYs D & F - Not Authorized
3) Parking stands - Co-ordinate with local authorties
4) Due RFF category - Not authorized for use as Dest, Dest Altn or "Enroute Fuel alternate"
KBUF
8(D)
ENRT
Buffalo
ILS / ILS
05/23
2469
MAX
MAX
MAX
MAX
XXX
XXX
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
111
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1

KBWI
8(D)
DALT
Baltimore
ILS / ILS
10/28
3033
MAX
MAX
MAX
MAX
XXX
XXX
ILS / ILS
15R/33L
2896
MAX
MAX
MAX
MAX
XXX
XXX
KCLE
7(C)
DALT
Cleveland
ILS / ILS
06L/24R
2743
MAX
NOT
MAX
MAX
XXX
XXX
ILS / ILS
06R/24L
2743
MAX
NOT
MAX
MAX
XXX
XXX
KCLT
8(D)
ENRT
Charlotte
ILS / ILS
05/23
2287
MAX
MAX
MAX
MAX
XXX
XXX
ILS / ILS
18L/36R
2644
MAX
MAX
MAX
MAX
XXX
XXX
ILS / ILS
18R/36L
3048
MAX
MAX
MAX
MAX
XXX
XXX
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
112
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1

KCVG
8(D)
DALT
Cincinnati
ILS / ILS
09/27
3621
MAX
MAX
MAX
MAX
XXX
XXX
ILS / ILS
18C/36C
3353
MAX
MAX
MAX
MAX
XXX
XXX
ILS / ILS
18L/36R
3048
MAX
MAX
MAX
MAX
XXX
XXX
ILS / ILS
18R/36L
2438
MAX
MAX
MAX
MAX
XXX
XXX
KDFW
9(E)
Dallas Fort Worth

Texas
DALT
NON / ILS 13L/31R
2553
MAX
MAX
MAX
MAX
MAX
MAX
ILS / VOR 13R/31L
2835
MAX
MAX
MAX
MAX
MAX
MAX
ILS / ILS
17R/35L
4085
MAX
MAX
MAX
MAX
MAX
MAX
ILS / ILS
17L/35R
2591
MAX
MAX
MAX
MAX
MAX
MAX
ILS / ILS
17C/35C
4085
MAX
MAX
MAX
MAX
MAX
MAX
ILS / ILS
18L/36R
4084
MAX
MAX
MAX
MAX
MAX
MAX
ILS / ILS
18R/36L
4084
MAX
MAX
MAX
MAX
MAX
XXX
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
113
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1

KDTW
9(E)
ENRT
Detroit
NDB / NON 03L/21R
2591
MAX
MAX
MAX
MAX
XXX
XXX
ILS / ILS
03R/21L
3048
MAX
MAX
MAX
MAX
XXX
XXX
ILS / ILS
04L/22R
3048
MAX
MAX
MAX
MAX
XXX
XXX
ILS / VOR 04R/22L
3658
MAX
MAX
MAX
MAX
XXX
XXX
NON / ILS 09L/27R
2654
MAX
MAX
MAX
MAX
XXX
XXX
NON / NON 09R/27L
2591
MAX
MAX
MAX
MAX
XXX
XXX
KEWR
9(E)
DEST
Newark
ILS / ILS
04L/22R
2579
MAX
MAX
MAX
MAX
MAX
XXX
ILS / ILS
04R/22L
2501
MAX
MAX
MAX
MAX
MAX
XXX
KGEG
7
ENRT
Spokane Intl
ILS / ILS
03/21
2744
MAX
MAX
MAX
MAX
XXX
XXX
NONE
07/25
2499
MAX
MAX
MAX
MAX
XXX
XXX
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
114
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1
MAX
NOT
MAX
MAX
XXX
XXX

KGSO
7(C)
ENRT
Greensboro
ILS / ILS
05/23
KIAD
9(E)
3048
DEST
Washington
ILS / ILS
01C/19C
3505
305/302
MAX
MAX
MAX
MAX
XXX
ILS / ILS
01L/19R
2865
MAX
MAX
MAX
MAX
MAX
XXX
ILS / ILS
01R/19L
3505
MAX
MAX
MAX
MAX
MAX
XXX
ILS / NON
12/30
3200
MAX
MAX
MAX
MAX
MAX
XXX
KIAH
9(E)
George Bush Intercontinental - Houston
DEST
ILS / ILS
09/27
3048
MAX
MAX
MAX
MAX
MAX
MAX
ILS / ILS
08L/26R
2743
278/276
MAX
362
MAX
MAX
MAX
ILS / ILS
08R/26L
2865
MAX
MAX
MAX
MAX
MAX
MAX
NONE / ILS 15L/33R
3657
MAX
MAX
376
MAX
MAX
MAX
ILS / NONE 15R/33L
3047
251/249
327
261
217/215
170/MAX
MAX
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
115
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1

KIND
8(D)
Indianapolis, Indiana
ENRT
ILS / ILS
14/32
2219
MAX
MAX
MAX
MAX
MAX
MAX
ILS / ILS
05L/23R
3414
MAX
MAX
MAX
MAX
MAX
MAX
ILS / ILS
05R/23L
3048
MAX
MAX
MAX
MAX
MAX
MAX
KJAN
7(C)
Jackson
ENRT
ILS / NON 16L/34R
2590
309/307
332
262
218/216
XXX
XXX
NON / ILS 16R/34L
2590
264/261
308
245
206/203
XXX
XXX
KJFK
DEST
New York
ILS / ILS
04L/22R
2638
MAX
MAX
MAX
MAX
MAX
MAX
ILS / ILS
04R/22L
2560
MAX
MAX
MAX
MAX
MAX
MAX
ILS / ILS
13L/31R
2735
MAX
MAX
MAX
MAX
MAX
MAX
VOR / ILS 13R/31L
3428
MAX
MAX
MAX
MAX
MAX
MAX
KLIT
7(C)
ENRT
Little Rock
ILS / ILS
ILS / ILS
Note :
04L/22R
2431
279/275
325
364
218/215
166/MAX
MAX
04R/22L
2195
279/275
325
364
218/215
166/MAX
MAX
Optg Hrs : H24 ATC / RFF / FUEL; Gnd Svcs : TBA; Fuel : Jet A3; Rmk : Twys A
& P nor allowed for A330, A346 & B777.
1) LDG RWY22R - Exit via G or RWY end via F - H or J to apron.

2) LDG RWY04L - Exit via J or M towards apron.
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
116
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1

KMCI
7(C)
ENRT
Kansas City
ILS / ILS
01L/19R
3292
348/344
376
MAX
MAX
XXX
XXX
ILS / ILS
01R/19L
2896
348/344
376
MAX
MAX
XXX
XXX
KMEM
7(C)
ENRT
Memphis
ILS / ILS
09/27
2727
MAX
MAX
MAX
MAX
MAX
MAX
ILS / ILS
18L/36R
2743
MAX
MAX
MAX
MAX
MAX
MAX
ILS / ILS
18C/36C
3389
MAX
MAX
MAX
MAX
MAX
MAX
VOR / ILS 18R/36L
2782
MAX
MAX
MAX
MAX
MAX
MAX
MAX
NOT
NOT
MAX/NOT
XXX
XXX
MAX
NOT
NOT
MAX/NOT
MAX
MAX
KMDT
7(C)
ENRT
Harrisburg
ILS / ILS
13/31
KMHT
7(C)
3048
ENRT
Manchester
ILS / ILS
17/35
KMKE
7(C)
2332
ENRT
Milwaukee
ILS / ILS
01L/19R
2714
279/275
324
262
218/215
166/MAX
MAX/86
ILS / LOC 07R/25L
2233
279/275
324
262
218/215
166/MAX
MAX/86
REV 08P
OM PART C
ROUTE AND AERODROME
CHAPTER
PAGE
117
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1

KMSP
9(E)
St. Paul Intl Minneapolis
ENRT
LOC / LOC
04/22
2882
320/317
380
MAX
MAX
MAX
MAX
ILS / ILS
12L/30R
2323
320/317
380
MAX
MAX
MAX
MAX
ILS / ILS
12R/30L
3048
320/317
380
MAX
MAX
MAX
MAX
LOC / ILS
17/35
2438
320/317
380
MAX
MAX
MAX
MAX
KMSY
8(D)
Armstrong New
Orleans Intl
DALT
ILS / LOC
01/19
2134
303/300
356
MAX
MAX
MAX
MAX
ILS / ILS
10/28
2987
303/300
357
MAX
MAX
MAX
MAX
KOKC
7(C)
2377
319/316
345
275
227/225
MAX
MAX
ENRT
Oklahaoma City
NON / NON 13/31
ILS / ILS
17L/35R
2988
320/317
380
MAX
MAX
MAX
MAX
ILS / ILS
17R/35L
2987
320/317
380
MAX
MAX
MAX
MAX
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AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1
MAX
MAX
MAX
MAX
MAX
MAX

KORD
9(E)
DALT
Chicago
LOC / LOC 04L/22R 2286
ILS / ILS
04R/22L 2461
MAX
MAX
MAX
MAX
MAX
MAX
ILS / ILS
09R/27L 2428
MAX
MAX
MAX
MAX
MAX
MAX
3732
MAX
MAX
MAX
MAX
MAX
MAX
ILS / ILS
14L/32R 2441
MAX
MAX
MAX
MAX
MAX
MAX
ILS / ILS
14R/32L 3962
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
XXX
XXX
ILS / ILS
KPAE
10/28
Snohomish Co /
Everett
ILS / ILS
KPHL
DALT
16R/34L 2746
9(E)
DALT
Philadelphia
ILS / ILS
09L/27R 2896
MAX
MAX
MAX
MAX
MAX
MAX
ILS / ILS
09R/27L 3202
MAX
MAX
XXX
MAX
XXX
XXX
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AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1

KPIT
8(D)
Pittsburgh
VOR / ILS
2469
MAX
MAX
MAX
MAX
XXX
XXX
NON / NON 10C/28C 2959
MAX
365
MAX
MAX
XXX
XXX
ILS / ILS
14/32
DALT
10L/28R 3201
MAX
MAX
MAX
MAX
XXX
XXX
ILS / VOR 10R/28L 3505
MAX
MAX
MAX
MAX
XXX
XXX
KRDU
7(C)
Raleigh Durham
ENRT
ILS / ILS
05L/23R 3048
MAX
MAX
MAX
MAX
XXX
XXX
ILS / ILS
05R/23L 2286
MAX
MAX
MAX
MAX
XXX
XXX
KRFD
7(C)
Chicago / Rockford
ENRT
ILS / LOC
01/19
2499 310/307
332
262
218/216
XXX
XXX
ILS / NIL
07/25
3049 313/308
368
MAX
MAX
XXX
XXX
Note : A346 / B777 TWY A, D, J, K, L not authorized. *RFF 9 (D) available 1 hour PPR.
KROC
7(C)*
Rochester
ILS / ILS
04/22
KSAT
7(C)
ENRT
2439
MAX
NOT
NOT
MAX/NOT
XXX
XXX
2288 263/261
307
245
205/203
157/161
MAX/80
12R/30L 2591 263/261
307
245
205/203
157/161
MAX/80
ENRT
San Antonio Intl

ILS / ILS
ILS / ILS
03/21
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AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1

KSEA
9
DALT
Seattle
ILS / ILS
16L/34R
3627
MAX
MAX
MAX
MAX
XXX
XXX
ILS / ILS
16C/34C
2873
MAX
MAX
MAX
MAX
XXX
XXX
KSTL
8(D)
DALT
St. Louis
ILS / ILS
06/24
2241
253/250
290
232
196/193
150/154
MAX/76
ILS / ILS
11/29
2744
279/275
324
262
218/215
166/MAX
MAX/86
ILS / ILS
12L/30R
2744
300/297
353
MAX
MAX
MAX
MAX
ILS / ILS
12R/30L
3216
300/297
353
MAX
MAX
MAX
MAX
KSWF
7(C)
MAX
NOT
NOT
MAX/NOT
XXX
XXX
DALT
Newburg - Stewart
ILS / ILS
09/27
2688
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AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1

KSYR
7(C)
ENRT
Syracuse
ILS / ILS
10/28
2744
MAX
NOT
NOT
MAX/NOT
XXX
XXX
VOR / VOR
15/33
2286
MAX
NOT
NOT
MAX/NOT
XXX
XXX
KTUL
8(D)
ENRT
Tulsa Intl
ILS / ILS
08/26
2248
287/285
337
275
227/224
MAX
MAX/90
ILS / ILS
18L/36R
3048
320/317
380
MAX
MAX
MAX
MAX
UZBEKISTAN (UT)
UTTT
9
ENRT
Tashkent
ILS / ILS
08L/26R
3750
MAX
MAX
XXX
MAX
MAX
MAX
ILS / NDB 08R/26L
3550
340/336
360
XXX
MAX
MAX
MAX
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AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1
VIETNAM (VV)
VVDN
8
ENRT
Danang
CIR / ILS 17L/35R
3048
305/302
297
XXX
207/203
MAX
MAX
CIR / VOR 17R/35L
3059
211/206
NOT
XXX
139/137
117/XXX
66 / 64
VVNB
8
ENRT
Hanoi
ILS / VOR 11L/29R
3200
279/275
329
264
227/223
MAX
MAX/89
ILS / VOR 11R/29L
3800
297/294
354
MAX
MAX
MAX
MAX
VVTS
9
DEST
Hochiminih
VOR / ILS 07L/25R
3048
287/283
337
273
MAX/230
170/MAX
MAX/89
VOR / ILS 07R/25L
3059
307/302
365
355
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
YEMEN (OY)
OYAA
9
DALT
Aden
ILS / NDB
08/26
3100
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AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO
RFF
Type
Airport Name
IAP
RWY
LDA
(m)

772 / 3
346
343
332 / 3
300 / 10
320 / 1
340/336
367
MAX
MAX
MAX
MAX
NOT
NOT
NOT
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
YEMEN (OY) (Contd)

OYRN
7
DALT
Mukalla
CIR / VOR
06/24
OYSN
3000
DEST
Sanaa
ILS / VOR
18/36
2977
ZAMBIA (FL)
FLLS
9
ENRT
Lusaka
ILS / NDB
10/28
3962
ZIMBABWE (FV)
FVBU
6
ENRT
Bulawayo
ILS / NON
13/31
FVHA
2588
NOT
NOT
NOT
185/182
157/XXX
MAX/85
299
254
211/209
MAX
MAX
DALT
Harare
ILS / VOR
05/23
4725 324/321
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AIRPORTS
ETOPS APPROVED ENROUTE AIRPORTS
5.2
5.2.1
Introduction
This section serves two distinct purposes, primarily to define the area in which ETOPS
operation is permitted, and lists the ETOPS adequate airports chosen using the assumption
in paragraph below and approved by Qatar Civil Aviation Authority (QCAA) for 120 minutes
ETOPS operations.
Note 1 :
All company twin engined aircraft are approved by the QCAA for ETOPS.
Note 2 :
Bomabardier-Challenger fleet may operate up to 120 minutes from an adequate

Aerodrome without ETOPS approval in accordance with QCAR 1.245.
5.2.1.1
Assumptions
Runway width of 45 m or better.
LDA of 2100 m or better.
Airport operations of H24 or if prior permission is required, Qatar Airways has permission
to operate outside the normal hours of operations.
Fire category of 4 or better.
No category C airport.
ATC, Meteorological and air information services offices and lighting are available.
A turning loop or exit at the end of the runway is available unless the runway width is 60m
or better.
Runway PCN is displayed for information and is not limiting in case of an emergency.
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AIRPORTS
5.2.2
(1)
Example
: Area of operations with the following details :
ICAO Code : 4 letter ICAO code of airport.
Location (Airport Name) : Location of the airport, however, if more than one
airport exist in a location then the name of the airport is mentioned next to it.
(2)
: Best Instrument Approach Procedures (IAP) serving that runway, NON means no
IAP available.
(3)
: Displays only those runways that meet the criteria for at least one aeroplane type.
(4)
: Lowest Landing Distance Available (LDA) of both runway ends (direction).
(5)
: Represents the weight of the airplane in tons for the runway.
MAX means maximum structural take-off weight.
NOT means not allowed.
XXX means structural take-off weight not yet defined
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AIRPORTS
5.2.3
Area of Operations : Arabian Sea / Indian Ocean
ETOPS operations over Arabian Sea / Indian Ocean is applicable for all twin engined
aircraft. The following en-route alternates are declared.
ICAO
IAP
RWY
LDA
(m)
Airport Name
MAX Pavement Weight in Tons for

Aircraft
772 / 3
332 / 3
300 / 10
320 / 1
FIMP
ILS/VOR
14/32
3040
MAX
MAX
MAX
MAX
ILS/CIR
02/20
2900
XXX
MAX
MAX
MAX
FMEE
ILS/CIR
14/32
2315 314/311
217/215
MAX
MAX
St. Denis
CIR/VOR
12/30
3080 314/311
217/215
MAX
MAX
ILS/VOR
11/29
3100
MAX
MAX
MAX
VOR/ILS
13/31
2682 333/329
MAX
MAX
MAX
Mauritius
FMCH
Moroni
FMMI
NOT
Antananarivo
FSIA
Seychelles
OBBI
Bahrain
ILS / ILS
12L/30R 3657
MAX
MAX
MAX
MAX
VOR/VOR 12R/30L 2222
MAX
MAX
MAX
MAX
OEDF
ILS / ILS
16L/34R 4000
MAX
MAX
MAX
MAX
Dammam
ILS / ILS
16R/34L 4000
MAX
MAX
MAX
MAX
OKBK
ILS / ILS
15L/33R 3500
MAX
MAX
MAX
MAX
Kuwait
ILS / ILS
15R/33L 3400 300/297
MAX
MAX
MAX
OMAA
ILS / ILS
13R/31L 4100
MAX
MAX
MAX
MAX
Abu Dhabi
ILS / ILS
13L/31R 4100
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
OMAL
ILS / VOR
01/19
4000
Al Ain
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AIRPORTS
ICAO
IAP
RWY
LDA
(m)
Airport Name

Aircraft
772 / 3
332 / 3 300 / 10 320 / 1
OMDB
ILS / ILS
12L/30R 3600
MAX
MAX
MAX
MAX
Dubai
ILS / ILS
12R/30L 3880
MAX
MAX
MAX
MAX
MAX/347 231/229 MAX
MAX
OMSJ
VOR / ILS
12/30
3760
ILS / ILS
08/26
3165
MAX
MAX
MAX
MAX
VOR / ILS
07/25
3340
MAX
MAX
MAX
MAX
228/226 MAX
MAX
Sharjah
OOMS
Muscat
OOSA
Salalah
OPKC
NON / ILS 07L/25R 3200
273/270
Karachi
NON / ILS 07R/25L 3400
MAX
MAX
MAX
MAX
OPNH
VOR / VOR
02/20
2743
269/264
MAX
MAX
MAX
VOR / ILS
16/34
3822
MAX
MAX
MAX
MAX
ILS / NDB
08/26
3100
MAX
MAX
MAX
MAX
CIR / VOR
06/24
3000
340/336
MAX
MAX
MAX
VOR / ILS
05/23
3505
333/331
231/229
MAX
MAX
VABB
ILS / ILS
09/27
2963
MAX
MAX
MAX
MAX
Mumbai
ILS / VOR
14/32
2517
MAX
MAX
MAX
MAX
Nawabshah
OTBD
Doha
OYAA
Aden
OYRN
Mukalla
VAAH
Ahmedabad
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AIRPORTS
ICAO
IAP
RWY
LDA
(m)
Airport Name

Aircraft
772 / 3
332 / 3
300 / 10
320 / 1
VOBL
ILS / ILS
09/27
4000
MAX
MAX
MAX
MAX
VOR / ILS
09/27
3400
340/336
MAX
MAX
MAX
VOR / ILS 14 / 32 2992
310/307
226 / 223
MAX
MAX
MAX
MAX
MAX
Banagalore
VOCI
Cochin
VOTV
Thiruvananthapuram
VRMM
VOR / ILS
18/36
2910 MAX/NOT
Male
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AIRPORTS
5.2.4
Area of Operations : Bay of Bengal
ETOPS operations over Bay of Bengal is applicable for all twin engined aircraft. The
following en-route alternates are declared.
ICAO
IAP
RWY
LDA
(m)
Airport Name
OPLA
Lahore

Aircraft
772 / 3
332 / 3
300 / 10
320 / 1
VOR / VOR 18R/36L 2743 278/276
205/204
160/163
MAX
MAX
MAX
MAX
MAX
223
223
MAX
MAX
VOR / ILS 18L/36R 3360
OPPS
VOR / VOR
17/35
2743
CIR / ILS
12/30
2743 263/259
219/216
167/MAX
MAX
VOR / NON
07/25
2744 317/311
MAX
MAX
MAX
297/295
MAX
MAX
MAX
02R/20L 3200 315/312
MAX
MAX
MAX
Peshawar
OPRN
Islamabad
RPLB
Subic Bay
RPLC
NONE
Angeles City
ILS / ILS
02L/20R 342
RPLL
ILS / ILS
06/24
3410
MAX
MAX
MAX
MAX
ILS / ILS
04/22
3330
MAX
MAX
MAX
MAX
VOR / ILS
14/32
3200
NOT
NOT
NOT
MAX
ILS / ILS
04/22
3350
MAX
MAX
MAX
MAX
Manila
RPVM
Lapu-Lapu
VANP
Nagpur
VCBI
Katunayake
VECC
Kolkata
VOR / VOR 01L/19R 2749 243/244

ILS / ILS
01R/19L 3200
MAX
178 /176 140 / 142 MAX / 80

MAX
MAX
MAX
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AIRPORTS
ICAO
IAP
RWY
LDA
(m)
Airport Name

Aircraft
772 / 3
332 / 3
300 / 10
320 / 1
VGEG
VOR / ILS
05/23
2940 313/310
MAX
MAX
MAX
ILS / VOR
14/32
3200
MAX
MAX
MAX
MAX
VOR / ILS
09/27
2661
MAX
MAX
MAX
MAX
ILS / ILS
10/28
3810
MAX
MAX
MAX
MAX
ILS / ILS
11/29
2820
MAX
MAX
MAX
MAX
ILS / ILS
09/27
4260
MAX
MAX
MAX
MAX
ILS / ILS
07/25
3658
MAX
MAX
MAX
MAX
03L/21R 3700 312/309
MAX
MAX
MAX
VOR / ILS 03R/21L 3150 312/309
MAX
MAX
MAX
Chittagong
VGZR
Dhaka
VIDP
Delhi
VOHS
Hyderabad
VOMM
Chennai
VTBD
Bangkok Don Mueang Intl
ILS / ILS
VTBS
ILS / ILS
01L/19R 3700
MAX
MAX
MAX
MAX
Bangkok Suvarnabhumi
ILS / ILS
01R/19L 4000
MAX
MAX
MAX
MAX
VTCC
VOR / ILS
18/36
3100 339/336 204 / 202 165/MAX
MAX
VOR / ILS
09/27
3000
MAX
MAX
Chiang Mai
VTSP
MAX
MAX
Phuket
VVNB
ILS / VOR 11L/29R 3200 279/275 227 / 223
MAX
MAX / 89
Hanoi
ILS / VOR 11R/29L 3800 297/294
MAX
MAX
MAX
VYYY
NDB / ILS
03/21
2470 243/240 MAX/ 202 MAX/164
MAX
Yangon
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AIRPORTS
ICAO
IAP
RWY
LDA
(m)
Airport Name

Aircraft
772 / 3
332 / 3
300 / 10
320 / 1
WBKK
ILS / VOR
02/20
2500
336/332
MAX
MAX
MAX
ILS / ILS
03/21
3658
325/322
MAX
MAX
MAX
ILS / CIR
05/23
2625
328/326
MAX
MAX
MAX
ILS / VOR
16/34
3354
336/332
MAX
MAX
MAX
Kota Kinabalu
WBSB
Bandar
Seri Begawan
WIMM
Medan
WMKJ
Johor Bahru
WMKK
ILS / ILS
14R/32L 4000
327/325
MAX
MAX
MAX
Kuala Lumpur
ILS / ILS
14L/32R 4019 MAX/345
MAX
MAX
MAX
WMKP
ILS / VOR
04/22
3354
MAX
MAX
MAX
MAX
02L/20R 3260
MAX
MAX
MAX
MAX
Singapore - Changi ILS / ILS 02C/20C 4000
MAX
MAX
MAX
MAX
Penang
WSSS
ILS / ILS
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AIRPORTS
5.2.5
Area of Operations : Central Asia
ETOPS operations over Central Asia is applicable for all twin-engined aircraft. The following
en-route alternates are declared.
ICAO
IAP
RWY
LDA
(m)
Airport Name

Aircraft
772 / 3
332 / 3
300 / 10
320 / 1
LTAC
ILS / ILS
03L/21R 3400 336/333
MAX
MAX
MAX
Ankara
ILS / ILS
03R/21L 3750
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
OIIE
Tehran
Imam Khomaini
OIII
VOR / ILS
11/29
4200
VOR / VOR 11L/29R 3992 347/342
Tehran - Mehrabad VOR / ILS 11R/29L 4038 324/321 220 / 218

OIMM
VOR / ILS 13L/31R 3776 340/336
MAX
MAX
MAX
Mashhad
VOR / VOR 13R/31L 3886 340/336
MAX
MAX
MAX
OISS
NON / ILS 11R/29L 4259
MAX
MAX
MAX
MAX
Shiraz
NON / VOR 11L/29R 4342
MAX
MAX
MAX
MAX
OSAP
NON / ILS
09/27
2910 224/222 160/159
126/128 MAX / 87
Aleppo
UAAA
ILS / ILS
05L/23R 4500 345/341
XXX
Almaty
ILS / ILS
05R/23L 4398 264/260 206/203
MAX
MAX
157/161
MAX/81
UAFM
ILS / ILS
08/26
4200 319/314
MAX
MAX
MAX
ILS / CIR
09/27
3850 325/322
MAX
MAX
MAX
UBBB
ILS / ILS
16/34
2700 264/261 245/307
Baku
ILS / ILS
18/36
3065
Bishkek
UDYZ
Yerevan
MAX
MAX
157/160 MAX / 80
MAX
MAX
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AIRPORTS
ICAO
IAP
RWY
LDA
(m)
Airport Name
UBBN
Nackchivan
ILS/NON 14L/32R
ILS/ILS
14R/32L

Aircraft
772 / 3
332 / 3
300 / 10
320 / 1
NOT
NOT
NOT
NOT
MAX
MAX
MAX
MAX
MAX
MAX
MAX
UKBB
ILS / ILS 18L/36R 4000
302/300
Kyiv
ILS / ILS 18R/36L 3500
NOT
151 / 149 163/XXX
MAX
UKFF
ILS / ILS
01/19
3706
275/272
215/212 164/MAX MAX / 84
ULLI
ILS / ILS 10L/28R 3397
310/307
St. Petersburg
ILS / ILS 10R/28L 3780
310/307
205 / 203 156/XXX MAX / 87
ILS / ILS
13/31
3640
268/264
208/206
159/163
MAX/82
ILS / ILS
12/30
3900
218/215
184 / 180 133/XXX
76 / 74
ILS / ILS 12L/30R 3800
317/311
MAX
MAX
MAX
UTTT
ILS / ILS 08L/26R 3750
MAX
MAX
MAX
MAX
Tashkent
ILS / NDB 08R/26L 3550
340/336
MAX
MAX
MAX
14C/32C 2600
338/332
MAX
MAX
MAX
Moscow Domodedovo
ILS / ILS 14L/32R 3794
297/295
MAX
MAX
MAX
ILS / ILS 14R/32L 3500
338/332
MAX
MAX
MAX
UUEE
ILS / ILS 07L/25R 3550
327/323
MAX
MAX
MAX
Moscow Shermetyevo
ILS / ILS 07R/25L 3702
294/291
MAX
MAX
MAX
ILS / ILS
02/20
3000
235/233
178/177
Moscow - Vnukovo ILS / ILS
06/24
3000
NOT
NOT
Simferopol
MAX
MAX
MAX
UMMS
Minsk
URMM
Mineralnyye Vody
UTAA
Ashgabat
UUDD
UUWW
NONE
140/142 MAX / 93
NOT
63/61
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AIRPORTS
5.2.6
Area of Operations : East Africa
ETOPS operations over East Africa is applicable for all twin-engined aircraft. The following
en-route alternates are declared.
ICAO
IAP
RWY
LDA
(m)
Airport Name

Aircraft
772 / 3
332 / 3
300 / 10
320 / 1
MAX
MAX
MAX
MAX
MAX
MAX
220/217
MAX
MAX
FACT
ILS / ILS
01/19
3201 319/314
Cape Town
FAJS
Johannesburg
ILS / VOR 03L/21R 4418

ILS / ILS
MAX
03R/21L 3400 324/321
FQMA
NON / ILS
05/23
3660 276/275
ILS / VOR
05/23
4725 324/321
ILS / VOR
14/32
3540
185 / 182 157/XXX MAX/85
Maputo
FVHA
211/209
MAX
MAX
MAX
MAX
MAX
MAX
334
185 / 182
MAX
MAX
171
140/143
MAX
Harare
FWKI
Lilongwe
HAAB
CIR / ILS
07R/25L 3440
Addis Abeba
CIR / ILS
07L/25R 3325 247/245
HDAM
VOR/ILS
09/27
2928 325/322
368
MAX
MAX
VOR/ILS
03/21
3350
MAX
MAX
MAX
ILS/VOR
05/23
3000 MAX/347
MAX
MAX
MAX
ILS / VOR
06/24
4117
MAX
MAX
MAX
MAX
ILS/ILS
18/36
2980
MAX
MAX
MAX
MAX
Djibouti
HKMO
MAX
Mombasa
HTDA
Dar-es-salam
HKJK
Nairobi Jomo Kenyatta
HSSS
Khartoum
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AIRPORTS
5.2.7
Area of Operations : Japan / North China
ETOPS operations over Japan / North China is applicable for A330 and B777 aircraft only.
The following en-route alternates are declared.
ICAO
IAP
RWY
LDA
(m)
Airport Name
RJBB
ILS / ILS
06L/24R 4000
Osaka - Kansai
ILS / ILS
06R/24L 3500

Aircraft
772 / 3
332 / 3
300 / 10
320 / 1
MAX
MAX
MAX
MAX
MAX
MAX
MAX
RJFF
ILS / ILS
16/34
2800 327/324
Fukuoka
RKSI
ILS / ILS
15L/33R 3750
MAX
MAX
MAX
MAX
ILS / ILS
15R/33L 3750
MAX
MAX
MAX
MAX
Seoul - Incheon
ILS / ILS
16/34
4000
MAX
MAX
MAX
MAX
ILS / ILS
01/19
3800
MAX
MAX
MAX
MAX
ILS / ILS
18L/36R 3800
MAX
MAX
MAX
MAX
ILS / ILS
18R/36L 3200
MAX
MAX
MAX
MAX
195/233
MAX
MAX
MAX
MAX
MAX
ZBAA
Beijing
ZBHH
ILS / ILS
08/26
3600 265/268
ILS / ILS
16/34
3200
ILS / ILS
13/31
3200 336/332
MAX
MAX
MAX
ILS / ILS
04/22
3400 342/335
MAX
MAX
MAX
ILS / ILS
18/36
3600 342/338
MAX
MAX
MAX
ILS / ILS
05/23
3000 297/294
MAX
MAX
MAX
Hohhot
ZBTJ
MAX
Tianjin
ZBYN
Taiyuan
ZHHH
Wuhan
ZLLL
Lanzhou
ZLXY
Xian
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AIRPORTS
ICAO
IAP
RWY
LDA
(m)
Airport Name

Aircraft
772 / 3
332 / 3
300 / 10
320 / 1
ZSFZ
ILS / ILS
03/21
3600
MAX
MAX
MAX
MAX
ILS / ILS
07/25
3600
MAX
MAX
MAX
MAX
ILS / VOR
01/19
3600
MAX
MAX
MAX
MAX
ILS / ILS
06/24
3600
MAX
MAX
MAX
MAX
ZSPD
ILS / ILS
17/35
4000
MAX
MAX
MAX
MAX
Shanghai Pudong
ILS / ILS
16/34
3800
MAX
MAX
MAX
MAX
17R/35L
3400
MAX
MAX
MAX
MAX
ILS / ILS
18/36
3200
339/335
MAX
MAX
MAX
ILS / ILS
02/20
3600
MAX
MAX
MAX
MAX
ILS / ILS
08/26
3200
MAX
MAX
MAX
MAX
VOR / ILS
11/29
3200
272/268
212/209
162/MAX
MAX/83
ILS / ILS
07/25
3600
MAX
MAX
MAX
MAX
ILS / ILS
10/28
3100
MAX
MAX
MAX
MAX
ILS / ILS
06/24
3200
303/300
MAX
MAX
MAX
Fuzhou
ZSHC
Hanghzhou
ZSJN
Jianan
ZSNJ
Nanjing
ILS / ILS
ZSSS
Shanghai Hongqiao
ZUUU
Chengdu
ZWSH
Kashi
ZWTN
Hotan
ZWWW
Urumqi
ZYTL
Dalian
ZYTX
Shenyang
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AIRPORTS
5.2.8
Area of Operations : North Atlantic / North America
ETOPS operations over the North Atlantic is applicable for B777 and A330 aircraft only. The
following en-route alternates are declared.
ICAO
IAP
RWY
LDA
(m)
Airport Name

Aircraft
772 / 3
332 / 3 300 / 10 320 / 1
BIKF
ILS / ILS
02/20
3048
MAX
MAX
MAX
MAX
Keflavik
ILS / ILS
11/29
3052
MAX
MAX
MAX
MAX
LOC / ILS
17/35
2621
MAX
MAX
MAX
MAX
CYEG
ILS / ILS
12/30
3109
334/332
MAX
MAX
MAX
Edmonton Intl
ILS / ILS
02/20
3353
MAX
MAX
MAX
MAX
CYHZ
LOC / ILS
05/23
2682
MAX
MAX
MAX
MAX
Halifax
ILS / NON
14/32
2347
MAX
MAX
MAX
MAX
NON / ILS
09/27
3048
MAX
MAX
MAX
MAX
CYQX
ILS / VOR
03/21
3109
MAX
MAX
MAX
MAX
Gander
ILS / NON
13/31
2713
MAX
MAX
MAX
MAX
CYYR
ILS / NDB
08/26
3367
MAX
MAX
MAX
MAX
Goose Bay
NONE
16/34
2920
MAX
MAX
MAX
MAX
CYYT
ILS / ILS
11/29
2591
MAX
MAX
MAX
MAX
St. Johns
ILS / NDB
16/34
2134
MAX
MAX
MAX
MAX
CYOW
ILS / LOC
07/25
2438
MAX
MAX
MAX
MAX
Ottawa
VOR/ILS
14/32
3048
MAX
MAX
MAX
MAX
VOR/VOR
06/24
2743
281/278
MAX
MAX
MAX
CYFB
Iqaluit
CYJT
Stephenville
CYQB
Quebec
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AIRPORTS
ICAO
IAP
RWY
LDA
(m)
Airport Name

Aircraft
772 / 3
332 / 3 300 / 10 320 / 1
CYQM
NDB/ILS
11/29
2438
332
229/227
MAX
MAX
ILS / NDB
09/27
2554
325/322
XXX
XXX
XXX
ILS / ILS
08L/26R 3030
334/332
MAX
MAX
MAX
ILS / ILS
08R/26L 3352
334/332
MAX
MAX
MAX
Moncton
CYXE
Saskatoon
CYVR
Vancover
CYUL
ILS / NON
12/30
2225
334/332
MAX
MAX
MAX
ILS / LOC
10/28
2134
MAX
MAX
MAX
MAX
ILS / ILS
06L/24R 3353
MAX
MAX
MAX
MAX
ILS / ILS
06R/24L 2926 XXX/305
MAX
MAX
MAX
Montreal
CYWG
ILS / ILS
13/31
2652
MAX
MAX
MAX
MAX
Winnipeg James
Armstron Intl
ILS / ILS
18/36
3352
MAX
MAX
MAX
MAX
CYYC
ILS / ILS
10/28
2438
302/229
229/227
MAX
MAX
Calgary Intl
ILS / ILS
16/34
3863
MAX
215/214
MAX
MAX
CYYZ
ILS / ILS
05/23
3242
MAX
MAX
MAX
MAX
ILS / ILS
06L/24R 2896
MAX
MAX
MAX
MAX
ILS / ILS
06R/24L 2743
MAX
MAX
MAX
MAX
ILS / ILS
15L/33R 3368
MAX
MAX
MAX
MAX
ILS / ILS
15R/33L 2591
MAX
MAX
MAX
MAX
Toronto
EGAA
VOR / ILS
07/25
2780
330/326
MAX
MAX
MAX
ILS / ILS
05/23
2658
313/308
MAX
MAX
MAX
Belfast
EGPF
Glasgow
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AIRPORTS
ICAO
IAP
RWY
LDA
(m)
Airport Name

Aircraft
772 / 3
332 / 3 300 / 10 320 / 1
EGPK
ILS / ILS
13/31
2987
MAX
MAX
MAX
MAX
ILS / ILS
10/28
2637
327/323
MAX
MAX
MAX
ILS / ILS
06/24
3059
291/288
MAX
MAX
MAX
ILS / ILS
07/25
2794
291/289
ILS / ILS
17/35
2525
MAX
MAX
MAX
MAX
Prestwick
EIDW
Dublin
EINN
Shannon
ENBO
205/203 167/MAX
MAX
Bodo
ENBR
Bergen
ENGM
ILS / ILS
01L/19R 3600
MAX
MAX
MAX
MAX
Oslo - Gardermoen
ILS / ILS
01R/19L 2950
MAX
MAX
MAX
MAX
ENZV
ILS / VOR
17/35
2199
340/336 MAX/232
MAX
MAX
Stavanger
ILS / ILS
18/36
2495
340/336 MAX/232
MAX
MAX
KATL
ILS / ILS
10/28
2743
MAX
MAX
XXX
XXX
ILS / ILS
08L/26R 2743
MAX
MAX
XXX
XXX
ILS / ILS
08R/26L 3048
MAX
MAX
XXX
XXX
ILS / ILS
09L/27R 3624
MAX
MAX
XXX
XXX
ILS / ILS
09R/27L 2743
MAX
MAX
XXX
XXX
2134
MAX
MAX
XXX
XXX
NON/NON 04L/22R 2148
MAX
MAX
XXX
XXX
Atlanta
KBOS
Boston
NON/ILS
09/27
ILS / ILS
04R/22L 2684
MAX
MAX
XXX
XXX
ILS / ILS
15R/33L 2805
MAX
MAX
XXX
XXX
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AIRPORTS
ICAO
IAP
RWY
LDA
(m)
Airport Name
KDFW
Dallas Fort Worth
KIAD
Washington
KIAH
George Bush
Intercontinental
Houston
KJFK
New York

Aircraft
772 / 3
332 / 3 300 / 10 320 / 1
NON / ILS
13L/31R
2553
MAX
MAX
MAX
MAX
ILS / VOR
13R/31L
2835
MAX
MAX
MAX
MAX
ILS / ILS
17R/35
4085
MAX
MAX
MAX
MAX
ILS / ILS
17L/35R
2591
MAX
MAX
MAX
MAX
ILS / ILS
17C/35C
4085
MAX
MAX
MAX
MAX
ILS / ILS
18L/36R
4084
MAX
MAX
MAX
MAX
ILS / ILS
01C/19C
3505
305/302
MAX
MAX
MAX
ILS / ILS
01L/19R
2865
MAX
MAX
MAX
MAX
ILS / ILS
01R/19L
3505
MAX
MAX
MAX
MAX
ILS / ILS
12/30
3200
MAX
MAX
MAX
MAX
ILS / ILS
09/27
3048
MAX
MAX
MAX
MAX
ILS / ILS
08L/26R
2743
MAX
MAX
MAX
MAX
ILS / ILS
08R/26L
2865
MAX
MAX
MAX
MAX
ILS / ILS
015L/36R 3657
MAX
MAX
MAX
MAX
ILS / ILS
15R/33L
3047
251/249
217/215
MAX
MAX
ILS / ILS
04L/22R
2638
MAX
MAX
MAX
MAX
ILS / ILS
04R/22L
2560
MAX
MAX
MAX
MAX
ILS / ILS
13L/31R
2735
MAX
MAX
MAX
MAX
ILS / ILS
13R/31L
3428
MAX
MAX
MAX
MAX
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AIRPORTS
ICAO
IAP
RWY
LDA
(m)
Airport Name
KMEM

Aircraft
772 / 3
332 / 3 300 / 10 320 / 1
ILS / ILS
09/27
2727
MAX
MAX
MAX
MAX
ILS / ILS
18L/36R
2743
MAX
MAX
MAX
MAX
ILS / ILS
18C/36C
3389
MAX
MAX
MAX
MAX
ILS / ILS
18R/36L
2782
MAX
MAX
MAX
MAX
LOC / LOC
04/22
2882
320/317
MAX
MAX
MAX
ILS / ILS
12L/30R
2323
320/317
MAX
MAX
MAX
ILS / ILS
12R/30L
3048
320/317
MAX
MAX
MAX
LOC / ILS
17/35
2438
320/317
MAX
MAX
MAX
KPHL
ILS / ILS
09L/27R
2896
MAX
MAX
MAX
MAX
Philadelphia
ILS / ILS
09R/27L
3202
MAX
MAX
XXX
XXX
Memphis
KMSP
St. Paul Intl Minneapolis
KRDU
ILS / ILS
05L/23R
3048
MAX
MAX
XXX
XXX
Raleigh Durham
ILS / ILS
05R/23R 3048
MAX
MAX
XXX
XXX
KSEA
ILS / ILS
16L/34R
3627
MAX
MAX
XXX
XXX
Seattle
ILS / ILS
16C/34C 2873
MAX
MAX
MAX
XXX
KSTL
ILS / ILS
06/24
2241
253/250
196/193
ILS / ILS
11/29
2744
279/275
218/215 166/MAX MAX/86
ILS / ILS
12L/30R
2744
300/297
MAX
MAX
MAX
ILS / ILS
12R/30L
3216
300/297
MAX
MAX
MAX
KGEG
ILS / ILS
03/21
2744
MAX
MAX
XXX
XXX
Spokane Intl
NONE
07/21
2499
MAX
MAX
XXX
XXX
KORD
LOC/LOC
04L/22R
2286
MAX
MAX
MAX
MAX
ILS / ILS
04R/22L
2461
MAX
MAX
MAX
MAX
ILS / ILS
09L/27R
2428
MAX
MAX
MAX
MAX
ILS / ILS
09R/27L
3092
MAX
MAX
MAX
MAX
ILS / ILS
14L/32R
2441
MAX
MAX
MAX
MAX
ILS / ILS
14R/32L
3962
MAX
MAX
MAX
MAX
Lambert - St Louis
Chicago
150/154 MAX/76
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142
AIRPORTS
ICAO
IAP
RWY
LDA
(m)
Airport Name

Aircraft
772 / 3
332 / 3 300 / 10 320 / 1
LPAZ
ILS / VOR
18/36
3048
MAX
MAX
MAX
MAX
ILS / ILS
15/33
3312
337/335
MAX
MAX
MAX
Santa Maria
LPLA
Lajes
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143
AIRPORTS
5.2.9
Area of Operations : West Africa
ETOPS operations over West Africa is applicable for A300, A310, A330 and B777 aircraft
only. The following en-route alternates are declared.
ICAO
IAP
RWY
LDA
(m)
Airport Name

Aircraft
772 / 3
332 / 3
300 /10
320 / 1
DNAA
ILS / ILS
04/22
3610
MAX
MAX
MAX
MAX
ILS / VOR
05/23
3000
MAX
MAX
MAX
MAX
DNMM
ILS / NON5 18L/36R 2745
MAX
MAX
MAX
MAX
Lagos
ILS / VOR 18R/36L 3900
MAX
MAX
MAX
MAX
DNKN
ILS / VOR
05/23
2450
243/238
175
120/XXX
MAX
Kano
ILS / VOR
06/24
3300
MAX
MAX
MAX
MAX
ILS / VOR
09/27
3000
336/332
MAX
MAX
MAX
ILS / VOR
09/27
3285
XXX
MAX
MAX
MAX
ILS / VOR
05/23
2800
NOT
224/221
MAX
MAX
Abuja
DNMA
Maiduguri
DRRN
Niamey
FKKR
Garouda
FTTJ
Ndjamena
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AIRPORTS
L E F T
B L A N K
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TABLE OF CONTENTS
CHAPTER 6 - AIRFIELD BRIEFINGS

6.1
6.2
6.3
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
6.1.1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
6.1.2
Example . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
6.1.3
Destinations Airfield Category Listing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
CATEGORY C AIRFIELDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
6.2.1
Calicut . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
6.2.2
Kathmandu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
6.2.3
Sanaa. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
6.2.4
Seychelles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
CATEGORY B AIRFIELDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
6.3.1
Algiers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
6.3.2
Amman . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
6.3.3
Athens . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
6.3.4
Bangalore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
6.3.5
Beijing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
6.3.6
Beirut . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
6.3.7
Damascus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
6.3.8
Dar Es Salaam . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
6.3.9
Geneva . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
6.3.10 Guangzhou . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
6.3.11 Hong Kong . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
6.3.12 Houston. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
6.3.13 Hyderabad . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
6.3.14 Khartoum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
6.3.15 Lagos . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
6.3.16 Madrid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
6.3.17 Mashhad . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
6.3.18 Moscow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
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6.3.19 Mumbai . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101

6.3.20 Nairobi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
6.3.21 Newark . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
6.3.22 New York . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
6.3.23 Peshawar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
6.3.24 Shanghai . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133
6.3.25 Tehran . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137
6.3.26 Thiruvananthapuram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 139
6.3.27 Tunis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141
6.3.28 Washington . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145
6.3.29 Zaragoza . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151
6.3.30 Zurich . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155
6.4
CATEGORY A AIRFIELDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157

6.4.1
Abu Dhabi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157
6.4.2
Ahmedabad . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159
6.4.3
Alexandria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161
6.4.4
Amsterdam . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163
6.4.5
Bahrain. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167
6.4.6
Bali . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 169
6.4.7
Bangkok . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 173
6.4.8
Berlin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 177
6.4.9
Cairo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 181
6.4.10 Cape Town . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185

6.4.11 Casablanca . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 187
6.4.12 Chennai . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 191
6.4.13 Cochin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 193
6.4.14 Dammam . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 195
6.4.15 Delhi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 197
6.4.16 Dhaka. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
6.4.17 Doha. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
6.4.18 Dubai . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
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6.4.19 Frankfurt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211

6.4.20 Hochiminh . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 213
6.4.21 Islamabad . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 219
6.4.22 Istanbul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 223
6.4.23 Jakarta . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 225
6.4.24 Jeddah . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 229
6.4.25 Johannesburg . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 233
6.4.26 Karachi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 237
6.4.27 Katunayake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 239
6.4.28 Kuala Lumpur . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 241
6.4.29 Kuwait . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 243
6.4.30 Lahore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 245
6.4.31 Lapu-lapu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 247
6.4.32 London - Gatwick . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 249
6.4.33 London - Heathrow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 253
6.4.34 Luxembourg . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 259
6.4.35 Luxor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 263
6.4.36 Male . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 265
6.4.37 Manchester . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 267
6.4.38 Manila . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 271
6.4.39 Milan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 275
6.4.40 Munich . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 279
6.4.41 Muscat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 281
6.4.42 Nagpur . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 283
6.4.43 Osaka . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 287
6.4.44 Paris . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 291
6.4.45 Riyadh. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 295
6.4.46 Rome . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 297
6.4.47 Seoul. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 299
6.4.48 Sialkot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 303
6.4.49 Singapore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 307
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6.4.50 Stockholm. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 311

6.4.51 Tripoli . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 315
6.4.52 Vienna . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 317
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6.1
INTRODUCTION
6.1.1
General
Airfield Briefing :
Airfield briefings are predicated on normal operations and based on the best information
available at the time. Nothing contained in the briefings should override the application of
good airmanship and common sense nor override the requirement of any applicable
State Regulations.
Warning:
It is imperative that briefings be read in conjunction with current Jeppesen

documentation and that where any conflicts exists, Jeppesen takes priority.
Qatar Airways has categorised the airfields according to their operational complexity,
based upon an assessment of their terrain characteristics and minimum safe altitude,
approach aids and approach procedures, seasonal weather conditions, performance limitations, and any other unusual characteristics. These are :
1) Category A aerodromes satisfy all of the following requirements :
An approved instrument approach procedure,
At least one runway with no performance limited procedure for take-off and/or landing,
Published circling minima not higher than 1000 feet AGL, and
Night operations capability.
2) Category B aerodromes do not satisfy the Category A requirements or require extra
considerations such as :
Non-standard approach aids and/or approach patterns, or
Unusual local weather conditions, or
Unusual characteristics or performance limitations, or
Any other relevant considerations including obstructions, physical layout, lighting ... etc.
Prior operating to such aerodrome, the Commander shall be briefed, or self briefed.
3) Category C aerodromes require additional considerations to Category B aerodromes.
These aerodromes have a significant factor affecting the complexity and workload of the
flight. The Commander shall undergo training and briefing before flying into these aerodromes. The training may be in the form of a simulator or a visit flight into that aerodrome.
Take-off and landing at these aerodromes shall be done by the Captain only.
This chapter is arranged in priority of categorisation order (i.e. Category C, B then A).
Note:
The arrival and departure procedures are in addition to the Jeppesen charts.
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Destination Alternates :
The choices of alternate airports for each destination is given at the end of each airfield
briefing and are listed in alphabetical order.
Airports listed here are based on the assumptions below, which do not preclude the selection of any other airports as alternate after taking into consideration that the deviation from
the prescribed criteria meets the regulatory requirements. When an airport, which is not
listed, is selected as alternate, in exceptional cases, the responsibility for ensuring availability of the Jeppesen charts in the aircraft library and performance data in LPC before
commencement of the operation rests with the person exercising this option. Company
preferred alternate airports are presented in Bold and Italics. Standard flight planning
policy will ensure the closest selected alternate airport in terms of fuel in the OFP, ensuring that the planning minima are met. When the destination forecast indicates weather
conditions to be marginal (means a high probability of diversion), then it is the responsibility of the Commander to uplift fuel for the preferred alternate, payload permitting.
Note :
For the Bombardier-Challenger fleet, all briefings given in this chapter are
applicable without limitation. Minimum RFF for destination is CAT-4 and for
alternate and en-route is CAT-3.
Runway width of 45 m or better.
LDA of 2100 m or better.
Airport operations available H24 (unless otherwise noted). Approved permission for
operations outside published airport operating hours, where granted, is stated for
individual airports.
Fire category of not less than one step below the required category for the aircraft type.
No category C airport.
A turning loop or exit at the end of the runway is available unless the runway width is
60 m or better.
Max Pavement Weight for aircraft type is considered and may result in landing at a
weight higher than that declared in the airport directory. In such cases, Qatar Airways
has been granted approval to operate at higher weights by the concerned authority.
However, for Alternate Airports PCN is not limiting in case of an emergency.
Note :
For the Bombardier-Challenger fleet and due to the potential worldwide

operations, below technical requirements must be verified for authorization by the
Senior Vice-President QTR Executive Jet :
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RFF CAT-4 (destination) and CAT-3 (alternate/en-route)

PCN 17R or 15F (R: Rigid and F: Flexible)
Runway Length Available : Takeoff = 1900m and Landing = 1600m
** For operations beyond these runway requirements, an specific analysis must be done
by QTR Flight Operations Engineering Department
Runway Width 30m
Taxi Way Width 11m.
Notification of errors or suggestion for content shall be conveyed by Journey Log, Pilot
Voyage Report or by the e-mail to opsmanuals@qatarairways.com.qa, so it can be reviewed
and analysed. Notified errors or suggestion to Category B and C aerodromes will be revised
on a priority basis, however Category A aerodromes will be revised as per the normal
revision process of the manual.
6.1.2
Example
(1) : Destination / Alternate airports with the following details :
RFF : Available fire category at the airport for the aircraft.
(2) : Best Instrument Approach Procedures (IAP) serving that runway, NON means no
IAP available.
(3) : Displays only those runways that meet the criteria for at least one aeroplane type.
(4) : Lowest Landing Distance Available (LDA) of both runway ends (direction).
(5) : Represents the weight of the airplane in tons for the runway. MAX means maximum
structural take-off weight, NOT / N means not allowed due to PCN, RFF or the
aircraft movement limitations i.e. taxiways, parking stand etc (applicable for A346
only). XXX means structural take-off weight not yet defined.
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B L A N K
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6.1.3
Destinations Airfield Category Listing
The table below indicates the destination airfields category listing :

NAME OF THE AIRFIELD
CATEGORY
PAGE NO.
Abu Dhabi
157
Ahmedabad
159
Alexandria
161
Algiers
35
Amman - Queen Alia
37
Amsterdam
163
Athens - Eleftherios Venizelos
41
Bahrain
167
Bali
169
Bangalore
43
Bangkok - Suvarnabhumi
173
Beijing
49
Beirut - Rafik Hariri
53
Calicut
13
Berlin - Tegel
177
Cairo
181
Cape Town
185
Casablanca
187
Chennai
191
Cochin
193
Damascus
55
Dammam
195
Dar-Es-Salam
57
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PAGE NO.
Delhi
197
Dhaka
201
Doha
203
Dubai
207
Frankfurt - Main
211
Geneva
59
Guangzhou
63
Hong Kong
69
Hyderabad
77
Hochiminh
213
Houston
73
Islamabad
219
Istanbul - Ataturk
223
Jakarta - Soekarno
225
Jeddah
229
Johannesburg
233
Karachi
237
Katanayake
239
Kathmandu
19
Khartoum
81
Kuala Lumpur
241
Kuwait
243
Lagos
85
Lahore
245
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Lapu Lapu
247
London - Gatwick
249
London - Heathrow
253
Luxembourg
259
Luxor
263
Madrid - Barajas
89
Male
265
Manchester
267
Manila
271
Mashhad
93
Milan - Malpensa
275
Moscow - Domodedovo
95
Mumbai
101
Munich
279
Muscat
281
Nairobi - Jomo Kenyatta
105
Nagpur
283
Newark
109
New York
117
Osaka - Kansai
287
Paris - Charles-De-Gaulle
291
Peshawar
129
Riyadh - King Khalid
295
Rome - Fiumicino
297
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Sanaa
27
Seoul - Incheon
299
Seychelles
31
Sialkot
303
Shanghai - Pudong
133
Singapore - Changi
307
Stockholm - Arlanda
311
Tehran - Imam Khomaini
137
Thiruvananthapuram
139
Tripoli
315
Tunis
141
Vienna
317
Washington
145
Zaragoza
151
Zurich
155
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6.2
6.2.1
CALICUT (VOCL) - INDIA
Name of Airport : Calicut

6.2.1.1
RFF
8*
Airfield Data
IAP
VOR/ILS
RWY
10/28
LDA
(m)
2860

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
NOT
NOT
MAX/NOT
MAX
MAX
(*) RFF 9 available with prior notice.

