[jJeeeem INTRODUCTION LLL

TABLE OF CONTENTS
Below is a complete list of the standard contents of Airway Manual. Limited or special coverages may not con
tain all items, but that material which is included should be arranged in the order outlined.
CHART GLOSSARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
ABBREVIATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
ENROUTE CHART LEGEND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
Jeppesen IFR Enroute Plotter Instructions - Enroute and Area Charts . . . . . . . . . . . . . . . . . . . . . 51
Navaid Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
Navaid Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
Navaid / Communication Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
Restricted Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
Restricted Airspace Designation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Airports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Airway and Route Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Airway Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
Low &High/Low Altitude Enroute Char Legend . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
United States Low Altitude Enroute &Area Chart Legend . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
High Altitude Enroute Chart Legend . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
Australia Enroute &Area Chart Legend . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
Airway Navaid/Reporting Point ByPass. . . ... . .. .... . . . . ..... . . . . .. . .. . . . ..... . . . . . ... 61
ICAO Airspace Classifications . . . . ..... . . .... . . . . . .. . . . . . . . ... . . . . .. . . . 61
Orientation . . . . ...... . .. . . . . . ...... . . . . . ............ . . . . . . . . .... . ....... 62
Border Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
Miscellaneous . . . . . . . . . . . . . . . . . . = . . . . . . . . . . . . . . . . . . + . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
U.S. GPS MEAs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
U.S. Series 800 and 900 Designated RNAV Routes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
Australia and Canada T RNAV Routes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
ENROUTE CHART LEGEND -HIGH ALTITUDE CHARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
ENROUTE CHART LEGEND -AREA CHARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
Generalized Terrain Contours . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
CLASS B AIRSPACE CHART LEGEND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
SID/DP &STAR LEGEND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
Graphic. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
Route Portrayal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
Procedure Applicable to USA FAA only . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
APPROACH CHART LEGEND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 01
Formats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 01
Heading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 02
Approach Plan View . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 04
Profile View . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 08
Landing Minimums . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 1 2
Airport Chart Format . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 1 6
Airport Plan View . . . . . . . . . . . . . . . . . . { .. . . . . . . . . . . . . . . . e . . . . . . . . . . . . . . . . . . . . . 1 1 7
Additional Runway Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
Lighting Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121
Takeoff and Alternate Minimums . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
VOR DME RNAV APPROACH CHART LEGEND . . . . . . . . . , , , . . . = = = . = - ~ ~ - ~ - - - ~ - - 131
CHARTED VISUAL FLIGHT PROCEDURES. . . . . .. . . . . . .. . . . . ... . ...... . . ... . . .......... 1 37
CVFPs (USA Only) + . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . + . . . . . . . . . . . . . . 11
APPROACH CHART LEGEND -GPS APPROACH CHARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147
7 JEPPESENSANDEDSQN, lH. 1@,2.ALLR|GHTSRESERVED.
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TABLE OF CONTENTS
APPROACH CHART LEGEND NEW FORMAT (BRI EFI NG STRI P CONCEPT) . . . . . . NEW FORMAT 1
General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. NEW FORMAT 1
Approach Chart Heading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NEW FORMAT 2
Approach Plan View . . . . . . . .... . . . . . ... . . . . . . . ... . . . . . . ..... . . . . . ..... . . . . NEW FORMAT 3
Profile View. . . . . . . . .. . . . . . . . . . . . . .... . . . . . ... . . . . . . . . . .. . . . . .. NEW FORMAT 3
Conversion Tables, Lighting Box and Missed Approach Icons . . . . . ... . . . . ...... . . . . NEW FORMAT 4
Vertical Navigation (VNAV) . .. . . . .. ... . . . . . . . . . . . . . ...... .. . . . . . ... . . . NEW FORMAT 5
Airport Chart Format. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..... . . . . .NEW FORMAT 6
SI D/DP &STAR CHART LEGEND NEW FORMAT . . + + + . + o + a & o + + = + + . . + + . NEW FORMAT 7
UNI TED STATES AI RPORT SI GN SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . , . . . . . . . = . . 1 51
Mandatory Signs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 51
Location Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 51
Di rection Si gns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 52
Destination Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 52
Information Si gns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 52
Runway Di stance Remaining Si gns . - , , . . = o + . . = . o = = + + . . o o o . . . : + = = = ~ + + + o o o o o o . + = 1 52
Examples . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153
UNI TED STATES I NSTRUMENT RUNWAY MARKI NGS
Enhanced Taxiway Centerline and Runway Hol di ng Position Markings . .
. . . . . . . . . . . . . . . . . . . 1 56
. . . . . . . . . . . . . . . . . 158
ICAO RECOMMENDED AI RPORT SI GNS, RUNWAY AND TAXIWAY MARKI NGS . . . . . . . . . . . . . . . . 1 61
Mandatory I nstruction Signs. . . . . . . . . . . . . . . . . . . . ..... . .. . . ..... . . . . . . ... . . . . . ........ 1 61
Information Si gns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 62
Mandatory I nstruction Markings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163
Runway & I ntermediate Holding Position Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 64
Stop Bars/Runway Guard Lights/Runway Markings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 65
Threshold/Runway Designation/Runway Centerline Markings/High Speed Taxiway
Turnoff I ndicator Lights (HSTIL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 66
Runway Touchdown Zone/Runway Aiming Point Markings. . . . . . . . .. . . . . . . . .. . . . . . . ... . . . 1 67
Runway Side Stripe Markings. . . . . . . . . . . . . . . . . . . . . . ... . . . . ........ . . . . . . ..... . 1 69
Displaced Threshold Markings . . . . . . . . . . . . . . . , . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 69
Closed Runways, Taxiways or Parts Thereof. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 69
Non LoadBearing Surtaces. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 169
PreThreshold Area Marking (Chevron Marking) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 170
APPROACH CHART LEGEND -JAROPS 1 AERODROME MI NI MUMS . . . . . . . . . . . . . . . . . . . . 171
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 171
Take-off Minimums. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 71
Format for Charts i n JAA Member States . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . + . . . . . . . 1 71
Straight-in Landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 71
Circling Mi ni mums . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 71
CAT II Mi ni mums . .. . . . . . . . . - . . . . . . . . . . . . . . . . _ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 72
JAA Aerodrome Mini mums Listing . .... . . . . ..... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 72
NAV2001 , AERONAUTICAL I NFORMATION NAVDATA DATABASE AND CHARTS . . ~ . ~ . . + + + , , . 201
Preface. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - = - = ~ ~ . . . 201
Effective Dates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Navaids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Waypoints. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .... . . 204
Ai rways . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Arrivals and Departures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
Approach Procedure (Titles and Omitted Procedures). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209
Approach Procedures (Plan View) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 0
Approach Procedures (Profile) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .... <!<
Approach Procedures . + . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 215
Glossary/Abbreviations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 7
@JEPPESENSANDERSON,INC . . 19, 20. ALL RIHTS RESERVEO.
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INTRODUCTION
CHART GLOSSARY

This glossary provides definitions that are unique and abbreviations commonly used in Jeppesen pub
lications. No atempt has been made to list all the terms of basic aeronautical nomenclature.
Because of the international nature of flying, terms used by the FAA (USA) are Included when they differ
from International Civil Aviation Organization (ICAO) definitions. An arrow or vertical bar, that is omitted
on all new pages, tables of contents, tabular listings and graphics, Indicates changes.
DEFINITIONS
ACCELERATE STOP DISTANCE AVAILABLE
(ASDA) - The length of the takeoff run available
plus the length of the stopway, if provided.
ADEQUATE VIS REF (Adequate Visual Refer
ence) Runway markings or runway lighting that
provides the pilot with adequate visual reference to
continuously identify the takeoff surface and maintain
di rectional control throughout the takeoff run.
ADVISORY ROUTE (ADR) A designated route
along which air traffic advisory service is available.
NOTE: Air trafic control service provides a much
more complete service than air trafic advisory ser
vice; advisory areas and routes are therefore not
established within controlled airspace, but air trafic
advisory service may be provided below and above
control areas.
Code Element 1
Aeroplane
Code Reference Field Code
Number Length Letter
(1 ) (2) (3)
ADVISORY SERVICE Advice and information pro
vided by a facility to assist pilots in the safe conduct
of flight and aircraft movement.
AERODROME FLIGHT INFORMATION SERVICE
(AFIS) A di rected traffic information and opera
tional information service provided within an aero
drome flight information zone, to all radio equipped
aircraft, to assist in the safe and efficient conduct of
flight.
AERODROME REFERENCE CODE A simple
method for interrelating the numerous specifications
concerning the characteristics of aerodromes so as
to provide a series of aerodromes faci lities that are
suitable for the aeroplanes that are intended to oper
ate at the aerodrome. The aerodrome reference code
- code number and letter, which are selected for
aerodrome planning purposes, have the meanings
assigned to them as indicated in the table below:
Code Element 2
Wing Span Outer Main Gear Wheel Span "/
(4) (5)
1 Less than 800m A Up to but not including 1 5m Up to but not including 4.5m
2 800m up to but not B 15m up to but not including 24m 4.5m up to but not including 6m
including 1 200m
3 1200m up to but not C 24m up to but not including 36m 6m up to but not including 9m
including 1 800m
4 1800m and over D 36m up to but not including 52m 9m up to but not including 1 4m
E 52m up to but not including 65m 9m up to but not including 1 4m
F 65m up to but not including 80m 1 4m up to but not including 16m
/ Distance between the outside edges of the main gear wheels.
NOTE. GUidance on plannmg for aeroplanes wIth
wing spans greater than 80m is given in the ICAO
Doc. 9!57"Aerodrome Design Manual," Parts I and
2.
AERODROME TRAFFIC FREQUENCY (ATF) A
frequency designated at an uncontrolled airport. An
ATF i s used to ensure all radio equipped aircraft oper
ating within the area, normally within a 5 NM radius of
the airport, are listening on a common frequency. The
ATF is normally the ground station frequency. Where
a ground station does not exist, a common frequency
i s designated. Radio call sign i s that of the ground sta
tion, or where no ground station exists, a broadcast is
made with the call sign ''Traffic Advisory." Jeppesen
charts list the frequency and the area of use when
other than the standard 5 NM.
AERODROME TRAFFIC ZONE (ATZ) - An
airspace of detailed di mensions established around
an aerodrome for the protection of aerodrome traffic.
AERONAUTICAL RADIO, INCORPORATED
(ARINC) - An international radio network pro
viding air-to-ground communications available on a
subscription (fee) basis.
AIRCRAF APPROACH CATEGORY (USA
TERPS) A grouping of aircraft based on a speed
of Vref, if specifed, or if Vr.f is not specified, 1.3
Vsc
at the maximum certificated landing weight. Vr.f .Vsc
, and the maximum certificated landing weight are
those values as established for the aircraft by the
certification authority of the country of registry. An
aircraft shall fit in only one category. I f it is necessary
to maneuver at speeds in excess of the upper limit of
a speed range for a category, the minimums for the
next higher category should be used. For example,
an aircraft which falls in Category A, but is Circling
to land at a speed in excess of 91 knots, should use
the approach Category B minimums when circling to
land. The categories are as follows:
JEPPESEN SANDERSON. INC .. 1984. 2007. ALL RIGHTS RESERVED.

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CHART GLOSSARY
Category A
Category B
Category C
Category D
Category L
Speed less than 91 knots.
Speed 91 knots or more but less
than 1 21 knots.
Speed 1 21 knots or more but less
than 1 41 knots.
Speed 1 41 knots or more but less
than 1 66 knots.
Speed 1 66 knots or more.
NOTE: Category E includes only certain Miitary
Aircraft and is not included on Jeppesen Approach
Charts.
AIRCRAFT APPROACH CATEGORY (ICAO) -The
following ICAO table indicates the specified range of
handling speeds (l AS in Knots) for each category of
ai rcraft to perform the maneuvers specified. These
speed ranges have been assumed for use in calcu
lating airspace and obstacle clearance for each pro
cedure.
Max speeds Max speeds for Missed
Range of Range of Final for Visual Approach
Aircraft Speeds for Initial Approach Maneuvering
Category V
at Approach Speeds (Circling) Intermediate Final
A <91 90/1 50( 1 1 0*) 70/1 00 1 00 1 00 1 1 0
B 91 /1 20 1 20/1 80(1 40*) 85/1 30 1 35 1 30 1 50
C 1 21/1 40 1 60/240 1 1 5/160 1 80 1 60 240
D 1 41 /1 65 1 85/250 1 30/1 85 205 1 85 265
E 1 66/21 0 1 85/250 1 55/230 240 230 275
Vat -Speed at threshold based on 1 . 3 times stall speed in the landing configuration at maximum certificated
landing mass.
*Maximum speed for reversal and racetrack procedures.
Category E contains only certain Mi l itary Ai rcraft and is not included on Jeppesen Approach Charts.
NOTE: The speed table applies to the new IGAO
approach procedures which are identifiable by the
OGA(H) figures and the PANS-OPS notation on
the lower lef corer of the approach chart. Old
ICAO approach procedures show an OGL instead
of OGA(H). Deviations are listed in the Air Trafic
Gontrl section.
AIR DEFENSE IDENTIFICATION ZONE -The area
of ai rspace over land or water, extendi ng upward from
the surface, within which the ready identification, the
location, and the control of ai rcraft are required in the
interest of national security.
AIRPORT ELEVATIONIFIELD ELEVATION - The
highest point of an airports usable runways measured
i n feet from mean sea level . In a few countries, the air
port el evation i s determined at the airport reference
point.
AIRPORT REFERENCE POINT (ARP) -A point on
the airport designated as the official airport location.
AIRPORT SURVEILLANCE RADAR
(ASR) -Approach control radar used to detect and
display an ai rcraft's position i n the terminal area.
ASR provides range and azimuth information but
does not provide elevation data. Coverage of the
ASR can extend up to 60 mi les.
AIR TRAFFIC CONTROL CLEARANCE - An
authorization by air traffic control, for the purpose of
preventing collision between known ai rcraft, for an
aircraft to proceed under specified traffic conditions
within controlled airspace.
AIR TRAFFIC CONTROL ASSIGNED AIRSPACE
(ATCAA) -Airspace of defined verticaillateral limits,
assigned by ATC, for the purpose of providing air
traffic segregation between the specified activities
being conducted within the assigned airspace and
other I FR air traffic.

AIR TRAFFIC SERVICES (ATS) ROUTE -A speci-

fied route designated for channeling the flow of traffic
as necessary for provision of air traffic services.
NOTE: The term "ATS Route" is used to mean var-
iously airway, advi sory route, controlled or uncon-
trolled route, arrival or departure route, etc.
- AIR TRAFFIC SERVICES (ATS) ROUTE (USA) A
generic term that includes 'VOR Federal airways' ,
'colored Federal ai rways', 'jet routes', 'Military Train
i ng Routes', 'named routes', and 'RNAV routes.'
AIRWAY (ICAO) -A control area or portion thereof
established in the form of a corridor equipped with
radio navigation aids.
AIRWAY (USA) -A Class "E" ai rspace area estab
lished in the form of a corridor, the centerline of which
is defined by radio navigational aids.
ALONG TRACK DISTANCE - The di stance mea
sured from a point-in-space by systems using area
navigation reference capabilities that are not subject
to slant range errors.
ALTERNATE AERODROME (ICAO) - An aero
drome to which an ai rcraft may proceed when it
becomes either impossible or inadvisable to proceed
to or to land at the aerodrome of intended landi ng.
NOTE: The aerodrome from which a fight departs
may also be an enroute or a destination alterate
aerodrome for that fight.
ALTERNATE AIRPORT (USA) -An airport at which
an ai rcraft may land if a landing at the intended airport
becomes inadvisable.
ALTIMETER SETTING -The barometric pressure
reading used to adjust a pressure altimeter for vari
ations in existing atmospheric pressure or to the
standard altimeter setting (29.92 inches of mercury,
1 01 3. 2 hectopascals or 1 01 3.2 millibars).
JEPPESEN SANDERSON, INC., 1984, 2007. ALL RI GHTS RESERVED.
[[Jeeeem 27 JuL 07 INTRODUCTION 3
CHART GLOSSARY
ALTITUDE (ICAO) -The vertical distance of a level,
a point, or an object considered as a point, measured
from Mean Sea Level (MSL).
ALTITUDE (USA) The hei ght of a level, poi nt or
object measured in feet Above Ground Level (AGL)
or from Mean Sea Level (MSL).
a. AGL Altitude -Altitude expressed in feet mea
sured above ground level (QFE).
b. MSL Altitude -Altitude expressed in feet mea
sured from mean sea level (QNH) .
c. I ndicated Altitude -The Altitude as shown by
an altimeter. On a pressure barometric altimeter
it is altitude as shown uncorrected for instru
ment error and uncompensated for variation
from standard atmospheric conditions.
APPROACH PROCEDURE WITH VERTICAL GUID
ANCE (APV) - An instrument approach based on
a navigation system that is not required to meet the
precision approach standards of ICAO Annex 10 but
provides course and glide path deviation information
(sometimes referred to as "semi-precision"). Baro
VNAV, LDA with glide path, LNAVNNAV and LPV are
examples of APV approaches.
AREA NAVIGATION/RNAV - A method of naviga
tion that permits aircraft operations on any desired
course within the coverage of station referenced nav
igation signals or within the limits of self contained
system capability.
ARRIVAL ROUTES (ICAO) - Routes on an instru
ment approach procedure by which aircraft may pro
ceed from the enroute phase of flight to the initial
approach fix.
ATIS -ASOS INTERFACE -A switch that allows
ASOS weather observations to be appended to
the ATI S broadcast, making weather information
available on the same (ATIS) frequency H24. When
the tower is open, ATI S information and the hourly
weather will be broadcast. When the tower is closed,
one-minute weather information updates are broad
cast, and the controller can add overnight ATI S
information t o the ASOS automated voice weather
message.

ATS ROUTE - See "AI R TRAFFIC SERVI CES

(ATS) ROUTE"
AUTOMATIC DEPENDENT SURVEILLANCE
(ADS) A surveillance technique, in which air
craft automatically provide, via a data link, data
derived from on-board navigation and position fixing
systems, including ai rcraft identification, four-dimen
sional position and additional data as appropriate.
AUTOMATED SURFACE OBSERVATION SYSTEM
(AS OS) The Automated Surface Observation
System, in the United States, is a surface weather
observing system implemented by the National
Weather Service, the Federal Aviation Administra
tion and the Department of Defense. It is designed
to support aviation operations and weather fore
cast activities. The ASOS provides continuous
minute-by-minute observations and performs the
basic observing functions necessary to generate an
aviation routine weather report (METAR) and other
aviation weather information. ASOS information may
be transmitted over a discrete VHF radio frequency
or the voice portion of a local navaid.
AUTOMATED WEATHER OBSERVING SYSTEM
(AWOS) An automated weather reporting system
which transmits local real-time weather data di rectly
to the pilot.
AWOS-A Only reports altimeter setting.
AWOS-1 Usually reports altimeter setting, wind
data, temperature, dewpoint and density
altitude.
AWOS-2 Reports same as AWOS-1 plus visibil ity.
AWOS-3 Reports the same as AWOS-2 plus
cloud/ceiling data.
AUTOMATED WEATHER SENSOR SYSTEM
(AWSS) - A surface weather observing system
similar to AWOS and ASOS, providing all the weather
information furnished by ASOS systems. The AWSS
sensor suite automatically collects, measures, pro
cesses, and broadcasts surface weather data includ
ing altimeter setting, temperature and dew point,
cloud height and coverage, visibility, present weather
(rai n, drizzle, snow), rain accumulation, freezing rain,
thunderstorms, fog, mist, haze, freezing fog, as well
as wind speed, di rection, and gusts.
BRAKING ACTION (GOOD, FAIR, POOR, NIL) A
report of conditions on the airport movement area
providing a pilot with a degree/quality of braking that
might be expected. Braking action is reported in
terms of good, fair, poor, or nil.
CARDINAL ALTITUDES OR FLIGHT LEV
ELS - "Odd" or "Even" thousand-foot altitudes
or flight levels; e. g. , 5000, 6000, 7000, FL60, FL250,
FL260, FL270.
CATCH POINT - A fixlwaypoint that serves as a
transition point from the hi gh altitude waypoint nav
igation structure to the low altitude structure or an
arrival procedure (STAR).
CEILING (ICAO) -The height above the ground or
water of the base of the lowest layer of cloud below
6000 meters (20,000 feet) covering more than halfthe
sky.
CEILING (USA) The height above the earth's sur
face of the lowest layer of clouds or obscuring phe
nomena that is reported as "broken", "overcast", or
"obscuration", and not classified as 'thin", or "partial".
CHART CHANGE NOTICES - Jeppesen Chart
Change Notices include significant information
changes affecting Enroute, Area, and Terminal
charts. Entries are published until the temporary
condition no longer exists, or until the permanent
change appears on revised charts. Enroute chart
numbers / panel numbers / letters and area chart
identifiers are included for each entry in the en route
portion of the Chart Change Notices. To avoid
duplication of information in combined Enroute and
Terminal Chart Change Notices , navaid conditions,
except for ILS components, are listed only in the
Enroute portion of the Chart Change Notices . All
times are local unless otherwise indicated. Arrows
JEPPESEN SANDERSON, INC., 1984, 2007. ALL RIGHTS RESERVED.
4 INTRODUCTION <1JLL 1 [[Jeeeem
CHART GLOSSARY

