LIDO Introduction PDF

General Part
15-JAN-2009 10 LEGENDS AND TABLES

CHARTING DEFINITIONS FOR AIRPORT AND TERMINAL CHARTS
Charting tolerances
Every attempt will be made to maintain all Lido RouteManual documents up-to-date on the basis of the
latest official information available.
Last minute changes or temporary amendments, as well as corrections of inadvertent errors, are
published in Chart NOTAMs (IOIs). In substantiated cases, temporary documents may be provided
additionally.
Since a substantial part of the data contained in the Lido RouteManual documents is derived from
multiple official sources which may have used different calculation methods to determine the data,
minor discrepancies may occasionally exist, in particular concerning:
Tracks
Distances
Geographical coordinates
Elevation figures
To avoid unjustified reissues of Lido RouteManual documents solely for the purpose of resolving such
minor discrepancies, no amendments are being made as long as the differences provided for the same
item on different documents do not exceed the following values:
Tracks: 1° (May not apply to all chart types)
Distances: 1NM (May not apply to all chart types)
Geographical coordinates: 1 Minute
Elevation figures: 1ft
Bearing / track / distance

Bearings and tracks are magnetic, distances are given in nautical miles (NM).
All values on terminal procedures defining a direction (0° - 360°) are magnetic tracks. Any magnetic
headings as well as radials are specifically mentioned.
For airways on terminal charts and on RFCs all figures defining a direction (0° - 360°) are to be
interpreted as magnetic tracks or radials if the relevant segments are defined by a VOR/VOR DME.
Speed range of published procedures
All speeds indicated are based on IAS except otherwise mentioned.
For the graphical depiction of procedures on the relevant Lido charts, performance assumptions are
incorporated as follows:
SIDs and the missed approach segments on IACs climb procedures are based on an average all engine
climb rate of 500 ft/NM (8.3%) based on a ground speed of 200 KT (analogous to FMS-DB standards).
These Lido charting values do not correspond to MIN/MAX climb/descent rates used for procedure design
according ICAO or FAA standards. Arrival procedures are based on a ground speed of 250 KT and initial
approaches on IACs are based on a ground speed of 210KT, unless other specific restrictions are given.
Elevations/ altitudes/ obstructions
Elevations and altitudes are given in feet above Mean Sea Level (MSL).
High points and obstructions are shown according to official documents.
When several points or obstructions are close to each other, the highest ones are selected if required
to omit clutter in the chart. All official notes for high terrain and obstructions are given.
Values calculated by Lido are printed in italic font.
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General Part
LEGENDS AND TABLES 20 15-JAN-2009
Distances
Declared distances and runway dimensions in the runway description sections of AFCs and IACs and the
values provided on AGC/APC are given in meters or in feet depending on the Lido RouteManual version.
For the version featuring feet values the suffix STF is shown in inverted print in the sheet ID at the
bottom of each page.
Hours of operation
All hours of operation of radio aids, aerodromes, air traffic control units, etc. are indicated in UTC (UTC,
GMT, or Z not shown).
In countries applying daylight saving time these times shall be adjusted during the relevant period.
The double dagger symbol indicates that during periods of Daylight Saving Time (DST), effective
hours will be one hour earlier than shown.
Times given in local time are followed by the letters LT.
Procedures
Flight patterns of low and high level holdings and procedures are presented by standard symbols -
not to scale. For extension of holding areas (basic figures for rate of turns).
If a racetrack approach procedure altitude or minimum sector altitude (MSA) is higher than the initial
approach altitude, and if not otherwise instructed the descent is to be made within the holding procedure
area.
Approach procedures indicated on instrument approach charts (IAC) are only authorized if corresponding
minima are given.
Values calculated by Lido are printed in italic font.
Alternate planning minima: Lido RM charts do by intention not show any alternate planning minima.
Connecting AWYs/ATS Routes on terminal charts
AWYs and ATS routes where shown on AFC/SID/STAR charts are published for information purposes and
to enhance situational awareness.
Information is always skeletonized. For complete information refer to respective low and high level RFCs.
AWY information is going to be removed from above mentioned terminal charts to improve readability
and to reduce the frequency of revisions.
Exceptions:
Where no SIDs and STARs are published, AFCs may show complete AWY and ATS route information
where required to serve the airport as Area chart type.
STAR and SID charts in countries like Germany will show connecting AWYs (ATS routes) officially
published as long as these routes are used as transition AWYs/ATS-routes for DEPs and ARRs to/from
these airports.
Differentiation between official and Lido/company specific information
Company specific information integrated within text pages of the Lido RouteManual as well as Lido
calculated values shown in charts are depicted in italic fonts to differentiate this information from official
data/values.
Examples for data/values shown with italics:
Lido calculated values such as all MGAs (WEF spring 2009), all MTCAs, all high spots, some DME values,
some advisory descent altitudes as well as company information integrated within official text pages
such as AOIs, SIDPTs etc.
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General Part
28-MAY-2009 21 LEGENDS AND TABLES
Charting standards
Details shown on Lido RouteManual pages are based on best available official source (e.g. AIP),
nevertheless some supplementing customer information especially for US airports may have been
incorporated in Lido RouteManual charts and/or text pages if deemed useful for all customers.
In Europe, North Africa and Near East SIDs, STARs and IACs will only be charted for runways having a
TORA/LDA of at least 1200m/4000ft and a width of at least 30m/100ft.
In other parts of the world SIDs, STARs and IACs will only be charted for runways having a TORA/LDA
of at least 1500m/5000ft and a width of at least 30m/100ft.
Airport Ground Charts (AGCs)
AGCs are drawn to scale.
The airport movement areas such as taxiways and apron areas will depict the data and movement areas
as published in official sources, e.g. AIP.
Accuracy of AIP graphic layout cannot be assured by Lido.
Declared distance data such as TORA, ASDA and SWY published as numerical value in Lido AGCs are
verified.
Its not recommended to derive performance related data such as intersection TORAs by measurement
from the graphic layout itself.
Abbreviations
WEF 31 July 2008 Lido charts/text pages will successively be changed to show LOC instead of LLZ for
localizers in alignment with recent ICAO abbreviation amendment.
Procedure designator
WEF 31 July 2008 procedure designators for RNAV (GPS) approaches may change successively to RNAV
(GNSS) pending on state publications.
Procedure profile
WEF 31 July 2008 precision approach glide path value will successively be changed to two decimal
values with prefix GP (for glide path) to avoid possible confusion with final approach track.
Topography depiction
WEF 04 June 2009 the implementation of enhanced and more precise topographical data will lead to
some visible changes on Lido (small) charts, which will be implemented successively.
S Topography shown in Terminal charts like AFCs, SIDs, STARs, SIDs, MRCs as well as IACs and VACs
will be generalized.
S Small rivers and small lakes will be deleted.
S Contour layer intervals for upper layers (topo legend in individual charts) may change in order to get
the same steps on all charts for a specific chart set (e.g. same topo steps for AFC/SID/STAR/MRC
and same topo steps for IAC/VAC). This will lead to more consistent topographical and obstacle
information within the charts.
S The highest high spot will be added to isolated contour layers in order to improve topographical
information for pilots.
S Altitude values of high spots, MGAs and MTCAs (as well as for obstacles given in source documents
as height above ground only) will be shown with italics. These values are derived or calculated from
the Lido worldwide topographical data base.
S The city pattern symbol will be shown with more transparency in order to improve the depiction of
topographical data like contour layers.
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General Part
LEGENDS AND TABLES 22 28-MAY-2009
Please note that not all charts of an airport set will be revised at the same date. During the transition
period until all charts have been updated there may be some differences within a complete airport set.
But as old topographical data is more conservative safety is not impaired even if charts show partly
different spot or obstacle values.
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General Part
22-OCT-2009 30 LEGENDS AND TABLES
1. GENERAL
For complete information consult always latest Chart NOTAMs (IOIs = Intermediate Operational
Information) for all chart types used. IOIs for small charts are published in the Lido AD Change Bulletin.
IOIs for RFCs are published in the Lido RFC Bulletin. The publication of IOIs may be organized in different
ways and publication media depending on customer needs.
HEADER
The manual is set up to allow easy and quick handling by the user in daily operations.
The sequence of airports in the manual is determined by:
S country name
S city name
S airport name
The charts are organized in chart types with colored header labels for quick and easy recognition and
have a fixed sequence within each individual airport.
The following examples also indicate the numbering and the sequence of the charts within each airport
section.
The page number consists of a chapter number for each chart type and a sequential chart number within
the chapter.
Note : Continuous numbering is made within the chart types of the Lido master manual. This can cause
interruptions of page numbering within a customized manual, where the customer is not using all charts
available. Therefore the check for completeness has to be made with the list of contents, rather than with
the page numbers only.
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General Part
LEGENDS AND TABLES 40 22-OCT-2009
Special color codes

In all parts of the manual a special color code is used to identify temporary or company information.
Special coloring appears as hatching in chart labels, as border marking on text pages or as color coded
charts. Temporary charts are shown with white stripes on the respective chart type color. Company text
information is either marked with a yellow stripe or printed on yellow paper.
The following colors are used:
Temporary (TEMPO) charts are produced when chart NOTAMs (IOIs) cannot describe official temporary
changes to Lido charts. Starting in August 2008 TEMPO charts will be numbered and sorted in front of
the permanent valid chart. Due to the numbering of permanent AGCs (normally 3-20 as reverse page
of AFC with 2-10) TEMPO AGCs will be sorted after the permanent chart. The use of TEMPO charts is
either triggered by official NOTAMs and if considered necessary also with additional Chart NOTAMs
(IOIs). Since November 2008 TEMPO charts reference the official source in a box in the chart planview.
Tailored or customized charts always carry the logo of the respective customer in the page frame.
Any customer defined information being displayed on the charts is shown in magenta color (except for
customized minima).
AIRPORT CHARTS
General purpose and use of Lido charts
All types of airport charts in Lidos RouteManual Standard use the same symbology, adapted for every
specific chart type. Consistent elements are handled in the same way as on RFCs whenever possible.
The Airport Facility Chart (AFC) supports flight operations within the
Terminal Control Area (TMA) after take-off or before landing. Single
AFCs are always shown on the front side of the sheet with the Airport
Ground Chart (AGC) on the reverse side.
The Airport Ground Chart (AGC) covers the airport ground layout and
shows the runways, taxiways and apron areas. The AGC is normally
shown on the reverse side of the AFC. RWY information used for take-
off is provided on the AGC.
The Airport Parking Chart (APC) shows parking stands and in addition
detailed information about the apron taxiways and connecting taxiways
leading to/from the apron areas where officially available.
The Low Visibility Chart (LVC) is very similar to the AGC. Differences in-
clude additional symbols, format and the low visibility taxi procedure
text.
The Engine Out Standard Instrument Departure chart (EOSID) is pub-
lished whenever operationally required or officially published in the AIP
and displays engine out procedures to be followed after take off for the
individual customer and/or aircraft type. The layout is based on the SID,
slightly differing in format or layout.
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General Part
The Standard Instrument Departure Chart (SID) displays the published
departure routes and procedures. The textual description for the proce-
dure is separated from the planview and available in the Standard In-
strument Departure Procedure Text (SIDPT).
The Standard Instrument Departure Procedure Text (SIDPT) provides
the textual description of the SID procedures wherever published in the
respective AIP. The SIDPT is organized in three columns: SID, ROUT-
ING, ALTITUDES. The contents of the SID text page correspond to the
procedures on the SID charts.
The Standard Arrival Route Chart (STAR) displays the published arrival
routes and procedures.
The STARs are generally published without a textual description. If
however a textual description is necessary it is either printed on the
chart planview or on a separate STAR procedure text page.
The Instrument Approach Chart (IAC) supports pilots during approach
and missed approach. The IAC provides a sophisticated approach pro-
file for vertical navigation, detailed information for conduct of a
constant descent for non precision approaches, detailed RWY informa-
tion and approach minima.
The Visual Approach Chart (VAC) supports official visual procedures
providing detailed information about man made and topographical fea-
tures within the visual maneuvering area. No vertical profile is shown
for visual procedures. Visual approach minima are listed at the lower
end of the VAC.
The Minimum Radar vectoring Chart (MRC) provides radar vectoring
sectors with associated minimum altitudes wherever available in offi-
cial sources e.g. AIP.
Page frame information

Depending on the paper size of the manual - either A4 or A5 format - the headers appears as follows:
A4 manual:
A5 manual:
Large planview:
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General Part
Small planview:
Explanation of the individual items
FAA amendment number for US IACs, other charts or non-FAA source airports are not affected.
Examples: AMDT 1, AMDT 12C, AMDT 10, Orig A, Orig B
1 Change remark providing information about the revised items

2 Chart name
3 City and airport name (if deviating)
4 Copyright note
5 Country
6 Customer logo on tailored charts (containing customer specific, additional or deviating informa-
tion)
7 Header label colored according to chart type
8 IATA and ICAO airport code
9 Sheet identification number
10 Page number according to chart type
11 The Revision date is always the sheet date.
If two or more charts are combined on one sheet, and during a revision cycle only one chart is
affected by to changes this revised chart determines the revision date. The change remark of
the unaffected chart still carries the change remark of its last revision but is dimmed to indicate
that it was not changed in the current cycle (equivalent to Change: NIL).
Change: Editorial
General Part
12 An Effective date is only printed if the chart becomes ef-
fective later than indicated in the revision date.
On TEMPO charts the abbreviation UFN is used to de-
scribe the end of the period of effectiveness.
Lido RouteManual Charts and text pages showing effective
dates together with revision dates cannot be used prior to
the effective date. Those charts showing an effective date
will normally be distributed one week prior to the effective
date, namely on the revision date, to give advance time for
incorporation and distribution on customers aircraft fleets.
A late receipt of official information sometimes lead to
delays in this context. In those cases the charts showing
effective dates should be distributed as quick as possible
to cover the operational needs. Whenever an AIRAC
effective date cannot be met, Lido will inform customers by
Lido IOIs (Chart NOTAMs) about the most important
changes.
Lido RouteManual charts and text pages published without
effective date can be used as soon as the chart has been re-
ceived. Charts showing revision dates only, contain infor-
mation which is already valid. All important information
incorporated within a revised chart showing a revision date
only has been published before either by official NOTAMs
or by Lido IOIs (chart NOTAMs). Chart NOTAMs will be
withdrawn after a defined overlap period until charts have
been distributed on customers aircraft fleets.
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General Part
3. TERMINAL AND APPROACH CHARTS
3.1 PLANVIEW IN GENERAL

All terminal and approach charts (AFC, IAC, SID, STAR, MRC) feature planviews being very similar and
only having slight differences between the different chart types. Therefore, a general explanation of all
features on these planviews will be provided followed by a detailed description of the chart specifics.
All chart planviews feature a topographical display, are oriented to magnetic north and provide to scale
information.
Airport Facility Chart (AFC) sample (extract) with new topography depiction effective
04-JUN-2009.
Change: Update
General Part
Airport Facility Chart (AFC) sample (extract) with old topography depiction published until
03-JUN-2009.
Change: Update
General Part
Instrument Approach Chart (IAC) sample (extract) with new topography depiction effective
04-JUN-2009.
6
a
a ILS DME 14
D-ATIS 128.525 ARR D 108.3 IKL
Final 125.325
TWR 118.100 120.225 ikl
APN 121.750 121.850
V
B 6
10 NM
M a 6
42
8 a 6
6
6 V
B 6
53
4
2 U
S
0 6
L g V
B 6
a
U
S
L V
B
a a 6
V
B 6 40000 6
D7.8ZUE
ZUE
ZU
U
86
b a a a
U
S
6
59
VAR
AR 1° E 6
44
MAG UP
6 a a a
a TRL ATC
TA 7000
AD L 1416
D ELEV 411
Change: New
General Part
Instrument Approach Chart (IAC) sample (extract) with old topography depiction published until
03-JUN-2009.
Change: New
General Part
3.2 METERS TO FEET CONVERSION

The m-ft conversion is provided whenever m-values are published in the respective AIP.
In general only those values applying to a specific procedure are converted.
As an exception on SID, STAR and AFC a table with the officially published cruising levels above transition
altitude is provided.
The reference for QFE to QNH conversions (AD or THR elevation) is used according to the respective AIP
guidelines.
All procedure values being at or below transition altitude are converted from meters to feet and rounded
up to the next ten feet.
All values above transition altitude are taken from the officially published cruising tables (FL conversion).
For the procedures displayed on chart planviews the corresponding official meter value is given in the
conversion table only.
Exceptions:
Aerodrome elevation and threshold elevation are generally
only provided with their converted feet value.
On some charts however (QNH-QNH conversion) the original
meter value for the aerodrome elevation is additionally provided
in brackets.
MSA
QNH
Note: MSA values in feet are always rounded to the next one
hundred feet. The last two digits are omitted e.g. 31 stands for
3100 feet.
QFE
Transition altitude
QNH
QFE
Note: - Feet values are rounded to the next ten feet.