6.2.1.2
Curfew / Slot limitations
H24 (Consult Notams for temporary closures).

6.2.1.3
General Warning, Cautions and Notes
Caution:
Runways are influenced by up/downhill slopes of 0.73%.
Caution:
Apron D NOT SUITABLE for Parking.
6.2.1.4
Terrain
The airport is surrounded with hills, valleys, and man-made obstacles located as follows:
Hilltops with elevation of 832ft and 827ft located on bearings 060 & 110 at a distance
of 1.8 & 2.5nm from ARP.
Two man-made obstacles with elevations of 1163ft and 1577ft on bearings 116 &
129 at a distance of 3.9nm from ARP.
Terrain with elevations 3800ft and above, located in approach funnel of RWY28 at 25nm and
beyond. Nearest hill of this range with top elevation 3819ft AMSL located at 26nm on bearing
098.
6.2.1.5
Air Traffic Control
Procedural control is used. During times of holding, aircraft not released from hold until
previous aircraft has landed. It takes 10mins to fly a full ILS procedure to RWY28.
Communication with Fire Station : via ATC tower.
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6.2.1.6
Weather
General
Airport is subject to low ceiling conditions (early morning fog or Low cloud conditions) and this
combined with RWY28 high operating minima may result in extensive holding.
Southwest Monsoon : June - September.
Heavy rain and thunderstorm activity. Visibility is seldom restricted, except during periods of
heavy rains/thunderstorms.
Northeast Monsoon : September - October.
Rain and thunderstorm activity.
November - May :
Generally clear skies with good visibility. Dec. to Mar - temperature range from 18C to 30C,
reaching maximum in May.
6.2.1.7
Arrival Procedures
Runway 10/28 - Requires backtracking which may result in holding.
Circle to land - Prohibited South of RWY due terrain.
Over-run - Both RWY ends have significant vertical drops.
Runway 28 Arrival
Morning arrivals can expect RWY28. Due surrounding terrain, RWY28 published landing
minima is higher than standard ILS minima. Significant terrain (left side) is close to approach
flight path. Terrain is marked by lighted poles.
NAV Aids
ILS / Glide Slope : Oscillation of GP may occur when an aircraft is turning at threshold
turning pad.
Below 200ft G/S is unreliable (Crew report -Nov/08)
PAPI : Very poor and discolored (Crew report - Nov/08)
Lighting - Approach and Runway
Lead-in Lighting (LDIN) : Three (3) Sequence flashing light units. Middle light is offset
16m to the right.
Approach Lights : Simplified high intensity (SALS) 150m in length.
Runway 10 Arrival
Touch-down point is on an up-slope, resulting in potential hard landing.
Approach Lights : Simplified high intensity (SALS) 150m in length.
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6.2.1.8
Ground Maneuvering
In general aerodrome lighting is very poor. Early morning, the apron area is extremely busy,
resulting in aircraft being parked on TWY C.
Runway
Surface
Runway pavement is rough and in poor condition
Slope
Runway 28 - Significant upslope, see attached pictures
Turning Pads
Old marking still visible (Crew Report Nov 08)
Apron
Marking
Parking stand numbers difficult to see (Crew Report Nov/08)
Apron Lighting
Apron flood lights can make it difficult to see Marshaller until

close-in.
6.2.1.9
Departure Procedures
No SIDs published. Initial departure clearance, expect 6,000ft.
RWY10 - Take-off weight penalty possible
RWY28 - Preferred runway for take-off
6.2.1.10 Destination Alternates

ICAO
RFF
IAP
RWY
LDA
(m)
Location
VOBL
8*
Cochin
Note :
VOMM
300 / 10
320 / 1
ILS/ILS
09/27
4000
MAX
MAX
MAX
VOR/ILS
09/27
3400
MAX
MAX
MAX
RFF upgradeable to RFF CAT 9 upon request.

9
Chennai
VOTV
332
New
Bangalore
VOCI

Aircraft
ILS/ILS
07/25
3658
MAX
MAX
MAX
VOR/ILS
14/32
2992
226
MAX
MAX
Thiruvanthapuram
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6.2.2
KATHMANDU (VNKT) - NEPAL
Name of Airport : Tribhuvan International

6.2.2.1
ICAO
Code
Airfield Data
RFF
IAP
Runway LDA
(m)
Location
VNKT

Aircraft
772 / 3 343 / 6
332 / 3
300 / 10 320 / 1
8
VOR / NON 02/20
2930
NOT
NOT
MAX
MAX
MAX
Kathmandu
6.2.2.2
Curfew / Slot Restrictions
From 15 Nov to 15 Feb : 0045 - 1845 UTC.

From 16 Feb to 14 Nov : 0015 - 1845 UTC.
An extension may be granted provided Qatar Airways submits a written request with prior coordination with our handling agent (Royal Nepal Airlines).
6.2.2.3
Caution:
Aircraft are not permitted to take-off or land if VOR or DME is inoperative

regardless of weather condition.
Caution:
Operation of A333 is approved with the lower RFF, as per Operations Manual,
Part A : General/Basic, Chapter 8.1.2.1.
Caution:
There have been violent Anti-government protests, all crews should exercise
caution whilst in the city.
Caution:
Fully managed approaches are not authorized
Note:
All Take-offs and Landings shall be performed by Captains Only.
Note:
Tailwind component for take-off and landing is limited to 10 kts.
Note:
Fuel tankering is not allowed if the landing weight needs to be restricted due to
flight safety (adverse weather i.e. tailwind, wet Runways or performance
degradation i.e. brake, thrust reverse and/or spoiler inoperative).
Note:
Beware of animals and unauthorised people on the Runway.
Note:
During any suspected birds activities do not hesitate to request the airport
authorities for Runway inspection.
Note:
Reports have indicated the visibility reported by the tower is unreliable.
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6.2.2.4
Terrain
The airport is situated at 3 NM East of city in the heart of valley with an elevation of 4390
feet AMSL and is surrounded by mountainous terrain in all quadrants.
North : A man made structure on high terrain rises to 4794 feet AMSL within 5 NM and
Terrain up to 8693 feet AMSL within 7 NM.
Northeast : A terrain high point rises to 7805 feet AMSL within 8 NM.
East : A terrain high point rises to 5440 feet AMSL within 6 NM, and 7805 feet AMSL within
9NM.
South - Southeast : A terrain high point rises to 9285 feet AMSL within 10 NM.
West - Southwest : A terrain high point rises to 8365 feet AMSL within 8 NM.
Northwest : A terrain high point rises to 6890 feet AMSL within 7 NM.
Beyond 35 NM Northwest clockwise through East Southeast lies the Himalayan Mountain
range with peaks of 25000 feet AMSL to more than 29000 feet AMSL (Mount Everest)
6.2.2.5
Air Traffic Control
The standard of ATC is average. English at times is hardly adequate, requiring terminology to
be kept simple.
Inbound
: Call Delhi or Kolkata ATC for traffic information affecting your

descent and coordinate your descent with Varanasi on VHF 132.4.
Contact KTM on 126.5/120.6 or 124.7/125.1 when within VHF range
for flight instructions.
Outbound
: Request the ADC and FIC numbers from Ground as soon as you are
on-board (before departure) to avoid delays. If the communication
between Ground and Kolkata is not available then the Crew should
call Delhi / Kolkata on HF Radio 10018/10066/5658/ and 6556 or ask
Airport Services Manager to call Flight Dispatch at Doha to obtain
ADC and FIC numbers.
Caution:
Follow ATC descent clearance instructions but do not descent below Minimum
Safe Altitude.
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6.2.2.6
Weather
climate is subtropical and is influenced by the Himalayan Mountains. The mountains act as a
barrier separating the continental air mass to the north and the tropical air mass to the south.
Late May to early June is the pre-Monsoon period, generally dry and good but with few
intense thunderstorms and some low clouds. The visibility is occasionally 6 to 8 kms with
mist. The temperature is hot and can reach 34C. The wind easterly, southeasterly and
Southwesterly.
Mid June to Mid September is the monsoon period. Weather is stable with heavy rain
activity at night with few thunderstorms and some low clouds, wind is variable from East,
Southeast and Southwest, generally between 5 to 10 kts with visibility of 8 to 10 kms.
Late September to Mid October is the post monsoon period. Weather is generally very
good and clear with very few thunderstorms in late afternoons and the nights can be
expected with presence of low clouds. Visibility is generally 10 kms, but morning mist can be
expected with a visibility of 2 to 3 kms at some few occasions.
Mid October to end February is the winter season. Weather is generally good with clear
skies most of the times with one or two rainy periods, (moderate rain) for about 12 to 36 hours
during the season, with temperature of approximately -2C in the morning and maximum of
18C in the afternoons (in December, January and February). The visibility is good during the
day but fog is expected at night and morning, clearing by 0930 to 1130 local time. Low clouds
can also be expected. Light fog is expected from early October to mid November and dense
fog from mid November to end of February.
Early March to end of May is the dry season. Weather is dry, unstable and hot with
temperature up to 34C, thus resulting in a very frequent and intense activity of
thunderstorms starting late afternoon, evening for only few hours with heavy clouds cells
moving fast. Low clouds are expected. Surface wind in these conditions can reach 30 to 40
kts (max 55 kts).
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6.2.2.7
Arrival Procedure
Caution:
Circling and Visual approaches are prohibited.
FMS / FMGS accuracy check must be performed at Top of Descent (TOD), 50 NM and 25
NM from the airport.
Insert speed restriction 250 kts below FL150, and for the A330 insert speed restriction of
F-speed at RATAN.
At TOD fuel in the trim tank should be transferred FWD (A300).
If holding is required to lose altitude or for traffic, it is recommended to hold at NOPEN
(16 DME on radial 202) with max speed 230 kts. Do not accept any altitude below MSA
until established on the inbound radial.
PF must monitor ROSE VOR (ARC for A300), PNF must monitor ARC (MAP for A300).
Aircraft must be fully configured before 16 DME (for the A330, refer to the procedures
given below).
Selection of FPA or V/S should be lead by 0.3 NM.
Note:
Due to altitude constraint profile, high Rate of Descent is required during the
approach phase, especially between 10 DME and 5 DME KTM. For FPA and
V/S refer to the Jeppesen approach charts.
Note:
If in doubt at any stage during approach, do not hesitate to go around and

start again.
The aircraft must be stabilized before reaching MDA.

Use of auto brake, as appropriate is recommended.
PAPI installed on Runway 02 unusable beyond 2.5 NM from Runway Threshold due to
high terrain.
Note:
The runway has a pronounced hump that gives the impression of a short
runway.
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Caution:
Strict control and monitoring of airspeed and flight path is imperative, if the pilot
judges that it will not be possible to start the flare at the correct height with the
correct attitude, sink rate, and thrust, or the pilot starts to feel out of the loop,
then it is time to perform a go-around. While this caution and the following
procedures are applicable at all time, they are reiterated here for emphasis.
Auto Thrust (FBW) : Thrust corrections, in particular with A/THR ON, could lead engines
to temporarily reduce thrust to idle, which may not be desirable close to the ground if the
aircraft level of energy is low. Therefore, in turbulent conditions and when flying manually,
if conditions are such that a large speed decrease is anticipated (idle thrust), the pilot
may, above 100 feet RA, move the thrust levers slightly above CL detent to reduce the
A/THR response time. This will temporarily deactivate and arm the A/THR. As soon as
positive acceleration is achieved, and before the thrust becomes too high, the pilot
should move the thrust levers back to CL detent to resume A/THR operations.
a) Above 100 feet, this possibility should be used in exceptional circumstances (difficult
environmental conditions) and should not become a routine flying technique.
b) Below 100 feet, moving the thrust above the CL detent will result in A/THR
disconnection.
c) In an engine out situation, moving the thrust lever(s) above the MCT detent(s) should
be done carefully, so as not to trigger the GA mode.
Manual Thrust : The A/THR provides the best protection against airspeed excursions
and its use is therefore recommended even in turbulent conditions, unless thrust
variations become excessive or conditions are such that a large speed decrease with
engines at idle is anticipated, then the PF may take over thrust manually to recover the
speed target and continue the approach in manual thrust.
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The A330 fleet has two configuration, they are :

the aircraft which inhibits Speedbrake (SPD BRK) to be used with Flaps Full (only
ACA, ACB, ACC, ACD, ACH, AFN, AFO); and
rest of the fleet which allows the use of SPD BRK with Flaps Full.
Selection of FPA should lead by 0.3 NM. The below procedures apply to the relevant fleet
configurations.
Position
ACA, ACB, ACC, ACD, ACH,
Rest of the fleet
AFN, AFO (Note 1)

Before reaching
NOPEN
CONF 3 Gear Down,

SPD selected at VLS
CONF FULL Gear Down,

SPD managed at VAPP
NOPEN
FPA 3.1
10 DME KTM
FPA 6.1
Once the aircraft stabilized at FPA 6.1

IAS > F-SPD
Extend SPD BRK as required

The aircraft speed will increase due to steep descent
MANAGE SPD
N/A
FPA 3.2
5 DME KTM
The aircraft speed will decrease due to reduction of descent rate.
IAS
Note 1:
VLS + 10 : RETRACT SPD

BRK, SELECT CONF FULL
VAPP + 5 :
RETRACT SPD BRK
Why this configuration at NOPEN ?

CONF3, because the Flight Control Primary Computer (FCPC) logics
enables to extend the SPD BRK in this configuration, which is needed to
cope with the very steep of 6.11 segment.
VLS, because in the 6.11 path, the IAS increases by around 25 kts. Thus
the IAS at the end of this segment will be 7 kts to 10 kts, lower than FSPD was flown on the previous segment. This explains why speed is
selected prior NOPEN at VLS.
Why should SPD BRK only be extended once FPA 6.11 is established?
This is to allow the aircraft to be properly established on the right descent
path angle without being disturbed by the SPD BRK extension. The effect
of the SPD BRK extension on the descent path is negligible, once the
aircraft is established on it. Additionally this prevents any thrust increase
due to VLS rising because of SPD BRK.
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Why MANAGE SPD when IAS > F? Managed Speed will be needed on the third
descent segment in order to automatically decelerate back to VAPP for landing.
Consequently this action done at that time has no effect on the thrust (idle at this time
since speed target cannot be maintained) and is done in a lower workload phase.
Why select CONF FULL so late? On the above A330s, the FCPC logic is such that
SPD BRK extension is inhibited with CONF FULL. Consequently since a 25 kts
deceleration is required on the last segment, it is better to keep CONF 3 SPD BRK
extended till VLS + 10. When the aircraft reaches VLS + 10 (Thrust is still IDLE), SPD
BRK are retracted (VLS then decreases) and CONF FULL may be selected, in order
to reach VAPP.
Note 2:
The maneuvering speeds (GD, S, F) have never been defined as the lowest
speed of the authorized speed envelope, and it is obviously allowed to fly
below those speeds provided the A/C speed remains above VLS.
VLS is the lowest selectable speed, with A/THR engaged, and it is the lowest
allowed speed in the AUTHORIZED flight envelope; it is equal to 1,23 VS1g.
Flying at VLS is safe, since this speed provides the required aerodynamic
margin above stall, keeping in mind that, additionally, the airplane is
protected by the flight controls law.
At VLS of a given configuration, it has been demonstrated that the aircraft
can be banked to 40 without triggering a floor or a max protection.
6.2.2.8
Ground Maneuvering
Limited parking stands available for wide-bodied aircraft. Stands 4 to 7 are authorised for
parking provided adjacent stands are vacant. Where doubt on wing tip clearance exists,
request ground assistance.
6.2.2.9
The special EOSID shall be selected in the Secondary flight plan (FMS).
Disregard 'EO acc alt' from LPC result. Use Acceleration Altitude as indicated on customized Jeppesen Charts 10-7 / 10-7A.
In case of Engine out departure, navigation accuracy is extremely important. The bank is
limited to 15 below maneuvering speeds with the autopilot engaged (for the FBW family
unless V2 is close to maneuvering speed (S or F) for more details refer to 4.04.30 Pg 6).
If greater bank angles are required then reversion to manual flight should be applied
(FBW Family).
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6.2.2.10 Other Information

Take-off Alternate :
For A300 / A330 Dhaka (VGZR) and Kolkata (VECC) can be used.
For A320 Family Dhaka (VGZR), Kolkata (VECC) and Lucknow (VILK) can be used.
ICAO
Code
RFF
IAP
Runway
LDA
(m)
Location
VECC
Kolkata
VGEG
VOR/VOR 01L/19R

Aircraft
332 / 3
300/10
320 / 1
2749
178/176
140/142
MAX/80
ILS/ILS
01R/19L
3200
MAX
MAX
MAX
VOR/ILS
05 / 23
2940
230/N
MAX
MAX
ILS/VOR
14/32
3200
MAX
MAX
MAX
VOR/ILS
09 / 27
2661
MAX
MAX
MAX
ILS/ILS
10 / 28
3810
MAX
MAX
MAX
ILS/ILS
11/29
2820
MAX
MAX
MAX
VOR/ILS
09/27
2585
NOT
NOT
MAX
Chittagong
VGZR
Dhaka
VIDP
9
Delhi
VILK
Lucknow
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6.2.3
SANAA - YEMEN
Name of Airport : Sanaa International

6.2.3.1
ICAO
Airfield Data
RFF
IAP
RWY
LDA
(m)
Location
OYSN

Aircraft
772 / 3
343 / 6
XXX
XXX/NOT
332 / 3 300 / 10 320 / 1
9
ILS/VOR
18/36
2977
NOT
MAX
MAX/N
Sanaa
6.2.3.2
Caution:
Airfield elevation gives a high TAS thus large Radius of turn.
Note:
Large birds in vicinity of airport.
Note:
At TOD fuel in the trim tank should be transferred FWD (A300).
Note:
Fuel tankering is not allowed if the landing weight needs to be restricted due to
flight safety (adverse weather i.e. tailwind, wet Runways or performance
degradation i.e. brake, thrust reverse and/or spoiler inoperative).
Note:
Crew to be Familiarised with High Density Altitudes in chapter 4.
6.2.3.3
Terrain
The airport is situated on a salt flat, 7237 feet above sea level and is surrounded by
mountains on the West, South and East up to 3500 feet above airport elevation. Small hills
approximately 300 to 500 feet above airfield level are in the circuit area.
6.2.3.4
Air Traffic Control
Control from Sanaa extends up to FL 300; Jeddah ACC exercises control above FL 300.
Call Sanaa for traffic information well before top of descent and before ATC hand-over.
The standard of ATC and English encountered can be poor. Use standard and simple
phraseology to reduce the possibility of confusion.
Caution:
A careful check of descent clearances against MSAs is required.
An accident in 1987, involving a landing helicopter and a fighter aircraft taking off, highlighted
a split between civil and military ATC. Civil ATC is conducted in English while Military ATC is
conducted in Arabic. The military is supposed to listen out to Civil ATC and make use of gaps
in civil traffic for military movements.
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6.2.3.5
Special EOSIDS
a) At Landing
Shall be used any time the pilots are executing missed approach with single engine in
accordance to Runway 18 or Runway 36.
b) At Take-off (provided the decision is made to return to Sanaa)
For Runway 36: Refer to Jeppesen Chart 10-7 with the following procedure to be flown after
entering the hold over AN NDB at 9600ft : Leave AN NDB to join left downwind descending to
the circle to landing MDA to do the circle to land approach.
For Runway 18: Refer to Jeppesen Chart 10-7 with the following procedure to be flown after
entering the hold over AN NDB : Continue climbing in the hold until achieving your MSA
which is 11200ft and then proceed to NIBAL to carry out either the ILS DME or the VOR DME
approach.
6.2.3.6
Weather
June to September: The dominant feature is thunderstorms. The CBs can build up around
mid-day causing heavy rain and associated turbulence. They normally die down in the
evening. The mornings are relatively clear of CB activity. The highest ambient temperatures
occur during June, July and August. The maximum average being around 28C. The lowest
temperatures occur during November to January, and the minimum average 8C. The
prevailing wind is Northerly, but will be erratic during thunderstorm activity.
6.2.3.7
Arrival Procedures
Caution:
Windshear has been experienced on final approach for both runways.

Thunderstorms and Dust Devils have the potential to generate severe shear.
Caution:
Pilot reports indicate that the aircraft tracks to the left of the runway
centreline on the ILS Runway 18.
Warning:
Circling is prohibited to the East of airfield.
Warning:
Runway 18, missed approach procedure requires 3.4% gradient.
Note:
Visual approach - delay can be expected due separation.
Note:
Entry to Parking stand 26, the turn is tight, caution advised.
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Preparation for Approach:

Insert speed limit of 250 Kts and FL 200 for descent.
Seat belts SIGN ON not later than top of descent.
Use Auto brake as required.
Use of Reverse Thrust as required.
Aircraft must be at F-Speed before FAF for Runway 18.
Aircraft must be at F-Speed on the ARC for Runway 36.
Note:
if required select BRK FAN ON after vacating the runway.
Order of Preferred Approaches :
In IMC or Night :
ILS or VOR to Runway 18 with 10 kts of tailwind or less.
ILS or VOR to Runway 18 to circle to land for Runway 36.
VOR DME-A Runway 36, circle for Runway 36. (No straight-in approach is
allowed)
In VMC Day Light :

ILS or VOR to Runway 18 to circle and land for Runway 36.
Visual Approach using Jeppesen Chart 19-10 provided that visual contact must be
established with the terrain no later than 10 DME. Ensure that you start your
approach initially on the VORDME-A until 13 miles inbound on course 359. Then
follow the profiles on Jeppesen chart 19-10.
NB: On the visual approach the stabilization criteria must be met by 5.5 nms, which
represents 1000ft. If you are not stable at this point, carry-out a go-around.
Note:
6.2.3.8
Tyre speed limitations must be observed if landing with a tailwind component

at or above 10 kts (10 kts or above).
All Engine acceleration altitude is 10,000 feet.

Limit speed to Green dot till MSA.
If weather is hot or APU Bleed pressure is low consider Manual Engine start.
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6.2.3.9
ICAO
Destination Alternates
RFF
IAP
RWY
LDA
(m)
Location
HDAM

Aircraft
772 / 3
343 / 6
332 / 3 300 / 10 320 / 1
7
VOR/ILS
09/27
2928
XXX
XXX/NOT MAX/N
MAX
MAX
Djibouti
OEJN
ILS/ILS 16C/34C 3303 313/308 MAX/369
MAX
MAX
MAX
ILS/ILS
16L/34R 3690
MAX
MAX
MAX
ILS/ILS
16R/34L 3803 313/308 MAX/369
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
Jeddah
OYAA
9
ILS/NDB
08/26
3100
XXX
XXX/MAX
CIR/VOR
06/24
3000
XXX
XXX/NOT MAX/N
Aden
OYRN
Mukalla
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6.2.4
SEYCHELLES (FSIA) - SEYCHELLES
Name of Airport : Seychelles International

6.2.4.1
Airfield Data
RFF
IAP
RWY
LDA
(m)

Aircraft
772 / 3
VOR / ILS
6.2.4.2
13/31
343 / 6
2682 333 / 329 MAX/MAX
332 / 3
300 / 10
320 / 1
MAX
MAX
MAX
Caution:
Uplift of Potable water is authorized.
Warning:
Isolated Areodrome operations not allowed to this airport. At least one

destination alternate shall be included in flight plan.
6.2.4.3
Terrain
The airfield is located at the East coast of Mahe, the largest island in the Seychelles group
with an elevation of 10 feet.
Terrain on Mahe reaches 2969 feet AMSL at only 5 NM WNW. 21 NM NW is an island with a
peak to 2467 feet AMSL and 25 NM NE is another reaching 1261 feet AMSL. Closer in and
dominating the airfield the terrain rises rapidly to 1834 feet AMSL at less than 1 NM SW of the
airfield. The approach to Runway 31 is over the sea but immediately to the right of the
threshold is a hill to 203 feet AMSL marked by four red hazard lights. To the left is the rapidly
rising terrain to the SW. Aircraft landing on Runway 13 or taking off from Runway 31
manoeuvre through a 2 NM wide gap formed by St. Annes Island (827 feet AMSL) and the
NE point of Mahe (1503 feet AMSL). 1.5 NM NNW of the Runway 13 threshold is Cerf Island
(354 feet AMSL). There is a possibility of GPWS activation if flying at the safety altitude over
the terrain to the West.
6.2.4.4
Air Traffic Control
The Air Traffic Control is generally very good.

The VFR traffic are not controlled by the ATC, this affects arrival IFR traffic East of the airfield
for visual procedures.
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6.2.4.5
Weather
The weather is generally hot and humid. There are two seasons the Northwest Monsoon
and Southeast Monsoon.
The Northwest monsoon start from late October to mid May. It is normally the wet season.
This season is normally characterised by generally light and variable winds out of the
Northwest to the East. The humidity is high approximately 85%. Afternoon CBs with torrential
rains are common but usually do not last longer than an hour. Cloud bases can be as low as
1000 ft.
The Southeast monsoon start from May to October. This is normally the dry season with quite
long periods of drought. The winds during this season are much stronger 15 to 25 kts. The
humidity is slightly lower than in the Northwest monsoon. Cloud bases range from 2000 ft to
3000 ft although they can be lower during rain showers.
Weather for SEZ can be obtained from HF frequencies.
6.2.4.6
Arrival Procedures
Approaches to Runway 13 are visual only.

Caution:
Turbulence may be experienced on both approaches, particularly with wind

from westerly quadrants. Downdraft can be severe on short final Runway 13.
When circling through the 2 NM gap to Runway 13, use extreme caution, and in particular
note that a strong SE wind will drift the aircraft towards the high ground of the mainland.
Warning:
When circling do not exceed 6 DME ARC due to proximity of high ground
West and Northwest of airfield.
Note:
The PAPI installed for Runway 13 is offset 5 to the Northeast and should not
be used beyond 2.6 NM from the threshold.
Final approach to Runway 13 is made quite close to the islands cliff face. Turbulence and
downdraft must be anticipated and will vary from light to severe; the most adverse conditions
being strong gusting SW winds. Closer in on finals, be prepared for sudden 140 - 240 at
over 15 kts (over 20 kts windshear has been encountered with a surface speed of 15 - 20
kts). Strong up and downdraft often occur during these conditions on the latter stages of the
approach and along the Runway.
The approach to Runway 31 is over water and with NW winds there can be funneling effect
due to the two hills and other high ground adjacent to the threshold, creating downdraft and to
a lesser extent, turbulence. Evidence of possible turbulence will be indicated by rough,
disturbed patches of sea close to the shoreline.
Note:
It is recommended to use ILS of Runway 31 up to MAX 15 kts Tail Wind

Component instead of circling procedure (applicable for A319 and A320
aircraft only).
Caution:
Glide Slope for ILS 31 fluctuates in the last 300 feet.

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6.2.4.7
Ground Maneuvering
NIL
6.2.4.8
Departure Procedures:
Take-off minima is the applicable landing minima as no Take-off alternates are available.
6.2.4.9
ICAO
Code
RFF
IAP
Runway LDA
(m)
Location
FIMP

Aircraft
332 / 3
300
320 / 1
9
ILS / VOR
14/32
3040
MAX
MAX
NOT
ILS / VOR
06/24
4117
MAX
MAX
MAX
VOR / ILS
03/21
3350
MAX
MAX
MAX
ILS / VOR
05/23
3000
MAX
MAX
MAX
NON / DME
07/27
2460
NOT
Mauritius
HKJK
Nairobi
HKMO
Mombasa
HTDA
Dar Es Salaam
HTZA
7
165/MAX MAX/85
Zanzibar
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L E F T
B L A N K
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CATEGORY B AIRFIELDS
6.3
6.3.1
ALGIERS (DAAG) - ALGERIA
Name of Airport : Houari Boumediene International

6.3.1.1
Airfield Data
RFF
IAP
RWY
LDA
(m)

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
CIR / ILS
05/23
3500 272 / 270 247 / 319 207 / 206 169 / MAX
MAX
ILS / VOR
09/27
3500 279 / 277 255 / 327 213 / 212
MAX
6.3.1.2
Caution:
6.3.1.3
MAX

Birds in vicinity of airport.
Terrain
The airfield is located 10 NM East-Southeast of Algiers and 4 NM inland with an elevation of

82 feet. The Tell Atlas mountain range starts to rise 4 NM South and Southeast of the airfield
with a spot height to nearly 1550 feet ASL 6 NM South and just over 2000 feet ASL 15 NM
East. Beyond this peaks to nearly 5000 feet ASL can be found within 25 NM to the
Southwest, South and Southeast.
Within the city, built on high hills, are areas of high obstacles reaching 1325 feet East and
1510 feet Northwest within 10 NM.
6.3.1.4
Air Traffic Control
The standard of ATC is average. Use standard phraseology. French phraseology is used
from time to time.
Note:
6.3.1.5
Charts are in metric but ATC do not use metric.

Weather
Algiers have a Mediterranean climate with hot, dry summers and mild winters.
August to October : CBs are building up along the Tell Atlas Mountain on the Northern or
Southern side depending on the winds and air masses.
November to February : Predominating winds are from Southwest to Northwest and are
frequent, sky is cloudy from time to time embedded CBs. Average Temperature is from 8 to 15.
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6.3.1.6
Arrival Procedures:
Preferred Runways for arrival are 09 and 23.

Runways 23 and 27 right-hand circuit.
Runway 05/23 has a width of 60 m.
FMS NAVDB - Non-standard procedure ident :
I (ILS) - example I09
N (NDB) - example N09
V (VOR) - example V09
6.3.1.7
Ground Maneuvering
Taxiways C4, D3 & E3 are not suitable for B777 aircraft.

6.3.1.8
Preferred Runways for departure are 05 and 27.

6.3.1.9
Customs and Immigration
Algeria authorities will check each passport against the GD of flight crew with layover in
Algeria. Crew members whose passport contains stamp/visa from Israeli authorities will not
be permitted entry to Algeria. Crew must advise crew rostering if the above is applicable to
avoid being allocated for flights to Algeria.
ICAO
RFF
IAP
RWY
LDA
(m)
Location
DABC
Constantine
DAOO
Oran
DTTA
Tunis
LEIB
Ibiza
LEPA
Palma De
Mollorca

Aircraft
772 / 3
343 / 6
332 / 3
CIR/VOR
16/34
3000 317/314 MAX/364
NON/ILS
14/32
2400 227/276 241/312 202/201 158/160
MAX
CIR/ILS
07/25
3000
ILS / VOR
01/19
3200 340/336 MAX/367
VOR / ILS
11/29
2840 225/220 174/205 152/151 128/130
68/67
VOR/ILS
06/24
2800 310/307 MAX/333 226/223
MAX
MAX
ILS/ILS
MAX
MAX
MAX
300 / 10 320 / 1
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
06L/24R 3200 312/XXX MAX/312
MAX
MAX
MAX
VOR/VOR 06R/24L 2950 312/XXX MAX/312
MAX
MAX
MAX
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AIRFIELD BRIEFINGS
6.3.2
AMMAN (OJAI) - JORDAN
Name of Airport : Queen Alia International

6.3.2.1
RFF
Airfield Data
IAP
RWY
LDA
(m)

Aircraft
772 / 3
ILS / ILS 08L/26R 3660
343 / 46
325/322 MAX / 369
332 / 3
300 / 10
320 / 1
MAX
MAX
MAX
MAX
MAX
MAX
9
NDB / ILS 08R/26L 3660 MAX/347
6.3.2.2
MAX
Note:
The first 4000 feet of Runway 08R is rough.
Note:
Crews and aircraft may be subject to CAA inspection by Flight Safety Inspector
to ensure adherence to Jordanian CAA regulations.
6.3.2.3
Terrain
The airport elevation is 2395 feet above sea level at the reference point. The MSA is 6000
feet in all sectors. All around the airport there are small hills approximately 1000 feet above
the airport elevation.
6.3.2.4
Air Traffic Control
Air Traffic Control is generally very good, radar is used extensively. All procedures are rigid
and in accordance with local regulation.
The standard of ATC and English is generally good but use simple and standard phraseology.
6.3.2.5
Weather
Summer : Temperature can reach a maximum of 43C during Jul and Aug, but generally in
the 30s. CBs possible. Winds mainly from SW-NW direction at 8 15kts. During night and
early morning, winds generally light and variable.
Winter : Wind mainly from a SW-W direction at 12-18kts. Gales may be experienced from a
westerly component of 35-45kts, gusting 65kts. Southeast winds associated with dust,
reducing visibility to 2kms or less. During rain showers, winds are mainly from SW-NW
direction.
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Fog occurs mostly during months of Dec, Jan and Feb, and snowfalls possible during Jan
and Feb.
Caution:
Due to the topography and heat index, turbulence is normally a factor.
6.3.2.6
Additional Information
6.3.2.7
Arrival Procedures:
When Runway 26L is closed, IFR traffic may be required to carry out normal instrument
approach for Runway 26L, until passing the QA then sidestep onto finals for Runway
26R.
Expect descent clearance from Jeddah to cross GRY (Guriat) at FL280 or below, with
release to ACC.
Warning:
Pilots should not enter sensitive airspace approximately 20 NM to the West

of .
Caution:
A330-200/300: Stand1 - Docking system not calibrated correctly, resulting in

a 1-2 feet overshoot of correct parking position. Marshaled assistance
required.
Note:
Parallel Approach to runway 08R is not authorised.
Note:
Map shift is a potential problem especially when using Runways 08L/R.
6.3.2.8
Ground Maneuvering
NIL
6.3.2.9
De-icing procedures if required are slow.
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ICAO
RFF
IAP
RWY
LDA
(m)
Location
LCLK

Aircraft
772 / 3
343 / 46
332 / 3
213/210
300 / 10 320 / 1
8
VOR/ILS
04/22
2810 284/282 244/309
MAX
CIR/ILS
06/24
3275 278/276 230 / 301 200/198 157/153
ILS/NON
01/19
3000
ILS/CIR
03/21
ILS/CIR
ILS/NON*
MAX
Larnaca
OJAM
8
MAX
Marka
OJAQ
7
MAX/N
MAX
MAX
2805 297/294 MAX/349
MAX
MAX
MAX
17/35
2400 297/294 MAX/349
MAX
MAX
MAX
16/34
3215 297/294 MAX/349
MAX
MAX
MAX
NOT
NOT
Aqaba
OLBA
Beirut
OSDI
Damascus
VOR/ILS 05L/23R 3000 362/360
MAX
MAX
MAX
MAX
ILS/VOR 05R/23L 3600 300/297
MAX
MAX
MAX
MAX
(*) Runway 34 Not Authorized for landing.
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L E F T
B L A N K
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6.3.3
ATHENS (LGAV) - GREECE
Name of Airport : Eleftherios Venizelos International

6.3.3.1
RFF
Airfield Data
IAP
RWY
LDA
(m)

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
ILS / ILS 03L/21R 3500
MAX
MAX
MAX
MAX
MAX
ILS / ILS 03R/21L 3700
MAX
MAX
MAX
MAX
MAX
6.3.3.2
Caution:
Caution:
Due to high ground and turbulent winds, expect windshear on final approach for
RWYs 03L/R.
6.3.3.3
Terrain
The airfield is situated 10 NM to the East of the old airport and just 4 NM from the East coast
of the peninsula with an elevation of 308 feet. It is surrounded by high ground extending from
the West to the Northeast, and also to the South.
When approaching from the South, there is high ground situated approximately 5 NM to the
left of the approach, highest peak rising to 3366 feet.
There is a mast 745 feet less than 1 NM East of Runway 21L threshold, and affects the
Missed Approach Procedure for VOR DME Runway 03R.
6.3.3.4
Air Traffic Control
The standard of ATC and English is generally good but use simple and standard phraseology.
6.3.3.5
Weather
Summer: Fine with occasional thunderstorms. Visibility is often reduced by haze.

Winter: Mainly fair with occasional frontal passage.
Severe turbulence on approach particularly with winds between Northeast and Northwest.
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6.3.3.6 Arrival Procedure

With North, Northwest and Northeast wind, expect windshear on Runway 03L.
Some ballooning effects off adjacent hills can be experienced when on final for Runway 03R.
Runway 03L VOR DME has steep approach of 3.6.
High missed approach climb gradient, check LPC Landing Performance.
FMS Navigation database for Thales FMS2+
When multiple ILS approaches are available to a single runway, ie RWY 21R, the FMS
coding requires an additional character to be added to the runway identifier, either
W,X,Y,Z to follow the runway designator. Example runway 21R, the ILS procedures
is coded as I21RX, I21RZ.
6.3.3.7
Ground Maneuvering
As per ICAO, the following designators are used to indicate appropriate aircraft parking stand
based on wingspan. These aircraft code is used in Jeppesen briefing pages.
6.3.3.8
Aircraft Code
Wingspan
Wingspan 24-35m
A319, A320, A321
Aircraft type
Wingspan 36-51m
A330, A332, A333
Wingspan 52-64m
A346, B777
Departure Procedure
Runway 03R - Steep up-slope when entering Runway

6.3.3.9
ICAO
Code
RFF
IAP
Runway LDA
(m)
Location
LGIR
Iraklion
LGRP
Rodos
LGTS

Aircraft
346
332 / 3
300
320 / 1
CIR / VOR
09/27
2237
XXX
162/160
135
MAX / 75
VOR / ILS
07/25
3305
MAX
MAX
MAX
MAX
ILS / NON
10/28
2440
XXX
176 / 173
145
MAX / 81
16/34
(Note 1)
ILS / VOR
2410
XXX
176 / 173
145
MAX / 81
10
CIR / CIR
18R/36L 2700
MAX
MAX
MAX
MAX
Istanbul - Ataturk
ILS / ILS
18L/36R 3000
MAX
MAX
MAX
MAX
(Note 2)
ILS / ILS
2300
MAX
MAX
MAX
MAX
16L/34R 3240
MAX
MAX
MAX
MAX
VOR / VOR 16R/34L 3240
MAX
MAX
MAX
MAX
Thessaloniki
LTBA
LTBJ
Izmir (Note 3)
Note 1:
Note 2:
Note 3:
ILS / ILS
06/24
Company preferred alternate for A319/A320/A321.

Company preferred alternate for A300, A330 and A346.
B777/A346 - Appropriate parking stands: Apron 1 - stands 1 to 6; Apron 2 stands 24 to 26.
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6.3.4
BANGALORE (VOBL) - INDIA
Name of Airport : Bangalore International, Devanahalli

6.3.4.1
RFF
9
6.3.4.2
Airfield Data
IAP
ILS / ILS
RWY
09/27
LDA
(m)
4000

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
MAX
MAX
MAX
MAX
MAX
Curfew / Slot Restrictions
NIL
6.3.4.3
General Warning, Caution and Notes
Caution:
Birds in the vicinity of the airport.
Caution:
Do not mistake old Bangalore airport that has the same runway alignment.
6.3.4.4
Terrain
Aerodrome situated 30km from city. Terrain located 10nm northwest with peaks to 4800ft.
6.3.4.5
Air Traffic Control
Radar vectoring maybe used for sequence. The phrase CANCEL/STAR is used prior to
instruction for vectoring.
6.3.4.6
Weather
June to September: Season of the Southwestern monsoon.

October to February: Early morning fog, mainly December and January may reduce
visibility way below minimums.
An important feature influencing the climate of Bangalore is the the low cloud which covers
almost the entire sky during greater part of the day from June to September.
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6.3.4.7
Arrival Procedures
Loss of Communication:
a) Pilots own navigation - STAR
Prior to clearance:
Maintain the last assigned level or FL85 whichever is higher and proceed to join
holding at BIBDU for Rwy 27 and at EKVOG for Rwy 09. Thereafter, carry out the
instrument approach procedures for the RWY for which the initial STARs clearance
was issued.
b) Under Radar Vector:
Clearance issued for approach:
Continue the final approach for land.
Prior to clearance for Approach:
Maintain the last heading and level for one minute and thereafter climb to FL85 or the
last assigned level or whichever is higher and proceed to join holding at BIBDU for
Rwy 27 and at EKVOG for Rwy 09. Thereafter, carry out the instrument approach
procedures for the RWY for which the initial STARs clearance was issued.
6.3.4.8
Ground Maneuvering
Taxiing Procedures - General

Aircraft
Taxi Lanes
A320
L1, L3
Wide bodies
L2
Remarks
Follow yellow broken lines
Follow continuous yellow lines
Taxiing Into Apron - Via Taxiway D

Aircraft
Stands
Remarks
A320 Family
86-59
Turn right to taxi lane L1
A320 Family
10-32
turn right on taxi lane L3 after

entering from taxiway D.
Wide Bodies
07-85
Turn right on taxi lane L2 after

entering from taxiway D.
All Aircrafts
04-09
To follow the appropriate stand lead in lines from

taxiway D.
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Via Taxiway H
Aircraft
Stands
Remarks
A320 Family
33 - 38
Turn right on taxi-lane L3
A320 family
59 - 65
A320 family
66 - 86
Turn left on taxi-lane L1
A320 family
32 - 04
Wide-bodies
05 - 30
Wide-bodies
36 - 64
Taxiing Out Apron - Via Taxiway D

Aircraft
A320 Family
All
Remarks
Taxiing out simultaneously on Taxi lane L1 and L3 via TWY
D shall hold short of Stand Lead-In Line for stand 81 & 15
to give way for aircraft sequence.
All Taxiing EAST on L1, L2 & L3 to turn left after crossing
Stand Lead-In Lines for stands 86, 11 & 10.
Taxiing Out Apron - Via Taxiway H

Aircraft
A320 Family
All
Remarks
Taxiing WEST on taxi-lane L1 & L3 shall hold short on Stand
Lead-In Lines for stand 69 & 28 to give way for aircraft in sequence.
All Taxiing EAST on L1, L2 & L3, turn right after crossing
Stand Lead-In Lines for 66, 67 & 32.
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6.3.4.9
Pushback Procedures
Stands
07, 08 & 09
33 - 38
59 - 65
Procedure
Push back abeam stand 05 facing west irrespective of the
runway in use for aircraft to taxi via taxiway D - unless
otherwise instructed.
Push back facing EAST irrespective of the runway in use
unless otherwise instructed.
Departing aircraft to re-confirm the Taxi lane with the Pushback operator on
completion of pushback.
Loss of Communication:
Pilots own navigation - SID :
On the recognition of communication failure maintain 7000ft or the level assigned by ATC,
whichever is higher until 25 DME (BIA). Thereafter, climb to flight plan level and continue to
follow the SID until termination point. If the communication failure takes place beyond 25DME
continue to follow the SID, maintain the last assigned level by ATC, if any, or FL85, whichever
is higher, for 2 minutes and then climb to flight plan level.
Under Radar Vector :
Inside 15 DME (BIA) maintain last assigned heading until 20 DME, climb to 7000 feet
or the level assigned by ATC whichever is higher. After 20 DME, climb to FL85 or the
last level assigned by ATC whichever is higher and proceed directly to intercept the
flight plan route.
At or beyond 15DME (BIA) maintain last assigned heading for 2 minutes, climbing to
FL85 or the last level assigned by ATC whichever is higher. Then proceed directly to
intercept the flight plan route.
Five minutes after recognition of failure commence climb to flight plan level.
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ICAO
RFF
IAP
RWY
LDA
(m)
Location
VOCI

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10 320 / 1
8*
VOR/ILS
09/27
3400 340/336 MAX/367
MAX
MAX
MAX
Cochin
Note :
VOHS

9
ILS/ILS
HyderabadRajiv Gandi Intl
VOMM
09/27
4260
MAX
MAX
MAX
MAX
MAX
ILS/ILS
07/25
3658
MAX
MAX
MAX
MAX
MAX
VOR/ILS
14/32
2992 310/307
263/333
226/223
MAX
MAX
Chennai
VOTV
Thiruvanathapuram
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6.3.5
BEIJING (ZBAA) - CHINA
Name of Airport : Beijing Capital International

6.3.5.1
Airfield Data
RFF
IAP

Aircraft
343 / 6
332 / 3
300 / 10
320 / 1
3800
MAX
MAX
MAX
MAX
MAX
ILS / ILS
18L/36R 3800
MAX
MAX
MAX
MAX
MAX
ILS / ILS
18R/36L 3200
MAX
MAX
MAX
MAX
MAX
6.3.5.2
Caution:
6.3.5.3
LDA
(m)
772 / 3
ILS / ILS
9
RWY
01/19

Diversion to en-route requires permission from the controller and ultimately the
military.
Terrain
The airfield is located 15 NM Northeast of the city which is a prohibited area with an elevation
of 115 feet. Terrain in the immediate vicinity of the airfield is flat. Mountains extend from West
to Northwest to Northeast particularly 4600 feet AMSL 24 NM West 3100 feet AMSL 15 NM
Northwest and 2100 feet AMSL 16 NM Northeast.
6.3.5.4
Air Traffic Control
Use standard phraseology and speak slowly.