indicate new or revised information. Chart Change

Notices are only an abbreviated service. Always ask
for pertinent NOTAMs prior to flight.
COMMON TRAFFIC ADVISORY FREQUENCY
(CTAF) (USA) -A frequency designed for the pur
pose of carrying out airport advisory practices while
operating to or from an uncontrolled airport. The
CTAF may be a UNI COM, Multicom, FSS, or tower
frequency.
COMMUNITY AERODROME RADIO STATION
(CARS) - An aerodrome radio that provides
weather, field conditions, accepts flight plans and
position reports.
COMPULSORY REPORTING POINTS -Reporting
points which must be reported to ATC. They are
designated on aeronautical charts by solid triangles
or filed in a flight plan as fixes selected to define
di rect routes. These points are geographical loca
tions which are defined by navigation aids/fixes.
Pilots should discontinue position reporti ng over
compulsory reporting points when informed by ATC
that their aircraft is in "radar contact."
CONDITIONAL ROUTES (CDR) (Europe)
Category 1 , 2, 3.
Category 1: Permanently plannable CDR during
designated times.
Category 2: Plannable only during times
designated i n the Conditional
Route Availability Message (CRAM)
published at 1 500Z for the 24 hour
period starting at 0600Z the next day.
Category 3: Not plannable. Usable only when
di rected by ATC.
CONTROL AREA (ICAO) - A controlled airspace
extending upwards from a specified l imi t above the
earth.
CONTROLLED AIRSPACE - An airspace of
defined dimensions wi thin which air traffic control
service is provided to IFR flights and to VFR fl ights
i n accordance with the airspace classification.
NOTE: Controlled airspace is a generic term which
covers ATS airspace Classes '", "8", "C", "0", and
"E
".
CONTROL ZONE (ICAO) - A controlled airspace
extending upwards from the surface of the earth to
a specified upper limit.
COURSE -
a. The intended direction of flight in the horizontal
plane measured i n degrees from north.
b. The ILS localizer signal pattern usually specified
as front course or back course.
c. The intended track along a straight, curved, or
segmented MLS path.
CRITICAL HEIGHT -lowest height i n relation to an
aerodrome specified level below which an approach
procedure cannot be continued i n a safe manner
solely by the aid of instruments.
DECISION ALTITUDE/HEIGHT (DA/H) (ICAO) -A
specified altitude or height (A/H) i n the precision
approach at which a missed approach must be initi
ated if the required visual reference to continue the
approach has not been established.
NOTE:
a
. Decision alttude (DA) is referenced to mean sea
level (MSL) and decision height (DH) is refer
enced to the threshold eI9l'ation.
b. The required visual reference means that sec
tion of the visual aids or of the approach area
which should have been in view for suficient
time for the pilot to have made an assessment of
the aircraf position and rate of change of posi
tion, in relation to the desired fight path.
DECISION HEIGHT (DH) (USA) - With respect to
the operation of aircraft, means the height at which a
decision must be made, during an IlS or PAR instru
ment approach, to either continue the approach or to
execute a missed approach.
NOTE: Jeppesen approach charts use the abbrevia
tion DA(H). The decision altitude "DA" is referenced
to mean sea level (MSL) and the parenthetical deci
sion height (DH) is referenced to the TDZE or thresh
old elevation. A DA(H) of I440f {200f is a Decision
Altitude of I440hand a Decision Height of 200f.
DEPARTURE CLEARANCE VIA DATA LINK
(DCL) - Provides assistance for requesting and
delivering information and clearance, with the objec
tive of reducing aircrew and controller workload. The
DCl service shall be initiated by the aircrew at a
suitable time between Ti and Tt where:
Ti - the earliest time at which a DCl service can
be i nitiated;
Tt - the latest time after which an aircrew, having
not completed the DCl service, is still able
to receive by voice procedures and i n due
time, the vocal departure clearance.
The third time parameter of the DCl acknowledge
procedure is T1 where:
T1 - timer i mplemented lD the ATS ground system
between the sending by ATS ground system
of the DCl clearance message and the
reception by it of the read-back of DCl
clearance message.
|
DIRECT ROUTE A requested route pub-
lished on a Jeppesen Enroute or Area chart to assist
pilots who have previous knowledge of acceptance
of these routes by ATC. Use of a Di rect route may
require prior ATC approval and may not provide ATC
or Advisory services, or be acceptable in flight plans.
DISPLACED THRESHOLD - A threshold that is
located at a point on the runway other than the
designated beginni ng of the runway.
ENROUTE FLIGHT ADVISORY SERVICE (FLIGHT
WATCH) - A service specifically designed to pro
vide, upon pilot request, timely weather information
pertinent to the type of flight, intended route of flight,
and altitude. The FSSs providing this service are indi
cated on Jeppesen Enroute and Area charts.
JEPPESEN SANDERSON, INC., '984, ?7. AlL HlUH RESERVD.
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[[Jeeeem 27 JuL07 INTRODUCTION 5
CHART GLOSSARY
FAA AIR CARRIER OPERATIONS SPECIFICA
TIONS Document issued to users operating under
Federal Aviation Admi nistration Regulations (FAR)
Parts 1 21,1 25,1 27,1 29,and 1 35.Operations Spec
ifications are establ ished and formalized by FARs.
The primary purpose of FAA Air Carrier Operations
Specifications is to provide a legally enforceable
means of prescribing an authorization, l i mitation
and/or procedures for a specific operator. Operations
Specifications are subject to expeditious changes.
These changes are usually too time critical to adopt
through the regulatory process.
FEEDER FIX - The fix depicted on instrument
approach procedure charts which establishes the
starting point of the feeder route.
FEEDER ROUTE -Routes depicted on instrument
approach procedure charts to designate routes for
aircraft to proceed from the en route structure to the
initial approach fix (lAF).
FINAL APPROACH COURSE A published MLS
course, a straight line extension of a localizer, a final
approach radial/bearing, or a runway centerline all
without regard to distance.
FINAL APPROACH (ICAO) -That part of an instru
ment approach procedure which commences at the
specified final approach fix or point, or where such a
fix or point is not specified,
a. at the end of the last procedure turn, base turn
or inbound turn of a racetrack procedure, if spec
ified; or
b. at the point of interception of the last track spec
ified in the approach procedure; and ends at a
point i n the vicinity of an aerodrome from which:
1 . a landing can be made; or
2. a missed approach procedure is i nitiated.
FINAL APPROACH FIX (FAF) - The fix from
which the final approach ( l FR) to an airport is exe
cuted and which identifies the beginning of the final
approach segment. It is designated in the profile
view of Jeppesen Terminal charts by the Maltese
Cross symbol for non-precision approaches and
by the glide slope/path intercept point on precision
approaches. The glide slope/path symbol starts at
the FAF. When ATC di rects a lower-than-published
Glide Slope/Path I ntercept Altitude, it is the resultant
actual point of the glide slope/path intercept.
FINAL APPROACH FIX (FAF) (AUSTRALIA) - A
specified point on a non-precision approach which
identifies the commencement of the final segment.
The FAF is designated in the profile view of Jeppesen
Terminal charts by the Maltese Cross symbol.
FINAL APPROACH -IFR (USA) -The flight path
of an aircraft which is inbound to an airport on a final
instrument approach course, beginning at the final
approach fix or point and extending to the airport or
the point where a circle-to-Iand maneuver or a missed
approach is executed.
FINAL APPROACH POINT (FAP) (USA) - The
point, applicable only to a non-precision approach
with no depicted FAF (such as an on-airport VORl,
where the aircraft is established inbound on the final
approach course from the procedure turn and where
the final approach descent may be commenced. The
FAP serves as the FAF and identifies the beginning
of the final approach segment.
FINAL APPROACH FIX OR POINT (FAP)
(ICAO) That fix or pOint of an instrument approach
procedure where the final approach segment com
mences.
FINAL APPROACH POINT (FAP) (AUS
TRALIA) -A specified point on the glide path of a
precision i nstrument approach which identifies the
commencement of the final segment.
NOTE: The FAP is co-incident with the FAF of a local
izer-based non-precision apprach.
FLIGHT INFORMATION REGION (FIR, UIR) - An
airspace of defined dimensions within which Flight
Information Service and Alerting Service are pro
vided.
a. Flight I nformation Service (FI S) - A service
provided for the purpose of giving advice and
information useful for the safe and efficient con
duct of flig hts.
b. Alerting Service -A service provided to notify
appropriate organizations regarding aircraft in
need of search and rescue aid, and assist such
organizations as required.
FLIGHT WATCH (USA) -A shortened term for use
i n air-ground contacts to identify the flight service sta
tion providing Enroute Flight Advisory Service; e. g. ,
"Oakland Flight Watch. "
FLY-BY WAYPOINT -A fly-by waypoint requi res the
use of turn anticipation to avoid overshoot of the next
flight segment.
FLY-OVER WAYPOINT A fly-over waypoint pre
cludes any turn until the waypoint is overflown and is
followed by an intercept maneuver of the next flight
segment.
GLIDE PATH (ICAO) -A descent profile determined
for vertical guidance during a final approach.
GLIDE SLOPE (GS) (USA) Provides vertical guid
ance for aircraft during approach and landing. The
glide slope/glidepath is based on the following:
a. El ectronic components emitting signals
which provide vertical guidance by reference
to airborne instruments during instrument
approaches such as ILS/MLS; or
b. Visual ground aids, such as VASI , which provide
vertical guidance for a VFR approach or for the
visual portion of an instrument approach and
landing.
c. PAR, used by ATC to inform an aircraft making a
PAR approach of its vertical position (elevation)
relative to the descent profile.
GLIDE SLOPE l GLIDE PATH INTERCEPT ALTI
TUDE -The minimum altitude to intercept the glide
slope/path on a precision approach. The intersec
tion of the published intercept altitude with the glide
slope/path, designated on Jeppesen Terminal charts
by the start of the glide slope/path symbol, is the pre
cision FAF; however, when ATC directs a lower alti
tude, the resultant lower intercept position is then the
FAF.
JEPPESEN SANDERSON, INC., 1984, 2007. ALL RIGHTS RESERVED.
6 INTRODUCTION ZJLL [[ueeeem
CHART GLOSSARY
GLOBAL NAVIGATION SATELLITE SYSTEMS
(GNSS) - An "umbrella" term adopted by the
International Civil Aviation Organization (ICAO) to
encompass any independent satellite navigation
system used by a pilot to perform onboard position
determinations from the satellite data.
GLOBAL POSITIONING SYSTEM (GPS) A
space-based radio positioni ng, navigation, and
time-transfer system. The system provides highly
accurate position and velocity information, and
precise time, on a continuous global basis, to an
unl i mited number of properly equipped users. The
system is unaffected by weather, and provides a
worldwide common grid reference system, The GPS
concept is predicated upon accurate and continuous
knowledge of the spatial position of each satellite
i n the system with respect to time and distance
from a transmitting satellite to the user. The GPS
receiver automatically selects appropriate signals
from the satellites i n view and translates these into
a three-dimensional position, velocity, and time. Sys
tem accuracy for civil users is normally 1 00 meters
horizontally.
GRID MINIMUM OFFROUTE ALTITUDE (Grid
MORA) An altitude derived by Jeppesen or pro
vided by State Authorities. The Grid MORA altitude
provides terrain and man-made structure clearance
within the section outlined by latitude and longitude
lines. MORA does not provide for navaid signal cov
erage or communication coverage.
a, Grid MORA values derived by Jeppesen clear
all terrain and man-made structures by 1 000 feet
i n areas where the highest elevations are 5000
feet MSL or lower. MORA values clear all ter
rain and man-made structures by 2000 feet i n
areas where the hi ghest elevations are 5001 feet
MSL or higher. When a Grid MORA is shown as
"Unsurveyed" it is due to incomplete or insuffi
cient information. Grid MORA values followed by
a +/- denote doubtful accuracy, but are believed
to provide sufficient reference point clearance.
b. Grid MORA (State) altitude supplied by the State
Authority provides 2000 feet clearance i n moun
tainous areas and 1000 feet in non-mountainous
areas.
GROUND COMMUNICATIONS OUTLET (GCO)
(USA) - An unstaffed, remotely controlled ground
/ ground communications facility. Pilots at uncon
trolled ai rports may contact ATC and FSS via VHF
to a telephone connection to obtain an instrument
clearance or close a VFR or IFR flight plan. They may
also get an updated weather briefing prior to takeoff.
Pilots will use four "key clicks" on the VHF radio to
contact the appropriate ATC facility, or six "key clicks"
to contact FSS. The GCO system is intended to be
used only on the ground.
HEIGHT ABOVE AIRPORT (HAA) -The height of
the Mi ni mum Descent Altitude (MDA) above the pub
lished airport elevation. This is published i n conjunc
tion with circling minimums.
HEIGHT ABOVE TOUCHDOWN (HAT) -The height
of the Decision Height or Minimum Descent Altitude
above the highest runway elevation i n the touchdown
zone of the runway. HAT is published on instrument
approach charts in conjunction with all straight-in min
imums.
HIGH FREQUENCY COMMUNICATIONS - High
radio frequencies (HF) between 3 and 30 MHz used
for air-to-ground voice communication i n overseas
operations.
HIGH SPEED TAXIWAY / TURNOFF (HST) -A long
radius taxiway designed and provided with lighting or
marking to define the path of an aircraft, traveling at
high speed (up to 60 knots), from the runway center
to a point on the center of a taxiway. Also referred to
as long radius exit or turnof taxiway. The high speed
taxiway is designed to expedite aircraft turning off
the runway after landing, thus reducing runway occu
pancy time.
HOLD l HOLDING PROCEDURE - A prede
termined maneuver which keeps aircraft within a
specified airspace while awaiting further clearance
from air traffic control. Also used during ground oper
ations to keep aircraft within a specified area or at a
specified point while awaiting further clearance from
air traffic control.
ILS CATEGORIES (ICAO) -
a. |LS Category I - An ILS approach procedure
which provides for an approach to a decision
height not lower than 200 feet (60m) and a visi
bility not less than 2400 feet (800m) or a runway
visual range not less than 1 800 feet (550m).
b. ILS Category I I (Special authorization required)
- An ILS approach procedure which provides
for an approach to a decision height lower than
200 feet (60m) but not lower than 1 00 feet (30m)
and a runway visual range not less than 1200
feet (350m).
c. I LS Category III (Special authorization required)
1. lilA - An ILS approach procedure which
provides for approach with either a decision
height lower than 1 00 feet (30m) or with no
decision height and with a runway visual
range of not less than 700 feet (200m).
2. IIIB - An I LS approach procedure which
provides for approach with either a decision
height lower than 50 feet (1 5m) or with no
decision height and with a runway visual
range of less than 700 feet (200m) but not
less than 1 50 feet (50m).
3. IIIC - An I LS approach procedure which
provides for approach with no decision
height and no runway visual range l i mita
tions.
d. Some areas require special authorization for ILS
Category I approaches. In these areas, an addi
tional category of approach called ILS is avail
able without special authorization. These I LS
approaches have mi ni mums hi gher than a deci
sion height of 200 feet and a runway visual range
value of 2600 feet. Jeppesen approach charts,
at these locations, will have a notation i n the
chart heading or i n the minimum box titles.
JEPPESEN SANDERSON. INC . 1984, 2007.ALL RIGHTS RESERVED.
[jueeeem Z JUL INTRODUCTION 7
CHART GLOSSARY
ILS CATEGORIES (USA) -
a. ILS Category I - An ILS approach procedure
which provides for approach to a height above
touchdown of not less than 200 feet and with
runway visual range of not less than 1 800 feet.
b. ILS Category II -An ILS approach procedure
which provides for approach to a height above
touchdown of not less than 1 00 feet and with
runway visual range of not less than 1 200 feet.
c. ILS Category I I I -
1 . IliA -An ILS approach procedure which
provides for approach without a decision
height minimum and with runway visual
range of not less than 700 feet.
2. I I I B - An ILS approach procedure which
provides for approach without a decision
height minimum and with runway visual
range of not less than 1 50 feet.
3. I I iC - An ILS approach procedure which
provides for approach without a decision
height minimum and without runway visual
range mi ni mum.
INSTRUMENT DEPARTURE PROCEDURE (DP)
(USA) A preplanned instrument flight rule (IFR)
air traffic control departure procedure printed for pilot
use i n graphic and/or textual form. DPs provide tran
sition from the terminal to the appropriate enroute
structure.
INTERNATIONAL AIRPORT (ICAO) - Any airport
designated by the Contracting State i n whose territory
it is situated as an airport of entry and departure for
international air traffic, where the formalities incident
to customs, immigration, public health, animal and
plant quarantine and similar procedures are carried
out.
INTERNATIONAL AIRPORT (USA) - Relating to
international flight, it means:
a. An airport of entry which has been designated
by the Secretary of Treasury or Commissioner of
Customs as an international airport for customs
service.
b. A landing rights airport at which specific per
mission to land must be obtained from customs
authorities i n advance of contemplated use.
c. Ai rports designated under the Convention on
I nternational Civil Aviation as an airport for use
by international air transport and/or international
general aviation.
INTERNATIONAL CIVIL AVIATION ORGANIZA
TION (ICAO) - A specialized agency of the United
Nations whose objective is to develop the principles
and techniques of international air navigation and to
foster planning and development of international civil
air transport.
LAND AND HOLD SHORT OPERATIONS -Oper
ations which include simultaneous takeoffs and
landings and/or simultaneous landings when a land
ing aircraft is able and is instructed by the controller
to hold short of the intersecting runway / taxiway
or designated hold short point. Pilots are expected
to promptly i nform the controller if the hold short
clearance cannot be accepted.
LANDING DISTANCE AVAILABLE (LOA)
(ICAO) - The length of runway which is declared
available and suitable for the ground run of an
airplane landing.
LATERAL NAVIGATION (LNAV) -LNAV minimums
are for lateral navigation only, and the approach mini
mum altitude wi l l be published as a minimum descent
altitude (MDA). LNAV provides the same level of ser
vice as the present G PS stand-alone approaches.
LNAV minimums support the following navigation
systems: WAAS, when the navigation solution will
not support vertical navigation; and, GPS navigation
systems which are presently authorized to conduct
GPS/GNSS approaches.
LATERAL NAVIGATION lVERTICAL NAVIGATION
(LNAVNNAV) I dentifies APV minimums devel
oped to accommodate an RNAV lAP with vertical
guidance, usually provided by approach certified
Baro-VNAV, but with lateral and vertical integrity
limits larger than a precision approach or LPV. LNAV
stands for Lateral Navigation; VNAV stands for Ver
tical Navigation. These minimums can be flown by
aircraft with a statement i n the Ai rcraft Flight Manual
(AFM) that the i nstalled equipment supports GPS
approaches and has an approach-approved baro
metric VNAV, or if the aircraft has been demonstrated
to support LNAVNNAV approaches. This i ncludes
Class 2, 3 and 4 TSO-C146 WAAS equipment.
Ai rcraft using LNAVNNAV minimums will descend
to landing via an internally generated descent path
based on satellite or other approach approved VNAV
systems. WAAS equipment may revert to this mode
of operation when the signal does not support "pre
cision" or LPV integrity. Since electronic vertical
guidance is provided, the approach minimum altitude
will be published as a decision altitude (DA).
LOCAL AIRPORT ADVISORY (LAA) - A service
provided by flight service stations or the military at
airports not serviced by an operating control tower.
This service consists of providing i nformation to arriv
ing and departing aircraft concerning wind direction
and speed, favored runway, altimeter setti ng, perti
nent known traffic, pertinent known field conditions,
airport taxi routes and traffic patterns, and authorized
instrument approach procedures. This information is
advisory i n nature and does not constitute an ATC
clearance.
LOCALIZER PERFORMANCE WITH VERTICAL
GUIDANCE (LPV) - Identifies the APV minimums
that incorporate electronic lateral and vertical guid
ance. The lateral guidance is equivalent to localizer,
and the protected area is considerably smaller
than the protected area for the present LNAV and
LNAVNNAV lateral protection. Ai rcraft can fly these
minimums with a statement i n the Ai rcraft Flight Man
ual (AFM) that the installed equipment supports LPV
approaches. This includes Class 3 and 4 TSO-C1 46
WAAS equipment, and future LAAS equipment.
LOW ALTITUDE AIRWAY STRUCTUREI FEDERAL
AIRWAYS (USA) -The network of airways serving
aircraft operations up to but not including 1 8,000 feet
MSL.
LOW FREQUENCY (LF) - The frequency band
between 30 and 300 kHz.
JEPPESEN SANDERSON. INC . 1984, 2007. ALL RI GHTS RESERVED.
8 INTRODUCTION Z1 JuL1 [[Jeesem
CHART GLOSSARY
MAGNETIC VARIATION -The orientation of a hor
izontal magnetic compass with respect to true north.
Because there is a continuous small change of di rec
tion of lines of magnetic force over the surface of the
earth, magnetic variation at most locations is not con
stant over long periods of time.
MANDATORY ALTITUDE -An altitude depicted on
an instrument approach procedure chart requiring the
aircraft to maintain altitude at the depicted value.
MANDATORY FREQUENCY (MF) - A frequency
designated at selected ai rports that are uncontrolled
during certain hours only. Aircraft operating within
the designated MF Area, normally 5 NM radius of the
airport, must be equipped with a functioning radio
capable of maintaining two-way communications.
Jeppesen charts list the MF frequency and the area
when other than the standard 5 NM.
MAXIMUM AUTHORIZED ALTITUDE (MAA) A
published altitude representing the maximum usable
altitude or flight level for an ai rspace structure or route
segment.