- Meter values referenced to QFE carry the suffix QFE,
QNH values are printed without suffix.
- The QFE conversion datum for TA-value on Lido charts is
(analogous to FMS-DB) always airport elevation.
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General Part
3.3 AIRPORT FACILITY CHART (AFC)
The AFC consists of the components:

S Planview
S RWY information
S COM information
The AFC planview features a general overview of the airport area, displays all navaids within the cover-
age of the chart and provides information about all arrival and departure procedures. The procedures
are displayed and labeled only with their last (SID) or first segment (STAR). Where no SIDs and STARs
are published, AFCs may show AWY and ATS route information where required to serve the airport as
an area chart.
The AFC shows where officially published, addi-
tional to the MSA, an Emergency Safe Altitude for
100NM coverage.
Where no reference facility is shown, emergency
safe altitude is based on ARP.
MOC 1000ft, in mountainous areas MOC is raised
to 1500ft respectively 2000ft.
RWY information
For all runways on the respective airport. For details refer to IAC RWY description section (chap-
ter 3.5.2).
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General Part
Approach Data Box:

The approach data box with its pointer to
the approach direction, inbound track and
glidepath figures, features the best
straight-in approach published in the Lido
standard RouteManual for the correspond-
ing RWY including:
S The approach type having the lowest
minimum, e.g. ILS before non-preci-
sion approaches, excluding RNAV
(RNP) approaches which will be shown
only if it is the only straight-in instru-
ment approach onto a specific RWY.
S Corresponding frequency and callsign
S Morse code
S Any applicable procedure altitude with
distance reference steps.
S For precision approach, final approach
intercept altitude (normally FAP) and ILS + LOC
OM or equivalent fix altitude plus any
other officially published procedure al-
titudes down to DA with distance refer-
ence steps.
S For non precision approach, descent All others
point, FAF, check ALT related to the
continuous descent angle down to the
MDA.
Note: - All Lido calculated crossing
altitudes are printed in italic font.
- Distance figures shown in bold
font are related to a delayed
descent point.
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General Part
3.4 STANDARD ARRIVAL ROUTE CHART (STAR)
The STAR generally only consists of the chart planview. A separate STAR procedure text is only pro-
vided in exceptional cases, which is indicated by a note in the upper right corner.
Procedure Designator:
The procedure designator is generally provided on the first
segment of the respective procedure. The designator con-
sists of:
S orange arrow
S procedure name generally in abbreviated form (with suf-
fix if applicable). Only if the name giving navigational aid
is located outside of the chart frame the full name will
be given if a separate navaid box showing name, ident
and frequency is not shown on the planview.
If procedures are combined, they will be in alphabetical or-

der and separated by a slash.
On combined charts (conventional and RNAV) RNAV proce-

dures will carry the suffix RNAV.
Other suffixes indicate other constraints on combined

charts (e.g. PROP only, jet only).
Procedure may be cleared on ATCs initiative only. Cannot

be filed in flightplan.
Transitions to STARs e.g. in the U.S. show the transition
code in front of the STAR designator separated by a dot. H
TNP.SEAVU 1
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General Part
3.5 INSTRUMENT APPROACH CHART (IAC)

The chart sequence of the IACs is generally determined by
1st priority: type of approach (ILS, LOC, RNAV, VOR, NDB, LCTR, Visual, Circling...), including subtypes
2nd priority: runway (RWY 07, RWY 18, RWY 25, ...), left before center before right
(RWY 07L, RWY 07C, RWY 07R, RWY 18, ....)
The IAC consists of the components:

S Planview
S RWY description
S Profile and distance/altitude table
S Approach minima
Subtypes to the IAC are
Letdown
VAC
The VAC may either show a
Visual
Circling
Lido defines the subtypes as follows:

Letdown:
The IAC subtype Letdown consists of letdown approaches and cloudbreak procedures.
Both are instrument procedures guiding the pilot into a position to land by visual means at airports
where no straight-in instrument approach procedure to a specific runway is published. A letdown or
cloudbreak procedure ends at the MAPt and usually has to be continued with a circling to the runway
of intended landing. The published minimum assures obstacle clearance within the PANS OPS circling
area. If the circling is limited to the TERPS circling area, this is marked accordingly in the minima
section. The subtype Letdown is normally not used by ATC for approach clearance.
Visual:
A series of predetermined manoeuvres by visual reference from the initial approach fix, or where
applicable, from the beginning of a defined arrival route to a point from which a landing can be
completed and thereafter, if landing is not completed, a go-around procedure can be carried out.
Circling:
A flight procedure within a specified area (new PANS OPS or TERPS). The circling has to be executed
solely by visual means and usually begins at the end (MAPt) of a specific instrument approach
procedure (ILS, LOC, VOR, Letdown etc.).
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General Part
3.5.1 Planview
Airspaces: Terminal Areas (TMA) as well as Control Zones

(CTR) are not provided on IACs.
Approach Procedure Designator Box is provided on IACs
only and is located in the upper right corner of the chart. The
box includes the following information:
S Full procedure name (as close as possible to the official
procedure name) (navaids that require tuning of a dis-
tinct frequency are separated by a + symbol)
S All officially required navaids for the respective approach
including identifier and frequency
S The respective morse code will only be shown if not re-
peated in the planview (e.g. ILS).
If two or more independent navaids or components thereof
are required, they are separated by a + (plus) and the
principal navaid used for final approach and for the
determination of landing minima is shown first, e.g. ILS +
DME, NDB + NDB + DME.
If two or more approach procedures to a given runway are

shown on the same approach chart, the designators are
separated by a / (slash) in the chart name and listed one
below the other in the approach procedures designator box,
e.g. ILS 34/VOR 34.
If two or more approach procedures for a given runway are

based on the same final navaid and use the same identifier,
but cannot be shown on a combined approach chart, they
are represented on different charts using the same
designator followed by the name of the navaid or waypoint,
which identifies the IAF, e.g. ILS DME 25L TD VOR, ILS DME
25L TH VOR.
Note: According to new ICAO standards ILS 23 instead of
ILS DME 23 will be used and DME required will be added
to chart planview, pending on state publication.
Conventional ILS DME approach with RNAV segments or

transitions leading to final approach.
Change: Editorial
General Part
If a state identifies two or more approach procedures which

are based on the same navaid, they are shown with a figure
or a letter suffixed as, e.g. A, B but One, Two. Where
approach procedure designator suffixes are officially
published with Z, Y or X, the procedure having the
lowest minima will be identified with the suffix Z.
Localizer Backcourse (Localizer Backbeam) approaches are

designated as LOC Back CRS.
RNAV overlay approach procedure based on NDB ground fa-

cility guidance.
RNAV (GPS) approach procedure.
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General Part
RNAV (GNSS) approach procedure.
RNAV (DME DME) approach procedure.
RNAV (VOR DME) approach procedure.

USA and some other countries officially publish VORDME
RNAV as procedure designator, whereas the meaning is
identical, i.e. an RNAV approach with specific VOR DME
position updates.
Special US type conventional VOR or overlay GPS approach

for which ground-based navaids are not required, provided
RAIM or AIME is used for integrity checks.
RNAV (RNP) approach procedure. Usable with on-board nav-

igation containment, monitoring and alerting system for au-
thorized operators only.
Circling with prescribed track.

Official publications may also show MVI (Manoeuvre à vue
imposées) or VPT, whereas the meaning is identical.
Non-standard approach procedures are always shown on

separate charts and are designated in plain language, e.g.
Visual 32 City, VOR DME Letdown.
For non-straight-in procedures the word Letdown is add-

ed after the official procedure designator. RWYs will be add-
ed only if procedure is limited to specific RWYs.
Change: Update
General Part
FIR boundaries: Not provided on IACs.

Grid Line: Not provided on IACs.
Localizer symbol shown in the planview of charts is a fixed
symbol without giving any reference to signal coverage or
the ILS GS intercept point.
The symbol should normally cover the distance from thresh-
old to FAP/FAF.
Minimum Grid Altitude (MGA): Not provided on IACs.

NDB (Non-Directional Beacon)
If NDB facilities are installed on the extended RWY centerline
they are shown on the IAC planview even if they are not re-
quired navaids or part of the respective procedure.
3.5.2 Runway description

The runway description shows the runway including approach lights with information relevant for
landing. It is provided for concrete and gravel surface runways only. All lengths and distances in this
chapter are depicted in meters only.
1 Approach Light System (e.g. P2F)

2 Approach Light System Abbreviations
Identification letter of the approach light system, with
intensity (high, medium, low or variable: H, M, L or HL, ML).
See Lights, Visual Aids, Arresting Systems for details. Examples:
P2: ICAO standard CAT II + III
Approach light system with red side row lights the last 300m
/ 1000ft. Centerline lights white; longitudinal spacing 30m
/ 100ft. Minimum two crossbars located 150m / 500ft and
300m / 1000ft from THR.
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General Part
P1: ICAO standard CAT I
Centerline lights white; longitudinal spacing 30m / 100ft,
except US lighting system spacing 60m / 200ft.
At least one crossbar located 300m / 1000ft from THR.
S: ICAO standard simple approach light system

MAX longitudinal spacing of lights 60m / 200ft. At least one
crossbar located 300m / 1000ft from THR.
N: Non-standard light system
Any approach light system which does not meet the above
requirements.
Suffix F: (P2F, SF, NF)
Indicates that sequenced flashing lights are available (nor-
mally from beginning of approach light system to 300m /
1000ft from THR). Each approach light system can be sup-
plemented with sequenced flashing lights.
Suffix R: (P1R)
Runway alignment indicator lights (RAIL), mainly used in US
approach light systems. Instead of barrettes there are se-
quenced flashing lights available.
3 Approach light system length is provided whenever de-
viating from standard, which is 900m / 3000ft for ICAO and
730m / 2400ft for U.S. approach light systems.
4 Centerline lights (RCLL) (last 900m-300m /
3000ft-1000ft white/red intermittent, last 300m-0m /
1000ft-0ft red).
5 Centerline lights (RCLL) spacing and light intensity (high,
medium, low or variable: H, M, L or HL, ML). See Lights,
Visual Aids, Arresting Systems for details.
6 Centerline lights all white (other non-standard coloring is
specified with additional text).
7 Designator
7a Displaced threshold (displ. THR) can be shown as either

lighted or unlighted threshold. The length of the displace-
ment is additionally provided.
S lighted displ. THR with length of displacement
S unlighted displaced THR with length of displacement
8 Edge light spacing and intensity (high, medium, low or

variable: H, M, L or HL, ML). See Lights, Visual Aids, Arrest-
ing Systems for details.
9 Edge lights: non standard
Change: Update
General Part
10 Edge lights: standard edge lights with yellow caution zone

(YCZ) featuring yellow lights for the last 600m / 2000ft or 1/3
of total RWY length.
11 Grooved (or similar): G, RWY ungrooved: x
Any other kind of runway treatment like porous friction or
wire combed is not indicated.
12 Landing Distance Available (LDA) beyond THR and dis-
placed THR (not scaled).
When a runway is not usable for landing a plain text remark
is added above the runway sketch.
Note : In such case the physical runway length is shown.
13 Non-standard Runway Centerline Lights (RCLL), or Runway
Touchdown Zone Lights (RTZL) are specified (RCLL only un-
less all white).
Non-standard RWY lightings (e.g. No RWY end lights) is
No RWY end lights
shown in plain text.
14 PAPI - Precision Approach Path Indicator
VASIS - Visual Approach Slope Indicator System
PAPI
3-bar VASIS
T-bar VASIS
3-bar AVASIS, e.g. here on the left side
2-bar AVASIS, e.g. here on the left side
15 PAPI / VASIS calibration angle
16 Runway End Identifier Light (REIL) / Runway Threshold

Identification Light (RTIL): flashing lights on both sides of
THR (example: approach from the left).
17 Slope information in %
The average runway slope as well as the touchdown zone
slope (TDZ) (if available covering the first 900m of the land-
ing RWY) are provided.
A negative slope is indicated for downward slopes (e.g.
-0.2%) a positive slope for upward slopes (e.g. +0.3%).
Note: If TDZ slope is not officially published it will be
indicated with TDZ ---%.
Change: Editorial
General Part
18 THR elevation and Pressure Difference in hPa.
19 Runway Touchdown Zone Lights (RTZL), standard 900m

/ 3000ft.
20 Width
3.5.3 Profile and distance/altitude table

Non-precision Approach:
For all non-precision approaches a constant descent angle is provided, which is calculated from
touchdown zone over a 50ft barrier at threshold and the highest limiting minimum crossing altitude
(according to published AIP step down approach) up to the intermediate approach altitude.
Any descent point being different from the position of the final approach fix (FAF) as well as altitudes
being calculated with a constant descent angle that are higher than the published corresponding step
down descent altitudes are shown in the profile.
Any calculated constant descent angle will have a minimum glide angle of 3.00° except otherwise
defined by state authority with a lower/higher glide slope angle.
The distance/altitude table is published for all straight-in non-precision approaches providing the
constant descent angle altitudes and normally shows the corresponding CDA altitude (never below
minimum altitude) for every other NM (rounded to the next 10ft).
Until DEC 2008:The distance/altitude table is normally not published for approaches where the final
approach track differs by more than +/- 15º from either side of extended runway centerline.
WEF JAN 2009: The distance/altitude table is normally published, except where a straight-in approach
is not authorized.
Note: On ILS charts as well the distance/altitude table refers to the non-precision approach, meaning
- in most cases - the respective localizer approach, or any other non-precision approach being combined
with the ILS approach on the chart.
For ILS approaches without associated LOC approach (LOC is Not Authorized (NA) or not published) the
distance/altitude table is left empty by intention.
Columns intentionally left blank in the distance/altitude table are colored gray.
Official AIP values are shown in normal font, Lido calculated values in italic font.
The info table shows in the
1st row The type of non-precision approach (only for ILS charts with associated
non-precision approach) and the calculated descent angle.
2nd row The distance reference.
When a suitable DME facility is not available (or for RNAV GPS
approaches) the distance/altitude table will be referenced to
threshold (or displaced threshold if applicable).
Change: NIL
General Part
3rd row The inbound track (only if RWY QFU differs 1° or more, but less
(until DEC 2008) than 20°).
3rd row The inbound track (only if RWY QFU differs by 1° or more) as long
(WEF JAN 2009) as approach is directed to one specific RWY.
4th row The RWY QFU (only if it differs 1° or more, but less than
(until DEC 2008) 20° from inbound track).
4th row The RWY QFU (only if it differs 1° or more from inbound track).
(WEF JAN 2009)
Note : Any charted offset between final approach track and RWY QFU is based on airport variation as
stored in the Lido FMS database. For ILS CAT 2 and CAT 3 approaches, the offset is based on official
procedure variation.
ILS Approach:
The profile for the ILS approach covers also the non-precision localizer (LOC) approach. In case of
glideslope incompatibility of the two approach profiles, the secondary profile (LOC) is shown with a
special symbol providing descent point, LOC approach glidepath and calculated step altitudes
accordingly (altitudes are rounded to the next 10ft).
The distance/altitude table and the ground speed/rate of descent table (GS/ROD) are based on the
non-precision LOC approach.
Samples
Change: Update
General Part
The Descent Point indicates the point where the calculated
constant descent is commenced.
The distance fix associated with the descent point is printed
in bold font.
Differing Final Descent: If the final descent for ILS and LOC
differs in a way that two flight paths need to be displayed the
ILS related information is printed in gray font.
1 Distance Reference can either be a facility providing DME

information or runway threshold and is always provided with
the first distance fix.
Associated distances are shown at specified step points.
A distance reference navaid is not shown if it is located be-
yond the runway.
All distance fixes (as well as all required navaids) are pre-
sented by a vertical line and the respective distance.
2 Distance Scale in NM adjusted to read 0NM at the RWY threshold or displaced threshold.
The distances from defined fixes to threshold or displaced threshold is given between the outer
marker (or OM substitute) to threshold (or displaced threshold).
3 Final Approach Fix (FAF): Is provided whenever published

in the AIP.
The FAF marks the beginning of the final segment.
If both FAF and FAP are at the same position, only the FAP
symbol is shown.
4 Final Approach Point (FAP): Is provided whenever pub-
lished in the AIP or can be calculated by Lido (distance
printed in italic font).
The FAP determines the point where the intermediate ap-
proach altitude intersects the glidepath and marks the be-
ginning of the precision approach segment.
If both FAF and FAP are at the same position, only the FAP
symbol is shown.
If no FAP is published in the source document and more than
one intermediate approach altitudes are published for rele-
vant approach Lido calculates and positions the FAP-symbol
to the intersection of glide slope and intermediate altitude
that is closest to the runway.
Change: Editorial
General Part
5 Final Check Altitude: Crossing ALT at Outer Marker (OM)

or substitute (rounded to the next 10ft).
If different crossing altitudes values apply for different pro-
cedures on combined charts (e.g. ILS and LOC) each dis-
played altitude (except ILS) will carry a prefix related to the
type of approach.
Any calculated altitude at the OM or OM substitute (e.g. for
constant descent) will be printed in italic font as shown on
the right.
6 Glidepath (ILS): The ILS glidepath angle will be charted in
the glide path feather with the value published in the AIP re-
gardless of its mathematical correctness.
The Glide Path Symbol in chart profile always reaches from
threshold to FAP (if published in the AIP) or glide slope inter-
cept altitude without giving any reference to signal cover-
age.
Constant Descent Angle (CDA): The constant descent 3.10°
angle is calculated with exact values, then rounded mathe- D IZH
matically to two decimals. 155°
RWY 154°
The CDA is depicted in the info table.
The fact that the given ILS GP value is the published AIP val-
ue and the CDA is Lido calculated might lead to profiles that
seem to be inconsistent.
In most cases this is due to inaccuracies and unknown
rounding policies of the publishing state authorities.
The Lido calculated CDA for the localizer approach profile, here depicted with 3.09°, is steeper
than the officially published GP value of 3.00° for the ILS approach.
Official AIP values are shown in normal font, while Lido calculated values are depicted in italic
font.
Change: Update
General Part
Glide Path Intercept Altitude: If a glide path intercept alti-
tude is published in the AIP differing from the corresponding
LOC minimum crossing altitudes, this glide path intercept
altitude is charted in gray font with the prefix ILS and rep-
resented by a gray box.
7 Ground Speed (GS in KT) / Rate Of Descent Table (ROD

in ft/MIN) always refers to the non-precision approach,
meaning that for example on ILS charts only the LOC ap-
proach is shown.
The calculation is based on the flight portion from outer
marker (or substitute) to the missed approach point (MAPt).
1st row GS in KT (120/140/160KT for ADs below 5000ft
AD elevation and 140/160/180KT above)
2nd row rate of descent in ft/min (rounded to the next
10ft)
3rd row time (in minutes and seconds)
If (according to the relevant AIP the definition/identification)
the missed approach point is not authorized based on
timing, NA is published.
A blank table indicates that there is no published data for the
non-precision approach, therefore only the precision
approach is reflected.
ILS check altitude to verify glide slope indication or proce-
dure check altitude to verify vertical navigation (rounded to
the next 10ft).
8 Initial and/or intermediate approach altitude (rounded to

the next 10ft).
Mandatory altitudes in profile are prefixed with the word

at (rounded to the next 10ft).
Marker beacons (outer, middle, inner) are shown with one

identical gray symbol and without designator.
Change: Editorial
General Part
9 Minimum Crossing Altitude for non-precision approach.