Any deviation off track must obtain clearance before starting the maneuver.
Operations are based on meters and QNH.
The military controls all airspace throughout China and all route clearance come from the
military. The CAAC Air Traffic Controllers pass the clearance to the civilian aircraft and
monitor its progress so as to keep it within the 22 NM wide airway. The Civil Controller has no
authority outside of the airways.
Aircraft delayed by more than 30mins, the flight plan must be modified to show revised EOBT.
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6.3.5.5
Weather
Winter : North West monsoon, cold dry mainly clear sky. Sleet and snow may occur during
breaks in the monsoon. Possibility of fog at night. Monsoon re-establishes with strong
Northerly winds, visibility may be poor in smoke/haze. During the winter months, be prepared
for fog and low visibility due to smoke.
Spring / Autumn : Depressions mostly formed by Siberia into the pacific and marked cold
fronts more SE with rain and dust storm.
Summer : Southwest monsoon, heavy rain and thunder in shallow depressions.
6.3.5.6
a) Arrival Procedures:
Beware of other traffic and also separation as there are many smaller planes using the
airport. Also maintain awareness of terrain on the missed approach.
Preferred Runway for landing is 36R or 18L. When landing on Runway 36R, expect a
short taxi into the parking bay. In addition for CAT 2 operations only Runway 36R is
equipped.
With Runway 18L in use, expect delayed descent clearance, thus high on the profile.
Caution:
Avoid confusing lighted Highway South of the airfield with parallel Runways
b) Departure Procedures:
Preferred Runways for departure 36L or 18R.
Take note of the climb gradient published in the Jeppesen chart for particular SIDs. Be
reminded of the high terrain to the North and West of the airfield.
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Metric Flight Level (FL) and Feet (ft) Conversion above Transition Altitude
TRUE TRACK
WEST
180 - 359
Meter
13100
12200
11600
11000
10400
9800
9200
8400
7800
7200
6600
6000
5400
4800
4200
3600
3000
Note:
EAST
0 - 179
Feet
43000
40100
38100
36100
34100
32100
30100
27600
25600
23600
21700
19700
17700
15700
13800
11800
9800
Meter
12500
11900
11300
10700
10100
9500
8900
8100
7500
6900
6300
5700
5100
4500
3900
3300
2700
Feet
41100
39100
37100
35100
33100
31100
29100
26600
24600
22600
20700
18700
16700
14800
12800
10800
8900
Feet values are rounded to nearest 100 for the purpose of FCU altitude setting.
Feet (ft) to Meter (m) conversion below Transition Level (TL)

QNH
Note:
Meter
Feet
3300
10800
3000
9800
2700
8900
2400
7900
2100
6900
1800
5900
1500
4900
1200
3900
900
3000
600
2000
550
1800
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6.3.5.7
ICAO
RFF
IAP
RWY
LDA
(m)
Location
ZBTJ

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
9
ILS/ILS
16/34
3200
MAX
MAX
MAX
MAX
MAX
ILS/ILS
13/31
3200
NOT
NOT
MAX / N
MAX
MAX
ILS/
VOR
01/19
3600
MAX
MAX
MAX
MAX
MAX
ILS/ILS
16/34
3800
MAX
MAX
MAX
MAX
MAX
ILS/ILS 17L/35R 4000
MAX
MAX
MAX
MAX
MAX
ILS/ILS 17R/35L 3400
MAX
MAX
MAX
MAX
MAX
ILS/ILS
MAX
MAX
MAX
MAX
MAX
Tianjin
ZBYN
Taiyuan
ZSJN
Jianan
ZSPD
Shanghai Pudong
ZYTL
8
10/28
3100
Dalian
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6.3.6
BEIRUT (OLBA) - LEBANON
Name of Airport : Rafik Hariri International

6.3.6.1
Airfield Data
RFF
IAP
RWY
LDA
(m)

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
ILS / CIR
03/21
2805
297/294
MAX
MAX
MAX
MAX
ILS / CIR
17/35
2400
297/294
MAX
MAX
MAX
MAX
ILS/NON*
16/34
3215
297/294
MAX
MAX
MAX
MAX
(*) Runway 34 Not Authorized for landing.

6.3.6.2
Caution:
Warning:
All runways are damaged by air strike. Runway availability is published by

NOTAM.
6.3.6.3
Terrain
The airfield is surrounded by urban development with high terrain located to the East with an
elevation of 85 feet. The MSA is 11,000 feet towards Northeast and Southeast between 020
to 200, and differs around 8000 feet within 10 NM.
6.3.6.4
Air Traffic Control
The standard of ATC and English is good.

6.3.6.5
Weather
Summer : Fine Weather.

Winter : Some heavy CB activity. Squalls with winds above 25 kts may give rising dusts and,
reducing visibility on occasion to less than 100 m.
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6.3.6.6
Runway 16 Glide slope has known anomalies beyond 5 NM, caution is advised.
For Runway 16, it is very important in case of missed approach to follow the published
procedures to turn right, in order to avoid high terrain on the extended centerline.
Note:
Runway 34 not allowed for landing.
Note:
Landing on Runways 35 and 21 are not recommended.
Warning:
A possibility of windshear exists on approach to Runway 17.
Caution:
A highway illuminated by sodium lights runs parallel to Runway 17/35, in the

past has been mistaken for the runway.
Caution:
Do not mistake taxiway A for Runway 03/21.
Runway 03 has displaced landing thresholds because of significant obstructions on short

finals. You must avoid natural tendency to go below the nominal approach angle to the
displaced threshold.
Preferred Runways for departure are 21 and 34.
Note:
6.3.6.7
ICAO
Runway 16 is not allowed for take-off.

RFF
IAP
RWY
Location
LCLK
LDA
(m)

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10 320 / 1
8
VOR/ILS
04/22
2810 284/282
244/309 213 / 210
MAX
MAX
MAX
MAX
MAX
Larnaca
OJAI
Queen Alia
OSDI
Damascus
ILS/ILS 08L/26R 3660 325/322 MAX/369

NDB/ILS 08R/26L 3660 MAX/347
MAX
MAX
MAX
MAX
VOR/ILS 05L/23R 3000 362/360
MAX
MAX
MAX
MAX
ILS/VOR 05R/23L 3600 300/297
MAX
MAX
MAX
MAX
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6.3.7
DAMASCUS (OSDI) - SYRIA
Name of Airport : Damascus International

6.3.7.1
Airfield Data
RFF
IAP
RWY
LDA
(m)

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
VOR / ILS
05L/23R 3000
362/360
MAX
MAX
MAX
MAX
ILS / VOR
05R/23L 3600
300/297
MAX
MAX
MAX
MAX
6.3.7.2
Caution:
6.3.7.3

Exercise extreme caution when operating into and out of Damascus. Procedural
details and/or availability of facilities (Radar) and NAV AIDS are subject to
change with little or no prior notification. Many airline have reports of aircraft
being cleared for approaches that have no serviceable Nav Aids.
Terrain
The airfield is located 12 NM Southeast of the city and in proximity to a hostile border with an
elevation of 2020 feet. There is high terrain within 10 NM from the South through to the
Northwest.
6.3.7.4
Air Traffic Control
The standard of ATC and English encountered can be poor. Use standard and simple
phraseology to reduce the possibility of confusion.
The airspace is relatively small, and has no radar cover. For this reason control is fully
procedural, pilots should be vigilant and maintain a good situational awareness of all traffic.
6.3.7.5
Weather
Summer: Sunny and hot with little change from day to day, which lasts from April September or early October. The rest of the year is more changeable with cloudy and rainy
weather with odd cold spells bringing frost or even heavy snow. These spells are infrequent
particularly along the Mediterranean coast but can be quite severe in the mountains and
inland.
The main rainy season is between November - February although even in mid-winter there
can be periods of warm, dry weather. There is a gradual increase and decrease in
temperature during the spring and autumn seasons.
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6.3.7.6
It is normal to be held high until very close to the airfield and then expected to make a
visual approach.
It has been stressed often, if in doubt go to the VOR and descend in the hold. From there
it is easy to continue visually or procedurally.
Runway 23R normally used for Landing.
Caution:
When Runway 05L/R in use especially with crosswind, expect windshear.
Caution:
The relative position of MARJ RUHAYYIL, the military field. The VOR is
displaced from the threshold by several miles, in fact it lies between the two
airfields. In addition, the runways in Damascus are well separated and
staggered, therefore extreme care should be taken to correctly identify the
runway given.
Runway 23L normally used for take-off.
6.3.7.7
ICAO
RFF
IAP
RWY
Location
LCLK
LDA
(m)

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
157
MAX
8
VOR/ILS
04/22
2810 284/282
244/309 213/210
Larnaca
OJAI
ILS/ILS
08L/26R 3660 325/322 MAX/369
Queen Alia NDB/ILS 08R/26L 3660 MAX/347

OJAM
MAX
8
CIR/ILS
06/24
3275 278/276
230/293 200/198
ILS/CIR
03/21
2805 297/294 MAX/349
MAX
MAX
MAX
ILS/CIR
17/35
2400 297/294 MAX/349
MAX
MAX
MAX
ILS/NON*
16/34
3215 297/294 MAX/349
MAX
MAX
MAX
Marka
OLBA
Beirut
Note :
(*) Runway 34 Not Authorised for Landing.
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6.3.8
DAR ES SALAAM (HTDA) - TANZANIA
Name of Airport : Mwalimu Julius K

6.3.8.1
Airfield Data
RFF
IAP
RWY
LDA
(m)

Aircraft
772 / 3
ILS / VOR
6.3.8.2
Warning:
05/23
343 / 6
3000 MAX/347 349/MAX
332 / 3
300 / 10
320 / 1
MAX
MAX
MAX

Runway overall slope is 0.1% DOWN in the 05 direction, there is a pronounced
dip in the middle.
Caution 1: Exercise caution when passing in front of terminal 1 due close proximity of light
aircraft to taxi way routing.
Caution 2: Degraded braking action when runway wet, due considerable rubber deposits.
Caution 3: Exercise caution during taxi due uncontrolled vehicular and pedestrain
movement.
Note 1:
Birds in the vicinity of aerodrome.
Note 2:
Poorly marked taxiways.
6.3.8.3
Terrain
The airport is situated on a flat coastal plain. A range of hills west of the airport running North/
South rises to approximately 1100 feet.
6.3.8.4
Weather
Jan - Feb: Generally good conditions with winds prevailing from the North and Northeast.
Occasional thunderstorms are usually of short duration.
Mar - May: Is the period of maximum rainfall and thunderstorms. Winds are light and
variable. May is the worst month for poor landing conditions. Very low cloud base (500 feet)
may occur at any time of the day or night.
Jun - Oct: Is the dry season with South-East and South-West surface wind. Occasional low
clouds during the morning and early afternoon in July and August.
Nov - Dec: Surface winds from North-East with low cloud in the morning and afternoon.
Increase of rainfall with occasional thunderstorms.
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6.3.8.5
Arrival Procedure
Radio reception has been reported poor. Possible loss of VHF coverage at Nairobi/Dar
Es Salaam FIR boundary.
Navaids may become U/S due to unreliable power supply. Approach radar coverage is
120NM. Within DAR FIR, squawk mode A & C 2000 unless assigned a different code.
Initial clearance is with DAR control. Expect radar vectors to runway ILS/VOR. Do not
rely on ATIS for runway in use, always confirm with tower. Arrival runway 05, the radio
altimeter indicates terrain slopes up to 500 feet to the southwest.
Caution:
6.3.8.6
Aircraft position and height must be countinuously monitored throughout the

approach.
Ground Maneuvering
Taxiway Y not authorised for A300, A330, A340-600 or B777.

6.3.8.7
Departure Procedure
Request ATC clearance 20 minutes prior to engine start-up.

Clearance is issued via SID regardless of VOR serviceability. Expect clearance to turn
and join airway after Take-off. Final level enroute will be issued by DAR control.
6.3.8.8
ICAO
Code
RFF
IAP
RWY LDA
(m)
Location
HKJK

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
ILS/VOR 06/24 4117
MAX
MAX
MAX
MAX
MAX
VOR/ILS 03/21 3350
MAX
MAX
MAX
MAX
MAX
ILS/NON 07/27 3500
MAX
MAX/370
MAX
MAX
MAX
NON/DME 18/36 2460
NOT
NOT
NOT
Nairobi
HKMO
Mombasa
HTKJ
Kilimanjaro
HTZA
7
165/MAX MAX/85
Zanzibar
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6.3.9
GENEVA (LSGG) - SWITZERLAND
Name of Airport : Geneva International Airport

6.3.9.1
Airfield Data
RFF
IAP
ILS / ILS
6.3.9.2
RWY
05/23
LDA
(m)
3570

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
MAX
MAX
MAX
MAX
MAX
Company Restrictions
Circling to the South not authorized.
6.3.9.3
Warning:
Runway 05 - Known problems of false localizer capture on ILS. Aircraft may turn
towards high ground during the false capture. Monitor position using R-226 GVA.
Warning:
APU usage not authorized on stands equipped with Air Condition and electrical
power, except 5 minutes prior engine start or when ground equipment
unserviceable.
Caution:
Runway 05 - Due terrain between 14nm and 10nm (GVA VOR), Radio
Altimeter is inaccurate with reference to HAT.
Caution:
Runway 23 - Lake Geneva is below runway elevation, Radio Altimeter is

inaccurate with reference to HAT during final approach.
Caution:
VFR traffic - Operating in vicinity without MODE C. A good lookout is prudent

for non-mode C TCAS returns.
Caution:
Runway 05 - Expect turbulence on final approach.
Caution:
Arrivals - Arriving from any direction into Geneva, caution is advised when
accepting descent clearance due high terrain.
Caution:
Runway Incursion HOT SPOTS - published on Jeppesen Chart 10-9s.
Note:
Due surrounding terrain, 180 kts is max maneuvering speed for both CAT C &
CAT D during circling.
Note:
Consider the use of TERR mode on ND.
Note:
Runway 05 - ILS DME reads zero at displaced threshold.
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6.3.9.4
Terrain
Geneva aerodrome is situated at Southwest end of Lake Geneva with the city to the
Southeast.
High terrain is located in all quadrants. East/Northeast, terrain initially rises steeply to 5,300ft
MSL at 7nm, reaching 7,500ft MSL at 20nm and rising further to 10,700ft MSL by 32nm. On
Runway 23 extended centerline, terrain to 3,700ft MSL at 9nm.
South and East are the ALPS, with Mont Blanc, 15,783ft MSL located 40nm Southeast.
6.3.9.5
Air Traffic Control
ATC standard is good. Radar vectoring is used. Arrival speed restrictions advised via ATIS or
as cleared by ATC. Upon first contact with Geneva Arrivals, report aircraft type.
Night Curfew
Arrivals can only be expected to receive an approach clearance if overhead GVA VOR, no
later than 15 minutes before the night curfew comes into effect.
ATC slot allocated, engine start-up not before 15 minutes prior to the slot. Runway 23 in use,
due long taxi time, call 20 minutes prior to the slot.
6.3.9.6
Weather
Winter: Surrounding high ground has effect on frontal activity with CBs and winds of 40kts to
50kts giving turbulence. Average snowfall is 7-8cm per month. During high-pressure period
fog is frequent particularly in December. Cloud bases of 200-400ft to be expected with
Northeast winds.
Summer: Generally good weather, thunderstorms are frequent. Expect turbulence on final
approach Runway 05 especially with Northeast winds.
6.3.9.7
Arrival Procedure
All STARs have numerous crossing altitudes and speed restrictions. Observe published
speed limit points (SLP) when broadcasted on ATIS or cleared by ATC.
ATC will expect the aircraft to be in clean configuration for as long as possible considering
safety requirements. Speed shall be reduced, landing gear extended and flaps set in such a
way that landing configuration and speed are established 4NM from touchdown.
ATC speed and altitude requests may leave the aircraft being placed above the ideal descent
profile; more drag technique will normally provide best solution.
Arriving from Southeast, STARs have altitude restrictions of 18,000ft within 28nm of the
airport. Flights arriving from Newark will generally use LUSAR STAR, which has numerous
altitude crossing and speed restrictions.
Runway 23 - Published speed, altitude and bank angle restrictions
Radar vectoring to a 15 mile final is common, RWY05 to waypoint INDIS, RWY 23 to SPR
VOR, resulting in reduced track miles. 220kts may be requested approaching transition point.
The VOR approach to Runway 05 has a decent angle of 3.7 but the PAPIs are set to the ILS
descent slope of 3.0. Consider the landing flap selection and transition to visual guidance.
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Runway 05 - Vacate via taxiway B;
Runway 23 - After landing vacate via taxiway D or E for South Apron;
Marshalling and follow me vehicle available;
Taxiway F - Not authorized.
A330 & A340: Stands: 1 to 12, R9 to R12, 71 to 74, 21 to 28, 31 to 34, 41 to 44 - Not
authorized.
6.3.9.8
Ground Maneuvering
Nil
6.3.9.9
Departure Procedure:
Start-up procedures published, see Jeppesen briefing pages. Contact ATC 5 minutes prior
start-up. Towing or push back, a general authorization only will be given to the flight crew.
Detailed instructions transmitted directly to tug driver.
All SIDs are minimum noise routings, which must be flown as accurate as possible. Climb
gradients greater than 3.3% required, speed and bank angle restriction published, minimumcrossing altitudes must be observed.
Some SIDs have initial climb out chart published with transition to en-route structure.
Due surrounding terrain and SID climb gradients, careful planning is required in case of
engine failure during climb out, and should be briefed during pre-flight briefing.
Runway
Aircraft
Note
Runway 23
A330
Under certain conditions, take-off performance

maybe
limited
using
TOGA, therefore usage of BUMP is
necessary.
Runway 05/23
A330
Strictly adhere to EOSID.
a) Bird Hazard:
A system is in operation for deterrence against bird strikes. If needed, crews can request its
operation by contacting ground control tower (APRON 121.750 MHZ) between 0600 and
2200LT.
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6.3.9.10 Miscellaneous
a) Security
A suitable service provider will do pre-departure security check for the GVA-EWR sector
as listed below.
Aircraft search will be carried out by ICTS and a copy of the search form will be
handed over to the CSD.
Catering will be escorted to the aircraft and a checklist confirming seal numbers will be
handed over the CSD/CS for their confirmation that the seals were intact on delivery
to aircraft.
Copy of this form will also be handed over to the CSD/CS for records.

ICAO RFF
IAP
RWY
LDA
(m)
Location
LFLL
Lyon
LFPG
Paris
Charles-De
Gaulle
LFSB
Milan-Malpensa
LSZH
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
ILS / ILS
18L/36R 2670
MAX
MAX
MAX
MAX
MAX
VOR / ILS
18R/36L 4000
319/317
249/316
162/160
MAX
MAX
ILS / ILS
08L/26R 3615
MAX
MAX
MAX
MAX
MAX
ILS / ILS
08R/26L 2700
273/270
MAX/341
MAX
MAX
MAX
ILS / ILS
09L/27R 2700
344/341
MAX
MAX
MAX
MAX
ILS / ILS
09R/27L 3600
MAX
MAX
MAX
MAX
MAX
3900
NOT
NOT
MAX/NOT
MAX
MAX
17L/35R 2977
MAX
MAX
MAX
MAX
MAX
NON / ILS 17R/35L 3515
MAX
MAX
MAX
MAX
MAX
7*
Basle-Mulhouse
LIMC

Aircraft
ILS / NON
ILS / VOR
15/33
NON / VOR
10/28
2500
297/294
MAX/349
MAX
MAX
MAX
ILS / NON
14/32
3150
297/294
MAX/349
MAX
MAX
MAX
ILS / VOR
15/33
3230
297/294
MAX/349
MAX
MAX
MAX
Zurich
Note:
* RFF Upgrade to CAT 8 available on request
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6.3.10 GUANGZHOU (ZGGG) - CHINA

Name of Airport : Baiyun
6.3.10.1 Airfield Data
RFF
IAP
RWY
LDA
(m)

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
ILS/DME
02L/20R 3600
MAX
MAX
MAX
MAX
MAX
ILS/DME
02R/20L 3600
MAX
MAX
MAX
MAX
MAX
6.3.10.2 Curfew / Slot Limitations

Restricted opening hours.
6.3.10.3 General Warning, Cautions and Notes
Warning:
TWY G,V and W cross with the airport service path, be vigilant while passing the
intersections.
Caution:
Do not mistake the expressway located at west of RWY 02L / 20R for the runway.
Surrounding terrain may induce windshear conditions
Note :
RWY 02R/20L - Maximum take-off weight is not possible. Consult LPC (Airbus)
or "OPT (Boeing)".
6.3.10.4 Terrain
The airport is located 31km northeast of the city, generally on a flat terrain. Several hills with
gentle slopes near north end of runway between 6-10nm at an altitude of 900-1800ft, which
may contribute to windshear conditions.
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6.3.10.5 Air Traffic Control
Entering Guangzhou approach area, radar vectoring/sequence to middle

approach segment or to time runway is in sight.
Arrival / Departure procedures - Strict adherence is required.
Due several domestic airports surrounding Guangzhou, traffic congestion may

result. Strictly adhere to track/altitudes and follow ATC instructions.
Simultaneous runway operation in use for both departure and arrival.
Delays greater than 30mins from filed ETD; the ATS flight must be amended.
Aircraft delayed by more than 30mins, the flight plan must be modified to show
revised EOBT.
Jeppesen Hi/Lo Level Altitude charts CH (H/L) 1/2 & 3/4 has detailed inset charts showing
surrounding airway structure.
6.3.10.6 Weather
Guangzhou has subtropical climate, with distinctive seasons.
Summer - April-September: Hot and humid, most rainfall occurs during these months.
Average summer temperatures range from mid 20s to low 30.
Winter winters are generally warm, average temperature is 14.
Note:
During the months of July and August, typhoons are experienced along the
southern China coast, which may affect alternate selection and result in
distanced alternates being required.
6.3.10.7 Arrival Procedures
During simultaneous approaches, assigned STARs may contain additional track miles.
Contact APP on assigned frequency before entering into the Approach Control Area.
Expect RWY 02R or 20L for landing.
Traffic circuits of RWY 02R/20L shall be made to the east, and traffic circuits of RWY 02L/
20R shall be made to the west.
Traffic circuit altitude: 1500ft 1800ft (500m-600m).
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6.3.10.8 Ground Maneuvering
After vacating RWY, especially under conditions of low visibility, report RWY and TWY
designation on initial contact with GRD.
Follow-me vehicle service and towing service available via Ground Control.
Prior to push back from parking stand, verify pushing direction and approved RWY
designation to GND.
180 turn on RWY is forbidden.
6.3.10.9 Departure Procedures
Contact Delivery Control 10 mins prior to door closure
Start-up clearance contact Baiyun Ground and report 1.Parking Stand, 2. Destination
Contact TWR while approaching RWY holding position.
Expect RWY 02L or 20R for departure
SIDs speed, climb gradient and altitude restrictions published
Note:
In order to avoid frequency congestion, pilot shall leave TWR frequency without
instructions from controller as soon as airborne and contact APP immediately on
the frequency assigned by ATC clearance.
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TRUE TRACK
WEST
180 - 359
Meter
13100
12200
11600
11000
10400
9800
9200
8400
7800
7200
6600
6000
5400
4800
4200
3600
3000
Note:
EAST
0 - 179
Feet
43000
40100
38100
36100
34100
32100
30100
27600
25600
23600
21700
19700
17700
15700
13800
11800
9800
Meter
12500
11900
11300
10700
10100
9500
8900
8100
7500
6900
6300
5700
5100
4500
3900
3300
2700
Feet
41100
39100
37100
35100
33100
31100
29100
26600
24600
22600
20700
18700
16700
14800
12800
10800
8900

QNH
Note:
Meter
Feet
3300
10800
3000
9800
2700
8900
2400
7900
2100
6900
1800
5900
1500
4900
1200
3900
900
3000
600
2000
550
1800
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ICAO
RFF
IAP
RWY
LDA
(m)
Location
ZGSZ

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
MAX
MAX
MAX
MAX
2865 317/311 MAX/372
MAX
MAX
MAX
9
ILS/ILS
15 / 33
3400 333/329
ILS
34
ILS/ILS
05/23
3050
MAX
MAX
MAX
MAX
MAX
ILS/ILS
03/21
3600
MAX
MAX
MAX
MAX
MAX
ILS/ILS
16/34
3800
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
Shenzhen
VMMC
Macao
(note1)
ZSAM
XIAMEN
ZSFZ
Fuzhou
ZSPD
Shanghai Pudong
VHHH
Hong Kong
(note2)
Note 1:
Macao - 1) Limited parking space and may become congested. 2) Weather

conditions should favor usage of RWY341. 3) Runway 16 not authorized. 4)
Immigration problems similar to Hong Kong.
Note 2:
Hong Kong should be used as a last resort due to immigration issues in

transferring passengers from Hong Kong to Mainland China.
Contact Cathay Dispatch at VHR 131.6 for diversion into HKG.
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L E F T
B L A N K
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6.3.11 HONG KONG (VHHH)

Name of Airport : Hong Kong International
RFF
IAP
RWY
LDA
(m)

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
ILS / ILS
07R/25L 3640
MAX
MAX
MAX
MAX
MAX
ILS / ILS
07L/25R 3627
MAX
MAX
MAX
MAX
MAX

Warning1: Birds in vicinity of airport.
Warning2: Minimum sector altitude MSA is based on TH and TD VOR, which are 22NM
EastSouth-East of Airport reference point.
Caution:
Taxiways Z1 and Z2 not authorised due to the width and low PCN.
Caution:
Taxiways Z3 not authorised due to low PCN.
Note:
Continuous descent approach for runway 25 L/R and preferential use of runway
07L/R applies as per Jeppesen 10-4.
Note:
During parallel runway operations the aerodrome traffic zone is split into two
sectors. These are :
1) The North runway (07L/25R) ATS call sign is Hong Kong Tower North.
2) The South Runway (07R/25L) ATS call sign is Hong Kong Tower South.
Note:
Direct contact with RFF vehicles on 121.9 Mhz.
6.3.11.3 Terrain
The airfield is located North of Lantau Island with an elevation of 28 feet. Lantau Island is very
hilly terrain, with peaks rising up to 4500 feet in close proximity of the airport. Be especially
aware of peaks rising to 3100 feet just 3 NM South of the airport.
Highest man made obstacle 3277 feet MSL, 11 NM from Threshold of Runway 25R.
The surrounding islands have high ground giving an MSA of 4300 ft at the highest. Omni
directional red strobe lights are located on peaks within approach and take-off areas, flash
every second.
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Air Traffic control is generally very good, however Hong Kong is a major airport of the South
China region and has many departures and arrivals.
Note:
ATC will NOT relay any diversion messages to Company or GHA. Any intention
to divert must be communicated to CATHAY DISPATCH at VHF 131.6
6.3.11.5 Weather
Hong Kongs weather is generally windy area with winds of 15 kts coming off the hills from the
East. Strong easterly winds may give rise to turbulence on arrival and departure. Especially if
associated with a typhoon or tropical storm they can lead to severe wind shear.
January to February : Generally cloudy and occasionally there are cold fronts, temperature
may drop to around 10C.
March to April: May be very pleasant although there are occasional spells of high humidity.
Fog and drizzle can be particularly troublesome on high ground, which is exposed to the
Southeast, air traffic services are occasionally disrupted because of reduced visibility.
September to October: The months most likely to be affected by tropical cyclones, although
gales are not unusual any time between May to November. Isolated thunderstorms
sometimes occur in the evening. Heavy rains from tropical cyclones may last for a few days.
About 80% of the rain falls between May to September.
NIL
NIL
6.3.11.8
Departure Procedure
Noise abatement procedures are applicable.

Delays in excess of 30 minutes from filed EOBT, the ATS flight plan should be amended.
To ensure efficient co-ordination with adjacent ATS units, the assigned cruising level
should be reached by waypoint DOFIN (AWY V9).
If unable to reach filed flight level by waypoint DOFIN advise ATC at start-up.
All Easterly Departures have a minimum Climb Gradient of 4.1% (RWY 07L) and 4.9%
(RWY 07R) up to 1400ft. In the event of an engine failure strictly adhere to (Special)
EOSID RWY 07L/R, which are included in FMS NAV Database.
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TRUE TRACK
WEST
180 - 359
Meter
13100
12200
11600
11000
10400
9800
9200
8400
7800
7200
6600
6000
5400
4800
4200
3600
3000
Note:
EAST
0 - 179
Feet
43000
40100
38100
36100
34100
32100
30100
27600
25600
23600
21700
19700
17700
15700
13800
11800
9800
Meter
12500
11900
11300
10700
10100
9500
8900
8100
7500
6900
6300
5700
5100
4500
3900
3300
2700
Feet
41100
39100
37100
35100
33100
31100
29100
26600
24600
22600
20700
18700
16700
14800
12800
10800
8900

QNH
Note:
Meter
Feet
3300
10800
3000
9800
2700
8900
2400
7900
2100
6900
1800
5900
1500
4900
1200
3900
900
3000
600
2000
550
1800
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ICAO
RFF
IAP
RWY
LDA
(m)
Location
RCKH

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
9
ILS/LOC
09/27
2700 275/344
MAX/344
MAX
MAX
MAX
ILS/ILS
05/23
3660 297/294
MAX/349
MAX
MAX
MAX
ILS/ILS
06/24
3350 294/294
MAX/349
MAX
MAX
MAX
ILS
34
2865 317/311
MAX/372
MAX
MAX
MAX
Kaohsiung
RCTP
Taipei Chiang
Kai Shek
VMMC
Macao
MAX
MAX
MAX
MAX
MAX
Bangkok SuvarILS/ILS 01R/19L 4000

nabhumi
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
VTBS
10
RPLL
9
ILS/ILS
06/24
3410
Manila
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6.3.12 HOUSTON (KIAH) - USA

Name of Airport : George Bush Intercontinental
RFF
IAP
LDA
(m)

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
3048
MAX
MAX
MAX
MAX
MAX
ILS
08L/26R 2743
MAX
MAX
MAX
MAX
MAX
ILS
08R/26L 2866
MAX
MAX
MAX
MAX
MAX
ILS
15L/33R 3658
MAX
MAX
MAX
MAX
MAX
ILS
15R/33L 3048
MAX
MAX
MAX
MAX
MAX
ILS
RWY
09/27
D - ATIS
PDC / DCL
TWIP
Available
PDC
Available
Noise Abatement Procedure Departure 1 (NAPD 1) to be used at all US Airports

Caution :
Weather fronts build up rapidly to the East and West. Inbound traffic maybe rerouted to Dallas Forth-Worth (KDFW).
Caution :
Moderate turbulence and windshear can be expected on final approach.
Caution :
Runway 26L approach - Do not confuse cargo apron (well light) with runway
during low visibility.
Caution :
TCAS RA due VFR traffic may occur.
Caution :
Bird Concentration on and in vicinity of aerodrome, especially Spring and

Autumn.
Caution :
LAHSO (Land and Hold Short Operations) - Not authorized for Qatar.
Note :
Transponder (MODE C) to be operated on all Taxiways and Runways.
Note :
Frequent FAA inspections - personal, aircraft documents including safety

equipment.
6.3.12.3 Terrain
Generally flat with no significant terrain. Obstacle(s) to 1,050ft located 10nm South. The city
of Houston is located 23 miles South.
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Busy airport and ATC environment due several nearby domestic airports. To the South is the
busiest, Houston Hobby.
ATC transmissions can be rapid and abbreviated.
Be alert to Runway Clearances. Read back of all runway holding instructions is

required.
SWAP (Severe Weather Avoidance Procedure) used to reduce en-route capacity. Reroutes and revised flows are used to avoid severe weather..
6.3.12.5 Weather
Prevailing wind - South/Southeasterly, Strong Northerly winds can occur after weather
front has passed, usually lasting 12-36 hours, which may have significant impact on
traffic flow rate if Runway 33L/R is required.
Spring - Supercell thunderstorms can occur.
Summer - Hot and Humid, average daily max temperature 34C, evening between 2631C. Afternoon thunderstorms (average 15 days per month) are common and
intensive with associated turbulence, low ceiling and poor visibility in heavy rain,
resulting in potential arrival delays/diversions.
Winter - Cold fronts moving southward bring rain, low wind chill, freezing rain. Fog
may occur Nov-Mar, forms early morning and dissipating by 10am.
Jan, Apr, Oct and Dec - Texas and Louisiana airports experience high frequency of
radiation, advection and pre-frontal fog. Fog conditions occur less during Feb, Mar,
May and Nov.
Hurricanes (Season Jun-Nov) and tropical cyclones affect the Texas/Louisiana Coast.
Peak Arrival Times
1830-1930 & 2230-2330 (UTC)
Extended holding and arrival delays to be expected at any time due traffic and changing
weather. Preferred Runways (best flow rate) - Runways 26L, 27 and 26R (CAT III) up to 810kts tailwind. Crew to plan and brief for potential Runway change. ATC advises Runway in
use on first contact.
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Triple simulatneous parallel approaches (Runway 26L/R & 27) in use during busy
periods.
If Runway 15L/R or 33L/R used for arrivals, flow rate is reduced considerably.
Radar vectoring used extensively.
Runway 09 - Not used in easterly configuration for heavy jets.
Runway 08R/26L - Closest Runway to parking position. Request where possible.
Qatar Airways - Operates from Terminal D (North Ramp).
Taxiway Restrictions for B777, A346 and A330 - See Jeppesen Chart.
Areas around Taxiway NB and WV when departing Runway 15L/R can be

confusing due many Taxiways joining together.
Hot Spots - Runway 26L Taxiway NP & NE, Runway 15L/R at Taxiway WL.
Gates
Gates D4 / D9 - Taxi onto stand w/E1 shut down
Gate D7 - Turn onto lead-in line on stand and be prepared to stop short. Ramp
crew will tow-in.
Gates D5 / D11 / D12 - No restrictions - normal taxi onto stand.
General
The lateral lights (on the right or left as aircraft approaches parking stands) which
are two neon lights lining up to advise the crew to stop, can only be aligned for one
type of wide body aircraft.
Arriving crew should be instructed to disregard these lights and watch the ground
crew, then the red stop light the ground staff will manually deploy when the aircraft
is on the stop mark
There is no count down indications from stop light informing pilot approaching the
final stopping point.
6.3.12.8 Departure Procedure
Peak Departure Times
2230-2330 & 0100-0200 (UTC)
Typical departure profile for Runway15L/R, Expect right turn to North/Northeasterly Heading,
with a restriction to maintain 4,000ft. After clearing downwind arriving traffic, a clearance to
15,000ft is initiated.
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PDC - available Request 20 minutes prior to EOBT.
Push back Clearance - Contact Ramp Control North for pushback to hand-off point
(12 or 19). Ramp control will advise either tail West or tail East. Push back
clearance ends at hand-off point. Wait for further taxi instructions.
Note :
See Jeppesen Chart for location of Hand off points.
After push back clearance, contact clearance delivery and state hand-off point and
ATIS. Clearance delivery will advise to contact Ground Control.
ATC Preferential Runway - Runway 15L (1st) / 15R (2nd) and Runway 09 (Traffic
Permitting).
Runway 33L, take-off weight restriction may impact payload.

ICAO
RFF
IAP
RWY
LDA
(m)
Location

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
KAUS* 8 (D)
ILS/ILS
17L/35R 2743
MAX
MAX
MAX
XXX
XXX
Austin - Bergstorm
ILS/ILS
17R/35L 2733
MAX
MAX
MAX
XXX
XXX
KDFW 9 (E)
MAX
MAX
MAX
XXX
XXX
MAX
MAX
MAX
XXX
XXX
MAX
MAX
MAX
XXX
XXX
ILS/ILS 17C/35C 4085
MAX
MAX
MAX
XXX
XXX
MAX
MAX
MAX
XXX
XXX
MAX
MAX
MAX
XXX
XXX
MAX
MAX
MAX
XXX
XXX
Dallas Forth
Worh
KMSY 8 (D) ILS/LOC
01/19
2134 303/300
MAX/357
MAX
XXX
XXX
New Orleans
Armstrong
ILS/ILS
10/28
2987 303/300
MAX/357
MAX
XXX
XXX
KMEM 8 (D)
ILS/ILS
09/27
2727
MAX
MAX
MAX
XXX
XXX
18L/36R 2743
MAX
MAX
MAX
XXX
XXX
MAX
MAX
MAX
XXX
XXX
ILS/ILS
MAX
MAX
MAX
XXX
XXX
ILS/ILS
Memphis Intl
18R/36L 2782
* KAUS - Fuel and go. Wide-body support is limited.
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6.3.13 HYDERABAD (VOHS) - INDIA

Name of Airport : Rajiv Gandhi International
RFF
10
IAP
ILS / ILS
RWY
09/27
LDA
(m)
4260

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
MAX
MAX
MAX
MAX
MAX
6.3.13.2 Curfew/Slot Restrictions

NIL
NIL
6.3.13.4 Terrain
NIL
The standard of ATC and English is average. Keep phraseology simple.
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6.3.13.6 Weather
Monsoon dominated weather.
December to February : North East Monsoon. Average mid day temperature: 30C. Light
winds and cool weather with minimum overnight temperatures around 22C. Occasionally
frontal depressions. Frequent morning fog usually clearing by 10:00 local time.
March to Mid June : Hot Season. Temperatures slowly build up until the start of the
Southwest Monsoon with storms towards the end of the period. Average mid day
temperature 34C.
Mid June to September : South West Monsoon. Some continuous rain with thunderstorms
that do not usually last more than 10 days month. Little rains can be expected in September.
The average maximum temperature is about 32C.
October to November : Fine warm weather with haze in the morning. The average
maximum temperature is about 30C.
Expect radar vectors. 8nm seperation between traffic on finals.
Caution:
Do not mistake Hakimpet Air Base and old Hyderabad Airport as they have the
same runway alignment.
Radio Communication Failure Procedures

a) When following the STARs under pilots own navigation and clearance for an
instrument approach procedure has been issued aircraft shall continue to follow the
STAR and land. If radio communication failure takes place prior to clearance for
instrument approach procedure is issued, aircraft shall maintain the last assigned
level or FL85 whichever is higher and proceed to HIA VOR to join the holding via
shortest route and thereafter, carry out the instrument approach for the RWY for which
the initial STARs clearance was issued.
b) When under radar vector and clearance for approach has been issued aircraft shall
continue the final approach and land. If the failure takes place prior to clearance for
Approach has been issued, aircraft shall maintain the last assigned heading and level
for one minute and thereafter climb to FL 85 or the last assigned level whichever is
higher and proceed to join HIA VOR holding and thereafter carry out the instrument
approach.

Taxi B2, K1, K2, K3 and M, may only be used by A320 family.
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RWY 27 Preferred for landing and take-off
Departure clearance Include intermediate levels (Max FL250), further climb with Chennai
after departure. In all cases, ATC will forward request levels to control on startup clearance
request.
Radio Communication Failure Procedures

a) Pilot Navigation SIDs
On the recognition of communication failure maintain 7000ft or the level assigned by
ATC, whichever is higher until 25 DME (HIA) or the specified way point in the SID
whichever is later. Thereafter, climb to flight plan level and continue to follow the SID
until termination point. If the communication failure takes place beyond 25 DME
continue to follow the SID, maintain the last assigned level by ATC, if any, or FL85
whichever is higher for 2 minutes and then climb to flight plan level
b) When under Radar Vector
On the recognition of failure proceed as follows:
Inside 15 DME (HIA) maintain last assigned heading until 20 DME, climb to 7000
feet or the level assigned by ATC whichever is higher. After 20 DME climb to FL85
or the last assigned by ATC whichever is higher and proceed directly to intercept
the flight plan route.
At or beyond 15DME (HIA) maintain last heading for 2 minutes, climbing to FL85 or
the last level assigned by ATC whichever is higher. Then proceed directly to
intercept the flight plan route.
Five minutes after recognition of failure commence climb to flight plan level
approach procedure for the RWY for which the initial cleared was issued.
6.3.13.10 Other Information

Local Regulation :
An aircraft Release Certificate (ANNEXURE ll - CIRCULAR NO. 05/2007 BCAS - INDIA)
must be signed for all aircraft departing Hyderabad. This certificate should be singed by all
concerned agencies (i.e. Engineering, Commercial, catering, Ground Support, Security and
the Aircraft Commander).
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ICAO
RFF
IAP
RWY
LDA
(m)
Location
VABB
Mumbai
VANP

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
ILS/ILS
09/27
2963
MAX
MAX
MAX
MAX
MAX
ILS/VOR
14/32
2517
MAX
MAX
MAX
MAX
MAX
VOR/ILS
14/32
3200
NOT
NOT
NOT
NOT
MAX
ILS/ILS
09/27
4000
MAX
MAX
MAX
MAX
MAX
VOR/ILS
09/27
3400 MAX/367 MAX/342
MAX
MAX
MAX
MAX
MAX
MAX
Nagpur
VOBL
Bangalore
VOCI
8*
Cochin
Note :
VOMM

9
ILS/ILS
07/25
3658
MAX
MAX
Chennai
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6.3.14 KHARTOUM (HSSS) - SUDAN

Name of Airport : Khartoum International
RFF
IAP
ILS / ILS
RWY
18/36
LDA
(m)
2980

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
MAX
MAX
MAX
MAX
MAX

Caution:
Large birds in vicinity of airport are often found between 15th June and 15th
October.
Caution:
Small animals (e.g. dogs) run freely on the airport and may constitute a hazard
especially on the runway.
Caution:
Exercise caution whilst manoeuvring on the apron due to limited parking space.
Caution:
Exercise extreme caution when manoeuvring between Taxiways B and C

because of cracks on the apron shoulders and limited wing tip clearances.
Note:
Apply in-flight broadcast procedures on 126.9 MHz in the African airspace.
6.3.14.3 Terrain
The airport is located 1 NM East of the city on flat desert terrain with an elevation of 1260
feet. Two significant obstacles are shown on the charts, one to the Northwest and one to the
Southeast.
The Blue Nile flows East to West just North of the airfield joining the White Nile which flows
South to North 4 NM Northwest of the airfield.
Air Traffic Control is generally poor, standard phraseology should be used at all times.
Radar is available within 50 NM of the airfield.
Much East-West traffic in Khartoum FIR is during HAJ season.
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6.3.14.5 Weather
Frequent dust and sand storms may lower visibilities to below minimums especially when the
wind is greater than 15 kts.
May to September : Hot season, brings thunderstorms, some of which are severe. They are
normally short-lived (15 mins) and therefore it is better to hold away from the airport until the
weather clears. Note, gust front may be 40 to 50 NM ahead of the storm, it picks up dust and
may cause problems for aircraft. Visibilities may reduce to below 500 metres. The heavy rain
which follows may cause flooding but the runway usually remains clear.
July and August : Line squalls are possible.
October to April : Weather is much better and generally fine.
Strong winds at any time of the year will reduce visibility drastically in rising sands.
The VORs in the region are very unreliable and the signals do fluctuate. The ILS is subject to false captures very close to the actual beam and must be used with caution. It is
good practice to monitor the ILS with the VOR radial due to the reliability of the ILS.
Caution:
Avoid confusing street lighting 3 NM West of Runway 36 and bridge lighting

on final approach for Runway 18 with ALS.
Caution:
Crews are advised that runway, taxiway and apron markings are in a faded
condition, exercise caution.
Aircraft are required to backtrack, the turning loops are unlit. FOD is a big problem on the
taxi and apron areas. The apron and taxiways are in poor condition.
Radar vectoring is poor when used. Reports of ATC holding aircraft high, resulting in
making the approach profile impossible to achieve. The LOC has been reported as
being unreliable (crew report 2006).
Taxiway E, F and G not authorised for company aircraft
Exercise caution when operating on apron.

Backtrack will be required using either runways. Noise Abatemnt Departure Procedure
(NADP) - NADP A
6.3.14.9 Customs and Immigration
Crew staying overnight, passports will be held by immigration and returned at time of
departure.
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ICAO
Code
RFF
IAP
RWY
LDA
(m)
Location
HESN

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
MAX
MAX
MAX
MAX/N
MAX
MAX
ILS/ILS 16C/34C 3303 313/308 MAX/369
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
9
VOR/ILS
17/35
3402 340/336 MAX/342
VOR/ILS
17/35
2500
Aswan
HSPN
7
NOT
NOT
Port Sudan
OEJN
MAX
MAX
Jeddah
ILS/ILS 16R/34L 3803 313/308 MAX/369
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L E F T
B L A N K
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6.3.15 LAGOS (DNMM) - NIGERIA

Name of Airport : Murtala Muhammed
RFF
IAP
RWY
LDA
(m)

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
18R/36L 3900
MAX
MAX
MAX
MAX
MAX
ILS / NON 18L/36R 2745
MAX
MAX
MAX
MAX
MAX
ILS / VOR
9
6.3.15.2 Company Restriction

Note:
Uplift of Potable water is not permitted from Lagos.

Warning:
Query information whenever an ATC clearance is issued contradicting a NOTAM.
Caution:
Airfield lighting is unreliable due to power outages.
Caution:
Degraded-braking action when runways are wet due to rubber deposits.
Caution:
Beware of FOD on aprons and taxiways.
Caution:
During low visibility, do not mistake 18L or parallel taxiway for runway 18R,
especially when conducting offset VOR approach to runway 18R.
Caution:
Exercise caution during taxi due to uncontrolled vehicular and pedestrian

movement.
Caution:
Parking stand, wingtip and engine clearance is an issue if overshoot parking

position.
Caution:
Do not use parallel taxi East of Runway 36R/18L.
Note:
The ILS is not monitored by ATC. Continual monitoring of the LOC and GS is
essential. Descent progress should be monitored with reference to FPA.
Note:
Reports of inaccurate surface winds and visibility, particularly during adverse

weather conditions.
Note:
Many taxiways have poor markings and no designation, and combined with poor
ATC. Taxiway confusion is possible.
6.3.15.4 Terrain
No significant terrain. The airport is located on a flat coastal plain.
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ATC standards is poor, lack of adherence to standard procedures and phraseology.

Instructions are generally not clear.
Controllers speak fast and with heavy accent. Use standard phraseology.
Frequencies - Poor reception and congestied due traffic volume
ATIS has been reported having limited range.
During HAJ season, routing to/from Doha may be longer than normal due revised
routing.
6.3.15.6 Weather
The climate of Nigeria is tropical in nature, which is occasionally subjected to variations,
depending on the rainfall. It is characterized by strong latitudinal zones.
Seasons are defined as the wet season, from April to October, and the dry season, from
November till March. The wet season is particularly noticeable on the Southeastern coast.
February to March: Beginning of rainy season, known as the Southwest monsoon. The
beginning of the rains is usually marked by the incidence of high winds and heavy but
scattered squalls.
April to September: Rainfall is most intense during May-July.
October to November: Clear skies.
December to February: During Harmattan winds, reduced visibility due dust and haze can
be expected. Low clouds frequent in early morning. Fog is a daily occurrence, forming before
dawn and clearing by 0900Z.
Note:
The most severe weather at Lagos comes from line squalls, moving from East to
West during the spring when the ITCZ is moving Northward. Long lines of dark
clouds, rapid rise in wind speed, heavy rain and rapid change in wind direction
characterize these squalls.
Note:
During December to January, whenever the forecast visibility is below the

published minima, consider an additional one-hour holding fuel.
Note:
Winds - generally Southern in direction, with the exception of December, when

winds are Northerly in direction.
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NO STARS published. Radar service provided. Inbound, clearance must be obtained
from Lagos approach before crossing the Control Area Boundary. If no contact, try for
relay through other aircraft to Lagos Information on VHF/HF.
Prevailing conditions favor RWY18s, expect either RWY18R ILS or VOR/DME procedure.
ILS 18R G/S is erractic (Crew report Nov 2008)
6.3.15.8 Ground Manuevering
Surface marking are faded and difficult to read/see, especially during adverse weather
conditions. (Crew report 2008)
Aerobridges are fixed, require accurate positioning.
Late stopping instructions from marshaller has occcured on several occasion. (Crew
reports Nov 2008)
Do not use parallel taxiway East of Runway 36R/18L.

Confirm with ATC that flight plan matches filed flight plan. Call for start clearance 15mins
prior ETD, departure clearance issued during taxi out. Expect outbound routing initially on
a radial from LAG VOR, particularly with inbound traffic on R778 (049).
Crossing height restriction FL100 (VOR LAG), and can only be met if departing
runway18R.
6.3.15.10 Customs, Immigration and Security
Overview
Lagos is one of Africas largest, most populated city. It is an urban sprawl, with Lagos
island at its heart. The city is overcrowded, polluted and expensive. Travel around
Lagos is stressful and difficult. Armed robbery and petty crime pose as constant threat to
the security of foreigners.
Violent street crime, armed robberies, muggings and carjacking remain prevalent nationwide but particularly in Lagos. Vigilance and adequate security measures are necessary,
particularly at night. The city is filled with poor quality buses and motorcycles that are a
vital part of Lagos Transport Network. They are notorious for crashes and robberies.
Crew are recommended not to travel on them.
Crew Accommodation
Accommodation for crew is arranged at Sheraton hotel, which is approximately 12km
from Airport. The hotel Premises is secure with adequate CCTV coverage and physical
security presence at the entrance, as well as lobby.
Transport
Crew transport is provided by ground handling company called NAHCO. Two armed
Police vehicles will escort the crew transport from Airport to hotel and vice-versa.
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Airport
QR has contracted Check Port Security company to provide security services for our
operations at Lagos. Crew must ensure the security integrity of the catering uplift by verifying each catering seal numbers before accepting on board. Duty Free & Bar cart seals
needs to be cross checked with Check Port Security Personnel on arrival and departure.
In addition to the above, dedicated QR Security staff is stationed at Lagos Airport to oversee QR security requirements.
During crew stay at Lagos, it is strongly recommended that crew remain in the hotel and
strictly avoid venturing around the city
Contact Numbers
In case of any emergency, crew may contact the below mentioned numbers.
Contact Details
Mr. Jamel Ladhari - (+234 8039154503)
Airport Services Manager
Mr. Affun Emmanuel - (+234 8033 064632)
Security Supervisor
ICAO
Code
RFF
IAP
RWY LDA
(m)
Location
DGAA
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
MAX
MAX/380
MAX
MAX
MAX
216/214
MAX
MAX
Accra - Kotoka VOR/ILS 03/21 3403

Intl
DBBB

Aircraft
8
VOR/ILS 06/24 2363 314/311 250/314
Contonou
DNAA
Abuja Ninamdi ILS/ILS 04/22 3610

Azikiwe Intl
DXXX
MAX
MAX
MAX
MAX
NOT
NOT
MAX
MAX
MAX
Lome-Gnass- VOR/ILS 04/22 3000

ingbe Eyadema
Note :
MAX
B777 / A346 - For emergency only, Runway 22 : Landing - must exit via Taxiway
A (LDA2380m). Runway 04 : Take-off from Taxiway A. Runway 04 - turn pad not
suitable for B777 / A346.
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6.3.16 MADRID (LEMD) - SPAIN

Name of Airport : Barajas International
ICAO
Code
RFF
IAP
RWY
LDA
(m)
Location
LEMD

Aircraft
772/3
343/6
332 / 3
300 / 10 320 / 1
NON / ILS 15L/33R 3500
MAX
MAX
MAX
MAX
MAX
VOR / ILS 15R/33L 4100
MAX
MAX
MAX
MAX
MAX
Madrid - BaraILS / NON 18L/36R 3500

jas (H24)
MAX
MAX
MAX
MAX
MAX
ILS / NON 18R/36L 4350
MAX
MAX
MAX
MAX
MAX

Note:
Day and Night time preferential Runway System applies as per Jeppesen 10-1P.
6.3.16.3 Terrain
The airfield is located 13 km Northeast boundaries of the city with an elevation of 2000 feet.
The vicinity close to the airfield is hilly.
Madrid is located on a high and dry plateau surrounded by mountains and hilly terrain. The
highest peak in the Madrid terminal area is 8268 ft located about 26 NM Northwest of the field
(La Malicisa and Penalara peaks).
ATC standard is generally very good. Use standard phraseology. Extensive use of Spanish
language is made by ATC.
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6.3.16.5 Weather
The climate is dry continental with warm summers. The possibility of precipitation is even
through out the year except at the dry and hot summer time. Generally the main wind
direction is from the west. Due to the hilly surrounding terrain strong winds create bumpiness
during approach and departure.
June to August: Summer months. The average daily temperature can reach upto 31C.
December to February: Winter months. The average daily temperature can drop down to
1C. Low clouds with poor visibility during this time of the year.
March to May and from September to November: Frequent morning fog occurs,
disappearing slowly after sunrise.
6.3.16.6 Additional Information
Preferred Runways for arrival, refer to Jeppesen charts.
Caution:
Do not mistake Torrejon airfield (LETO) Runway 05/23 for Madrid Barajas
(LEMD). Torrejon threshold Runway 05 is located approximately 2 NM
Northeast of Madrid Barajas Runway 33R.
Note:
Approach speed restriction apply, refer to Jeppesen charts
Note:
Report as soon as possible the intention of missed approach maneuver for

runways 18L/36R. This is required for ATC to restrict departure from runways
36L/15R.
Minimum Runway occupancy procedure is applicable, refer to Jeppesen charts.