MEDIUM FREQUENCY (MF) - The frequencies

between 300 kHz and 3 MHz.
MINIMUM CROSSING ALTITUDE (MCA) The
lowest altitude at certain fixes at which an ai rcraft
must cross when proceeding i n the di rection of a
higher mi ni mum enroute IFR altitude (MEA).
MINIMUM DESCENT ALTITUDE/HEIGHT (MDAlH)
(ICAO) A specified altitude or height i n a non-pre
cision approach or circling approach below which
descent may not be made without visual reference.
MINIMUM DESCENT ALTITUDE (MDA)
(USA) - The lowest altitude, expressed in
feet above mean sea level, to which descent is
authorized on final approach or during circle-to-Iand
maneuvering in execution of a standard instrument
approach procedure where no electronic glide slope
is provided.
MINIMUM ENROUTE IFR ALTITUDE (MEA) -The
lowest published altitude between radio fixes that
meets obstacle clearance requirements between
those fixes and i n many countries assures accept
able navigational signal coverage. The MEA applies
to the entire width of the ai rway, segment, or route
between the radio fixes defi ni ng the ai rway, segment,
or route.
MINIMUM IFR ALTITUDES Mi ni mum altitudes for
IFR operations are published on aeronautical charts
for airways, routes, and for standard i nstrument
approach procedures. Within the USA, if no appli
cable minimum altitude is prescri bed the following
mini mum I FR altitudes apply.
a. I n designated mountainous areas, 2000 feet
above the highest obstacle within a horizontal
distance of 4nautical miles from the course to
be flown; or
b. Other than mountainous areas, 1 000 feet above
the highest obstacle within a horizontal distance
of 4nautical miles from the course to be flown;
or
c. As otherwise authorized by the Administrator or
assigned by ATC.
MI NI MUM OBSTRUCTION CLEARANCE ALTI
TUDE (MOCA) - The lowest published altitude in
effect between radio fixes on VOR airways, off airway
routes, or route segments which meets obstacle
clearance requirements for the entire route segment
and i n the USA assures acceptable navigational sig
nal coverage only within 22 nautical miles of a VOR.
MINIMUM OFF-ROUTE ALITUDE (MORA) -This
is an altitude derived by Jeppesen. The NLmP
provides known obstruction clearance 10 NM either
side of the route centerline including a 10 NM radius
beyond the radio fix reporting or mileage break defin
ing the route segment. For terrain and man-made
structure clearance refer to Grid MORA.
MINIMUM RECEPTION ALTITUDE (MRA) - The
lowest altitude at which an intersection can be deter
mi ned.
MINIMUM SAFE ALTITUDE (MSA) - Altitude
depicted on an instrument approach chart and iden
tified as the mi ni mum safe altitude which provides
1 000 feet of obstacle clearance within a 25 NM radius
from the navigational facility upon which the MSA is
predicated. If the radius limit is other than 25 NM,
i t is stated. Thi s altitude i s for EMERGENCY USE
ONLY and does not necessarily guarantee navaid
reception. When the MSA is divided into sectors, with
each sector a different altitude, the altitudes in these
sectors are referred to as "minimum sector altitudes".
MINIMUM SECTOR ALTITUDE (MSA)
(ICAO) The lowest altitude that may be
used under emergency conditions that provides
a mi ni mum clearance of 300 meters (1 000 feet)
above all obstacles within a sector of a circle of 46
kilometers (25 NM) centered on a navigational aid.
MINIMUM VECTORING ALTITUDE (MVA) The
lowest MSL altitude at which an I FR aircraft will be
vectored by a radar controller, except as otherwise
authorized for radar approaches, departures and
missed approaches. The altitude meets IFR obstacle
clearance criteria. It may be lower than the published
MEA along an ai rway of J-route segment. It may be
utilized for radar vectoring only upon the controller"s
determination that an adequate radar return is being
received from the ai rcraft being controlled. Charts
depicting mi ni mum vectoring altitudes are normally
available only to the controllers, not to pilots.
MISSED APPROACH -
a. A maneuver conducted by a pilot when an
instrument approach cannot be completed
to a landing. The route of flight and altitude
are shown on instrument approach procedure
charts. A pilot executing a missed approach
prior to the Missed Approach Point (MAP) must
continue along the final approach to the MAP.
The pilot may cl i mb immediately to the altitude
specified i n the missed approach procedure.
b. A term used by the pilot to inform ATC that
he/she is executing the missed approach.
c. At locations where ATC radar service is provided
the pilot should conform to radar vectors, when
provided by ATC, i n lieu of the published missed
approach procedure.
JEPPESEN SANDERSON, INC ., 1984. 2007. ALL RIGHTS RESERVED.
[jJeeeem 27 JuL07 INTRODUCTION 9
CHART GLOSSARY
MISSED APPROACH POINT (MAP) (ICAO) That
point i n an instrument approach procedure at or
before which the prescribed missed approach pro
cedure must be initiated i n order to ensure that the
mi ni mum obstacle clearance is not infringed.
MISSED APPROACH POINT (MAP) (USA) A
point prescribed i n each instrument approach pro
cedure at which a missed approach procedure shall
be executed if the required visual reference does not
exist.
MOUNTAINOUS AREA (ICAO) An area of chang
ing terrain profile where the changes of terrain eleva
tion exceed 3000 feet (900m) within a distance of 1 0
NM.
NON-PRECISION APPROACH PROCEDURE A
standard instrument approach procedure i n which no
electronic glideslope is provided; e. g. , VOR, TACAN,
NOB, LOC, ASR, LOA, or SDF approaches.
NO PROCEDURE TURN (NoPT) No procedure
turn is required nor authorized.
OBSTACLE CLEARANCE ALTITUDE (HEIGHT)
OCA(H) (ICAO) The lowest altitude (OCA), or
alternatively the lowest height above the eleva
tion of the relevant runway threshold or above the
aerodrome elevation as applicable (OCH), used in
establishing compliance with the appropriate obsta
cle clearance criteria.
OBSTRUCTION CLEARANCE LIMIT (OCL) The
height above aerodrome elevation below which the
mi ni mum prescribed vertical clearance cannot be
maintained either on approach or i n the event of a
missed approach.
PILOT CONTROLLED LIGHTING (PCL)
(USA) (For other states see Air Traffic
Control Rules and Procedures.)
Radio control of lighting is available at selected air
ports to provide airborne control of lights by keying
the aircraft's microphone. The control system con
sists of a 3-step control responsive to 7, 5,and/or
3 microphone clicks. The 3-step and 2-step lighting
faci lities can be altered i n intensity. All lighting is illu
minated for a period of 15 mi nutes (except for I -step
and 2-step REI Ls which may be turned off by keying
the mike 5or 3 times, respectively).
Suggested use is to always initially key the mi ke 7
times; this assures that all controlled lights are turned
on to the maximum available intensity. If desired,
adjustment can then be made, where the capability is
provided, to a lower intensity (or the REI L turned off)
by keying the mike 5 and/or three times. Approved
lighting systems may be activated by keying the mike
as i ndicated below:
KEY MIKE FUNCTION
7 times within 5 Hi ghest intensity available
seconds
5 times within 5
seconds
3 times within 5
seconds
Medium or lower intensity
(Lower REI L or REI L Off)
Lowest intensity available
(Lower REI L or REI L Off)
Due to the close proximity of airports using the same
frequency, radio controlled lighting receivers may be
set at a low sensitivity requiring the aircraft to be rel
atively close to activate the system. Consequently,
even when lights are on, always key mike as directed
when overflying an airport of intended landing or just
prior to entering the final segment of an approach.
This will assure the aircraft is close enough to activate
the system and a full 1 5 minutes lighting duration is
avai lable.
PITCH POINT A fixfwaypoint that serves as a tran
sition point from a departure procedure or the low alti
tude ground-based navigation structure into the hi gh
alttude waypoint system.
PRECISION APPROACH PROCEDURE A stan
dard i nstrument approach procedure i n which an
electronic gl ideslope/glidepath is provided; e.g., ILS,
MLS, PAR.
PRE-DEPARTURE CLEARANCE (PDC) An
automated Clearance Delivery system relaying ATC
departure clearances from the FAA to the user net
work computer for subsequent delivery to the cockpit
via ACARS (Airline/Aviation VHF data link) where
aircraft are appropriately equipped, or to gate print
ers for pilot pickup.
PROCEDURE ALTITUDES Are recommended
altitudes developed i n coordination with Air Traffic
Control requirements to accommodate a stabilized
descent profile on a prescribed descent angle on
the final approach course and sometimes also i n the
intermediate approach segment. Procedure altitudes
are never less than segment mi ni mum safe altitudes.
PROCEDURE TURN (PT) (ICAO) A maneuver in
which a turn is made away from a designated track
followed by a turn in the opposite direction to permit
the aircraft to intercept and proceed along the recip
rocal of the designated track.
NOTE:
a. Procedure turs are designated "lef" or "right"
according to the direction of the initial tur.
b. Procedure turs may be designated as being
made either in level fight or while descending,
according to the circumstances of each individ
ual approach procedure.
PROCEDURE TURN (PT) (USA) The maneuver
prescribed when it is necessary to reverse direction
to establish an aircraft on the intermediate approach
segment or final approach course. The outbound
course, direction of turn, distance within which the
turn must be completed, and mi ni mum altitude are
specified i n the procedure. However, unless other
wise restricted, the point at which the turn may be
commenced and the type and rate of turn are at the
discretion of the pilot.
PROCEDURE TURN INBOUND That point of
a procedure turn maneuver where course reversal
has been completed and an aircraft is established
inbound on the intermediate approach segment or
final approach course. A report of "procedure turn
inbound" is normally used by ATC as a position report
for separation purposes.
QFE Height above airport elevation (or runway
threshold elevation) based on local station pressure.
JEPPESEN SANDERSON, INC., 1984, 2007. ALL RIGHTS RESERVED.
T INTRODUCTION JJUL [[Jeeeem
CHART GLOSSARY
QNE Altimeter setting 29.92 inches of mercury,
1 01 3.2 hectopascals or 1 01 3.2 millibars.
QNH -Altitude above mean sea level based on local
station pressure.
RACETRACK PROCEDURE (ICAO) -A procedure
designed to enable the ai rcraft to reduce altitude dur
ing the initial approach segment and/or establish the
ai rcraft inbound when the entry into a reversal proce
dure is not practical.
RADAR WEATHER ECHO INTENSITY LEV
ELS - Existing radar systems cannot detect
turbulence. However, there is a direct correlation
between the degree of turbulence and other weather
features associated with thunderstorms and the
radar weather echo intensity. The National Weather
Service has categorized radar weather echo inten
sity for precipitation into six levels. These levels are
sometimes expressed during communications as
"VIP LEVEL' 1 through 6 (derived from the compo
nent of the radar that produces the information -
Video Integrator and Processor). The following list
gives the "VI P LEVELS" i n relation to the precipitation
intensity within a thunderstorm:
Level 1 . WEAK
Level 2. MODERATE
Level 3. STRONG
Level 4. VERY STRONG
Level 5. I NTENSE
Level 6. EXTREME
RADIO ALTIMETER / RADAR ALTIMETER - Air
craft equipment which makes use of the reflection of
radio waves from the ground to determine the height
of the aircraft above the surface.
RAPID EXIT TAXIWAY (ICAO) - A taxiway con
nected to a runway at an acute angle and designed
to allow landing airplanes to turn off at higher speeds
than are achieved on other exit taxiways thereby min
imizing runway occupancy times.
REDUCED VERTICAL SEPARATION MINIMUMS
(RVSM) A reduction i n the vertical separation
between flight levels 290 - 410 from 2000 to 1 000
feet.
REQUIRED NAVIGATION PERFORMANCE
(RNP) -A statement of navigation position accuracy
necessary for operation within a defined ai rspace.
RNP is performance-based and not dependent on a
specific piece of equipment. RNP includes a descrip
tive number, the value being an i ndicator of the size
of the containment area (e. g. , RNP-0. 3, RNP- 1 ,
RNP-3, etc.). The different values are assigned to
terminal, departure, and enroute operations. Some
aircraft have RNP approval i n thei r AFM without a
GPS sensor. The lowest level of sensors that the FAA
will support for RNP service is DME/DME. However,
necessary DME signal may not be available at the
airport of intended operations. For those locations
having an RNAV chart published with LNAVIVNAV
minimums, a procedure note may be provided such
as " DME/DME RNP-0.3 NA." This means that RNP
ai rcraft dependent on DME/DME to achieve RNP-0.3
are not authorized to conduct this approach. Where
DME facility availability is a factor, the note may
read "DME/DME RNP-0. 3 authorized; ABC and
XYZ required. " This means that ABC and XYZ
faci lities have been determined by flight inspection
to be required i n the navigation solution to assure
RNP-0.3. VOR/DME updating must not be used for
approach procedures.
RNAV APPROACH -An instrument approach pro
cedure which relies on ai rcraft area navigation equip
ment for navigation guidance.
ROUTE MINIMUM OFFROUTE ALTITUDE (Route
MORA) - This is an altitude derived by Jeppesen.
The Route MORA altitude provides reference point
clearance within 10 NM of the route centerline
(regardless of the route width) and end fixes. Route
MORA values clear all reference points by 1 000
feet in areas where the highest reference points are
5000 feet MSL or lower. Route MORA values clear
al l reference points by 2000 feet i n areas where
the highest reference points are 5001 feet MSL or
higher. When a Route MORA is shown along a route
as "unknown" it is due to incomplete or insufficient
information.
RUNWAY EDGE LIGHTS (ICAO) Are provided for
a runway intended for use at night or for a precision
approach runway intended for use by day or night.
Runway edge lights shall be fixed lights showing vari
able white, except that:
a. i n the case of a displaced threshold, the lights
between the beginning of the runway and
the displaced threshold shall show red i n the
approach di rection; and
b. a section of the lights 600m or one-third of the
runway length, whichever is the less, at the
remote end of the runway from the end at which
the takeoff run is started, may show yellow.
RUNWAY EDGE LIGHTS (USA) - Lights used
to outline the edges of runways during periods
of darkness or restricted visibility conditions. The
light systems are classified according to the inten
sity or brightness they are capable of producing:
they are the High Intensity Runway Lights ( HI RL),
Medi um I ntensity Runway Lights ( MI RL), and the
Low I ntensity Runway Lights (RL). The HI RL and
MI RL systems have variable intensity controls, where
the RLs normally have one intensity setting.
a. The runway edge lights are white, except on
instrument runways amber replaces white on
the last 2000 feet or hal f of the runway length,
whichever is less, to form a caution zone for
landings.
b. The lights marking the ends of the runway emit
red light toward the runway to i ndicate the end
of runway to a departing aircraft and emit green
outward from the runway end to indicate the
threshold to landing aircraft.
RUNWAY MARKINGS -
a. Basic marking -Markings on runways used for
operations under visual flight rules consisting of
centerline markings and runway di rection num
bers and, if required, letters.
JEPPESEN SANDERSON, INC., 1984, 2007. ALL RIGHTS RESERVED.
[[Jeeeem <1 JUL ! INTRODUCTION 1 1
CHART GLOSSARY
b. Instrument marking - Markings on runways
served by nonvisual navigation aids and
intended for landings under instrument weather
conditions, consisting of basic marking plus
threshold markings.
c. All-weather (precision instrument) marking -
Marking on runways served by nonvisual pre
cision approach aids and on runways having
special operational requi rements, consisting of
instrument markings plus landing zone mark
ings and side strips.
SEGMENT MINIMUM ALTITUDE (SMA), or SEG
MENT MINIMUM SAFE ALTITUDE (SMSA) An
altitude that provides minimum obstacle clearance in
each segment of a non-precision approach. Segment
minimum (safe) altitudes can be considered "do not
descend below" altitudes and can be lower than pro
cedure altitudes which are specifically developed to
facilitate a constant rate or stabilized descent.
SEGMENTS OF AN INSTRUMENT APPROACH
PROCEDURE An instrument approach proce
dure may have as many as four separate segments
depending on how the approach procedure is struc
tured.
lCAO -
a. I nitial Approach - That segment of an instru
ment approach procedure between the initial
approach fix and the intermediate approach fix
or, where applicable, the final approach fix or
point.
b. Intermediate Approach - That segment of
an instrument approach procedure between
either the intermediate approach fix and the
final approach fix or point, or between the end
of a reversal , race track or dead reckoning track
procedure and the final approach m or point,
as appropriate.
c. Final Approach - That segment of an instru
ment approach procedure in which alignment
and descent for landing are accomplished.
d. Mi ssed Approach Procedure -The procedure
to be followed if the approach cannot be contin
ued.
08A
a. I nitial Approach - The segment between the
initial approach fix and the intermediate fix or
the point where the aircraft is established on the
intermediate course or final course.
b. I ntermediate Approach - The segment
between the intermediate fix or point and the
final approach fix.
c. Final Approach - The segment between the
final approach fix or point and the runway, airport
or missed approach point.
d. Mi ssed Approach -The segment between the
missed approach point, or point of arrival at deci
sion height, and the missed approach fix at the
prescribed altitude.
SELECTIVE CALL SYSTEM (SELCAL) -A system
which permits the selective calling of individual air
craft over radiotelephone channels linking a ground
station with the aircraft.
SIDESTEP MANEUVER A visual maneuver
accomplished by a pilot at the completion of an
instrument approach to permi t a straight-in landing
on a parallel runway not more than 1 200 feet to either
side of the runway to which the instrument approach
was conducted.
SPECIAL USE AIRSPACE - Ai rspace of defined
dimensions identified by an area on the surface of the
earth wherein activities must be confined because
of their nature and/or wherein l i mitations may be
imposed upon aircraft operations that are not a part
of those activities. Types of special use airspace are:
a. Alert Area (USA) - Airspace which may con
tain a high volume of pilot training activities or an
unusual type of aerial activity, neither of which is
hazardous to aircraft. Alert Areas are depicted
on aeronautical charts for the information of non
participating pilots. All activities within an Alert
Area are conducted i n accordance with Federal
Aviation Regulations, and pilots of participating
aircraft as well as pilots transiting the area are
equally responsible for collision avoidance.
b. Controlled Firing Area (USA) - Ai rspace
wherein activities are conducted under con
ditions so controlled as to eliminate hazards
to nonparticipating ai rcraft and to ensure the
safety of persons and property on the ground.
c. Mi litary Operations Area (MOA) (USA) - A
MOA is airspace established outside of a Class
"A" airspace area to separate or segregate cer
tain nonhazardous military activities from I FR
traffic and to identify for VFR traffic where these
activities are conducted.
d. Prohibited Area - Ai rspace designated under
FAR Part 73 within which no person may operate
an aircraft without the permission of the using
agency.
e. Restricted Area (USA) -Airspace designated
under Part 73, within which the flight of air
craft, while not wholly prohibited, is subject
to restriction. Most restricted areas are des
ignated joint use and I FRNFR operations in
the area may be authorized by the controlling
ATC facility when it is not being utilized by the
using agency. Restricted areas are depicted on
enroute charts. Where joint use is authorized,
the name of the ATC contrOlling facility is also
shown.
f. Restricted Area (ICAO) - An airspace of
defined dimensions, above the land areas or
territorial waters of a state, within which the
flight of aircraft is restricted in accordance with
certain specified coordinates.
g. Warning Area -A warning area i s airspace of
defined di mensions from 3 nautical miles out
ward from the coast of the United States, that
contains activity that may be hazardous to non
participating aircraft. The purpose of such warn
ing areas is to warn nonparticipating pilots of the
potential danger. A warning area may be located
over domestic or international waters or both.
J|||bbN ANDLH6ON, INC . !SS4,2 ?. ALL HlGHS HESERED.
1 2 INTRODUCTION ZJUL [[Jeesem
CHART GLOSSARY
STANDARD INSTRUMENT ARRIVAL (STAR)
(ICAO) A designated instrument flight rule (I FR)
arrival route l i nki ng a significant point, normally on
an ATS route, with a point from which a published
instrument approach procedure can be commenced.
STANDARD INSTRUMENT DEPARTURE (SID)
(ICAO) A designated instrument flight rule (I FR)
departure route li nki ng the aerodrome or a specified
runway of the aerodrome with a specified point,
normally on a designated ATS route, at which the
en route phase of a flight commences.
STANDARD INSTRUMENT DEPARTURE (SID)
(USA) A preplanned instrument flight rule (I FR)
air traffic control departure procedure printed for pilot
use i n graphic and/or textual form. SIDs provide tran
sition from the terminal to the appropriate enroute
structure.
STANDARD TERMINAL ARRIVAL ROUTE (STAR)
(USA) A preplan ned instrument flight rule (I FR) air
traffic control arrival procedure published for pilot use
i n graphic and/or textual form. STARs provide transi
tion from the enroute structure to an outer fix or an
instrument approach fix/arrival waypoint i n the termi
nal area.
STATION DECLINATION The orientation with
respect to true north of VHF transmitted signals.
The orientation i s originally made to agree with the
magnetic variation (an uncontrollable global phenom
enon) at the site. Hence station declination (fixed by
man) may differ from changed magnetic variation
until the station is reoriented.
SUBSTITUTE ROUTE A route assigned to pilots
when any part of an airway or route is unusable
because of navaid status.
SUNSET AND SUNRISE The mean solar times
of sunset and sunrise as published in the Nautical
Almanac, converted to local standard time for the
locality concerned. Within Alaska, the end of evening
civi l twi li ght and the beginning of morning civil twilight,
as defined for each locality.
SURFACE MOVEMENT GUIDANCE AND CON
TROL SYSTEM (SMGCS) (USA) Provisions for
guidance and control or regulation for facilities, infor
mation, and advice necessary for pilots of ai rcraft
and drivers of ground vehicles to find their way an the
airport during low visibility operations and to keep
the ai rcraft or vehicles on the surfaces or within the
areas intended for their use. Low visibility operations
for this system means reported conditions of RVR
1 200 or less.
SURVEILLANCE APPROACH (ASR) An instru
ment approach wherein the air traffic controller issues
instructions, for pilot compliance, based on aircraft
position in relation to the final approach course
(azimuth) , and the distance (range) from the end
of the runway as displayed on the controller's radar
scope. The controller will provide recommended
altitudes on final approach if requested by the pilot.
TAKE-OFF DISTANCE AVAILABLE (TODA)
(ICAO) The length of the takeoff run available
plus the length of the clearway, if provided.
TAKE-OFF RUN AVAILABLE (TORA) (ICAO) The
length of runway declared available and suitable for
the ground run of an airplane taking off.
TERMINAL CONTROL AREA (ICAO) A control
area normally established at the confluence of ATS
routes in the vicinity of one or more major aero
dromes.
TERMINAL ARRIVAL AREA (FAA) / TERMINAL
AREA ALTITUDE (ICAO) (TAA) Provides a
seamless and efficient transition from the en route
structure to the terminal environment to an underly
i ng RNAV instrument approach procedure for FMS
and/or GPS equipped aircraft. Mi ni mum altitudes
depict standard obstacle clearances compatible
with the associated instrument approach procedure.
TAAs will not be found on all RNAV procedures,
particularly i n areas with a heavy concentration of
air traffic. When the TAA i s published, it replaces the
MSA for that approach procedure. A standard race
track holding pattern may be provided at the center
I AF, and if present may be necessary for course
reversal and for altitude adjustment for entry into the
procedure. I n the latter case, the pattern provides
an extended distance for the descent as requi red
by the procedure. The published procedure will be
annotated to i ndicate when the course reversal is not
necessary when flying within a particular TAA (e.g.,
"NoPT"). Otherwise, the pilot i s expected to execute
the course reversal under the provisions of 1 4 CFR
Section 91 . 1 75 (USA). The pilot may elect to use the
course reversal pattern when it is not required by
the procedure, but must inform air traffic control and
receive clearance to do so.
TERMINAL VFR RADAR SERVICE (USA) A
national program instituted to extend the terminal
radar services provided instrument flight rules (I FR)
aircraft to visual flight rules (VFR) aircraft. The pro
gram i s divided into four types of service referred to
as basic radar service, terminal radar service area
(TRSA) service, Class "B" service and Class "C"
service.
a. Basic Radar Service - These services are
provided for VFR aircraft by all commissioned
terminal radar facilities. Basic radar service
includes safety alerts, traffic advisories, l i mited
radar vectoring when requested by the pilot, and
sequencing at locations where procedures have
been established for this purpose and/or when
covered by a letter of agreement. The purpose
of this service is to adjust the flow of arriving
I FR and VFR aircraft into the traffic pattern in a
safe and orderly manner and to provide traffic
advisories to departing VFR aircraft.
b. TRSA Service -This service provides, in addi
tion to basic radar service, sequencing of all
IFR and participating VFR aircraft to the pri
mary airport and separation between all partici
pating VFR aircraft. The purpose of this service
i s to provide separation between all participating
VFR aircraft and all l FR ai rcraft operating within
the area defined as a TRSA.
JEPPESEN SANDERSON. INC . !984, 2C7. ALL RIGHS RESERVED.
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[jJeeeem 27Ju| 07 INTRODUCTION
1 3
CHART GLOSSARY
c. Class "B" Service - This service provides, in
addition to basic radar service, approved sep
aration of aircraft based on IFR, VFR, and/or
weight, and sequencing of VFR arrivals to the
primary ai rport(s).
d. Class "C" Service - This service provides,
in addition to basic radar service, approved
separation between IFR and VFR aircraft, and
sequencing of VFR aircraft, and sequencing of
VFR arrivals to the primary airport.
TERMINAL RADAR SERVICE AREA (TRSA)
(USA) Airspace surrounding designated airports
wherein ATC provides radar vectoring, sequencing
and separation on a full-time basis for al l IFR and
participating VFR ai rcraft. Service provided in a
TRSA is called Stage I I I Service. Pilots' participation
is urged but is not mandatory.
THRESHOLD The beginning of that portion of the
runway usable for landing.
THRESHOLD CROSSING HEIGHT -The theoret
ical height above the runway threshold at which the
aircraft's gl i deslope antenna would be if the aircraft
maintains the trajectory established by the mean I LS
glideslope or MLS glidepath.