The altitude value is represented by the vertical extension
(as far as possible to scale) of the associated gray box.
The minimum crossing altitudes provide an obstacle clear-
ance of at least 90m / 295ft without FAF or 75m / 246ft with
FAF (rounded to the next 10ft).
Some official publications feature minimum/check altitudes

below MDA and after MAPt.
Non-Precision Approach Procedures designed according

new PANS-OPS criteria may show Minimum Obstacle
Clearance (MOC) altitudes for all segments of final ap-
proach. Those may be lower than the CDFA related recom-
mended procedure check altitudes published in the profile
section above those MOC altitudes.
The MOC altitudes provide an obstacle clearance of 90m /
295ft without FAF or 75m / 246ft with FAF (rounded to the
next 10ft).
A non-CDFA (step down approach, herein depicted with a
red line) may be flown if required (due to failure of DME or
FMC capability) down to the MOC or minimum values shown
in the gray box(es), provided that no mandatory altitudes
(prefix at) or minimum procedure altitudes (suffix +) are
shown above a procedure fix in the procedure line.
Minimum procedure altitude is suffixed by a +.
10 Minimum Descent Altitude (MDA)

Also refer to minimum crossing altitude above.
Missed Approach Point (MAPt) Coordinates will be pro-
vided for all RNAV approaches.
Change: Update
General Part
11 Missed Approach Point (MAPt) with an arrow indicating
the missed approach track.
The related distance fix and the missed approach point sym-
bol are printed in blue font.
If the MAPt is defined by time only, Lido will calculate a dis-
tance reference/equivalent which is printed in italic font.
Following the constant descent angle, the MDA might be
reached prior to the missed approach point.
12 Missed Approach Text: The routing is described based on

the AIP and adopted to Lido text specifications with respec-
tive abbreviated text portions as they are applicable for SID
procedure text description.
The MISAP text consists of separate instructions with -
wherever possible - one instruction per line.
If more than one instruction is provided in one line the in-
structions are separated by a dash.
Bold font is used for:
S altitudes
S navaid identifiers
S turn directions (abbreviated right/left turn (RT/LT))
Note: The abbreviation RT/LT will only be used as long as
no confusion with navaid idents is possible.
Equivalent to the initial altitude for SIDPT pages, the final
MISAP altitude is generally provided in the last instruction
(generally last row) with e.g. the term:
climb 5000
climb 3000
This indicates that a climb to this altitude can be continued
if not explicitly mentioned otherwise.
Any required level-off (MAX altitude) before reaching the fi-
nal MISAP altitude will be explicitly mentioned using the fol-
lowing expressions:
RT to GOBOL (MAX 2000)
at 3000 RT to RTB maintain 3000
The point or the segment at/after which climb can be
continued will be indicated by e.g.:
when passing AGOPI climb 4000
to 7000 after ZUE
after JUG climb 5000
after TAD continue climb to 7000
Change: Editorial
General Part
If the mentioned MISAP altitude has to be reached at some

point within the procedure (point/segment) the term:
maintain 3000
shall be used as required for intermediate level segments
inbetween or as the last instruction to indicate the final
MISAP altitude.
Where two MISAP texts are provided, the first one is related
to RNAV, the second one to non-RNAV, except otherwise in-
dicated.
13 All required navaids (as well as distance fixes) are presented

by a vertical line and their identifier.
14 Reversal procedure
Level turn
Descending turn
Terrain in Profile: The presentation of terrain in the profile

will be limited to selected airports.
It is considered to be:
not to scale
without specified buffers or splays
intended to create pilots alertness.
Change: Editorial
General Part
15 Threshold Crossing Height (TCH): ILS glidepath height
over threshold as published in AIP.
A caution note is published if the TCH is lower than 40ft or
higher than 65ft.
Note: Non-precision approaches are calculated to cross
over RWY THR at 50ft. This value is not shown in the profile.
For RNAV approaches with vertical guidance a TCH will be
shown if officially published.
16 Tracks will be shown directly after the fix from where they apply.
Visual Descent Point (VDP)

Visual Descent Points are only shown in the tailored stan-
dard feet version and only if officially published. For the ver-
sion featuring feet values the suffix STF is shown in in-
verted print next to the sheet identification number at the
bottom of each page.
Change: Editorial
General Part
28-MAY-2009 J-490 LEGENDS AND TABLES
3.5.4 Approach Minima (JAR-OPS)
Three different minima standards are presently available within the Lido RouteManual.
All standards take into account the respective basics as given by ICAO (PANS-OPS) and FAA (TERPS) or
respective country or local deviations and will not be published below official state minima.
S EU-OPS standard worldwide, but not below state minima for operators flying according to EU-OPS
regulations (new Lido standard to be used latest WEF 15 JUL 2011)
S JAR-OPS standard worldwide, but not below state minima for operators flying according to JAR-OPS
regulations (old Lido standard available MAX until 14 JUL 2011)
S Canada/US customers standard which is based on JAR-OPS standards (outside Canada/USA)
respectively on FAA based OpSpecs standards within (Canada/USA). This standard is available MAX
until 14 JUL 2011. Latest WEF 15 JUL 2011 Canada/US customers standard which is based on
EU-OPS regulations (outside Canada/USA) respectively on FAA based OpSpecs standards within
(Canada/USA).
Note: JAR-OPS based minima are not specifically labeled. EU-OPS based minima are labeled with a
negative imprint EU-OPS at the top left corrner of the minima section.
Take-off minima are published in the AOI (Airport Operational Information).
See chapter 2 for details.
The presentation sequence starts on the left side with the lowest approach minimum and continues to
the right with the circling minimum at the right end of the table. If more than five minima columns are
required in addition to the circling minimum, they are published on a sepatate page (Minima overflow
page) at the end of the IAC chapter.
Only the lowest permissible minimum for the respective approach is shown in the minima table.
Minima Philosophy
In general standard landing minima values are applied for the specific type of approach according to the
customer operations manual, except when the Lido RouteManual contains higher.
Example Interpretation
Cat 3b published with 0 - 75R S Cat 3b can be used by all certified crews and with aircraft types
certified for No DH OPS with 75m RVR. Aircraft certified for
100m RVR must use 100m as lowest type specific Cat 3b
minimum.
S Cat 3a can be used by all certified crews and with aircraft types
certified for Cat 3a OPS down to their specific landing
minimum shown in operations manual; e.g. 50 - 200R.
Change: Update
General Part
LEGENDS AND TABLES J-500 28-MAY-2009
Cat 2 published with 100 - 300R S Cat 2 can be used with 100 - 300R as long as certified
according customer operations manual and crew certification.
Cat 1 published with 200 - 550 S Cat 1 can be used with 200 - 550.
Cat 1 and Non-Precision Approaches

Decision Altitude (DA) and Minimum Descent Altitude (MDA)
DA/MDA: Will be derived by Lido from the state MDA or OCA (Obstacle Clearance Altitude) rounded
up to the next 10ft, but never below lowest permissible.
Decision Height (DH), Minimum Descent Height (MDH) and Ceiling (CEIL)
DH/MDH: Will be derived by Lido from the sum of the state DA/MDA minus the higher of threshold
- or touchdown elevation of the corresponding runway, rounded up to the next 10ft, but
never below lowest permissible.
Note: For aerodromes within France and the ASECNA Region (Parts of Africa, Caribbean
Area = French Antilles, Pacific Area = French Polynesia), the state DH, rounded up to the
next 10ft, but never below lowest permissible, will be published.
Ceiling (CEIL)
CEIL: Required state ceiling rounded up to the next 10ft.
INOP table / Table of temporary failed or downgraded ground equipment if not explicitly mentioned
otherwise, standard adjustments to landing minima due to temporary failed or downgraded ground
equipment apply (APL u/s) and are laid down in corresponding Gen Part chapter.
Wherever the term INOP table does not apply is stated in the minima notes section, the minimum that
is stated in the IAC has to be applied even for downgraded equipment. For non-standard adjustments
the resulting minimum is additionally provided in the minima section.
Any other restrictions or limitation is either mentioned in the minima notes or has to be covered by
customer policies and operations.
1 Approach RWY designator.
For prescribed flight track minima (visual) of multiple RWYs

in the same minima strip both RWY directions are shown,
separated by a slash. Circling minima are always found at
the right end of the minima strip.
2 Aircraft category or aircraft type.
Standard charts featuring minima for categories C and D, C A B
on request standard charts featuring minima for catego-
ries A and B. D B C
On customized charts combinations are possible.
3 Measuring unit.
Change: Update
General Part
22-OCT-2009 J-510 LEGENDS AND TABLES
A: System line
4 Approach type:
The type of approach for the relevant minimum is provided.
In case of precision approach only the ILS category is shown.
The standard designator LOC used in Lido charts may be
varied by ATC units in different countries with identical
meaning, e.g. GP out, GP inop; ILS without GP.
For non-precision approach types:
A + between two facilities means that the facility shown
after the + has to be used in addition.
A / between two facilities means that either one or the oth-
er of the two facilities / approach types can be used.
Circling minima are generally calculated according NEW
PANS-OPS regulations.
When circling minima are calculated according to TERPS, it
is indicated by a TERPS flag. See RAR for details.
5 Approach minimum designator subtype. A mandatory single

required facility between FAP/FAF and MAPt is listed.
In case more than one redundant subtype is available (in-
cluding time) none of the subtypes will be listed to prevent
the system line from cluttering and to leave the pilot the op-
tion of choosing the most suitable.
6 Approach remark designator.
Change: Update
General Part
LEGENDS AND TABLES J-520 22-OCT-2009
B: Description line
7 A + between two idents means that two physically sepa-
rated navaids have to be used.
A / between two idents means that either one or the other
of the two navaids shown is to be used.
8 Special restrictions:
All restrictions applying to the relevant minimum are stated,
e.g. APL u/s, HJ only. Go-around-gradients greater than
2.5% are shown.
>60/6 refers to aircraft with a wingspan of more than 60m
/ 197ft or a vertical distance between flight path of landing
gear and glide path antenna in landing configuration of more
than 6m / 20ft.
This category comprises among others, A330, A340, A380
and B747-400.
GA 3.2% indicates that a minimum climb gradient of
3.2% is required for the missed approach procedure which
has to be met to apply the minimum.
Another defined category is >65/7, e.g. in Germany,
shown and officially used as DL (>65/7). Affected by this
category is the A380.
If an approach incorporates an option to be flown with or
without a step down fix (SDFX), both values will be shown
in two different minima boxes.
If both values are the same, then only one box will be shown.
Secondary Surveillance Radar:

Approach with Radar Termination Range (RTR) and distance
from RTR to threshold.
Change: NIL
General Part
22-OCT-2009 J-530 LEGENDS AND TABLES
C: Weather line
9 Minimum descent height (MDH) / Decision Height (DH) for
non-precision or precision approaches respectively.
10 If a particular ceiling is required by the state authority for a

specific approach this is indicated by the prefix C to the
numeric value.
In this case the given value must not be considered as MDH/
DH but as required ceiling and has to be accounted for in the
flight planning.
Whenever a ceiling has to be observed the MDH/DH is
omitted by intention. The difference between the state given
ceiling value and the MDA/DA does not necessarily corre-
spond to the airport or THR elevation.
11a RVR values are shown without a limiting letter. A conversion
of MET visibility possibly given is allowed.
11b Any restriction to RVR and/or visibility will be shown by a

limiting letter (R or V), meaning that any given value followed
by a letter must not be converted.
R: measured RVR.
V: visibility which cannot be converted.
Values without a letter can be converted according JAR.

Reported VIS shall be taken 1:1 as RVR identical value (no
conversion allowed) if limiting suffix R is shown.
In general, a conversion of MET visibility into RVR is not
allowed for CAT 2/3 approaches, for take-off minima, or if
RVR is reported already.
Wherever RVR and visibility are officially published, both

values will be charted. RVR must be at or above charted
minimum, VIS can be disregarded. If RVR is not reported,
then VIS must be at or above charted minimum.
Change: Update
General Part
LEGENDS AND TABLES J-540 22-OCT-2009
D: Operational line
12 Operational minima (MDA/DA) are rounded up to the next 10
feet when flown with the pressure altimeter.
Radio altimeter heights (RA) are given with exact values.
The term Company indicates that company and/or aircraft
specific regulations/limitations have to be observed within
the limitations JAR/state for CAT 3 minima.
An additional decision height required by state authorities is
indicated by the suffix DH.
Old form of presentation.
New form of presentation.
13 Radio Altimeter Height (RA). Rounded to the next foot.
14 Decision altitude (DA) and radio altimeter height (RA) for

CAT 1 approaches.
The radio altimeter height (RA) will only be shown where of-
ficially published.
15 Decision altitude (DA) for precision approaches or precision

like approaches, e.g.
ILS CAT 1
RNAV (RNP) approach based on LNAV and VNAV
guidance
RNAV (GPS) approach based on LNAV and VNAV
guidance.
Change: NIL
General Part
28-MAY-2009 J-541 LEGENDS AND TABLES
Minimum descent altitude (MDA) for non-precision
approaches, e.g.
NDB DME
RNAV (GPS) approach based on LNAV only guidance
RNAV (RNP) approach based on LNAV only guidance.
former standard
Note: Procedure naming RNAV GPS or RNAV GNSS is (USA)
pending on official source.
new standard

approaches, e.g.
RNAV (GPS)
RNAV (DME DME)
RNAV (VOR DME) all without official instruction
concerning the usability with LNAV only or LNAV and
VNAV guidance.
16 An overflow arrow indicates that additional minima for the

approach can be found on the last IAC page.
Change: New
General Part
28-MAY-2009 E-490 LEGENDS AND TABLES
3.5.4 Approach Minima
Three different minima standards are presently available within the Lido RouteManual.
All standards take into account the respective basics as given by ICAO (PANS-OPS) and FAA (TERPS) or
respective country or local deviations and will not be published below official state minima.
S EU-OPS standard worldwide, but not below state minima for operators flying according to EU-OPS
regulations (new Lido standard to be used latest WEF 15 JUL 2011)
S JAR-OPS standard worldwide, but not below state minima for operators flying according to JAR-OPS
regulations (old Lido standard available MAX until 14 JUL 2011)
S Canada/US customers standard which is based on JAR-OPS standards (outside Canada/USA)
respectively on FAA based OpSpecs standards within (Canada/USA). This standard is available MAX
until 14 JUL 2011. Latest WEF 15 JUL 2011 Canada/US customers standard which is based on
EU-OPS regulations (outside Canada/USA) respectively on FAA based OpSpecs standards within
(Canada/USA).
Note: JAR-OPS based minima are not specifically labeled. EU-OPS based minima are labeled with a
negative imprint EU-OPS at the top left corrner of the minima section.
Take-off minima are published in the AOI (Airport Operational Information).
See chapter 2 for details.
The presentation sequence starts on the left side with the lowest approach minimum and continues to
the right with the circling minimum at the right end of the table. If more than five minima columns are
required in addition to the circling minimum, they are published on a sepatate page (Minima overflow
page) at the end of the IAC chapter.
Only the lowest permissible minimum for the respective approach is shown in the minima table.
Minima Philosophy
In general standard landing minima values are applied for the specific type of approach according to the
customer operations manual, except when the Lido RouteManual contains higher.
Example Interpretation
Cat 3b published with 0 - 75R S Cat 3b can be used by all certified crews and with aircraft types
certified for No DH OPS with 75m RVR. Aircraft certified for
100m RVR must use 100m as lowest type specific Cat 3b
minimum.
S Cat 3a can be used by all certified crews and with aircraft types
certified for Cat 3a OPS down to their specific landing
minimum shown in operations manual; e.g. 50 - 200R.
Change: Update
General Part
LEGENDS AND TABLES E-500 28-MAY-2009
Cat 2 published with 100 - 300R S Cat 2 can be used with 100 - 300R as long as certified
Cat 2 OTS (not published) S Cat 2 OTS (Other Than Standard) are intentionally omitted on
Lido standard IACs. Cat 2 OTS may be used as long as certified
Cat 2 OTS operations:
Cat 2 OTS RVR is higher than normal Cat 2 RVR and may be
used with published Cat 2 DH e.g. for Cat 2 approaches without
APL provided autoland or approved HGS is utilized to
touchdown. For approach minima and further details refer to
GEN, RAR, Supplement Appendix I.
Cat 1 LTS published minima S Cat 1 LTS can be used down to a lowest permissible of 200 -
400R by approved operators with aircraft certified for CAT 2
operations.
To conduct Cat 1 LTS operations:
a) The approach shall be flown auto-coupled to an auto-land;
or an approved HGS shall be used to at least 150ft above
THR.
b) The autoland system shall be approved for CAT3a
operations.
c) For further details refer to GEN, RAR, Supplement Appendix
I.
EVS published minima S EVS (Enhanced Vision System) minima can be used with ILS,
GLS, MLS, PAR or for APV approaches as long as certified
EVS operations:
Using EVS a pilot may reduce an ordinary ILS, GLS, MLS, PAR
or APV RVR/CVM according EU-table 9 but not lower than 350m
RVR/CMV. Furthermore, he may continue an approach to below
ILS, GLS, MLS, PAR or APV approach DH down to a DH of 100ft
provided one of the following elements is displayed and
identified on the EVS:
a) Elements of the APL or
b) RWY threshold
For further details refer to GEN, RAR, Supplement Appendix I.
Cat 1 published with 200 - 550 S Cat 1 can be used with 200 - 550.
Precision Cat 1, APV and Non-Precision Approaches

a) Precision Cat 1 is an approach using ILS, GLS, MLS or PAR with a lowest DH of 200ft and a lowest
RVR of 550m.
b) APV is an approach using lateral and vertical guidance with a lowest DH of 250ft and a lowest RVR
of 600m and does not meet the requirements of a precision approach.
c) Non-Precision is an approach using lateral guidance based either on LOC, VOR, NDB (with or without
DME), SRA, RNAV, VDF or a combination thereof with a lowest MDH or DH of 250ft and a lowest
RVR/CMV of 750m.
With options a) and b) refer also to EVS-minima
Change: Update
General Part
22-OCT-2009 E-510 LEGENDS AND TABLES
Pending on operators flight standards and approvals any procedure flown with CDFA (Continous Descent
Final Approach) technique may be flown down to the published Non-Precision approach MDA/H using
these values as DA/H. Lido publishes whenever possible a CDFA procedure. The minima shown in the
Lido RouteManual are calculated for CDFA except otherwise indicated within the minima section. For
operations using conventional step down final approach technique down to the MDA/H it is required to
add a RVR/CMV of additional 200m for ICAO CAT A and B ACFT respectively 400m for ICAO CAT C and
D ACFT to the published landing minimum.
DA (Decision Altitude) and MDA (Minimum Descent Altitude)
DA/MDA: Will be derived by Lido from the state published OCA (Obstacle Clearance Altitude) or
DA/MDA rounded up to the next 10ft but never below lowest permissible.
DH (Decision Height), MDH (Minimum Descent Height) and CEIL (Ceiling)
DH/MDH: Will be derived by Lido from the sum of the state DA/MDA minus the higher of threshold
- or touchdown elevation of the corresponding runway, rounded up to the next 10ft, but
never below lowest permissible.
Note: For aerodromes within France and the ASECNA Region (Parts of Africa, Caribbean
Area = French Antilles, Pacific Area = French Polynesia), the state DH, rounded up to the
next 10ft, but never below lowest permissible, will be published.
CEIL: Required state ceiling rounded up to the next 10ft.
RVR/CMV (Runway Visual Range / Converted Meteorological Visibility)
RVR/CMV: Values will be shown either in m or feet values pending on area of application up to the value
used as RVR in the respective area, or for higher values in km or sm. Measurement units
are given within the respective minima tables of the affected IACs.
INOP table / Table of temporary failed or downgraded ground equipment if not explicitly mentioned
otherwise, standard adjustments to landing minima due to temporary failed or downgraded ground
equipment apply (APL u/s) and are laid down in corresponding Gen Part chapter.
Wherever the term INOP table does not apply is stated in the minima notes section, the minimum that
is stated in the IAC has to be applied even for downgraded equipment. For non-standard adjustments
the resulting minimum is additionally provided in the minima section.
Any other restrictions or limitation is either mentioned in the minima notes or has to be covered by
customer policies and operations.
1 Approach RWY designator.
For prescribed flight track minima (visual) of multiple RWYs