Expect "Follow Me" vehicle to meet the aircraft before entering the apron for guidance to
Terminal 1.
Preferred Runways for departure, refer to Jeppesen charts.
Aircraft not ready to initiate take-off run immediately when cleared for take-off, will have
take-off clearance cancelled and will receive instructions to vacate the runway at the first
available taxiway. Although the runway is temporarily occupied by other traffic, landing
clearance may be issued to an arriving aircraft if the controller is satisfied that at the time
the aircraft crosses the threshold of the runway in use prescribed separation from the
preceding aircraft will exist.
When issuing a Landing Clearance based on Anticipated Separation, ATC shall issue
clearance to the succeeding aircraft with the following instructions: .... (Call sign) BEHIND
LANDING / DEPARTING (aircraft type) CLEARED TO LAND RUNWAY (number).
Pilots requesting or accepting to take-off from the intersections shall inform ATC accordingly on initial contact with Ground Control.
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Note:
Noise Abatement procedures are applicable, refer to OM Part A, Chapter

8.3.1.5, Procedure A.
Recommendation for Departures :
Report SID (name and number) on first contact with departure frequency.
Strict adherence to speed limitations.
Follow SIDs carefully to meet noise abatement procedures.

ICAO
Code
RFF
IAP
RWY
LDA
(m)
Location
LEAL

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10 320 / 1
8
ILS/VOR
10/28
3000 337/335
MAX.
MAX
MAX
MAX
VOR/VOR
02/20
2540
MAX
MAX
MAX
MAX
MAX
ILS/ILS
07L/25R 2922
MAX
MAX
MAX
MAX
MAX
ILS/ILS
07R/25L 2660 341/339
MAX
MAX
MAX
MAX
Alicante
LEBL
Barcelona
LEVC
7
VOR/ILS
12/30
2915
NOT
NOT
MAX
MAX
MAX
VOR/ILS
09/27
3360
NOT
NOT
MAX / N
MAX
MAX
Valencia
LEZL
Seville
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L E F T
B L A N K
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6.3.17 MASHHAD (OIMM) - IRAN

Name of Airport : Shahid Hashemi Najad International
RFF
IAP
RWY
LDA
(m)

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
13L/31R 3776
NOT
NOT
MAX / N
MAX
MAX
VOR / VOR 13R/31L 3886
NOT
NOT
MAX / N
MAX
MAX
VOR / ILS
8

Caution:
Caution:
Strolling dogs observed on the movement area, caution advised.
Note:
As instructed by the Iranian Authorities, the term Arabian Gulf shall not be used
in/out bound flights of Iran.
Caution:
Parallel runway operations take place without notification. Crew is required to

monitor both approach and tower frequencies. After landing runway 13L/31R, do
not cross runway 13R/31L without ATC clearance.
6.3.17.3 Terrain
The airfield is situated in a valley 1.5 NM East of Mashhad city and on the Northeast side of
Iran with the Turkmeinistan border 30 NM Northeast of the airfield. The airport elevation is
3270 feet. To the West and East of the airfield the ground rises to mountain ranges, which run
in a Northwest direction. To the South of the airfield the terrain rises to 4253 feet within 5 NM.
To the West the mountain range rises to 4950 feet within 10 NM and rises to 10850 feet within
20 NM. To the East the terrain rises to 6322 feet within 20 NM.
The standard of ATC and English is average however can be poor at times.
Start-Up
Call 5-10mins before ready to start
Clearance
Valid 10mins from time of start-up clearance
A new ATC flight plan is required if aircraft fails to depart after two start-up clearances
ATC Flight Plan
Valid for 60mins after filed EOBT
Preferential Runway usage (ATC)
Take-off
RWY 13L/R
Landing
RWY 31L/R
Routing MHD-DOH
Expect FL180 20nm before waypoint MIDSI (Tehran/Bahrain FIR). OFP will reflect
the FL restriction.
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6.3.17.5 Weather
Mashhad is located in the Northern temperate region, and has a changing climate. The rainy
season is mostly in mid December through late March. Summers, the weather is dry and
warm. Winters, it is rather cold.
Runway 13L and 13R are not usable during 1830 - 0330 Local Time (1730 - 0230 UTC)
except tail wind component is 10 kts or more.
Runway 13L and 13R approaches are steep. (FPA 4.5 for VOR-DME runway 13L and
FPA 4.8 for VOR-DME runway 13R) which is up to 1200 ft/pm.
In VMC request visibility approach for 13L/R to reduce FPA.
In IMC request runway 31L/R upto 10kts tail wind.
Runway 31L and 31R are not usable during 1830 - 0330 Local Time (1730 - 0230 UTC)
except tail wind component is 10 kts or more.
ICAO
Code
RFF
IAP
Runway LDA
(m)
Location
OIFM
Esfahan
OIIE
772/3
VOR/ILS 08L/26R 4397 262/261
343 / 6
226/295
332/3
300/10
320/1
192/190 150/153 MAX/87
CIR/VOR 08R/26L 4397 346/337 MAX/324 MAX/232
MAX
MAX
VOR/ILS
11/29
4200
MAX
MAX/371
MAX
MAX
MAX
VOR/VOR
16/34
3785
NOT
NOT
211/209
MAX
MAX
12L/30R 3800
NOT
NOT
MAX/N
MAX
MAX
Tehran Imam Khomaini

OIKK

Aircraft
Kerman
UTAA
7
ILS/ILS
Ashgabat*
* Runway 12R/30L Not Authorised
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6.3.18 MOSCOW (UUDD) - RUSSIA

Name of Airport : Domodedovo International
RFF
IAP
RWY
LDA
(m)

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
NONE
14C/32C 2600
338/332 MAX/375
MAX
MAX
MAX
ILS / ILS
14L/32R 3794
297/295 MAX/378
MAX
MAX
MAX
ILS / ILS
14R/32L 3500
338/332 MAX/375
MAX
MAX
MAX

Caution:
Airport to be used with caution in winter during ice conditions.
Caution:
Numerous vertical conversions are required.
Caution:
Extra vigilance and monitoring is required at all times.
Note:
A330 TS-1 fuel is approved and can be mixed with JET A1 or JET A type fuels.
Note:
Refer to Operations Manual, Part A: General/Basic, Chapter 8.2.1.7.2 for fuell

freezing point determination and fuel mixture if any.
Note:
Refer to Operations Manual, Part A: General/Basic, Chapter 8.3.8.11

(Operations on Slippery surfaces) for all information about runway friction, friction
coefficient, braking action, contaminants and guidelines for take-off and landing.
Note:
GHA frequency not available. Urgent message can be passed via Contact
Ground Control (119.0).
Note:
Fuel remaining in outer tanks should be transferred to inner tanks to avoid

unnecessary de-icing from upper side of wings. Refer to FCOM 3.04.91
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6.3.18.3 Terrain
Moscow Domodedovo (pronounced Domoshedovo) airport is positioned within a wooded
suburb 23 NM Southeast of Moscow Central. The airport elevation is 587 feet. There is no
significant terrain in the immediate area but there are numerous military and civilian airfields
in the vicinity. Moscow Bykovo 13 NM North-Northeast, Ramenskoye 12 NM Northeast,
Podolsk/Dubrovitsky 14 NM West, Moscow Ostafyevo 14 NM Northwest and Mosocw
Vnukovo 24 NM Northwest.
Caution:
Do not mistake illuminated highway leading to the airport with the runways.

Caution:
Casual or informal language may reduce safety. Use simple and standard
phraseology. Controllers speak reasonable English, but careful with special
requests to avoid misunderstanding.
Caution:
On departure, Radar vectors may take aircraft into prohibited areas.
Careful attention is needed both on arrival and departure to ensure the correct altimeter
setting is used: ATC uses the term HEIGHT (QFE) but do not usually use the term Flight
Level (1013.2). QNH may be obtained on the ATIS and/or HF broadcasts.
Within the Russian Federation ATC and MET use metric units. Distances are measured in
metres (m) and kilometer (km), the wind velocity is in m/sec and pressure indications may be
provided in mmHg (millimetres of Mercury) or hPa. It is Qatar Airways policy to fly QNH at all
times below transition altitude, QFE shall not be used at any time on any primary altimeters.
QNH should be available at all times from ATC going to UUDD, if unable to obtain QNH you
can convert QFE into QNH by adding 22 hPa to the current UUDDs QFE. The value of the
field elevation translated into hPa as follow :
Each 27.5 feet = 1 hPa
UUDD: 587 / 27.5 = approximately 22 hPa
Note:
Airfield (Runway) elevation in hPa is available on Jeppesen approach plates.
6.3.18.4.1 Flight above Transition Level/Transition Altitude (TL/TA)

Above TL/TA, clearances are given in metres. Correct altimetry may be achieved by selection
of STD and; METERIC ALT pushbutton (for A320 Family).
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TRUE TRACK
Note:
WEST
EAST
180 - 359
0 - 179
Meter
Feet
Meter
Feet
13100
43000
12100
39700
11600
38100
11100
36400
10600
34800
10100
33100
9600
31500
9100
29900
8600
28200
8100
26600
7800
25600
7500
24600
7200
23600
6900
22600
6600
21700
6300
20700
6000
19700
5700
18700
5400
17700
5100
16700
4800
15700
4500
14800
4200
13800
3900
12800
3600
11800
3300
10800
3000
9800
2700
8900
2400
7900
2100
6900
1800
5900
1500
4900
1200
3900
900
3000
6.3.18.4.2 Flight below Transition Level/Transition Altitude (TL/TA)

Below TL/TA clearances are given in metres - QFE (height above airport). To ensure correct
operation of lateral and vertical navigation and to remain consistent, a conversion from
metres - QFE to feet - QNH must be performed by crew.
When cleared below the Transition Level all the aircraft altimeters shall be referenced to
feet rather than metres.
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QNH in hPa should be available on ATIS. Crews should also request QNH in hPa from ATC.
Aircraft should be set to QNH according to Operations Manual: Part A: General/Basic,
Chapter 8.3.3.
Conversion from metres - QFE to feet - QNH is accomplished by reference to table below.
Feet (ft) to Meter (m) conversion below Transition Level (TL) (for DME only)
Note:
Meter (QFE)
Feet (QNH)
900
3540
800
3200
700
2900
600
2600
500
2200
400
1900
300
1600
200
1200
100
900
When cleared below TL to metres - QFE
Set QNH in hPa on all altimeter subscales.
Set desired altitude (ft) on Flight Control Unit (FCU)
Initiate or continue descent.
6.3.18.5 Weather
The climate is continental with relatively warm, humid summers with mean maximum
temperatures above +28 C during July to September. Winter season is long and cold with
mean minimum temperature of -25C in January to February.
Most weather activity consists of CBs or squalls. Occasionally, morning fog occurs during
winter months but usually dissipates by mid-morning.
Occasional late afternoon thunderstorms occur during May to August.
Prevailing winds are westerly and at times quite strong. Below minima weather is not
common.
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STARs are used, followed by radar to final approach. Descent clearance, which may be
delayed, will be given by radar and may not be consistent with the STAR. The radar controller may not give the last turn onto the ILS LLZ, make this turn using bearings
from locators without further instructions. Clearance to land is given after crews
have reported Landing Gear down.
Runways with ILS approaches have two (2) missed approach procedures published,
"Standard" and "In case of Lost Communication". Due limitation in FMS NAVDB, only
"Standard" missed approach procedure available.
Note:
Fuel uplift is to be written in the Crew GD.
Request departure clearance as early as possible (prior to Taxi if possible).

ATC may assign low height after take-off, possibly below thrust reduction/acceleration
height.
Expect the clearances as Climb 900 m on Runway heading, passing 200m contact radar
127.7.
Convert any ATC clearances in metres (QFE / FL) to feet (QNH / FL), using appropriate
conversion table provided above, then place the appropriate converted feet value in the
FCU.
Visa for Russia MUST be in the current passport of a crewmember. If a passport has
been renewed, the old visa automatically becomes invalid, even though it has not
expired. Ensure Visa is transferred to current passport.
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ICAO
Code
RFF
IAP
RWY
LDA
(m)
Location

Aircraft
772 / 3
343 / 6
2820
NOT
NOT
MAX/N
MAX
MAX
MAX
MAX
MAX
MAX
MAX
Helsinki - Van- ILS/ILS 04L/22R 3000

taa
ILS/VOR 15/33 2901
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
EETN
332 / 3 300 / 10 320 / 1
7
ILS/ILS
08/26
Tallinn
EFHK
EVRA
8
ILS/ILS
18/36
2550
NOT
NOT
MAX/N
MAX
MAX
ILS/ILS
02/20
2500
NOT
NOT
217/215
MAX
MAX
MAX
MAX
MAX
MAX
156
MAX/87
Riga
EYVI
Vilnius
ULLI
St. Petersburg
UMMS
ILS/ILS 10L/28R 3397 310/307
ILS/ILS 10R/28L 3780 310/307 XXX/292 205/203
8
ILS/ILS
13/31
3640 268/264
249/312 208/206 159/163 MAX/82
Minsk
UUEE
ILS/ILS 07L/25R 3550 327/323
MAX
Moscow Sheremetyevo ILS/ILS 07R/25L 3702 294/291 MAX/367
MAX
MAX
MAX
MAX
MAX
MAX
(Note 1)
UUWW
ILS/ILS
02/20
3000 235/233
ILS/ILS
06/24
3000
208/265 178/177 142/144 MAX/93
Mosocw Vnukovo (Note

2)
XXX
Note 1:
First Company preferred alternate.
Note 2:
Second Company preferred alternate.
NOT
NOT
NOT
63/61
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6.3.19 MUMBAI (VABB) - INDIA

Name of Airport : Chatrapati Shivaji International
RFF
IAP
RWY
LDA
(m)

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
ILS / ILS
09/27
2963
MAX
MAX
MAX
MAX
MAX
ILS / VOR
14/32
2517
MAX
MAX
MAX
MAX
MAX
6.3.19.2 Curfew / Slot Restrictions

NIL
Caution:
Juhu airport is 1.9 NM northwest and has a Runway 08 which has been mistaken
for Runway 09 at Mumbai
Due to extensive light aircraft and helicopter activity at Juhu, a sharp look out
should be maintained at all times.
Caution:
Note:
All turns must be made on the runway properly avoiding shoulders.
Note:
People wandering onto runways and taxiways during the day and night.
6.3.19.4 Terrain
Airfield located 8 NM Northeast of Mumbai (Bombay) and 2 NM from the coast with an
elevation of 27 feet. 40 NM to the East are the Western Ghat Mountains which reach a
maximum of 5400 feet AMSL. Hills lie to the North and East within 10 NM, the highest being
nearly 1550 feet AMSL at 8 NM North Northeast. Immediately East of the aerodrome, in the
vicinity of Runway 27 MM, there are low hills, which have been levelled to their present
heights of around 200 feet above airfield elevation. At range 3.5 NM on the approach to
Runway 32 and just left of centreline is a hill 1050 feet and obstructions to nearly 1074 feet
AMSL. There is a mast to nearly 1000 feet AMSL 5.5 NM South Southwest. On the approach
to Runway 27 there are hills and obstructions to nearly 750 feet AMSL 1 NM right of the
centre line and 2 NM short of the threshold.
Pilots are advised to make full use of Navigation Aids and Instrument approach plates and
procedures even in VMC conditions.
Caution:
High Terrain on take-off runway 09 and 14.
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The standard of ATC is average. English at times is barely adequate requiring terminology to
be kept simple.
6.3.19.6 Weather
Hazy all year round due to smoke.
March to early June is the hot season ending with the possibility of thunderstorms known as
Elephantas late in the season (The name Elephantas comes from Elephanta island on the
eastern side of the Mumbai harbour. The storm usually comes from this direction). The
Elephantas can be prolonged and severe.
Mid June to September is the period of Southwest Monsoon. The onset and withdrawal of
the monsoon is generally marked by several thunderstorms and squalls. The monsoon
generally break over Mumbai about first week of June. Heavy rain and thunderstorms seem
to occur almost continuously during this period. Hazard like crosswind conditions exceeding
operational limits, poor braking actions very low visibility and runway contamination prevail
during this period.
Warning:
June/July are months heavy rain accompanied by squally winds. Hazards like
crosswind conditions exceeding operational limits, poor braking action, very low
visibility and runway contamination due to flooding prevail in this season.
October to November, apart from the Elephantas as the south-west monsoon withdraws the
weather is mainly fair. Winds are mainly north easterly to westerly.
December to February is the Northeast Monsoon. This is a season of fair weather with landsea breezes. February can be expected to be hazy with the possibility of fog.
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On approach Runway 27 in low visibility, confusion may exist between Runway 27 and
parallel taxiway.
The ILS on Runway 27 has a 3.3 glideslope, therefore the glideslope must be intercept with
at least F-speed. The ILS may be unreliable during heavy rain.
The VOR is liable to scalloping up to 6 in the northwest sector and up to 3 in the southeast
sector.
Runway 09/27 is slow to drain after heavy rain and aquaplaning is a possibility.
Warning:
There are two ridges that may triggers GPWS warnings, the most significant is
on Runway 27 centerline at 18 to 24 miles.

Caution:
Taxiways not authorized for B777, A346 & A330 : - K1, K3, L, L1, L2, S, T and U.
Caution:
When taxing on taxiway D be vigilant for aircrafts holding on taxiways B4 , C or J.
Crew Feedback - Exercise Caution when coming onto stand as the visual stoppage system
can at times be difficult to read.
Runway 09/27 is extremely rough and the aircraft configuration giving the lowest possible
rotation speed should be used without compromising performance.
Note:
The Terminal 2 International apron is not visible from the control tower,
awareness and good crew co-ordination is required.
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ICAO
RFF
IAP
RWY
LDA
(m)
Location
OPKC
Karachi
VAAH

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10 320 / 1
NON / ILS 07L/25R 3200 273/270 MAX/341 228/226
MAX
MAX
NON / ILS 07R/25L 3400
MAX
MAX
MAX
MAX
MAX
9
VOR / ILS
05/23
3505 333/331 MAX/349 231/229
MAX
MAX
VOR / ILS
14/32
3200
ILS / ILS
09/27
ILS / ILS
ILS / ILS
Ahmedabad
VANP
8
NOT
NOT
NOT
NOT
MAX
4000 MAX/360
MAX
MAX
MAX
MAX
09/27
4260
MAX
MAX
MAX
MAX
MAX
07/25
3658
MAX
MAX
MAX
MAX
MAX
Nagpur
VOBL
Bangalore
VOHS
10
Hyderabad
VOMM
Chennai
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6.3.20 NAIROBI (HKJK) - KENYA

Name of Airport : Jomo Kenyatta International
RFF
IAP
ILS / VOR
RWY
06/24
LDA
(m)
4117

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
MAX
MAX
MAX
MAX
MAX

Caution:
Bird hazards are encountered anywhere in Kenya airspace from ground level to
15,000 feet AMSL at all times. Large birds up to 7 kg are common.
Note:
180 degrees turns on Runway 06 is not permitted.
Note:
Apply in-flight broadcast procedures on 126.9 MHz in the African airspace.
6.3.20.3 Terrain
The airfield is located 15 km Southeast of the city with an elevation of 5327 feet. Terrain East
of the airport is generally flat and rising steadily to the West. To the North the Aberdare
Mountains run North-South with peaks to 13,000 feet ASL within 40 NM. West at 17 NM are
the NGong Hills with peaks to nearly 8100 feet ASL (The GG NDB and GV VOR are sited on
these hills). 23 NM South-East are the Mua Hills to over 7000 feet ASL. Mount Kenya 17,058
feet ASL located 70 NM North-Northeast and Mount Kiliimanjaro 19,340 feet ASL located 110
NM South of the airfield.
The standard of ATC and English is variable. Use standard phraseology.
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6.3.20.5 Weather
Nairobi enjoys good weather throughout the year. Low stratus cloud frequently occurs in the
Nairobi area and constitutes perhaps the most common and serious hazard to aircraft
intending to land at night or early morning. It can be experienced at any time of the year and
may lead to a sudden deterioration in reported visibility with little or no warning. It is rapid
formation from previously cloudless conditions constitutes the most serious hazard. Low
Stratus is most frequent from 2200 UTC onwards reaching a peak between 0300 and 0500
UTC the rate of dispersal is rapid after 0500 UTC.
January to February: Hottest and least cloudy period. Early morning fog can form suddenly
and unexpectedly. Surface wind generally Northeasterly 10 - 15 kts, but strong Northerly
crosswinds a possibility.
March to May: The Long Rains. The weather is often severe. Cu/Cb occur during the day,
with thunderstorms possible in the late afternoon. Rain may then continue well into the night.
June to September: Dry season. Surface wind generally South-Southeast of 10 kt. Much
clouds, mainly scattered, base 3000 feet tops 5000 - 6000 feet.
October to December: The Short Rains. Much low stratus. Maximum rainfall between
2000 UTC and 0900 UTC. After a clear evening low stratus or fog may form before midnight
2100 UTC.
During descent and approach, the high TAS will result in increased ground speed and
turning radius.
Caution:
TCAS warning may be triggered, due to the close proximity of Wilson and
Eastleigh airfield.
Braking action degraded in wet conditions particularly on the heavy rubber deposits in the
Runway 06 touch down area. Crews are reminded to consider the tyre speed limitations
at high airports. The probability of experiencing hot brakes on turn around is possible.
Runway choice and braking technique may help to reduce any brake temperature delays.
Note:
Due to extreme ground surface heating, severe turbulence may be

experienced on approach to land.

Parking stands are in Apron 1. Stands 3 - 5 are for wide-body aircraft.
NIL
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ICAO
Code
RFF
IAP
RWY LDA
(m)
Location
HKMO

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
MAX
MAX
MAX
MAX
MAX
ILS/VOR 05/23 3000 MAX/347 MAX/349
MAX
MAX
MAX
ILS/NON 09/27 3607
MAX
MAX/370
MAX
MAX
MAX
ILS/VOR 17/35 3658
XXX
MAX
MAX
MAX
MAX
9
VOR/ILS 03/21 3350
Mombasa
HTDA
Dar-es-salam
HTKJ
Kilimanjaro
HUEN
Entebbe
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L E F T
B L A N K
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6.3.21 NEWARK (EWRK) - USA

Name of Airport : Newark Liberty International
RFF
IAP
RWY
LDA
(m)

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
ILS / ILS
04L/22R 2579
MAX
MAX
MAX
N/A
N/A
ILS / ILS
04R/22L 2501
MAX
MAX
MAX
N/A
N/A
9 (E)
6.3.21.2 Company Restrictions
Runway 11/29 - Not authorized.
Landing and Hold Short (LAHSO) operation - Not authorized.
Circle to land - Not authorized.

Warning:
All taxiway intersection considered HOT SPOTs. READ BACK ALL HOLD
SHORT INSTRUCTIONS. Be alert for RUNWAY CROSSING CLEARANCE. Do
not enter an ACTIVE RUNWAY WITHOUT A CLEARANCE.
Warning:
Ramp Control frequency MUST be contacted, PRIOR to entering ramp area and
BEFORE push back.
Caution:
Bird hazard in vicinity of airport.
Caution:
Para-Sail and banner towing operations 1000ft and below in upper and lower
New York bays.
Caution:
Do not forget to include HEAVY in call-sign: Qatari 84 Heavy.
Note:
Displaced landing Threshold - Runway 04L/22R and Runway 04R/22L.
Note:
Under FAA regulations, the following values are used:
Declared distance : Feet
Visibility : Statue Miles (SM). Note below 1/4sm, visibility advised in Feet
RVR : Feet
Altimeter : Inches
The FAA frequently perform spot-check inspections of all personal, Aircraft documents
and emergency equipment.
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6.3.21.4 Terrain
Airport is located 2.6 miles south of Newark city and 5 miles west of New York City. The
airport is surrounded by medium density residential area. Generally flat terrain, 15 miles
West/Northwest, low terrain.
Newark is located within the New York Terminal Control Area, sharing airspace with both New
York-JFK (KJFK) and La Guardia (KLGA). In addition busy general aviation airports are also
located within the vicinity. Radar vectoring is used extensively.
Weather disruptions in the New York Area, including at other airports, may cause a domino
affect resulting in delays. Weather disruptions that occur in early part of the day may result in
extensive delays to evening arrivals.
When cloud base drops below 500 ft, traffic holding builds up quickly. Holdings of one (1)
hour or greater not uncommon affecting both arriving and departing flights.
Three (3) helicopter routes cross Newark flight patterns. ATC will issue traffic advisories.
US ATC controllers tend to speak rapidly, abbreviated and use non-ICAO standards.
Speaking slowly may trigger the response to be slower. If unsure about a clearance, clarify.
US Terminology:
Position and Hold, MEANS Line-up and Wait. An imminent take-off clearance
should follow upon line-up, if not, query ATC.
Taxi xx Position and Hold MEANS Taxi via xx, Line-up and Wait. An imminent takeoff clearance should follow upon line up, if not, query ATC.
Minimum Fuel
Advise ATC of minimum fuel status when fuel supply has reached a state where, upon
reaching destination, any undue delay cannot be accepted. This call does not declare an
emergency nor gives the flight priority in the traffic flow.
On initial contact the term MINIMUM FUEL should be used after stating call sign.
Example Newark Approach, Qatari 84 heavy, MINIMUM FUEL.
If traffic priority is required, an EMERGENCY must be declared, reporting remaining

fuel in minutes.
If fuel reserves are low, advise ATC early since diversions usually take 15 minutes or more to
arrange - BE POSITIVE.
Peak times for traffic flow
Arrivals : 1300 to 1700 Local
Departures : 0700 to 1000 and 1800 to 2100 Local.
Departure taxi times are planned at 25 minutes based on statically times obtained from
Newark Airport.
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Holding speed/altitude within New York Area.
Altitude
Airspeed (KIAS)
Up to 6000ft
200
6001ft - 14,000ft
210
6.3.21.6 Weather
Newark experiences a wide variety of weather systems. Low-pressure systems moving from
West to East (East coast depression) are the main basis of major weather.
Summer is characterized by warm weather with occasional heat waves.
April June & Sept.- Oct: Probability of sea fog particularly during early morning hours, which
may continue into afternoon and infrequently into evening.
June- September: Widespread thunderstorms, with tops at times more than 50,000 ft.
occasionally resulting in airport closure. Squall lines frequently stretch out in a NE/SW
direction.
Severe Weather Avoidance Plan (SWAP) applies to all bad weather situations associated
with thunderstorms in summer. ATC proactively re-route to destinations and redirect to
alternates.
Winters are cold with heavy snowfalls at times. Sleets or freezing rain and icing conditions
may precede a storm. Slow moving warm fronts can produce consistent low clouds and poor
visibility.
a) Arrival Procedure
Arriving aircraft are often vectored outside ""New York Class Bravo (B)"" after entry . The
following "geographical vicinities" are where pilots may experience this occurrence. Crews
should maintain alertness and situational awareness at al all times.
1) RWY 22L/R - South of "SPARTA VOR", between 5000ft and 7000ft
2) RWY 04L/R - North of "Robbinsville" VOR, sector outside of Class B at 3000ft and 4000ft,
and below Class B at 2000ft
There is limited use of STARs. An early descent from Boston center is standard. Expect radar
vectors from New York Approach Control for ILS approach 04R or 22L (ATC preferential
runways for landing). Considerably low level vectoring is normal.
In a non-standard phraseology, the descent clearance is issued in such wordings or manner
as reach XYZ at 13000ft, even though the word Descent is not mentioned.
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Arrival Profiles:
a) Via BDL (Bradely), Expect FL280 by BOS (Boston VOR), cross BDL at FL160,
FLOSI at FL80 and SHAFF at FL70.
b) Via ALB (Albany VOR), expect to be at or below FL280 by 230nm from Newark, level at
FL240 25nm before ALB, cross ALB at FL160,FLOSI at FL80 and SHAFF FL70.
The Operational Flight Plan (OFP) will reflect above profiles.
Runway 22L Arrival
a) After waypoint SAX, expect turn to TEB (Teterboro), track distance from SAX to
Newark is about 60nm. The Runway 22L approach path, passes over Teterboro airport,
located 9nm North/Northeast, which has high volume of general aviation traffic. When
Runway 19 is in use at Teterboro, TCAS events are common. Expect 180kts up to 6mile finals.
b) Simultaneous arrivals to Runway 11 and Runway 22L are normal.
Runway 04R Arrival
Landing Runways 04R, expect a wide downwind, with speed restrictions to de-conflict with La
Guardia (KLGA) inbound traffic. Linden airport, 5nm south, with traffic pattern to 800ft MSL, is
located beneath approach path to Runway 04L/R. Track distance from SAX to Newark is
about 100nm. Expect speed adjustments on final approach.
Runway
Approach
Runway 04R
Cat II & IIIA
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c) Taxi and Ramp Areas:

After landing Runway 04R or 22L, tower will instruct arrivals to hold short of Runway 04L or
22R for departing traffic. Arriving aircraft are expected to clear arrival runway, continue pass
center taxiway P and read back the Hold Short instructions.
Runway Crossing
After runway-crossing instructions are received, the aircraft is authorized to taxi

beyond first taxiway to ensure the entire aircraft is clear of active runway. Move all the
way up to taxiway PA,A or S.
Taxi Routes - Departure
Runway 04L Taxi via B, D, hold short taxiway V OR via A, PA, hold short of
V.
Runway 22R intersection W, taxi via B, R, hold short K OR via A,S, hold
short of K.
Do not necessarily expect hand-offs between Ground and Ramp Controls and vice versa.
After landing, if not instructed, initiate call to Ramp Control PRIOR to ENTERING the
ramp area.
Departure, initiate call to Ground Control PRIOR to EXITING the ramp area if not
instructed to do so.
Qatar Airways will use Terminal B at Newark International airport. Contact Ramp
Control on 122.85 for gate assignment prior to and again after landing. After landing
maintain listen watch on 122.85 for updates.
Extreme caution must be used when the ramp is wet or snow /ice is present. If,
determined by PIC, aircraft cannot be parked safely under its own power, request
towing.
Parking Stands : 51,52,57,60 and 68 are Tow-in gates.
Parking Stands : 62- 68, Marshaller required .
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d) Departure Procedure
Pushback Frequencies at Terminal B, Concourse B-3
1) Gates 60-62 - Port Authority on 122.85
2) Gates 63-68 - Continental on 129.57
Datalink departure clearance (DCL) is available.
Request clearance up to 25 minutes prior to departure, except when ATIS indicates departure
delays are in effect. Flow control procedures can often cause extensive ground delays.
Expect Runway 22R or 04L for departure.
Departures are via Newark Seven Departure. Note all SIDs have INITIAL CLIMB followed
by ROUTING instructions. Expect intermediate level off during climb out and be ready for
frequent altitude changes.
Departing Runway 22R, standard take-off point is from Taxiway W, if full length required,
advise ATC at start-up.
Departing Runway04L, caution advised due departing traffic from Teterboro airport located
9nm North/Northeast.
Departures Delays
Note:
The term GATE HOLD may be used and occurs when a departure delay greater than
15mins is expected.
Departure flow management(less than 15mins) or Departure delay (greater than
15min) procedures are advised via ATIS.
After receiving ATC clearance, contact Flow Control (GATE HOLD frequency) for
status on departure delay.
Departures delay information will be updated in fifteen (15) minute increments
thereafter.
Advise ATC if unable to meet assigned taxi time.
Prior to taxiing, advise, flow controller (GATE HOLD frequency) of intended ramp
exit.
Monitor and maintain listening watch with flow control (GATE HOLD frequency)
at all times. Failure to respond to three (3) successive calls or inability to taxi at
the issued taxi time will result in further delay.
e) De-icing
Completed on stand. Snow-desk will co-ordinate de-icing times. Ensure ATC is advised
of the times.
f)
Alternates
During times of mass diversions from airports located within the New York area, surrounding
airports fill up rapidly. Consideration should be given to nominating a distanced alternate
when marginal weather is forecast.
Newburgh Stewart (KSWF) and Windsor Lock (KBDL) can be considered as fuel alternates.
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a) Security
Global Security will do pre-departure security check as listed below :
Aircraft search will be carried out by Global Security and a copy of the search form will
be handed over to the CSD.
to aircraft.

ICAO
RFF
IAP
Runway LDA
(m)
Location
KBDL
9(E)
Boston
KBWI
8(D)
Baltimore
KJFK
9(E)
New York
KIAD
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
8(D)
Windsor
Locks
KBOS

Aircraft
9(E)
Washington
ILS / ILS
06/24
2899
MAX
MAX
MAX
XXX
XXX
NON/ILS
09/27
2134
MAX
MAX
MAX
XXX
XXX
MAX
MAX
MAX
XXX
XXX
ILS/ILS
04R/22L 2684
MAX
MAX
MAX
XXX
XXX
ILS/ILS
15R/33L 2805
MAX
MAX
MAX
XXX
XXX
3033
MAX
MAX
MAX
XXX
XXX
ILS/ILS
15R/33L 2896
MAX
MAX
MAX
XXX
XXX
ILS/ILS
04L/22R 2638
MAX
MAX
MAX
XXX
XXX
ILS/ILS
04R/22L 2560
MAX
MAX
MAX
XXX
XXX
ILS/ILS
10/28
ILS/ILS
13L/31R 2734
MAX
MAX
MAX
XXX
XXX
VOR/ILS
13R/31L 3428
MAX
MAX
MAX
XXX
XXX
ILS/ILS
01C/19C 3505 305/302
ILS/ILS
01R/19L 3505
MAX
MAX
XXX
XXX
MAX
MAX
MAX
XXX
XXX
ILS / ILS 01L/19R 2865
MAX
MAX
MAX
MAX
MAX
ILS/NON
3200
MAX
MAX
MAX
XXX
XXX
12/30
9(E)
ILS/ILS
09L/27R 2896
MAX
MAX
MAX
XXX
XXX
Philadelphia
ILS/ILS
09R/27L 3202
MAX
MAX
MAX
XXX
XXX
NOT
NOT
MAX/NOT
XXX
XXX
KPHL
KSWF
7(C)
Newburg
ILS/ILS
09/27
2688
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6.3.22 NEW YORK (KJFK) - USA

Name of Airport : John F Kennedy
RFF
IAP
RWY
LDA
(m)

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
ILS / VOR
04L
3460
MAX
MAX
MAX
MAX
MAX
ILS
22R
2638
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
9 (E) ILS / VOR
ILS / VOR 04R/22L 2560

13L
2772
MAX
MAX
MAX
MAX
MAX
ILS / VOR
31R
2736
MAX
MAX
MAX
MAX
MAX
VOR
13R
3647
MAX
MAX
MAX
MAX
MAX
ILS / VOR
31L
3428
MAX
MAX
MAX
MAX
MAX
D - ATIS
PDC / DCL
TWIP
Available
Available to PDC
Not Available

This brief to be read in conjunction with JFK ATC CD-Rom: JFK TOWER USER
GUIDE provided to all crew-members operating to JFK.
JFK is a noise sensitive airport.
Caution:
Rushed Approaches do occur, consider asking for a 10nm final and be prepared
to configure early for landing.
Caution:
RWY04R - Arrival aircraft is requested to immediately advise ATC in the event of

a missed approach, as this is critical to separation from 04L departure aircraft.
Caution:
Be aware of possible radio interference or false instructions on tower

frequencies.
Caution:
Flocks of birds are a hazard (JFK has one of the highest rate of bird strikes).
Caution:
Para-Sail and banner towing operations at 1000ft and below in upper and lower
New York bays.
Caution:
Hot Spots - See Jeppesen Chart 20-9.
Caution:
Stand 3, 25, 27 not authorized for B777/A346 at T4.

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Taxi Way Restrictions : Jeppesen chart 20-9-1 (Taxiway Restriction) depicts Taxiways not
authorized for B773-300ER and A340-600. Note B777 Airport Moving Map (AMM) does not
show Taxiway restrictions.
Note :
Inbound contact IAT Ramp Control 130.77 to obtain parking stand, apron
entry point and any apron advisories.
Note :
Peak Arrival Times 1500 - 1700 local time
6.3.22.4 Terrain
Airport located on Long Island, 10nm southeast of New York City. Area surrounding the
airport is noise sensitive.
6.3.22.5 Weather
Significant Disturbances
Noreaster is a deep low pressure system that occurs along the East Coast of US and
Canada, and is the main source of significant weather for New York. Noreaster can
occur any time, but most frequent in winter as they thrive on converging polar cold air
mass and warmer ocean water of the Gulf Stream. Noreaster produces moderate to
heavy snow, rain for periods usually lasting 24hrs, low temperatures and high wind
gusts. Noreaster will affect all East coast airports, ie. KBOS, KBWI, KEWR, KIAD,
KPHL and KPIT.
Autumn (Fall) & Winter
Northerly winds most common during winter, expect RWY4L (take-off) 04R (landing/
CAT IIIA)
Snow falls expected from November to April.
Low clouds and visibility occur with slow moving warm fronts.
Freezing rain and drizzle has been common for past three (3) winters.
Spring & Summer
Spring - Weather below minima occurs mainly when sea fog drifts in with SSW wind,
during summer (April/May & Sept/Oct) it clears quickly, however in winter it can be
persistent.
Summer Temperatures may rise to 30C or more associated with high humidity.
Active cold fronts and squall lines with associated thunderstorms and wind-shifts
resulting in runway changes can lead to ATC disruptions and delays. Thunderstorm
activity frequent in late afternoon. Squall lines often lie in a NE/SW direction. Tropical
disturbances during hurricane season (Jun-Oct) may bring heavy rain and strong
winds to the area.
Winds are generally southerly in direction
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Windshear
RWY22L/R, windshear maybe experienced
Severe Weather Avoidance Plan (SWAP)
Applies to all bad weather situations. ATC proactively re-route to destinations and
redirect to alternates

A very busy air traffic environment with airports La Guardia 9nm North and Newark 16nm
West. Numerous light aircraft operating along Long Island shoreline.
Weather disruptions in the New York Area, including at other airports, may cause a domino
affect resulting in delays. Weather disruptions that occur in early part of the day may result in
extensive delays to evening arrivals.
When cloud base drops below 500 ft, traffic holding builds up quickly. Holdings of one hour or
greater not uncommon affecting both arriving and departing flights.
US Air Traffic controllers tend to speak rapidly, abbreviated and use non-ICAO standards.
Speaking slowly may trigger the response to be slower. If unsure about a clearance Clarify.
US ATC Terminology :
Position and Hold MEANS Line-up and Wait. An imminent take-off clearance should
follow upon line-up, if not, query ATC.
Taxi xx Position and Hold MEANS Taxi via xx, Line-up and Wait. An imminent takeoff clearance should follow upon line-up, if not, query ATC.
Fuel Reserves / Min Fuel
If fuel reserves are low advise ATC.
Minimum Fuel - Advise ATC of minimum fuel status when fuel has reached a state
where upon reaching destination, any undue delay cannot be accepted. This call does
not declare emergency nor gives the flight priority in the traffic flow.
On initial contact the term MINIMUM FUEL should be used after stating call sign,
Example - New York Approach, Qatari xxx heavy, MINIMUM FUEL.
If traffic priority is required, an EMERGENCY must be declared, reporting

remaining fuel in minutes
Unit of Measurement :
Declared distance in Feet
Visibility in Statue Miles (Note: below 1/4sm, visibility advised in Feet)
RVR in Feet
Altimeter in Inches
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Holding Speed / Altitude within New York Area.
Altitude
Airspeed (KIAS)
Up to 6000ft
200
6001ft - 14,000ft
210
Class B Airspace
Crew to beware of potential for radar vectors on arrivals to JFK may take beyond
Class B limits either laterally or vertically after initially penetrating Class B boundaries.
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Descent / Star Overview
Early descent with Boston Control is standard, 200-300nm away. Fuel consumption,
expected descent profiles are included in Operational Flight Plan (OFP)
Non-standard phraseology, the descent clearance is issued in such wordings or

manner as reach XYZ at 12000ft, even though the word Descent is not mentioned.
STARs - from North Atlantic/North East expect routing via Kennebunk (ENE),
Plymouth (PLYMM). STAR usage maybe substituted by radar vectoring. STARs
contain expected flight levels and altitudes, useful guide to planning descent. Traffic
from ENE and PLYMM is routed via waypoint ROBER, after which radar vectors
provided.
Via Kingston (IGN) STAR, cross IGN at 19,000ft due La Guardia airspace
constraints. En-route holding within the STAR can be expected. Runway 31/L/R,
expect track distance of 175NM from IGN.
Expected speed constraints

TOD TO 5,000FT
BELOW 5,000FT
FAF OR MARKER
250KTS
210-230KTS
180KTS
Extensive low level radar vectoring to be expected.
Be familiar with full place names of approach aids as these are frequently referred too.
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Arrival Runway (ATC Preference)
ARR. RWY
DISPLACED THRESHOLD (M)
AVAILABLE LANDING AIDS
04R
NIL
CAT IIIA/IIIB
22L
NIL
CAT IIIA/IIIB
13L/22L
276M / NIL
13R/04R
795M / NIL
31R
314M
ARR. RWY
CAT II
VOR
/ CAT IIIA/B SIMULTANEOUSLY

APPROACHES USED
CAT I RWY31L/R (USED SIMULTANEOUSLY)
DISPLACED THRESH-
LANDING
OLD (M)
AIDS
822M
CAT I
22R
/ CAT IIIA/IIIB
NOTES
USED AS OVERFLOW FOR RWY22L
DURING PEAK TIMES
USED AS OVERFLOW FOR RWY31R
31L
1014M
CAT I
DURING PEAK TIMES. NOTE

RWY31L HAS NO APPROACH
LIGHTS.
Approach Overview
VOR approaches are often utilized, particularly RWY13L/R, which is used to improve
traffic flow by increasing separation between arrival LGA and JFK and also for noise
abatement
Simultaneous landing taking place on separate runways, i.e. RWY13L/22L
Close separation during busy approach periods is normal.
Last minute runway changes are frequent, necessitating rapid re-briefing for a
different approach.
Displaced Thresholds - Five of eight runways have displaced thresholds of varying

distances. There is a possibility to duck-under especially on RWY13 with a low cloud
base, with a possible consequent firm landing.
All approaches except RWY13R have CAT I ILS.
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Arriving RWY04R while departing RWY04L
RWY04s used mostly during winter and when strong East / South East x-winds exist.
Side-step approaches are sometimes utilized RWY04R to RWY04L.
RWY04R Missed approach - inform tower immediately and follow instructions due
critical separation from RWY04L departures.
Arriving RWY13L & 22L while departing RWY13R
RWY13L ILS approach is rarely used due to conflict with La Guardia approach, but
when used, arrival rates drop to around 28 per hour (1/2 of normal rate). VASI is
turned off during RWY13L ILS.
RWY22L is an offset VOR/DME approach for separation from LGA traffic. The ILS
may be used during late evening arrivals.
VOR approach, expect vectoring to intercept final at 2000ft.
This RWY configuration is most frequently used throughout summer months with
southerly winds.
Arriving RWY22L while departing RWY22R
This configuration is used when required by wind and weather conditions.
RWY22R ILS approach LLZ is offset by 3 and there is a marked displaced

threshold. Visual picture at decision altitude will be unusual.
Arriving RWY31R while departing RWY31L
This configuration is most frequently used throughout winter months when winds are
northerly in direction.
To accommodate arrival demand between 14:30LT to 17:30LT and arrivals on

RWY31L, a sidestep manoeuvre from RWY31R to RWY31L is sometimes given at
about 2nm.
In case of a side-step from RWY31L to RWY31R, ensure the missed approach

procedure is briefed.
Simultaneous operations with Arrivals RWY22L and departure RWY13R (Ref "Kennedy
Tower letter to Airmen No. 08-02, dated 14th/Aug)
Aircraft departing RWY13R may begin take-off roll when a RWY22L arrival is crossing
the landing threshold instead of arrival aircraft being clear of runway, completed
landing roll and hold short of intersection or taxied through intersection.
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Condition Required
Crew notified via ATIS when this operation is taking place
Braking action is reported as no less than good
Tailwind - Not exceed 10kts for arriving aircraft
Weather - Least 200ft ceiling / Viz 3 miles
RWY13R - Departures will use full runway length
RWY 13L/ R Approach (Canarsie)

Note :
Lead-in lights System inoperative-Procedure is not authorized (State Regulation)
The VOR 13L/R approach utilizes the CANARSIE (CRI) VOR and then flashing lead-in lights
to either 13L or 13R (Jeppesen chart 29-2). The VASIs for both 13L/R are set to 3.0,
however the advisory altitudes for RWY 13L give a 2.5 slope while those for RWY 13R give
a 3.4 slope.
In good weather aircraft is normally given clearance to cross ASALT and CRI at the constraint
altitudes of 3000ft and 1500ft. In the presence of low cloud base, ATC may vector to cross
ASALT at 2000ft and further to cross CRI at 1000ft (this should only be when advised by
ATC). Crews should monitor CRI VOR passage and insure 2.6 DME AFTER CRI before
initiating further descent (Jeppesen chart 23-3 shows an advisory altitude of 1000ft at CRI 2.6
DME, DMYHL position). NOTE: Descent below this will be required if and when operating in
limiting weather conditions (check MDA).
Reports indicate radiations from RWY31R ILS during CRI approaches producing erratic
glide slope warnings. These should be ignored or the glide slope should be inhibited prior
commencing the approach.
Be aware that a CANARSIE approach may be given as a late change of RWY. There is also a
possibility of being asked to land on either RWY very late in the approach.
To carry out a successful CANARSIE approach much is dependant on both crewmembers
being fully briefed, alert, and understanding the difficulty of this challenging approach.
RWY 13L Visual Clues
The lead in lights track arrivals around shoreline of Jamaica Bay, the shore park
highway will be visible to the left of approach path. Other visual include racetrack to
the left and T shaped hotel about 1nm on extended centerline of RWY13L.
Potential confusion by bright ramp lights in cargo area short of RWY13L threshold.
Use extra caution when visually seeking runway lights as misidentification can occur.
RWY 13R Lighting
A set of seven sequenced flashing lights is installed for the final segment of approach
RWY13R to assist in identification and alignment.
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6.3.22.8 Diversions
Crew need to be proactive when it comes to diversions. Surrounding airports quickly become
congested which cause additional holding delays. Washington is probably the most reliable
alternate during widespread poor weather conditions along the East coast.
Taxiways / ATC Ground Communications
JFK has a complex network of TWYs, which maybe confusing during night-time
operation. Ensure you know before landing which gate is assigned as Kennedy
Ground will not be aware of gate situation or entry point into apron area (See
International Air Terminal T4 section)
Landing RWY04R or 22L and crossing RWY04L/22R, Tower will instruct aircraft to
hold short of RWY04L or 22R and remain on tower freq. RWY crossing instructions is
issued by Tower, do not call ground control. Depending on traffic, considerable holding
time maybe experienced during RWY crossing.
Read back all HOLD SHORT Clearance
Due lack of space between RWYs and Outer TWY B, it is important that aircraft DO
NOT STOP ON RWY exits, continue moving away from RWY following taxi
instructions from tower.
Taxiway flows
TWY A
INNER TWY
CLOCKWISE
TWY B
OUTER TWY
ANTI-CLOCKWISE
TAXIWAYS ARE GENERALLY NARROWS, TURNS CAN BE RATHER
TIGHT ESPECIALLY ON TWY A
When handed over to JFK Ground - advise of entry point to T4 (International Air
Terminal IAT)
Airport Surface Detection Equipment
Transponder to be operated at all times on RWYs and TWYs.
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International Air Terminal (IAT) Terminal 4 Ramp / Parking