TOUCHDOWN ZONE ELEVATION (TDZE) The

highest elevation in the first 3000 feet of the landing
surace.
TRANSITION ALTITUDE (QNH) - The altitude in
the vicinity of an airport at or below which the vertical
position of an aircraft is controlled by reference to
altitudes (MSL).
TRANSITION HEIGHT (QFE) - The height i n the
vicinity of an airport at or below which the vertical
position of an ai rcraft is expressed in height above
the airport reference datum.
TRANSITION LAYER -The airspace between the
transition altitude and the transition level. Ai rcraft
descending through the transition layer wi l l use
altimeters set to local station pressure, whi le depart
ing ai rcraft climbing through the layer will be using
standard altimeter setting (ONE) of 29.92 inches of
Mercury, 1 01 3.2 millibars, or 1 01 3. 2 hectopascals.
TRANSITION LEVEL (QNE) The lowest flight level
available for use above the transition altitude.
TURN ANTICIPATION -Turning maneuver initiated
prior to reaching the actual ai rspace fix or turn point
that is intended to keep the aircraft within established
airway or route boundaries.
VERTICAL NAVIGATION (VNAV) - That function
of RNAV equipment which provides guidance in the
vertical plane.
VERTICAL PATH ANGLE (VPA) (USA) - The
descent angle shown on some non-precision
approaches describing the geometric descent path
from the Final approach fix (FAF), or on occasion
from an intervening stepdown fix, to the Threshold
Crossing Height (TCH). This angle may or may not
coincide with the angle projected by a Visual Glide
Slope Indicator (VASI , PAPI , PLASI , etc.)
VISIBILITY (ICAO) The ability, as determined by
atrospheric conditions and expressed in units of dis
tance, to see and identify prominent unlighted objects
by day and prominent lighted objects by night.
a. Flight Visibility -The visibility forward from the
cockpit of an aircraft in flight.
b. Ground Visibility - The visibility at an aero
drome as reported by an accredited observer.
c. Runway Visual Range (RVR) -The range over
which the pilot of an aircraft on the centerline of
a runway can see the runway surface markings
or the lights delineating the runway or identifying
its centerline.
VISIBILITY (USA) -The ability, as determined by
atmospheric conditions and expressed in units of dis
tance, to see and identify prominent unlighted objects
by day and prominent lighted objects by night. Visibil
ity is reported as statute or nautical miles, hundreds
of feet or meters.
a. Flight Visibility -The average forward horizon
tal distance, from the cockpit of an aircraft in
flight, at which prominent unlighted objects may
be seen and identified by day and prominent
lighted objects may be seen and identified by
night.
b. Ground Visibility - Prevailing horizontal visibil
ity near the earth's surface as reported by the
United States National Weather Service or an
accredited observer.
c. Prevailing Visibility - The greatest horizontal
visibility equaled or exceeded throughout at
least half the horizon circle which need not
necessarily be continuous.
d. Runway Visibility Value (RW) - The visibility
determined for a particular runway by a trans
missometer. A meter provides a continuous indi
cation of the visibility (reported in miles or frac
tions of miles) for the runway. RVV is used in lieu
of prevai ling visibility in determining mi ni mums
for a particular runway.
e. Runway Visual Range ( RVR) - An instru
mentally derived value, based on standard
calibrations, that represents the horizontal dis
tance a pilot will see down the runway from
the approach end; i t is based on the sighting
of either high intensity runway lights or on the
visual contrast of other targets whichever yields
the greater visual range. RVR, in contrast to
prevailing or runway visibil ity, is based on what
a pilot in a moving aircraft should see look
ing down the runway. RVR is horizontal visual
range, not slant visual range. It is based on the
measurement of a transmissometer made near
the touchdown point of the instrument runway
and is reported in hundreds of feet. RVR is
used i n lieu of RVV andlor prevailing visibility in
determining minimums for a particular runway.
1 . Touchdown RVR - The RVR visibility
readout values obtained from RVR equip
ment serving the runway touchdown zone.
2. Mid-RVR - The RVR readout values
obtained from RVR equipment located
midfield of the runway.
JEPPESEN SANOERSON, INC . 198. 27. ALL RIGHS RESERVED.
1 4
INTRODUCTION
CHART GLOSSARY
3. Rollout RVR - The RVR readout values
obtained from RVR equipment located
nearest the rollout end of the runway.
VISUAL APPROACH (ICAO) - An approach by
an I FR flight when either part or all of an instru
ment approach procedure is not completed and the
approach is executed in visual reference to terrain.
VISUAL APPROACH (USA) An approach con
ducted on an instrument flight rules (IFR) flight plan
which authorizes the pilot to proceed visually and
clear of clouds to the airport. The pilot must, at all
times, have either the airport or the preceding aircraft
in sight. T his approach must be authorized and under
the control of the appropriate air traffic control facility.
Reported weather at the airport must be ceiling at or
above 1 000 feet and visibility of 3 miles or greater.
VISUAL DESCENT POINT (VDP) -A defined point
on the final approach course of a non-precision
straight-in approach procedure from which normal
descent from the MDA to the runway touchdown
point may be commenced, provided the approach
threshold of that runway, or approach lights, or other
markings identifiable with the approach end of that
runway are clearly visible to the pilot.
VOLMET BROADCAST - Routine broadcast of
meteorological information for aircraft in flight.
WAY POINT - A specified geographical location
used to define an area navigation route or the flight
path of an aircraft employing area navigation.
WEATHER SYSTEMS PROCESSOR (WSP) - An
add-on weather processor to selected Airport Surveil
lance Radar (ASR)-9 faci lities that adds Doppler
weather radar capability and provides wind shear
and microburst warnings. The system gives con
trollers timely and accurate warnings for relaying to
pilots via radio communications. The WSP also pro
vides controllers with thunderstorm cell locations and
movement as well as the predicted future position
and intenSity of wind shifts that may affect airport
operations. T he system can also process precipi
tation data to reduce false severe weather reports
caused by anomalous propagation.
J7 JLL 7
[[uenneeem
JEPPESEN SANDERSON. I NC .. 1984. 2007. ALL RIGHTS RESERVED.
[[JeeeeN ZdUL1 INTRODUCTION 41
ABBREVIATIONS USED IN AIRWAY MANUAL
DEFINITIONS
AlA Air to Ai r
AAF Army Air Field
AAI M Aircraft Autonomous Integrity
Monitoring
AAI S Automated Aerodrome I nformation
Service
AAL Above Aerodrome Level
AAS Airport Advisory Service
AB Air Base
ABM Abeam
ABN Aerodrome Beacon
AC Ai r Carrier
ACA Arctic Control Area
ACA Approach Control Area
ACAS Airborne Collision Avoidance
System
ACARS Airborne Communications
Addressi ng and Reporting System
ACC Area Control Center
ACFT Aircraft
ACN Aircraft Classification Number
AD Aerodrome
ADA Advisory Area
ADF Automatic Di rection Finding
ADI Z Air Defense I dentification Zone
ADR Advisory Route
ADS Automatic Dependent Surveillance
ADV Advisory Area
AEI S Aeronautical Enroute I nformation
Service
AER Approach End of Runway
AERADI O Ai r Radio
AERO Aerodrome
AF Aux Air Force Auxiliary Field
AFB Air Force Base
AFI S Aerodrome Flight Information
Service
AFN American Forces Network
AFRS Armed Forces Radio Stations
AFRU Aerodrome Frequency Response
Uni t
AFS Ai r Force Station
AFSS Automated Flight Service Station
A/G Air-to-Ground
AGL Above Ground Level
AGNI S Azimuth Guidance Nose-in-Stand
AH Alert Height
AHP Army Heliport
AI RAC Aeronautical Information
Regulation and Control
AI REP Ai r-Report
AI S Aeronautical I nformation Services
ALA Aircraft Landing Area
ALF Auxiliary Landing Field
ALT Altitude
ALTN Alternate
AMA Area Minimum Altitude
AMSL Above Mean Sea Level
ANGB Air National Guard Base
AOE Airport/Aerodrome of Entry
AOR Area of Responsibility
APAPI Abbreviated Precision Approach
Path I ndicator
APC Area Positive Control
APCH Approach
APP Approach Control
APT Airport
APV Approach Procedure wi th Vertical
Guidance
ARB Air Reserve Base
ARI NC Aeronautical Radio, Inc.
ARO Aerodrome Reporting Officer
ARP Airport Reference Point
ARR Arrival
ARTCC Air Route Traffic Control Center
ASDA Accelerate Stop Distance Available
ASOS Automated Surface Observing
System
ASR Airport Surveillance Radar
ATA Actual Time of Arrival
ATCAA Ai r Traffic Control Assigned
Airspace
ATCC Ai r Traffic Control Center
ATCT Air Traffic Control Tower
ATD Actual Time of Departure
ATF Aerodrome Traffic Frequency
ATFM Air Traffic Flow Management
ATI S Automatic Terminal Information
Service
ATS Air Traffic Service
ATZ Aerodrome Traffic Zone
AUTH Authorized
AUW Al l -up Weight
AUX Auxiliary
AVBL Available
AWIB Aerodrome Weather I nformation
Broadcast
AWlS Aerodrome Weather Information
Service
AWOS Automated Weather Observing
System
AWSS Aviation Weather Sensor System
AWY Ai ray
AZM Azimuth
Baro VNAV Barometric Vertical Navigation
BC Back Course
JEPPESEN SANDERSON, INC., 1984, 2007. ALL RIGHTS RESERVED.
42
I NTRODUCTION 27JUL [[Jeeeem
ABBREVIATIONS USED IN AIRWAY MANUAL
BCM Back Course Marker CRS Course
BCN Beacon CST Central Standard Time
BCOB Broken Clouds or Better CTA Control Area
BCST Broadcast CTAF Common Traffic Advisory
BDRY Boundary
Frequency
BLDG Bui l di ng
CTL Control
BM Back Marker
CTOT Calculated Take-off Time
3|O Bearing
CT| Control Zone
B-RNAV Basic RNAV
CVFP Charted Visual Flight Procedure
BS Broadcast Station (Commercial)
CVFR Controlled VFR
C ATC IFR Flight Plan Clearance
D Day
Delivery Frequency DA Decision Altitude
CADI Z Canadian Ai r Defense Identification DA (H) Decision Altitude (Height)
Zone
D-ATIS Digital ATI S
CAE Control Area Extension
DCL Data Link Departure Clearance
CAlGRS Certified Air/Ground Radio Service
Service
CANPA Constant Angle Non-Precision OCT Di rect
Approach
DECMSND Decommissioned
CARS Community Aerodrome Radio
DEG Degree
Station
CAT Category
DEP Departure Control
CBA Cross Border Area
W Departure Procedure
CDFA Continuous Descent Final
DER Departure End of Runway
Approach
DEWI Z Distance Earl y Warni ng
COl Course Deviation Indicator
Identification Zone
CDR Conditional Route
OF Direction Finder
COT Central Daylight Time
DI SPL Displaced Threshold
CEI L Ceiling
THRESH
CERAP Combined Center/Radar Approach
DIST Distance
Control
DME Distance-Measuring Equipment
CFIT Controlled Flight Into Terrain
DOD Department of Defense
CGAS Coast Guard Ai r Station
DaM Domestic
CGL Circling Guidance Lights
DP Obstacle Departure Procedure
CH Channel
E East or Eastern
CH Critical Height
EAT Expected Approach Time
CHGD Changed
ECOMS Jeppesen Explanation of Common
CL Centerline Lights
Minimum Specifications
CMNPS Canadian Minimum Navigation
EDT Eastern Daylight Time
Performance Specification
EET Estimated Elapsed Time
CNF Computer Navigation Fix
EFAS Enroute Flight Advisory Service
CO County
EFF Effective
COMLO Compass Locator
EFVS Enhanced Flight Vision System
COMMS Communications
ELEV Elevation
CO NT Continuous
EMAS Engineered Materials Arresting
CONTD Continued
System
COORDS Coordinates
EMERG Emergency
COP Change Over Point
ENG Engine
CORR Corridor
EOBT Estimated Off Block Time
CP Command Post
EST Eastern Standard Time
CPDLC Controller Pilot Data Link
EST Estimated
Communications
ETA Estimated Time of Arrival
Cpt Clearance (Pre-Taxi Procedure)
ETD Estimated Time of Departure
CRP Compulsory Reporting Point
ETE Estimated Time Enroute
JEPPESEN SANDERSON, INC., 1964, 2007. ALL RIGHTS RESERVED.
[[Jeeeem 27 Ju| 07 INTRODUCTION 43
ABBREVIATIONS USED IN AIRWAY MANUAL
ETOPS Extended Range Operation with H Non-Directional Radio Beacon or
two-engine airplanes High Altitude
EVS Enhanced Vision System H24 24 Hour Service
FAA Federal Aviation Administration HAA Height Above Airport
FACF Final Approach Course Fix HALS Hi gh Approach Landing System
FAF Final Approach Fix HAS Height Above Site
FAI L Failure HAT Height Above Touchdown
FANS Future Air Navigation System HC Critical Height
FAP Final Approach Point HOG Heading
FAR Federal Aviation Regulation HF Hi gh Frequency (3-30 MHz)
FAT Final Approach Track HGS Head-up Guidance System
FATO Final Approach and Take-off Area HI Hi gh (altitude)
FCP Final Control Point HI Hi gh Intensity (lights)
FI C Fl i ght Information Center HIALS High Intensity Approach Light
FI R Flight Information Region
System
FI S Fl i ght Information Service
HI RL Hi gh I ntensity Runway Edge Lights
FL Flight Level (Altitude)
HI WAS Hazardous Inflight Weather
FLO Field
Advisory Service
FLG Flashing
HJ Sunrise to Sunset
FLT Flight
HN Sunset t o Sunrise
FM Fan Marker
HO By Operational Requirements
FMC Flight Management Computer
hPa Hectopascal (one hectopascal
one mi l l ibar)
FMS Fl i ght Management System
HR Hours (period of time)
FPM Feet Per Minute
HS During Hours of Scheduled
FPR Flight Planning Requirements
Operations
FREQ Frequency
HST High Speed Taxiway Turn-off
FSS Flight Service Station
HUD Head-up Display
FT Feet
HUDLS Head-Up Display Landing System
FTS Flexible Track System
HX No Specific Working Hours
G Guards only (radio frequencies)
Hz Hertz (cycles per second)
GA General Aviation
Island
GBAS Ground-Based Augmentation
lAC Instrument Approach Chart
System
I AF Initial Approach Fi x
GCA Ground Controlled Approach
I AML Integrity Monitor Alarm
(radar)
GCO Ground Communication Outlet
l AP Instrument Approach Procedure
GEN General
l AS I ndicated Airspeed
GLONASS Global Orbiting Navigation Satellite
l ATA International Air Transport
System
Association
GLS Global Navigation Satellite System
IAWP Initial Approach Waypoint
[GNSS] Landing System
I BN Identification Beacon
GMT Greenwich Mean Time
I CAO International Civil Aviation
GND Ground Control
Organization
GND Surtace of the Earth (either land
I DENT Identification
or water)
I F Intermediate Fix
GNSS Global Navigation Satellite System
IFBP Inflight Broadcast Procedure
GP Glidepath
I FR I nstrument Flight Rules
GPS Global Positioning System
I GS Instrument Guidance System
GPWS Ground Proximity Warning System
I LS Instrument Landing System
GS Glide Slope
1 M Inner Marker
GIS Ground Speed
I MAL Integrity Monitor Alarm
GWT Gross Weight
I MC Instrument Meteorological
Conditions
I MTA Intensive Mi litary Training Area
JEPPESEN SANDERSON, INC., 1984, 2007. ALL RIGHTS RESERVED.
44 INTRODUCTION 27JuL07 [[ueeeem
ABBREVIATIONS USED I N AI RWAY MANUAL
INDEFLY Indefinitely LSALT Lowest Safe Altitude
IN or I NS Inches LT Local Time
I NFO Information LT S Lights
I NOP Inoperative LVP Low Visibility Procedures
I NS Inertial Navigation System LWI S Limited Weather Information
I NT Intersection
System
I NTL International
M Meters
I ORRA Indian Ocean Random RNAV Area
MAA Maximum Authorized Altitude
IR I nstrument Restricted Controlled
MAG Magnetic
Ai rspace
MAHF Missed Approach Holding Fix
IS Islands MALS Medium I ntensity Approach Light
ITWS Integrated Terminal Weather
System
System MALSF Medium Intensity Approach Light
IIV I nstrumenVVisual Controlled
System with Sequenced Flashing
Ai rspace
Lights
JAA Joint Aviation Authority
MALSR Medium Intensity Approach Light
KGS Kilograms
System with Runway Alignment
I ndicator Lights
kHz Kilohertz
MAP Missed Approach Point
KI AS Knots I ndicated Ai rspeed
MAX Maximum
KM Kilometers
MB Mi l l i bars
KMH Kilometer(s) per Hour
MCA Mi ni mum Crossing Altitude
KT Knots
MCAF Mari ne Corps Ai r Facility
KTAS Knots True Airspeed
MCAS Marine Corps Air Station
L Locator (Compass)
MCTA Military Controlled Ai rspace
LAA Local Airport Advisory
MDA Minimum Descent Altitude
LAAS Local Area Augmentation System
MDA(H) Minimum Descent Altitude (Height)
LACFT Large Ai rcraft
MDT Mountain Daylight Time
LAHSO Land and Hold Short Operations
MEA Mi ni mum Enroute Altitude
LAT Latitude
MEHT Mi ni mum Eye Height Over
LBCM Locator Back Course Marker Threshold
LBM Locator Back Marker MEML Memorial
LBS Pounds (Weight) MET Meteorological
LCG Load Classification Group MF Mandatory Frequency
LCN Load Cl assification Number MFA Mi ni mum Flight Altitude
Lctr Locator (Compass) MHA Mi ni mum Holding Altitude
LOA Landing Distance Available MHz Megahertz
LOA Localizer-type Di rectional Aid MI Medium I ntensity (lights)
LDI Landing Direction Indicator MIALS Medium Intensity Approach Light
LDI N Lead-in Light System
System
LGTH Length
MI L Mi l itary
LI M Locator Inner Marker
MI M Mi nimum
LlRL Low I ntensity Runway Lights
MI N Minute
LLWAS Low Level Wind Shear Alert
MI RL Medium I ntensity Runway Edge
System
Lights
LMM Locator Middle Marker
MKR Marker Radio Beacon
LNAV Lateral Navigation
MLS Microwave Landing System
LNDG Landing
MM Middle Marker
LO Locator at Outer Marker Site
MNM Mi ni mum
LOC Localizer
MNPS Minimum Navigation Perormance
LOM Locator Outer Marker
Specifications
MOA Military Operation Area
LONG Longitude
MOCA Minimum Obstruction Clearance
LPV Localizer Performance with Vertical
Altitude
Guidance
JEPPESEN SANOERSON. INC . 1984. 2007 ALL RI GHTS RESERVED
[[Jenneeem 27JuL07 INTRODUCTION 45
ABBREVIATIONS USED IN AIRWAY MANUAL
MORA Mi ni mum Off-Route Altitude (Grid OM Outer Marker
or Route)
OPS Operations or Operates
MRA
Mi nimum Reception A|I|!uda
OIR
On Request
wC w\titOn Ee1elGec\cr P\\\\ue
L Other Times
MSL Mean Sea Level
OTR Oceanic Transition Route
MST Mountain Standard Time
OTS Out-of-Service
MTA Military Training Area
PA Precision Approach
MTAF Mandatory Traffic Advisory
PAL Pilot Activated Lighting
L
Frequency
PANS-OPS Procedures for Air Navigation
L
C
Mi ni mum Terrain Clearance
Services - Aircraft Operations
!
MTCA O
L
Altitude
PAPI Precision Approach Path I ndicator
MTMA Mi litary Terminal Control Area
PAR Precision Approach Radar
MTOW Maximum Take-off Weight
PCL Pilot Controlled Lighting
MUN Municipal
PCN Pavement Classification Number
MVA Mi ni mum Vectoring Altitude
PCZ Positive Control Zone
N Night, North or Northern
PDC Pre-Departure Cl earance
NA Not Authorized
PDG Procedure Desi gn Gradient
NAAS Naval Auxiliary Air Station
PDT Pacific Daylight Time
NADC Naval Air Development Center
PERM Permanent
NAEC Naval Air Engineering Center
Pi nS Point I n Space
NAF Naval Air Facility
PI STON Piston Aircraft
NALF Naval Auxiliary Landing Field
PJE Parachute Jumping Exercise
NAP Noise Abatement Procedure
PLASI Pulsating Visual Approach Slope
NAR North American Routes
I ndicator
NAS Naval Air Station
POFZ Precision Obstacle Free Zone
NAT North Atlantic Traffic
PPO Prior Permission Only
NAT/OTS North Atlantic Traffic/Organized
PPR Pri or Permission Required
Track System
PRA Precision Radar Approach
NATL National
PRM Precision Radar Monitor
NAVAI D Navigational Ai d
P-RNAV Precision RNAV
NCA Northern Control Area
PROC Procedure
NCRP Non-Compulsory Reporting Point
PROP Propeller Aircraft
NDB Non-Directional Beacon/Radio
PSP Pierced Steel Planking
Beacon
NE Northeast
PST Pacific Standard Time
NM Nautical Mile(s)
PTO Part Time Operation
No Number
PVT Private Operator
NoPT No Procedure Turn
ODM Magnetic bearing to facility
NOTAM Notices to Airmen
ODR Magnetic bearing from facility
Height above airport elevation (or
Non-Precision Approach
OFE
NPA
runway threshold elevation) based
NW Northwest
on local station pressure
NWC Naval Weapons Center
ONE Altimeter setting 29.92" Hg or
O/A On or About
1 01 3.2 Mb.
OAC Oceanic Area Control
ONH Altitude above sea level based on
OAS Obstacle Assessment Surface
local station pressure
OCA Oceanic Control Area
R |-O3or03|
Magnetic Course (radial) measured
OCA (H) Obstacle Clearance Altitude
as 063 from a VOR station. Flight
(Height)
can be inbound or outbound on
OCL Obstacle Cl earance Limit
this l i ne.
OCNL Occasional
RA Radio Altimeter
OCTA Oceanic Control Area
RAI Runway Alignment Indicator
ODALS Omni-Directional Approach Light
RAI L Runway Alignment I ndicator Lights
System
$}EPPESENSANDEHSON, lNC., !%,207. AL RlGHS RESERVED.
46
RAI M
RAPCON
RASS
RCAG
RCC
RCL
RCLM
RCO
REF
REIL
REP
RESA
REV
REP
RF
RL
RNAV
RNP
RNPC
ROC
RON
RPT
RSA
RT E
RTF
RTS
RVR
RVSM
RVV
RW
RWY
S
SAAAR
SALS
SALSF
SAP
SAR
SATCOM
SAWRS
SBAS
SCA
SCOB
SDF
SE
SEC
SELCAL
INTRODUCTION 27JLLU7
j[Jeesem
ABBREVIATIONS USED I N AI RWAY MANUAL
Receiver Autonomous I ntegrity
SFC Surface of the earth (either land or
Monitoring
water)
Radar Approach Control SFL Sequenced Flashing Lights
Remote Altimeter Source SFL-V Sequenced Flashing Lights -
Remote Communications Ai r
Variable Light Intensity
Ground

Standard I nstrument Departure

Rescue Coordination Center
SIWL Si ngl e Isolated Wheel Load
Runway Centerline
SKD Scheduled
Runway Center Line Markings
SLP Speed Li mi ti ng Point
Remote Communications Outlet
SM Statute Miles
Reference
SMA Segment Minimum Altitude
Runway End Identifier Lights
SMGCS Surface Movement Guidance and
Reporting Point
Control System
Runway End Safety Area
SMSA Segment Minimum Safe Altitude
Reverse
SOC Start of Cl i mb
Ramp Entrance Point
SODALS Si mplified Omni directional
Radius to Fix
Approach Lighting System
Runway (edge) Lights
SPAR French Light Precision Approach
Area Navigation Radar
Required Navigation Performance SRA Special Rules Area
Required Navigation Performance
SRA Surveillance Radar Approach
Capability
SRE Surveillance Radar Element
Rate of Cl i mb
SR-SS Sunrise-Sunset
Remain Overnight
SSALF Simplifi ed Short Approach Light
Regular Public Transport System with Sequenced Flashing
Runway Safety Area
Lights
Route
SSALR Si mpl ified Short Approach Light
Radiotelephony
System with Runway Alignment
Indicator Lights
Return to Service
SSALS Si mpl ified Short Approach Light
Runway Visual Range
System
Reduced Vertical Separation
SSB Si ngl e Sideband
Mi ni mum
SSR Secondary Surveillance Radar (i n
Runway Visibility Values
U. S.A. ATCRBS)
Runway

Standard Terminal Arrival Route

Runway (USA)
South or Southern Standard Instrument Arrival (ICAO)
Special Aircrew and Aircraf STD Indication of an altimeter set to
Authorization Required 29.92" Hg or 101 3. 2 Mb without
Short Approach Light System
temperature correction
Short Approach Light System with
Std Standard
Sequenced Flashing Lights ST-I N Straight-in
Stabilized Approach
STOL Short Take-off and Landing
Search and Rescue
SW Single Wheel Landing Gear
Satellite voice air-ground calling
SW Southwest
Supplementary Aviation Weather
SYS System
Reporting Station
'T True (degrees)
Satellite-Based Augmentation
T Terrain clearance altitude (MOCA)
System
T Transmits only (radio frequencies)
Southern Control Area
T-VASI Tee Visual Approach Slope
Scattered Clouds or Better
I ndicator
Simplified Directional Facility
TA Transition Altitude
Southeast
TAA Terminal Arrival Area (FAA)
Seconds
TAA Terminal Area Altitude (ICAO)
Selective Call System
JEPPESEN SANDERSON. INC , , , 9B4. 2007. ALL RIGHTS RESERVED.
L
L
C
l
O
~
j[ ;eesem 2?JUL 0? INTRODUCTION 47
ABBREVIATIONS USED IN AIRWAY MANUAL
TACAN Tactical Ai r Navigation (bearing UTA Upper Control Area
and distance station)
UTC Coordinated Universal Time
TAS True Air Speed
VAR Magnetic Variation
TCA Terminal Control Area
VASI Visual Approach Slope Indicator
TCAS Traffic Alert and Collision
VDP Visual Descent Point
Avoidance System
VE Visual Exempted
TCH Threshold Crossing Height
VFR Visual Flight Rules
TCTA Transcontinental Control Area
VGSI Visual Glide Slope I ndicator
TDWR Terminal Doppler Weather Radar
VHA Volcanic Hazard Area
TDZ Touchdown Zone
VHF Very High Frequency (30-300
TDZE Touchdown Zone El evation
MHz)
TEMP Temporary
VIS Visibility
TERPS United States Standard for
VMC Visual Meteorological Conditions
Terminal I nstrument Procedure
VNAP Vertical Noise Abatement
THR Threshold
Procedures
TIBA Traffic Information Broadcast by
VNAV Vertical Navigation
Aircraft
VOLMET Meteorological Information for
TL Transition Level
Aircraft i n Flight
TMA Terminal Control Area
VOR VHF Omnidirectional Range
TML Terminal
VORTAC VOR and TACAN co-located
TMN Terminates
VOT Radiated Test Signal VOR
TMZ Transponder Mandatory Zone
VPA Vertical Path Angle
TNA Transition Area
VV Vertical Visibility
TODA Take-off Distance Available
V/V Vertical Velocity or speed
TORA Take-off Run Available
WAAS Wide Area Augmentation System
TP Turning Point
W West or Western
TRACON Terminal Radar Approach Control
W/O Without
TRANS Transition(s)
WP Area Navigation (RNAV) Waypoint
TRANS ALT Transition Altitude
WSP Weather Systems Processor
TRANS Transition Level
WX Weather
LEVEL
X On Request
TRCV Tri-Color Visual Approach Slope
Z Zulu Time
Indicator
TSA Temporary Segregated Area
Z Coordinated Universal Time (UTC)
VO Terminal VOR
TWEB Transcribed Weather Broadcast
TWIP Terminal Weather I nformation for
Pilots
TWR Tower (Aerodrome Control)
TWY Taxiway
U Unspecified
U UNI COM
UFN Until Further Notice
UHF Ultra High Frequency (300-3000
MHz)
UI R Upper Flight Information Region
UNCT'L Uncontrolled
UNI COM Aeronautical Advisory Service
UNI COM (A) Automated UNICOM
UNL Unl i mited
UIS Unserviceable
USAF US Ai r Force
USB Upper Sideband
USN US Navy
JEPPESEN SANDERSON, INC., 1984, 2007. ALL RIGHTS RESERVED.
INTENTIONALL Y
LEFT
BLANK
QJeeem
I NTRODUCTION 29AJC03 51
EN ROUTE CHART LEGEND
GENERAL
Jeppesen Enroute Charts are compiled and con
structed using the best available aeronautical and
topographical reference charts. Most Jeppesen
Enroute Charts use the lambert Conformal Conic
projection. The design is intended primarily for air
way instrument navigation to be referenced to cockpit
instruments.
Charts are identified by code letters for world areas
covered by a series, by parenthetical letters for the
altitude coverage, and by numbers for the individual
chart. For example, P(H/l)2 is a char of the Pacific
series covering both high and low altitude operations
and is number 2 of the series. E(HI )3 and E(lO) 1 0
are charts of the European series covering hi gh and
low altitude operations respectively.
To use the low Altitude and Hi gh/low Altitude
Enroute Charts, use the small index map on the
cover panel to locate the major city closest to your
desired area. These names are the major locations
shown withi n each char panel and are i ndicated
along the "zigdex" at the top of the chart. Open the
chart to the panel desired and follow your flight
progress by turning the folds like the pages of a
book. It is seldom necessary to completely unfold
the chart. Although the High Altitude Charts do not
have this "zigdex" feature, they may be used in the
same way.
When the folded chart is opened at one of the zigdex
numbers, the exposed portion of the chart is subdi
vided into four sections by a vertical and a horizontal
fold. Each of the sections is labeled at the margin as
A, B, C, or D. A combination of the panel number
and the lettered section in which i t falls is used to
simplify finding a location referenced i n the Enroute
Chart NOTAMS or in the communications tabulation.
For example, p5C means you will find the referenced
item on panel 5 i n section C.
Unless otherwise indicated, all bearings and radials
are magnetic; enroute distances are i n nautical miles;
vertical measurements of elevation are i n feet above
mean sea level; enroute altitudes are either in feet
above mean sea level (based on QNH altimeter set
ting) or clearly expressed as flight levels (Fl) (based
on standard altimeter setting of 29.92 inches of Mer
cury or 1 01 3.2 mil li bars or Hectopascals); and all
times are Coordinated Universal Time (UTC) unless
labeled local time (IT).
Enroute communications are shown on the charts or
tabulated on the end folds where they may be
referred to with a minimum of paper turning. Termi
nal communications are also provided in the
tabulations except on charts designed solely for hi gh
altitude operations. The end panel tabulations refer
to the location of the facility on an area chart (if one
exists) by a 4-letter identifier, as well as to the loca
tion within a panel and section of the Enroute Chart.
Due to congestion of ai rspace information within
large metropolitan areas, complete off airway infor
mation is not always shown on Enroute Charts.
These areas are supplemented by Area Charts at
larger chart scales with complete information. They
should be used for all flights when arriving or depart
ing an ai rport within an Area Chart.
On the Enroute Charts, the Area Charts are identified
by a shaded symbol on the cover panel, and a
shaded dashed l i ne, with location name, and Ai rport
identifier on the Enroute Chart.
Enroute and Area Charts are supplemented by
Enroute Char NOTAMS when significant changes
occur between revision dates.
Chart revision dates are always on a Friday (chart
completion and/or mailing dates). Following this date
a short concise note explains the significant changes
made.
Chart EFFECTIVE dates other than EFFECTI VE
UPON RECEI PT are provided when significant
changes have been charted which will become effec
tive on the date indicated.
Chart symbols are portrayed on the following pages
with an explanation of their use. Reference should
be made to the Chart Glossary for a more complete
explanation of terms. This legend covers all Enroute
and Area Charts. Chart symbols on the following
pages may not appear on each chart.
JEPPESEN IFR EN ROUTE PLOTER
INSTRUCTIONS -ENROUTE AND
AREA CHARTS
MILEAGES
Most Enroute and Area Chart mileages are repre
sented on the plotter. Check the top margin of the
chart i n use for the correct scale. All char scales,
and all plotter scales, are i n nautical miles.
BEARINGS AND COURSES
The plotter centerline is highlighted by arrows from
each compass rose.
Position the plotter centerline over the desired track
to be flown. Slide the plotter left or right along the
track until one of the compass roses is centered over
the desired navaid.
I f the centerline arrow on the compass rose points in
the SAME di rection as your flight, read the radial or
bearing at the north tick extending from the navaid.
If the centerline arrow on the compass rose points
OPPOSITE to the di rection of flight, the radial or
bearing is the reCiprocal of the number read at the
navaid's north magnetic tick.
NOTE: If your earlier version plotter does not
depict the arrows be sure the plotter is posi
tioned so that the 360 position on the
compass rose points in the SAME direction
as your fight.
WJEPPESENSAN0FPSON, INC., 1 9B4, 2003. All RtGH1$ RE$EPVED.
52 20PLL
INTRODUCTION jjJeesem
ENROUTE CHART LEGEND
The compass rose is read i n a counter-clockwise direction.
Example:
ENROUTE CHART LEGEND
The following legend pages briefly explain symbol
ogy used on Enroute Charts worldwide. Notal/items
app/y in a//areas. Refer to Chart Glossary for more
complete definitions of items.
NAVAID SYMBOLS
|
VOR (VHF Omnidirectional Range)
TACAN (Tactical Ai r Navigation) or
DME (Distance Measuring
Equipment)
Terminal class TACAN
VORTAC/vORDME
NOB (Nondi rectional
Beacon)
Radio
Compass Locator (Charted only
when providing an enroute function
or TWEB); or a SABH class radio
beacon.
I D8, with 'vaqe! c|o' I C|. OlIHG C||OUlE
OI U| EH CORl.