in the same minima strip both RWY directions are shown,
separated by a slash. Circling minima are always found at
the right end of the minima strip.
2 Aircraft category or aircraft type.
Standard charts featuring minima for categories C and D, C A B
on request standard charts featuring minima for catego-
ries A and B. D B C
On customized charts combinations are possible.
3 Measuring unit.
Change: NIL
General Part
LEGENDS AND TABLES E-520 22-OCT-2009
A: System line
4 Approach type:
The type of approach for the relevant minimum is provided.
In case of precision approach only the ILS category is shown.
The standard designator LOC used in Lido charts may be
varied by ATC units in different countries with identical
meaning, e.g. GP out, GP inop; ILS without GP.
For non-precision approach types:
A + between two facilities means that the facility shown
after the + has to be used in addition.
A / between two facilities means that either one or the oth-
er of the two facilities / approach types can be used.
Circling minima are generally calculated according NEW
PANS-OPS regulations.
When circling minima are calculated according to TERPS, it
is indicated by a TERPS flag. See RAR for details.
5 Approach minimum designator subtype. A mandatory single

required facility between FAP/FAF and MAPt is listed.
In case more than one redundant subtype is available (in-
cluding time) none of the subtypes will be listed to prevent
the system line from cluttering and to leave the pilot the op-
tion of choosing the most suitable.
6 Approach remark designator.
Change: Update
General Part
22-OCT-2009 E-530 LEGENDS AND TABLES
B: Description line
7 A + between two idents means that two physically sepa-
rated navaids have to be used.
A / between two idents means that either one or the other
of the two navaids shown is to be used.
8 Special restrictions:
All restrictions applying to the relevant minimum are stated,
e.g. APL u/s, HJ only. Go-around-gradients greater than
2.5% are shown.
>60/6 refers to aircraft with a wingspan of more than 60m
/ 197ft or a vertical distance between flight path of landing
gear and glide path antenna in landing configuration of more
than 6m / 20ft.
This category comprises among others, A330, A340, A380
and B747-400.
GA 3.2% indicates that a minimum climb gradient of
3.2% is required for the missed approach procedure which
has to be met to apply the minimum.
Another defined category is >65/7, e.g. in Germany,
shown and officially used as DL (>65/7). Affected by this
category is the A380.
If an approach incorporates an option to be flown with or
without a step down fix (SDFX), both values will be shown
in two different minima boxes.
If both values are the same, then only one box will be shown.
Secondary Surveillance Radar:

Approach with Radar Termination Range (RTR) and distance
from RTR to threshold.
Change: NIL
General Part
LEGENDS AND TABLES E-540 22-OCT-2009
C: Weather line
9 Minimum descent height (MDH) / Decision Height (DH) for
non-precision or precision approaches respectively.
10 If a particular ceiling is required by the state authority for a

specific approach this is indicated by the prefix C to the
numeric value.
In this case the given value must not be considered as MDH/
DH but as required ceiling and has to be accounted for in the
flight planning.
Whenever a ceiling has to be observed the MDH/DH is
omitted by intention. The difference between the state given
ceiling value and the MDA/DA does not necessarily corre-
spond to the airport or THR elevation.
11a RVR values are shown without a limiting letter. A conversion
of MET visibility possibly given is allowed.
11b Any restriction to RVR and/or visibility will be shown by a

limiting letter (R or V), meaning that any given value followed
by a letter must not be converted.
R: measured RVR.
V: visibility which cannot be converted.
Values without a letter can be converted according EU-OPS.

Reported VIS shall be taken 1:1 as RVR identical value (no
conversion allowed) if limiting suffix R is shown.
In general, a conversion of MET visibility into RVR is not
allowed for CAT 2/3 approaches, for take-off minima, or if
RVR is reported already.
Wherever RVR and visibility are officially published, both

values will be charted. RVR must be at or above charted
minimum, VIS can be disregarded. If RVR is not reported,
then VIS must be at or above charted minimum.
Change: Update
General Part
28-MAY-2009 E-541 LEGENDS AND TABLES
D: Operational line
12 Operational minima (MDA/DA) are rounded up to the next 10
feet when flown with the pressure altimeter.
Radio altimeter heights (RA) are given with exact values.
The term Company indicates that company and/or aircraft
specific regulations/limitations have to be observed within
the limitations JAR/state for CAT 3 minima.
An additional decision height required by state authorities is
indicated by the suffix DH.
Old form of presentation.
New form of presentation.
13 Radio Altimeter Height (RA). Rounded to the next foot.
14 Decision altitude (DA) and radio altimeter height (RA) for

CAT 1 approaches.
The radio altimeter height (RA) will only be shown where of-
ficially published.
15 Decision altitude (DA) for precision approaches or precision

like approaches, e.g.
ILS CAT 1
RNAV (RNP) approach based on LNAV and VNAV
guidance
RNAV (GPS) approach based on LNAV and VNAV
guidance.
Change: Update
General Part
LEGENDS AND TABLES E-542 28-MAY-2009

approaches, e.g.
NDB DME
RNAV (GPS) approach based on LNAV only guidance
RNAV (RNP) approach based on LNAV only guidance.
former standard
Note: Procedure naming RNAV GPS or RNAV GNSS is (USA)
pending on official source.
new standard

approaches, e.g.
RNAV (GPS)
RNAV (DME DME)
RNAV (VOR DME) all without official instruction
concerning the usability with LNAV only or LNAV and
VNAV guidance.
16 An overflow arrow indicates that additional minima for the

approach can be found on the last IAC page.
Change: New
General Part
3.6 STANDARD INSTRUMENT DEPARTURE CHART (SID)
The sequence of the SIDs and SIDPTs is

normally as follows:
S Initial Climb
S RNAV
S RNAV overlay
S Conventional
S Transitions
S PROP only
Within each category sorting is done by
runway.
The SID generally only consists of the chart planview. The corresponding procedure text description
is provided in the SID procedure text (SIDPT). In exceptional cases the text description may be given
on the chart planview.
Minimum Terrain Clearance Altitude (MTCA):
Generally provided on all STAR segments up to the IAF.
On selected SIDs the MTCA is generally provided only for
those segments lying outside the coverage of the MSA.
The beginning/end of display of the MTCAs is indicated by
a red arrow.
If no red arrow is provided within the SID procedures, the
display of MTCAs begins with the first airway segment.
If no red arrow is provided in STAR procedures, the display
of MTCA ends normally at the IAF.
Procedure Designator:
The procedure designator is generally provided on the first
segment of the respective procedure. The designator con-
sists of:
S green arrow
S procedure name (with suffix if applicable).
The procedure designator will be given with full name if the
name giving navigational aid is located outside the chart
frame and a navaid box showing name, ident and frequency
is not on the planview.
If procedures are combined they will be in alphabetical order
and separated by a slash.
Change: New
General Part
On combined charts (conventional and RNAV) RNAV proce-

dures will carry the suffix RNAV.
Other suffixes indicate other constraints on combined
charts (e.g. PROP only, jet only).
Procedure may be cleared on ATCs initiative only. Cannot

be filed in flightplan.
Transitions after SIDs, e.g. in the U.S. show the transition
SEAVU 1.TNP
code after the SID designator separated by a dot.
Change: New
General Part
3.7 STANDARD INSTRUMENT DEPARTURE PROCEDURE TEXT (SIDPT)
The SIDPT is divided into the following main parts:
S Header line
S Communication instructions
S Climb gradient table
S Procedure descriptions
S Remarks
The sequence and naming of the
SIDPTs is identical to the one
used for SID charts.
The sequence and sorting of
SIDs on the SIDPTs is organized:
1. according RWY
2. in alphabetical order
Example:
Runway 01L/01R
ALPHA 1
CHRLY 2
Runway 19L/19R
BRAVO 1
DELTA 2
Where no runways are used as
subheaders above the Routung
column only alphabetical sorting
of SIDs will be applied.
Header line
The header line normally contains SID procedure names and the corresponding RWY designators
with RWY QFU.
Change: Update
General Part
Communication instructions
The COM procedure describes any published radio communications procedure except the applicable
frequency.
The frequency is shown in the SID column.

If no departure frequency is published, it will be given by ATC.
Climb gradient table

A climb gradient table is shown whenever a procedure requires a climb gradient greater than
3.3%.
Procedure description
The SIDPT shows the text description of the procedures organized in three columns: SID, ROUTING,
ALTITUDES. The contents of the page correspond to the procedures on the SID charts.
SID
The information is displayed in the following order:
S long procedure designator HOCHWALD 3Y
S short procedure designator HOC 3Y
S FMS procedure designator
(identical designators are only shown once)
S Minimum climb gradient. 6.0% to 2500
Climb gradients of more than 3.3% are shown.
The reason for a non-standard minimum climb gradient of
more than 3.3% (e.g. due to terrain/obstacle or airspace structure)
is given in a special note whenever known.
A minimum climb gradient without limitation (e.g. a specific altitude) 4.3%
applies until the termination point of the SID.
S departure frequency 125.950
S remark ball flags
Change: Update
General Part
ROUTING
The routing is described according to the shown procedures on the SID chart including transition and
continuation remarks.
Underlined waypoints or navaids shown in the GPS/FMS RNAV description are fly-over
waypoints/navaids (e.g. PETAL).
ALTITUDES
All altitude flight restrictions and the initial climb altitude or FL are shown in this column.
The initial altitude (if officially published) is always shown as the last information in the Altitudes
column.
RNAV Route description
RNAV waypoints are defined by name and constraints.
The RNAV SIDPT is the same as in the FMS and the official description.
A Altitude in feet
F flight level
K KIAS
M Track in degrees magnetic
+ at or above
- at or below
L left
R right
[] speed, track and altitude constraints for the same waypoint are shown in brackets
; (semicolon) separation of constraints for the same waypoint
- (hyphen) separation of waypoints
Obstacle departure procedures

Obstacle departure procedures (OBST DEP) may be published on
the last SIDPT page where applicable. OBST DEP procedures
provide obstruction clearance via the least demanding route from
the terminal area to the appropriate enroute structure. OBST DEP
procedures are recommended for obstruction clearance and may
be flown without ATC clearance unless an alternate departure
procedure (SID or radar vector) has been specifically assigned by
ATC.
Remarks
Remarks according to the remark ball flags in the SID column.
No flightplanning relevant remarks are shown on the SIDPTs. Those remarks are shown in the AOI.
Change: NIL
General Part
3.8 MINIMUM RADAR VECTORING CHART (MRC)
The minimum radar vectoring chart provides a chart planview with radar sectors and their respective
minimum altitudes.
Airspaces: Terminal Areas (TMA) as well as Control Zones
(CTR) are not provided on MRCs.
Radar sectors are shown with black lines.
Minimum radar altitude as the lowest permissible altitude
for radar vectoring
If different values apply, e.g. winter/summer season, the
more restrictive value is shown in brackets.
Aerodrome Reference Point (ARP)
Radar antenna position Radar antenna

N50 00.0 E080 00.0
Change: Editorial
General Part
4. GROUND CHARTS
Airport Ground Chart (AGC) sample (extract):
Change: Editorial
General Part
Airport Parking Chart (APC) sample (extract):
4.1 PLANVIEW IN GENERAL

1 Aerodrome Reference Point (ARP)
2 Apron with designator or name in italic font
3 Air Traffic Services Reporting Office (ARO)

4 Chart information is normally placed in the lower part of
the chart, providing:
S Local magnetic variation
S Chart orientation
S Aerodrome elevation in ft
5 Communication competence boundaries
(incl. frequency)
Change: Update
General Part
Communication frequencies
Frequencies are shown in a green box.
Frequencies operation hours are only shown if the FREQ is
not operative 24h. Times are shown in UTC.
The double dagger symbol indicates that during periods
of Daylight Saving Time effective hours will be one hour ear-
lier than shown (for more information about World Local
Times see the corresponding chapter).
Company Information
Company derived information displayed on chart planviews
is per Lido standard shown in magenta color. This may be
either textual and/or graphical information.
6 De-icing holding position with known direction
De-icing holding position with unknown direction
7 De-Icing Pad with frequency.
8 Displaced landing threshold

S lighted threshold
S unlighted threshold
9 Helipad with or without designator.
Hot spots
Runway incursion, danger area
Jet Arresting Device/Net Barrier
Land and Hold Short Operations (LAHSO)

10 Landing threshold given by the beginning of the paved sur-
face.
11 Navaids are shown as defined for terminal charts.
Non-Movement Area
Change: NIL
General Part
12 Obstacles and their elevation in feet MSL.

Single obstacle/Group of obstacles.
Tree symbols may be used instead of the standard obstacle
symbols. MAX elevation is shown in feet MSL, if officially
published.
13 Parking Stand
Push back position with known direction.
Parking position with known direction and either:

self maneuvering or
maneuvering unknown
Parking position with unknown direction.
Row of stands
Rapid exit taxiway indicator light (RETIL)

Consists of a set of RETILs which is located on the same side
of the runway centreline as the associated rapid exit taxi-
way. The box with the single point should always lead to the
runway rapid exit taxiway.
14 Runway designator
Runway designator based on true north

08T
085°T
167
15 Runway direction (magnetic)
16 Runway end elevation
17 Runways:
S Grooved runway or similar: G, ungrooved: x
S Paved runway 3300 x 45
S Unpaved runway/Emergency strip (grass, soil, others)

S Gravel or similar surface type runway
S Former runway used as TWY
S Runway under construction
S Closed runway
Change: Update
General Part
18 Runway length: Is provided as physical or total runway
length. If not otherwise indicated in the chart planview this
distance is identical with the TORA from the physical RWY
beginning.
19 Runway visual range (RVR) measuring point (transmis-
someter) with reporting direction indication and designation
if officially published.
RVR reporting direction left
RVR reporting direction right
RVR reporting direction left and right.
20 Runway width
21 Scalebar
Distances are shown in meters and feet.
22 Runway/Taxiway holding position (stopbar)
May be lighted or provided as surface marking only.
Hold except otherwise cleared by ATC (e.g. during LVP).
23 ILS holding position CAT 2/3, if indicated in AIP.
Holding mandatory during LVP, or when instructed by ATC.
24 Lighted runway holding position, if indicated in AIP.
Intermediate taxiway holding position

Stopway with distance.
EMAS = Engineered Material Arresting System.

(Same function as arrestor bank)
Arrestor bank
Engineered arresting systems, e.g. lightweight concrete,
built to decelerate an aircraft when rolling through the
material.
25 Mandatory take-off position
(Shown on AGC only)
26 Take-off run available (TORA) from the intersection posi-

tion with direction indication.
(Shown on AGC only)
TORA/ASDA within a separate table will be shown only if

TORA, ASDA and physical runway length are not identical.
Change: Update
General Part
Taxiways are generally shown in gray.
If a taxiway features either limitation of:

a width of less than 22m / 72ft
a maximum wingspan of less than 50m / 164ft
a load bearing capacity (AUW) of less than 120t /
264550lb
it is presented with an orange or brown (old convention)
shading.
The exact restriction/limitation of the TWY can be drawn
from the AOI.
Detailed PCN, SIWL or DTWL restrictions will not be men-
tioned.
Taxiways with a width of less than 15m / 49ft are
symbolized by X or multiple X in orange or brown (old
convention) color.
Aircraft type specific taxiway restriction
Officially published restrictions for taxiways not usable for
specific aircraft types are marked with the dash symbol. A
legend will be given in the chart plan view.
Aircraft type specific turn restriction
Officially published restrictions for turns which are not
allowed for specific aircraft types . A legend will be given in
the chart plan view.
Taxiway bridge
Taxiway one way
Taxiway closed: The symbol X or multiple X in a row. L2
27 Taxiways with designators
28 Tower
Tower and Aerodrome Beacon (ABN) symbols.
VOT (VOR test transmitter)

Details on available VOTs at a specific airport can be found
in AOIs. Not depicted on charts.
Change: Update
General Part
Wind sock
Shown on AGC only.
Work In Progress (WIP)
4.2 AIRPORT PARKING CHART (APC)
The APC generally only consists of the chart planview with parking stand coordinates on a sepa-
rate page.
Apron taxilane(s) unlighted
Apron taxilane(s) lighted
Change: Update
General Part
Apron taxiway(s)
29 Displaced threshold unlighted
Displaced threshold lighted

30 Runway designator
31 Taxiway with centerline lights
32 Taxiway with centerline
4.3 LOW VISIBILITY CHART (LVC)
ATIS
The LVC in general only consists of the chart planview. The text part containing the taxi proce-
dure can be found in the AOI.
Geographic position marking (pink points)
Markings can be used either as hold points or for position re-
porting. They are outlined with a black and white circle and
are designated with a number, or a number and a letter.
Change: Update
General Part
Low visibility taxi route
When LVP in operation, use only dark gray underlayed
taxiways with black designators. The taxi direction (if
restricted) is shown with black arrows next to the taxiway.
Taxiways shown with a light gray underlay are not to be used
during LVP, except when cleared by ATC.
Low visibility reporting point
No entry
Runway: red guard lights
Either elevated or in-pavement, alternately flashing yellow
lights at RWY holding position indicating an active RWY.
Taxiway (regular)
Taxiway NA during LV OPS
X
Change: New
General Part
05-MAR-2009 610 LEGENDS AND TABLES
5. ENROUTE CHARTS
5.1 ROUTE FACILITY CHART (RFC)
CHARTING DEFINITIONS FOR RFCs
Use of Lido RFCs

Every attempt will be made to maintain all Lido RouteManual documents up-to-date on the basis of the
latest official information available.
Last minute changes or temporary amendments, as well as corrections of inadvertent errors, are
published in Chart NOTAMs (IOIs). In substantiated cases, temporary documents may be provided
additionally.
Revisions
To avoid unjustified reissues of Lido paper based RFCs revision criteria have been established triggering
the revision of an RFC when a specific quantity and quality of required changes is reached.
Lido calculated values
Since a substantial part of the data contained in the Lido RouteManual documents is derived from
multiple official sources which were several times Q-checked before entered in Lido DB for chart
production some data such as tracks, distances, waypoint definitions, MGAs and MTCAs are calculated
by Lido internally to standardize and harmonize the RFC data depicted. For those data discrepancies may
occasionally exist by intention between officially published values and Lido calculated values.
Bearing / track / distance
Bearings and tracks are magnetic, distances are given in nautical miles (NM).
Skeletonizing
To omit clutter in the chart some geographic areas (mostly at the border of a RFC) may be skeletonized.
This is kept to the absolutely necessary minimum and will be avoided whenever it impairs the main
purpose the respective RFC should serve. Skeletonized areas are marked with an imprint For details
see RFC +No.
Operational restrictions
Main restrictions, COM instructions, advisory information and caution notes required for operational
reasons are shown in note boxes at the respective geographic area within the RFC planview. Please note
that all applicable restrictions and advisory information is summarized within the respective CRAR pages
of the country affected.
Information omitted by intention
Following aeronautical and/or mainly flight planning relevant data are intentionally not shown on Lido
RFCs and associated RouteManual products:
ATS/MET reporting points
Differentiation between Complimentary AWYs, Weekend AWYs, Seasonal AWYs, Conditional AWYs
or ATS routes, AWYs to be used during day only, AWYs to be used during night only
Differentiation between Conventional/RNAV waypoints except for NRS waypoints within North
America
Direct routes (Company routes)
Exact AWY width for conventional navigation
SUAs below 2000ft
Time restrictions for airway/ATS route use
Undesignated ATS routes (except operationally required)
Change: Editorial
General Part
LEGENDS AND TABLES 620 05-MAR-2009
GENERAL
The RFC are published as:
High level
Low level
High/Low Level combined
Regions
The coverage is divided into the following regions:
AF AFRICA
AS ASIA
AT ATLANTIC
AU AUSTRALIA
CA CENTRAL AMERICA
EU EUROPE
IO INDIAN OCEAN
ME MIDDLE EAST
NA NORTH AMERICA
PA PACIFIC
SA SOUTH AMERICA
The general symbology and philosophy is the same as in the terminal and approach charts.
Additional items and differences are listed here.
Cover Panel
Change: Editorial
General Part
Special Cover Panel
Explanation
1 Area Overview with integrated chart frame in black.