Abbreviation IAT is used instead of International Air Terminal
Qatar Airways use IAT - T4. Planned parking stands Arrival Stand 5 and
Departing Stand 7.
Jeppesen chart 20-9B/C provides details on operations at IAT.
Inbound contact IAT Ramp Control 130.77 to obtain parking stand, apron entry
point and any apron advisories.
The terminal ramp area is controlled by IAT Ramp Control and not ATC (See
enclosed picture)
After landing; contact International Air Terminal (IAT) RAMP Control 130.77 for
apron advisories and parking instructions. Remain on TOWER or Ground freq as
necessary.
Expect ramp entry to Terminal 4 via TWYs G, H, & K.
Before entering IAT Ramp area, contact IAT Ramp Control 130.77 for taxi
instructions. Do not expect a hand-off from JFK Ground Control.
Overview of International Air Terminal - T4
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ATC Clearance
ATC Clearance - Call Kennedy Clearance 25mins prior to departure.
Ramp Area Clearance
Push Back Clearance Contact IAT RAMP Control 130.77 and not JFK ground
control
Aircraft will be towed to start-up point (See Jeppesen Chart 20-9B)
Do not enter main Taxiway system without clearance from Ground control
Flow Control procedures
Refer to Departure Flow / Gate Hold Procedures, Jeppesen Chart 20-9F
Taxi - Times
Taxi fuel is planned for 45mins (Eff 26th/Oct/08). Values updated as operational
statistics become available. Note QTR is operating outside peak departure times.
SID Overview
SIDs are used in combination with an associated Climb and Transition. Radar
departures are sometimes issued in lieu of SID. Call NY Departures when instructed
by TWR. Departure may experience Step Climbs.
Take-Off RWY 04L
Departure aircraft can expect to fly RWY heading to 1.5 DME, then turn right to
heading 100, providing separation from possible missed approach on RWY04R, who
are also as per the MAP required to turn right to heading 100. At pilots discretion ATC
may instruct aircraft to turn right to heading 100 prior to 1.5 DME when arrival aircraft
is not a factor.
Take-off RWY 31L
Expect climb to 5,000ft until about 20nm East of JFK, then expect clearance to
continue climb to 11,000ft after clearing arrival traffic. Be aware that CANARSIE
CLIMB requires an early turn.
When landing RWY04R and departing RWY31L, all aircraft receive the Breezy Point
Climb.
Take-off from intersection "KK" is used when RWY04L/R is used.
Speed Control
ATC expects 250kts to 10,000ft
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De-icing / Snow Desk

A snow desk run by Port Authority is in operation at JFK airport in which airline agents and
ATC work together to minimize departure delays and ensure that holdover times will not be
impacted during delays.
International Air Terminal - T4 De-icing/Anti-icing takes place at the start-up points, or on
TWY BB, at point 11 to 14. In adverse weather, additionally de-icing/anti-icing points may be
established close to RWY departure points.
The B777 takes about 20-30mins to de-ice, using 2-3 trucks. Type II fluid not used in USA,
only Type I & 4.
ICAO
RFF
IAP
RWY
LDA
(m)
Location
KEWR
9(E)
Newark
KPHL
9(E)
Philadelphia Intl
KBDL

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10 320 / 1
ILS/ILS
04L/22R 2579
MAX
MAX
MAX
XXX
XXX
ILS/ILS
04R/22L
2501
MAX
MAX
MAX
XXX
XXX
ILS/ILS
09L/27R 2896
MAX
MAX
MAX
XXX
XXX
ILS/ILS
09R/27L 3202
MAX
MAX
MAX
XXX
XXX
8(D)
Windsor Locks
Bradly Intl
ILS/ILS
06/24
2899
MAX
MAX
MAX
XXX
XXX
KBWI
ILS/ILS
10/28
3033
MAX
MAX
MAX
XXX
XXX
15R/33L 2896
MAX
MAX
MAX
XXX
XXX
2134
MAX
MAX
MAX
XXX
XXX
MAX
MAX
MAX
XXX
XXX
8(D)
Baltimore Washingron Intl

KBOS
9(E)
Boston Logan Intl
KIAD
9(E)
Washington
ILS/ILS
NON/ILS
09/27
ILS/ILS
04R/22L 2684
MAX
MAX
MAX
XXX
XXX
VOR/ILS
15R/33L 2805
MAX
MAX
MAX
XXX
XXX
ILS/ILS
01C/19C 3505 305/302
MAX
MAX
XXX
XXX
ILS/ILS
01R/19L 3505
MAX
MAX
MAX
XXX
XXX
ILS/ILS
01L/19R 2865
MAX
MAX
MAX
XXX
XXX
MAX
MAX
MAX
XXX
XXX
ILS/NON
12/30
3200
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6.3.23 PESHAWAR (OPPS) - PAKISTAN

Name of Airport : Peshawar International
RFF
IAP
VOR / VOR
RWY
17/35
LDA
(m)
2743

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
223
223
223
MAX
MAX

Caution:
A high level of bird activity exists.
Caution:
There are turning pads on both thresholds Runways 17 and 35. Direction of Turn
is marked, follow the yellow lines.
Peshawar (Aerodrome layout) is incorrect, as is the AIP layout plate. On the
plate the runway is marked at both ends with a STOPWAY. However, these are
not stopways because they are not capable of bearing the aircraft weight without
damage to the gear or the surface. These areas are in fact over-runs (for military
use only). RTOW charts consider this.
1) Do not cross the arrester barriers at each threshold.
2) Turn only on the concrete threshold.
Note:
Railway tracks cross the runway near the touchdown point on Runway 35.
Note:
There may be some slight delays due to military activity.
6.3.23.3 Terrain
Peshawar is situated in the Southwest of a rich farming basin, surrounded by high terrain in
all quadrants with an elevation of 1211 feet.
Warning:
Very high terrain surrounds the field, with the closest threats being to the West
and Southwest.
The airport is located just to the west of the main Peshawar City center and is a joint user
(civil/military) facility. This single runway airfield is aligned roughly North/South and is very
well camouflaged amongst a wooded area.
Expect military aviation activity from early in the morning until about 1400 hrs Local Time.
from Monday to Saturday. Just to the west of the airfield lies the border between Pakistan and
Afghanistan (famed Khyber Pass area).
This rugged mountainous terrain is inhabited by Tribal People who have been known in the
past to shoot at anything. Their weapons vary from rifles to rockets. As a result, a no-fly
zone has been established West of the runway.
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The standard of ATC control varies, and is sometimes poor. High situational awareness is
required.
Peshawar is a joint military/civil airfield and the ATC control is military. Controllers are used to
giving close control to fighters, and do not have great experience in the ways of international
civil air traffic control, therefore ATC will be giving clearances for each segment.
Controllers operate both VHF and UHF. Not all traffic will be on the VHF tower frequency.
Remember it is a Military controlled airfield and terminal area 10NM up to 12,000 feet. Above
this level you will be controlled by Cherat Approach.
ATC allows 11 minutes for each aircraft to do the full approach for Runway 35.
Aircraft are expected to call when each segment of the complicated approach procedure is
complete. (e.g. VOR outbound, Turning Inbound ... etc)
There is no snow or ice removal equipment available.
Caution:
Excessive ATC clearances can cause very high workloads. The controllers seem
to clear the aircraft to each altitude for each segment throughout the approach.
6.3.23.5 Weather
December to March: Weather systems move through from West to East. Snowfall on the
mountains with frost in the mornings at the airfield. Winds are calm and temperatures go
down to near freezing level. Snow on the runway is rare.
April to June: Temperatures start to rise and pressure falls. Associated unstable weather
phenomena prevail (Thunderstorms, dust storms and hail.) April is the wettest month with
June giving rise to dust storms and thick haze. Temperatures can get into the high Forties.
July to September: Monsoon Seasons, widespread regional rain and associated
thunderstorms.
October to November: Mostly fair weather.
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Caution:
Cherat Approach controllers will sometimes clear aircraft to Flight Levels

below transition level as they have no information on actual QNH.
Runway 35 is the preferred runway for landing, perform full VOR DME runway 35
approach even in VMC conditions, using NAV mode with FPA or V/S.
Caution:
The runway has poor lighting. Therefore, during reduced visibility or night
operations, it is essential that the full instrument approach be flown. Do not
short cut the approach off the initial inbound leg (VOR/DME Runway 35)
once becoming visual. The temptation to break-off and manoeuvre visual will
result in loss of runway contact (because the runway is so well
camouflaged).
The 4 DME fix at 2500 feet gives a 3 slope for Runway 35. There are threshold strobes
installed for Runway 35, these will only be turned on if requested. Runway 35 fitted with a
PAPI 3.
If a VOR/DME approach is made for Runway 17, the Runway will be visual only when the
aircraft is established on a 3 approach profile on final.
Warning:
Due to hostile territory in close proximity to the airfield, no circling west of the
Runway is allowed.
Caution:
Visual approaches are not permitted at night.

Taxiway B and C authorized
Taxiways D, E and G not authorized A300, A330, A340 and B777.
Taxiways A, A1 and F not authorized.
Caution:
Due to the presence of arrester barrier, the airport authority requires the
aircraft to be 500 feet down the runway before T/O thrust is applied. RTOW
Charts consider this.
Expect a departure towards HANGU. Runway 17 is the preferred runway for departure.
Due to high climb performance requirement aircraft has to be at or above 10,000 feet by
14 DME PS, departing towards HANGU. Especially if departing of Runway 17. High
ground 8700 feet at 18 DME PS. The A320 will only just make the restriction at HANGU
at high weights using a selected speed below 250 kts.
If there is any doubt about the aircraft performance meeting the above requirement, it is
recommended to request a departure towards JABAR (145 radial PS) or request a
climbing orbit over the VOR (holding pattern 340 inbound right turn).
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ICAO
Code
RFF
IAP
RWY
LDA
(m)
Location
OPKC
772 / 3
Lahore
OPNH
343 / 6
332 / 3
NON/ILS 07L/25R 3200 273/270 MAX/341 228/226
Karachi (Note1) NON/ILS 07R/25L 3400

OPLA

Aircraft
MAX
MAX
VOR/VOR 18R/36L 2743 278/276 245/316

VOR/ILS 18L/36R 3360
MAX
MAX
300 / 10 320 / 1
MAX
MAX
MAX
MAX
MAX
205/204
160/163
MAX
MAX
MAX
MAX
MAX
MAX
MAX
Nawabshah
VOR/VOR
02/20
2743 269/264 XXX/328
CIR/ILS
12/30
2743 263/259 265/328 219/216 167/MAX
MAX
VOR/ILS
09/27
2661
MAX
MAX
MAX
MAX
MAX
ILS/ILS
10/28
3810
MAX
MAX
MAX
MAX
MAX
ILS/ILS
11/29
2820
MAX
MAX
MAX
MAX
MAX
(Note2)
OPRN
Islamabad
(Note3)
VIDP
Delhi
Note 1:
Company preffered alternate during winter season.
Note 2:
B777 / A346 - Only Taxiway C is authorized for taxi in/out from Apron.
Note 3:
B777 / A346 - Taxiway B not authorized.
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6.3.24 SHANGHAI (ZSPD) - PR OF CHINA

Name of Airport : Pudong International
RFF
IAP
LDA
(m)

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
3800
MAX
MAX
MAX
MAX
MAX
ILS/ILS
17L/35R 4000
MAX
MAX
MAX
MAX
MAX
ILS/ILS
17R/35L 3400
MAX
MAX
MAX
MAX
MAX
ILS/ILS
9
RWY
16/34

Caution:
Diversion to en-route requires permission from the controller and ultimately the
military.
6.3.24.3 Terrain
Pudong airport is located approximately 60 km east of the city centre with an elevation of 10
feet. There are no significant terrain around the airport. Highest obstacle height 1545 feet
Northwest of the airport.
Use standard phraseology and speak slowly.
Any deviation off track must obtain clearance before starting the maneuver.
Operations are based on meters and QNH.
The military controls all airspace throughout China and all route clearance come from the
military. The CAAC Air Traffic Controllers pass the clearance to the civilian aircraft and
monitor its progress so as to keep it within the 22 NM wide airway. The Civil Controller has no
authority outside of the airways.
Aircraft delayed by more than 30mins, the flight plan must be modified to show revised EOBT
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TRUE TRACK
WEST
180 - 359
Meter
13100
12200
11600
11000
10400
9800
9200
8400
7800
7200
6600
6000
5400
4800
4200
3600
3000
Note:
EAST
0 - 179
Feet
43000
40100
38100
36100
34100
32100
30100
27600
25600
23600
21700
19700
17700
15700
13800
11800
9800
Meter
12500
11900
11300
10700
10100
9500
8900
8100
7500
6900
6300
5700
5100
4500
3900
3300
2700
Feet
41100
39100
37100
35100
33100
31100
29100
26600
24600
22600
20700
18700
16700
14800
12800
10800
8900

QNH
Note:
Meter
Feet
3300
10800
3000
9800
2700
8900
2400
7900
2100
6900
1800
5900
1500
4900
1200
3900
900
3000
600
2000
550
1800
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6.3.24.5 Weather
Shanghai's summers are hot and rainy, and the winters are cold and dry.
December to March: During this months temperature falls -2C to 7C. Fog conditions can
occur from 0400 local and usually cleared by 1100 local time.
April to May: Temperature varies from 10 C to 15 C.
June to November: Temperature some time increase to 40 C.
Low visibility procedures will be applied during ILS CAT 2 operations. Aircraft shall only
vacate the Runway via designated rapid exit taxiways. Pilots should avoid stopping their
aircraft within the ILS sensitive Area and should make their Runway vacated call only
after the aircraft is clear of the Sensitive Area.
NIL
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ICAO
RFF
IAP
RWY
LDA
(m)
Location
RKSI
10
Seoul
Incheon
RKSS
Seoul Gimpo
ZSHC

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
ILS/ILS
15L/33R 3750
MAX
MAX
MAX
MAX
MAX
ILS/ILS
15R/33L 3750
MAX
MAX
MAX
MAX
MAX
4000
MAX
MAX
MAX
MAX
MAX
ILS/ILS
14L/32R 3600
MAX
MAX
MAX
MAX
MAX
ILS/ILS
14R/32L 3200
MAX
MAX
MAX
MAX
MAX
ILS/ILS
16/34
9
ILS/ILS
07/25
3600
MAX
MAX
MAX
MAX
MAX
ILS/ILS
06/24
3600
MAX
MAX
MAX
MAX
MAX
ILS / ILS
03/21
3600
MAX
MAX
MAX
MAX
MAX
ILS/ILS
18/36
3200
339/335
MAX
MAX
MAX
MAX
Hangzhou
ZSNJ
Nanjing
ZSFZ
Fuzhou
ZSSS
Shanghai
Hongqiao
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6.3.25 TEHRAN (OIIE) - IRAN

Name of Airport : Imam Khomaini International
RFF
IAP
VOR / ILS
RWY
11/29
LDA
(m)
4200

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
MAX
MAX / 371
MAX
MAX
MAX

Caution:
The Mehrabad airport is located approximately 19 NM to the Northeast which

can be easily mistaken with this airport. Mehrabad airport has similar runway
orientation.
Caution:
Birds and stray dogs in vicinity of airport.
Note:
FOD is a big problem on the taxi and apron areas.
Note:
As instructed by the Iranian Authorities, the term Arabian Gulf shall not be used
in/out bound flights of Iran.
6.3.25.3 Terrain
The airport is located 20 NM Southeast of Tehran with an elevation of 3307 feet. It is
surrounded by high terrain. The MSA is 13,500 feet within 25 NM North.
Jeppesen Radar Minimum Altitude Charts 10-1R/1R1 and Area terminal Chart is included
in the Destination trip kit.
Start-Up
Call 5-10 mins before ready to start
Clearance
Valid 10 mins from time of start-up clearance
A new ATC flight plan is required if aircraft fails to depart after two start-up clearances
ATC Flight Plan
Valid for 60 mins after filed EOBT
Routing IKA-DOH
Expect FL180 20nm before waypoint MIDSI (Tehran/Bahrain FIR). OFP will reflect
the FL restriction.
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6.3.25.5 Weather
Summer is mostly fine apart from light dust haze at times. During winter the presence of
CBs in the vicinity of the airfield and moderate rain can be expected along with significant
snow falls.
High missed approach climb gradient, check LPC Landing Performance.
NIL
ICAO
Code
RFF
IAP
RWY
LDA
(m)
Location
OIFM
Esfahan
OIII
Tehran Mehrabad
OIMM
Mashhad
OISS
Shiraz

Aircraft
772/3
VOR/ILS
08L/26R 4397 262/261
343 / 6
332 / 3
300/10
320 / 1
226/295
192/190 150/153 MAX/87
CIR/VOR 08R/26L 4397 346/337 MAX/324 MAX/232
MAX
MAX
VOR/VOR 11L/29R 3992 347/342 MAX/338
MAX
MAX
MAX
VOR/ILS
11R/29L 4038 324/321
254/315
220 / 218
MAX
MAX
VOR/ILS
13L/31R 3776
NOT
NOT
MAX
MAX
MAX
NOT
NOT
MAX
MAX
MAX
CIR/ILS
11R/29L 4259
MAX
MAX/371
MAX
MAX
MAX
CIR/VOR
11L/29R 4342
MAX
MAX
MAX
MAX
MAX
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6.3.26 THIRUVANANTHAPURAM (VOTV) - INDIA

Name of Airport : Thiruvananthapuram International
RFF
IAP
VOR / ILS
RWY
14 / 32
LDA
(m)
2992

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
NOT
NOT
226 / N
MAX
MAX

Caution:
Caution:
Light aircraft and glider activity in vicinity.
6.3.26.3 Terrain
The airfield is situated on the coast on the west side of the Southern tip of India with an
elevation of 14 feet. 15 NM inland are the foothills of a mountain range which reaches over
6100 feet AMSL at 22 NM East to Northeast.
The standard of ATC and English is average. Keep phraseology simple. Careful monitoring of
ATC clearances against MSA is required.
6.3.26.5 Weather
The temperature varies little throughout the year staying mainly between 24C and 30C.
Poor flying conditions come mainly from thunderstorms and heavy rain.
December to Mid April: Occasional fog at dawn, soon clearing. Overcast by mid afternoon,
clearing early morning.
Mid April to June: Heavy cloud develops before dawn lasting all day with heavy rain and
frequent thunderstorms.
June to September: Generally fine with broken CU. Very occasional squalls with heavy rain
only lasting a short time.
October to November: Rain Squalls more frequent and more persistent. Thunderstorms,
especially in the evening.
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DME Arc procedures are used, however radar vectors are normally given. Radar vectors
favour descending North of the airfield for a 10 NM final.
Backtracking of the runway will be necessary.
Taxiway C (Max Wingspan 52m) not authorised for A330, A340-600 or B777.
NIL
ICAO
Code
RFF
IAP
Runway LDA
(m)
Location
VCBI

Aircraft
332 / 3
300
320 / 1
9
ILS / ILS
04/22
3350
MAX
MAX
MAX
ILS / ILS
09/27
4000
MAX
MAX
MAX
VOR / ILS
09/27
3400
MAX
MAX
MAX
Katunayake
VOBL
Bangalore
VOCI
8*
Cochin
Note :
VOMM
9
ILS / ILS
07/25
3658
MAX
MAX
MAX
VOR / ILS
18/36
2910
MAX
MAX
MAX
Chennai
VRMM
Male
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6.3.27 TUNIS (DTTA) - TUNISIA

Name of Airport : Carthage International
ICAO RFF
Code
IAP
RWY
Location
DTTA
Tunis
LDA
(m)

Aircraft
772 / 3
343 / 6
VOR/ILS 01/19 3200 340/336 MAX/367

VOR/ILS 11/29 2840 225/220
174/205
332 / 3
300 / 10
320 / 1
MAX
MAX
MAX
152/151
128/130
68/67

NIL
6.3.27.3 Terrain
The airfield is surrounded by urban development, with hills located to the East up to 834 feet
within 4 to 5 NM and in the South-Eastern sector a mountain rising up to 2021 feet within 9 to
10 NM. The airport has an elevation of 22 feet.
There is high terrain to West of the airfield and South of the airfield within 25 NM (MSA 5300 feet).
The standard of ATC is good but English is average. Use standard phraseology. French
phraseology is used from time to time.
6.3.27.5 Weather
Tunis has a Mediterranean type of climate with hot, dry summers and mild winters.
May to August: Normally no significant weather, temperature is around 25 to 30 degrees.
May and June with Westerly winds temperature rises up to and average of 35. July and
August, during this period winds are Easterly to South-Easterly, light to moderate CAT is to
be expected below 20,000 feet.
August to October: average temperature is around 30, winds are generally from the West
and isolated CBs are building up on the West side of the country during afternoon, intensifying
during evening and becoming very large (up to 80 NM) moving to the East towards the coast.
Heavy rain showers are to be expected during evenings and nights, moderate to sever CAT
are to be expected in the vicinity. Mornings are generally clear of significant weather.
November to April: Normally rainy season with strong Northerly to North-Westerly winds,
embedded CBs and heavy shower rain. Moderate turbulence can be expected. The
temperature is varying between 8 and 15 degrees.
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a) Arrival Information:
Caution:
Lighted road South of airport, do not mistake for runways.
Approach to Runway 11 has steep slope, therefore the final path must be intercept with at
least F-Speed to avoid unstable approach. The PAPI of Runway 11 is adjusted to 3.5.
When visual approach is permitted to Runway 11, the aircraft must be aligned on the Runway
centerline at minimum 10 NM from the Runway Threshold with minimum altitude of 3000 feet.
Note:
When landing on Runway 11 with strong Easterly winds, expect strong

updrafts / downdrafts during the short final.
Note:
When landing on Runway 29 with strong North-westerly wind, expect

moderate turbulence and windshear on short final.
Caution:
ATC must be informed when Refuelling with passengers on-board.
QTR will participate in the trial Datalink Departure Clearance Procedure (DCL) when the DCL
is activated by NOTAM.
The Operational Procedure during the DCL trial will be as follows:
No.
Pilot Action
1.
Request departure clearance 25mins

before start-up.
Departure clearance will provide
rwy in use, ssr code, Departure
time, QNH and current ais identifier.
2.
3.
Acknowledge message within 3 mins if

departure clearance is accepted.
4.
If departure clearance is not accepted Revert to voice communication.
5.
If departure clearance NOT received

within 5 mins - revert to voice
communication.
Note:
Departure Clearances
All departure clearance issued via voice communication cancels and replaces
DCL service.
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ICAO
Code
RFF
Airport
DAAG
Algiers
DABC
Constantine
DTMB
IAP
RWY LDA
(m)

Aircraft
772 / 3
343 / 6
332 / 3
300
320 / 1
CIR/ILS 05/23 3500 272/270
319
207/206
169
MAX
ILS/VOR 09/27 3500 279/277
327
213/212
MAX
MAX
MAX
MAX
MAX
202/201
158/160
MAX
CIR/VOR 16/34 3000 317/314 MAX/364

NON/ILS 14/32 2400 227/276
241/312
ILS/VOR 07/25 2950 300/298
237/301 208 / 205
MAX
MAX
ILS/VOR 09/27 3100 291/289
288/246 215 / 212
MAX
MAX
Monastir
DTTJ
Djerba
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6.3.28 WASHINGTON (KIAD) - USA

Name of Airport : Washington Dulles International
RFF
IAP
RWY
LDA
(m)

Aircraft
772 / 3
343 / 6
332 / 3
300 /10
320 / 1
ILS / ILS 01C/19C 3505 305/302
MAX
MAX
N/A
N/A
ILS / ILS 01R/19L 3505
MAX
MAX
MAX
N/A
N/A
ILS / ILS 01L/19R 2887
MAX
MAX
MAX
N/A
N/A
MAX
MAX
MAX
N/A
N/A
9 (E)
ILS / NON
12/30
3200

Circle to land - Not authorized.
Warning:
Ramp Control frequency MUST be contacted, PRIOR to entering ramp area and
BEFORE push back.
Caution:
Bird and deer hazard in vicinity of airport.
Caution:
The double yellow lines marking the edge of the Midfield Terminal ramp are
easily mistaken for taxi lines, particularly when turn onto the north edge of the
ramp from taxiway Y7 and during low visibility.
Caution:
Be vigilant for Jet blast hazard when cleared to taxi lane C from taxi lane D.
Caution:
Arriving aircraft: There is insufficient wingtip clearance for A340 or B777 to taxi
past a B747 or B777 parked in the runway 19L holding pad.
Caution:
Departing aircraft: There is insufficient wingtip clearance for A340 or B777 to

access runway 01C from taxiway Y11 if there is a B747 or B777 parked at the
hold-short line on taxiway Y9.
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Note:
Do not forget to include HEAVY in call-sign: Qatari 51 Heavy.
Note:
Under FAA regulations, the following values are used:
Declared Distance
Visibility
Feet
Statue Miles (SM)
Note below 1/4sm, visibility advised in Feet
RVR
Feet
Altimeter
Inches
Note:
The FAA frequently perform spot-check inspections of all personal, Aircraft

documents and emergency equipment.
6.3.28.4 Terrain
The airport is located in Dulles, Virginia, approximately 26 miles west from downtown
Washington DC. The surrounding terrain is of an undulating nature. Man made obstacles
located in vicinity of airport.
Washington Dulles is located within CLASS B Airspace.
Special Considerations
The Washington DC Metro area Defense Identification Zone (DC ADIZ), including the Flight
Restricted Zone (FRZ) deployed a new warning signal for communicating with the aircrafts.
The signal is a highly focused harmless alternating red and green signal prototype colored
lights. It is directed on an aircraft any time it is suspected of imposing a threat. If this signal is
directed at your aircraft, you are advised to turn away from the ADIZ/FRZ ASAP. Immediately
advise ATC that you are being illuminated by a visual warning signal. If unable, contact ATC
on 121.5. Failure to comply with the above may result in Interception procedures and/or the
use of force.
Minimum Fuel
Advise ATC of minimum fuel status when fuel supply has reached a state where,
upon reaching destination, any un-due delay cannot be accepted. This call does not
declare an emergency nor gives the flight priority in the traffic flow.
On initial contact the term MINIMUM FUEL should be used after stating call sign.
Example - Washington Approach, Qatari 51 heavy, MINIMUM FUEL.
If traffic priority is required, an EMERGENCY must be declared, reporting remaining

fuel in minutes.
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Peak times for traffic flow affecting Qatar Airways flights
Departures and Arrivals : 1700 - 2300 LT.
6.3.28.6 Weather
Weather is strongly influenced by the Atlantic Ocean (East) and Appalachian mountains
(West). Wind directions - Northerly (winter) and Southerly (summer).
June to August (Summer) : Influenced by the Bermuda high, which brings warm humid air
to the area. The combination of heat and humidity makes thunderstorms very frequent (max
ocurance late afternoon/evening), some of which occasionally produce tornadoes in the area.
While tropical cyclones (or their remnants) occasionally track through the area in late summer
and early autumn, they have often weakened by the time they reach Washington.
September to November (Autumn) : Rain and possible snowfalls.
December to February (Winter) : The Northeasters occurs mainly in winter and spring,
and is a result of deepening depressions moving offshore up the East coast from central
Atlantic. These storms produce moderate to heavy snow or rain for periods usually lasting
24hrs, although may persist longer, depending upon the existence of blocking high. Freezing
rain averages about 5 days per year.
Baltimore/Washington Intl, which is the primary fuel alternate, experience heavy fog during
spring, summer and fall.
The entire northeast United States is a very busy traffic area. Weather or traffic problems at
one airport can create a domino effect, causing delays at other airports. Bad weather
produces extensive delays and diversions.
Currently the flight is planned to arrive during peak evening arrival period, so delays may be
expected subject to runway configuration.
Arrivals, planned via Lancaster (LRP) VOR, Numerous crossing altitudes published. Expect
radar vectors to final approach. Last minute runway changes is common between L&R.
Arrivals, optimum traffic flow is when RWY12 and 19L/R in operation. RWY 01R, when
R6608 active, results in arrivals being slowed down due spacing and vectoring.
Simultaneous Converging Instrument Approaches :
Simultaneous Converging ILS approaches (See OM PART C Chapter 4) is occasional

used at Washington Dulles.
Crew - Notified by controller or via ATIS when procedure in use.
FMS Navigation Database (FMS NAVDB) - Missed Approach Procedures is NOT

available in FMS NAVDB for Runways designated for Simultaneous Converging
Instrument Approaches.
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Expected arrival flight profile
NAV AID / Waypoint
Expected FL
SPARTA (SAX)
FL240 to FL280
Lancaster (LRP)
10,000 ft - 17000 ft
MULRR
10,000 ft
Runway Configuration Preference
Take-Off Runway
Landing Runway
South Configuration
19L/R
12, 19 L/R
North Configuration
30 / 01L
01L/R

Aircraft
Not Authorized
A330, A340, 777
Taxi Lane A between A1 - A5
All Aircraft
Taxiway A3 Closed

Datalink departure clearance (DCL) is available.
SIDs (RNAV and Radar vector) is via transition point SWANN or PALEO. Expect extensive
vectoring after runway heading. RNAV SIDs have Initial climb out instructions.
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a) De-icing:
Contact Qatar Airways/Handling Agent 10 minutes prior to pushback for deicing location.
Location and Procedures can be either/any of the following:
b) Primary Deicing:
At the Gate - When inoperative APU.
At Gate Pushback Spots No pushback clearance is required; do not advise Midfield

Ramp (129.55) of movement to gate pushback spot. Turn the beacon off during
deicing. On completion, contact Midfield Ramp for pushback clearance.
Delta Taxiway Spots (DEICING PADS 1,2, & 3) Obtain tow or taxi clearance from
Midfield Ramp. Normally deicing is performed facing west. Contact the Pad
Coordinator (129.62) with the flight number when approaching the deicing pad.
Monitor both frequencies during deicing. Contact Midfield Ramp for taxi clearance. No
180 turns on Delta taxiways are allowed during deicing operations.
c) Secondary Deicing:
Performed at the departure runway designated deicing pads. Call sign for the secondary
deicing frequency is Secondary Control (129.52).
a) Security
Global Security will do pre-departure security check as listed below :
Aircraft search will be carried out by Global Security and a copy of the search form will
be handed over to the CSD.
to aircraft.
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ICAO
RFF
IAP
RWY
LDA
(m)
Airport
KBOS
9 (E)
Boston

Aircraft
772/3
343/6
332/3
300/10
320/1
2134
MAX
MAX
MAX
N/A
N/A
MAX
MAX
MAX
MAX
N/A
NON / ILS
09/27
ILS / ILS
04R/22L 2684
MAX
MAX
MAX
MAX
N/A
ILS / ILS
15R/33L 2805
MAX
MAX
MAX
MAX
N/A
3033
MAX
MAX
MAX
N/A
N/A
15R/33L 2896
MAX
MAX
MAX
N/A
N/A
KEWR 9 (E)
ILS / ILS 01L/19R 2579
MAX
MAX
MAX
XXX
XXX
Newark
ILS / ILS 01R/19L 2501
MAX
MAX
MAX
XXX
XXX
ILS / ILS
04L/22R 2638
MAX
MAX
MAX
N/A
N/A
ILS / ILS
04R/22L 2560
MAX
MAX
MAX
N/A
N/A
ILS / ILS
13L/31R 2734
MAX
MAX
MAX
N/A
N/A
VOR / ILS 13R/31L 3428
MAX
MAX
MAX
N/A
N/A
KBWI
8 (D)
Baltimore
KJFK
9 (E)
New York
KPHL
ILS / ILS
ILS / ILS
10/28
9 (E)
ILS / ILS
09L/27R 2896
MAX
MAX
MAX
N/A
N/A
Philadelphia
ILS / ILS
09R/27L 3202
MAX
MAX
MAX
MAX
N/A
KPIT
ILS / ILS
10R/28L 3505
MAX
MAX
MAX
N/A
N/A
ILS / ILS
10L/28R 3201
MAX
MAX
MAX
N/A
N/A
8 (D)
Pittsburg
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6.3.29 ZARAGOZA (LEZG) - SPAIN

Name of Airport : Zaragoza International
RFF
IAP
RWY
LDA
(m)

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
NON / ILS 12L/30R 3000
NOT
NOT
NOT
MAX
MAX
VOR / NON 12R/30L 3718
NOT
NOT
NOT
MAX
MAX
7*
* RFF 8 available for Freighter Operation

NIL
Caution:
First 1200m of runway 30R and civil apron is not visible from control tower.
6.3.29.4 Terrain
Zaragoza airport (863ft elevation) is situated 135NM Northeast of Madrid and 140NM West of
Barcelona. The aerodrome lies on the Southern side of a Northwest-Southeast valley,
Zaragoza city is 10km southeast.
Within a 30NM radius of the airport, there are numerous peaks rising to a maximum of
4,750ft. The Pyrenees foothills are located 40nm North/Northeast.
Zaragoza is a joint civil/military aerodrome with separate aprons for military and civil traffic.
The airport is equipped with radar, but generally used for military traffic. Numerous danger
areas surround the airport.
6.3.29.6 Weather
Summer: Weather is generally good, CB activity over high ground. Thunderstorms are
common during summer months, mostly occurring late evening. Average maximum summer
temperature is 28C, but temperatures in the high 30s do occur.
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Winter: Depressions from the West move through bringing low cloud and rain, November to
January are the wettest months. Early morning fog is possible in calm conditions. Average
winter temperatures range from 04C to 10C.
Winds: Generally from a Westerly direction, occasionally easterly during January and
February.
STARs published. Depending on direction of arrival, descent will be with either Madrid or
Barcelona ACC. Terminal radar is available, but generally only used for military traffic.
Runway12L / 30L - No Published Approach Procedures.
Landing Runway (ATC Preference)
Westerly Configuration
Runway 30R (ILS)
Easterly Configuration
Runway 12R (VOR)
Missed Approach Procedure(s) Max speed published for the turn.

Runway
Arrester gear in use on all runways
Runway 12R, middle of runway has a pronounced down-slope.
Apron
Civil apron is not visible from control tower

SIDs published, climb gradient greater than 3.3% required, numerous crossing altitudes
published. Runway 30R is a short taxi from civil apron.
Take-off runway (ATC Preference)
Westerly configuration
Runway 30R
Easterly configuration
Runway 12L
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Low Visibility Procedure
Runway 12L and 30R authorized for take-off
Due ATC tower visibility limitations, follow me vehicle provide guidance to threshold of
runway in use.
Refer to Jeppesen chart 10-9A for detailed description of procedure
De-icing
There are no de-icing facilities available at Zaragoza airport according to Spanish AIP.
ICAO
RFF
IAP
RWY
LDA
(m)
Location
LEBL
Barcelona
(H24)
LEMD

Aircraft
772 / 3
343 / 6
2540
MAX
MAX
MAX
MAX
MAX
ILS / ILS
07L/25R 2922
MAX
MAX
MAX
MAX
MAX
ILS / ILS
07R/25L 2660
MAX
MAX
MAX
MAX
MAX
NON / ILS 15L/33R 3500
MAX
MAX
MAX
MAX
MAX
VOR / VOR
02/20
332 / 3 300 / 10 320 / 1
VOR / ILS 15R/33L 4100
MAX
MAX
MAX
MAX
MAX
Madrid - BaraILS / NON 18L/36R 3500

jas (H24)
MAX
MAX
MAX
MAX
MAX
ILS / NON 18R/36L 4350
MAX
MAX
MAX
MAX
MAX
VOR / ILS
12/30
2915
NOT
NOT
MAX
MAX
MAX
ILS / LCTR
04/22
3500
NOT
NOT
NOT
MAX
MAX
LEVC
Valencia (H24)
LEVT
Vitoria (H24
Cargo Ops)
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6.3.30 ZURICH (LSZH) - SWITZERLAND

Name of Airport : Zurich International
RFF
IAP
RWY
LDA
(m)

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
CIR / VOR
10/28
2500 297 / 294 MAX / 349
MAX
MAX
MAX
ILS / CIR
14/32
3150 297 / 294 MAX / 349
MAX
MAX
MAX
ILS / VOR
16/34
3230 297 / 294 MAX / 349
MAX
MAX
MAX

Caution:
Gliders activity is often to be expected to the Northeast and East of Zurich TMA,
i.e. in the vicinity of the approach paths.
6.3.30.3 Terrain
The airport is located in a valley to the North of the city with an elevation of 1416 feet. There
are hills in all directions within 10 NM of the airport. Mountainous terrain rises quickly to the
South up to 5000 feet within 25 NM and up to 10,000 feet at 40 NM as the Alps are just 30
NM South, hence the MSA of 8600 feet to the Southeast based on KLO VOR which is located
on the airport.
The highest peak in Europe Mont. Blanc lies further to the Southwest, approximately 40 miles
Southeast of Geneva.
The control is very good, however there are many rules and regulations that accompany the
charts and should be read carefully before arrival.
Caution:
Swiss control is very strict on the ATC procedure. Any deviation will require a
written explanation to be forwarded from aircraft Captain to ATC.
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ICAO
Code
RFF
IAP
RWY
LDA
(m)
Location
(Airport Name)

Aircraft
772 / 3
343 / 6
332 / 3
MAX
MAX
MAX
MAX
MAX
Frankfurt - Main ILS/ILS 07R/25L 4000
MAX
MAX
MAX
MAX
MAX
EDDM
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
EDDF
10
Munich
EDDS
300 / 10 320 / 1
10
ILS/ILS
07/25
3045 302/300 MAX/379
ILS/CIR
15/33
3900
NOT
NOT
MAX / N
MAX
MAX
MAX
MAX
MAX
MAX
MAX
CIR/ILS 17R/35L 3515
MAX
MAX
MAX
MAX
MAX
ILS/ILS
MAX
MAX
MAX
MAX
MAX
Stuttgart
LFSB
7*
Basle - Mulhouse
LIMC
Milan - Malpensa
LSGG
9
05/23
3570
Geneva
Note:
* RFF upgrade to CAT 8 available on request.
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CATEGORY A AIRFIELDS
6.4
6.4.1
ABU DHABI (OMAA) - UNITED ARAB EMIRATES
Name of Airport : Abu Dhabi International

6.4.1.1
Airfield Data
RFF
IAP
RWY
LDA
(m)

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
ILS / ILS
13R/31L 4100
MAX
MAX
MAX
MAX
MAX
ILS / ILS
13L/31R 4100
MAX
MAX
MAX
MAX
MAX
6.4.1.2
Caution:
Note :
The term Fuel emergency has no status in ATC phraseology. Radio call
prefixed with MAYDAY for distress or PAN for urgency will ensure priority
handling.
6.4.1.3
Terrain
The airport is located close to the coast 16 NM East of the city with an elevation of 88 feet.
Terrain is not a significant factor although there are several man made obstruction up to 800
feet within 10 NM.
6.4.1.4
Air Traffic Control
Air traffic control is very good.

Delay messages transmitted to the crew by ATC should be interpreted as follows :
No Delay expected means :
Do not anticipate being required to remain in a holding pattern longer than 20 minutes
before commencing an approach.
When delay greater than 20 minutes :
6.4.1.5
The controller will pass Estimate Approach Time (EAT).

Weather
Abu Dhabi is more humid than Doha, especially when the prevailing winds are from the
North. Temperatures are similar to those of Doha and . Turbulence and marked low-level
inversions are possible.
May to September: Humidity is a little higher and temperatures are very hot. Occasional
dust storms are most likely during April and May. Thunderstorms, although not very frequent,
may be severe.
October to April: Warm and sunny with occasional rainfall.
Early morning fog is a possibility at any time of the year but is most persistent in the period
September to February.
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6.4.1.6
Arrival Procedures:
Caution:
Abu Dhabi Bateen, 10 NM to the West, and Al Dhafra, a military airfield 12

NM to the South Southwest, have similar runway alignments to Abu Dhabi
International.
The UAE enforces an approach ban policy which states that aircraft may not descend below
1000ft above aerodrome if relevant runway visual range is at the time less than the specified
landing minima. When visibility is close to, or below, the prescribed minima, ATC shall advise
current IRVR reading to aircraft when they are approximate1000ft on final approach.
QTR is approved to conduct CAT IIIB to Runway 31L. Refer to applicable Jeppesen chart.
6.4.1.7
Ground Maneuvering:
Taxiways F3, F4 & F5 must not be used for wide - bodied aircraft.
6.4.1.8
Qatar Airways is approved to conduct LVTO from Runway 31L.
CAT C - RVR 125M
CAT D - RVR 150M
6.4.1.9
ICAO
RFF
IAP
RWY
LDA
(m)
Location
OMAL

Aircraft
772 / 3
343 / 6
4000
MAX
MAX/366
MAX
MAX
MAX
ILS / ILS 12L/30R 3600
MAX
MAX
MAX
MAX
MAX
ILS / ILS 12R/30L 3880
MAX
MAX/367
MAX
MAX
MAX
332 / 3 300 / 10 320 / 1
9
ILS / VOR
01/19
Al Ain
OMDB
10
Dubai
OMSJ
9
VOR / ILS
12/30
3760 MAX/347 MAX/349
MAX
MAX
MAX
ILS / ILS
16/34
3822
MAX
MAX
MAX
Sharjah
OTBD
9
MAX
MAX
Doha
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6.4.2
AHMEDABAD (VAAH) - INDIA
Name of Airport : Ahmedabad International Airport

6.4.2.1
Airfield Data
RFF
IAP
VOR/ILS
6.4.2.2
RWY
05/23
LDA
(m)
3505

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
333/331
MAX/349
231/229
MAX
MAX
Warning:
6.4.2.3
TWY L2 - Not Authorized for company aircraft

Terrain
The airport is located 8km Northeast of the city on flat terrain. Man-made obstacles located to
north and west of airport.
6.4.2.4
Air Traffic Control
Ahmedabad lies within Class D airspace. Reports indicate ATC standard are average. Traffic
avoidance advisory is not available.
6.4.2.5
Weather
Ahmedabad experiences three main seasons: Summer, Winter and Monsoon.

Summer March to June
Climate is dry and hot with average temperature of +36C.
Winter November to February
Cold northerly winds is often experienced in January, average temperatures range between
+15 to +30C. Climate is dry.
Monsoon June to Mid September
The Southwest Monsoon brings cloudy weather with humid conditions. Precipitation occurs
mostly in July and August.
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6.4.2.6
Arrival Procedures:
No STARs published. Radar vectoring for ILS or VOR approach can be expected.
6.4.2.7
Ground Maneuvering:
TWY L1 - Use low power during maneuvering
Nose-in guidance at aircraft stands
6.4.2.8
Due short taxi time to RWY 05, safety demo should be commenced upon door
closure.
No SIDs published.
6.4.2.9
ICAO
RFF
IAP
RWY
LDA
(m)
Location
VIDP

Aircraft
772 / 3
343 / 6
332 / 3 300 / 10 320 / 1
VOR / ILS
09/27
2661
MAX
MAX
MAX
MAX
MAX
ILS / ILS
10/28
3810
MAX
MAX
MAX
MAX
MAX
ILS / ILS
11/29
2820
MAX
MAX
MAX
MAX
MAX
VOR / ILS
09/27
2797
NOT
NOT
NOT
NOT
MAX
NON / ILS 07L/25R 3200 273/270 MAX/341 228/226
MAX
MAX
NON / ILS 07R/25L 3400
MAX
MAX
MAX
MAX
MAX
ILS / ILS
09/27
2963
MAX
MAX
MAX
MAX
MAX
Mumbai
ILS / VOR
14/32
2517
MAX
MAX
MAX
MAX
MAX
VOR / ILS
14/32
3200
NOT
NOT
NOT
NOT
MAX
Delhi
VIJP
Jaipur
OPKC
Karachi
VABB
VANP
Nagpur*
* Restricted Opening Hours
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6.4.3
ALEXANDRIA (HEAX) - EGYPT
Name of Airport : Alexandria International

6.4.3.1
RFF
7
6.4.3.2
Note:
6.4.3.3
Airfield Data
IAP
RWY
VOR / VOR 04/22
LDA
(m)
2201

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
NOT
NOT
NOT
NOT
MAX / 80

Runway 18/36 is not authroised due to width (TORA 1800 m, width 30 m).
Terrain
Alexandria is situated on the coast of Mediterranean sea in North of Egypt with an elevation
of - 5 feet. The airfield is located 3 NM East-Southeast of city.
6.4.3.4
Air Traffic Control

6.4.3.5
Weather
Summer are hot and dry. Winter is generally mild with some rain.
April to June: Hot southerly wind known as the Khamsin may blow causing rising dust and
poor visibility.
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6.4.3.6
Arrival Procedures
Runway 04 right-hand circuit.

Runway 04 is mostly used for arrival.
During day light operations radar vectors can be expected, night operations procedural
approach are conducted.
Runway 04, PAPI lights unreliable (Crew Report 2006).
6.4.3.7
Ground Maneuvering
NIL
6.4.3.8
NIL
6.4.3.9
ICAO
Code
RFF
IAP
Runway LDA
(m)
Location
HEBA
320 / 1
Alexandria
Borg El Arab
HECA

Aircraft
NON / ILS
14/32
3400
MAX
ILS / ILS
05L/23R 3301
MAX
ILS / ILS
05C/23C 3999
MAX
Cairo
HEGN
NONE
16/34
3178
MAX
CIR / ILS
16/34
3700
MAX
04L/22R 3081
MAX
VOR / NON 04R/22L 3081
MAX
Hurghada
HESH
Sharm El Sheikh
ILS / CIR
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6.4.4
AMSTERDAM (EHAM) - NETHERLANDS
Name of Airport : Schiphol International

6.4.4.1
Airfield Data
RFF
IAP
10
RWY
LDA
(m)

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
CIR / ILS
18L/36R 2825
307/305
MAX
MAX
MAX
MAX
ILS / CIR
18R/36L 3530
MAX
MAX
MAX
MAX
MAX
ILS / ILS
18C/36C 2850
307/305
MAX
MAX
MAX
MAX
VOR / ILS
09/27
3363
307/305
MAX
MAX
MAX
MAX
ILS / VOR
06/24
3250
307/305
MAX
MAX
MAX
MAX
6.4.4.2
Caution:
Compass deviations, caused by underground train may occur when an aircraft is

parked at the stands of the E-pier, in the area between the E- and F-pier, or when
following the taxiways in the vicinity of the E-pier.
Note:
All runways have an anti-skid layer.
6.4.4.3
Terrain
The MSA is 1700 feet except for a narrow sector in the Southeast which goes up to 2300 feet.
The airport is located 14 kms Southwest of city with an elevation of -11 feet. Early morning fog
and rain can be expected from September to December. Amsterdam airport has 6 runways.
Note:
6.4.4.4
3 of the runways are orientated 18/36 (L/C/R).

Air Traffic Control
The standard of English and ATC is generally good.