FAN MARKERS

Magnetic north ticks on navigation

al facilities fit compass roses on
I FR Enroute Chart Plotters, making
it possible to measure the magnetic
bearing o!any track.
LOC, LOA, or SDF Front Course
LOC Back Course
MLS Course
Elliptical Pattern
Bone Pattern
Fan Marker and NOB
BROADCAST STATION
C
,XN
1`
H|NYlHb
T+5U

Commercial
Armed Forces Radio Station
O)s-eessstos+so.|c . !964. 203 ^|.L PlCHTS PESEBVE0.
I NTRODUCTION ....... 53
NAVAID IDENTIFICATION
ENROUTE CHART LEGEND
COMMUNICATIONS
tst
i
.

h26 22 FlW46.0
." |
W6 ?.D |?7 4.B
Navaid identification is given in
shadow box when navaid is airway
or route component, with frequen
cy, identifier, and Morse Code.
DME capability is indicated by a
small "D preceding the VOR fre
quency at frequency paired
navaids. VOR and VORTAC na
vaid operational ranges are
identified (when known) within the
navaid box except on USA and
Canada charts. Qrepresents Ter
minal; (L) represents Low Altitude;
and (H) represents High Altitude.
On High/Low altitude Enroute
Chars, geographical coordinates
(latitude and longitude) are shown
For navaids forming high or all alti
tude airays and routes. On Area
Charts, geographical coordinates
are shown when navaid is airay or
route component.
Some UMF navaids are combined
in the shadow box even though
they are not part of the airay /
route structure, except on US and
CA charts. They are used for
course guiance over lengthy route
segments when airwayltrack is
designated into a VOR.
stsstt

When VOR and TAC/DME anten

i i :.: s [ nas are not co-Iocat
:
, a notation

..
'DME not Co-located |5shown be
(rMO Co|oct low the navaid box.
MOODY
Off-airway navaids are unboxed on
1 13.3 VAD
Low and High/Low charts. TACAN/
TAC-SO
DME channel is shown when VOR
navaid has a frequency paired
DME capability. When an UMF na
KcNNc7 vaid performs an enroute function,
24cN the Morse Code of its identification

-
.
"

letters are shown.

LIPTON
TACSS LPT
( 1 14. 1)
GRAND VIEW
0 / 15.4 GND
When TACAN or DME are not fre
quency paired with the VOR, the
TACAN is identified separatety.
The 'Ghost" VOR frequency,
shown in parentheses, enables ci
vilian tuning of DME facility.
The navaid frequency and identifI
cation are located below the
location name of the airport when
the navaid name, location name,
and airport name are the same.
LOC, SDF, LOA and MLS navaids
are identified by a round cornered
box when they perform an enroute
ll
function. Frequency identifition
and Morse Code are provided.
DME is included when navaid and
DME are frequency paired.
LAYTON
ATf zz. s/Hv
DR CO 125.7
CANADIAN INSET
bbL
bd 1 4H-47
Fan Marker name and code.
Dial-up Remote Communications
Oullet (DR CO) (Canada). Con
nects pilot with an ATS unit via a
commercial telephone line. See
Canada Air Traffic Control pages
for details.
RADIO FREQUENCIES
Frequencies for radio communications are included
above NAVAI D names, when voice is available
through the NAVAID. These frequencies are also
shown at other remoted locations.
122.2- 1 22.45-5680 River Radio transmits on -and
_RIVER_transmits and receives on ...
+.e siv ..: MHz and HF frequency
.,. .. ... ,
:--.
'
|],v},' River Radio (RIV) guards (re-

s
.
_
ceives) on .. and transmits
...

@q @qgq through Canyon VOR on :.

River Radio transmits and receives
on ..- located at Diamond.
Small circle enclosing dot denotes
O remote communication site.
. Tapeats Radio transmits and
122. 2-122. 4
receives on .. .and ..Tele-
!
k

t
!

phone symbol indicates additional

1 1 Z Z

frequencies i n communications
..
panel listed under Tapeats.
+!Wk

HIWAS - Hazardous Inflight

M!kM!WX *J77
Weather AdviSOry Serice. Broad

M!kM!
casts SIGMETS, AIRMETS and

PI REPS continuously over VOR

N?5 5. W6 21.6
frequency.
hV|K 122.3
River Radio transmits and receives
lH!'1'|'. 22. b
Ph t .. : Add't' I I
lH(NTQ
.
at an om on . . I lona y,

F
_ Ph
.
antom Radio transmits and re-
- -- celveson ..-
-..
'
:- River Radio transmits through Lava
LV
k
VOR on ::but is not cpable of
sreceiving transmissions through the
.. ..q
VOR site.
Grand Radio is located at the air
port and transmits and receives on
1 22. 2 1 22. 6 1 23.6 lAA) ... and ..- Additionally,
GRAND A
Grand Radio provides | (Local
!Z
Airport Advisor) on .:-
b I 2.
Terminal Radio frequencies and
bL
serice may be included over air-
z

por or location name. Radio call is

included when different than airport
U-MFI22. 8/l0NM
or location name. Mandator Fre-
HL1b
quencies (MF), Aerodrome Traffic
dU
Frequencies (ATF) or UNICOM (U)
ATF aee::123
.
6 frequencies include contact dis-
NL1bQL tance when other than the standard
19 5 nm.
US "Enroute Flight Advisory Ser
,
W
x *1 22
. 0
vice
". Ident of controlling statiof
to
,
call, usmg (name of station)
l:-
H
vos
1

2
s0a.d
N5 51.6 Wl04 45.1 with controlling station and remoted
outlets. Serice is not continuous.
JEFFE5EN5ANDER5ON, |NC . . 198. 2005. ALL R|GH15RE5ERVED
b4 Z JULb INTRODUCTION
==.EPPESEN
ENROUTE CHART LEGEND
'
VIRAC
RADIO
5LC1CR 2

CFCl
`
BELGRADE
Q-
SOUTH EASTERN
RADIO
2869 .678
5526 8876
RADIO
NASSAU
L LAk
1 24. 2
b ?
8871 13344
cutcmo,
-. -. . '.. .....
The telephone symbol indicates ad
ditional communications may be
found in the communications tabu
lation afer the associated NAVAID
or location name. Telephone sym
bol does not necessarily mean that
voice is available through the
NAVAI D.
Call and frequencies of Control
Serice for use within graphically
portrayed Radio Frequency Sector
Boundaries.
Call sign "CONTROL" and lor "R
DAR" is omitted i n all
communication boxes i n several
regions.
Plain language infllht weather sta
tion with name and frequency.
Call and frequencies of control or
unit serice. For use within geo
graphical defined radio boundaries.
Call and frequency of enrUt-ser
vice or -ontrl un|l. SI NGLE SIDE
BAND capabilities are ava.'ab'cun
less sp.cifed otherwise.
Remote air-Io-ground anennfor
direct cmmunications with control
center. Center is named in large
type and name of remote site is i n
parentheses below followed by ap
propriate VFfrequencies.
NAVAID/COMMUNICATION DATA
Operational status at date of publi
{Maybe5hutdown)
cation. Refer to Chart NOTAMS for
{Maybe IestOnIy) current status, including substitute
b (
__ routes for VOR and VORTAC
{Maynot e omsn
shutdowns.
(wt)
MAYBE
326 MBY
(wx)
EAST BAY
J62 EZB
(TWEB) indicates continuous auto
matic weather broadcast IS
provided on the facility frequency.
Class SABH radio beacons of l i mit
ed navigation suitability indicate
their primary purpose of continuous
automatic weather broadcast by
(WX).
I
W
Enroute Radar capability. (All do
mestic U. S. Centers are radar
equipped so (R) is omitted from do
mestic U. S. Center boxes.)
Underline shown below navaid
identifier indicates Beat Frequency
Oscillator (BFO) required to hear
Morse Code identifier.
Asterisk indicates navaid operation
or service not continuous.
Marine beacon operation times.
Transmission begins at 4 minutes
past the hour and every 1 5 minutes
H 04 & 15[1} thereafter in this ill ustration; other
tmes will be indicated. Number in
parentheses gives duration i n min
utes of transmission.
Facility operates i n fog only at
FOG:H 02 & 08
times indicated.
RESTRICTED AIRSPACE
(Not shown on Eastern Hemisphere chart series
when vertical l i mits are below 2000 feet AGL)

Restricted airspace. The accom

panying label indicates it as
prohibited, restricted, danger, etc.
Tra|n|ng, Alert, Caution, and Mili
tary Operations Areas.
Countr identifier, designation
_|n
p
arens, and num00
(-l4?O/
_

U
p
per Limit

L" Lower Imlt

S88H ^ Hours active
SPAHTC
CL ;u)-7
R6001
Q |
(1AxA1CC
ConLro''|^gAgency(Limits may
be tabulated)
Dot indicates permanent activa
tion on some chart series.
On USA charts K (indicating USA)
and parens around the designat
ing letter are omitted.
When restricted airspace areas
overlap, a line is shown on the
outer edge of each area through
the area of overlap.
JEPPESEN SANDERSON, INC" 198, 200.ALL RIGHTS RESERVED.
==.EPPESEN
INTRODUCTION 20JUL05 bb
ENROUTE CHART LEGEND
RESTRICTED AIRSPACE
DESIGNATION
A-Aler
C-Caution
D-Danger
P-Prohibited
R-Restricted
T-Training
W-Warning
TRA-Temporary Reserved Airspace
TSA - Temporary Segregated Area
MOA-Military Operations Area
Canadian Aler Area Sufixes
(A) Acrobatic (S) Soaring
(H) Hang Gliding
()Training
(P) Parachute Dropping
AIRPORTS
Civil
I FR
VFR
L L
w w
<
|-I
(AFIS)
(AL)
LLL
-.:!
fD L`-!b
Military
I FR VFR

_ Airports
q q Seaplane Base
_ _ Heliports
LLocal Airpor Advisory
AFIS (Aerodrome Flight Information
Serice)
Authorized Landing Area
Location name - IFR published pro
cedure filed under this name with
ICAO/Jeppesen NavData indica
tor. Airport elevation and longest
runway length to nearest 100 feet
with 70 feet as the dividing point
(add 00).
Location name - VFR airpor, no
1` i i procedure published by Jeppesen.
' ! `! b-'7s "s" indicates sof surface otherise
hard surface.
AIRWAY AND ROUTE COMPONENTS
AIRWAY AND ROUTES CENTER LINES
Airay/Route
----- Diversionary Route
Overlying High Altitude Airway/
Route
Oceanic Transition Route
RNAVAirway/Route
FIXES

Compulsory Reporting Point
Z Z
Non-Compulsor Reporting Point

Low Altitude Compulsory Reporting
Point
z
Low Altitude Non-Compulsory Re-
porting Point.
X Mileage Breaklurning Point

RNAV Waypoint
@ v_ar|
@AOVE lL 230]
Meteorological repor required (unless instructed oth
erwise), giving air temperature, wind, icing,
turbulence, clouds and other signifcant weather. Re
por to controlling ground station, or station indicted.
(A8kOC)
LM
v-8700 Nw
(Mk 7000)
k0IAl0{kIl)
Holding Pattern. DME fgures,
when provided, give the DME dis
tance of the fix as the first figure
followed by the outbound limit as
the second fgure.
Length of holding pattern i n min
utes when other than standard.
Database identifiers are enclosed
i n brackets [ABROC]. Database
Identifiers are offcially designated
by the controlling authority or they
may be derived by Jeppesen. In ei
ther case, these identifiers have no
ATC function and should not be
used i n filing flight plans nor should
they be used when communicating
with A TC. They are shown only to
enable the pilot to maintain orienta
tion when using chars in concert
with database navigation systems.
Fix name with Minimum Crossing
Altitude (MCA) showing airay, alti
tude, and direcion, and Minimum
Reception Altitude (MRA).
Ofcial fix name (with country as
signed identifer in parentheses).
Several countries throughout the
world assign identifiers for use in
flight plans.
7
, LF bearings forming a fx are to the
navaid.
7
::
VHF radials forming a fix are from
Z
the navaid.
/ ::
os
VHF frequency and identifer in-

! ! .
cluded when off char or remoted.
..
LF frequency, identifier and Morse
= _ Code included when off chart or
Z-4 .
remoted.
Arrow along airay points from the
navaid designating the reporting
point. Other published radials may
be used if they are greater than 30
degrees from the airay being
used and are not beyond the COP.
D55/MAZ
Fix f<rmed by 55 DME from MAZ
Z
navald .
j
0
j
2
"D" indicates DME fix and distance
^ =^ Tfrom the station that provides the
D22 D DME mileage.
< JEPPESEN SANDERSON, INC., 1984, 2005. ALL RIGHTS RESERVED.
56 29JULb INTRODUCTION
::.EPPESEN
ENROUTE CHART LEGEND
AIRWAY INFORMATION
Z
FL

6500
9900
7500Q
100T
100a
Airway and route designators. Neg
ative (white letters i n black)
designators are used for distinction.
A TS-Designated route without pub
lished identifier
AWY-Airway
B-Blue, Bravo
BR-Bahama Route, Canada Bravo
Route
Direct Route
F-(suffix) Advisory service only
DOM-Domestic Route. Use by for
eign operators requi res special
authorization,
G-Green, Golf
G-(suffix) Flight Information only
GR-Gulf Route
H or HL-High Level
J-Jet
L-(suffix) LlMF airway
NAT-Route associated with the
North Atlantic Organized Track
structure.
OTR-Oceanic Transition Route
PDR-Predetermined Route
R-Red, Romeo
R-(suffix) RNAV route
RR-Canada Romeo Route
SP-Supersonic RNAV route
U-Upper
UL-(prefix) RNAV route
V-Victor
V-(suffix) VOR airay
W-White, Whiskey
One Way Airay
Suffix 1 or 1, 2 or 1 , 2, 3 gives the
Conditional Route Category
(Europe).
MEA (Minimum Enroute Altitude),
shown as altitude or flight level.
MEA is established with a gap i n
nav-signal coverage.
Directional MEAs as indicated,
GPS MEA
MOCA (Minimum Obstruction
Clearance Altitude) .
Route MORA (Route Minimum Off
Route Altitude). See glossary,
MM (Maximum Authorized Alti
g_ tude), shown as altitude or flight
level.
r
MEA change, limit of MM applica
bily or MAA change. Also MOCA
or MORA change when MOCA or
MORA is chared with no MEA,
Symbol is omitted at navaid.
Mileages, Total mileage between navaids L is po
sitioned along respective airay centerline. Total
mileage may have directional pointers when
there are multiple airway designators, The pointers
parallel the airway centerlines along which the mile
age applies.
VOR radial & route bearings
(magnetic)
VOR Radial and route bearings
(true)
ADF Bearings (inbound or out
bound). Bearings are magnetic
unless followed by a '' indicating
True.
ADF Bearings include an arrow to
indicate the direction of flight or,
when used to designate Fixes, di
rection to the station. I n remote or
oceanic areas where ground based
navigation aids are not available,
the arrow indicates the direction of
flight.
_266T
ADF bearings (True at track
086T- midpoint).

c J
L 8 O2
2
PPR>
PPR
The navigation frequency COP
(changeover point) between two
stations is indicated by mileages
from the station to the point of
change. Omitted when at midpoint
or turning point.
Means even thousands altitudes/
fight levels are used i n the direc
tin of the arrow and odd
thousands in the opposite direction.
For application of this symbol
above FL 29O, the lef half of the
cruising level rose is considered
even. The symbol is shown where
altitude/flight level assignment is
opposite that shown in the standard
cruising altitude/flight level rose.
Means all altitudes, even and odd,
are available i n the direction
indicated,
Means odd thousands altitude/flight
level per the above definition. "O
is used only on one way airways to
show that odd altitude/fl ight level
assignments apply.
Prior Permission Required from
ATC for flight in the direction of the
arrow.
Flight Planned Route describes any
route or portion thereof that is
identical to that filed in the flight
notification and suficient routing
details are given to definitely
establish the aircraft on its route,

JEPPESEN SANDERSON, I NC., 1984, 2005. ALL RIGHTS RESERVED.
;EPPE SEN
I NTRODUCTION zs.e.:s b
NkOUI CHAk1lGND
lOW& HlGH/lOWAl1l1UDCHAkIlGND
c sr
c.ssA a s;s:-a;;-...:-c300
.
wI 6 o ecs:co-,..a-.
s-eo=-o=----es =,:o;o---:= :a
i-|a--:,, e--: i -, vo.-coe--et us:ooe -:-.
s. . .-e -:-sevc
c ...-e -:-e-, (,t- -. . (c, co=, (u,u ,-.
..
_ co::.o--s.t-s ;o: -- a- ;a-. s--e;o--ea-i . -ea-e- :- .
w' Io iCAC/Jepesoo sses: -e -s:o.a' ;o|t -| -Vs:io-aoel 0-,-s: |
|-a,:ato --s-s: ! 00 f6t wi th 70 i--:as :--o |e|-,;o -:(sec00j.
](VFR sl rpor ls s-.-o=-| o ee)
_
Area -as::o.-s,-
v,--: :Vaf st|o-
so--o;a .o,
:--ot-, -o|-:
`L l00l08\0 Mc f i x. Segment ||-s,-
sevce|s:s-e-i ass e

*
-
O
_Offl cl al l

as-e
oeMORA
(Values -sstaao
14. 000 feet s-
green)
-| ,aA t i taee H0u\
| -e .s-etor
ot' oa:a: ' oo oo' y
Arrow tots:| | :,
designating reporting
;o|a:

co;a.so,
-;o:-, -o -:

-
:

:.-s -~
i-:-.-:: o-oi
io:o-(s- -,,
i-aa--e,-e e--:
ot-o:-vu-- e,
vos--oe-s-o=-=---
-. e.oa:.e-oi
--:--:. --,
L
010|80C\l00
MC rt0s
v -|acoss|a,
:| :ae-,vc,
vc
rosc-soaaefl i ghts
-aao,
_s,-a: |-,-
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s;-- . as- .;:-

L = :-e s:-:-
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CA8OJ
szt zc.cc+ cs.c
szt cs.:
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NAME
u--o-:o. . -e s-:=--a-s.s es
DME-79 A8
s-:-

( l |J.2)

(c.sso, =s,c.,a:o

>
r ,a:p 8--| og relevant restri cti ons f0r
s routes on Eastern Hemisphere
oa:-a.-. | . :,-,ao- chart series are ;as.|sa-eo-respective
_ ssuv-|a;--e :i: _ cssoc+crages
" "
(= :- -cao--o-. ,,
,_ M8Xl m0m Autho| l 2.e| :|:ee-
c v
v -ao-s:a-: o- ssvvsoa:-

m
c---eoi - .
;a-..s--evsrote
=:-e --: o- -e :: o-
c. ----. : :ae-(voc, (oa:..eseo;-,
co-e: oas| soa:-Category
(s-- s-oa:-t| s:| og,
-is/utssoa-e,
c--,-:oe,o - -,
-oeo-i||,a:
-- |e--: i --e
--oa:---:

| aios:ea.-t C.
.;---:-,o,
\
8:-r 8- |ae|es:-.-to .
\

H|

location name-VFR airport

|-,feCn, ;o--ea-
CAN
ARIES
GCCC
published -,.-;;-.--, |rs
F
IRC
G
)
/UlRC
G
)
airports are s-o=- i n - a-,
L
o.--:soa:-
' ' ul t f1 /K7N CC
CC
FIR
CG)
:UI C
(s-|a -setcs;;o. , =
,
. .

n e ao w
R G)
-o:-----;:-e --. ,-,
-.-,
i-:-o:a-- .-qre

surface . . .
X }

c . o1o -:
ABROCI .

c| -| /v| |ta-,
soa:-v - aoiisoa:- ~:eea
;o:
: :ae-(soa:-vos,
v-:-;o:
-|a -e _

-.
o:-.- e--: i -.----.o.-e .- --.-:.[ABROC}. Database
-..; _ 8 - 1\
identifiers are officiall
y
designated by the controllin
g
state authority

.
(*+FI5] l
or they may be derived Jepesen. In either case, these identifiers

1cikc
have no ATC function and should not be used in filing flight plans nor _ [\H 5! 0-Z
should they be used when communicating with ATC. They are shown
o/ .~.k ` 7
only to enable the pilot to maintain orientation when using charts in
.m ..u
~ ~ *
concert with database navigation systems. 2O :U| 3 O4. uos = : -e-. ,-:o&
vo.--oe-( oiisoa:-,
JEPPESEN SANDERSON, INC

, 1999,2005. ALL RIGHTS RESERVED.

b Z JULb INTRODUCTION
JEPPESEN
dNl1D S1A1S lOW Al1l1UD NkOd1 & AkACHAk1 lGND
For Further expl anati on refer al so to Introducti on 57
Shw box when navai d i s
a| taycomponent, wi t h
lq

ocy, ident i fier _ and

Nof50Code. Smal l
i ndi ca! l OME. Cl ass Indicated
by: J)- ermi nal , (L) -Low, ( H)
High.
W8'er

AutomaUc terminal
' oIomoI|oo$B|Vl6B
.l z. z
NLCOLO
I L S or Local izer
__Hable at airport
Special VFR fl i ght
prohibi ted (FAR 9 ! . I57j
50
--
2 Lower l i mi t, add 00

:CS 1 34 ) Location name-IFR airport i n

_c l ! . /blue, publ i shed procedure f i led
MNIO
y PN1 COLO under thi S name.
/
; OmeS\OwD
*
VFR airports are shown i n green)

r
K5

'

'
Airport name
Longest runway length to

'
nearest 1 00 feet wi th 70

" feet as the di vi di ng point

` _~ (add 00) .

-
}
l
i
Airport el evation
I"
1-F ! 22. 7
'.
`'*t) _ Jeppesen NavData
, (database) ai rport
ident i f ier
Class D/E ai rspace
Asterisk indicates hours of
operation are tabulated
' L:.DMf
el sewhere. Wi thout asterisk
|1
hours are H24.

Local i zer course used in an
11 1 4 !
enroute function. /V-S l 2 7
Ti 2. u
Weather data source
V!)L \LLL

HOttC LOLL
o!CvCn8
(AWaS or ASOS)
:I IOge
kR0 5!-5
Location name-VFR airport i n green, no
procedured publ i shed by Jeppesen. ZNJ +d9- I S
( I FR airports are shown i n bl ue. )
f7
s
It
i n icates soft surface
otherwise hard surface
_NAVA1O
gC| ass .c,_
'U||LK LIMIT 100)
Upper l i mi t, add 00
Ci vi l or Joint
Ci vi l /Mi l itary
Ai rport
Class C ai rspace
JEPPESEN SANDERSON. I NC. , 1997,2005. ALL RIGHTS RESERVED.
==JEPPESEN
INTRODUCTION ..JULes
NkOU1 CHAk1 lGND
HlGHAl1l1UDNkOU1CHAk1lGND
trsvtu.sr
c.ss s;--a;;-. + : -.:ee
v,--: -v : o-
.....