2 Chart name
The chart can consist of more than one map. Each map can be identified by its name.
The chart name consists of a prefix, a chart number and following character.
The prefix indicates the relevant area.
The character indicates the covered airspace.
L low level
H high level
HL high and low level
3 Map name of the map that is displayed to the left side of the visible chart panel or on the back
page.
The same naming conventions as for chart name apply, but without area prefix. Map frame dis-
played in gray in the Area Overview.
4 Map name of the map that is displayed on the visible chart panel.
The same naming conventions apply as for the chart name, but without area prefix. Map frame
displayed in black in the Area Overview.
5 Map name of the map that is displayed to the right side of the visible chart panel. Map frame
displayed in gray in the Area Overview.
6 Chart scale
7 Effective date which is only added if the chart becomes effective later than indicated in the chart
date.
8 Chart date which generally is the date the customer receives the chart.
9 Information about the used variation data
10 Information about the used standard parallels (for Lambert projection only)
11 Information about the used chart projection
12 Area description
13 Special note box with info about intended purpose of chart where required
Change: New
General Part
31-JUL-2008 625 LEGENDS AND TABLES
ADIZ (Air Defence Identification Zone)
Airports
Generally only airports that are in civil use and provide at least
one runway with minimum dimensions of 30m (100ft) width
and 1500m (5000ft) length are shown on the chart. The airport
will be charted with city- and/or airport name, 4 letter code and
longest runway in hundreds of meters and hundreds of feet in
brackets.
Airports with largest RWY ä 45m / 150ft width and 1500m /
5000ft length
Airports with largest RWY ä 30m / 100ft width and 1500m / 5000ft
length
Note: As an exception and to avoid congestion only airports with
a minimum RWY length of 2000m (6600ft) will be charted for the
territory of the United States (excluding Alaska).
Airways/ATS routes with Maximum Authorized Altitude (for de-
tails see MAA), airway designator, distance in NM, Minimum En-
route Altitude (for details see MEA), Minimum Terrain Clearance
Altitude (for details see MTCA) in red and Even FL direction indica-
tor.
Airways/ATS routes
One-way airway/ATS route
If a route is limited to one direction a direction indicator arrow is
added to the designator.
Airways/ATS routes
Low/High level airways on combined RFCs
Airways/ATS routes
Different designators
Airways/ATS routes
RNAV airway/ATS route
Airways/ATS routes
RNAV airway/ATS route with RNP value
Here for example RNP 5.
Airways/ATS routes
VOR radial depicted on RFCs
Airways/ATS routes
Magnetic track on an airway/ATS route segment
Airways/ATS routes
True track on an airway/ATS route segment
Change: Revised
General Part
LEGENDS AND TABLES 626 31-JUL-2008
Airways/ATS routes
Maximum Authorized Altitude (MAA):
The MAA is presented on each airway/ATS route segment whenev-
er published in the AIP (either in FL or ft) and is different from the
associated airspace limitations (e.g. Lower vs. Upper airspace).
Minimum Enroute Altitude (MEA):
The MEA is presented on each airway/ATS route segment whenev-
er it is published in the AIP (either in FL or ft) and is deviating from
the associated airspace limitations (e.g. lower vs. upper airspace).
The MEA is normally the lowest officially published altitude on a
route segment that covers adequate navaid signal reception and
minimum obstacle clearance (according ICAO and FAA recom-
mendation 1000ft, in mountainous terrain 2000ft).
Airways/ATS routes
Multiple MAAs applied to different airways/ATS routes on the
same segment are separated by a slash.
If one of those different MAAs is identical with the upper limit of
associated airspace (lower respectively upper airspace) this is in-
dicated by three dots.
Multiple MEAs applied for different airways/ATS routes on the
same segment are separated by a slash.
Airways/ATS routes
Multiple MEAs
Three dots indicate a MEA according limits of the associated air-
space.
Airways/ATS routes
Airway/ATS route to be flown in even FLs in indicated direction.
Airways/ATS routes
Airway/ATS route to be flown in odd FLs in indicated direction.
Airways/ATS routes
Airway/ATS route to be flown in even and odd FLs in indicated
direction.
Change: NIL
General Part
Airways/ATS routes
Minimum Terrain Clearance Altitude (MTCA)
The MTCA is provided for all airway/ATS route segments. MTCAs
are always shown in red italic font.
The MTCA (calculated by Lido) covers exclusively terrain and
obstacles relevant for air navigation with the buffers and minimum
obstacle clearance (MOC) described hereunder.
Horizontal and vertical buffers
The MTCA is calculated for an area of 10NM on either side of the
centerline of each airway/ATS route segment and around any na-
vaid/waypoint.
The MTCA is calculated by rounding up the elevation of the highest
obstruction within the safety area to the next 100ft and adding an
increment of
S 1000ft for terrain or obstructions up to 6000ft
or
S 2000ft for terrain or obstructions above 6000ft.
e.g. 2345ft obstacle
= 2400ft rounded up
+ 1000ft buffer
= 3400ft MTCA
Values are shown in feet.
On low level RFCs lowest indicated MTCA is 3100ft, meaning that
wherever no MTCA is provided, 3000ft can be considered a safe
flight altitude.
On high level RFCs lowest indicated MTCA is 10100ft, meaning
that wherever no MTCA is provided 10000ft can be considered a
safe flight altitude.
On combined high/low level RFCs the rules for low level RFCs
apply.
Any MTCA being calculated with other than the above mentioned
policies will be shown in brackets with reference to the calculation
method.
In rare cases the MTCA calculated for a specific segment can be
higher than the official minimum altitude.
This is due to the difference in buffer calculation and/or the
definition of the safety area.
Airways/ATS routes
Minimum Terrain Clearance Altitude (MTCA) Break
Consecutive segments having the same MTCA can be combined.
The MTCA label is shown only once within all the segments. A
change of MTCA is indicated by the MTCA break symbol.
Change: Editorial
General Part
Area Control Center (ACC)/ Area Of Responsibility (AOR)

boundaries are portions of airspace where the provision of air traf-
fic services is delegated to another ATS unit of a particular FIR/UIR/
ARTCC (also see Communication)
Blow-up: Some airway segments may be too small to place la-

bels. In those cases a blow-up shows more information.
Border text
Waypoints or navaids of airway/ATS route segments, which lie
outside of the chart frame, are shown outside the chart border.
RNAV airways/ATS routes and conventional airways/ATS routes:
only the end point of the relevant segment is provided in the border
text.
Changeover point: Point between navaids at which changeover

in navigation guidance should occur.
Chart overlap: The frame of each overlapping chart within the

RFCs are provided.
The borders of overlapping charts within the RFCs lateral limits are
shown (see also item skeletonizing).
Communication area boundaries are presented wherever pub-

lished by the state authority (see also Area Control Center (ACC)/
Area Of Responsibility).
The ACC frequencies within the area concerned are shown in the
COM box together with the station call-sign.
Where the call-sign suffix of the ground station is Control or
Center the suffix will be omitted.
In all other cases the full call-sign will be provided.
Underneath the call-sign the sector name is given where officially
published.
Change: NIL
General Part
Communication frequencies
The ACC frequencies within the area concerned are shown in the
COM box together with the station call-sign.
Where the call-sign suffix of the ground station is Control or
Center the suffix will be omitted
In all other cases the full call-sign will be provided.
Underneath the call-sign the sector name is given where officially
published.
Controlled Airspaces (CTA/TMA/CTR) boundaries are repre-
sented with their outer boundaries (no sectors are shown), the air-
space name and its vertical limits.
Lower limits in the lower airspace, as shown in the RFC Supple-
ment column Airspace Structure of a specific country, are omitted.
The airspace name is omitted when it is identical to the associated
airport.
CTRs are only depicted when the associated airport is represented
and the CTR is not located within or underneath another controlled
airspace.
If a controlled airspace includes sectors with different upper limits
only the highest upper limit is represented.
Cruising Tables for each country/FIR will be provided on the chart
planview and in the RFC supplement.
FIR/UIR Boundaries are provided on all RFCs indicating the name

followed by the suffix FIR/UIR and the four letter identifier.
Grid Lines and the magnitude of grid depend on the chart scale.
1° for chart scales up to 1 inch = 60NM
5° for charts scales larger than 1 inch = 100NM
Latitude and longitude are shown outside of the chart frame.
HF Region Boundary
Change: Update
General Part
HF Radio Frequencies usable inside the coverage of the chart are

provided in COM boxes on the chart planview and in HF- and VHF
E 2009
frequency-tables in the RFC supplement.
The areas of applicability are indicated on the chart planview.
Holding Patterns:
Enroute holding patterns aligned with Airway/ATS route structure
are indicated on the chart by a fixed symbol.
The turn direction is indicated by arrows and the inbound track to
the holding fix is printed into the holding symbol.
Any applicable non-standard restriction/constraint will be indi-
cated, e.g.:
S outbound fix
S outbound time
S speed (MNM/MAX)
S altitudes (MNM/MAX)
Holding Patterns: Enroute holding patterns positioned off-route
are indicated on the chart by a fixed symbol. The holding fix (way-
point) will be shown with geographic coordinates.
Holding Patterns: Enroute holding patterns positioned off-route
are indicated on the chart by a fixed symbol. The holding fix (Na-
vaid) will be shown with geographic coordinates.
Holding Patterns:
Non-standard outbound time
Holding Patterns:
Non-standard maximum speed and outbound fix defined by
DME.
Note : For maximum speeds the prefix MAX is omitted (also
refer to section 3.1 Holding patterns)
Change: Update
General Part
Holding Patterns:
Minimum and maximum holding altitude
Holding Patterns:
Maximum holding altitude, maximum speed and non-standard
outbound time.
Isogonic Lines are presented on the chart. The interval depends

on the chart scale and the distance from the magnetic pole.
2° for chart scales larger than 1 inch = 100NM
5°/10° for charts near the magnetic poles.
The isogonic line values are represented outside of the chart
frame.
Magnetic Compass Erratic Area: A line encompassing the polar
area within which the magnetic compass is unreliable.
Mileage breaks
Mileage breaks (x-breaks) will be added to the airway structure
where operationally required (e.g. for subsegmentation of
official airway segments) to split the Lido calculated MTCA
value if required for rapid decompression purposes.
Navaids are shown with the navaid symbol and the navaid flag in-
cluding:
Navaid name (the name will be omitted if multiple navaids of the
same type share the name)
S frequency and identifier
S Morse code
S INS coordinates
Any DME capability of the relevant navaid can be identified by the
prefix D to the navaid frequency.
If DME information only is available (TACAN/DME only) the prefix
D will be presented in inverted print.
NDB stations can be identified by their frequency.
VOR DME with ATIS broadcast
Navaids
VOR DME with HIWAS broadcast
Change: NIL
General Part
Navaids
VOR DME oriented to true north
Navaids
VOR DME with METEO broadcast
(METEO means automatic transcribed weather broadcast and
scheduled weather broadcast).
Navaids
VOR DME as compulsory reporting point for all airways/ATS routes
crossing this fix, except for AWY UB734 for which it is defined as
non-compulsory.
Navaids
VOR DME GRS not defined as component for airway/ATS route
UL102 respectively
VOR DME UJM defined as component only for airway/ATS route
Q31.
Navaids
VOR DME located close to an airway/ATS route centerline but not
defined as component for this route.
NRS waypoint (Navigation Reference System)
Off route fixes

Off-route waypoints and navaids are shown in RFCs as
published by official sources. Additional fixes possibly required
for operational use can be integrated on customers request.
Overlapping Charts see chart overlap.

Panel Text
The chart name is placed on the left upper side of each panel, ex-
cept where covered by the title box.
Radials are displayed for conventional airways with the prefix R.
Change: Update
General Part
RVSM airspaces and RVSM Transition areas (from RVSM to
non-RVSM airspace) are represented. The label is placed on the in-
side of the airspace.
Skeletonizing
In congested areas the (airway-)information can be skeletonized,
meaning that parts of the total items are omitted.
The following cases can occur:
Full information is provided (no skeletonizing)
Skeletonizing
Information is skeletonized: skeletonizing is only used if the full
set of information cannot be displayed without impairing the
readability. In case skeletonizing is used only the airway
designator or no information is provided. Additionally, a note is
given to advise where the missing data can be found (e.g. in the
overlapping RFC).
Skeletonizing
No information (at chart borders): omittance of all airway infor-
mation is generally limited to airway segments that are very close
to the chart border and that lead outside of the RFC frame.
The full information will be available on the overlapping RFC.
Special Airspaces (MNPS, CMNPS, IORRA, BOTA, NOTA,

SOTA, RNPC, FRA...).
Special Airspaces are shown with name and limits.
Vertical limits may be omitted in chart if shown in RFC Supplement
under Airspace Structure.
Uncontrolled Airspace
Controlled airspace around an airway is shown with 10NM on each
side.
Note : A supplementary letter may indicate the type of service
provided on the route. F indicates advisory service only, while
the letter G indicates flight information service only.
Change: Revised
General Part
Warning notes
Waypoints
Off-route waypoint defined by Radial and DME value from a VOR
DME or VORTAC facility not located in close vicinity of waypoint.
Waypoints
Off-route waypoint defined by Radial value from a VOR facility not
located in close vicinity of waypoint.
Waypoints
Off-route waypoint defined by DME from Tacan or isolated DME fa-
cility not located in close vicinity of waypoint.
Waypoints
Off-route waypoint defined by NDB bearing not located in close vi-
cinity of waypoint.
Waypoints
DME or VORTAC facility located in close vicinity of waypoint.
Waypoints
DME or VORTAC facility located outside of the RFC frame.
Change: NIL
General Part
20-DEC-2007 670 LEGENDS AND TABLES
Waypoints
Compulsory waypoint defined as non-compulsory component for
airway/ATS route UM33.
Waypoints associated to the airway/ATS route structure are not
charted with additional conventional definitions (radial and DME
values) from navaids located off-route.
Waypoints ø ½
±³ °«´ -±®§÷
Waypoint ARRIG not defined as component for airway/ATS route
UM999 respectively
waypoint SWIRF defined as component only for airway/ATS route
W861.
Waypoints ø ²±² ó
½ ±³ °«´-±®§÷
Off-route waypoint located close to an airway/ATS route centerline
but not defined as component for this route.
Enroute waypoints (non-compulsory) will only be shown with
coordinates if positioned at airway/ATS route intersection and/or
along airway/ATS route if track changes in excess of 3°.
Waypoints ø ² ±² ó½±³ °«´-±®§÷
Waypoint defined by radial and DME from VOR DME or VORTAC (al-
ternative depiction where space is lacking to display radials by
graphic depiction).
Waypoint insets
Insets may be used to summarize several WPTs in one box with its
individual coordinates where cluttering does not allow to show all
required details next to the WPT symbol on a RFC.
Change: New
General Part
Change: Update
General Part
Change: Editorial
General Part
5.3 RFC-Supplement
General Purpose:
The supplement serves as a quick look up for available charts in an area. Further there is specific
information concerning a larger area than a single chart e.g. RVSM, HF Radio frequencies.
Area Overview
All available charts with their respective coverage are depicted in the area overview. Low level and high
level overviews are separate.
The charts are labeled as described in the Legends and Tables of the GEN Part.
IFR Cruising Levels

All different IFR Cruising Levels, covered by the respective RFC supplement, are provided on a single
sheet.
ATS Restrictions
All ATS Restrictions, issued by the local authorities within the covered region of the respective RFC
supplement, are listed.
RVSM Overview
This map depicts all the different RVSM areas including the RVSM transition areas in the covered RFC
supplement region.
RVSM Table
All the individual RVSM regions including their vertical extension covered in the respective RFC
supplement are listed.
HF Regions and Stations Overview

A map with the available HF stations and their approximate coverage within the area of the respective
RFC supplement.
HF Radio Frequencies
A table of the available stations with their operation hours, frequencies and area responsible for is
provided.
Prohibited Airspace
All prohibited airspaces in the covered region with their vertical extensions and operation hours are listed
by country.
North America (NA) only:

For the region of Canada there is a list of available Flight Information Centers (FIC) and Remote
Communication Outlets (RCO).
For the region of the USA there is a list of available Flight Service Stations (FSS).
Change: Update
General Part
5.4 PLANNING CHART
GENERAL
Lido Planning Charts are published as high level charts only. The general charting philosophy and
symbology is identical to RFCs.
Regions
The coverage is divided into the following regions:
AFRICA
AUSTRALIA
CANADA
CENTRAL AMERICA
EAST ASIA
EUROPE
MIDDLE EAST
RUSSIAN FEDERATION
SOUTH AMERICA
SOUTH EAST ASIA
UNITED STATES
Airports
Airports are charted with cityname and 4-letter ICAO code.
Symbols are analogous to RFCs.
Airways/ATS routes
All high- and high/low level airways are shown on the chart includ-
ing their designators and the distance between depicted route
fixes.
Border text
The next intersection (waypoint or navaid) outside the chart frame
is indicated by the ident outside the chartbox.
Change: New
General Part
Grid
Meridians and parallels are depicted on all Planning Charts.
Mountains and mountain ranges

Major mountains and mountain ranges are shown with their
names.
Navaids
All radio aids required to define the route network are indicated
with their ident.
Political boundaries
Political boundaries and country names are shown. Canadian
provinces, Australian and U.S. states (including their names) are
also depicted.
RFC frames
Borders and names of high and high/low level RFCs are indicated
on Planning Charts.
Topography
Staggering will be shown as a legend analogous to small charts in
the upper left corner. Topography steps are identical on all Plan-
ning Charts.
Waterbodies
Oceans and seas are shown, whereas most important lakes and
rivers may be shown.
Main waterbodies are indicated with their names.