6.4.4.5
Weather
Typical weather ranges from a little around freezing in the depths of winter, though usually
with little snow, to typically pleasant sunny days of 20 to 25 C in the summer. Spring and
autumn are pleasant, but can be wet (100+ mm of rain per month).
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6.4.4.6
For morning arrivals, preferred Landing runways are 06, 18R and 18C. However note
that 18C is not available for arrivals from 2300-0600 Local Time. Runway 36L is not available for landing at all times.
While being transferred from Amsterdam approach control center to Schiphol approach,
initial contact shall be restricted to call sign only. While being transferred from Schiphol
approach to Schiphol arrival, initial contact shall be restricted to call sign only. While
being transferred from Schiphol Approach / Arrival to Schiphol Tower, initial contact shall
be restricted to call sign and Runway.
Caution:
Due to environmental influences the wind report for Runway 36R is

unrealistic.
Caution:
Do not mistake highway running parallel for runway 18C/36C.
Expect strong crosswinds during winter. Cargo flights are parked at Apron R.
Runway 18R not available for take-off. ATC clearance may be requested up to 20 minutes
before EOBT (Est Off Blocks Time) or 35 minutes before Slot Time (CTOT - Calculated Takeoff Time). On receipt of enroute clearance, switch to Schiphol Start-up without ATC instruction.
Caution:
Due to blast problems, if engine ground clearance is more than 16 feet (5m)
engine number 2 must not be used at breakaway power at the gate and shall
run until normal taxi speed has been reached.
c) Crew Routing:
Arrival Crew: Crew coach of AeroGround Services will transfer the crew from the aircraft
to the Crew Centre. Proceed to the hotel along the covered walkway.
Departing Crew: Prepare to leave hotel at least 90 mins prior to ETD. Before leaving
hotel, call AeroGround Services at 603-2589/2413 to arrange for ramp pick-up. Make
your way from the hotel to the airport via the covered walkway.
Upon reaching the airport, proceed to the SKYPORT Crew Centre. Then follow the signs
CREW BAGGAGE CHECK-IN. This will lead to a corridor where the security personnel will perform the necessary security formalities of checking the baggage and crew ID.
Then proceed, with your bags, towards the KLM CREW BAGS CENTER. Make a 90
degrees left turn where you will see the sign REMOTE STANDS. Proceed towards the
area till you enter a room where the Passport Control is located. Complete the passport
checks and walk towards a small stairway leading to the ramp. Pass thought the glass
sliding door. A van from AeroGround Services will be there. If the van has not arrived,
wait inside the building till the van is visible from the glass sliding door.
If need be, call AeroGround Ramp Transport at 742412.
Board the van with your bags and you will be brought to the aircraft site. At the aircraft
site, the driver shall assist you to off-load your bags from the van. No assistance will be
provided to load your bags onto the aircraft. You will be required to bring your bags to the
aircraft.
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6.4.4.7
ICAO
Code
RFF
IAP
RWY
LDA
(m)
Location

Aircraft
772 / 3
343 / 6
MAX
MAX
MAX
MAX
MAX
2767
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
10
MAX
MAX
MAX
MAX
MAX
Frankfurt Main
MAX
MAX
MAX
MAX
MAX
EBBR
VOR/ILS 07R/25L 3089

ILS/ILS
02/20
332 / 3 300 / 10
320 / 1
Brussels
EDDF
EDDK
10
NON/ILS
06/24
2459 260/257
MAX
202/200 160/158 MAX/79
Cologne - Bonn ILS/ILS 14L/32R 3815
MAX
MAX
MAX
MAX
MAX
EDDL
MAX
MAX
MAX
MAX
MAX
Dusseldorf
MAX
MAX
MAX
MAX
MAX
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6.4.5
BAHRAIN (OBBI)
Name of Airport : Bahrain International

6.4.5.1
RFF
Airfield Data
IAP
RWY
LDA
(m)

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
ILS / ILS
12L/30R 3657
MAX
MAX
MAX
MAX
MAX
NONE
12R/30L 2222
MAX
MAX
MAX
MAX
MAX
10
6.4.5.2
Caution:
Note:
Do not use taxi lights to get the attention of ground staff.
6.4.5.3
Terrain
No significant terrain.
6.4.5.4
Air Traffic Control
Radar communication failure - see spacial procedure, Jeppesen Text Manual,

Emergency, Bahrain.
6.4.5.5
Weather
Early morning fog and low stratus a possibility particularly during the winter months.
Occasional dust storms. Strong Northerly winds occur throughout the year.
Caution:
Beware of severe low-level wind shear. This occurs frequently during summer,
especially overnight. Very strong wind shear can also be encountered in the
vicinity of severe thunderstorms over the Gulf region during winter and spring.
Warning:
Marked temperature inversions occur frequently in the lower and middle levels of
the troposphere especially at night during summer. These can significantly affect
climb-out performance, and can be associated with wind shear.
Due to the topography and heat index, turbulence is normally a factor.
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6.4.5.6
NIL
NIL
6.4.5.7
ICAO
RFF
IAP
RWY
LDA
(m)
Location
OEDF

Aircraft
772 / 3
343 / 6
332 / 3 300 / 10
320 / 1
MAX
MAX
MAX
MAX
MAX
Dammam
MAX
MAX
MAX
MAX
MAX
ILS/ILS 15R/33L 3400 300/297 MAX/353
MAX
MAX
MAX
MAX
MAX/375
MAX
MAX
MAX/88
MAX
MAX
MAX
MAX
MAX
Abu Dhabi
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX/367
MAX
MAX
MAX
ILS/ILS
MAX
MAX
MAX
MAX
MAX
OKBK
Kuwait
OMAA
OMDB
10
Dubai
OTBD
9
16/34
3822
Doha
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6.4.6
BALI (WADD) - INDONESIA
Name of Airport : Ngurah Rai International

6.4.6.1
Airfield Data
RFF
IAP
VOR / ILS
6.4.6.2
RWY
09/27
LDA
(m)
3000

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
MAX
MAX/380
MAX
MAX
MAX
Caution:
Birds tend to congregate on the runway.
Caution:
Dogs some time on the taxiways, apron, and runway.
Caution:
Kites in vicinity of aerodrome at heights up to 2500 ft, especially runway 27.
Caution:
Comply with all height and speed restrictions.
6.4.6.3
Terrain
The airport is situated 7NM North East of the city on an isthmus joining a peninsular to the
South, with main part of island to the North.
The terrain immediately around the field is flat with obstructions up to 750ft to the South.
North, terrain is flat for 9NM, rising steadily to 7,500ft at 25NM, and up to 12,000ft at 30NM.
Runway 09 extended runway centerline, island at 21nm with terrain to 1750ft.
6.4.6.4
Air Traffic Control
Radar services provided, expect radar vectoring. English is of a good standard, although ATC
controllers may speak very rapidly.
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6.4.6.5
Weather
Bali has a tropical climate appropriate to its proximity to the equator. There are two seasons,
wet and dry, between which are comparatively short inter-monsoonal seasons.
November to March: Wet season: Heavy showers and thunderstorms overland during the
day. During heavy rain showers, zero visibility may occur. Night-time, rain showers mostly
occur over the sea.
April to October: Dry season: Generally fine weather prevails. At beginning and end of
season, large Cu/Cb to be expected. Afternoons scattered Cu overland. Hazy conditions may
exist when Southeast winds are strong.
Winds, generally light, but direction influenced by both monsoon and sea breezes.
6.4.6.6
STARs; numerous crossing altitudes published. Arriving from the North, note the high
MSA (9700ft). Expect radar vectors to either runway 09/27. During times of heavy traffic,
bad weather, ATC generally uses the published STARs. DAM wall (marked with red
lights) 5ft high, located 140m from threshold runway 09.
Runway 09: Arrivals: Direct routing from UDANG to KUTA maybe offered by ATC.
Runway 27: ILS approach offset by 4 from centerline.
Exit the runway onto parallel taxiway N and expect taxi clearance for Apron A. Parking,
stands 1-6.
SIDs; Crossing altitude published. Northbound SIDs, steep climb required due high terrain. ATC clearance: Call 5 minutes prior to start-up
Procedures for pushback of aircraft:
Aircraft shall be push back to face south, towed until west of Parking Stand 4, after
which engine start can commence.
Parking stand No.1, aircraft is pushed back and pulled until aligned to taxiway
centerline then start-up.
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6.4.6.7
ICAO
Code
RFF
IAP
RWY
LDA
(m)
Location
*WARR

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10 320 / 1
8
ILS/VOR
10/28
3000 292/289 251/316 218/215
MAX
MAX
NON/ILS
08/26
2500 319/316 273/337 224/222
MAX
MAX
Ujung Padang ILS/NON

(2300-1500)
13/31
2500
NOT
NOT
223/220
MAX
MAX
06/24
2800
MAX
MAX
MAX
MAX
MAX
Surabaya
(2300-1700)
WARQ
Solo (00001200)
WAAA
WIIH
Jakarta - Halim VOR/ILS

Intl
WIII
ILS/NDB 07L/25R 3600 MAX/347
MAX
MAX
MAX
MAX
Jakarta Soekarno
Hatta Intl
ILS/NDB 07R/25L 3660 MAX/347
MAX
MAX
MAX
MAX
*WARR - B772 / 3 & A343 / 6 Apron A, B & D not authorised.
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6.4.7
BANGKOK (VTBS) - THAILAND
Name of Airport : Suvarnabhumi International

6.4.7.1
Airfield Data
RFF
10
IAP
RWY
LDA
(m)

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
ILS / ILS 01L/19R 3700
MAX
MAX
MAX
MAX
MAX
ILS / ILS 01R/19L 4000
MAX
MAX
MAX
MAX
MAX
6.4.7.2
Warning:
Due to the surface characteristics of runway 01R and 19L, heavy precipitation is
likely to result in patches of surface water or flooding. Under these circumstances
a hazard exists for aircraft landing, or in the event of a rejected take-off, due to
the likelihood of aquaplaning.
Caution:
Runway 01L/19R, 01R/19L - DME does not read ZERO at threshold due DME/
ILS not being co-located.
Caution:
6.4.7.3
FOD has been observed on both runway and taxiways.

Terrain
Airport is located on a flat coastal flood plain East of the city with an elevation of 5 feet.
Although the runway is close to sea level, there is high terrain with associated MORA in the
surrounding quadrants.
6.4.7.4
Air Traffic Control
The standard of English can be poor. Any deviation from standard radio phraseology and
procedures can cause confusion so it is important to adhere to strict radio discipline.
Operation of Mode S transponder on ground
1. Aircraft identification - Use the same format as in ICAO flight Plan, ie QTR001
2. Flight crew should select XPDR or equivalent according to specific installation. Ensure
the transponder is operating (i.e. OUT OF STAND-BY or OFF POSITION) and the
assigned mode A code is selected in accordance with following:
a) Departing flight:
Upon received airway clearance, except when a Departure time restriction is issued, then the
action should be done at engine start-up.
b) Arriving Flight
Continuously until the aircraft is fully parked at stand.
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6.4.7.5
Weather
Large CBs and TS frequent this area. Turbulence can be anticipated much of the time,
especially when the wind is from the West.
As with any CB or TS, gust fronts may extend up to 40 kms ahead of the storm giving
windshear, this is particularly true in Bangkok. Rain can be very heavy, and reduce visibility to
less than 1000 m. Many of the storms build up late in the day.
At other times of the year mist and fog is likely, particularly during slack winds. Temperatures
are high in the summer and moderate in the winter.
October to early February: North East monsoon with fairly settled weather.
May to September: South West monsoon with frequent CB's building during the afternoon
and evening.
November to March: Early morning fog on two or three days per month.
6.4.7.6
Note:
Use of rapid exits from the landing runway enables minimum spacing on final
approach and minimizes the occurrence of Go-around.
Ground Power is initiated after the airbridge is connected and usually takes about 5 minutes. The APU should be started on inbound taxi for parking. Once main engine and APU
(if started on inbound) is shut down Pre Conditioned Air unit is attached, usually takes
5-15 minutes for this process. It is permitted to operate the APU for 5 minutes after arrival
on parking stand.
Landing - A330 Use flap setting CONF 3 unless safety reason is a factor.
Thailand Civil Aviation Authority has requested the use of minimum flap setting for landing for noise abatement purposes where possible.
Bangkok Airport Authority policy, APU restart is permitted 10 minutes prior to pushback.
If unavailability of the said ground units, PWR U/S sign is position at the gate, where by crew
can choose to start the APU or request mobile services (15 minutes notification required).
APU is permitted at remote parking stands.
At Start-up
Contact Bangkok Control for ATC clearance on 128.7 MHz
After receiving ATC clearance, pilots will be instructed to call relevant ground control
frequency.
Aircraft must be pushed back within 5 minutes of receiving ATC clearance. Otherwise
ATC clearance will be cancelled.
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Departure slot times issued for separation purposes when necessary. Maintain a listening
watch on relevant ground control frequency. Ensure an early call to ground control to
allow for sufficient time for taxi to runway.
Safety and SOP preconditioned, once the line up clearance has been issued pilots
should ensure that they are able to taxi into the correct hold and line up position on the
runway as soon as the preceding aircraft has commenced its takeoff roll.
Cockpit checks should be completed before line up. Any checks requiring completion
whilst on runway shall be kept to a minimum.
Commence the take-off roll immediately after take-off clearance is issued.
If unable to comply with these procedures inform ATC prior to passing the Runway holding position.
All departing aircraft are required to apply noise abatement procedures with thrust reduction at 1500ft AGL, and acceleration at 3000ft AGL.
6.4.7.7
ICAO
RFF
IAP
RWY
LDA
(m)
Location

Aircraft
332 / 3
300 / 10
320 / 1
ILS/ILS 03L/21R 3700 312/309 MAX/MAX
MAX
MAX
MAX
Bangkok VOR/ILS 03R/21L 3150 312/309 MAX/MAX

Don Mueang
MAX
MAX
MAX
MAX
MAX
MAX
VTBD
VTBU
772 / 3
343 / 6
8
ILS/VOR
18/36
3505 336/332
MAX/363
VOR/ILS
18/36
3100 339/336
MAX/355 204/202 165/MAX
MAX
VOR/ILS
09/27
3000
MAX/362
MAX
Rayong
VTCC
Chiang Mai
VTSP
9
MAX
MAX
MAX
Phuket
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6.4.8
BERLIN (EDDT) - GERMANY
Name of Airport : Tegel International

6.4.8.1
RFF
Airfield Data
IAP
RWY
LDA
(m)

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
ILS / ILS
08L/26R 3023
NOT
NOT
MAX / N
MAX
MAX
ILS / ILS
08R/26L 2324
NOT
NOT
MAX / N
MAX
MAX
6.4.8.2
Warning:
Landing of aircraft with highly infectious diseased passengers on board is

prohibited.
Caution:
Caution:
Residential area in short final of Runway 26 R/L.
Note:
Refer to Jeppesen for night flying restrictions.
6.4.8.3
Terrain
The airport is located 8 km (4 NM) Northwest of city with an elevation of 122 feet. The terrain
at the airport is generally flat.
Caution:
Beware of man made obstacles in the terminal area and trees upto 100 feet AGL
in the close vicinity of the airport. The highest obstacle TV antenna 1329 feet
MSL is located approximately 4 NM Southeast of the airfield.
Berlin Tempelhof airfield is located approximately 7.5 NM and Berlin Schoenefeld airfield is
located approximately 15.5 NM Southeast of Tegel airfield.
6.4.8.4
Air Traffic Control
The standard of ATC and English is good, use standard ATC phraseology.
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6.4.8.5
Weather
The climate is moderate and the average yearly temperature 9.2C. Most precipitation is
during the months of July and August.
June to August: Summer Months. The average daily temperature is around 18C.
December to February: Winter months. The average temperature is around 0.5C.
November to March: Possibilities of frost and snow.
6.4.8.6
Low drag and power approaches are expected to be conformed with. When expected to
hold over the main approach aid for more than 20 minutes an ETA will be transmitted. If
no clearance has been given for continuation beyond the main aid, maintain the last
assigned altitude, join the depicted hold and acknowledge the altitude and wait for further
instructions.
Noise Abatement procedures as per the following: Leave the initial approach fix at 210
kts + 10 kts, maintain until 12 NM from touchdown. Reduce speed to 160 kts + 10 kts
using an intermediate flap setting with landing gear up. Intercept glide path at not lower
than 3000 feet AAL. Lower landing gear, set flaps for landing and establish final approach
speed shortly before or over Outer Marker.
Noise abatement procedures are as follows, at 1500 feet AGL :
Reduce thrust to climb thrust;
Accelerate while climbing and retract flap/slat on schedule;
Transition to normal en-route climb speed.
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6.4.8.7
ICAO
Code
RFF
IAP
Runway LDA
(m)
Location
EDDB

Aircraft
300
320 / 1
9
ILS / ILS
07/25
3000
MAX
MAX
ILS / ILS
04/22
2508
MAX
MAX
ILS / ILS
08/26
3600
MAX
MAX
DME / ILS 09L/27R 3200
MAX
MAX
MAX
MAX
Berlin - Schoenfeld
EDDC
Dresden
EDDP
Leipzig
EDDV
Hannover
ILS / ILS
09R/27L 2304
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6.4.9
CAIRO (HECA) - EGYPT
Name of Airport : Cairo International

6.4.9.1
RFF
Airfield Data
IAP
LDA
(m)

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
ILS / ILS
05L/23R 3301
MAX
MAX
MAX
MAX
MAX
ILS / ILS
05C23C 3999
MAX
MAX
MAX
MAX
MAX
331/328
MAX/359
MAX
MAX
MAX
NONE
6.4.9.2
RWY
16/34
3178
Warning:
See ground maneuvering for parking procedure.
Note:
Strong Winds Can obscure visibility with blowing sand/dust.
Note:
In the event of closure of Runway 05R/23L, Runway 05L may be used for
Landing provided that :
1) Traffic established on final approach at least 13 NM from Cairo VOR/DME at
feasible minimum speed, and
2) Strict adherence to LLZ centerline.
3) Visual approach and shortcut are not permitted.
6.4.9.3
Terrain
The airport is located 13 NM to the Northeast of the city which lies besides the Nile with an
elevation of 382 feet. There is high ground to the South.
Due to the uneven terrain of the airfield, be aware that there can be up to approximately 200
feet difference in runway threshold elevations. As a result same taxiway have significant
slopes.
6.4.9.4
Air Traffic Control
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6.4.9.5
Weather
Weather is normally good.

April to June: Hot southerly wind known as the Khamsin may blow causing rising dust and
poor visibility.
Note:
During Summer, final approaches are generally bumpy due to hot air adiabatic
effect.
December to February: Usually in January, fog can occur very suddenly which will normally
dissipate by about 1000 local time.
Winter frontal system can reach Cairo from the Southern Mediterranean and although there
is usually very little rain, visibility can be reduced if the wind exceeds 15 knots.
6.4.9.6
Arrival Procedures
Note:
Runway 16/34 is used during day time and in VMC only as an alternative for
Runways 05L/23R and 05R/23L.
Caution:
A well lit dual carriageway and boundary fence lighting may make night
identification of Runways 05L & 05R difficult.
Note:
If landing 23L and exiting on taxiway Papa, do not mistake taxiway whiskey
as an extension of Papa.
The airfield site slopes up towards the South with a marked difference between threshold
elevations. Large power settings are required if taxiing uphill, increasing the risk of
engine ingestion of the considerable amounts of debris, sand and stones lying on and
around taxiways. Increase the separation between taxiing aircraft at all times. Taxiing
downhill requires constant braking which may cause Brake Overheat.
6.4.9.7
Ground Maneuvering
Qatar Airways uses Terminal 2.
Wingtip clearance is minimal on wide-body aircraft in parking areas.
B772, A330 and A300 : Left engine nacelle comes very close when parking at fixed
air-bridges, gates A8-A16. Approach parking stand at slow speed, using docking
guidance system and stop bar to position aircraft. Ensure correct aircraft designator is
shown on guidance system. If in doubt, request Marshaller assistance.
B777-300 : Parked on remote stands (Apr/07). Stands A7,A9 and A11 adequate at
Terminal 2.
6.4.9.8
Runway 23R may be used for take-off provided that traffic execute a left turn maximum
distance 5NM from Cairo VOR/DME then to be directed to its assigned airway.
Expect to climb straight ahead on runway heading to 3500ft, thereafter to follow tower
instructions.
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6.4.9.9
ICAO
RFF
IAP
RWY
LDA
(m)
Location
HEBA
772 / 3
343 / 6
332 / 3 300 / 10 320 / 1
Alexandria
Borg El Arab
HEGN

Aircraft
NON/ILS
14/32
3400 319/315 XXX/NOT 222/220
MAX
MAX
CIR/ILS
16/34
3700 325/322 XXX/343
MAX
MAX
MAX
VOR/ILS
02/20
3000 289/286 XXX/353
MAX
MAX
MAX
Hurghada
HELX
Luxor
HESH
Sharm El
Sheikh
ILS/CIR
04L/22R 3081
MAX
XXX/361
MAX
MAX
MAX
VOR/NON 04R/22L 3081
MAX
XXX/361
MAX
MAX
MAX
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6.4.10 CAPE TOWN (FACT) - SOUTH AFRICA

Name of Airport : Cape Town International
RFF
IAP
RWY
LDA
(m)

Aircraft
772 / 3
ILS / ILS
01/19
3201
343 / 6
319/314 MAX/351
332 / 3
300 / 10
320 / 1
MAX
MAX
MAX

Caution:
Paragliding in vicinity of airport.
6.4.10.3 Terrain
Cape Town airfield is located less than 10 NM East of city center with an elevation of 151 feet.
Table mountain runs from the Northwest of the airfield to the Southwest.
Air Traffic Control is generally very good.
6.4.10.5 Weather
Summer (October to March): Generally fair with fresh Southerly winds, thundery spell can
occur in late Summer. Occasional early morning fog a possibility.
Winter (May to August): Winds mainly Northwesterly. Low cloud and rain with passing
fronts. Fog forming during the night may persist until as late as midday.
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Due to obstacle, PAPI of Runway 19 must not be used beyond 5 NM from threshold.
Taxiways D5, D4, D3, L, and M not authorized for A330, A340 and B777.
Due to obstacle, PAPI of Runway 19 must not be used beyond 5 NM from threshold.
Caution:
Do not confuse Threshold 16 for Threshold 19 when taxiing on Taxiway for

Take-off Runway 19.
Aircraft departing from Runway 01 and 34 shall avoid hospital complex 3 NM North from
end of runways.
ICAO
Code
RFF
IAP
RWY
LDA
(m)
Location
FABL
Bloemfontein
FADN

Aircraft
772 / 3
343 / 6
332 / 3 300 / 10 320 / 1
VOR/VOR
02/20
2559
XXX
XXX
197/N
167
MAX/90
NONE
12/30
2195
XXX
XXX
167/N
140
MAX/74
ILS/ILS
06/24
2440 319/317 249/311
217/N
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
Durban
FAJS
Johannesburg
FYWH
ILS/VOR 03L/21R 4418

ILS/ILS
MAX
MAX
03R/21L 3400 324/321 254/316 220/217
9
NON/ILS
08/26
4575
XXX
XXX
MAX
Windhoek
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6.4.11 CASABLANCA (GMMN) - MOROCCO

Name of Airport : Mohammed V International
RFF
IAP
RWY
LDA
(m)
VOR / VOR 17R/35L 3720

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
MAX
MAX
MAX
MAX
MAX
231/229
MAX
MAX
9
NDB / ILS
17L/35R 3750
309/307 MAX/352
6.4.11.2 General Warning, Caution and Notes

Caution:
6.4.11.3 Terrain
The terrain has no significant obstacles close to the airport, the highest obstacle is a man
made obstacle East of the approach to Runway 17L/R, this reaches 1017 feet AMSL. To the
Southeast there is a spot height at 981 feet, this is approximately 20 NM from the airport.
The MSA is 4100 feet to the Southeast and 3600 feet to the Southwest and 3000 feet to the
North. The MSA is 3200 feet Northeast and 3800 feet Northwest. The airport elevation is 656
feet.
6.4.11.4 Weather
The weather in Casablanca is generally similar to that in many of the North African countries.
Precipitation values tend to be an average of up to 3 inches per month from November to
February with little or none for the remaining months. Temperatures are fairly stable, ranging
from 55F (13C) in January to 73F (23C) in August.
With proximity to the Atlantic Ocean fog may occur near sunrise and sunset.
Dust storms may reduce the visibility to a few hundred meters, however most of the time the
visibility is good.
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The Air Traffic Control is average.
Phraseology in Use
ATC / Pilot
ATC - First Contact:
Low Visibility procedures in force (RWY Number).
Pilot - First Contact:
ATC
Downgrading of Navigation Aids:
ATC
Cat II / III approach Advise of intent, required landing minima
Category (number) Approach (Runway no.) not available due (designated aid) unserviceable, category (number) approach only.
Suspension of LVP
Low visibility procedure suspended.

Procedure of ATC
First Contact
ATC - Advises RVR value(s) and request Pilot to call at Outer

Marker (OM)
Pilot - Repeats back message.
Note 1: RVR Value missing - Crew check minima.

Note 2: LVP in Force announced on ATIS.
At Outer
Marker (OM)
On Ground
ATC - advises RVR value(s).
ATC - Request PILOT to check his minima and gives clearances to

land.
ATC - Request PILOT to advise report on ground or going around.
Pilot - Checks minima and advise ATC of going around or on

ground.
Pilot - report runway vacated.
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Caution:
Parallel taxiway may easily be mistaken with Runways.
Noise abatement procedures published. Refer to Chart 10-4.
ICAO
Code
RFF
IAP
RWY LDA
(m)
Location
GMAD

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10 320 / 1
VOR/ILS 10/28 3200 305/302
250/319
209/207
166
MAX/92
VOR/ILS 09/27 2950 338/336 MAX/354
MAX
MAX
MAX
NON/ILS 03/21 3500
NOT
NOT
MAX
MAX
MAX
ILS/NON 10/28 2820
NOT
NOT
MAX/NOT
MAX
MAX
14/32 3200
MAX
XXX/360
227
MAX
MAX
VOR/ILS 10/28 2445
MAX
MAX
MAX
MAX
MAX
Agadir
GMFF
Fes
GMME
Rabat
GMMX
Marrakech Menara
LEMG
8
ILS/ILS
Malaga
LPFR
Faro
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6.4.12 CHENNAI (VOMM) - INDIA

Name of Airport : Chennai International
RFF
IAP
ILS / ILS
RWY
07/25
LDA
(m)
3658

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
MAX
MAX
MAX
MAX
MAX

Note:
Bird in vicinity of airport.
6.4.12.3 Terrain
The airport is located 14 km (7.6 NM) Southwest of the city with an elevation of 34 feet. Trees
up to 137 feet in the vicinity of Runway thresholds (600 m to 1000 m in the take-off and
approach path).
No significant high ground in the vicinity. MSA is generally 1800 feet except for the Northwest
sector, which is 2300 feet. Within 10 NM, the MSA is 1800 feet all round.
6.4.12.5 Weather
October to November: Thunderstorms due to cyclonic activity in the Bay of Bengal could
affect the airport. The duration of these storms is generally 60 to 90 minutes, when visibility
may drop below minimums, and associated Windshear on finals for Runway 07/25 may be
expected.
January and February: Early morning fog can be expected until about 1000 Local Time.
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The airfield has 2 intersecting runways. Runway 07/25 is the main runway in use.
Warning:
Do not mistake TAMBARAM Air Force Base for Chennai International

Airport, which has a similar Runway alignment. TAMBARAM is situated 6 NM
from Chennai on a bearing of 213 and has two Runways, 05/23 and 12/30.
Caution:
Flying in the vicinity of TAMBARAM airport permitted with prior ATC

clearance only.
Caution:
When using runway 25 for approach at night, be aware that the surrounding
city lights are bright, and tend to drown out the runway approach lighting. Do
not mistake the highway just to the left of the runway as the runway lighting.
Note:
Chennai Airport is in the process of developing a windshear detection and

prediction system. To gather data and feed the database they rely on cooperation from airlines. Therefore, it is recommended to report winds at 1800
feet and 1000 feet to ATC while landing in Chennai Airport, irrespective of
Runway in use.

Taxiway C not allowed for A346 & B777 due to turning geometry not compliant.
For A340 & B777, if RWY07 not available, take-off from RWY25 is to be done from the
intersection of RWY 12/30 via taxiway A. Taxiway J leading to RWY25 is not adequate for
turning.
ICAO RFF
Code
IAP
RWY LDA
(m)
Location
VOBL
ILS/ILS 09/27 4000
Bangalore
VOCI
8*
VOTV
343 / 6
332 / 3
300 / 10
320 / 1
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
263/333
226 / 223
MAX
MAX
MAX
MAX
MAX
MAX

8
Thiruvananthapuram
VOHS
772 / 3
VOR/ILS 09/27 3400 340/338 MAX/367
Cochin
Note :

Aircraft
10
Hyderabad
VOR/ILS 14/32 2992 310/307
ILS/ILS 09/27 4260
MAX
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6.4.13 COCHIN (VOCI) - INDIA

Name of Airport : Cochin International
RFF
IAP
RWY
LDA
(m)

Aircraft
772 / 3
8*
Note :
VOR / ILS
09/27
3400
343 / 6
340/336 MAX/367
332 / 3
300 / 10
320 / 1
MAX
MAX
MAX
*RFF upgradeable to RFF CAT 9 upon request.

Note:
180 turns of aircraft with MTOW above 50 tons permitted at Runway ends only.
6.4.13.3 Terrain
The airport is North of Trivandrum in the South of India, the airport is in close proximity to a
river, thus giving potential rise to fog and mist. The airport has an elevation of 25 feet.
West and South of the airport the terrain is relatively flat. North through to the East MSA is
6500 feet, the terrain rises to 1742 feet within 5 NM and 4100 ft within 11 NM. The South East
quadrant also has terrain giving a MSA of 5600 feet.
The standard of ATC is average. Use standard phraseology.
6.4.13.5 Weather
clearing early morning.
June to September: Generally fine with broken CU. Very occasional squalls with heavy rain
October to November: Rain Squalls more frequent and more persistent. Thunderstorms,
especially in the evening causing water logging on Apron and parts of Runway.
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Note:
The passenger steps used are not wide enough for aircrafts door, which do
not permit opening of the doors after positioning the equipment. Therefore,
doors shall be opened immediately prior to the positioning of the equipment
at the aircraft; in this case the door safety strap must be attached.
NIL
ICAO
Code
RFF
IAP
RWY LDA
(m)
Location
VCBI

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
9
ILS/ILS
04/22 3350
MAX
MAX
MAX
MAX
MAX
ILS/ILS
09/27 4000
MAX
MAX
MAX
MAX
MAX
ILS/ILS
07/25 3658
MAX
MAX
MAX
MAX
MAX
MAX
MAX
Katunayake
VOBL
Bangalore
VOMM
Chennai
VOTV
Thiruvananthapuram
VOR/ILS 14/32 2992 310/307 263/333 226 / 223
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6.4.14 DAMMAM (OEDF) - SAUDI ARABIA

Name of Airport : King Fahad International
RFF
IAP
RWY
LDA
(m)

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
ILS / ILS
16L/34R 4000
MAX
MAX
MAX
MAX
MAX
ILS / ILS
16R/34L 4000
MAX
MAX
MAX
MAX
MAX

NIL
6.4.14.3 Terrain
The airport is located 14 NM inland from the coast, on a large flat area without obstruction.
The airport has an elevation of 72 feet.
Air Traffic control is very good.
6.4.14.5 Weather
The weather is the same weather as observed at many airfields in the gulf region.
Haze is typical, reducing the visibility to around 6000 m. This may reduce to a 1000 m in
severe dust storms.
Rain is more likely in the winter months and may be very heavy reducing visibility.
Prevailing wind Northerly which can be very strong at times.
Early morning fog and low stratus during the winter months. Frontal weather occasionally
affects Dammam in winter.
Dust storms occur throughout the year but are most troublesome during mid-summer
afternoons.
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NIL
Take-off in northern direction, expect runway 34L. For planning purpose, the Operational
Flight Plan (OFP) will show a specific SID, but expect ATC to provide radar vectors for
departure (RADAR1A) to the "BAH" VOR.
ICAO
Code
RFF
IAP
RWY
LDA
(m)
Location
OBBI
10
Bahrain
OEJN

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10 320 / 1
MAX
MAX
MAX
MAX
MAX
NONE
12R/30L 2222
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
ILS/ILS 15R/33L 3400 300/297 MAX/353
MAX
MAX
MAX
MAX
MAX/375
MAX
MAX
MAX/88
ILS/ILS
MAX
MAX
MAX
MAX
MAX
Jeddah
OERK
Riyadh King Khalid

OKBK
Kuwait
OTBD
9
16/34
3822
Doha
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6.4.15 DELHI (VIDP) - INDIA

Name of Airport : Indira Gandhi International
RFF
IAP
RWY
LDA
(m)

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
VOR / ILS
09/27
2661
MAX
MAX
MAX
MAX
MAX
ILS / ILS
10/28
3810
MAX
MAX
MAX
MAX
MAX
ILS / ILS
11/29
2820
MAX
MAX
MAX
MAX
MAX

Caution:
Caution:
Light aircrafts and gliders activity in the area.
6.4.15.3 Terrain
The airfield is located on a flat plain 8 NM Southwest of the city with an elevation of 744 feet.
6 NM to the East is another airfield associated with light aircraft and glider activity. Located
just to the North of this airfield is a prohibited area.
6.4.15.5 Weather
December to February: North East monsoon. Light winds and cool weather with minimum
overnight temperatures around 7C. Occasional frontal depressions. Frequent morning fog
usually clearing by about 1000 Local Time.
March to Mid June: Hot Season. Temperature slowly building up until the start of the
Southwest monsoon with storms towards the end of the period.
Mid June to September: Southwest monsoon. Some continuous rain with thunderstorms
but usually not more than 10 days a month. Little rain in September. Average maximum
temperature 33C.
October to November: Fine warm weather with haze in the morning.
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Runway 28 has a downhill slope.
Caution:
Do not mistake Delhi (SAFDARJUNG) airport located 6 NM to the East for

Delhi Indira Gandhi International airport.
Caution:
Do not mistake parallel taxiway P for Runway 10/28.
When the surface wind velocity exceeds 10 knots, updraughts can be expected on final
approach to Runway 28.
Exercise caution for men and vehicle movement around dimly lit aprons.
Note:
Former Runway 15/33 is available for overnight parking.
Below 10,000ft, IAS not greater than 250kts.

Within 15NM of VOR serving the airport, or below FL65, shall maintain IAS as per aircraft
category.
Aircraft Category
C
Within 15NM, excluding approach track
170 kts
185 kts
10NM to 4 NM on final approach track
150 kts
160 kts
Request start-up within 5 minutes of filed EOBT. If unable to make start-up within 5 minutes of EOBT, a delay may occur subject to traffic situation. If intersection take-off is possible advise ATC at time of push back/start-up. Pre-departure checks should be
completed before entering active runway to expedite traffic flow. Expect take-off clearance after line-up.
No ATC speed restriction applicable for departing aircraft except when specified by ATC.
c) Taxiing:
Taxiing aircraft should maintain a minimum speed of not less than 15 knots on the straight
portion of taxiways and between 8-12 kts during turning maneuvers.
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ICAO
Code
RFF
IAP
RWY
LDA
(m)
Location
OPLA
Lahore
OPRN

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10 320 / 1
VOR/VOR 18R/36L 2743 278/276 245/316 205/204 160/163

MAX
MAX
MAX
MAX
MAX
MAX
9
CIR/ILS
12/30
2743 263/259 265/328 219/216 167/MAX MAX
VOR/ILS
05/23
3505 333/331 MAX/349 231/229
MAX
MAX
ILS/ILS
09/27
2963
MAX
MAX
MAX
MAX
MAX
ILS/VOR
14/32
2517
MAX
MAX
MAX
MAX
MAX
VOR/ILS
14/32
3200
NOT
NOT
NOT
NOT
MAX
VOR/ILS
09/27
2797
NOT
NOT
NOT
NOT
MAX
VOR/ILS
09/27
2585
NOT
NOT
NOT
NOT
MAX
Islamabad (Note)
VAAH
Ahmedabad
VABB
Mumbai
VANP
Nagpur
VIJP
Jaipur
VILK
Lucknow
Note:
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6.4.16 DHAKA (VGZR) - BANGLADESH

Name of Airport : Zia International
RFF
IAP
ILS / VOR
RWY
14/32
LDA
(m)

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
MAX
MAX
MAX
MAX
MAX
3200

Caution:
Caution:
(B772/3 & A346) Wing tip clearance minimal when widebody aircraft parked on
stand 1-6.
Caution:
Taxiways and Apron Pavement Conditions : In general taxiways and apron

pavement conditions are poor with numerous reports of broken surfaces (Crew
report Nov 2008). Adopt appropriate taxi speeds.
6.4.16.3 Terrain
No significant terrain in vicinity.
The standard of ATC and English is poor.
Due to lack of Radio Communication facilities between Kolkata and Dhaka ACCs, good flight
crew radio communications and co-ordination with both ACCs is required for descent or
climb.
6.4.16.5 Weather
March to May: Hot season. Heavy thunderstorms appear from the Nor'westers; severe
squall conditions may last 30 to 40 mins.
June to September: SW monsoon with rainfall at its annual maximum.
June to November: Cyclones may affect the area.
Visibility occasionally reduced in rising dust at any time of year.
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Pass ETA to tower. Parallel taxiway can easily be confused with runway due lighter surface.
Crew reports (Nov 2008), that when cleared for ILS runway 14, the LOC has been inactive, even though ILS Ident is normal.
Runway surface is rough
Stand 1 - Available for B747 type aircraft.

Report POB when requesting pushback. Delays in excess of one hour, ATC flight plan
needs to be resubmitted.
ICAO
Code
RFF
IAP
Runway LDA
(m)
Location
VECC
Kolkata
VGEG

Aircraft
772 / 3
343 / 6
332 / 3 300 / 10
VOR/VOR 01L/19R 2749 243/244
207/262
178/176 140/142 MAX/80
ILS/ILS
01R/19L 3200
320 / 1
MAX
MAX
MAX
MAX
MAX
7
VOR/ILS
05/23
2940
NOT
NOT
MAX/N
MAX
MAX
VOR/ILS
09/27
2661
MAX
MAX
MAX
MAX
MAX
ILS/ILS
10/28
3810
MAX
MAX
MAX
MAX
MAX
ILS/ILS
11/29
2820
MAX
MAX
MAX
MAX
MAX
ILS/ILS
01L/19R 3700
MAX
MAX
MAX
MAX
MAX
ILS/ILS
01R/19L 4000
MAX
MAX
MAX
MAX
MAX
165
MAX
Chittagong
VIDP
Delhi
VTBS
10
Bangkok Suvarnabhumi
VTCC
9
VOR / ILS
18/36
3100 339/336
MAX/355 204/202
Chiang Mai
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6.4.17 DOHA (OTBD) - QATAR

Name of Airport : Doha International
RFF
IAP
ILS / ILS
RWY
16/34
LDA
(m)
3822

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
MAX
MAX
MAX
MAX
MAX

Caution:
Caution:
New Doha International Airport under construction, located 2.8NM East of

runway 16/34. The new parallel runways are nearing completion. Exercise
caution and do not confuse new parallel runways with runway in use at Doha.
6.4.17.3 Terrain
Doha is a joint military civil airfield with high level of military activity. The airport has an
elevation of 35 feet.
The standard of ATC and English is good.
6.4.17.5 Weather
The weather of Doha is very hot with no rain between June to October but humid on the
coast. The rest of the year is pleasantly mild/warm and sunny with occasional showery rain
during December to March.
July to September: Night fog possibility from 1800 to 0200 UTC.
November to February: Early morning fog possibility from 2300 to 0400 UTC.
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6.4.17.6 Arrival Procedures:

Caution:
With a strong Northerly wind windshear can be expected on approach.
Caution:
On approach to Runway 34, highway with shielded illumination visible to

aircraft.
6.4.17.7 Ground Maneuvering:

When using turning pad on Rwy 16, turning should be anti-clockwise.
Warning :
A330/A340/B777 is not allowed to park in the Western apron.
Isolated parking area (Taxiway E2) is used in case of security issues relating to an aircraft, ie
hijacking, bomb threat.
Call Doha tower on 118.9MHZ, 10 minutes before requesting start-up.
Aircraft will be pushed back on western apron, facing North.
a) Security :
QR Security will do pre-departure security check for all direct US bound flights.
Aircraft search will be carried out by QR security and a copy of the search form will be
handed over to the CSD.
to aircraft.
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b) Ground Communication
VHF Contacts for Departments.
Purpose
Department
Call Sign
Frequency
Qatar OCC
125.150
Flight Dispatch
Dispatch
125.150
Maintenance
Maintenance
Control
125.150
QAS Hub Control
QAS Hub
Control
121.050
Contact of Senior Flight Operations Staff

Crew Replacements
Delay or Departure Time Information or Clarification
Operations Control
If unable to contact Maintenance,
Flight Dispatch or QAS Hub Control Center
Tech or Cabin Crew flight or duty
enquiries.
Flight Documentation
NOTAMS
Performance related MEL Clarification in Tech Log
Queries on Flight Plans
Weather Data
ZFW Changes.
Clarification of MEL entries in
Technical Log
Engineer Required
Technical Documentation
Technical Problems.
Aircraft Cleaning
Air Conditioning
Catering
ETA Updates (Prior to Arrival)
Fuel
Gate Information
Ground Power Unit
Medical/Police/Security Assistance
QAS or QR Ground Staff Assistance
Passenger Steps.
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ICAO
RFF
IAP
RWY
LDA
(m)
Location

Aircraft
772 / 3
343 / 6
MAX
MAX
MAX
MAX
MAX
Bahrain (Note 1)
NONE
12R/30L 2222
MAX
MAX
MAX
MAX
MAX
OEDF
MAX
MAX
MAX
MAX
MAX
Dammam
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
Abu Dhabi
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX/367
MAX
MAX
MAX
3760 MAX/347 MAX/349
MAX
MAX
MAX
OBBI
OMAA
OMDB
10
10
Dubai
OMSJ
332 / 3 300 / 10 320 / 1
9
VOR/ILS
12/30
Sharjah
Note 1:
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6.4.18 DUBAI (OMDB) - UNITED ARAB EMIRATES

Name of Airport : Dubai International
RFF
IAP
RWY
LDA
(m)

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
ILS / ILS 12L/30R 3600
MAX
MAX
MAX
MAX
MAX
ILS / ILS 12R/30L 3880
MAX
MAX / 367
MAX
MAX
MAX
10

Caution:
Note:
180 turns on runways are not permitted for aircraft larger than A320.
Note:
In accordance with the security procedures at Dubai International Airport, transit

crew members can leave and re-enter the aircraft once only.
6.4.18.3 Terrain
The airport is located close to the coast on the outskirts of the city with an elevation of 34 feet.
Terrain is not a significant factor although there are several man made obstructions in the
area.
High ground to the Northeast, East, South extending beyond 25 NM from the airport
Delay messages transmitted to the crew by ATC should be interpreted as follows:
No Delay expected means
When delay greater than 20 minutes
Note:

The term Fuel emergency has no status in ATC phraseology. Radio call
prefixed with MAYDAY for distress or PAN for urgency will ensure priority
handling.
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Dual Runway Operations

Dedicated controller assigned for each runway with same call-sign Tower.
Air 1 (one) responsible for Northern RWY 12L/30R
Air 2 (two) responsible for Southern RWY 12R/30L
Clearance Limit Points

Standard clearance limit points will be used for transfer of aircrafts and vehicular traffic.
6.4.18.5 Weather
Early morning fog is a possibility at any time of year.
March to May: Occasional dust storms are most likely during the period.
Thunderstorms, although infrequent, may be severe.
Low-level windshear may occur with calm or light surface winds.
6.4.18.6 Arrival Procedures:
Caution:
Due to similar runway alignment, do not mistake Sharjah airport located

10NM Northeast of Dubai.
Minimum spacing on final approach between successive aircraft will be 5nm or minimum
vortex wake separation, whichever is greater. (This will be measured from the point where the
first aircraft is at 4nm from touchdown and both aircrafts have been issued a speed restriction
of 160kts to 4nm final).
The UAE enforces an approach ban policy which states that aircraft may not descend below
1000ft above aerodrome if relevant runway visual range is at the time less than the specified
landing minima. When visibility is close to, or below, the prescribed minima, ATC shall advise
current IRVR reading to aircraft when they are approx 1000ft on final approach.
NIL
6.4.18.8 Departure Procedures:
NIL
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ICAO
RFF
IAP
RWY
LDA
(m)
Location
OMAA
Abu Dhabi
OMAL

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10 320 / 1
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
9
ILS/VOR
01/19
4000
MAX/366
MAX
MAX
MAX
VOR/ILS
12/30
3760 MAX/347 MAX/349
MAX
MAX
MAX
ILS/ILS
16/34
3822
MAX
MAX
MAX
Al Ain
OMSJ
Sharjah
OTBD
9
MAX
MAX
Doha
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L E F T
B L A N K
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6.4.19 FRANKFURT (EDDF) - GERMANY

Name of Airport : Frankfurt - Main International
RFF
IAP
RWY
LDA
(m)

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
ILS / ILS
07L/25R 4000
MAX
MAX
MAX
MAX
MAX
ILS / ILS
07R/25L 4000
MAX
MAX
MAX
MAX
MAX
10

Note:
With winds between direction 200 and 160 clockwise and speeds of 15 kts and
more on Runway 18, Gust and strong windshifts up to tailwind component may
occur.
6.4.19.3 Terrain
The airport is located 6 NM to the Southwest of the city centre with an elevation of 364 feet.
The River Main runs through the city and joins the much larger Rhein opposite the town of
Mainz. There are rolling hills all around Frankfurt which do not present any particular
problems as most approaches start 4000 feet.
The Air Traffic control is generally very good. Traffic density may be problem.
6.4.19.5 Weather
June to September: Generally warm and sunny weather
September to November: Good weather with the probability of fog increasing as the season
progresses.
December to March: Cold and wet. Fog occurs in high humidity and low wind conditions as
in all of Northern Europe.
April to May: Variable weather, although the foggy season should be well gone.
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Runway 18 is not usable for landing.
Noise Abatement procedures as per the following : Leave the initial approach fix at 210
kts + 10 kts, maintain until 12 NM from touchdown. Reduce speed to 160 kts + 10 kts
using an intermediate flap setting with landing gear up. Intercept glide path at not lower
than 3000 feet AAL. Lower landing gear, set flaps for landing and establish final approach
Departures to South and Southeast, expect RWY18 with tailwinds not exceeding 10kts.
Winds exceeding 10kts for RWY18 will be announced via ATIS.
NIL
Note:
For deicing, please contact: Frequency 135.225.
Data-link departure clearance in use, refer to Jeppesen briefing pages for detail
ICAO
RFF
IAP
RWY
LDA
(m)
Location
EDFH
10
Cologne Bonn
EDDS
772 / 3
343 / 6
332 / 3 300 / 10 320 / 1
Frankfurt Hahn
EDDK

Aircraft
ILS/ILS
03/21
2745
331/329 MAX/375
NON/ILS
06/24
2459
260/257
MAX
MAX
MAX
MAX
242/303 202/200 160/158 MAX/79

MAX
MAX
MAX
MAX
MAX
MAX
MAX
10
ILS/ILS
07/25
3045
302/300 MAX/379
Stuttgart
EDDL
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
Munich
MAX
MAX
MAX
MAX
MAX
Dusseldorf
EDDM
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6.4.20 HOCHIMINH (VVTS) - VIETNAM

Name of Airport : TANSONNHAT
RFF
IAP
RWY
LDA (m)

Aircraft
772 / 3
07L/25R
9
3048
343 / 6
332 / 3
300 / 10
320 / 1
287/283 273/337 MAX/230 170/MAX MAX/89
VOR / ILS
07R/25L 3059/3800 307/302 355/MAX
MAX
MAX
MAX

Taxiway W1 and W2 not permitted for A300 and A330. Parking stand 10-14 A330 not
permitted. Parking stand 1-3, 24-30 A300/A330 not permitted.
Warning:
Airport is situated in the vicinity of Danger area 23 to 26 (Helicopter Training 50m

(164ft) - 1000m (3280ft) and prohibited area P(4) (Ground - 3000m (9840ft).
Caution:
Taxiways width is the minimum required for A300 & A330 aircraft. Adhere strictly
to the centerline marking and use extreme caution in the turns.
Caution:
PAPI reported as being unreliable.
Caution:
After heavy rains, pools of water may remain on surface.
Caution:
Runway markings in the region of touchdown zone are heavily overlaid with
rubber deposits, making them difficult to identify and slippery when wet.
Note:
15NM North-East, lies the military airfield of Bienhoa, with two parallel runways in
a East-West orientation.
6.4.20.4 Terrain
Generally, flat terrain surrounds the airport. The airport is located 6km to the Southeast from
the city center.
Radar service provided. Enroute weather deviations generally accepted.
Wind speed is given in Meters per second (multiply by 2 to get knots) and cloud base in
meters above AAL.
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6.4.20.6 Weather
The climate is divided into two seasons, with the rainy season lasting from mid April to the
end of October. Worst months are May and September.
Thunderstorms activity occurs between mid-noon and early evening. Rapid changes in
visibility with heavy rain and variable strong winds happen as thunderstorms drift over the
airport, expect a ceiling of 200-300ft during this period. Such phenomena rarely last more
than 30 minutes.
November to April: Is the dry season. Haze is present in these months, but visibility seldom
falls below 2000 meters.
December to March: Early morning fog possible, however it is thinly layered and clears a
couple of hours after sunrise.
Typhoons are infrequent, and if a depression moves through it is more likely occur in
September or October.
The airport is equipped with surveillance radar giving an accurate picture of thunderstorm up
to a range of thirty miles. This information is passed to the tower.
No STARs published. Normal landing is ILS runway 25R.
Danger and Prohibited areas may affect missed approach planning. The missed
approach procedures do not specify an altitude after initial climb to altitude on runway
heading, continue climb to MSA. Note the published minimum holding altitudes.
VOR approaches to all runways are offset. Ensure correct runway is selected during final
approach, as the offset may leave you Left or Right of desired runway.
Landing runway 07L/25R, ensure clearance is obtained before crossing runway 07R/25L.
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Minima
Instrument approaches, CEILING shown in meters. The value reflects the equivalent
MD (H) shown in feet.
Extract from Jeppesen terminal chart, 13-1

ATC flight plans must be filed locally, therefore to avoid any delay, check early with ATC
that a valid flight plan is in the system. Call ground control 10 minutes prior to start for
ATC clearance.
Parking Stands
4 to 14, expect towing to NS taxiway, then taxiing for departure;
15 to 22, expect towing to E6, then taxiing for departure.
Due to numerous danger and prohibited areas, ensure compliance with DME and radial
for turning points.
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TRUE TRACK
Note:
WEST
EAST
180 - 359
0 - 179
Meter
Feet
Meter
Feet
13200
43300
12600
41300
12000
39400
11400
37400
10800
35400
10200
33500
9600
31500
9000
29500
8400
27600
8100
26600
7800
25600
7500
24600
7200
23600
6900
22600
6600
21700
6300
20700
6000
19700
5700
18700
5400
17700
5100
16700
4800
15700
4500
14800
4200
13800
3900
12800
3600
11800
3300
10800
3000
9800
2700
8900

QNH
Note:
Meter
Feet
3300
10800
3000
9800
2700
8900
2400
7900
2100
6900
1800
5900
1500
4900
1200
3900
900
3000
600
2000
550
1800
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ICAO
RFF
IAP
RWY
LDA
(m)
Location
VTBD
ILS/ILS

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
312/309
MAX
MAX
MAX
MAX
03L/21R 3700
Bangkok - Don
Mueang
VTBS
ILS/ILS
01L/19R 3700
MAX
MAX
MAX
MAX
MAX
ILS/ILS
01R/19L 4000
MAX
MAX
MAX
MAX
MAX
MAX/363
MAX
MAX
MAX
297
207/203
MAX
MAX
10
Bangkok Suvarnabhumi Intl

VTBU
8
ILS/VOR
18/36
3505 336/332
Rayoung
VVDN
NON/ILS 07L/35R 3048 305/302
Danang Danang NON/VOR 07R/35L

3059 211/206 XXX/MAX 139/137 117/XXX
Intl
66/64
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6.4.21 ISLAMABAD (OPRN) - PAKISTAN

Name of Airport : Benazir Bhuto International Airport
RFF
IAP
CIR / ILS
RWY
12/30
LDA
(m)
2743

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
263/259
265/328
219/216
167/MAX
MAX

Caution:
Caution:
Danger and restricted areas surround the airport.
Caution:
Runway 30 Dumbell located at displaced threshold, closed to medium and

heavy aircraft.
Caution:
Runway 12/30, use minimum power while turning on dumbell(s).
Note:
Delays can occur due to aircraft back-tracking on the runway and the single
taxiway to and from the parking area for wide bodies (Taxiway Alpha)
6.4.21.3 Terrain
The airport is located Southeast of the city of Islamabad and Northeast of the city of
Rawalpindi. It is used jointly by military and civil aviation. The airport has an elevation of 1668
feet.
The standard of ATC is average. Use standard Phraseology.
Islamabad Primary radar has a range of 100 NM (200 NM Secondary).
6.4.21.5 Weather
December to February: Fog conditions can occur but usually cleared by 11 AM Local time.
The minimum winter temperature is -2 C with frost but no reported ice.
July to September: These are hot Summer months with temperatures upto 40C with
frequent thunderstorms and rain.
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Warning:
The Tower Controller does not have full visual coverage of the Runway
(especially Runway 12 threshold) or the Start-up Ramp.
Warning:
Do not mistake small airfield with Runway alignment 14/32 at approximately

4 NM South West of airport.
Caution:
Roads / Islamabad highway running in similar alignment to the runway have

brighter lights than the runway itself and can be mistaken in poor visibility.
Caution:
Pilots are to exercise extreme caution during wet runway conditions. After
heavy rain, mud oozes through joints and onto the runway surface. This
condition, combined with a downhill slope on the second half of Runway 30
and excessive rubber deposits, can cause serious stopping problems.
Caution:
Civilian aircraft are to taxi over arrestor cables with caution.
Note:
The parking area available for heavy jets is filled very quickly if Lahore is
fogged in, be prepared to divert due to lack of parking space.
The prohibited area is located approximately 5 NM Southwest of the field is a nuclear test
zone. No Radar vectors will be given in this area; for this reason expect a 9 NM final for
Runway 30.
Caution:
The first 335 m of Runway 12 (before the turning pad) can not be used for
Take-off because of low pavement strength. This has been considered in
Performance Chart.
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ICAO
Code
RFF
IAP
RWY
LDA
(m)
Location
OPKC
Karachi
(Note1)
OPLA
Lahore
OPNH

Aircraft
772 / 3
343 / 6
332 / 3 300 / 10 320 / 1
NON/ILS 07L/25R 3200 273/270 MAX/341 228/226
MAX
MAX
NON/ILS 07R/25L 3400
MAX
MAX
MAX
MAX
VOR/VOR 18R/36L 2743 278/276 245/316

MAX
MAX
MAX
205/204 160/163
MAX
MAX
MAX
MAX
Nawabshah
VOR/VOR
02/20
2743 269/264 XXX/328
MAX
MAX
MAX
VOR/VOR
17/35
2743
223
223
223
MAX
MAX
VOR/ILS
09/27
2661
MAX
MAX
MAX
MAX
MAX
ILS/ILS
10/28
3810
MAX
MAX
MAX
MAX
MAX
ILS/ILS
11/29
2820
MAX
MAX
MAX
MAX
MAX
(Note2)
OPPS
Peshawar
(Note3)
VIDP
Delhi
Note 1:
Company preferred alternate during winter season due to congested apron in

Lahore.
Note 2:
Note 3:
B777 / A346 - Only Taxiway A authorized for taxi-in/out from Apron.
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6.4.22 ISTANBUL (LTBA) - TURKEY

Name of Airport : Ataturk International
RFF
10
IAP
RWY
LDA
(m)

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
CIR / ILS
18R/36L 3000
MAX
MAX
MAX
MAX
MAX
ILS / ILS
18L/36R 3000
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
ILS / ILS
06/24
2300

Caution:
Birds and stray dogs in vicinity of airport.
6.4.22.3 Terrain
The airport is located 13 NM West of the city on the Northern edge of the Marmar Sea with an
elevation of 163 feet. Terrain is not a significant consideration within the immediate vicinity
although there is high ground outside 10 NM to the East. Approaches to Runway 36 or 06 are
over water.
The standard of ATC and English is variable.
6.4.22.5 Weather
December to May: The area can be subject to heavy snowfall.
June to October: Thunderstorms are generally confined to these months.
November to January: These are the months with the highest incidence of poor visibility and
low cloud with ceilings below 600 feet and visibility below 500 metres.
Winter: Fog is normally restricted to advection fog formed over the sea it is often blown
inland over the airport. Mean surface wind is north to northwest at 10 to 15 knots.
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Caution:
Taxiway and apron centreline marking is poor, especially in adverse weather

or at night. Apron and taxiways are reported very slippery when wet, and
numerous minor deficiencies to inadequate stand guidance, marshalling and
pushback.