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s-eo=-o =--- -es =,-o+;o---: = :-

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`:.9:.
s+. . c -e -:-scvr.
z z.
css -e -:-e -, (t,t-+ -. (.,.o= (u,u,-

vos voscvr _ a1c

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;-ea-=,----e-,seee = :-
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i-:-s--: o-ot io+:o-
(s- -, i-|a---,-e e--t o evos

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c = : -e s:---
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;o -:

eorAt
z .
wIs+/.z
7
7
t +-:o-- -oa-e,= :-
t
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-;o: -,;o-:

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i-:-s--: o-oi
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i-|a---,-e e--:
oi-+o:-vu-- e.
vos--oe-s-o=-=---
- esoa:s e-oi
--:--:. --,
c--+-eoti - .
;a-. s--etsoa:-
=:- e --: o- -e -: o-
svsv s;---oa-e,
=:- e-s,-:o_
kv5m
AIk5
PACE
CANARIES
GCCC U
R (Q)

D
AKAR GOOD U
R

Q)

uo. e -,;::--

X + 1 UTC_ U1C
Z
_caa-ae-a:-o -:

q . ,-:;. -- -,-. --:-s: -: o-sio

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~ rusoutr;,-s )
Z

_a+a:-o :-e. : :ae-

suv tsoa:-
(oa:s e-rao;-,
o-e :|o-. soa:-c:-,o,
(s--c-oa:-. s: -,,
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~

--:=---- es
?

7
/
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-iscisaoa-ec, fABROe] ~
~ -+-, . e--: i| --e

[ LC d51

v-: -;e:
_ -|a c-e
s;---:-,o,

c:-s- e--: i -s- ---.os-e ----:s[ABROC], Database

identifiers are officiall
y
designated by the controllin
g
state authority
or they may be derived by Jeppesen. In either case, these identifiers
have no ATC function and should not be used in filing flight plans nor
should they be used when communicating with ATC. They are shown
only to enable the pilot to maintain orientation when using charts in
concert with database navigation systems.
?q ___
c--,-:oe,o - -,
--oa:---::
:-s ;o -:
c|--: soa:-
(s-|a -stc;;o. ,= . .
-o:-----;:-e --. ,-:-. -,
JEPPESEN SANDERSON, I NC. , 1999,2005. ALL RIGHTS RESERVED.
0 29 JJ.05 INTRODUCTION
==.EPPESEN
ENROUTE CHART LEGEND
AUSTRALIA ENROUTE &AREA CHART LEGEND
The symbol ogy expl ai ned on these pages pertai n
speci f i cal l y to Austral i a Enroute and Area charts.
Control zone l i mi ts (CTR)
ct:es

z
>2l 27.3 lI5I 4.2
' ?. . |

Fl i
g
ht plannln
9
requirement

Directi on indicated

by arrow. For requirement,

@ \ see Enroute Tab.
b

\
(C)

(C) ||200
||200

500
000
l
Class C ai r space
l i mi ts (sectorized)
2oJ:M
i
la9
f
route
l 0V6\ 0n and/or
. E151 50.2
Fly nei ghborl y area
runway length unavai l abl e.
00n LU
P1 1 8. 8 NHZ
S|Iler C|D
Tbl ! 11-1
!
.:

Water body
'Mandatory broadcast zone (M8Z)
YM 8 -35! A
|.
Frequency for voice
communication o
f
M8Z or
CTAF .(# symbol Indicates
non-s tandard M8Z or
CTAF di mension. Refer
t o Ai rport Di rectory)
SPECIAL ACTIVITY AREAS
. Ul t r a- l i ght act i vi ty above 500' AGL.
/Hang gl i der act i vi t y above 5000' AGL.
N Model ai rcraft act i vi t y above 300' AGL.
Meteorol ogy bal l oon ascents.
#Manned bal l oon ascent s.
Q Parachute j umpi ng ar ea .
- Gl i der Operati ons.
^ Gl i ders Launchi ng.
Ai rport wi t hi n VHF range of responsi bl e
ATS uni t .
Non-st andard CTAF and MBZ. see ai r por t
di rectory ior di mensi ons.
Navaid I i mi tati on, see Radi o Ai ds page
` AU-37 (appl i cabl e onl y lor Austral i a
domesti c services) .
REPORTING POINTS ( AUSTRALIA)
COMPULSORY for al l ai rcraft.
A A Al l al i t i tude
.. .. Low al t i tude
ON-REQUEST 300 KT AS or more.
COMPULSORY Under 300 KT TAS.
. / Al l al t i tude
, Low al t i tude
YM R 35! 8
||
o

AIR TRAFFIC SERVICE UNITS &

BOUNDARIES
Class G
Uncontrolled
Airspace
PERTH
RADIO
1 1 8. 1
INO- l
3476 5634
17061
Class E
Controlled
Airpace
ROUTE DESIGNATORS
Conventi onal Routes:
A, B, G, R: Regi onal
H (one-way) , J ( two-way) : Domest i c
V (one-way) , W ( two-way) :
Predomi nant l y l ow-l evel domesti c
RNAV Routes:
L, M, N: Regi onal (Tasman)
Q: 1 80-359 domesti c
Y: 360- 1 79 domest i c
T: Two-way domesti c
Z. Two-way l ow-l evel domest i c
JEPPESEN SANDERSON. INC . 1996. 2005. ALL RIGHTS RESERVED.
:JEPPESEN
INTRODUCTION z:uta 1
ENROUTE CHART LEGEND
AIRWAY NAVAIO/REPORTING POINT BY-PASS
When an airay passes over or turns at a navaid or
reporing point, but the navaid i s not to be utilized for
course guidance and/or no report is required, the air
way centerline passes around the symbol. In cases
where a by-pass symbol cannot be used, an explan
atory note is included.
Airay J26 does not utilize the
navaid or reporing point.
Airay J14 turns at the navaid
or reporing point but does not
utilize them. A mileage break
"X" is included to further indi
cate a turn point.
Airay V76 does not utilize the
navaid. A note indicaling Ihe
proper use of the navaid is in
cluded.

Airay V76 does not utilize the
Int. A note indicating the prop
er use of the Int is included.
BOUNDARIES
v..e=
.+=
wB
-q=q=q=q=q=
wf
ADIZ, DEWIZ and CADIZ
FIR, UIR, ARTCC or OCA bound
ary.
International boundary.
Time zone boundary.
QNH/QNE-boundaries.
kvSMAIkSACf RVSM boundary
ICAO AIRSPACE CLASSIFICATIONS
Airspace classification is designated by the letters (A)
thru (G). Classification (A) represents the highest
level of control and (Q) represents uncontrol l ed
airspace. The defi ni ti on of each classification i s
found i n the Glossary portion of this section and the
Enroute and Ai r Traffic Control secti on of t hi s
manual . The ai rspace cl assi fi cati on l et t er i s
displayed in association with the airspace type and
verical limits.
AIRSPACE CLASS "A"
ttAvAm
UtA
g~_
l|OWtktw
@
I
Lower limits may be used if it re
sults in a clearer presentation (Le.
"stacked" airspace.
L
N
Upper limits omitted if at or above
_ plane of division on a low chart.
AIRSPACE CLASS "B"
AIRSPACE CLASS "C"
AIRSPACE CLASS "0 & E"
\
#
^
/

_ g _... _o& m
l
\
|
' _g
I
"
| ' ,
\ l
\ I
:
`
y-
^ 7
>

~~' `
Asterisk i ndicates hours of operation are not
continuous. I n such cases, operational hours will
be tabulated elsewhere. Without asterisk hours
are H24.
JEPPESEN SANDERSON. INC . 1984, 2005. ALL RIGHTS RESERVED.
62 ZJUL INTRODUCTION
==JEPPESEN
EN ROUTE CHART LEGEND
Z
Z
Controlled airspace shown in
white.
Uncontrolled airspace shown as a
tint.
Controlled airay/route.
Uncontrolled airway or advisory
route.
----.. - Radio Frequency Sector Bound-
ary.
Radio boundaries of control or

service
unit.
Boundaries within TMAs or CTAs
defining diferent altitude limits
and/or sectorizations.
ORIENTATION
Grid shown at the intersection of units of latitude and
longitude or by complete line.
Magnetic variation isogonic lines are indicated at the
edge of the chart or are extended fully across the
chart in a continuous dashed line.
Shorelines and large inland lakes are shown.
Grid Minimum Of-Route Altitude (Grid MORA) in
hundreds of feet provides reference point clearance
within the section outlined by latitude and longitude
lines. Grid MORA values followed by a +/- denote
doubtful accuracy, but are believed to provide sufi
cient reference point clearance.
BORDER INFORMATION
LL-
This area overlapped by charts indicated.
CH|1U
! ! 5.3 CH|
To Notes: Name outside the neatline is the next air
way navaid to which the total mileage is given .
Navaid identification is shown on all charts series.
Reporting point name is shown when it is the airay
termination.
To Notes: Name inside the neatiine is the first report
ing point outside the chart coverage to which the
mileage and MEA are shown.
Airay lead information: The frequency and identifier
of an of-chart navaid are shown when the navaid
designates an on-chart reporti ng point, changeover
point or course change.
MISCELLANEOUS
0NVH
O O
Outline indicates coverage of a
separate Area Chart. Information
within this outline for terminal op
eration may be skeletonized. The
Area Chart should be referred to if
departure or destination airport is
within this boundary to ensure
pertinent information is available.
On Enroute Chart coverage dia
grams, shaded symbol denotes
Area Chart coverage. Area Chart
name is included with shaded
symbol .
Outline indicates an area covered
elsewhere on the same or adjoin
ing chart i n enlarged scale. Infor
mation within this outline may be
skeletonized.
Ball Flags: Number or letter sym
bol used to index information not
shown at the point of applicability,
but carried in a l i ke-identified note
within the same panel, or i n one
place on a separate panel.
Reference number for INS Coordi
nates. These coordinates are tab
ulated elsewhere on the chart and
identified i n a like manner.
JEPPESEN SANDERSON. INC . . 2003. 2005. ALL RI GHTS RESERVED.
==.EPPESEN
INTRODUCTION z:u.r 63
ENROUTE CHART LEGEND
U.. GPS MEAs
GPS MEAs are supplemental to and lower than the regular MEA. GPS MEAs are not established for every
route, or for every route segment. The absence of a GPS MEA means one has not been provided and the
regular route MEA applies. A GPS MEA may be higher than, equivalent to, but not lower than a Minimum
Obstruction Clearance Altitude (MaCA) associated with a given route segment.

~ ~

8500
1 5000
2200T
W
X
2200 J 200G
W
2200 1 500G
131 00G
-
MEA 500G
MOCA
GPS MEA
The "T" symbol i ndicating altitude change
applies to conventional MEAs only. It does
not apply to GPS MEAs change.
U.. SERIES 800 AND 900 DESIGNATED RNA V ROUTES
RNAV
Waypol nt
. ::
,
.

.. 28000
AUSTRALIA AND CANADA T RNA V ROUTES
RNAV waypoint at
Intersection
ao::
-.c.
N3 .4
,
,
.

.
..
O

JEPPESEN SANDERSON. INC .2003. 2005. ALL RIGHTS RESERVED.

b4 Z JUL b INTRODUCTION
::JEPPESEN
ENROUTE CHART LEGEND
VORTAC or ORDM
>l ongi tude value
Magnet i c VOR radi al

forming ai rway

Directional MEAs
Segment mi leage
"Q" i ndi cates DME f i x.
M . V ' agnet l c arl atl on

Gri d MORA
Non compul sory
reporti ng poi nt
Arrow from navaid
des i gnati ng report i ng
poi nt
Meteorol ogical
report required
di stance from navai d.
segment mi l eage i s DME

__ _ Intersecti on or fi x format ion

-
.
(Bearing, frequency and

ident of remote LF navai d)

b
_Off i ci al l y named i ntersecti on
ttmon
g,_5
000
__ Mi nimum Crossing Al t i tude (MCA)
MEA ch"nge
Mi ni mum Enroute Al t i tude (MEA)
Mi nimum Obstruction Cl earance

Al ti tude (MOCA)

Compul sory
reporting poi n
@rA::r

wi th di stance i ndi cates tolal

DME di stance from navaid

Radi,1 from a VOR
(MRA 6000)
_
A
V]

9
mcx:
M' , R ' AI ' d
/ (MRA 7000) , "I
m
u
m ecept lon t l lu e
formi ng Passe and
M"cks i ntersect ions
(MRA)
Ai rport name
VFR (or no procedure
publ i shed DY Jeppese-
Tw!ggy
I
_ Changeover poi nt

Gr i d l ati tude value

Local Airport Advi sory
service "v"il able
location name IFR
ai rport (Procedures
pub |i shed by Jeppesen
f i led ucoethi s name)
Ai rport name
Airport el evation
Ci vi l or Joint
Ci vi l /Mi l i tary
ai rport
?
l
Change to adj oi n ing
enroute char t at
thi s poi nt .
c
m m
< m
X
Maximum Author i zed Al t i tude
(MAA)
|
[ABROC

NOB

Route Mi ni mum Off Route
Al t i tude (Route MORA)
Database identi fi ers are enclosed in brackets [ABROC]
Database identifiers are officially designated by the
controlling state authority or they may be derived by
Jeppesen, In either case, these identifiers have no ATC function
and should not be used in filing flight plans nor should the
y
be used when
communicating with ATC. They are shown only to enable te pilot to maintain
orientation when using charts in conjunction with database navigation systems.
JEPPESEN SANDERSON, INC., 2003, 2005. ALL RIGHTS RESERVED.
N1HU1N
ENROUTE CHART LEGEND
HIGH ALTITUDE CHARTS
70C0!
The fol l owi ng legend. appl i cable t o Hi gh Al t i tude Charts onl y. i s i n addi ti on t o
the preceding legend. Many Items I n the preceding legend are al so appl i cabl e to
the High Al ti tude Charts.
|
VHF, LfMF Navi gational Faci l i t i es.
VHF LM

Geographi cal coordinates (l ati tude and longitude) of each faci l i ty are shown
across the bottom of the faci l i ty box. The l etter ( H) i ndi cates an H-cl ass
faci l i ty. The l etter (L) indi cates an L-cl ass f aci l i ty. The l etter (T) indi cates a
T-cl ass faci l i ty. The l etter "D" i ndi cates the avai l abi l i ty of OME. In areas of
congesti on, off-route faci l i ty geographi cal coordinates are shown I n an
al phabeti cal l i sti ng el sewhere on the chart .
ss

...

"37 20.9 Wl0S 40.9

MIAMI onI0r lBI
1 19.82 124.7 125.07 126.52
128.22 128.65 132.2 133.9
134.8 135.07 135.2

t
!.
"30 39.0 W093 45.4
*Flt W&fch 132.12
US Hi gh Al t i tude Ai r Route Traffi c Control Center
communi cati ons frequencies in Communi cati ons
Tabul ati ons on chart end panel . "Fl i ght Watch"
(Enroute Fl i ght Advisory Servi ce) at the end of
the frequency array. Service is provided between
000 and 00 dai l y.
W
|Iw
030 Ue)
One-way preferred route
4 hours unless hours are
i ndicated. Two-way during
other hours.

5000
F|

50
AREA CHARTS
MEA (Mi nimum Enroute
Al t i tude) shown onl y when
higher than f l oor of the
hi gh al t i tude structure.
The fol l owi ng legend. appl i cabl e to Area Charts onl y. i s i n addi ti on to the
preceding legends. Many i tems I n the preceding legends are also appl i cabl e
to the Area Charts.
Departure route.
Arri val route.
Arri val & Departure on
same route.
Speed Li mi t Poi nt-Speed
restri cti on on shaded si de
of symbol .
L L <
.::.
Ai rport di agram showi ng run
ways of major ai rports onl y.
Other ai rports are shown by
green symbol s.
Man-made structure having a
hei ght of 1000 feet or more
above ground level . The el a
vatl on is above mean sea
l evel .
Communi cati ons frequencies for the major ai rports shown
on an Area Chart are gi ven i n a block as i l l ustrated bel ow.
COMMUNICATIONS
SeA11Le, wASn
Itl 0~80008 InlI.AppIbop
(076'-160' Rwy 16, 341'-075' 1 19.2) ( 199'-
300' 120. 1 ) (301 '-340' Rwy 34 120.4) (076'-
160' Rwy 4, 301 '-340' Rwy 16 125.9) (161'-
198' 126.5).Twr 1 1 9.9. Gnd 1 21.7.
Soe|ng F|eId/K|ng Co InI| . ..It 0ApplBI/
oplBI(076'-160' Rwy 13. 341'-075' 1 19. 2)
( 1 99'-300' 120. 1 ) (301'-340' Rwy 31 120. 4)
(076'-160' Rwy 31, 301'-340' Rwy 1 3 125. 9)
1 1 61 '-198' 126.5). Boeing 'Twr ( 1 28'-308'
120.6) (309'-127' 1 1 8. 3). Gnd 121. 9
T
JEPPESEN SANDERSON, INC., 1987, 2001. All RIGHTS RESERVED,
TZ 7 0C0! INTRODUCTION
ENROUTE CHART LEGEND
AREA CHRTS ( Conti nued)
jJeBBem
GENERALIZED TERRAIN CONTOURS
Terrai n i nformation may be depl eted on area charts when terrai n wi t hi n the area
chart coverage ri ses more than 4000 feet above the mai n ai rport.
Generali zed terrai n contour l i nes and contour val ues are depi cted on sel ected
charts. Gradient ti nts indi cate the elevati on change between contour |nterva| s.
Contour l i nes, val ues and t i nts are pr i nted i n brown. Wi t hi n contour i nt erval s some,
but not al l , terrai n hi gh paints may be i ncl uded al ong wi t h thei r e| evation above
mean sea l evel for use as addi t ional reference.
THE TERRAIN CONTOUR INFORMATION DEPICTED DOES NOT ASSURE
CLEARANCE ABOVE OR AROUND TERRAIN OR MAN-MADE STRUCTURES. THERE
MAY BE HIGHER UNCHARTED TERRAIN OR MAN-MADE STRUCTURES WITHN
THE SAME VICINITY. TERRAIN CONTOUR INFORMATION IS USEFUL FOR ORIEN
TATION AND GENERAL VISUALIZATION OF TERRAIN. IT DOES NOT REPLACE THE
MINIMUM ALTITUDES DICTATED BY THE AI RWAY AND AIR ROUTE STRUCTURE.
Furthermore, the absence of terrain contour information does not ensure the absence of
terrian or structures.
DME arcs are i ncl uded for
si tuat i onal awareness.
00
LM1U
MVL
mma_aaaaa=_,q.~~,=~~
O
7475'
a=m mmmmmm=m==~~~~
mmmmmmm_
OWi t hi n each contour I nterval ,
terrl an may exi st up to but not
exceedi ng t he l evel ( el evat i on)
of t he next higher contour Interval.
JEPPESEN SANDERSO, INC .. 1987, 2001 . All RIGHTS RESERVED.
EMEWEW INTRODUCTION
7 AUO93
7
CLA55 8 AIR5FACE CHART LEGEND
The following is applicable to Class B Airspace Charts. Refer to chart glossary for more complete
details.
These charts depict the horizontal and vertical limits of Class B airspace established by the United
States Federal Aviation Administration and provide orientation details for flights operating within the
area. Class B .airspace VFR Communications are included.
For Operating Rules and Pilot Equipment Requirements see FAR 1 . 1 31 , 1 . 1 1 7 and 1. Z15. The
Class B airspace Charts include only general IFR and VFR Flight Procedures appropriate to their
particular area.
Index number all ows the chart to be filed
i mmediately behi nd the associated Area
Chart (If such a char exists).
-
W
_c
LHbN Ll 11, m
ccossb ossocc
ossoccv-scovvux co oxs
CityApp1 24.7 E of Rwy 1 /1 9 Cutson CityApp1 1 9.0 Communication sector fre-
Hoover, Kan and Big Valley, Mo Apts Cu;sou CityApp 1 1 8. 9 quency assignments,
DM E arc distances and
airway structure provided for
orientation.
Vertical limits of Class B
airspace within charted
sector.
Bold lines represent the
horizontal limits of Class B
airspace and Class B
airspace sectors.
Primary airportls is shown in
bold print.

Communication
sector

boundary.
ULES AND PI LOT AND EQUI PMENT REQUI REMENTS
91 .21 5
fLl MHHbUHbb
Class B airspace are required to operate i n accordance with current
Additional information or
instructions.
INTENTIONALl Y
LEFT
BLANK
INTRODUCTION
1 SEP 00
SID/DP AND STAR LEGEND
The fol l owi ng l egend is appl i cabl e to Standard Instrument Departure ( SI D) , Departure ( DP) ,
Standard Termi nal Arri val ( STAR) and Arri val Charts. Refer to the Chart Gl ossary for more
compl ete defi ni t i on of terms.
These charts are graphi c i l l ustrati ons of the procedures prescri bed by the governi ng auth
ori ty. A text descri pti on may be provi ded, i n addi t i on to the graphi c, when i t i s furni shed
by the governi ng authori ty. Not all i tems apply in all areas.
Al l charts meet FAA requirements for aeronauti cal char ts. Al l al t i tudes shown on SID/DP and STAR
charts are MSl, unl ess otherwise speci f i ed.
COMMUNICATIONS AND ALTIMETER SETTING DATA
Departure Control frequenci es are I ncl uded wi t h SlDs/DPs. The frequencies are l i sted in the
headi ng of the chart or when frequency sectors are speci f i ed they may be di spl ayed i n the
pl anvl ew of the chart.
X
HEADING _TERPS Departure (R) 1 Z0.
\
X
PLAN VI EW \
X
sector boundary \
symbol X
\
The ATi S frequency is provi ded on STARs i n the headi ng of the char t .
_ATIS 1 Z.
The Transi t i on Level and Transi ti on Al t i tude ar e l i sted bel ow the Communi cat i ons.
For a compl ete expl anat i on of Transi t i on Level and Transi t i on Al t i tude see Introducti on
page 103.
TRANS lEVel: Fl 1 40
TRANS Al T: 1 3000 '
CHART IDENTIFICATION
STARS
SIDS/DPa
_ 0-2A,, etc. Index number _0-3A,, etc. Index number
Speci al chart i ssued to speCi al coverages onl y.
Contains modi f i ed i nformat i on for your company.
Standard Termi nal
Arri val
Standard Instrument
Departure
Q Arri val Procedure Departure Procedure
ROUTE IDENTIFICATION
TYPICAL EXAMPLES USING COMPUTER LANGUAGE
STARS
MOORPARK FOUR ARRIVAL ( FIM. MOOR4)
Arri val Name Arri val Code
FRESNO ( FAT. MOOR4)
f

Transi t i on Name Transi t i on Code

SID/DP
MIllS ( ROCKI l . MILlS)
Transi t i on Name Transi ti on Code
PILOT NAV SID/DP VECTOR SID/DP
DENVER FIVE DEPARTURE
(DEN5. DEN) ( VECTOR)
8 1
De
-
a
e
t
cesrDEPARTURE
( ROCKI 1 . ROCKI ) ( PILOT NAV)
Departure Code
l
Pr i mary Navi gat i on is by pi l ot , not radar
SID/DP where ATC provi des radar navi gati onal
gui dance to an assi gned route or to a fi x dep
i cted on the SID/DP. Vector SI DS/DPs i ndi cate
D0 1 X O| IOUI0 \O wD| CD \D0 | O1 w be vectored
TYPICAL EXAMPLES NOT USING COMPUTER LANGUAGE
STARS SID lOP
ALPHA ARRIVAL ( RWY 1 0) .
Ar ri val Name Speci f i ed runway to be used

RUNWAY 1 3 ARRIVAL
INDIA DEPARTURE
_Departure Name
RUNWAY 1 3 DEPARTURE
Database i dent i f i er are i ncl uded when di f ferent than the name or computer code.
The database i dent i f i er i s encl osed i n brackets.
POGO NORTH A DEPARTURE
[POGH7X]
JEPPESEN SANDERSON, INC. , !84. 2. ALL RIGHTS RESERVED.
Z
RADIO SYMBOLS

l SEP O0 INTRODUCTION
SID/DP AND STAR LEGEND
GRAPHIC
(Charts are not drawn at a speci f i c scal e)
VORTAC/vORDME
VOR (VHF Omni di recti onal
Range)
RADIO IDENTIFICATION
TACAN (Tact i cal Ai r .... _
Navi gati on) o r DME ( Di st- gg pg
ance Measur i ng Equi pment ) WW M
Navai d i dent i f i cat i on is gi ven
i n shadow box wi t h f r equency,
i dent i f i er , Morse Code and
l at i tude & l ongi tude coor di nat
es. DME capabi l i t y i s i ndi cated
by a smal l "D" pr ecedi ng the
VOR f r equency at f r equency
pai red navai ds. VOR and
VORTAC faci l i ty operati onal
ranges are i dent i f i ed (when
known) wi t hi n t he navai d box.
( T) represents Termi nal ; (l)
r epresents low Al t i tude; and
( H) represents Hi gh Al t i tude.
NDB (Nondi recti onal
Radi o Beacon)
LOC, LDA, or SDF
Front Course
lOC Back Course
locator wi t h Outer
Marker (lOM)
Outer or Mi ddl e Marker
( OM) ( MM)
N! 106.0 i 01 22.
c
local i zer navai ds are i dent-
r i
i f i ed by a round cornered box.