The text size depends on their extent.
Waypoints
Only selected waypoints that are required to define the route net-
work are indicated. Waypoints are shown only in case of: an airway
change, an airway designator change and when the waypoint is an
FIR entry/exit point. Lido Planning Charts show waypoints with
their respective ident only.
Change: New
General Part
6. LIGHTS, VISUAL AIDS, ARRESTING SYSTEMS
6.1 APPROACH LIGHTING SYSTEMS ICAO
Approach Lights (APL) with identification letter as indicated on Airport Facility Chart AFC.
Standard length of APL are 900 meters, deviations are indicated on AFC.
Irrespective of the depiction below, each approach light system can be supplemented with sequenced
flashing lights abbreviated by the letter F.
P2/P2F ICAO STANDARD CAT 2/3 P2/P2F ICAO STANDARD CAT 2/3 P1/P1F ICAO STANDARD CAT1
(CALVERT) (ALSF II) (CALVERT)
Runway
Sequenced
flashing lights
(except Canada)
5 lights
in a row
P1/P1F ICAO STANDARD CAT1 S Simplified Approach Light N Non-- standard

Lighting system
Runway Runway
Any approach light system which
does not meet the above require-
ments.
*)
Sequenced
flashing lights
- EFAS -
(except Canada)
5 lights
in a row
*)Additional cross bars are possible.
Change: Update
General Part
6.2 APPROACH LIGHTING SYSTEM USA
Including US AFB and countries with U.S. approach light standard.

Approach Lighting Systems (APL) with identification letter as indicated on IAC.
Standard length of APL is 730m, deviations are indicated on the RWY sketch.
P2/P2F ICAO STANDARD CAT 2/3 P1/P1F CAT1 P1R CAT1
ALSF II ALSF I MALSR - Medium STDY white LTS
SSALR -- High STDY white LTS
Runway Runway
5 lights
in a row
Sequenced Sequenced Sequenced

flashing lights flashing lights flashing lights
RAIL
5 lights 5 lights
in a row in a row
S/SF Simplified Approach Light N ODALS N LDIN

MALSF - Medium STDY white LTS
SSALF - High STDY white LTS
Runway Runway
Runway
5 lights
in a row
Omnidirectional
sequenced flashing
lights
Sequenced
flashing lights
6.3 RUNWAY THRESHOLD IDENTIFICATION LIGHTS / RUNWAY END IDENTIFICATION LIGHTS

Runway Threshold Identification Lights (RTIL-single unidirectional
flashing) Runway
Runway End Identification Lights (REIL-unidirectional or
omnidirectional (USA) flashing)
Both consist of a pair of synchronized flashing lights, one on each
side of the runway threshold facing the approach area. RTIL/REIL
Change: NIL
General Part
6.4 AIRCRAFT RADIO CONTROL OF AERODROME LIGHTING SYSTEM (ARCAL)
With the ARCAL system the pilot can switch-on approach, runway (including VASIS, REIL etc.) and other
aerodrome lightings.
The systems may be called Aircraft Radio Control of Aerodrome Lighting (ARCAL), Pilot Control of
Airport Lighting or Remote Switching of runway lights.
In the Lido RouteManual all systems are named ARCAL in the communication frequency box. The exact
type (J, K, L or PAL) is shown whenever known succeeding the frequency.
ARCAL type J (Canada only)
To operate all aerodrome lighting for duration of approximately 15min, key mike 5 times within 5sec.
The timing cycle may be restarted at any time by repeating the keying sequence.
Note: Some systems will indicate when the duration period is over by flashing once. Then they remain
on for a further 2min before extinguishing completely. Other systems offer no indication that the period
is ending.
The control system may operate either H24 or between SS and SR.
ARCAL type K (Canada and USA)
To operate all aerodrome lighting for a duration of approximately 15min, key mike 7 times initially within
5sec. This will ensure all lights are on maximum intensity.
The intensity may be adjusted up or down to any one of three settings by keying the mike:
7 times within 5sec for high intensity setting.
5 times within 5sec for medium intensity setting.
3 times within 5sec for low intensity setting.
The timing cycle may be restarted at any time by repeating the initial key sequence.
ARCAL type L
To operate all aerodrome lighting for a duration of approximately 15min, click microphone button as
indicated on the relevant charts. If required the procedure may be repeated for a further 15min period.
ARCAL type PAL (Australia only)
Australian type of ARCAL is called PAL (Pilot Activated Lighting) with following activation procedure:
On departure: Before taxi.
On arrival: within 15NM of aerodrome.
1. Transmit pulse must be between 1 and 5sec.
2. 3 pulses must be transmitted within 25sec. Ensure that the 3rd pulse ends before the 25th sec.
3. Break between transmissions can be more or less than 1sec.
Lights will remain illuminated for 30-60min. The wind indicator light will flash continuously during the
last 10min to warn users that the lights are about to extinguish. To maintain continuity of lighting, repeat
the activation sequence.
Change: Update
General Part
6.5 VISUAL APPROACH SLOPE INDICATOR SYSTEM
Note: VASIS tend to give rise to an oscillatory approach. VASIS and T-VASIS may be imprecise below
200ft (60m). Observe customer FOM or OM-A regulations for operational use of all Visual Glide Slope
Indicator Systems.
2-BAR VASIS and AVASIS
VASIS are called AVASIS if consisting of less components (lights) than standard or if installed on only
one side of the runway.
The use of 2-BAR VASIS and AVASIS with aircraft types having more than 4.5m (14.7ft) eye-to-wheel
height may be restricted. For details on eye-to-wheel height refer to AOM of manufacturer.
LOW ON GLIDE SLOPE HIGH
3-BAR VASIS and AVASIS

3-BAR VASIS are called 3-BAR AVASIS if installed on only one side of runway.
3-BAR VASIS respectively 3-BAR AVASIS shall consist of VASIS respectively AVASIS plus the installation
of a pair of additional upwind wing bars.
Provided for aircraft having an eye-to-wheel height exceeding approximately 4.5m (14.7ft) but not more
than approximately 16m (52.5ft).
Bars crossed out in drawings below should be ignored.
Aircraft types such as B747-MD11-DC10-B777-B767-B757-A340-A330-A300-A310
Aircraft types such as A320-MD80-B737-F100-ARJ-CRJ
Change: Update
General Part
T-VASIS and AT-VASIS
T-VASIS are called AT-VASIS if installed on one side of the runway only.
VERY LOW LOW LOW
LOW HIGH
e.g. A320, MD80, B737, F100, e.g. A320, MD80, B737, e.g. A320, MD80, B737, F100,
ARJ, CRJ = HIGH F100, ARJ, CRJ = HIGH ARJ, CRJ = On Glide Slope
e.g. B747, MD11, DC10, B777, e.g. B747, MD11, DC10, e.g. B747, MD11, DC10, B777,
B767, B757, A340, A330, A300, B777, B767, B757, A340, B767, B757, A340, A330,
A310 = On Glide Slope A330, A300, A310 = LOW A300, A310 = LOW
PAPI and APAPI (Precision Approach Path Indicator)

PAPI are called APAPI if consisting of two lights only.
PAPI are normally installed on the left side of the runway.
HIGH (More than 0.50û) SLIGHTLY HIGH (Approximately 0.30û) ON GLIDE SLOPE
1 2 3
SLIGHTLY LOW (Approximately 0.30û) LOW (More than 0.50û)
4 5
Change: Update
General Part
PVASI (Pulsating Visual Approach Slope Indicator) / PLASI (Pulsating Light Approach Slope
Indicator)
Note: Do not confuse a PVASI/PLASI with other single light sources.
Change: Editorial
General Part
6.6 STANDARD RUNWAY LIGHTING SYSTEMS AND MARKINGS
Runway End Lights
Intermediate holding position light (unidi-

rectional)
Taxiway egde Lights
Taxiway Center Line Lights

(TCLL)
Taxiway stop bar lights

(unidirectional)
ILS critical sensitive area

(bi--- directional lights)
Runway Center Line Lights

(RCLL) maximum 3m
Runway Edge Lights

(REDL)
Runway Touchdown Zone

Lights (RTZL)
Wing bar lights (provided on a non--- instrument

or non--- precision approach runway where the
threshold is displaced and runway threshold
lights are required, but are not provided.
10m 10m
Runway Threshold Identification Lights
(RTIL--- single unidirectional flashing)
Runway End Identification Lights
(REIL--- unidirectional or omnidirectional (USA) flashing)
10m 10m
Threshold Lights
or one--- third of runway length,

whichever is less Approach direction
Change: Update
General Part
Rapid Exit Taxiway Indicator Lights (RETILs)

The purpose of Rapid Exit Taxiway Indicator Lights (RETILs) is to provide pilots with distance-to-go
information to the nearest rapid exit taxiway on the runway, to enhance situational awareness in low
visibility conditions and enable pilots to apply braking action for more efficient roll-out and runway exit
speeds.
RETILs shall consist of fixed unidirectional yellow lights, aligned so as to be visible to the pilot of a landing
aircraft in the direction of approach to the runway.
Point of 100m 100m 100m

tangency 60m
RETILs
2m lateral spacing
Runway center line
Change: Update
General Part
Runway guard lights
Application
Runway guard lights, Configuration A, should be provided at each taxiway/runway intersection
associated with a runway intended for use in:
RVR conditions less than 550m/1600ft where a stopbar is not installed; and
RVR conditions between 550m/1600ft and 1200m/3600ft where traffic density is medium or low.
Configuration A or B or both should be provided at each taxiway/runway intersection where enhanced
conspicuity of the intersection is needed, such as on a wide-throat taxiway.
Location
Runway guard lights configuration A is located at each side of the taxiway, whereas Configuration B is
located across the taxiway.
Characteristics
Runway guard lights are unidirectional flashing yellow lights.
Configuration A Configuration B
6.7 VISUAL GROUND AIDS
RWY Designation Markings
Standard runway designation.

Runway centre line.
Runway threshold.
Runway designation for parallel runway.
Runway centre line.
Runway threshold.
Alternative runway designation for runway width
45m and greater.
Runway centre line.
Runway threshold.
Change: Update
General Part
Threshold markings
The number of stripes are in accordance with the RWY width:
Runway width Number of stripes

18m/60ft 4
23m/75ft 6
30m/100ft 8
45m/150ft 12
60m/200ft 16
Displaced THR and restricted use area markings
Temporarily displaced landing threshold.
Temporarily or permanently displaced landing

threshold.
Temporarily or permanently closed runway or

part of runway (normally closed for use by all
aeroplanes).
Temporarily or permanently closed taxiway or
part of taxiway (normally closed for use by all
aeroplanes).
Undershoot or overrun area (not suitable for nor-
mal use by aeroplanes).
Aiming Point markings

a
Regulations for markings after 01.Jan.2005:

LDA a = minimum DIST from THR to beginning of markings
1200m 300m
2400m 400m
Exception: If the RWY is equipped with PAPI/VASIS, the beginning of the marking shall coincide with
the visual approach slope origin.
Change: Update
General Part
Touchdown zone markings

150m 150m 150m 150m 150m 150m
or
150m 150m 150m 150m 150m 150m
Longitudinal spacing: 150m.

The pairs of touchdown zone markings coincident with or located within 50m of an aiming point
marking shall be deleted from the pattern.
Taxi holding position markings (ILS sensitive area)

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

PILOT RESPONSIBILITIES AND BASIC PROCEDURES
At controlled airports ATC may clear a pilot to land and hold short. These operations include landing and
holding short of an intersecting RWY, an intersecting TWY, or some other designated point on a RWY.
Available landing distances are shown on AOI pages. ATC will also provide LDA data upon request.
The pilot-in-command has the final authority to accept or decline any LAHSO clearance. Pilots are
expected to decline a LAHSO clearance if they determine it will compromise safety. A LAHSO clearance,
once accepted, must be adhered to, unless an amended clearance is obtained or an emergency occurs.
A LAHSO clearance does not preclude a rejected landing.
A pilot who accepts a LAHSO clearance should land and exit the RWY at the first convenient TWY (unless
directed otherwise) before reaching the hold short point. Otherwise the pilot must stop and hold at the
hold short point.
If a rejected landing becomes necessary after accepting the LAHSO clearance, the pilot should maintain
safe separation from other aircraft or vehicles, and should promptly notify ATC. Pilots should read back
their LAHSO clearance and include the words HOLD SHORT OF (RWY/TWY or POINT) in their
acknowledgement.
Change: Update
General Part
LAHSO of an intersecting RWY
Taxiing aircraft
Aircraft cleared to land and

hold short
LAHSO of a designated point on a RWY
Departing aircraft

hold short
LAHSO of an intersecting RWY
Aircraft cleared to land using the

full lenght of the RWY

hold short
Change: Editorial
General Part
LAHSO lighting configuration

A FAA Lighting Configuration
Five, six or seven in-pavement, pulsing white lights at the LAHSO hold short point.
B Improved FAA Lighting Configuration
A minimum of six in-pavement, continuously illuminated white lights at the LAHSO hold short point,
and a minimum of six in-pavement, pulsing white lights at the alert point (1000ft, 300m prior to the
hold point).
C Proposed International Lighting Configuration
A minimum of six in-pavement, coninuously illuminated red lights at the LAHSO hold point, and two
elevated, flashing red lights outboard of the RWY edge and abeam the LAHSO hold short point, and
a minimum of six in-pavement, pulsing white lights at the alert point (1000ft, 300m prior to the hold
point).
The Lighting Configuration Considered Minimally Acceptable for LAHSO
flashing runway
guard lights
27-09 27-09
300m/1000ft
pulsing
alert light bar
The white in-pavement lights are consistent with current FAA lighting requirements for air carrier
runways. The configuration shown here would allow for later installation of in-pavement red flashing
lights at the stop bar as recommended by ICAO.
Information signs
Information signs shall include: direction signs, location signs, destination signs, runway exit signs,
runway vacated signs and intersection take-off signs.
Change: NIL
General Part
E 2006
Location / TWY Direction Runway Exit
Location / Runway Vacated TWY Direction / Location / TWY Direction / TWY Direction
Intersection Take-Off
Mandatory Instruction signs
A mandatory instruction sign shall be provided to identify a location beyond which an aircraft taxiing
or vehicle shall not proceed unless authorized by the aerodrome control tower.
Mandatory instruction signs shall include runway designation signs, category I, II or III holding
position signs, runway-holding position signs, road-holding position signs and NO ENTRY signs.
Sign Left Side of TWY Sign Right Side of TWY
Runway-Holding Position Runway Designation / Location
Location / Runway Designation Runway Designation / Category II Holding Position
No Entry
Change: New
General Part
LEGENDS AND TABLES 860 23-DEC-2004
6.8 AEROPLANE NOSE-IN PARKING SYSTEMS
E 2006
Safegate Docking System
DISPLAY BOARD B 7 4 7 H
A S T O P G
F
D
E
C
Form of display Indication for

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

1. Line-up to center aeroplane symbol with GREEN reference bar.
2. Check aeroplane type displayed (flashing).
3. Check GREEN bottom lights (flashing).
4. When nosegear passes over first sensor, aeroplane type display and GREEN bottom lights will both
change from flashing to steady.
5. GREEN closing rate lights will move upwards in relation to actual aeroplane speed.
6. At 1 meter before the stop position, YELLOW lights will illuminate.
7. Reaching the stop position, all four RED lights will illuminate concurrent with the displayed command
STOP.
8. If correctly positioned, OK! will be displayed. Beyond 1 meter of the nominal stop position TOO
FAR will be displayed.
Warning: If wrong aeroplane type displayed, or if closing rate lights do not move upwards when
nosewheel enters the sensor area (orange markings), or when ERR+STOP is displayed (error in the
system after initiation by the nose wheel), hold short immediately and ask for marshaller.
If safegate not illuminated: Hold before entering and advise ground control to switch the lights on.
Emergency stop: All 4 RED stop position lights and STOP at full brilliance will flash.
Change: New
General Part
Aeroplane Parking and Information System APIS
Display Board
E 2006
Aeroplane type (preselected)

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

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

THERMOMETER indication.
Steer right Steer left
Change: New
General Part
Docking Guidance System SAFEDOCK

DISPLAY BOARD
E 2006
Aeroplane type (preselected) indication:
STOP
TOO FAR
STOP ID FAIL
The floating yellow arrows indicate that the system is activated and Ready
to enter
Watch the red arrow in relation to the green centre line indicator for
correct azimuth guidance.
Green centre line
Follow the Lead--- in line. When the two vertical closing rate fields turn yellow
the aeroplane is caught by the laser and being identified.
When the aeroplane is 16m from the stop position, the closing rate starts indicat-
ing distance to go by turning off one pair of LEDs for each half meter the aeroplane
advances into the gate.
During approach into the gate, the aeroplane will be identified. If, for any reason, identification is not made 12m before
the stop position, the system will show STOP and ID FAIL and the azimuth guidance field will turn red. The aeroplane will
now be identified, and docking can proceed.
When the correct stop position is reached the display will show STOP and the azimuth field will turn red. All yellow closing
rate LEDs will be switched off. When the aeroplane is correctly parked OK will be displayed after a few seconds. If the
aeroplane has overshot the stop position TOO FAR will be displayed.
Change: New
General Part
RLG automated system for visual docking
RLG stand for: Robert L. Gugenmeier, the inventor of the system. The system is in a metal enclosure
E 2006
housing attached to the terminal building precisely lined up perpendicular to and 21 inches left of the
taxi line of the gate area, aligned for interpretation by the pilot in the left hand seat.
Aeroplane type indicator

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

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

Stop Beacon
E 2006
STOP LINE Centre line Beacon
MD11 DC10 B747 MD80 DC9
The beacon is equipped with a moire

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

Steer right On line Steer left
Centre line
To guide the pilot along a line without
any requirement for exact stop
YELLOW BLACK
positioning (used on open ramps).
One stop
For exact positioning of one type of
aeroplane or approximate positioning
of a group of aeroplanes (used for
docking or on open ramps).
Stop Line Guidance

Forward Slow forward Correct stop position
YELLOW BLACK Multi stop

For exact positioning of a limited
number of aeroplane or
STOP LINE
STOP LINE
STOP LINE
approximate positioning of
groups of aeroplanes (used when
docking). Type of aeroplane/ stop
line will be selected at the gate.
Change: New
General Part
Stand entry guidance system
The system consists of a centreline guidance named AGNIS (Azimuth Guidance for Nose-in Stand) and
E 2006
a stop element named Side Marker Board or Stop Element Marker Board, Parallax Aeroplane Parking Aid
or Stop Light System.
Azimuth Guidance for Nose-In Stand (AGNIS)
Mounted on the face of the pier and aligned for the pilot sitting in the left-hand seat. It emits red and/or
green beams through two parallel vertical slots.
RED GREEN GREEN GREEN GREEN RED
LEFT of centerline, turn to- On centerline RIGHT of centerline, turn to-

wards GREEN wards GREEN
Side Marker Board

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

position CONTINUE
TAXIING
STOP
Change: New
General Part
Stop Element Marker Board

The aeroplane is stopped at the correct position by means of the Stop Element. When the tubular light,
E 2006
visible through the horizontal slot in the marker board, registers in line with the appropriate vertical
reference mark, the aeroplane has reached the correct stopping position.
WARNING
Be sure to select the correct vertical reference mark corresponding to your type of
aeroplane. Marker board layouts are different for the various nose-in parking positions.
Typical examples of Stop Element Marker Board

B747 MD11 B747 MD11 B747 MD11 B747 MD11
DC10 DC10 DC10 DC10
A310 A310 A310 A310
B747 other B767 other B767 other B767 other

types types types types
All types: Other types: stop. MD11, DC10, B747, B767: stop.
continue taxiing. B747, MD11, DC10, A310: stop.
A310, B767: B747, B767:
continue taxiing. continue taxiing.
SIGHTING SLOT LIGHT TUBE
B747 other B747 other B747 other B747 other

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

DC9 DC9 DC9 DC9
All types: DC9, MD80: stop. Other types max. B747: stop.
continue taxiing. Other types: B767: stop.
continue taxiing. B747: continue
taxiing.
SIGHTING SLOT LIGHT TUBE
CENTERLINE GUIDANCE STOP ELEMENT MARKER

ELEMENT BOARD
YELLOW CENTERLINE
Change: New
General Part
Parallax Aeroplane Parking Aid
The Parallax Aeroplane Parking Aid is provided on aprons where apron-drive air jetties (Aeroways) are
E 2006
installed. It indicates the correct forward stopping position.