B777/A346 - Taxiways Z, Z1 and Z2 not authorized.
NIL
ICAO
RFF
IAP
RWY
LDA
(m)
Location
LTAC
Ankara (Note 1)
LTAI

Aircraft
772 / 3
343 / 6
ILS/ILS
03L/21R 3400 336/333 MAX/370
ILS/ILS
03R/21L 3750
MAX
VOR/ILS
18C/36C 3400
VOR/ILS
332 / 3 300 / 10 320 / 1

MAX
MAX
MAX
MAX/375
MAX
MAX
MAX
MAX
MAX/XXX
MAX
MAX
MAX
18L/36R 3400
MAX
MAX
MAX
MAX
MAX
VOR/ILS
18R/36L 3400
MAX
ILS/ILS
16L/34R 3240
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
Antalya (Note 2)
LTBJ
Izmir (Note 3)
LTFJ
162/198 143/142 120/122 68/66
Istanbul Sabi
ILS / ILS
06/24
3000
Note 1 :
B777 / A346 - Apron 4 and 5 authorized and appropriate parking stands: 101,
102, 107, 116 and 118 - 120.
Note 2 :
B777 / A346 - Taxiways H1 and K not authorized and appropriate parking stands:
Apron 1 - stands 1,16 and 17. Apron 2 and 3 - stands 57 - 59; 62 - 65; 68 -72.
Note 3 :
B777 / A346 - appropriate parking stands: Apron 1 - stands 1 to 6; Apron 2 stands 24 to 26.
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6.4.23 JAKARTA (WIII) - INDONESIA

Name of Airport : Soekarno-Hatta International
RFF
IAP
RWY
LDA
(m)

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
ILS / ILS
07L/25R 3600 MAX/347
MAX
MAX
MAX
MAX
ILS / ILS
07R/25L 3660 MAX/347
MAX
MAX
MAX
MAX

Caution:
Caution:
Exercise caution, while take-off and landing Runway 25 and Runway 07 due to
kites.
6.4.23.3 Terrain
The airfield is situated 10 NM South of the East / West coastline. Jakarta (Halim) airport is 20
NM South although it is rarely visible as the summits are usually obscured by cloud.The
airport has an elevation of 34 feet.
The area is subject to volcanic activity.
The standard of ATC and English can be poor. Use standard phraseology.
Refer to Area chart for speed restrictions.
6.4.23.5 Weather
May to October: This is the dry season and the area is affected by the Southeast Trade
Winds.
November to April: The Northwest Monsoon with typical tropical monsoon weather. Periods
of prolonged low visibility are unlikely as bad weather is generally associated with
thunderstorms activity and should normally last less than one hour. Rain activity tends to
position more closely to the shoreline of the harbour and should pass quickly.
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Monsoon weather can cause strong crosswinds. The location of two hangers at the
approach end of Runway 07R may result in strong turbulence on short finals if landing on
Runway 07R. A wind sock located between the taxiway and runway near the threshold
can give the best indication of the wind activity when landing in this direction.
Caution:
False localiser capture can occur on Runway 25R.
Note:
Keep a good lookout for other arriving traffic. Domestic traffic tends to
receive priority handling by ATC and it is not uncommon to have these flights
placed in front of non-national traffic resulting in excessive radar vectoring off
course to the southeast. Flights crews should be keenly aware of their
sequential position during vectoring and may have to remind ATC of
assigned headings.
Note:
A bright light situated near to the end of Runway 25R. The light is visible
when on short final to this runway, and appears to be an incorrectly shielded
centre-line light.
The MSA for all SIDs is based on VOR DKI. DKI is located 25nm Northeast of the airport, which means that all departure from runway 25L/R, routing westbound will fall outside the DKI coverage. The GL LOM, (MSA runway 07L is based on this navigation
aid), can be used as MSA for departing runway 25L/R.
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ICAO
Code
RFF
IAP
RWY
LDA
(m)
Location
WIHH

Aircraft
772 / 3
343 / 6
MAX
MAX
332 / 3 300 / 10 320 / 1
Jakarta Halim
WIDD
VOR/ILS
06/24
2800
MAX
MAX
MAX
ILS/VOR
04/22
4025 MAX/347 MAX/369
MAX
MAX
MAX
ILS/VOR
16/34
3354
NOT
MAX/224
MAX
MAX
Batam
WMKJ
8
NOT
Johor Bahru
WMKK
Kuala Lumpur
WARR
ILS/ILS
14R/32L 4000 327/325
MAX
MAX
MAX
MAX
ILS/ILS
14L/32R 4019 MAX/345
MAX
MAX
MAX
MAX
8
ILS/VOR
10 / 28
3000 292/289
251/316 218/215
MAX
MAX
CIR/ILS
08/26
2500 319/316
273/337 224/222
MAX
MAX
Surabaya
WARQ
Solo
WSSS
10
MAX
MAX
MAX
MAX
MAX
Singapore Changi
MAX
MAX
MAX
MAX
MAX
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6.4.24 JEDDAH (OEJN) - SAUDIA ARABIA

Name of Airport : King Abdul Aziz International
RFF
IAP
RWY
LDA
(m)

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
ILS / ILS 16C/34C 3303
MAX
MAX
MAX
MAX
MAX
ILS / ILS
16L/34R 3690
MAX
MAX
MAX
MAX
MAX
ILS / ILS
16R/34L 3803
MAX
MAX
MAX
MAX
MAX

Caution:
Note:
Terrorist threats are to be taken seriously.
Note:
Apron 6 - stands A1, A2 & A4 not authorised for A330.
6.4.24.3 Terrain
The airfield is situated 2 NM inland to the North of the city of Jeddah with an elevation of 48
feet.
The airfield has three wide spaced parallel runways. The Easterly runway is usually reserved
for military traffic. Simultaneous arrivals and departures take place.
The standard of ATC and English can be poor.
6.4.24.5 Weather
The climate is extremely dry and arid throughout the year, with unreliable rainfall. There is
little rainfalls between November to December to April or May. Temperatures from May to
September are extremely high and although inland the humidity is quite low on the coast it
can become high adding to the discomfort. Temperatures in winter are generally mild and
warm but inland and in higher areas these can fall low enough for frost and snow to occur.
Winter nights in the desert can be particularly cold. Prevailing wind Northerly.
Early morning fog in Spring.
Dust storms occur throughout the Summer.
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6.4.24.6 Arrival Procedures :

Note:
The Saudi Authorities have requested that passengers must be informed of

the Ihram timing 30 minutes before passing Migat (Ihram Zone) and to
repeat the same announcement 5 minutes prior passing Migat.
If tailwind component is less or equal to 6 kts, the preferred runway for arrival is 34C.
Caution:
When taxiing be aware of uncontrolled vehicle traffic crossing some

taxiways.
There is a dedicated terminal for Haj flights. However during the Haj Pilgrimage Season,
the timing of which is variable, the number of flights and particularly East West flights
entering Saudi airspace from North and Central Africa increases dramatically and with it
the risk of ATC incidents.
NIL
6.4.24.8 Departure Procedures :
If tailwind component is less or equal to 6 kts, the preferred runway for departure is 34L.
Pilgrimage to Mecca :
Many passengers to Jeddah are pilgrims bound for Mecca.
Umrah :
Umrah is the name given to the act of going on the pilgrimage to the holy city of Mecca
at times other than Haj period. Pilgrims unable to attend the Haj will endeavor to
attend Umrah.
Haj :
Haj is the name given to the act of going pilgrimage during the period laid down by the
Saudi authorities and ending at Eid-Al-Adha.
Haj Operations :
Haj Operation is the form of Charter flights in addition to schedule services will be
undertaken during the Haj period.
These flights present a significant security problem to the Saudi Arabia government
who normally maintain a tight control over immigration. The regulations for the transport of Haj passengers are strict and infringements will result in heavy fines for the
Operator concerned with ticketing, documentation and control of passenger movement on the ground.
However, the following points require the attention of crews on both Haj operations
and normal flights carrying pilgrims undertaking Umrah. These are as follows:
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Al Megat :
This is the time when the pilgrims would be appropriately dressed. It may be taken as
a distance 80 NM from Jeddah or refer to the Jeppesen/Jeddah arrival, so a PA
announcement should be made shortly after take-off or early in the flight informing the
pilgrims of the estimated time at AL-MEGAT. A personnel announcement call must be
made at AL-MEGAT in order to indicate when to start praying.
Scheduled services during Haj :
The PA announcements allowing time for pilgrims to prepare for Al-Megat and the
actual position report will be made as in the previous paragraph. In addition Haj passenger will remain on board until the other passengers have disembarked. Cabin Staff
have been instructed to make a PA announcement to this effect.
Normal Operations :
Normal operations to Jeddah will frequently carry pilgrims undertaking Umrah and
these pilgrims should be shown due courtesy and consideration. The PA announcements allowing time for preparation and the actual position of Al-Megat will be made
as described in the paragraph titled Al-Megat.
ICAO
RFF
IAP
RWY
LDA
(m)
Location
OEDF

Aircraft
772 / 3
343 / 6
332 / 3 300 / 10 320 / 1
ILS / ILS 16L/34R 4000
MAX
MAX
MAX
MAX
MAX
Dammam
ILS / ILS 16R/34L 4000
MAX
MAX
MAX
MAX
MAX
ILS/ILS
17/35
3300
MAX
MAX/356
MAX
MAX
MAX
VOR/ILS
18/36
3050
MAX
MAX/356
MAX
MAX
MAX
ILS/ILS
15L/33R 4205
MAX
MAX
MAX
MAX
MAX
ILS/ILS
15R/33L 4205
MAX
MAX
MAX
MAX
MAX
OEMA
Madinah
OERK
Riyadh King Khalid

(Note)
OETF
Taif
Note:
VOR/VOR
07/25
3735 190/198 NOT/210 231/229
MAX
MAX
VOR/ILS
17/35
3350 231/228 201/260 231/229
MAX
MAX
Company preferred alternate during Haj season.
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6.4.25 JOHANNESBURG (FAJS) - SOUTH AFRICA

Name of Airport : O. R. Tambo International
RFF
IAP
RWY
LDA
(m)

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
ILS / VOR
03L/21R 4418
MAX
MAX
MAX
MAX
MAX
ILS / ILS
03R/21L 3400
324/321
254/316
220 / 217
MAX
MAX

Caution:
Birds in vicinity of airport
6.4.25.3 Terrain
The Jan Smuts International Airport lies 10 NM East to Northeast of the City of Johannesburg
and 20 NM South of Pretoria the Administrative capital of South Africa. The Airport is
situated near the center of the Transvaal and lies on the vast interior plateau covering much
of South Africa with an elevation of 5558 feet. The surrounding area consists of hilly country
sloping gradually from Southwest to Northeast.
Air Traffic Control is generally very good, but their control is limited to 11 miles North of the
field due to military controlled airspace.
6.4.25.5 Weather
Summer (November to March): Mostly good weather, however this is the rainy season
which normally comes in the form of afternoon thunderstorms which at times can be heavy
enough to preclude landings or departures. Caution, low level windshear during thunderstorm
activity with rapidly changing winds with the passage of the storm. Maximum average
temperatures range around 26 degrees and winds tend to be Northwesterly.
Autumn (April to May): Mostly fine dry weather with temperatures dropping at night and
early morning. Average maximum temperatures are around 20 degrees.
Winter (June to August): Dry weather with cold clear nights and mild sunny days dominate
this period. Occasional cold front activity can bring cloudy and sometimes very cold weather
to this region, normally with no or little precipitation. Fog can sometimes be expected during
August and September in the early mornings but burns off rapidly after sunrise. Average
maximum temperatures are around 16 degree and winds are mostly southerly.
Spring (September to October): Fine but sometimes unsettled weather with possibility of
early season thunderstorms. Average maximum temperatures are around 23 degrees.
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Caution:
In strong Northwest wind conditions windshear can be expected on

approach to Runway 03L/03R.
Note, on arrival for Runway 03R :

Northwesterly winds on ground often result in quartering tailwind on approach.
Rising terrain prior to threshold may produce undershoot then overshoot shear on short final.
Runway has pronounced hump resulting in potential optical illusion for landing flare.
Radar vectors from STAR often result in minimum track distance, which may result in
high and fast profile.
NIL
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ICAO
Code
RFF
IAP
RWY LDA
(m)
Location
FABL
Bloemfontein
FACT
VOR/VOR 02/20 2559

Aircraft
772 / 3
343 / 6
332 / 3 300 / 10 320 / 1
XXX
XXX
197/N
167
MAX/90
XXX
XXX
167/N
140
MAX/74
NONE
12/30 2195
ILS/ILS
01/19 3201 319/314 MAX/351
MAX
MAX
MAX
ILS/ILS
06/24 2440 319/317
249/311
217/N
MAX
MAX
Cape Town
FADN
Durban
7
(Note)
FVHA
9
ILS/VOR
05/23 4725
XXX
299
211/209
MAX
MAX
NON/ILS
08/26 4575
XXX
XXX
MAX
MAX
MAX
Harare
FYWH
Windhoek
Note:
Airport may be used as Destination Alternate for A333, B772/3 and A346
between 0401 to 1959 UTC. During this period RFF will be upgraded to CAT 8.
Max Pavement Weight A333 = 215 ton.
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6.4.26 KARACHI (OPKC) - PAKISTAN

Name of Airport : Jinnah International
RFF
IAP
RWY
LDA
(m)

Aircraft
772 / 3
NON / ILS
07L/25R 3200
NON / ILS
07R/25L 3400
343 / 6
273/270 MAX/341
332 / 3
300 / 10
320 / 1
228/226
MAX
MAX
MAX
MAX
MAX
9
MAX
MAX

Caution:
Note:
Aircraft arresting barrier net assembly installed 100 m before Threshold Runway
25R.
6.4.26.3 Terrain
The airport is located 9 NM East of Karachi on the outskirts of the city with an elevation of 100
feet. A military airfield is located 3 NM to the Southwest and the Pakistan Oil Refinery 4 NM to
the South.
6.4.26.5 Weather
October to February: The area is subject to rapid fog formation. The dissipation of fog from
the airport takes longer than from the surrounding area.
Summer: Orographic storms may be a problem due to intense heating, visibility is often less
than 6000 m. Winds are usually light.
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Caution:
Do not mistake Runway 08 of Shara-e-Faisal Airbase about 3 NM Southwest

for Runway 07L.
Karachi has two parallel runways which show up light against the background, whereas
Shara-e-Faisal has only one runway which shows black against the background.
NIL
ICAO
Code
RFF
IAP
RWY
LDA
(m)
Location
OOMS

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10 320 / 1
3165
MAX
MAX/366
MAX
MAX
MAX
ILS/ILS
18L/36R 3360
MAX
MAX
MAX
MAX
MAX
ILS/ILS
18R/36L 2743 278/276 245/316
9
ILS/ILS
08/26
Muscat
OPLA
Lahore
OPNH
205/204 160/163
MAX
Nawabshah
VOR/VOR
02/20
2743 269/264 XXX/328
VOR/ILS
05/23
3505 333/331 MAX/349 231/229
ILS/ILS
09/27
2963
MAX
MAX
ILS/VOR
14/32
2517
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
(Note)
VAAH
Ahmedabad
VABB
Mumbai
Note:
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6.4.27 KATUNAYAKE (VCBI) - SRI LANKA

Name of Airport : Bandaranaike International
RFF
IAP
ILS / ILS
RWY
04/22
LDA
(m)
3350

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
MAX
MAX
MAX
MAX
MAX

Caution:
Caution:
There have been violent Anti Government protest. In view of this threat, security
measures have been taken to maintain the safety of the Aircraft and PAX. All
crew should exercise caution whilst in Colombo.
6.4.27.3 Terrain
The airfield is located on the coast of 12 NM North of Colombo Harbour and 22 NM North of
the city of Colombo with an elevation of 29 feet. It is almost on the coast with a large lagoon
on its seaward side. The land is flat in the vicinity of the airfield but starts to rise 15 NM East,
slowly at first, but at 40 NM more rapidly to form a mountain range with peaks to nearly 8300
feet. AMSL. The airfield is surrounded by trees up to 80 feet AGL.
6.4.27.5 Weather
clearing early evening.
June to September: Generally fine with broken Cu. Very occasional squalls with heavy rain
October to November: Rain squalls more frequent and more persistent. Thunderstorms,
especially in the evening.
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Caution:
Apart from high terrain to Northeast and East of the airfield, there are a
number of small hills within 20 NM Northeast of airfield.
Note:
All Flight deck crew members operating out of Colombo should report to
Dispatch at the airport terminal in Colombo to obtain flight documentation
before proceeding to the boarding gate.

ICAO
Code
RFF
IAP
RWY LDA
(m)
Location
VOBL

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
9
ILS/ILS
09/27 4000
Bangalore
VOCI
8*
VOR/ILS 09/27 3400 340/336 MAX/367
Cochin
Note :
VOMM
9
ILS/ILS
07/25 3658
MAX
MAX
Chennai
VOTV
Thiruvananthapuram
VOR/ILS 14/32 2992 310/307 263/333 226/223
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6.4.28 KUALA LUMPUR (WMKK) - MALAYSIA

Name of Airport : Kuala Lumpur International - Sepang
RFF
IAP
RWY
LDA
(m)

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
ILS / ILS
14R/32L 4000
327/325
MAX
MAX
MAX
MAX
ILS / ILS
14L/32R 4019 MAX/345
MAX
MAX
MAX
MAX
6.4.28.2 Curfew/Slot Restrictions

NIL
Caution:
Caution:
Be aware that the new airfield is located 25 NM Southeast of the old airport
(Subang - WMSA).
6.4.28.4 Terrain
The airport is located 45 kilometres Southeast of the city with an elevation of 70 feet. A range
of mountains runs from Northwest to Southeast, located on the Northern side of the airfield
and parallel to runway. The airport is surrounded by swamps to the South and bush land to
the North. The Royal Malaysian Airforce Aerodrome at Simpang is located 20 NM to the
North of the airfield. ATC approach and area control share a joint civil/military facility at the
old airport.
6.4.28.6 Weather
The ITCZ crosses the area towards the North from March to May and recrosses it towards
the South from October to November. As a consequence, the rains are heavier during those
periods. During the Southwest monsoon from June to September, the Malacca straits are
noted for strong squalls with violent storms and rain.
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Note:
A succeeding aircraft may be cleared to land before the preceeding landing or

take-off aircraft has cleared the runway.

ATC will not issue taxi routes. Pilots are to be familiar witht he taxi routes to allocated parking
bay.
Note:
Some parking stands are upslope. Apply adequate ground speed to enable
proper entry into such upslope parking stands

All departing aircrafts issued with SIDs. However it may be cancelled for traffic management
reasons. In such a case, Standard Radar Departure(SRD) will be issued.
When the aircraft is ready , Lumpur Tower will issue a heading together with the take-off
clearance.
No initial climb altitude or the departure frequency during take-off clearance will be issued by
Lumpur Tower.
Climb to initial altitude of 6000ft.
Contact Lumpur Approach before passing 2000ft on the following frequencies
124.20 mhz if departing from RWY 32R/32L or 119.45mhz if departing from runway
14R/14L.
on the first contact with Approach after airborne, advise the SID identifier or
assigned heading, the last level vacated to the nearest 100ft and the assigned
altitude.
ICAO
RFF
IAP
RWY
LDA
(m)
Location
WIDD

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10 320 / 1
ILS / VOR
04/22
4025 MAX/347
XXX
MAX
MAX
MAX
ILS / VOR
16/34
3354 336/332
338
MAX / 224
MAX
MAX
ILS / VOR
04/22
3354
MAX
XXX
MAX
MAX
MAX
10
ILS / ILS 02L/20R 3260
MAX
MAX
MAX
MAX
MAX
Singapore Changi
ILS / ILS 02C/20C 4000
MAX
MAX
MAX
MAX
MAX
Batam
WMKJ
Johor Bahru
WMKP
Penang
WSSS
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6.4.29 KUWAIT (OKBK)

Name of Airport : Kuwait International
RFF
IAP
RWY
LDA
(m)

Aircraft
772 / 3
ILS / ILS
15R/33L 3400
ILS / ILS
15L/33R 3500
343 / 6
300/297 MAX/353
332 / 3
300 / 10
320 / 1
MAX
MAX
MAX
227/223
MAX
MAX/88
9
MAX
MAX/375

NIL
6.4.29.3 Terrain
The airport is located 8 NM South of Kuwait city with an elevation of 206 feet.
The most significant obstacle is a communications tower North of the airfield at 10 NM. The
height of the tower is 1351 feet. The MSA is 3000 feet in all sectors to 25 NM.
6.4.29.5 Weather
Kuwait is a desert country with little annual rainfall. Most rain falls between November to
March but there are few rainy days. Temperatures in winter are mild, summers consistently
hot and only on the coast the temperature is little lower although the humidity here is higher.
The temperature in summer is the biggest factor. On occasions the temperature may exceed
50C. Sand storms are possible and may reduce visibility, and in the winter early morning
mist is likely due to the proximity of the sea.
Turbulence on final approach is common.
During the winter months troughs bring some rain with occasional reduced ceiling;
embedded Cu/CB a possibility. Early morning fog occurs during winter.
Dust storms occur mainly in summer. Prevailing wind N'ly.
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6.4.29.6 Arrival Procedures :

Caution:
Parallel highway lighted by night 0.2 NM East of Runway centreline may be

mistaken for Runway.
6.4.29.7 Ground Maneuvering:

NIL
Note:
Advise ATC upon start up if final level differs to Original Flight Plan.

ICAO
Code
RFF
IAP
Runway LDA
(m)
Location

Aircraft
772 / 3
343 / 6
MAX
MAX
MAX
MAX
MAX
NONE
12R/30L 2222
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
Dammam
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
ILS/ILS
MAX
MAX
MAX
MAX
MAX
OBBI
10
Bahrain
OEDF
OERK
Riyadh King Khalid

OTBD
332 / 3 300 / 10
320 / 1
9
16/34
3822
Doha
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6.4.30 LAHORE (OPLA) - PAKISTAN

Name of Airport : Allama Iqbal International
RFF
IAP
RWY
LDA
(m)
VOR / VOR 18R/36L 2743

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
278/276
245/316
205/204
160/163
MAX
MAX
MAX
MAX
MAX
MAX
9
VOR / ILS
18L/36R 3360

Warning:
The Pakistani/Indian border is located within 10 NM to the East of the airfield.

Pilots should avoid manoeuvring in this area.
Caution:
6.4.30.3 Terrain
The airport is located South East of the city of Lahore with an elevation of 712 feet.
It is a non-active military airbase, now controlled by the Pakistani CAA.
6.4.30.5 Weather
December to February: Fog conditions can occur but usually cleared by 11:00 AM local.
July to September: Monsoon season, moving from the East, with rain and thunderstorms.
Meteorological forecast are reliable.
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Warning:
The tower control does not have full visual coverage of the runway
(especially Runway 18L threshold).
Walton Aerodrome is in close proximity, local training flights by light aircraft and gliders
during the day. All A/C arriving at Lahore to maintain 2500 feet (QNH) until cleared for further descent by ATC.
Note:
The Pakistani/Indian border is very well lit at night.
NIL
ICAO
Code
RFF
IAP
RWY
LDA
(m)
Location
OPKC
Karachi (Note)
OPPS

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10 320 / 1
NON/ILS 07L/25R 3200 273/270 MAX/341 228/226
MAX
MAX
NON/ILS 07R/25L 3400
MAX
MAX
MAX
MAX
MAX
VOR/VOR
17/35
2743
223
223
223
MAX
MAX
CIR/ILS
12/30
2743 263/259 265/328 219/216 167/MAX
MAX
VOR/ILS
09/27
2661
MAX
MAX
MAX
MAX
MAX
ILS/ILS
10/28
3810
MAX
MAX
MAX
MAX
MAX
ILS/ILS
11/29
2820
MAX
MAX
MAX
MAX
MAX
Peshawar
(Note1)
OPRN
Islamabad
(Note2)
VIDP
Delhi
Note:
Company preferred alternate during winter season.
Note 1:
Note 2:
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6.4.31 LAPU-LAPU (RPVM) - PHILIPPINES

Name of Airport : Mactan Cebu International
RFF
IAP
ILS / ILS
RWY
04/22
LDA
(m)
3330

Aircraft
772 / 3
343 / 6
332 / 3
MAX
MAX
MAX
300 / 10 320 / 1
MAX
MAX

NIL
6.4.31.3 Terrain
Lapu-Lapu is a joint Civil and Military airport with large number of military traffic. The airport
lies close to the shore on the small island of Mactan with an elevation of 31 feet. The larger
Island of Cebu is across the road bridge linking the two.
On the island of lapu-lapu the terrain rises sharply to 4300 feet (MSA) within 15 NM of the
airport.
Air Traffic control is good, english is widely spoken. The airport has busy periods with large
aircraft. All the arrival procedures are flown over the sea.
6.4.31.5 Weather
The Climate is typically tropical all year with relative high humidity and abundant rainfall.
There are three pronounced seasons, rainy from June to October, cool to dry from
November to February and hot and dry from March to May. The coolest month is January,
the hottest month is April to May.
The proximity of the sea and inland wet areas cause mist and fog, especially during the
monsoon season.
Large TS build orographically and may sit over the hills in close proximity to the airport.
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NIL
B777 / A346 - Parking bays 2, 3, 4 & 5.
NIL
ICAO
RFF
IAP
RWY
LDA
(m)
Location
RPLC
Angeles City
RPLL

Aircraft
772 / 3
343 / 6
ILS/NONE 02L/20R 3200 297/295 MAX/342

ILS/ILS
02R/20L 3200 315/312
332 / 3 300 / 10 320 / 1

MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
9
ILS/ILS
06/24
3410
MAX
ILS/ILS
05/23
3000 333/330
Manila
RPMD
Davao
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6.4.32 LONDON - GATWICK (EGKK) - UNITED KINGDOM

Name of Airport : London Gatwick International
RFF
IAP
NONE
9
ILS / ILS
RWY
LDA
(m)

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
345/ 341
MAX
MAX
MAX
MAX
08R/26L 2766 MAX / 345
MAX
MAX
MAX
MAX
08L/26R 2148
D-ATIS
DCL
TWIP
Yes
Yes
Not Available

Caution:
For A340-600 restricted areas on the apron refer to Jeppesen Charts and/or
Company Documentation.
Note:
Runway 08L/26R is a non-instrument runway and will only be used when

Runway 08R/26L is temporarily non-operational. A change from one parallel
runway to the other will result in airfield closure for 15 minutes. During any
runway change PAPI indications are advisory for around 15 minutes following the
change and should be used with caution.
6.4.32.3 Terrain
The airfield is located to the South of London and is surrounded by several noise sensitive
communities with an elevation of 196 feet.
Terrain is not a significant consideration however there is an East/West ridge line just to the
North which includes the highest natural feature in Southern England.
Note:
London Heathrow is located approximately 23 NM Northwest.

Note:

The term Fuel emergency has no status in ATC phraseology. Radio call prefixed
with MAYDAY for distress or PAN for urgency will ensure priority handling.
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6.4.32.5 Weather
The airfield was constructed in a river basin and can suffer from morning fog from autumn
through to the beginning of spring. Snow is an infrequent event during winter although when it
does occur traffic flow rates reduce substantially due to inadequate ground facilities.
The landing runway will normally be either 26L or 08R.
The parallel runways cannot be used simultaneously due to close spacing.
Warning:
Taxiway J might be mistaken when Runway 08L/26R has been in use at

night with almost catastrophic consequences. If this runway is in use the
adjacent parallel runway will not have any runways lights ON.

Nil
Pre-departure clearance - on receipt of clearance, crew is reminded to acknowledge the
clearance within 10 minutes.
Crew must ensure they use the filed flight plan number when using data-link communication, i.e. QTR076G.
For take-off from Runway 08L or 26R do not commence the take-off run before the Start
of Roll sign.
SIDs : All aircraft are expected to maintain 250kts below FL 100. Pilots are requested not
to ask the controller for the removal of the departure speed restriction unless there are
overriding safety reasons or the aircraft configuration requires it.
Caution:
Radar tracking and noise monitoring is in progress. All departure tracks must
be adhered to. The Noise preferential routing NPR prescribe the horizontal
flight path only. The procedure below will govern the vertical flight path for
NPR routings.
FMGC set-up for SIDs with more than 30 degrees initial turn :
A pre-selected speed of 185 kts shall be inserted in FMGC Performance Climb Page.
Thrust Reduction Altitude shall be 1000 feet AAL.
All Engine Acceleration Altitude shall be as per the LPC (not 3000 AGL).
Operational : At acceleration altitude and passing F speed retract the Flaps to
CONF1 and fly the pre-selected speed (185 kts). This configuration shall be maintained for the initial turn. Once the initial turn is completed accelerate and clean up on
schedule.
FMGC set-up for SIDs with less than 30 degrees initial turn :
All Engine Acceleration Altitude shall be as per the LPC (not 3000 AGL). No preselected speeds.
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Note:
Pre-selecting a speed of 185 kts in the FMGC Climb Page will affect the fuel
prediction since the entire climb calculation will be based on 185 kts. The
difference in calculated fuel (OFP) and predicted fuel (FMGC) could be up to
900 kg. This effect should not mislead you to carry extra fuel.
The all Engine Acceleration Altitude is not 3000 feet or higher, since the
SIDs out of UK airports are NPRs and not standard ICAO noise abatements.
Procedures for Handling Disruptive Passengers:

The Memorandum of Understanding (MoU) signed between Qatar Airways and the Metropolitan Police London refers that when an offence or incident requiring police assistance takes place on-board the flight to London, the Captain will inform the agent of the
precise nature of the incident and the following information :
Time and location(s) of incident, including cabin position and seat number(s).
Whether or not the incident took place after the aircraft became airborne.
Precise nature of the incident, including any injuries sustained.
The number of suspects involved.
Action taken by staff to deal with incident i.e. passengers moved, person restrained,
first-aid administered ... etc.
The number of crew who are witness to the incident.
The number of passengers who are witness to the incident.
Whether there has been any endangerment to the aircraft e.g. efforts to open external
doors, Captain and/or cabin crew drawn away from primary safety roles ... etc.
Note:
It is important to retain the passenger manifest. If it is not carried on the

aircraft, where possible, efforts should be made to have a copy forwarded
from the departing airport.
The MoU also refers that those passengers who are willing to give statements, will be
interviewed and the crew who witnessed the incident will be required to give their statements in a briefing room arranged by the Airport Services Manager. The statement will
describe the incident in your own words. State only what you saw or heard yourself.
Include the following in your description :
The length of time you observed the incident.
At what distance?
Was your view obscured in any way?
Are any of those persons involved known to you? If so, in what capacity?
Any threatening, abusive or insulting language used. Give the exact words used.
Any threatening / aggressive behaviour or body language.
Any injury or damage caused.
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Crew may carry liquids, pastes or gels in their hold baggage. If liquids required to be carried
in cabin baggage, follow the procedure set out below :
1) All liquids MUST be presented at the search point for examination;
2) Liquids containers must not exceed 100ml or equivalent;
Drinks
Containerized foodstuffs
Cosmetics / Toiletries
Non prescription medicines
3) Container (s) must be placed in a transparent resealable bag no larger than (8x8);
4) Bag MUST be closed when presented at screening and all items must fit comfortably
within it.
ICAO
RFF
IAP
RWY
LDA
(m)
Location
EGBB

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10 320 / 1
MAX
XXX/361
MAX
MAX
MAX
ILS/ILS 05L/23R 2588 339/337
MAX
MAX
MAX
MAX
ILS/VOR 05R/23L 2864 300/297
MAX
MAX
MAX
MAX
MAX
MAX
MAX
9
ILS/ILS
15/33
2279
Birmingham
EGCC
Manchester
(Note 1)
EGSS
London Stansted
ILS/ILS
05/23
3048 317/315 XXX/MAX
(Note 2)
Note 1:
Company preferred alternate for A346.
Note 2:
Company preferred alternate for A330.
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6.4.33 LONDON - HEATHROW (EGLL) - UNITED KINGDOM

Name of Airport : London - Heathrow International
RFF
IAP
ILS / ILS
RWY
LDA
(m)

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
09L/27R 3595
MAX
MAX
MAX
MAX
MAX
09R/27L 3353
MAX
MAX
MAX
MAX
MAX
10
ILS / ILS
D-ATIS
DCL
TWIP
Yes
Yes
Not Available

Caution:
For A340-600 restricted areas on the apron refer to Jeppesen Charts and/or
Note:
A330 - Taxiway Sierra, between SY6 and Taxiway Z - Not authorized.
Note:
Due to high density of Air Traffic extra vigilance is needed when operating in to
and out of London.
Note:
Taxi clearance to and from aircraft stands should be followed precisely.
Note:
London Heathrow is an extremely noise sensitive Airport.
6.4.33.3 Terrain
The airport is located in a populated area just to the West of the center of London with an
elevation of 80 feet. The airspace is very congested as there are numerous military and
civilian airfields in close proximity.
Air Traffic control is generally very good.
Note:

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6.4.33.5 Weather
June to September: Generally fair weather.
September to November: Steadily increasing amount of rain and low cloud with an
increasing amount of rain and low cloud with an increasing risk of fog when there is no wind.
December to March: Cold grey and damp. Early morning fog is common when there is no
wind associated with anticyclonic conditions. During December and January in particular it
can last all day. By March the risk of fog is small. Snow brings chaos but is an infrequent
occurrence. With late departures frost may form on the aircraft.
April to May: Slowly improving weather but very changeable.
Preferred landing runways are 27L or 27R, providing they are dry and the tailwind is less
than 5 knots, with final selection being made by a noise abatement computer. If runway
09R is in use, landings are usually made on 09L.
Aircraft will be expected to conform to a Low power, Low drag procedure and speed control will be applied to facilitate this technique. The Airbus ILS decelerated approach
accords with this, however expect a requirement to maintain 160 knots to the Outer
Marker.
Warning:
The possibility of building induced turbulence and large windshear effects

may occur when landing on Runway 27R in strong Southerly/South westerly
winds.
Note:
At night, taxi instructions will normally be given to follow the greens to

assigned Stand ##. Unlike other locations where the lights may lead the
aircraft directly into the stand, the lighting configuration normally leads past
the stand which has in the past, resulted in aircraft overshooting their
assigned parking position.

It is recommended that flight crews of A340-600 & B777-300 to use judgmental steering
when maneuvering on the taxiways.
Pre-departure clearance - on receipt of clearance, crew is reminded to acknowledge the
clearance within 10 minutes.
Preferred departure runways are 27L/R and 09R.
SIDs : All aircraft are expected to maintain 250kts below FL 100. Pilots are requested not
to ask the controller for the removal of the departure speed restriction unless there are
overriding safety reasons or the aircraft configuration requires it.
During its hours of operation, Heathrow Delivery is responsible for clearance delivery and
start approval as a separate function from Ground Movement Control. Pilots are warned
that start approval applies only to those engines required to be started on the stand. Separate approval for pushback must be obtained from Ground Movement Control.
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Note:
Be aware of the correct pushback procedures, engine start should not be

commenced until aircraft has been pulled forward from the blast fence. Engine
start prior to correct positioning could result in the injury to the guide man.
Caution:
NPR routings.
schedule.
Note:
c) Procedures for Handling Disruptive Passengers:

The Memorandum of Understanding (MoU) signed between Qatar Airways and the Metropolitan Police London refers that when an offence or incident requiring police assistance takes place on-board the flight to London, the Captain will inform the agent of the
precise nature of the incident and the following information :
Time and location(s) of incident, including cabin position and seat number(s).
Whether or not the incident took place after the aircraft became airborne.
Precise nature of the incident, including any injuries sustained.
The number of suspects involved.

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Action taken by staff to deal with incident i.e. passengers moved, person restrained, firstaid administered ... etc.
The number of crew who are witness to the incident.
The number of passengers who are witness to the incident.
Whether there has been any endangerment to the aircraft e.g. efforts to open external
doors, Captain and/or cabin crew drawn away from primary safety roles ... etc.
Note:
It is important to retain the passenger manifest. If it is not carried on the

aircraft, where possible, efforts should be made to have a copy forwarded
from the departing airport.
The MoU also refers that those passengers who are willing to give statements, will be
interviewed and the crew who witnessed the incident will be required to give their statements
in a briefing room arranged by the Airport Services Manager. The statement will describe the
incident in your own words. State only what you saw or heard yourself. Include the following
in your description :
The length of time you observed the incident.
At what distance?
Was your view obscured in any way?
Are any of those persons involved known to you? If so, in what capacity?
Any threatening, abusive or insulting language used. Give the exact words used.
Any threatening / aggressive behaviour or body language.
Any injury or damage caused.
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Drinks
within it.
ICAO
RFF
IAP
RWY
LDA
(m)
Location

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
MAX
XXX/361
MAX
MAX
MAX
ILS/ILS 05L/23R 2588 339/337
MAX
MAX
MAX
MAX
Manchester
ILS/VOR 05R/23L 2864 300/297
(Note 2)
MAX
MAX
MAX
MAX
08L/26R 2148 345/341
MAX
MAX
MAX
MAX
ILS/ILS 08R/26L 2766 MAX/345
MAX
MAX
MAX
MAX
ILS/ILS
MAX
MAX
MAX
MAX
EGBB
9
ILS/ILS
15/33
2279
Birmingham
EGCC
EGKK
London Gatwick
(Note 1)
EGSS
NONE
London Stansted
05/23
3048 317/315
Note 1:
Note 2:
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6.4.34 LUXEMBOURG (ELLX) - LUXEMBOURG

Name of Airport : Luxembourg International
ICAO
Code
RFF
IAP
Runway LDA
(m)
Location
ELLX

Aircraft
343 / 6
332 / 3
300
320 / 1
MAX
MAX
MAX
9
ILS / ILS
06/24
4000 362/MAX
Luxembourg
Note:
Textual data, ie emergency, ATC etc for Luxembourg, can be found under
Belgium & Luxembourg in the applicable section within Jeppesen text booklets.
Note:
Airport Curfew 2200 - 0500 hours.
6.4.34.3 Terrain
Luxembourg airport, elevation 1234ft MSL, is located 3.5nm East of Luxembourg City. Terrain
located North and South of the airport, which is mostly gentle rolling hills.
ATC standard is good. Radar vectoring is used. Low Visibility Procedures (LVP), refer to
Jeppesen chart 10-9B.
Circle to land NOT AUTHORIZED.
6.4.34.5 Weather
Luxembourg is influenced by two weather flow patterns, modified maritime flow from the West
and continental flow from the East.
September to February: Radiation fog is most common during late autumn. Little
improvement from early morning to mid-afternoon is generally observed. Low ceiling and
visibilities is attributed to fog, snow and low clouds during winter months. Snowfalls are
generally light during winter.
Summer: Temperatures range from 18 to 25. Fog may occur during early morning, but
generally dissipates by 9-10am. Thunderstorms may occur in late afternoon.
Prevailing wind is Southwesterly with Easterly winds common during early summer period.
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STARs published. Expect radar vectoring with speed limitations within 25nm of LUX
VOR. Within 15nm of LUX VOR, do not exceed IAS 220kts.
Runway 24
CAT III
b) Manoeuvring Area :
When taxiing in, use minimum power on the Apron.
c) Departure Procedures:
Starting procedures - Ensure aircraft is ready for departure after receipt of ATC clearance. Average taxi time is 15 minutes.
All SIDs are minimum noise routing and must be flown accurately. Noise abatement procedure, see Jeppesen chart 10-4 for details.
d) Crew Information:
Handling agent: Luxair
Freq:131.8MHZ
Crew Transport:
Proceed to special crew counter at terminal for check-in. Contact LG cargo on EXT 6060.
Proceed to Gate Assigned by Check-in counter for transport to aircraft.
Contact in case of problem:+352 2456 6060
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ICAO
Code
RFF
IAP
Runway LDA
(m)
Location
EBBR

Aircraft
343 / 6
332 / 3
300/10
320 / 1
2767
MAX
MAX
MAX
MAX
VOR / ILS
07L/25R 3338
MAX
MAX
MAX
MAX
VOR / ILS
07R/25L 3089
MAX
MAX
MAX
MAX
ILS / ILS
07L/25R 4000
MAX
MAX
MAX
MAX
ILS / ILS
07R/25L 4000
MAX
MAX
MAX
MAX
ILS / ILS
02/20
Brussels
EDDF
10
Frankfurt Main
EDDK
10
Cologne - Bonn
EDDS
NON / ILS
ILS / ILS
06/24
2459
14L/32R 3815
242/303
MAX
202/200 160/158 MAX/79

MAX
MAX
MAX
10
ILS / ILS
07/25
3045 MAX/379
MAX
MAX
MAX
ILS / ILS
03/21
2745 MAX/375
MAX
MAX
MAX
Stuttgart
EDFH
Frankfurt-Hahn
EHAM
CIR / ILS
18L/36R 2825
MAX
MAX
MAX
MAX
ILS / CIR
18R/36L 3530
MAX
MAX
MAX
MAX
ILS / ILS
18C/36C 2850
MAX
MAX
MAX
MAX
Amsterdam
VOR / ILS
09/27
3363
MAX
MAX
MAX
MAX
ILS / VOR
06/24
3250
MAX
MAX
MAX
MAX
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6.4.35 LUXOR (HELX) - EGYPT

Name of Airport : Luxor International
RFF
IAP
RWY
LDA
(m)

Aircraft
772 / 3
VOR / ILS
02/20
3000
343 / 6
289/286 MAX/353
332 / 3
300 / 10
320 / 1
MAX
MAX
MAX

Caution:
Stray Dogs in vicinity of airport.
Caution:
Taxi with caution on the ramp as chocks and other objects are often left lying
around.
6.4.35.3 Terrain
The airfield is 3.5 NM Southeast of Luxor and 5 NM East of the River Nile with an elevation of
294 feet. Cairo is 270 NM to the North. The terrain West of the Nile rises abruptly, reaching
1700 feet AMSL 3 NM beyond the river. (The Valley of the Kings extends westwards from the
Nile in this region). To the South and Southeast of the airfield are hills reaching 1000 feet
AMSL by 5 NM South and just under 2000 feet AMSL by 7 NM South.
ATC may keep aircraft high during descent and approach.
Caution:
ATC may give descent clearance below MSA.
6.4.35.5 Weather
May to September: Hot and dry; temperatures reaching 40 to 45C. Fog and low stratus in
the Nile valley around dawn with winds light and variable.
October to April: Generally fine weather; temperature 28 to 35C. In advance of depression
strong South - Southwesterly winds (Khamsin) cause sandstorms February to March,
reducing visibility considerably. Squally rain showers may follow which quickly improve
visibility.
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Expect tail wind on Runway 20.
Caution:
Do not mistake parallel Taxiway A for Runway 02/20 specially during Low
Visibility.
Note:
The new bays west of taxiway 'K' could be allocated for parking.
Slot time may be allocated and slot time should be met within 30 minutes.
Operating crews who have crew rest in Luxor must handover their passports to immigration officer upon entering Luxor.
ICAO
Code
RFF
IAP
RWY
LDA
(m)
Location
HEBA
772 / 3
343 / 6
332 / 3 300 / 10 320 / 1
Alexandria
Borg El Arab
HECA

Aircraft
NON/ILS
14/32
3400 289/286 258/322 222/220
MAX
MAX
ILS/ILS
05L/23R 3301
MAX
MAX
MAX
MAX
MAX
ILS/ILS
05C/23C 3999
MAX
MAX
MAX
MAX
MAX
Cairo
HEGN
NONE
16/34
3178 331/328 MAX/359
MAX
MAX
MAX
CIR/ILS
16/34
3700 325/322 MAX/343
MAX
MAX
MAX
Hurghada
HESH
Sharm El
Sheikh
HESN
ILS/CIR
04L/22R 3081
MAX
MAX/361
MAX
MAX
MAX
VOR/NON 04R/22L 3081
MAX
MAX/361
MAX
MAX
MAX
3402 340/336 MAX/342
MAX
MAX
MAX
9
VOR/ILS
17/35
Aswan
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6.4.36 MALE (VRMM) - MALDIVES

Name of Airport : Male International
RFF
IAP
VOR / ILS
RWY
18/36
LDA
(m)
2910

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
MAX
MAX
MAX
MAX
MAX

Caution:
Caution:
Apron has tight space to accommodate A346 & B777.
Caution:
A346 and B777, 1800 turn to be done with caution at Runway ends.
6.4.36.3 Terrain
Male is located in a long group of coral islands approximately 400 NM Southwest of
Colombo. The runway itself almost dominates a narrow island 1 NM to the Northeast of the
Island of Male. Terrain is not consideration however there are obstacles up to 200 feet in the
immediate vicinity located on a nearby island. The airport has an elevation of 6 feet.
The air traffic control is average. Use standard phraseology
6.4.36.5 Weather
The Indian monsoon may affect this region, but generally the conditions are clear outside of
cloud with scattered small fair weather Cu. TS are more likely to invade the area during the
monsoon season.
Typical tropical island weather. Thunderstorms and showers are frequent occurrence
however they generally pass quickly. Due to runways orientation, a crosswind is usually
always experienced.
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Caution:
A shipping lane crosses the final approach track of Runway 36 around 1 to 2

NM from touchdown with the maximum mast height of vessels 60 metres.
Landing at Male will require a 180 turn at either end of the runway
NIL
NIL
ICAO
Code
RFF
IAP
RWY
LDA
(m)
Location
VCBI*
Note :
ILS/ILS
04/22 3350

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
* Company preferred for A340 & B777.
Katunayake
VOCI
8*
VOR/ILS 09/27 3400 340/336
Cochin
Note :
VOMM**
9
ILS / ILS 07/25 3658
MAX
MAX
Chennai
VOTV
Thiruvananthapuram
Note :
VOR/ILS 14/32 2992 310/307 263/333 226/223
** For A340 & B777 use only.
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6.4.37 MANCHESTER (EGCC) - UNITED KINGDOM

Name of Airport : Manchester International
RFF
IAP
RWY
LDA
(m)

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
ILS / ILS
05L/23R 2588 339 / 337
MAX
MAX
MAX
MAX
ILS / VOR
05R/23L 2864 300 / 297
MAX
MAX
MAX
MAX

Note:
The hard shoulders outboard of the runway side stripes have only 25% of the
runways bearing strength and should not be used by aircraft during turning on
the runway or when backtracking.
6.4.37.3 Terrain
The airfield is located 7 NM to the South of the city centre and is extremely noise sensitive
with an elevation of 257 feet. There is a line of hills 10 NM to the East running from North to
South and hills to the North of the City; both of which contribute to the 3500 feet MSA. The
terrain to the east influence Runway 06L departures.
Buildings on final approach to runway 23L and 23R are most significant obstacles. The city
lies North with several high man made structures.
Air Traffic Control is very good.
Note:

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6.4.37.5 Weather
The weather is typical for the UK, Low Cloud, mist and fog during Autumn and Spring.
Occasional Snow in winter, especially in January. Winds are generally down the runway, and
in any case turbulence from the surrounding area is not a factor.
Gusty winds are common in Autumn and Spring, given the topography of the hills to the East
and further the hills to the North, turbulence and convective clouds should be anticipated,
closer on approach the buildings of Stockport cause much turbulence on short finals.
The winds are likely to shift markedly during the final stages of approach.
Warning:
Flocks of up to 100 racing pigeons may be encountered flying across the

airfield below 100 ft during the racing season, April - September.
Warning:
Pilots are warned when landing on Runway 23R in strong North westerly
winds of the possibility of turbulence and large windshear effects.
Warning:
During the ILS DME CAT 1 and CAT 3 approach on Runway 05L, RA
fluctuations may occur due to Bollin Valley.
Caution:
High visibility bright lights from golf driving range 1500 m / 0.8 NM left of
threshold Runway 23R.
Caution:
Low Visibility Procedure (LVP) due to an RVR less than 600m :

Vacating Runway 23R the only two illuminated exits are Link A and BD.
This information is broadcasted on Arrival ATIS as well. Disregard
incorrect information provided on Jeppesen chart 10-1 P1. Crew are
urged to be vigilant when receiving this information and listen carefully to
ATIS for any changes to the available taxiways.
Low Visibility Procedures (LVP) due to Ceiling only (RVR 600m or

greater and ceiling of 200 feet or less) :
All exits from Runway 23R will be illuminated.
Caution:
In addition to the GPWS risks contained in the Jeppesen Aircraft given

extended routings whilst radar vectored for Runway 23L/R. Crew should
note that there is a large Television Mast (2490 feet AMSL) at approximately
20 NM on the extended centreline. This will create a GPWS alert if it is
overflown within the GPWS envelope.
There is a pronounced hump evident when landing on Runway 23L. Runway 23R has a
strange profile, the first 1500 m is marginally uphill, there is a marked down slope thereafter which reduces towards the 05L threshold.
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From the point of view of landing, if a touch down is not made before the start of the
downslope, it is possible to chase the slope in an attempt to make a smooth touchdown.
Expect the radio altimeters to show large height fluctuations when approaching to land on
Runway 05L due to irregular terrain off the end of the runway.
Nil
Radar Tracking and noise monitoring is in progress, all departures track must be adhered to.
The Company will be fined for any deviation or noise alarm.
Caution:
NPR routings.
schedule.
Note:
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Drinks
within it.
ICAO
RFF
IAP
RWY
LDA
(m)
Location
EGBB

Aircraft
772 / 3
346
332 / 3
300 / 10
320 / 1
MAX
MAX
MAX
9
ILS/ILS
15/33
2279
MAX
XXX/361
Birmingham
EGKK
NONE 08L/26R 2148 345/341
MAX
MAX
MAX
MAX
London
Gatwick
ILS/ILS 08R/26L 2766 MAX/345
MAX
MAX
MAX
MAX
EGPF
8
ILS/ILS
05/23
2353 313/308
XXX/362
MAX
N/A
N/A
ILS/ILS
05/23
3048 317/315
MAX
MAX
MAX
MAX
Glasgow
EGSS
London Stansted
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6.4.38 MANILA (RPLL) - PHILIPPINES

Name of Airport : Ninoy Aquino International
RFF
IAP
ILS / ILS
RWY
06/24
LDA
(m)

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
MAX
MAX
MAX
MAX
MAX
3410

Caution:
Caution:
Taxiways reported to be slippery when wet. Exercise extreme caution when

taxiing under wet conditions.
Note:
The people and livestock crossing the runways and taxiways. Fencing and
improved security are supposed to have reduced this risk however a good
lookout is recommended.
Note:
Taxi lines are very hard to see after heavy rain.
6.4.38.3 Terrain
The airport is situated at the Southern end of Manila Bay with an elevation of 75 feet. The
immediate area around the airfield is flat but high ground starts to rise only 15 NM to the East
and has a MSA of 7000 feet. This high ground causes restriction on the amount of airspace
available for radar vectors onto final approach for Runway 24. Sangley Point AFB is on a
peninsula 4 NM to the Southwest.
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6.4.38.5 Weather
The airfield lies close to the coast (Western side), therefore mist and fog is likely especially in
the early mornings and early evening.
During the summer, intense heating warms the land creating thermal activity, given the
presence of the sea which provides moisture for CB and TS activity it is common to find large
TS. Heavy rain may preclude landing, but is normally short lived.
For most of the year the weather and visibility is excellent, cloud bases tend towards 3000
feet giving good conditions underneath. Stratiform cloud is not usual.
Turbulence is likely over the high ground and generally around the airport in clear conditions.
Typhoons are possible from June to November.
Prevailing wind Easterly December to May becoming Southeasterly in Summer.
Warning:
GPWS activations have occurred at Manila. Pilots should ensure all radar
vectoring is strictly in accordance with the Manila Minimum Vector Altitude
chart.
The main landing runway is 06/24 and is uneven, and has a marked downhill slope to the
Southwest.
Note:
When crosswind for Runway 31, expect light windshear.
Caution:
Simultaneous runway operations may be in use and extra caution should be

used before crossing Runway 13/31.