Frequency i dent i f i cati on and
tOcsAckcks)
. r iMcA
( FRONT CRS ze ,
Morse Code are provi ded. DME
i s i ncl uded when navai d and
DME are f r equency pai red.
local i zer back course faci l i ty
boxes i ncl ude front course
beari ng for HSI setti ng.
AIRSPACE FIXES
_@ - Non-Compul sory Ai rspace f i xes.
@(- Compul sory Ai r space f i xes.
__g Fl y-over Ai rspace f i xes.
VERTICAL NOISE ABATEMENT PROCEDURES
Ver t i cal Noi se Abatement Procedures ( VNAP) .
For expl anati on of procedures, see
Ai r Traf f i c Control secti on.
RESTRICTED AIRSPACE
PROHIBITED, RESTRICTED,
DANGER AREAS
Prohi bi ted, Restri cted & Dan
ger Areas are charted when
ref erenced i n SID/DP or STAR
source, pl us any Prohi bi ted
Area wi t hi n f i ve ( 5 naut i cal
mi l es of route center l i ne or
pr i mary ai r por t .
DeSi gnati on (Type of ar ea can
R 27 ! -
-
-
be determi ned by P-Prohi bi ted,
_R-Rest r i cted, D-Danger . )
Upper li mi t
lU6U2/Q
lower li mi t
M.Yr-SA
Hours acti ve
' Mm:' -
Control l i ng Agency
ROUTE PORTRAYAL
SI D/DP and STAR Track
8OL