It consists of a reference board with a horizontal slot running across its center. This board is supported
on a frame projecting 5ft from the face of the pier. Behind it is a 5ft weatherproof white fluorescent tube
mounted vertically and slightly to the right of the board.
FACE OF PIER
TUBE
MARKER BOARD
Accuracy of this system is very much dependent upon the accuracy of stand centerline. It has been set
up for interpretation by the pilot occupying the left-hand position.
Marker board and tube
B747 B757 B767

WHITE
MARKER
SLOT THROUGH WHICH FLUORESCENT

TUBE IS SIGHTED TUBE
WHITE
MARKER
MD11 A310 B707
Position of the fluorescent tube with respect to the WHITE marker when aeroplane is correctly parked.
Taxiing into the stand, pilot will see the fluorescent tube appear to move along the slot towards the
reference marks. Correct stopping position is reached when the tubular light registers in line with the
appropriate vertical reference mark.
Change: New
General Part
Stop Light System

Two-color light indicator Signification of light signals
E 2006
Steady RED Not yet cleared to enter bay
Steady or flashing GREEN Cleared to enter bay
Alternating GREEN/RED Aeroplane should reduce speed and prepare to stop
Steady RED Aeroplane reaches stopping point
Note: Lights RED or lights not visible or Stop aeroplane
GREEN light not visible
A stopping light comprises a single luminous slot which changes progressively from GREEN to RED as
the aeroplane proceeds towards the desired stopping position. When the stopping position is reached
the separation between RED and GREEN is situated opposite the index corresponding to the type of
aeroplane.
GREEN
RED
Burroughs Optical Lens Docking System

Module indicating Position stop
the centreline module
Fixed centreline Stop bar
indicator (moving downwards)
747 Type indication

Left / right
indicator
Position stop cue
Example: Docking B747 (fixed)
747 747 747
Align lower vertical bar Maintain centreline Horizontal bar in line with
with upper datum bar. alignment, horizontal bar 747 stop cue perfect
Horizontal stop cue bar moves down towards 747. alignment.
comes into view.
Change: New
General Part
Side Marker Light
Within Australia, the Side Marker Light is used in connection with Upper Centerline Guidance Light (B747
types only).
The Side Marker Light provides the pilots of B747 aeroplanes with a longitudinal stopping position. It
is mounted at a height of 9 meters.
As the pilot approaches the aerobridge, he will observe the following sequence of signals from the Side
Marker Light.
A preliminary dull GREEN light can be seen through the arrow-shaped aperture at
the front of the Side Marker Light unit. This indicates the location of the signal. The
initial indication may be seen at an early stage of the docking approach, and the
DULL intensity gradually increases as the aeroplane proceeds.
GREEN
At 3.7m from the stopping position, a more intense and definite GREEN signal begins
to replace the preliminary indication. When this signal becomes a full arrow, the pilot
is approximately 1.8m from the stopping position.
INTENSE
GREEN
As the pilot approaches the stopping position, the arrowhead reduces in size, thus
providing rate-of-closure information.
GREEN
By the time the stopping position is reached, the arrowhead has completely
diminished, and two WHITE bars appear, indicating that the correct STOPPING
position has been reached.
WHITE
B747
STOP
If the pilot proceeds further, a single RED bar will replace the two WHITE ones,
indicating that he has overshot and must stop immediately.
RED
Change: NIL
General Part
7. TABLES
7.1 CONVERSION FACTORS

To convert Into Multiply by
Distances
Meters Feet 3.280833
Yards 1.093611
Feet Meters 0.3048006
Yards 0.3333333
Yards Feet 3
Meters 0.9144018
Inches Millimeters 25.40
Millimeters Inches 0.03937
Kilometers Statute Miles 0.62137
Nautical Miles 0.54000
Statute Miles Kilometers 1.609347
Nautical Miles 0.869047
Nautical Statute Miles 1.150685
Miles Kilometers 1.851852
Liquid
Litres Imp. Gallons 0.219975
US Gallons 0.264178
US Gallons Litres 3.785332
Imp. Gallons 0.832680
Windspeed Velocity
M/SEC Knots 2.0
M/SEC ft/MIN ~200
To convert Into Multiply by

Weights
Kilograms Pounds 2.204622
Metric Tonnes Kilograms 1000
Pounds 2205
Pounds Kilograms 0.453592
Fuel weight Specific weight
Litres Kilograms 0.7100 0.8000
Kilograms Litres 1.4085 1.2500
US Gallons 0.3717 0.3299
Imp. Gallons 0.3095 0.2747
Imp. Gallons Kilograms 3.2305 3.6400
Pounds 7.1220 8.0248
Pounds Imp. Gallons 0.1404 0.1246
US Gallons 0.1686 0.1496
US Gallons Kilograms 2.6909 3.0320
Pounds 5.9323 6.6843
Change: Revised
General Part
Pressure
Inches HG PSI 0.491157
PSI Inches HG 2.036009
HPA/BAR 0.0689
HPA/BAR PSI 14.5038
Temperature
Celsius Fahrenheit 1.8
and add 32
Fahrenheit Celsius subtract 32 and multiply by 0.555
7.2 DISTANCES
Meters-Feet Kilometers to Statute Miles to Nautical Miles to Meters-Yards
M ft/M ft SM KM NM KM SM NM KM NM SM M Yd/M Yd
0.305 1 3.281 0.62 1 0.54 1.61 1 0.87 1.85 1 1.15 91.4 100 109.4
0.610 2 6.562 1.24 2 1.08 3.22 2 1.74 3.71 2 2.30 182.8 200 218.8
0.914 3 9.842 1.86 3 1.62 4.83 3 2.61 5.56 3 3.46 274.2 300 328.2
1.219 4 13.123 2.49 4 2.16 6.44 4 3.47 7.41 4 4.61 365.6 400 437.6
1.524 5 16.404 3.11 5 2.70 8.05 5 4.34 9.27 5 5.76 457.0 500 547.6
1.829 6 19.685 3.73 6 3.24 9.66 6 5.21 11.12 6 6.91 548.4 600 656.4
2.134 7 22.966 4.35 7 3.78 11.27 7 6.08 12.97 7 8.06 639.8 700 765.8
2.438 8 26.247 4.97 8 4.32 12.88 8 6.95 14.83 8 9.21 731.2 800 875.2
2.743 9 29.528 5.59 9 4.88 14.49 9 7.82 16.68 9 10.36 822.6 900 984.6
Meters to feet (rounded up to next 10ft)

M 0 100 200 300 400 500 600 700 800 900
0 0 330 660 990 1320 1650 1970 2300 2630 2960
1000 3290 3610 3940 4270 4600 4930 5250 5580 5910 6240
2000 6570 6890 7220 7550 7880 8210 8540 8860 9190 9520
3000 9850 10180 10500 10830 11160 11490 11820 12140 12470 12800
4000 13130 13460 13780 14110 14440 14770 15100 15420 15750 16080
5000 16410 16740 17070 17390 17720 18050 18380 18710 19030 19360
6000 19690 20020 20350 20670 21000 21330 21660 21990 22310 22640
7000 22970 23300 23630 23960 24280 24610 24940 25270 25600 25920
8000 26250 26580 26910 27240 27560 27890 28220 28550 28880 29200
9000 29530 29860 30190 30520 30840 31170 31500 31830 32160 32490
10000 32810 33140 33470 33800 34130 34450 34780 35110 35440 35770
11000 36090 36420 36750 37080 37410 37730 38060 38390 38720 39050
12000 39380 39700 40030 40360 40690 41020 41340 41670 42000 42330
13000 42660 42980 43310 43640 43970 44300 44620 44950 45280 45610
14000 45940 46260 46590 46920 47250 47580 47910 48230 48560 48890
15000 49220 49550 49870 50200 50530 50860 51190 51510 51840 52170
ft
Example: 9500M = 31170ft
Change: Editorial
General Part
Slant range in Nautical Miles (NM)
0 5 10 15 20 25 30 35 40
40
- 3.0
- 2.0
35 - 0.5 nm
- 1.0
30 When range in NM is greater than altitude
in thousands of feet, forget about slant
25
range.
20
Example: ALT 35000 ft
15 DME DIST 17 NM
GND DIST 16 NM
10
Radio horizon for VHF facilities
ft NM ft NM ft NM ft NM
1000 39 6000 95 15000 150 35000 230 D = 1.23 x p H
2000 54 8000 109 20000 174 40000 246 D = Distance
sta ce in NM
3000 66 10000 123 25000 194 45000 260 H = Height in ft
4000 77 12000 134 30000 213 50000 275
Change: NIL
General Part
7.3 WEIGHTS
Liquids and weights
Litres (l) to US Gallons (USG) to Imp. Gallons (IMG) to KG and lb

IMG I USG I USG IMG I IMG USG KG lb/KG lb
0.22 1 0.26 3.79 1 0.83 4.55 1 1.20 0.45 1 2.20
0.44 2 0.53 7.57 2 1.67 9.09 2 2.40 0.91 2 4.41
0.66 3 0.79 11.36 3 2.50 13.64 3 3.60 1.36 3 6.61
0.88 4 1.06 15.14 4 3.33 18.18 4 4.80 1.81 4 8.82
1.10 5 1.32 18.93 5 4.16 22.73 5 6.00 2.27 5 11.02
1.32 6 1.59 22.71 6 5.00 27.28 6 7.21 2.72 6 13.23
1.54 7 1.85 26.50 7 5.83 31.82 7 8.41 3.18 7 15.43
1.76 8 2.11 30.28 8 6.66 36.37 8 9.61 3.63 8 17.64
1.98 9 2.38 34.07 9 7.49 40.91 9 10.81 4.08 9 19.84
Jet fuel weight ) (specific weight: 0.80)
USG/ USG/
KG KG USG KG IMG LB LB USG LB IMG
IMG IMG
3.0283 1 3.6368 0.330223 1 0.274969 6.6843 1 8.0248 0.1496 1 0.1246
6.0565 2 7.2736 0.660445 2 0.549937 13.3686 2 16.0496 0.2992 2 0.2492
9.0848 3 10.9103 0.990668 3 0.824906 20.0529 3 24.0744 0.4488 3 0.3738
12.1131 4 14.5471 1.320890 4 1.099875 26.7372 4 32.0992 0.5984 4 0.4984
15.1413 5 18.1839 1.651113 5 1.374843 33.4215 5 40.1240 0.7480 5 0.6230
18.1696 6 21.8207 1.981335 6 1.649812 40.1058 6 48.1488 0.8976 6 0.7476
21.1979 7 25.4574 2.311558 7 1.924781 46.7901 7 56.1736 1.0472 7 0.8722
24.2261 8 29.0942 2.641780 8 2.199749 53.4744 8 64.1984 1.1968 8 0.9968
27.2544 9 32.7310 2.972003 9 2.474718 60.1587 9 72.2232 1.3464 9 1.1214
Litres to Kilograms (thousands of Litres) (specific weight: 0.80)
Lit. 0 0.050 0.100 0.150 0.200 0.250 0.300 0.350 0.400 0.450 0.500 0.600 0.700 0.800 0.900
0 0 40 80 120 160 200 240 280 320 360 400 480 560 640 720
1 800 840 880 920 960 1000 1040 1080 1120 1160 1200 1280 1360 1440 1520
2 1600 1640 1680 1720 1760 1800 1840 1880 1920 1960 2000 2080 2160 2240 2320
3 2400 2440 2480 2520 2560 2600 2640 2680 2720 2760 2800 2880 2960 3040 3120
4 3200 3240 3280 3320 3360 3400 3440 3480 3520 3560 3600 3680 3760 3840 3920
5 4000 4040 4080 4120 4160 4200 4240 4280 4320 4360 4400 4480 4560 4640 4720
6 4800 4840 4880 4920 4960 5000 5040 5080 5120 5160 5200 5280 5360 5440 5520
7 5600 5640 5680 5720 5760 5800 5840 5880 5920 5960 6000 6080 6160 6240 6320
8 6400 6440 6480 6520 6560 6600 6640 6680 6720 6760 6800 6880 6960 7040 7120
9 7200 7240 7280 7320 7360 7400 7440 7480 7520 7560 7600 7680 7760 7840 7920
10 8000 8040 8080 8120 8160 8200 8240 8280 8320 8360 8400 8480 8560 8640 8720
Example: 9500 Lit. = 7600 KG
Change: Editorial
General Part
Fuel density
LB/USG ---> KG/L

LB/USG KG/L LB/USG KG/L LB/USG KG/L
6.52 .781 6.74 .808 6.96 .834
6.32 .757 6.54 .784 6.76 .810 6.98 .836
6.34 .760 6.56 .786 6.78 .812
6.36 .762 6.58 .788 7.02 .841
6.38 .764 6.82 .817 7.04 .844
6.62 .793 6.84 .820 7.06 .846
6.42 .769 6.64 .796 6.86 .822 7.08 .848
6.44 .772 6.66 .798 6.88 .824
6.46 .774 6.68 .800
6.48 .776 6.92 .829
6.72 .805 6.94 .832
Change: Editorial
General Part
01-FEB-2007 1010 LEGENDS AND TABLES
7.4 DETERMINATION OF TRUE ALTITUDE / FL
Temperature correction for lowest usable altitude calculation STD

Temp
250 250 - 35
- 30
200 200 - 25
- 20
150 150 - 15
- 10
100 100 - 5
50 50 +5
+10
MSL MSL +15

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

ADD TO ( SUBTRACT FROM ) MOCA / figure
Example:
Required lowest usable altitude = 18000ft
OAT = STD Temp + 10°
Graph OAT: Subtract from lowest usable altitude = -700ft
QNH = 1008 MB/HPA
Graph QNH: Add to lowest usable altitude = +150ft
Obtain corresponding indicated altitude = 17450ft
Note: If it is desired to calculate the true altitude from an actual flight level, the algebraic signs (+,-)
of the two corrections to/from the FL figure ( instead of lowest usable altitude figure ) have to be reversed.
Change: NIL
General Part
LEGENDS AND TABLES 1020 01-FEB-2007
Temperatures of standard atmosphere

FL °C FL °C FL °C FL °C FL °C FL °C FL °C FL °C
0 15 50 5 100 5 150 15 200 25 250 35 300 45 350 55
10 13 60 3 110 7 160 17 210 27 260 37 310 47 360
20 11 70 1 120 9 170 19 220 29 270 39 320 49
and 56
30 9 80 1 130 11 180 21 230 31 280 41 330 51 higher
40 7 90 3 140 13 190 23 240 33 290 43 340 53
7.5 ALTIMETER CORRECTIONS DURING APPROACH

Temperature corrections
The altimeter error may be significant under conditions of extremely cold temperatures.
Altimeter corrections during approach (The table is calculated for a sea level AP. They are conservative
when applied at higher AP.):
It is assumed that the aeroplane altimeter reading on crossing the fix is correlated with the published
altitude, allowing for altitude error and altimeter tolerances.
Values to be added by the pilot to published altitudes (ft)
AD Height above Aerodrome Elevation (ft)
OAT °C 200 300 400 500 600 700 800 900 1000 1500 2000 3000 4000 5000
0° 20 20 30 30 40 40 50 50 60 90 120 170 230 280

10° 20 30 40 50 60 70 80 90 100 150 200 290 390 490
20° 30 50 60 70 90 100 120 130 140 210 280 420 570 710
30° 40 60 80 100 120 140 150 170 190 280 380 570 760 950
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
Example: Aerodrome elevation: 1000ft; Reported temperature: -40°C

Fix Published Altitude Height above Correction Indicated Altitude
Aerodrome elevation
IAF 4000 3000 720 4720
FAF 3000 2000 480 3480
MDA 1400 400 100 1500
WIND AND TERRAIN EFFECTS