Note :
Refer to customized Jeppesen Chart for taxiway restrictions and Jeppesen

Charts 10-9F to 10-9K for parking procedures.

If routing via Airway L628, after ATC clearance received, ensure push back is commenced within 5 minutes or ATC clearance will be cancelled.
Contact Ground Control prior to entering main taxiway or as instructed by ATC.
Runway 06/24: ICAO A noise abatement procedure in use for all aircraft types.
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ICAO
RFF
IAP
RWY
LDA
(m)
Location
RPLC
Angeles City
RPMD

Aircraft
772 / 3
343 / 6
ILS/NON 02L/20R 3200 297/295 MAX/342
332 / 3 300 / 10 320 / 1

MAX
MAX
MAX
ILS/ILS 02R/20L 3200 315/312
MAX
MAX
MAX
MAX
ILS/ILS
05/23
3000 333/330
MAX
MAX
MAX
MAX
ILS/ILS
04/22
3330
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
Davao
RPVM
Lapu-Lapu
* VHHH
Hong Kong
* Note :
Contact Cathay Dispatch at VHF 131.6 for diversion into HKG.
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6.4.39 MILAN (LIMC) - ITALY

Name of Airport : Milan Malpensa International
RFF
IAP
RWY
LDA
(m)

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
ILS / ILS
17L/35R 2977
MAX
MAX
MAX
MAX
MAX
CIR / ILS
17R/35L 3515
MAX
MAX
MAX
MAX
MAX

Caution:
6.4.39.3 Terrain
Malpensa is the biggest airport of the Milano airport system, which also includes Linate and
Bergamo. It is located 50 km Northwest of Milano city, that is linked with highway and railway.
The airport is located on the foot of Alps with an elevation of 767 feet. On the North side there
are some obstacles which affect performance, both natural and artificial. On the western side
there is a natural part, whilst on the East the helicopter manufacturer Augusta is based.
Milan Linate airfield is approximately 25 NM South East.
Air Traffic Control is generally good, however it can be a very busy area with aircraft being
vectored between Malpensa and Linate airports. Many arrivals from the North are kept high
due to terrain and departing traffic.
Preferntial runway to assist emergency aircraft.
ATC will expect runway 35R to be used in cases of emergency or in the case of radio a
failure, unless other wise advised by ATC or published NOTAM.
6.4.39.5 Weather
June to September: Generally warm and fine, with possible thunderstorms.
September to November: Generally fine, with likely hood of fog starting from November.
During periods of fog there are many uncommanded runway incursions, so be aware.
December to March: Persistent fog throughout the whole day can occur; heavy snowfalls
can be expected.
April to May: Normally good weather with no particular weather phenomena.
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Normally runways in use are 35L and 35R; runways 17L and 17R are used only exceptionally in case of strong Southerly winds. Heavy aircraft will use 35L for landing, except
for Air Traffic congestion, operational limitations on ground or meteorological condition.
Caution:
Southwest of the airfield there is the controlled military airport Cameri; the
Eastern boundary of Cameri ATZ is parallel to the localizer path of the
runways 35L and 35R.
Caution:
Outside the airport in front of Terminal 1, there is a short grass runway, now
used for ultra light sport activities (formerly the airfield of the manufacturer
Caproni - Vizzola).
Note:
There are many smaller operators and much private traffic in the area, flight
crew shall be vigilant in utilizing all available means including a good lookout
for visual collision.
During thunderstorm activity it may be advisable to avoid routing Northbound or even
delay take off during more intense TS activity as these can be particularly severe.
Caution:
All runways have SIDs that share a common portion before deviating LEFT
or RIGHT to the same beacon for transition to enroute structure. ATC has
reported incidents where the incorrect SIDs has been flown, i.e. LEFT
TURN instead of a RIGHT TURN was initiated. Crew are reminded of the
following:
Note the assigned SID in ATC clearance;

Ensure correct SID is selected in FMC;
Correct Jeppesen navigation charts available for easy reference.
Note:
The Load Sheet is prepared and printed as Edition 1 at Terminal 2, however

the aircraft is handled at Terminal 1. Due to distance between Terminal 1 and
2, the Load Control Agent produces a duplicate copy of the same load sheet
at the boarding gate in Terminal 1, which automatically prints as Edition 2.
By default setting, every other print command that is given, the system gives
a different edition number for each copy that is generated individually. Crew
members are advised to note that Load Sheets bearing subsequent edition
numbers, are in fact identical.
Note:
As per Milan Malpensa Airport, passenger cannot board during Aircraft

refuelling unless Fire Brigade is called at a Cost.
The policy at Milan airport is to board passengers after refuelling, therefore all pilots are
requested to pass the required fuel to engineer as soon as possible. The Station will fuel
the aircraft to the minimum Flight Plan fuel before arrival of crew to the aircraft, but even
few hundred kgs of fuel will take time and will delay the boarding.
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ICAO
Code
RFF
IAP
RWY
LDA
(m)
Location
LIMF

Aircraft
772 / 3
343 / 6
332 / 3 300 / 10 320 / 1
9
CIR/ILS
18/36
2575
MAX
MAX
MAX
MAX
MAX
CIR/ILS
11/29
2765
MAX
MAX
MAX
MAX
MAX
VOR/ILS 18L/36R 2440 317/311 MAX/372
MAX
MAX
MAX
CIR/ILS
Torino
LIMJ
Genoa
LIML
Milan - Linate
LIPQ
8
09/27
2800
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
Trieste
LIRF
Rome Fiumicino
VOR/ILS
07/25
2893
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6.4.40 MUNICH (EDDM) - GERMANY

Name of Airport : Franz Josef Strauss International
RFF
IAP
RWY
LDA
(m)

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
ILS / ILS
08L/26R 4000
MAX
MAX
MAX
MAX
MAX
ILS / ILS
08R/26L 4000
MAX
MAX
MAX
MAX
MAX

Caution:
Runway 08L/26R, 08R/26L - DME does not read ZERO at threshold due DME/
ILS not being co-located.
Caution:
Caution:
Runways might be slippery when wet.
Note:
Taxing aircraft should not deviate from centerline markings and lighting, except
when advised by the control unit.
6.4.40.3 Terrain
The airport is located 16 NM North East from the city centre with an elevation of 1487 feet.
Munich airport is centrally located in hilly lowlands with an average elevation of around 1500
feet MSL. This large basin is surrounded by hill ridges with elevations ranging between 2000
feet MSL and 5000 feet MSL to the north, east and west. The Alps, with elevations exceeding
10,000 feet MSL form the Southern boundary of this area.
6.4.40.5 Weather
The airport features typical mid-latitude weather patterns for most of the year. Variable
weather predominates, caused by low-pressure areas and their associated systems.
June to September: Generally warm and fine, with a chance of thunderstorms during this
period.
September to November: Weather still generally fine with the probability of fog as the
season progresses, along with passing weather systems bringing rain.
December to March: When the associated warm air is located above a shallow layer of
moist and cold air, fog or low stratus clouds can persist for weeks. Fog and snow is common
throughout this period.
September until April: Fog is a common and will form throughout the night time hours and
often cause CAT 3 conditions at sunrise, persisting late morning. As the fog layer may extend
up to 1500 feet AGL, dissipation during the short day light period in winter is uncommon, but
often conditions improve to CAT 1 after around 1100 local time.
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Noise Abatement procedures as per the following: Leave the initial approach fix at 210kts
+ 10kts, maintain until 12 NM from touchdown. Reduce speed to 160 kts 10 kts using
an intermediate flap setting with landing gear up. Intercept glide path at not lower than
3000 feet AAL. Lower landing gear, set flaps for landing and establish final approach
ICAO
RFF
IAP
RWY
LDA
(m)
Location

Aircraft
772 / 3
343 / 6
332 / 3
MAX
MAX
MAX
MAX
MAX
Frankfurt-Main ILS/ILS 07R/25L 4000
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
EDDF
10
EDDN
300 / 10 320 / 1
8
ILS/ILS
10/28
2700
ILS/ILS
07/25
3045 302/300
MAX
MAX
MAX
MAX
ILS/ILS
11/29
3500 319/316
258/306
214/212
MAX
MAX
ILS/ILS
16/34
3600
MAX
MAX
MAX
MAX
Nurnberg
EDDS
10
Stuttgart
LOWW
Vienna
MAX
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6.4.41 MUSCAT (OOMS) - OMAN

Name of Airport : Seeb International
RFF
IAP
ILS / ILS
RWY
08/26
LDA
(m)
3165

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
MAX
MAX/336
MAX
MAX
MAX

Caution:
Large solitary predatory birds (eagles, vultures ... etc) present a hazard at vicinity
of the airport.
6.4.41.3 Terrain
The airport is located on the coast 17 NM west of Muscat with an elevation of 48 feet. There
is high terrain up to 8180 feet to the South of the extended runway centrelines which push the
25 NM sector MSA up to 9000 feet.
6.4.41.5 Weather
The weather depends on the direction of the wind, for the most part the visibility is good with
cloudless skies. When the wind comes from the South East during winter months mist will
form.
The rainy season on the South coast is between June to September whilst in the mountains
and lowlands of the North rain may fall during any month. Generally rainfall is greater in the
Northern mountains than the rest of the country. On the coast temperatures and humidity are
high during the year but especially between May to September when it is at its hottest.
Inland temperatures are even higher although more bearable by lower humidity
Early morning fog likely January to March.
Dust Haze during the summer months with July the worst month; dust storms a possibility.
Winds mainly Southeasterly during summer and Northwesterly during winter. Thunderstorms
more frequent over the mountains to the West than over the airfield.
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Caution:
Helicopter activity around the airfield.
NIL
ICAO
Code
RFF
IAP
RWY
LDA
(m)
Location
OMAA

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10 320 / 1
MAX
MAX
MAX
MAX
MAX
Abu Dhabi
MAX
MAX
MAX
MAX
MAX
4000
MAX
MAX/366
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX/367
MAX
MAX
MAX
ILS/ILS
MAX
MAX
MAX
MAX
MAX
OMAL
9
ILS/VOR
01/19
Al Ain
OMDB
10
Dubai
OTBD
9
16/34
3822
Doha
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6.4.42 NAGPUR - INDIA

Name of Airport : Nagpur International
RFF
IAP
VOR / ILS
RWY
14/32
LDA
(m)
3200

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
NOT
NOT
NOT
NOT
MAX
6.4.42.2 Curfew / Slot Restrictions

NIL
Caution:
Birds (Eagles) are of a major hazard during arrivals and departures.
Note:
After landing on runway 32, expect to backtrack and exit via A or B1.
Note:
Airport has no ground facilitites to handle wide-bodied aircraft.
6.4.42.4 Terrain
The airport is located 8km Southwest of the city. No significant terrain located in vicinity of the
airport. Two noticeable man-made obstacles: 6nm Northeast, 1775ft and 10nm Southwest,
1686ft.
Airspace Class D.
Traffic avoidance advice not available. VFR flights receive traffic information about all
other flights.
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6.4.42.6 Weather
The climate of Nagpur follows a typical seasonal weather pattern.
March to June : Hot and dry with light winds.
Peak temperatures usually experienced in May/June, reaching a max of 48C.
July to September : The southwestenly monsoon occurs during this period. Thunderstorm
activity peaks during night hours.
Thunderstorm activity peaks during night hours.
Post monsoons, average temperature 27C, but during winter may drop as low as 10C.
Early morning fog during winter is not uncommon usually clearing by 9am local time.
Destination Alternates - BOM, DEL and AMD are generally affected by poor visibility during
the early morning period.
No STARs published, expect radar vectors for the ILS 32 or VORDME 14 when radar service
available.
Nil
Due short taxi time to RWY 32, safety demo should be commenced upon door closure.
NO SIDs published, expect radar vectoring after take-off.
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ICAO
Code
RFF
IAP
Runway LDA
(m)
Location
VAAH

Aircraft
320 / 1
9
VOR / ILS
05/23
3505
MAX
ILS / ILS
09/27
4000
MAX
ILS / ILS
09/27
4260
MAX
ILS / ILS
09/27
2963
MAX
ILS / VOR
14/32
2517
MAX
ILS / ILS
07/25
3658
MAX
VOR / ILS
09/27
2661
MAX
ILS / ILS
10/28
2810
MAX
ILS / ILS
11/29
2820
MAX
Ahmedabad
VOBL
Bangalore
VOHS
10
Hyderabad
VABB
Mumbai
VOMM
Chennai
VIDP
Delhi
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6.4.43 OSAKA (RJBB) - JAPAN

Name of Airport : Kansai International
RFF
IAP
RWY
LDA
(m)

Aircraft
772 / 3
343 / 6
332 / 3
300
320 / 1
ILS / ILS
06L/24R 4000
MAX
MAX
MAX
MAX
MAX
ILS / ILS
06R/24L 3500
MAX
MAX
MAX
MAX
MAX

Caution:
Visibility is often poor in haze/smog.
Caution:
Low level windshear and turbulence in strong winds.
Note:
The residential areas of Osaka Bay are noise sensitive.
Note:
Numerous blue and green taxiway edge and centerline lights, coupled with
taxiway spacing, can be confusing, especially at night.
Note:
Circling approach is not authorised in Japan, as it is not under PANS OPS

criteria.
6.4.43.3 Terrain
The airport is situated on a man-made island (2 NM offshore) in Osaka Bay, 20 NM
Southwest of Osaka City with an elevation of 15 feet. There is mountainous terrain in the
area.
Terrain of 3058 feet, 20 NM North of the airport. Generally rising terrain East to South of the
airport. Terrain with spot heights of up to 3691 feet 15 NM East of the airport. MSA extending
to 6600 feet in the East to South quadrant.
The standard of ATC is average. English at times is barely adequate requiring terminology to
be kept simple.
ATC will tend to use Names for NAVAIDS rather than identifiers. Expect track shortening from
ATC enroute and during arrival.
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6.4.43.5 Weather
Japan has a wet summer (the highest rainfall in June) and dry winter.
November to March: At times outbreaks of cold polar air meets warm maritime air, and
forms active fronts. Extra tropical cyclones may develop along these fronts and may pass
over or near Southeastern Japan, interrupting the normal clear winter flying weather.
April to May: Southerly winds may bring moist, tropical air into the region and on occasions
will meet with polar air from the continent causing vigorous cyclonic activity along the
Southeast coast of Japan.
June to August: The summer monsoon establishes, generally with maritime tropical air. If
the exceptionally moist equatorial air invades, instability exists to a great height. Stagnating
cyclones from the West may discharge continuous rainfall for days before moving out to sea.
By late July maritime tropical air covers the entire region and haze increases, with August
being the worst month. Thunderstorms are frequent in late summer.
September to October: Typhoon activity is at the maximum - outside of these phenomena,
the weather is usually good.
Requirement to cross KOBOK at FL 170 applies to arrival for both runways. Arrivals for
Runway 24L/R occasionally require flight at 3000 feet or less for some distance due to
departures from Osaka International Airport (RJOO) 24 NM North-Northeast. Conditions
permitting, aircraft may be vectored after passing AWAJI (AJE) VOR to a downwind position in anticipation of a visual approach to Runway 24L/R.
NIL
c) Crew Entry Requirements:
Immigration authorities at airport require the following : 5 copies of the General Declaration (GD) with a signature on each page from the Commander, Gender and Date of Birth
(DOB) indication next to each persons name. Upon arrival into KIX hand over the 5 copies of the GD to the Ground Staff.
Each crew member is required to fill in an individual Shore pass / Landing permit form
and ensure that the required details are filled, before undergoing arrival immigration
clearance.
The immigration officer will stamp the form and return to the crew member, which must
be kept at all times when travelling in Osaka. When departing KIX, each crew member
must return the Shore pass / Landing permit form for departure immigration clearance.
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TRUE TRACK
WEST
180 - 359
Meter
13100
12200
11600
11000
10400
9800
9200
8400
7800
7200
6600
6000
5400
4800
4200
3600
3000
Note:
EAST
0 - 179
Feet
43000
40100
38100
36100
34100
32100
30100
27600
25600
23600
21700
19700
17700
15700
13800
11800
9800
Meter
12500
11900
11300
10700
10100
9500
8900
8100
7500
6900
6300
5700
5100
4500
3900
3300
2700
Feet
41100
39100
37100
35100
33100
31100
29100
26600
24600
22600
20700
18700
16700
14800
12800
10800
8900

QNH
Note:
Meter
Feet
3300
10800
3000
9800
2700
8900
2400
7900
2100
6900
1800
5900
1500
4900
1200
3900
900
3000
600
2000
550
1800
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a) Security
Foreign crew members entering into Japan will be subjected to fingerprints and facial photo
by immigration.
Upon arrival, present your passport and completed immigration form for the necessary
formalities.
ICAO RFF
IAP
RWY
LDA
(m)
Location
RJAA
Tokyo - Narita
RJGG

Aircraft
772 / 3
343 / 6
332 / 3 300 / 10
320 / 1
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
ILS/ILS
3500
MAX
MAX
MAX
MAX
MAX
MAX
MAX/353
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
NON/ILS
2500
MAX
MAX/353
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
ILS/ILS
MAX
MAX
MAX
MAX
MAX
9
18/36
Nagoya
RJTT
Tokyo Haneda
RKSI
10
Seoul
Incheon
04/22
16/34
4000
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6.4.44 PARIS (LFPG) - FRANCE

Name of Airport : Charles-De-Gaulle International
RFF
IAP
RWY
LDA
(m)

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
MAX
MAX
MAX
MAX
MAX
ILS / ILS
08L/26R 3615
ILS / ILS
08R/26L 2700
273 / 270 MAX / 341
MAX
MAX
MAX
ILS / ILS
09L/27R 2700
344 / 341
MAX
MAX
MAX
MAX
ILS / ILS
09R/27L 3600
MAX
MAX
MAX
MAX
MAX
6.4.44.2 Curfew/Slot Limitation

To operate during night curfew, prior approval required from Airport Authority.
Published Night Curfew time in local Time
00:30 05:29 (Arrival)
00:00 04:59 (Departure)

Caution:
Caution:
Due to runway incursions occurrences since the twin parallel runway 09/27
setting up, pilots operating to and from CDG are reminded to reinforce their
vigilance.
Caution:
For A346/B777 restricted areas on the apron refer to Jeppesen Charts and/or
6.4.44.4 Terrain
The airport is located to the Northeast of Paris and is sometimes referred as ROISSY by
ATC.
The airport has four wide spaced parallel runways allowing simultaneous arrivals and
departures. The airport has an elevation of 392 feet.
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Air Traffic Control is generally very good. Use standard phraseology. Extensive use of the
French language is made by ATC.
6.4.44.6 Weather
The airport area generally suffers from fog, mist, low stratus and icing conditions during the
Winter and can be below limits for long time.
The outer runways 08R/26L and 09L/27R are the preferred runways for arrivals. Both
runways are less than 9000 feet long.
Rushed Approaches do occur. Expect reduced track miles and delay in descent clearance.
During simultaneous parallel approaches and triple parallel approaches, in conjunction
with Paris - Le Bourget, ATC request adherence to published profiles, in particular ILS
intercept altitudes.
The inner runways 08L/26R and 09R/27L however, are the preferred runways for departures.
Simultaneous parallel departures are conducted on all runways. Adhere strictly to the
published initial climb.
Note:
Noise Abatement procedures are applicable.
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ICAO
RFF
IAP
RWY
LDA
(m)
Location

Aircraft
772 / 3
343 / 6
332 / 3
2767
MAX
MAX
MAX
MAX
MAX
Brussels (Note VOR/ILS 07L/25R 3338
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
CIR/ILS 18L/36R 2825 307/305
MAX
MAX
MAX6
MAX
ILS/CIR 18R/36L 3530 307/305
MAX
MAX
MAX
MAX
ILS/ILS 18C/36C 2850 307/305
MAX
MAX
MAX
MAX
EBBR
2)
EHAM
ILS/ILS
02/20

9
300 / 10 320 / 1
Amsterdam
EGKK
London
Gatwick
EGSS
VOR/ILS
09/27
3363 307/305
MAX
MAX
MAX
MAX
ILS/VOR
06/24
3250
MAX
MAX
MAX
MAX
08L/26R 2148 345/341
MAX
MAX
MAX
MAX
ILS/ILS 08R/26L 2766 MAX/345
MAX
MAX
MAX
MAX
NONE
MAX
London - Stan- ILS/ILS

sted
05/23
3048 317/315 XXX/MAX
MAX
MAX
MAX
LFPO*
ILS/ILS
06/24
3350
MAX
MAX
MAX
MAX
VOR/ILS
08/26
2885 315/312
MAX
MAX
MAX
MAX
ILS/CIR
02/20
2400 278/276 348/MAX MAX/231
MAX
MAX
Paris - Orly
(Note 1)
MAX
Note 1:
Note 2:
Note 3:
LFPO* Arrivals - 06:20 to 23:29hrs LT; Departures - 06:00-23:19hrs LT. Outside

these hours airport is not available.
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6.4.45 RIYADH (OERK) - SAUDIA ARABIA

Name of Airport : King Khalid International
RFF
IAP
RWY
LDA
(m)

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
ILS / ILS
15L/33R 4205
MAX
MAX
MAX
MAX
MAX
ILS / ILS
15R/33L 4205
MAX
MAX
MAX
MAX
MAX

Note:
180 turns on runways are prohibited.
Gates 13, 14,15 & 16 does not have stop-bar for A332/3, instead use
GATE
STOP-BAR
13
B777-300
14
A300
15
A300
16
B747
6.4.45.3 Terrain
The airfield is situated 15 NM North of the city of Riyadh on a high flat plain with an elevation
of 2049 feet.
ATIS 126.4 is available.
Radio communication failure - See special procedure, Jeppesen Text Manual, Emergency.
Saudi Arabia.
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6.4.45.5 Weather
Prevailing wind Northerly but Easterly winds frequent during the winter months.
January to February: Early morning fog occurs.
March to May: Possibility of Dust storms.
NIL
Expect either Charlie or Delta radar departures.
ICAO
RFF
IAP
RWY
LDA
(m)
Location
OBBI
10

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10 320 / 1
ILS/ILS
12L/30R 3657
MAX
MAX
MAX
MAX
MAX
NONE
12R/30L 2222
MAX
MAX
MAX
MAX
MAX
ILS/ILS
16L/34R 4000
MAX
MAX
MAX
MAX
MAX
Dammam
ILS/ILS
16R/34L 4000
MAX
MAX
MAX
MAX
MAX
ILS/ILS
16C/34C 3303
MAX
MAX
MAX
MAX
MAX
ILS/ILS
16L/34R 3690
MAX
MAX
MAX
MAX
MAX
ILS/ILS
16R/34L 3803
MAX
MAX
MAX
MAX
MAX
Bahrain
OEDF
OEJN
Jeddah
OEMA
ILS/ILS
17/35
3300
MAX
MAX/356
MAX
MAX
MAX
Madinah
ILS/ILS
18/36
3050
MAX
MAX/356
MAX
MAX
MAX
ILS/ILS
16/34
3822
MAX
MAX
MAX
MAX
MAX
OTBD
Doha
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6.4.46 ROME (LIRF) - ITALY

Name of Airport : Fiumicino International
RFF
IAP
RWY
LDA
(m)

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
ILS / ILS
16L/34R 3900
MAX
MAX
MAX
MAX
MAX
ILS / ILS
16R/34L 3579
MAX
MAX
MAX
MAX
MAX
ILS / ILS
16C/34C 3000
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
9
VOR / ILS
07/25
2893

Caution1: Birds in vicinity of airport.
Caution2: Runway 16L/34R: In case of contamination and/or heavy rain, take-off and
landing is not allowed.
6.4.46.3 Terrain
The airfield is located on the coast around 12 NM Southwest of Rome city with an elevation of
14 feet. Terrain is not a significant factor although there is high ground to the North and East
towards the extremities of the 25 NM MSA.
6.4.46.5 Weather
The climate in Rome is a mediterranean and generally pleasant; warm and sunny in spring
and autumn. November can bring rain to Rome and winters are generally mild, though cold
spells can occur.
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Caution:
Due to mirrors for solar power station, pilots may occasionally experience
sunbeams reflected upward.
Caution:
Wet Runway. After heavy rain showers, areas of standing water may exist,
particularly on Runway 16L. To avoid hydroplaning incidents, ATC (Tower)
should be asked for the latest runway surface conditions and braking action.
Caution:
Aircraft Landing on Runway 16R may see traffic taking off from Runway 25
and crossing through the centre line of Runway 16R. Expect late landing
clearance.
Caution:
Parking stand 622 is upslope. Apply adequate ground speed to enable

proper entry into stand.
R/T for Push Back Procedures
Procedure
Phraseology
Request to
Prior ro Start Up
Ready to Move
Apron / Ramp
Frequency
121.725
ATC and Start Up

Clearance
FIUME Planning
121.8 (0600-2200)
121.9 (2200-0600)
Push back and Taxi

Clearance
Ground
121.9

ICAO
RFF
IAP
RWY
LDA
(m)
Location
LIMC
Milan Malpensa
LIMJ
Genoa
LIML
Milan Linate
LIRA

Aircraft
772 / 3
343 / 6
332 / 3 300 / 10 320 / 1
MAX
343/346
MAX
MAX
MAX
CIR/ILS 17R/35L 3515
MAX
MAX
MAX
MAX
MAX
CIR/ILS
MAX
XXX/MAX
MAX
MAX
MAX
VOR/ILS 18L/36R 2440 317/311 MAX/372
MAX
MAX
MAX
ILS/CIR
MAX
MAX
MAX
11/29
2765
Rome Ciampi-
15/33
2197
NOT
NOT
ano (Note)
Note:
Doha bound flight might be payload limited due to performance restrictions.

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6.4.47 SEOUL (RKSI) - SOUTH KOREA

Name of Airport : Incheon International
RFF
10
IAP
RWY
LDA
(m)

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
ILS / ILS
15L/33R 3750
MAX
MAX
MAX
MAX
MAX
ILS / ILS
15R/33L 3750
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
ILS / ILS
16/34
4000

Warning:
Extensive prohibited areas especially RK (P) - 518 about 11 NM North of airport

and RK (P) - 73 about 9 NM North of SEL VOR. Tracer warning will be fired at
aircraft encroaching the prohibited airspace.
6.4.47.3 Terrain
The airport is located approximately 27 NM West of City centre with an elevation of 23 feet.
High ground mostly to East, highest MSA 3800 feet at the North East quadrant. The MSA is
2100 feet to Southwest, 3300 feet to Southeast and 2600 feet to Northwest.
Highest peak of 1680 feet is approximately 6 NM to the North.
Beware of hills up to 820 feet directly South approximately 6 NM especially when executing
go-around from Runway 15L/R.
6.4.47.5 Weather
Early morning fog common in summer. Monsoon weather with maximum rainfall in July and
August with occasional thunderstorms.
Low clouds with poor visibility between 0600 to 0800 Local Time from September to
December.
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Caution:
Pilot shall pay extra caution to vehicles while taxiing, as there are vehicle
road ways passing between Ramp P (Main Concourse) and Ramp R
(Remote Ramp for passenger) in A7 and A8 taxi lanes.
Caution:
Taxiway C (between the 2 runways) is wider than normal and could easily be
mistaken as a runway, especially in periods of low visibility operations and
also when landing on runway 33R using K to cross Runway 33L.
During heavy rain water accumulates on taxiways M and N.

NIL
c) Entry Requirements:
Each crew members must carry their Crew Member Certificate (CMC) and valid passport
whenever flying to Seoul. All the crew members shall be listed on G/D. They shall also fill
the Land permit (Shore pass) before passing local immigration crew arrival booth, Likewise, all crew must pass the Immigration Departure with authorised landing permit with
Departure G/D.
In case, a crew is travelling as passenger and departing as a crew or arriving as a crew
and departing as a passenger, the crew must have the valid entry visa into Korea.
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ICAO
RFF
IAP
RWY
LDA
(m)
Location
RKPC

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10 320 / 1
MAX
MAX
MAX
MAX
MAX
NON/ILS 18L/36R 2743 227/224
218/269
191/188
148
MAX
NON/ILS 18R/36L 3200 283/279
268/328
MAX
MAX
MAX
9
ILS/ILS
06/24
3000
Jeju
RKPK
Busan
RKSS
Seoul
Gimpo
ZSPD
ILS/ILS
14L/32R 3600
MAX
MAX
MAX
MAX
MAX
ILS/ILS
14R/32L 3200
MAX
MAX
MAX
MAX
MAX
3800
MAX
MAX
MAX
MAX
MAX
ILS/ILS
16/34
Shanghai
Pudong
ILS/ILS
17L/35R 4000
MAX
MAX
MAX
MAX
MAX
ILS/ILS
17R/35L 3400
MAX
MAX
MAX
MAX
MAX
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6.4.48 SIALKOT (OPST)

Name of Airport : Sialkot International
RFF
IAP
ILS / NON
RWY
04/22
LDA
(m)
3600

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
MAX
MAX
MAX
MAX
MAX
6.4.48.2 Curfew / Slot Limitation

Opening Hours
Sat - Thu
0300 - 1100 UTC
Friday
0200 - 1600 UTC
Operations outside opening hours require prior permission.

Caution:
Bird activity around airport. Pilot are advised to exercise caution when
approaching/departing particularly below 3000ft.
Caution:
Crew report - Poor English and communication standards from ground crew
during engine start.
Caution:
During hours of darkness, operation on apron requires attention.
6.4.48.4 Terrain
Airport located 17 km Northwest of Sialkot town. Generally flat terrain with man-made
obstacles in the vicinity.
Sialkot is a private civil aerodrome, mainly used for cargo operations. The airport lies within
Class C airspace, 15nm radius based on Sialkot VOR, vertical limits surface to FL80.
Tower & Ground frequency use same frequency.
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6.4.48.6 Weather
Sialkot is hot and humid during the summer and cold during the winter. June and July are the
hottest months. The maximum temperature during winter may drop to -2C. September is
generally wettest month.
During Monsoon season (Jun-Sep) thunderstorms to be expected.
Instrument Approaches
RWY
RWY
Approach Lighting
RWY04
ILS / VOR
Precision approach lighting

(900m) (High Intensity)
RWY22
NIL
Simple approach lighting

(420m) (Medium Intensity)
Expect Runway 04 for arrival. Due only one (1) Taxiway available for entry/exit from Apron,
this could result in arrival delay.
Weather Request - Request weather for Sialkot from Lahore control due slow coordination between en-route/Sialkot Tower. Sialkot Tower is out of range before
commencing descent.
Expect clearance to fly LA (VOR) direct to SLT (VOR). Lahore control will generally
clear down to FL130 and instruct to contact Sialkot TWR for co-ordination. After
contact with Sialkot Tower, expect clearance to 6000ft until 15 DME to Sialkot, then to
Alt 3200ft DME ARC and ILS Runway 04.
6.4.48.8 Ground Manoeuvring
Use turning pads for completing 180 turns
Arriving aircraft - Parking stand allocated by Tower
Follow me vehicle - Request through Tower
b) Departure Procedures: :
SIDs published
Departure from Runway 22 generally used during calm wind conditions.
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ICAO
RFF
IAP
RWY
LDA
(m)
Location
VIDP

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10 320 / 1
VOR/ILS
09/27
2661
MAX
MAX
MAX
MAX
MAX
ILS/ILS
10/28
3810
MAX
MAX
MAX
MAX
MAX
ILS/ILS
11/29
2820
MAX
MAX
MAX
MAX
MAX
VOR/VOR 18R/36L 2743 278/276 229/301 200/198
MAX
MAX
VOR/ILS 18L/36R 3360 339/334 240/330 203/202
MAX
MAX
NON/ILS 07L/25R 3200 273/270 257/342
MAX
MAX
MAX
MAX
MAX
MAX
Delhi
OPLA
Lahore
OPKC
Karachi
OPRN
ILS/ILS
14L/32R 4019
MAX
MAX
Islamabad
CIR/ILS
12/30
2743 263/259 265/328 219/216 167/MAX
MAX
VOR/VOR
17/35
2743
MAX
(Note1)
OPPS
Peshawar
223
223
223
MAX
(Note2)
Note 1:
Note 2:
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6.4.49 SINGAPORE (WSSS)

Name of Airport : Changi International
RFF
IAP
RWY
LDA
(m)

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
ILS / ILS
02L/20R 3260
MAX
MAX
MAX
MAX
MAX
ILS / ILS
02C/20C 4000
MAX
MAX
MAX
MAX
MAX
10

Caution:
Warning:
The windshear warning systems in Singapore may not detect severe windshear
in the approach or departure areas of the airport and should not be relied upon
as the only means of indication of the presence of windshear.
6.4.49.3 Terrain
The airfield is mainly situated on reclaimed land on the coast at the Eastern end of the
Singapore Island, 20 kilometres Northeast of the city. The airport has an elevation of 22 feet.
There are several restricted areas close to the airport. Under VMC military aircraft are
permitted to cross the control zone over the Northern tip of Sinjon East bound at 500 feet by
day and night and Southern tip westbound at 1000 feet without reference to the tower. There
is no significant terrain at the Southern end of the Malay Peninsula.
Radio Communication failure procedure shown on SID/STAR charts refer to There after refer
to Singapore Special procedure on radio communication failure. Please refer to Jeppesen
Text book, Vol 2, section Emergency, Singapore, Communication Failure, which specifies
the procedures for ARRIVAL, and DEPARTURE.
Operation of Mode S transponder on ground
1. Aircraft identification - Use the same format as in ICAO flight Plan, ie QTR001
2. Flight crew should select XPDR or equivalent according to specific installation. Ensure
the transponder is operating (i.e. OUT OF STAND-BY or OFF POSITION) and the
assigned mode A code is selected in accordance with following:
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1) Departing flight:
The assigned Mode A code is selected for pushback or Taxi, which ever is earlier.
For departure to Jakarta
ATC may require aircraft to cross waypoint ANITO at the earliest possible time and FL. Crews
are to coordinate with ATC if the desired FL cannot be achieved after take-off.
2) Arriving Flight
Continuously until the aircraft is fully parked at stand.
6.4.49.5 Weather
Singapore is only 80 NM North of the equator and tropical conditions prevail throughout the
year giving rise to heavy rain showers and frequent thunderstorms. The Southwest
Monsoons are from June to September and Sumatra thunderstorms may be carried over the
Island in early morning and bring severe gusts exceeding 35 knots.
Caution:
Paya Lebar airport is 4.8 NM to the West of Singapore Changi and has the
same runway alignment.
Caution:
Low level windshear can be experienced on approach to all runways.
Note:
East of airport, Runway 02R/20L is solely for use by the Republic of

Singapore Air Force aircraft. Exercise caution.
Aircraft climb performance with All Engine Operating (AEO), satisfies every criteria laid
down in Jeppesen 10-3 and 10-3A for ship upto height of 460 feet (140 m).
Single Engine Operations, Take-off charts account of obstacles (ships) passing the shipping lanes. Due to performance limitations, we do not account for the most limiting ships
of 460 feet (140 m) in height.
The take-off charts are based on clearing all ships of height up to 226 feet (69 m) for Runway 02L / 02R, therefore if ATC report a ship higher than 226 feet (69 m), then take-off
must be delayed.
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ICAO
RFF
IAP
RWY
LDA
(m)
Location
WIDD

Aircraft
772 / 3
343 / 6
MAX
MAX/369
332 / 3 300 / 10 320 / 1
9
ILS/VOR
04/22
4025
ILS/VOR
16/34
3354 336/332
MAX
MAX
MAX
MAX
MAX
Batam
WMKJ
8
275/338 MAX/224
Johor Bahru
WMKK
ILS/ILS 14R/32L 4000 327/325
MAX
MAX
MAX
MAX
Kuala Lumpur ILS/ILS 14L/32R 4019 MAX/345
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
WMKP
9
ILS/VOR
04/22
3354
MAX
Penang
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6.4.50 STOCKHOLM (ESSA) - SWEDEN

Name of Airport : ARLANDA
RFF
IAP
LDA
(m)

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
2500
345
MAX
MAX
MAX
MAX
ILS/ILS
01L/19R 3300
MAX
MAX
MAX
MAX
MAX
ILS/ILS
01R/19L 2500
MAX
MAX
MAX
MAX
MAX
VOR/VOR
9
RWY
08/26
Jeppesen Airport briefing pages provide detailed information on operations at

Stockholm Arlanda airport.
6.4.50.2 Terrain
Flat terrain. Highest obstacle of 2200 ft in southeast quadrant
Radar service provided. Parallel runway operation in use. During LVP operations traffic flow
is reduced by 65%, resulting in Traffic flow restrictions being issued.
Communication Failure with Destination Stockholm Arlanda:
In IMC: ICAO Procedure, supplemented as follows:
Maintain the altitude last received and acknowledged
Proceed via the relevant TMA entry point
Then proceed direct to TEBBY (TEB) VOR
In the TEB holding descend to 2500 ft MSL
Carry out a normal instrument approach to the most suitable runway, which
normally is the runway received via ATIS or by inbound clearance
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6.4.50.4 Weather
Stockholm area experiences a moderate climate in both summer and winter. Winters are dark
and cold, with darkness occurring in early afternoon, while during summer, days are long,
while nights are semi dark.
Average min/max seasonal temperatures
Summer:18C to 25C
Winter:-7C to +2C
Most rainfall occurs during summer and early autumn, with snowfalls from October to March.
Heavy snowfalls possible during months of December, January and February and may
remain on ground for long periods.
Fog and snow showers generally affects ceiling & visibility during winter.
Destination alternates, Malmo and Goteborg, both these airports may experience prolonged
fog during winter/spring period.
6.4.50.5 Arrivals
Conventional and RNAV STARs published with numerous crossing altitudes. Lost
communication procedures published for Missed Approaches, see Jeppesen approach
charts.
RWY01R/19L - CAT IIIB capability
NIL
6.4.50.7 Departures
SIDs published for specific aircraft types. Remote de-icing used when RWY 01R/19L is in
use. Refer to Jeppesen airport briefing pages for details.
Night departure - RWY19L used between 2200-0700LT
De-icing - Terminal 5
De-icing is ordered via Nordic handling dispatcher or 131.475 (Grnd Handling

agent).
De-icing takes place on stand
De-icing staff will contact crew via 121.750 or via headset before commencing deicing.
Remote De-icing
Subject to runway in use, de-icing is conducted remotely. Refer to Jeppesen airport
briefing pages for details.
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Terminal
Qatar Airways use Terminal 5
ICAO
RFF
IAP
RWY
LDA
(m)
Location
ESKN
343 / 6
332 / 3
300 / 10 320 / 1
LLZ/ILS
08/26
2750
NOT
NOT
229/NOT
MAX
MAX
ILS/ILS
03/21
3299
MAX
MAX
MAX
MAX
MAX
ILS/ILS
17/35
2800
NOT
NOT
MAX/NOT
MAX
MAX
MAX
MAX
MAX
MAX
MAX
GoteborgLandvetter
ESMS
772 / 3
Stockholm Skavsta
ESGG

Aircraft
Malmo-Sturup
EFHK
ILS/VOR
15/33
2901
MAX
MAX
MAX
MAX
MAX
ILS/ILS
18/36
2550
MAX
MAX
MAX
MAX
MAX
ILS/ILS
18/36
2550
NOT
NOT
MAX
MAX
MAX
ILS/ILS
08/26
2820
NOT
NOT
MAX/NOT
MAX
MAX
Helsinki
EVRA
Riga
EETN 7
Tallinn
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6.4.51 TRIPOLI (HLLT) - LIBYA

Name of Airport : Tripoli International
RFF
IAP
RWY
LDA
(m)

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
NDB / ILS
09/27
3600
NOT
NOT
MAX / N
MAX
MAX
NONE
18/36
2235
NOT
NOT
192 / N
MAX
MAX

Caution:
Particular care should be taken to read back clearances clearly to ensure

understanding.
Note:
Libyan airspace is contained in the IATA in-flight broadcast procedure area of

Africa VHF 126.9
Note:
Runway 18/36 is used as an alternative Runway and open for operation in

Daylight only.
6.4.51.3 Terrain
Tripoli is joint Civil and Military airfield. The airport is located 10 NM South of city area of
Tripoli on the Southern shores of the Mediterranean sea with an elevation of 263 feet.
The surrounding area is flat coastal plain with no significant obstacles in the vicinity. Mountain
ranges further to the South rise to give a MSA of 4000 feet. The terrain is mostly covered by
farms.
Note:
The working hours of Tripoli tower is 0400 to 2359.
6.4.51.5 Weather
The weather of Tripoli is mostly fine, with clear skies and pleasant afternoon sea breezes.
Summer: Generally fine weather with Southwesterly winds. Increasing wind speed in
Summer can cause blowing dust and rising sand with reduced visibility. Occasionally fog
occurs in August and September, which normally burns off from 0800 to 1000 Local Time.
Winter: Generally fine weather with Northeasterly winds. Thunderstorms and associated CB
activity from time to time throughout this season.
December to January: likelihood of windshear phenomena.
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Caution:
Some parts of the aerodrome are neglected, with WIP and debris on
taxiways and apron. Be careful to avoid personnel on apron.
During heavy rain water accumulates on taxiways M and N.

NIL
ICAO
Code
RFF
IAP
RWY
LDA
(m)
Location
DTMB

Aircraft
332
300
320 / 1
9
ILS/VOR
07/25
2950
208
MAX
MAX
VOR/ILS
01/19
3200
MAX
MAX
MAX
VOR/ILS
11/29
2840
152
128/130
68/67
ILS/VOR
09/27
3100
215
MAX
MAX
MAX
MAX
MAX
Monastir
DTTA
Tunis
DTTJ
Djrba
GMMN
Casablanca (Note)
HLLB
Benghazi
LMML
Malta - Luqa
Note:
NDB/ILS
17L/35R 3750
231
MAX
MAX
ILS/VOR
15L/33R 3600
MAX
MAX
MAX
NDB/NDB
15R/33L 3600
210
MAX
MAX/86
NON/NDB
05/23
2377
204
165
MAX
ILS/ILS
13/31
3544
MAX
MAX
MAX
Casablanca to be used as preferred alternate in case of marginal weather

conditions on early morning flights.
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6.4.52 VIENNA (LOWW) - AUSTRIA

Name of Airport : Schwechat International
RFF
IAP
RWY
LDA
(m)

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10
320 / 1
ILS / ILS
11/29
3500
319/316
258/306
214/212
MAX
MAX
ILS / ILS
16/34
3600
MAX
MAX
MAX
MAX
MAX

Caution:
Rescue helicopter operations at low altitude to and from ASPERN 6.5 NM North
threshold Runway 16 on extended runway center line Runway 34 and 1 NM
West of extended runway center line Runway 34
6.4.52.3 Terrain
The airport is located 10 NM Southeast of Vienna with an elevation of 600 feet. High ground
mostly to the Southwest, highest MSA 4900 feet at the Southwest quadrant. Between 110
from Northwest and 270 from Southeast the MSA is 3,400 ft and between 270 and 350
Southeast the MSA is 2700 feet.
Highest terrain of 2884 feet is 18 NM to the Southwest.
6.4.52.5 Weather
November to March: Viennas climate is generally moderate; heavy snowfalls and low
temperatures.
July and August: Temperature is usually comfortable with an average of 20C. Rainfall
occurs throughout the year, but mainly from May until August. A northwest Circulation, along
the Danube valley prevails most of the time (75% of the year).
Winter fog (mainly during December/January) usually clears by noon. In summer, significant
thunderstorms / hail may occur between May and August.
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Expect a minimum speed of 160kts to 4nm. If unable to comply, contact ATC.
Loadsheet is delivered with electronic signature, which includes the license number of
the person who prepared the document. Red Cap is not licensed to complete a loadsheet, but will check the loadsheet with a qualified person from Qatar Airways (Pilot).
c) Crew Routing:
Austroport will provide transfers to and from the airport using 2 mini buses that each has
a seating capacity for eight (8) persons.
Arrival Crew: After leaving the aircraft, proceed to baggage claim area, ensure to have
your crew ID visible and proceed as a group to enable the immigration to clear the applicable formalities. In the baggage claim area, you will be met by a porter (wearing green
jacket) with a big trolley for collection of crew bags. The porter will transfer all your bags
from the conveyor belt and load them onto his trolley. He will also hand over the Crew
Information Sheet to each crew member. He will follow you and load baggage in the Austroport mini buses.
Departing Crew: The driver will drop you off at departure area T2. Please proceed to
luggage counter (opposite to Austrian Airlines check-in counter 50). QR ground staff will
be there to assist you with baggage tagging. Crew bags will be loaded on a big trolley for
carrying straight to the aircraft for final loading into H5. You will be asked to proceed
straight to departure gate (A-Pier) and either handling agent or QR ground staff will meet
you to lead you to the aircraft.
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ICAO
Code
RFF
IAP
Runway LDA
(m)
Location
EDDM
Munich
LHBP

Aircraft
772 / 3
343 / 6
332 / 3
300 / 10 320 / 1
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
ILS/ILS 13L/31R 3707 342/338
MAX
MAX
MAX
MAX
Budapest
ILS/ILS 13R/31L 3010 342/338
MAX
MAX
MAX
MAX
LOWG
9
VOR/ILS 17C/35C 2740
NOT
NOT
MAX
MAX
MAX
CIR/ILS
13/31
2950
NOT
NOT
215/N
165
MAX/83
Bratislava
CIR/ILS
04/22
2900
NOT
NOT
227/N
MAX
MAX/88
Graz
LZIB
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RESERVED
RESERVED
CHAPTER 7 - RESERVED
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RESERVED
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RESERVED
RESERVED
CHAPTER 8 - RESERVED
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RESERVED
RESERVED
REV 08P

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