The combination of strong winds and mountainous terrain can cause local changes in atmospheric
pressure due to the Bernoulli effect.
It is up to the PIC to evaluate if such corrections have to be applied to assure the minimum terrain
clearance. Corrections should be applied in addition to the corrections for pressure and temperature as
follows.
Change: Revised
General Part
06-APR-2006 1030 LEGENDS AND TABLES
Values to be added by the pilot to the minimum safe altitudes (ft)
Wind speed (kt) Altimeter error (ft)
E 2006
20 53
40 201
60 455
80 812
The clearance of controllers do not include wind and terrain effects
Change: Editorial
SUNRISE TABLE
LAT 01 JAN 16 JAN 03 FEB 15 FEB 02 MAR 14 MAR 01 APR 16 APR 01 MAY 16 MAY 03 JUN 15 JUN
LAT 01 JUL 16 JUL 03 AUG 15 AUG 02 SEP 14 SEP 01 OCT 14 OCT 01 NOV 16 NOV 01 DEC 16 DEC
LAT
LAT
This table provides the local mean time to a given LAT for any meridian line.
To obtain UTC, convert LONG into hr and min. 1 degree = 4min; 15 degrees = 1hr.
S add this value if the LONG is West
S subtract this value if the LONG is East
Example: Date: 15FEB PSN N45° E010°
Table gives: 0701 Correction for LONG: - 40min SR = 0621 UTC
- for LATs between 30° and 60°, the night begins 30min after SS and finishes 30min before SR.
- for LATs lower or equal 30°, the night begins 15min after SS and finishes 15min before SR.
Night definition: period during which the center of the solar disc is more than 6° below the horizon.
E 2009
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E 2009
SUNSET TABLE
LAT 01 JAN 16 JAN 03 FEB 15 FEB 02 MAR 14 MAR 01 APR 16 APR 01 MAY 16 MAY 03 JUN 15 JUN
LAT 01 JUL 16 JUL 03 AUG 15 AUG 02 SEP 14 SEP 01 OCT 14 OCT 01 NOV 16 NOV 01 DEC 16 DEC
LAT
LAT
This table provides the local mean time to a given LAT for any meridian line.
To obtain UTC, convert LONG into hr and min. 1 degree = 4min; 15 degrees = 1hr.
S add this value if the LONG is West
S subtract this value if the LONG is East
Example: Date: 16MAY PSN N45° E010°
Table gives: 1923 Correction for LONG: - 40min SS = 1843 UTC
- for LATs between 30° and 60°, the night begins 30min after SS and finishes 30min before SR.
- for LATs lower or equal 30°, the night begins 15min after SS and finishes 15min before SR.
Night definition: period during which the center of the solar disc is more than 6° below the horizon.
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E 2008
HEIGHT QFE (FT)
LAT
LAT
General Part
8. WORLD LOCAL TIMES
Local time (LT) is Standard time (STD) or Daylight saving time (DST)
Times given below should be added/subtracted (according signes) to UTC (Z,GMT)
General
All hours of operation of radio aids, service hours of aerodromes,etc. are indicated in
Coordinated Universal Time UTC.
Times given in Local Time are followed by letters LT.
The symbol } indicates that during periods of Daylight Saving Time, effective hours will be one
hour earlier than shown.
Example: LSZH (STD +1, DST +2) No landings 2330-0430 }
During STD period: 2330-0430 UTC +1 = 0030-0530 LT.
During DST period: one hour earlier than shown
2230-0330 UTC +2 = 0030-0530 LT.
COUNTRY STD DIFFERENCE DST DIFFERENCE PERIOD WHEN DST

APPLIES (dd/mm/yy)
AFGHANISTAN +4½
ALBANIA +1 +2 29/03/09-25/10/09
ALGERIA +1
ANDAMAN ISLAND +5½
ANDORRA +1 +2 29/03/09-25/10/09
ANGOLA +1
ANGUILLA (Leeward Island) -4
ANTARCTICA -4
ANTIGUA & BARBUDA -4
ARGENTINA -3 -2 ends 15/03/09
starts 18/10/09
ARMENIA +4 +5 29/03/09-25/10/09
ARUBA -4
ASCENSION ISLAND UTC
AUSTRAL ISLAND -10
AUSTRALIA:
Capital Territory (Canberra) +10 +11
ends 05/04/09
Lord Howe Island +10½ +11
starts 04/10/09
New South Wales (Sydney) +10 +11
Northern Territory (Darwin) +9½
Queensland +10
South Australia (Adelaide) +9½ +10½
ends 05/04/09
Tasmania (Hobart) +10 +11
starts 04/10/09
Victoria (Melbourne) +10 +11
Western Australia (Perth) +8 +9 ends 29/03/09
starts N/A
Change: Completely revised

General Part

APPLIES (dd/mm/yy)
AUSTRIA +1 +2 29/03/09-25/10/09
AZERBAIJAN +4 +5 29/03/09-25/10/09
AZORES -1 UTC 29/03/09-25/10/09
AHAMAS -5 -4 08/03/09-01/11/09
BAHRAIN +3
BANGLADESH +6
BARBADOS -4
BELARUS +2 +3 29/03/09-25/10/09
BELGIUM +1 +2 29/03/09-25/10/09
BELIZE -6
BENIN +1
BERMUDA -4 -3 08/03/09-01/11/09
BHUTAN +6
BOLIVIA -4
BOSNIA & HERZOGOVINA +1 +2 29/03/09-25/10/09
BOTSWANA +2
BRAZIL:
-2
South/central coast -3 -2 starts 18/10/09
Bahia, Goias, BSB/RIO/SAO ends N/A
Part of Northeast coast & east of -4
Para Amazonas, Nortwest states
and west of Para
Mato Grosso and Mato Grosso do -4 -3 starts 18/10/09
Sul ends N/A
Territory of Acre -5
BRITISH VIRGIN ISLAND -4
BRUNEI DARUSSALAM +8
BULGARIA +2 +3 29/03/09-25/10/09
BURKINA FASO UTC
BURUNDI +2
AMBODIA +7
CAMEROON +1

General Part
APPLIES (dd/mm/yy)
CANADA:
Newfoundland -3½ -2½
Labrador -4 -3
Atlantic Zone:
New Brunswick,
Brunswick
Nova Scotia, Prince Edward Is.,
Quebec (East of Pte. des Monts)
Eastern Zone: -5 -4
North-West Territory (East)
Ottawa, Ontario, Quebec
(West of Pte. des Monts)
Central Zone: -6 -5
Manitoba, North-West Territory 08/03/09-01/11/09
(Central), Saskatchewan (West)
Mountain Zone: -7 -6
Alberta, North-West Territory
(Mountain), Saskatchewan(West)
Some towns in NE British
Columbia
Pacific Zone: -8 -7
British Columbia
Yukon Territory
Whitehorse and Watson Lake
Dawson City and Mayo
CANARY ISLANDS UTC +1 29/03/09-25/10/09
CAPE VERDE ISLAND -1
CAYMAN ISLAND -5
CENTRAL AFRICAN REP. +1
CHAGOS ARCHIPELAGO +6
CHATHAM ISLAND +12¾ +13¾ ends 05/04/09
starts 27/09/09
CHILE -4 -3 ends 15/03/09
starts 10/10/09
CHINA +8
CHRISTMAS ISLAND +7
COLUMBIA -5
COMOROS & MAYOTTE Isl. +3
CONGO +1
CONGO Dem. Rep. +1
COOK ISLAND -10
COSTA RICA -6

General Part

APPLIES (dd/mm/yy)
CROATIA +1 +2 29/03/09-25/10/09
CUBA -5 -4 29/03/09-25/10/09
CYPRUS +2 +3 29/03/09-25/10/09
CZECH REPUBLIC +1 +2 29/03/09-25/10/09
ENMARK +1 +2 29/03/09-25/10/09
DJIBOUTI +3
DOMINICA -4
DOMINICAN REPUBLIC -4
ASTER ISLAND -6 -5 ends 14/03/09
starts 10/10/09
ECUADOR -5
EGYPT +2 +3 24/04/09-25/09/09
EL SALVADOR -6
EQUATORIAL GUINEA +1
ERITREA +3
ESTONIA +2 +3 29/03/09-25/10/09
ETHIOPIA +3
ALKLAND ISLANDS -4 -3 ends 19/04/09
starts 06/09/09
FAROE ISLANDS UTC +1 29/03/09-25/10/09
FIJI +12
FINLAND +2 +3 29/03/09-25/10/09
FRANCE +1 +2 29/03/09-25/10/09
FRENCH GUIANA -3
ABON +1
GALAPAGOS ISLAND -6
GAMBIA UTC
GEORGIA +4
GERMANY +1 +2 29/03/09-25/10/09
GHANA UTC
GIBRALTAR +1 +2 29/03/09-25/10/09
GREECE +2 +3 29/03/09-25/10/09
GREENLAND:
-1 UTC
29/03/09 25/10/09
29/03/09-25/10/09
-2 -1
Western part -3 -2
GRENADA -4

General Part
APPLIES (dd/mm/yy)
GUADELOUPE -4
GUAM +10
GUATEMALA -6
GUINEA BISSAU UTC
GUINEA UTC
GUYANA -4
AITI -5
HONDURAS -6
HONG KONG +8
HUNGARY +1 +2 29/03/09-25/10/09
CELAND UTC
INDIA +5½
INDONESIA:
+7
Central Zone +8
Eastern Zone +9
IRAN +3½ +4½ 22/03/09-22/09/09
IRAQ +3
IRELAND Rep. UTC +1 29/03/09-25/10/09
ISRAEL +2 +3 27/03/09-27/09/09
ITALY +1 +2 29/03/09-25/10/09
IVORY COAST UTC
AMAICA -5
JAPAN +9
JORDAN +2 +3 27/03/09-30/10/09
AZAKHSTAN:
Western Zone Aktau,
+5
Atyrau, Uralsk
Eastern Zone- Almaty, Astana +6
KENYA +3
KIRIBATI:
+14
+13
Gilbert Isl. +12
KOREA:
+9
Republic of +9
KUWAIT +3

General Part

APPLIES (dd/mm/yy)
KYRGYSTAN +5
AO +7
LATVIA +2 +3 29/03/09-25/10/09
LEBANON +2 +3 29/03/09-25/10/09
LESOTHO +2
LIBERIA UTC
LIBYA +2
LIECHTENSTEIN +1 +2 29/03/09-25/10/09
LITHUANIA +2 +3 29/03/09-25/10/09
LUXEMBOURG +1 +2 29/03/09-25/10/09
ACAU +8
MACEDONIA +1 +2 29/03/09-25/10/09
MADAGASCAR +3
MADEIRA ISLAND UTC +1 29/03/09-25/10/09
MALAWI +2
MALAYSIA +8
MALDIVES +5
MALI UTC
MALTA +1 +2 29/03/09-25/10/09
MARSHALL ISLAND +12
MARTINIQUE -4
MAURITANIA UTC
MAURITIUS +4 +1 ends 29/03/09
starts N/A
MAYOTTE +3
MEXICO:
Central including Mexico City, -6 -5
Guadalajara,
Cancun
Baja California Sur, Nayarit, -7 -6 05/04/09-25/10/09
Sinaloa, Chihuahua
-8 -7
MICRONESIA:
Pohnpei & Kosrae +11
MIDWAY ISLAND -11
MOLDOVA +2 +3 29/03/09-25/10/09

General Part
APPLIES (dd/mm/yy)
MONACO +1 +2 29/03/09-25/10/09
MONGOLIA +8
MONTENEGRO +1 +2 29/03/09-25/10/09
MONTSERRAT -4
MOROCCO UTC
MOZAMBIQUE +2
MYANMAR +6½
NAMIBIA +1 +2 ends 05/04/09
starts 06/09/09
NAURU +12
NEPAL +5¾
NETHERLANDS +1 +2 29/03/09-25/10/09
NETHERLAND ANTILLES -4
NEW CALEDONIA +11
NEW ZEALAND +12 +13 ends 05/04/09
starts 27/09/09
NICARAGUA -6
NIGER +1
NIGERIA +1
NIUE ISLAND -11
NORFOLK ISLAND +11½
NORWAY +1 +2 29/03/09-25/10/09
MAN +4
AKISTAN +5
PALAU +9
PANAMA -5
PAPUA NEW GUINEA +10
PARAGUAY -4 -3 ends 08/03/09
starts 18/10/09
PERU -5
PHILIPPINES +8
POLAND +1 +2 29/03/09-25/10/09
PORTUGAL UTC +1 29/03/09-25/10/09
PUERTO RICO -4
ATAR +3
REUNION +4
ROMANIA +2 +3 29/03/09-25/10/09

General Part

APPLIES (dd/mm/yy)
RUSSIA :
+2 +3
+3 +4
Izhevsk, Samara +4 +5
Perm, Yekaterinburg +5 +6
Omsk, Novosibirsk +6 +7
29/03/09 25/10/09
29/03/09-25/10/09
Krasnoyarsk, Tomsk +7 +8
Bratsk, Irkutsk +8 +9
Chita, Yakutsk +9 +10
Khabarovsk, Vladivostok +10 +11
Magadan, Yuzhno Sakhalinsk +11 +12
Kamchatka, Anadyr +12 +13
RWANDA +2
T. HELENA UTC
ST. KITTS & NEVIS -4
ST. LUCIA -4
ST. PIERRE & MIQUELON -3 -2 08/03/09-01/11/09
ST. VINCENT & GRENADINES -4
SAMOA -11
SAN MARINO +1 +2 29/03/09-25/10/09
SAO TOME & PRINCIPE UTC
SAUDI ARABIA +3
SENEGAL UTC
SERBIA +1 +2 29/03/09-25/10/09
SEYCHELLES +4
SIERRA LEONE UTC
SINGAPORE +8
SLOVAKIA +1 +2 29/03/09-25/10/09
SLOVENIA +1 +2 29/03/09-25/10/09
SOMALI DEMOCRATIC REP. +3
SOUTH AFRICA +2
SPAIN +1 +2 29/03/09-25/10/09
SPANISH N.AFRICA +1 +2 29/03/09-25/10/09
SRI LANKA +6

General Part
APPLIES (dd/mm/yy)
SUDAN +2
SURINAM -3
SWAZILAND +2
SWEDEN +1 +2 29/03/09-25/10/09
SWITZERLAND +1 +2 29/03/09-25/10/09
SYRIAN ARAB REPUBLIC +2 +3 03/04/09-01/11/09
AHITI -10
TAIWAN +8
TAJIKISTAN +5
TANZANIA +3
THAILAND +7
TOGO UTC
TONGA +13
TRINIDAD & TOBAGO -4
TUNISIA +1 +2 29/03/09-25/10/09
TURKEY +2 +3 29/03/09-25/10/09
TURKMENISTAN +5
TURKS & CAICOS ISLANDS -5 -4 08/03/09-01/11/09
TUVALU +12
GANDA +3
UKRAINE +2 +3 29/03/09-25/10/09
UNITED ARAB EMIRATES +4
UNITED KINGDOM UTC +1 29/03/09-25/10/09
UNITED STATES OF AMERICA:
-5 -4
Central time -6 -5 08/03/09-01/11/09
08/03/09 01/11/09
Mountain time -7 -6
Arizona -7
Pacific time -8 -7
Alaska all locations -9 -8
(except Aleutian Islands
08/03/09-01/11/09
West of W169 30)
Alaska - Aleutian Islands -10 -9
(West of W169 30)
Hawaiian Islands -10
URUGUAY -3 -2 ends 08/03/09
starts 04/10/09

General Part

APPLIES (dd/mm/yy)
U.S. VIRGIN ISLAND -4
UZBEKISTAN +5
ANUATU +11
VENEZUELA -4½
VIETNAM +7
WALLIS & FUTUNA ISLAND +12
EMEN ARAB REPUBLIC +3
ZAMBIA +2
ZIMBABWE +2

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General Part

15-JAN-2009 10 LEGENDS AND TABLES

Bearing / track / distance

Special color codes

Page frame information

1 Change remark providing information about the revised items

3.1 PLANVIEW IN GENERAL

3.2 METERS TO FEET CONVERSION

Note: - Feet values are rounded to the next ten feet.

The AFC consists of the components:

Approach Data Box:

If procedures are combined, they will be in alphabetical or-

On combined charts (conventional and RNAV) RNAV proce-

Other suffixes indicate other constraints on combined

Procedure may be cleared on ATCs initiative only. Cannot

3.5 INSTRUMENT APPROACH CHART (IAC)

The IAC consists of the components:

Lido defines the subtypes as follows:

Airspaces: Terminal Areas (TMA) as well as Control Zones

If two or more approach procedures to a given runway are

If two or more approach procedures for a given runway are

Conventional ILS DME approach with RNAV segments or

If a state identifies two or more approach procedures which

Localizer Backcourse (Localizer Backbeam) approaches are

RNAV overlay approach procedure based on NDB ground fa-

RNAV (GPS) approach procedure.

RNAV (DME DME) approach procedure.

RNAV (VOR DME) approach procedure.

Special US type conventional VOR or overlay GPS approach

RNAV (RNP) approach procedure. Usable with on-board nav-

Circling with prescribed track.

Non-standard approach procedures are always shown on

For non-straight-in procedures the word Letdown is add-

FIR boundaries: Not provided on IACs.

Minimum Grid Altitude (MGA): Not provided on IACs.

3.5.2 Runway description

1 Approach Light System (e.g. P2F)

S: ICAO standard simple approach light system

7a Displaced threshold (displ. THR) can be shown as either

S unlighted displaced THR with length of displacement

8 Edge light spacing and intensity (high, medium, low or

10 Edge lights: standard edge lights with yellow caution zone

3-bar AVASIS, e.g. here on the left side

2-bar AVASIS, e.g. here on the left side

15 PAPI / VASIS calibration angle

16 Runway End Identifier Light (REIL) / Runway Threshold

19 Runway Touchdown Zone Lights (RTZL), standard 900m

3.5.3 Profile and distance/altitude table

1 Distance Reference can either be a facility providing DME

3 Final Approach Fix (FAF): Is provided whenever published

5 Final Check Altitude: Crossing ALT at Outer Marker (OM)

7 Ground Speed (GS in KT) / Rate Of Descent Table (ROD

8 Initial and/or intermediate approach altitude (rounded to

Mandatory altitudes in profile are prefixed with the word

Marker beacons (outer, middle, inner) are shown with one

9 Minimum Crossing Altitude for non-precision approach.

Some official publications feature minimum/check altitudes

Non-Precision Approach Procedures designed according

Minimum procedure altitude is suffixed by a +.

10 Minimum Descent Altitude (MDA)

12 Missed Approach Text: The routing is described based on

If the mentioned MISAP altitude has to be reached at some

13 All required navaids (as well as distance fixes) are presented

Procedure may be cleared on ATCs initiative only. Cannot

For non-straight-in procedures the word Letdown is add-

Minimum procedure altitude is suffixed by a +.

Procedure may be cleared on ATCs initiative only. Cannot