u
Transi t i on name
~

Route
.
i

ent i f i cati on code

~~~+- Transl t l on track

-
Mi ni mum Enroute Al t i tude ( MEA)
-
Segment mi l eage
CcsaBt TL+0
aoddesceoo tO 3000'
SID/DP or STAR l abel of a par t i cul ar
r out e i n some coverage areas
_Radar vectori ng

,..
"
Pr i mary ar r i val or departure ai r por t .
Vi sual f l i ght track
F l i ght path segment f l own
wi t h headi ng onl y.
JEPPESEN SANDERSON, I NC. , 1984, 2000. All RIGHTS RESERVED.
:;JEPPESEN INTRODUCTION
9 JU| 99
SID, DP, AND STAR LEGEND
GRAPHIC (Cont i nued)
ROUTE PORTRAYAL (Cont i nued)
GLk
8

.Q_+
8:a It.o wJ J7 Ia.:
i iaMA
f
e f

' )^ 4hJ ~
s1 I o
}

Changeover poi nt (COP) on transi t i on between

'
,
MXS VOR and Gi l er Int, JNS VOR is used for
,
AmHIL
track gui dance at and after COP to Gi l er Inl.
[THOTL)
/
XkH
[UDRJI}
reee
/
VOR Radi al
Database identifiers are encl osed i n brackets [UDRJ/}. Database identifiers are offi ci al l y
desi gnated by the control l i ng state authori ty or are deri ved by Jeppesen. In ei ther case,
these i dent i f i ers have no ATC funct i on and are not to be used in f i l l i ng fl i ght plans nor
are they to be used when communi cati ng wi t h ATC. Database identifiers are shown only to
enable the pilot to maintain orientation when using charts in concert with database navigation
ystems.

MSA is provi ded when speci fi ed by the

control l i ng author i ty.

...

8:a .ovI I Ir.z

[D/6/K}
o
At or below
.'
8000'

Radar vectori ng

IMZ
0I50N
MSA
TPS VOR
Crossi ng al t i tude
restri cti on Coxsat 250Kt at J 6000'
Descend and mai ntain 2000'
Vector to fi nal

Crossing al ti tudes 3
T
speed restri cti ons
036 0N
.
s1 n.: vtos zt.o
Descend and maintain t 6000'
Cross at or bel ow Fl 230
Cross at or above Fl 90
CrO55 B! 250 Kt
SID/DP CLIMB GRADIENT/CLIMB RATE TABLE
This SI D/DP requi res a mi ni mum cl imb gradi ent ^ Required cl i mb
of 330' per NM to 9000' . gradi ent
.
Cl i mb gradient converted to cl i mb rate O feet
per mi nute at speci f i ed ground speeds.
Arri val /departure ai r por t ,
CI i mb gradi ent
`^^^^^^^^^^^^^^^^^^^^^^^``
LOST COMMUNICATIONS PROCEDURE ONLY

If not in contact wi t h Departure Control one

hi ghl | @DIO Wl ID Cl fCUl 8f SCf00O.

"MI LITARY" notati on
i ndi cates mi l i tary
source used for t hi s
procedure.
minute after take-of f :

Rwy 1 : Cl i mb strai ght ahead to 4000' , cl i mbi ng

Symbol ident i f i es the LOST

r i ght turn, thenc

.
e i ntercept and
.
proceed
.

i a
COMMUNI CATIONS PROCEDURE

GER R-
.
039 t o Mi kes Int, then via (transi t i on)
to be f l own when communi cati ons
_or (aSSigned route) .

are l ost wi t h ATC after take-off.

JEPPESEN SANDERSON, INC., 1983, 1999. ALL RIGHTS RESERVED.
84 9 JUL 99 INTRODUCTION
=:JEPPESEN
SID. DP AND STAR LEGEND
PROCEDURE APPLICABLE TO USA FAA ONL Y
Instrument Departure Proceduures (DPs)
Pi l ot s of ci vi l ai rcraft operati ng f rom locati ons
where CPs are ef f ecti ve may expect A`L
cl earances containing a OP. Use of a DP requires
pi l ot possession of at l east the textual descri pt i on
of the approved effecti ve DP. Control l ers may ori t
the departure control frequency i f a DP clearance
i s issued and the departure control frequency
i s published on tho OP. ATe must be immediatel y
advised if the pi l ot does not possess a charted
OP Or a preprinted DP description or. for any
o1her reeson. ooe8 not wish t ouse a OP.
Noti f i cati on may be accompl i shed by f i l i ng
" NO DP" i n the remarks sect i ons of the f i l ed
f l i ght pl an or by the l ess desi rabl e method of
verbal l y advising ATC.
DPs wi l l be depi cted i n one of two basic forms.
Pi l ot navi
g
ati on (Pi l ot NAV
)
DPs are establ i shed where the pi l ot i s pri mar i l y
responsible f or navi gati on on t he DP route. They
are establ i shed for airports when terrain and
safety rel ated factors indicate the necessi ty for 8
pi l ot NAV DP. Some pi l ot NAV DPs may contai n
vector i nstructi ons whi ch pi l ots are expected to
comply wi t h unti l i nstructi ons are recei ved to
resume normal navigation on the fi l ed/assigned
route or DP.
Vector DPs
Are establ i shed where ATe wil l provi de radar
navigational gui dance to a I |6d888|gn60 route
or 1C a fix depicted on the |
Obstruction Cl earance Durin Departure
DPs are ei ther textual or graphi cal l y depi cted.
They may be establ i shed for obstacl e avoi dance
or for ATC purposes. Simple DPs requi red for
obstacle avoidance are usual l y textual. More
complex DPs required for obstacl e avoi dance,
al l ANAV DPs, and DPs requi red for ATC
purposes are graphi cal l y depicted. DPs assist
pilots conducting IFR flight i n avoi di ng obstacles
during cl imbout to minimum enroute al t i tude
(MEA). Obstacl e clearance i s based on the
aircraH cl imbing at l east 200 feet per nauti cal
mi l e, crOSSi ng the end of the runway at l east 35
feet AGL, and climbing to 400 feet above airport
el evati on before turni ng, unl ess otherwi se
speci fi ed l the procedure. A sl ope of 152
feet per nauti cal mi l e, starti ng no hi gher than 35
feet above the departure end of the runway, is
assessed for obstacles. A minimum obstacl e
cl earance of 48 feet per nauti cal mil e i s provi ded
i n the assumed cl imb gradient. I f no obstacles
penetrate the 152 feet per nauti cal mi l e slope,
OPs for obstacl e avoidance are not published.
I f obstacl es do penetrate the slope, avoidance
procedures are speCi fied. These procedures may
be: a cei l ing and vi si bi l i ty to al low the obstacl es
to be seen and avoided; a cl i mb gradient greater
than 200 feet per nauti cal mi l e; detai l ed f l i ght
maneuvers; or a combi nati on of the above. In
extreme cases, IFR take-aU may not be authorized
for some runways. Cl imb gradi ents are speci fi ed
when requi red for obstacl e cl earance. Crossing
restri cti ons i n the OPs may be establ i shed for
traffic separation or obstacl e clearance. Some
OPs required for obstacl e avoidance requi re
a cl i mb i n vi sual conditions t o cross the
ai rport (or an on-airport NAVAIO) In a speci fi ed
di recti on, at or above a speci fi ed al t i tude.
When cl imbing i n vi sual condi ti ons i t I s the
pi l ot' s responsi bi l i t y to see and avoi d obstacl es.
Speci fi ed cei l i ng and vi si bi l i tv minimums wi l l
al l ow vi sual avoidance of obstacles unt i l the
l|C\ enters toe staodaru oostac' e pr o\0ct i on
area. Obstacl e avoi dance i s not guaranteed if the
pI l ot maneuvers f arther from the ai rport than the
vi si bi l i ty minimum. Each pi l ot, pri or to departing W
ai rport on an IFA f l i ght shoul d consider the type of
terrain and other obstacl es on or i n the vi ci ni ty o1
the departure ai rport and:
( a) Determi ne whether a DP i s avai l abl e for
obstacl e avoi dance;
(b) Determi ne I f obstacl e avoi dance can be
mai ntai ned vi sual l y or that the DP shoul d be
f ol l owed; and
(c) Determi ne what action wi l l be necessary
and take such acti on that wi l l assure a safe
000f1ule.
Standard Termi nal Ar r i val s (STARs)
Pi l ots of I FR ai rcraft destined to l ocati ons for
which STARs have been publ i shed may be issued
a clearance contai ning a STAR whenever ATC
deems ! appropriate. Use of STARs requires
pi lot possession of al l east the approved teKlual
descri pti on. As wi th any ATC cl earance or
porti on thereof, i t Is the responsi bi l i ty of each
pi l ot to accept or refuse an I ssued STAR. Pi l ots
shoul d noti fy A`C i f they do not wi sh to use a
STAR by pl acing "NO STAR" In the remarks
sectIon of the !| l gh1 | 8n or by the l ess
desi rabl e method of verbal l y stati ng the same to
ATe. A STAR i s an ATe coded IFR arri val route
Bstabl i shed for appl i cation to arri vi ng IFR
ai rcraft desti ned for certai n ai rports. FMSPs CI
arri val s serve the same purpose but are onl y used
by ai rcraft equipped wi th FMS. The purpose of
both is to si mpl i f y cl earance del i very procedures
and faci l i ate transi ti on between enroute and
instrument approach procedures.
STARs/FMSPs may havB mandatory speeds and!
or crossing al titutes publ i shed. Other STARs
may have planning information depicted to
inform pi l ots what cl earances or restri ct ions to
"0 ". bX0ut" al t i tudes/speeds are not
considered STAR!FMSP crossi ng restri cti ons unti l
verbal l y issued by ATC. Pi l ots Sha1I mai ntai n
l ast assi gned al ti tude unt i l receivi ng authoriza
ti on/clearance to change al ti tude. At that ti me,
pi l ots are expected to compl y wi t h al l publ i shed/
issued restrictions. The authori zations may be via
a normal descent cl earance or the phraseOlogy
"UbbLEMU Y." A"descend vi a" cl earance
authorizes pilots to verti cal l y and l ateral l y navi
gate, in accordance with the depi cted procedure,
to meet published restri cti ons. Vertical navigation
i s at pi l ot ' s di screti on, however, adherence to
publ ished al t i t ude crossing restri ctions and
speeds i s mandatory unless otherwi se cl eared.
(MEAs are not consi dered restricti ons, however,
pi l ots are expected !O remain above ME As)
F i l i ng [FR Fl i
g
ht Pl ans wi t h DPs and STARs
When fil ing an IFR f l i ght pl an, the use of the
associated codi fi ed FAA DP or STAR and tran
si ti on i denti fi ers wi l l greatl y faci l i tate the accep
tance of the fl ight plan i n the ARTCC computer.
These i denti fi er codes are found on the respec
t i ve DP and STAR charts. The foll owi ng expl an
ati on and exampl es are the proper methods i n
f i l i ng DPs and STAAs.
DPs: When B DP i s f i l ed wi thout usi ng 8
transi ti on the f i led i denti fi er (code) wi l l read as
"ROCKI 1 . ROCKI" When a transi ti on i s used the
l ast coded characters of the DP are repl aced by
the transi ti on code and will read as
"AOCKl l . MILlS
ROCKI ONE DEPARTURE
Departure Name
( ROCKI 1 . ROCKI) Departure Code
MIllS Transi ti on Name
( ROCKI l . MILIS) TranS i t i on Code
STARs: Whan a STAR i s f i l ed wi thout using a
transi ti on. the f i l ed i dent i f i er (code) wi l l read as
"FIM.MOOR4". When a transi ti on is used the
f i rst coded characters of the STAR are repl aced
by the transi ti on code and wi l l read as
"FAT.MOOA4".
MOORPARK FOUR ARRIVAL
Ar r i val Name
( F IM. MOOR4) Ar r i val Code
FRESNO Transi t i on Name
( FAT. MOOR4) Transi t i on Code
JEPPESEN SANDERSON, INC" 198 l.ALL RIGHTS RESERVED.
JEPPESEN INTRODUCTION 10 MAR 95 1 01
APPROACH CHART LEGEND
Approach charts are graphi c i l l ustrat i ons of i nstrument approach procedures prescri bed by
the governing authori ty. Al l charts meet FAA requi rements for aeronauti cal char ts. The
f ol l owi ng l egend pages br i ef l y expl ai n symbol ogy used on approach charts throughout the
worl d. Not aI/ items apply to aI/ locations. The approach chart i s di vi ded i nto speci fi c areas of
i nformati on as i l l ustrated bel ow.
FORMATS
The f i rst approach procedure publ i shed for an ai rport has the procedure chart publ i shed on
the f r ont s i de wi t h the ai r port chart on the back si de. On major ai rports, the ai rport chart
may proceed the f i rst approach procedure. These locat i ons wi l l have expanded ai r port
i nformat i on that may occupy more than one s i de. When an ai rport has more than one
publ i shed approach procedure, they are shown front and back on addi t i onal sheets. Bl ank
pages wi l l i ndi cate "INTENTIONALLY LEFT BLANK".
APPROACH PROCEDURE CHART
FORMAT

HEADING
APPROACH PLAN VIEW
PROFILE VIEW
LANDING MINIMUMS
AIRPORT CHART FORMAT
HEADING
|
AIRPORT PLAN VIEW
ADDITJONAL RUNWAY INFORMATION
TAKE-OFF AND ALTERNATE MINIMUMS

On charts dated on and after 1O MAR 95, key i nformati on is di spl ayed in bol d type. Key
i nformati on i ncl udes Communi cati on frequenci es, Pri mary NAVAID frequency and i dent i fi er,
Procedure beari ngs and Al t i tudes, Ai rport and runway end el evati on, Deci si on Al t itude and
Mi nimum Descent Al t i t ude, and Mi ssed Approach turn l i mi t and di recti on, course and al t i tude.
JEPPESEN SANDERSON, INC., 1984, 1995. ALL RIGHTS RESERVED.
1 02 1 0 MAR 9S INTRODUCTION .EPPESEN
APPROACH CHART LEGEND
HEADING
.EPPESEN
LOC 1 1 1 . TKF
Apt. Elev Z4
Chart Date
Chart Index Number Pr i mary Fac i l i ty Frequency,
Chart Ef fecti ve Date and Ident i f i er
MSA Sectors and Al t i tudes
Faci l i t y/Fi x Formi ng MSA Ai r port E l evati on
The geographi cal name used i s gener al l y the
major ci ty served by the ci vi l ai rport or i n
stal l at i on name i f a mi l i tary ai rpor t . A hyphen
before t he ai rport name i s used when the
l ocat i on name i s part of the ai rport name.
The charts are arranged al phabet i cal l y by
the geographi cal l ocat i on served.
NOTE: U. S. Ai rway Manual : The ci vi l
approach charts cover i ng t he Uni ted
States are arranged al phabet i cal l y
by state. Wi t hi n each state, t he charts
are arranged al phabet i cal l y by the
name of the ci ty served.
For each l ocati on, the charts are sequenced
by the chart i ndex number. Thi s i ndex number
wi l l appear as shown bel ow:
Fi rst Di gi t : represents the ai rport number
and i s an arbi trary assi gnment.
Second Di gi t : represents the chart type
as shown bel ow:
O-area, SID, etc.
1 - I LS, MLS, LOC,
LDA, SDF, KRM
2-GPS (Sal e use)
3-VOR
4-TACAN
5-RESERVED
6-NDB
7-DF
8-PAR, ASR, SRA, SRE
9-RNAV. vi ci ni ty chart,
Vi sual Arr i val or
Vi sual Departure
Char t , LORAN
Thi rd Di gi t :
represents t he f i l i ng order
of charts of the same type.
Oval out l i nes of chart i ndex numbers
represent:

Standard chart i ssued to Ai r way

Manual subscr i bers.
Speci al char t i ssued to speci al
coverages onl y. Contai ns modi f i ed
i nformat i on for your company.
Standard chart that uses onl y

mell i c system uni ts of measure.

I n thi s numer i cal system-both procedure and
ai r port -there wi l l be gaps i n the f i l i ng
sequence because of del et i ons, expected
expansi on, sel ected di st r i but i on and tai l or i ng
for speci f i c subscr i ber s, Two procedures
may be combi ned. Numberi ng, i n thi s case,
wi l l be for the l owest number of the pai r .
I LS and NDB i s a typi cal combi nat i on i ndexed
as 1 1 - 1 . 2 1 - 1 , etc.
Al l chart dates are Fr i day dates. Thi s chart
date i s not to be confused wi t h the effecti ve
date. The effecti ve date i s charted when a
chart is i ssued pri or to the changes bei ng
effecti ve. Charts under USA j uri sdi ct i on
wi t h an effecti ve date are effecti ve at
090 1 Z of that date.
Procedure i dent i f i cati on i s gi ven bel ow the
ai rport name. Thi s i dent i f i cat i on i s per the
appl i cabl e author i t at i ve source ( e. g. VOR- l ,
NDB ( ADF) Rwy 1 6 , NDB Rwy 1 6 , etc. ) .
The use o f a n al phabet i cal suffi x i ndi cates
a procedure does not meet cr i ter i a for
st rai ght -i n l andi ng mi nimums ( e. g. VOR-A.
VOR-B. LOC ( BACK CRS)-A. etc. ) .
MSA provi des 1 000 f eet of obstructi on
cl earance wi t hi n the ci rcl e ( or sector) wi t hi n
2 5 naut i cal mi l es o f the fac i l i ty/f i x
i dent i f i ed j ust to the l ower r i ght of the ci rcl e.
I f t he protected di stance i s ot her t han 25
naut i cal mi l es, the effecti ve radi us i s stated
besi de the i dent i f i er of the central faci l i t y.
The MSA val ue i s suppl i ed by the control l i ng
author i t y.
JEPPESEN SANDERSON, INC., 1983, 1995. ALL RIGHTS RESERVED.
JEPPESEN INTRODUCTION
icMAR 95
APPROACH CHART LEGEND
HEADING (conti nued)
COMMUNICATION AND ALTIMETER SETTING OAT A
Communi cati ons for "arr i val s" are gi ven in normal sequence of use as shown bel ow. See
Ai r port Chart Legend, Introducti on page 1 1 6, for other communi cati ons.
AWOS/ ASOS or other type
Automated weather station/service.
ATiS Arr i val Frequency

Radar Avai l aol e

T0
Approach Control Cal l
and Frequency
An asteri sk (0) i ndicates
par t-ti me operat i on
Common Traffi c
Advisory Frequency
(USA onl y)
Tower Cal l
and Frequency
Trans level : fL tc
Trans alt: scccj+ezj
Transi t i on Level and
Transi t i on Al ti tude
Ground Control
Frequency
Al t i meter Setti ng Informat i on
Barometri c Pressure Equi val ent for QFE al timeter
setti ng. Li sted on ai rports wi th al t i meter setting
reported i n Mi l l i bars or Hectopascal s.
Transi t ion l evel and transi t ion al t i t ude are l i sted on the bottom l i ne of the communications
and al t i meter setti ng data box. Transi t ion level and t ransi t i on al t i t ude are provided for al l
areas outsi de t he 48 contermi nous Uni ted States, Al aska and Canada.
Trans l evel : Fl 60
The transi t ion level ( QNE) i s the l owest l evel
of f l i ght usi ng standard al t imeter sett ing
(29. 92 inches of mercury or 760 mi l l i meters of
mercury or 1 01 3. 2 mi l l i bars or 1 01 3. 2
hectopascal s. )
Trans al t : 5000' (4987')
The trans i t i on al t i tude (QNH) is the
al t i tude at and below whi ch local pressure
set t i ng must be used.
Al t i meter setti ng uni ts are l i sted on the bottom l ine of communi cati ons data box.
Barometri c Pressure Equi val ent i n mi l l i bars or hectopascal s enabl es ai rcraft operators who
use QFE al t imeter setti ng for l andi ng to establ i sh the QFE al t imeter setti ng by subtracti ng
the hectopascal or mi l l ibar equi valent from the reported QNH al t imeter setti ng. The val ue
shown i s the barometri c pressure equi val ent for the hei ght reference datum for strai ght- i n
l andi ng. The hei ght reference datum wi l l be the runway threshol d el evat i on (Rwy) , ai rport
el evati on (Apt) or the runway touchdown zone el evati on (TDZ) , as appl i cabl e.
Letter desi gnati ons behi nd a frequency i ndi cate operat i on as fol l ows:
G-guards onl y
T-transmi ts onl y
X-on request
Bear i ngs defi ni ng f requency sectors are cl ockwi se outbound
( e. g. , 270' to 090' woul d be north of the ai r por ! . )
JEPpSEN SANDERSON, INC., 1984, 1995. All RIGHTS RESERVED.
1 04 10 MAR 95 INTRODUCTION .EPPESEN
APPROACH CHART LEGEND
APPROACH PLAN VIEW
The pl an vi ew is a graphi c pi cture of the approach, usual l y presented at a scal e of 1 in 5 NM.
Pl an vi ews at scal es other than 1 i n 5 NM ar e noted. Lati tude and l ongi t ude ar e shown i n
1 0 mi nute i ncrements on t he pl an vi ew neat l i ne. Symbol s used i n t he pl an vi ew ar e shown bel ow.
NAVAIDS

~'

NDB ( Non-Di recti onal

Radi o Beacon)
VOR ( VHF Omni -Di recl i onal
Range)
TACAN (Tact i cal Ai r
Navi gati olT faci l i ty) or DME
( Di st ance Measuri ng
Equi pment)
VORT AC or VORDME
ILS, LOC, LDA, SOF, MLS
or KRM Front Course
LOC Back Course
Of fset Loc,al i zer
Markers wi t h or wi thout
l ocator, NDB O| [nter sec
t i on. The t r i angl e O| ci rcl e

In 8 0alKer Ol NDB Sy0DOl

ePT esen s co-l ocated

..,, ,/f
I ntersectI on.
-

_......
_
zti c
. ..
(OP NO.CaNT)
or *
TAC l ll

..

uomesticuvt
.....
. !
Navai d faci l i t y boxes i n-
cl ude faci l i ty name, i dent
i f i er , Morse code and
f r equency. The shadow i n
di cates the pr i mary faci l i ty
upon whi ch t he approach i s
predi cated. I n VORTAC and
VORDME faci l i t y boxes the
l etter L i ndi cates OME
capabi l i ty.
VOR, VORTAC and VORDME
cl ass i s i ndi cated by a
l etter "T" ( Termi nal ) , "L"
( Low Al t i t ude) or "H"
( Hi gh Al t i t ude) when
avai l abl e.
Under l i ne shown bel ow
navai d i dent i f i er, i ndi cates
Beat Frequency Osci l I ator
( BFO) requi red to hear
Morse Code i dent i f i er .
Indi cates par t -t i me
operati on.
TACAN faci l i ty box wi t h
"Ghost" VOR f requency for
ci vi l tuni ng of TACAN -
onl y faci l i ti es to recei ve
OME i nformati on.
Austral i a Domest i c DME
Operates on 200 MHz and
requi res ai rborne recei ver
speci f i c to t hi s system.
NAVAIDS |cont | nued)
Iisuvr
1_ @
[LS, LOC, LOA, or SOF faci l i ly box. [I i ncl udes
i nbound magneti c course, frequency, i dent i f i er ,
and Morse code.
Local i zer Back Course faci l i t y box. Front
course i ncl uded for HS[ set t i ng.
visuvt aa
1 0
( 1 09. 7)
MLS fac i l i ty box i ncl udi ng inbound magnet i c
f i nal approach course, MLS channel , i dent i f i er
wi th Morse code and VHF "Ghost" f r equency
for manual l y tuni ng DME.
BEARINGS
Magnet i C course
1 0`T~True
course
/
VLM ClOSS lad '8ls and N

O
` '
bear i ngs fO|0 Rg a posi ti on
d
l X BlC lO0 8 VLM DO O
-
/
8D NOB

@
` Morse code I dent l 8 charted
OD VOR radi al lNDB bear ing
'.'
when O|0l D@ 8C | l l y |s
outsi de of pl anvi ew.
r
On charts dated on or after 1 0 MAR 95,
General procedure NOTES are contai ned wi thi n
a si ngl e box i n t he pl anvi ew. NOTES
speci f i c to a si ngl e i t em on the chart are
associ ated wi t h that i tem.
RADAR required.
Use ITRP IlS DME when on laC course.
Pi lot control l ed l i ghti ng.
JEPPESEN SANDERSON, INC 1984, 1995. All RIGHTS RESERVED.
JEPPESEN INTROUCTION 13 DEC 96 T 00
APPROACH CHART LEGEND
APPROACH PLAN VIEW ( cont i nued)
'AIRSPACE FIXES
X NonCompul sory Ai rspace Fi xes
"^
Compulsory Airspace Fixes
_@___ Fl yover Ai rspace Fi xes
OME value wi l l be portrayed as 01 0. 0. When fi x
and co located navaid names are the same, onl y
the navaid name i s di spleyed.
'

c:.:
.

ce e

Allowable substitutions for identifying a fix are

noted in the planview. At the pi l ot ' s request ,
where ATC can provide the service, ASR may be
substituted for the OM. In addition, PAR may be
substi tuted for OM and MM.
APPROACH TRANSITIONS
1 6. 3
as

.
NM di stance and mi ni
Magnet i c course
mum al t i tude between
. .
fixes and lor navaids

Magnet i c heading

a-a
@
Route wi thout
Z7
0
faci l ity gUidence.
6.2
Route wi thout mi ni mum al t i
aistude. Al t i tude to be assigned
by ATC.
(IAF)
(IF)
No|1
M
I ni ti al Approach Fi x
I ntermediate Approach Fi x
No procedure turn, Race Track
Pattern or any other type of
course reversel procedure
required or authorized wi th
out ATC cl earance.
Fl ag notes see appl i cable
reference notes el sewhere on
the pl an view.
Cross at FL 1 1 0
and descend to 3000 '
WKb
I
TERPS VOR
I

| _
I o

NC 1
&... ' '
JMM
Crossing al ti tude and
descent instructions.
Approach transition inset.
(Dog leg route, wi th off
chart turn). Al so provided
wnen route originates at
an offchart intersection
designated only for app
roach use such fi xes are
not charted on enroute
and area charts.
APPROACH TRANSITIOS |contInued)
No|1
Prr| Vo|
5ec1or
V| oP| rway
'

NoPT arrival sectors depict an erea of approach

transition routing to an approech fi x. No proc
edure turn, Race Track Pattern or any type
course reversal is required nor authorized wi th
out ATC cl earence when an arri val course i s
wi thi n the charted sector and on an establ i shed
ai rway radial to the f ix.
Note that the routes from STO t o Pl ant t o
Tower are approach transitions, whereas the
STO R27So is not an approach transition. The
STO R27So has a smal l arrowhead and is a
cross, radial forming Tower. The STO R300o
has a large and smal l arrowhead indicating
both an approach transition and a cross radial
forming Plant. Plent end Tower are also formed
by the IPEN local izer course.
(IAF)
1
.z-:

i t -:

r
~-

~ ^

to

a-a~
z|
J 00"
W 2760
10.
0
7

L
cs.e g
cs. e
0

"

An approach transit ioncoincidental wi th the

approach procedure fl ight track is charted
offset from the f l ight track for cl ari ty.
Approach transition.
Route from Enroute
Navaid or Fix to Ini ti al
Approach Fi x (IAF) .
(IAF)
/V
V

MM
c. e
JEPPESEN SANDERSON, INC . 1984, 1996. All RIGHTS RESERVED.
1 06 13 DEC 96 INTRODUCTION JEPPESEN
APPROACH CHART LEGEND
APPROACH PLAN VIEW ( cont I nued)
APPROACH TRANSITIOS |coaIIaued}
Approach transit ions vi a DME arcs are i l lus
trated below wi th di stance from faci l i ty, direc
tion of f l ight, start and termination points of
the arc. DME arc al ti tude i s maintained unt i l
establ i shed on approach course.
jIAr
Jo

. 0

00"*
Ul.
No|1
~za
Lead radl "l s may be provided as an advisory
point for turning to the approach course.
Approach transitions may be descri bed under
the ori gi nating navaid wi th course, di stance,
al ti tude, and terminating poi nt.
APPROACH PROCEDURE FLIGHT TRACK
The approach procedure
II ight track is portrayed
by bv|d |ine.This track begins in the plan view
atthet% location where the prol i le begins.
, Holdin

pattetn used to lose

I| t|to proceeding

`_

'
he
"P
proach.

High level apprach Irack
........ Vi sual f l ight track
PROCEDURE TURNS - CORSE REVERSALS
Schemati c portrayal of
procedure tUrn
00"~
==== 45/ 1 80 turn

Z70"
aa
80/260 1Uf
Tear drop or Base turn.

When course reversal is re-

qui red, it must be fl own as

charted.

Holding pattern or

"
Racetrack pattern.
0

When course rever-

L
sal is required, i t
must be flown as

charted.
z-
When a procedure turn, Racetrack pattern,
Teardrop or Base turn is not portrayed, they
are not author ized.
AlT"UDES
2
3
00
'
MANDATORY
2400
'
MAXIMUM
1 9
00
'
Al l al ti tudes i n the pl an view
are "MINIMUM" al t i tudes un
l ess speci f i cal l y labeled other
wise. Al ti tudes are above mean
sea level in feet. May be
abbreviated "MIM" .
Mandatory al ti tudes are labeled
"MANDATORY" and mean at the
fix or gl ide sl ope intercept.
Maximum al ti tudes are labeled
"MAXIMUM". May be abbrevi
ated "MAX",
RECOMMENDED Recommended al t i tudes are
2000
'
labeled "RECOMMENDED".
MISSED APPROACH
Ini t ial maneuvering course
-----
for mi ssed approach. Details
of the mi ssed approach are speci fied below
the proll I e diagram.
Mi ssed
approach
fi x inset .
""

@ JEP!SEN SANDERSON, INC . . 1991. 1996. ALL RIGHTS RESERVED.
JEPPESEN I NTRODUCTION
2. JUN 9. 1 07
APPROACH CHART LEGEND
APPROACH PLAN VIEW ( cont i nued)
HOLDING PATTERN
8
Hol di ng pattern not part of the
approach procedure. DME
f i gures, when provi ded, gi ve
the DME di stance of the f i x as
the f i r st f i gure f ol l owed by the
outbound l i mi t as the second
fi gure. 3000 i ndi cates the mi ni
mum hol di ng al t i tude, ( MHA) .
Length of hol di ng pattern i n
mi nutes when ot her than
standard.
" Indi cates procedure for

l eavi ng the hol di ng pattern.

TERRAIN HIGH POINTS AND
MAN-MADE STRUCTURES
(
cont i nued)
AND MUST NOT BE RELI ED ON FOR DES
CENT BELOW THE MI NI MUM ALTITUDES
DICTATED BY THE APPROACH PROCEDURE.
Gener al l y, terrai n hi gh pOi nts and man-made
struct ures l ess than 400 feet above the
ai rport el evati on are not depi cted.
2. Symbol s for terrai n hi gh poi nts and
man-made structures:
`
Natural terrai n (peak, knol l , hi l l ,
etc. ) Used pr i or t o August 1 2, 1 988.

Uni dent i f ied natural terrai n or man

made. Used prior t o August 1 2, 1 988.
Natural terrai n (peak, knol l , hi l l ,
et c. ) Used after August 1 2, 1 988.

Hol di ng patterns are gener al l y

not charted t o scal e.

Man-made (tower, stack, tank,

bui l di ng, church)
AIRPORTS
I FR ai r ports i n the area and VFR ai rports
underl yi ng the f i nal approach are depi cted.

w
O
O
O

AIRSPACE
Ai r port to whi ch the approach
i s desi gned
Nearby Mi l i tary ai rport
Nearby Ci vi l or joi nt use
Mi l i tary ai rport
Hel i port
Ci vi l Seapl ane Base
Mi l i tary Seaplane Base
Ai r port wi t h l i ght beacon
Abandoned or cl osed ai rport
An ai r port reference ci rcl e,
statute mi l es i n radius,
centered on the ai rport.
Omi t ted after 1 OCT 93.
Restri cted ai rspace (Refer to
the enroute chart for l i mi ta

t i ons. )

PROHIBITED AREA
C Pj23

ORIENTATION DETAILS
Lake or l arge
water area
Ri ver
PC|ODuU\| Cu L| gD\UCuCOD
r
TERRAIN HIGH POINTS AND
MAN-MADE STRUCTURES
1. Some, but not al l , terrai n hi gh pOi nts and
man-made st ructures are depi cted, al ong
wi th thei r el evati on above mean sea l evel .
THI S I NFORMATION DOES NOT ASSURE
CLEARANCE ABOVE OR AROUND THE
TERRAIN OR MAN-MADE STRUCTURES
l
Uni dent i f i ed man-made structure
Mean Sea Level el evati on at
4460' top of terrai n high poi nt!
man-made structure.
Z
Denotes unsurveyed accuracy
Arrow i ndi cates onl y the hi ghest
of portrayed terrai n hi gh poi nts

and man-made structures in the

charted pl anvi ew. Hi gher terrai n
or man-made structures may exi st
whi ch have not been portrayed.
r
GENERALIZED TERRAIN CONTOURS
1 . General i zed terrai n contour i nforma-
ti on may be depi cted when terrai n
wi thi n the approach chart pl anvi ew
exceeds 4000 feet above the ai r port
el evati on, or when terrai n wi t hi n 6
nauti cal mi l es of the Ai rport Reference
Poi nt (ARP) r i ses to a l east 2000 feet
above the ai r por t el evati on. THIS I N
FORMATION DOES NOT ASSURE CLEAR
ANCE ABOVE OR AROUND THE TERRAI N
AND MUST NOT BE RELI ED ON FOR DES
CENT BELOW THE MI NI MUM ALTITUDES
DICTATED BY THE APPROACH PROCED
URE. Furthermore, the absence of terrai n
contour i nformati on does not ensure the
absence of terrai n or st ructures.
2. Terrai n features are depi cted usi ng one
of the two fol l owi ng methods:
a) Pri or to June 24, 1994, terrai n i nfor
mati on was depi cted as gray
contour l i nes wi th contour val ues.
731 0'

:'-

_0'
o) After June 24, 1 994. gray
contour l i nes wi l l gradual l y be
repl aced wi t h brown contour
l i nes, val ues, and gradi ent t i nts
pr i nted i n brown. Gradi ent ti nts
i ndi cate the el evati on change
between contour i nterval s.
JEPPESEN SANDERSON, INC., 1 994. ALL RIGHTS RESERVED.
1 0 2 4 JUN +
INTRODUCTION .EPPESEN
APPROACH CHART LEGEND
PROFILE VIEW
The top of the profi I e vi ew on certai n non-precision approaches contai ns a tabl e of
recommended al t i t udes/hei ghts at vari ous DME f i xes to al l ow a constant rate of descent.
The al t i tudes/hei ghts are recommended onl y; mi ni mum al t i t udes i n the prof i l e vi ew appl y.
The t abl e i s sequenced i n t he same di rect i on as t he prof i l e i s portrayed.
Notes pertai ni ng to condi t i onal use of the procedure are shown at the top of the prof i l e.
The note "Pi l ot cont rol l ed l i ght i ng" i ndi cates t hat pi l ot acti vat i on i s requi red as speci f i ed
on the ai rpor t chart under Addi t i onal Runway Informati on.
The prof i l e vi ew schemat i cal l y (not to scal e) port rays the approach procedure f l i ght track
as a verti cal cross secti on of t he pl an vi ew.
NON-PRECI SiON APPROACH PROFILE ( LaC, VOR, VORTAC, NDB, et c. )
M symbol representi ng the non-preci si on mi ssed approach poi nt ( MAP) , as shown bel ow,
i s used on charts dated on or after 5 FEB 93. Thi s symbol i s omi tted when more than
one non-preci si on approach track i s depi cted.
Procedure turn mi ni mum Mi ni mum al t i tude after
hei ght above TDZE
VOR
passi ng STACK
al t i tude ( MSL) , and
passi ng VOR and unt i l

BO

.FI X format ions

i z :

~ STACK Appl i cabl e MDA after

i :

( |
|
7
^
?
?

,
FAF

STACK
Procedure turn
i:::

outbound l i mi t .
::

MAP
Turn to be
Mi ni mum al t i t ude after
.

completed
procedure turn compl et i on
l
wi t hi n 10 NM.
and unt i l passi ng VOR
4. 0 2. 2 1 . 8 TDZE 4
APT. zs
NM Di stance to "0" poi nt
( Not i ncl uded at DME f i x)
_s. :
NM Di st ance
between f i xes
Vi sual Descent Poi nt
i :z:
NON-PRECISiON APPROACH PROFI LE ( LaC, VOR. VORTAC, NDB. et c. )
wi t h constant rate of descent
Mi ni mum al t i tude
unl ess otherwi se
speci f i ed.
VOR
Steady descendi ng prof i l e l i ne i ndi cates
procedure i s desi gned to be f l own wi th a
constant rate of descent. The appl i cabl e
rate of descent i s found i n the conversi on
tabl e.
NON-PRECI SI ON APPROACH PROFI LE ( VI SUAL APPROACH)
l U. U
TDZE t z i :
APT. i z t :
. U
~s::
U. |
~
~

|
(
7
+zz,
| | ~
~
, - |
l

~
=
-
v-- ,aa

= -
-
=
z:::
on
l
~
j",---

( |
+zz,

|
~
[,,
-

-
'
e
. .
4. 5
5. 0
Vi sual f l i ght track
Mi ni mum al t i tude
unl ess otherwi se speci f i ed.
JEPPESEN SANDERSON. INC. , 1994. ALL RIGHTS RESERVED.
==.EPPESEN INTRODUCTION
APPROACH CHART LEGEND
PROFILE VIEW ( cont i nued)
1 2 NOV 99
PRECISION APPROACH PROFILE fiLS wi t h LOC (GS out), or wi t h NOB Approach]
1 09
osymbol representi ng the non-preci si on mi ssed approach point (MAP), as shown bel ow, i s used
on charts dated on or aiter 5 FEB 93. Thi s symbol is omitted when more than one non-preci si on
approach t r ack is depi cted.
Begi nni ng of f i nal
approach segment
( preci si on approach)
LOC (GS out) or NOB
MAP
FAF (USA)
Procedure turn
FAP (ICAO)
mi ni mum al t i tude_(MSL)
L OM
GS al t i t ude at
and hei ght above TOZE -- LOM, MM _
,
GS 332'
l 0 NML
16 15')
from
LOM
OCA(H) val ues are
| l S0C lR the prof i l e
vi ew when speci f i ed
\
OCA(H) Rwy .R
ILS 27.' (200')
GS out .7.' (400')
_-o- TCH 58'
..2
TDZE
74
'
APT.
75
'
LaC (GS out) or NOB
procedure mi ni mum
al t i tude after procedure
turn compl et i on, and
unt i l passing LOM
Appl i cabl e OA(H)
for ILS procedure
Procedure turn to be started
DME di stance at marker
at speci f i ed outbound t i me
l Mi n D5N LMM
DESCENDING
=
_
-
-
-
-
35
0
o
-
J000'(2704') D2.-MTN
to

GS r i87

1491 ')
GS 58'J2')
ILS gl i de sl ope
threshol d crossi ng
2J00'
2J00'
q

(2004')
0 ~
(2004')
<

1700 ---o
hei ght_
Descendi ng turn to

mi ni mum al t i tude

Begi nni ng of f i nal

approach segment
( preci si on approach)
FAF (USA)
FAP (ICAD)
Appl i cabl e LaC (No GS)
or NOB procedure MOA(H)
after passi ng LOM
LOM
MM
GS i i7/l)
TCH .9'
1M
ot: + jr)

TCH 56'
.
o
,~

TDZE RWY 8L
1 0 1 5
'
When ATC di rects the l ower noted al t i tude: For preci si on
approaches, the al t i tude becomes the mi ni mum g l i de sl ope
i ntercept al t i tude and the resul tant actual point of gl i de
sl ope i ntercept becomes the FAF (USA).
TOZE RWY 8R
1 024
'
0
APT. ! 02'
JEPPESEN SANDERSON, INC., 1993, 1999. ALL RIGHTS RESERVED.
1 1 0 1 2 NOV 99 INTRODUCTION ::JEPPESEN
APPROACH CHART LEGEND PROFILE VI EW ( cont i nued)
PRECISION APPROACH PROFILE ( I LS CAT I I and CAT I I I combi ned)
Mi ni mum al t i tude at Col um.
Procedure turn, racetrack
pattern, teardrop or base turn
not aut hori zed
Begi nni ng of f i nal
approach segment
( preci si on approach)
Radi o Al t i meter
_hei ght at 150'
and 100' HATs
RA 1 99'
FAF (USA) FAP ( ICAO)
OM
COLUM
D9. 0 IRPQ ILS
2000'
|
( l0)

. l
MISSED APPROACH
The Mi ssed Approach text is l ocated i m
medi atel y bel ow the prof i l e di agram. I t may
be suppl emented by a State speci f i ed acc
el erati on al t i tude/hei ght on charts l abel ed
PANS OPS / PANS OPS 3. ( Refer to Ai r
Traf f i c Control seri es "200" ) .
MISSED APPROACH POINT (MAP)
Preci si on approaches: immedi atel y upon
reachi ng the Deci si on Al t i tude ( Hei ght )
DA( H) whi l e descendi ng on t he gl i de sl ope
and conti nued descent cannot be cont rol l ed
by vi sual reference.
Non-preci si on approaches: Upon reachi ng
the Mi ssed Approach Poi nt ( MAP) . A tabl e
at t he l ower l eft corner of the chart wi l l
speci fy t h e MAP and, i f appl i cabl e, a t i me
at vari ous speeds from f i x to MAP. When
t i mes are not shown, a t i med approach i s
Not Author i zed. Where a DME F i x i s por
trayed i n addi t i on to a di stance, the DME
Fi x may be used for determi ni ng the MAP
for DME equi pped ai rcraft. The runway
threshol d and MAP often coi nci de.
SYMBOLS
TCH
VOR

VOR
'
Threshol d Crossi ng Hei ght
Fan marker wi th name or ILS
marker wi t h marker code and,
when appropri ate, gl i de sl ope
crossi ng al t i tude above mean
sea l evel and above TDZE, run
way end or ai rport el evati on.
VOR, DF, NDB, or Waypoi nt
l abel ed onl y as to faci l i ty
depi cted. "Z" i ndi cates
VHF l ocation markers.
Marker and NDB co-l ocated
(LOM, LMM)
VOR not used for course
gui dance, by-passed duri ng
f i nal approach, and used
sol el y to provi de DME f i xes
both before and after i t s
passage.
-or-
Faci l i t y used sol el y for start
of outbound procedure track,
wi th procedure turn or course
reversal and f i nal approach
inbound to another faci l i ty.
OA(H) 294' ( /50')
,
RA 1 1 3'
/2
)
OA{H) 244' ( 100')
m
TCH 55'
102 1 44`
SYMBOLS ( cont i nued)
REDOE
D5.8
'
'
|
|
'
'
D2, 0

.
Dl . 0
|
,
\
Named fi x formed by VOR
radi al or NOB beari ng, or DME,
or radar.
Al l al l owabl e subst i t ut i ons for
i dent i fy i ng a fi x are noted i n
the pl anvi ew. Onl y DME val ues
wi l l be di spl ayed i n the prof i l e.
Note: I LS DME shoul d nof be
used to determi ne posi t i on
over mi ddl e mar ker, runway
threshol d or runway touch
down pOi nt unl ess speci f i ed
on the approach chart.
Non-preci sion Fi nal Approach
Fi x ( FAF) (If speci f i ed by State
source)
Vi sual Descent Poi nt ( VDP)
( i f speci f i ed by State source)
Begi n mi ssed approach
procedure.
M symbol represents the non
preci si on mi ssed approach poi nt
( MAP) , on charts dated on and
after 5 FEB 93.
Approach procedure fl ight track
Approach procedure f l i ght track
of non-preci si on approach [LOC
------ (GS out ) , NDB or VORl when
charted i n same prof i l e wi t h
preci si on approach.
- - - - - - - -
Hi gh l evel approach track
. Vi sual f l i ght track
...
(One or more arrows)
' See INTRODUCTI ON page NEW FORMAT-5
for VERTICAL NAVIGATION ( VNAV)
expl ai nat i on.
geomet r i c descent path and
....... .!.... descent ang l e
geomet ri c descent path and
....
descent angl e to Deci si on
Al t i tude ( DA) for approved
|
operators.
@JEPPESEN SANDERSON, INC. , 1993, 1999. ALL RIGHTS RESERVED.
INTRODUCTION 14 MAY 99 1 1 1
APPROACH CHART LEGEND
PROFILE VIEW (cont i nued)
SYMBOLS (conti nued)
Z0
MANDATORY
Z4
MAXIMUM
V
OCL Rwy 04R
274' (200')
OCA(H) Rwy 26
720' (263')
RECOMMENDED
7
( /200')
Al l al t i tudes i n the pro
f i l e vi ew are " MI NIMUM"
al t i tudes unl ess speci f
i cal l y l abel ed otherwi se.
Al t i tudes are above
mean sea l evel i n feet.
May be abbrevi ated
"MI M".
Mandatory al t i tudes are
l abel ed "MANDATORY"
and mean at the fi x or
gl i de sl ope i ntercept.
Maxi mum al ti tudes are
l abel ed "MAXI MUM".
May be abbrevi ated
"MAX".
Obstructi on Cl earance
Li mi t
Obstruct i on Cl earance
Al t i tude (Hei ght)
Recommend al t i tudes are
l abel ed"RECOMMENDED" .
Hei ght in feet above
ai rport, runway end, or
TDZ el evati on. Hei ght is
measured from ai rport
el evati on unl ess TDZE or
runway end el evati on i s
noted at t he ai rport
symbol .
Touchdown Zone
_El evati on. (Runway End
TOZE 14
or Threshol d El evati on
APT. 10
when l abel ed RWY) .
Offi ci al Ai rport El evati on
Procedure turn mi ni mum
al t i tude (MSL)
NN
Z Hei ght above TDZE,
( 1 126')_rUnway end, runway
threshol d, or ai rport.
Procedure turn outbound l i mi t. When
the outbound procedure track i s depi cted
i n the prof i l e vi ew, the turn l i mi t i s from
the fi x where the out bound track begi ns.
The turn must be carri ed out wi thi n the
speci fi ed di stance.
Combined procedure turn
(course reversal s) and NoPT
procedure f l i ght tracks
CHIPS

NoPT procedure

1 N

N| DlUUH al t i tude
Fl i ght tracks WH0
BI i x,
procedure t ur n | 8 used
. d

^Z0
1 N|
Z
Racetrack used i n l i eu
of procedure turn wi th
hol di ng l i mi t , out bound
and inbound beari ngs,
and mi ni mum al t i tude. ( / 900')
For a racetrack and hol di ng in l i eu of pro
cedure turn, the out bound track corresponds
to the pl an vi ew depi cti on begi nni ng at a
poi nt abeam the faci l i ty/f i x.
VOR

g
J

. 0
(2975
'
)
Z N
( 1475 )

1
(1275') "
When ai rspeeds are
i ndi cated i n prof i l e
Procedure based note, hi gher ai rspeeds
OD 1 20 KT lAS. requi re shortened t i mes
to assure remai ni ng i n
the protected area.
Radar vectori ng i s requi red
when i t i s the onl y approved
Radar required. method for provi di ng a pro
cedure entry and/or for
i dent i fyi ng a termi nal f i x.
Gl i de Sl ope wi t h inbound
magnet i c course of Local i zer.
Gl i de S l ope, Gl i de path
i ntercept i s the Fi nal
Approach Fi x (FAF USA) .
Fi nal Approach Poi nt ( FAP
ICAO) for preci si on approaches.
The gl i de sl ope symbol starts at
the FAF/FAP.
JEPPESEN SANDERSON, INC., 1992, 1999. All RIGHTS RESERVED.
T T Z
GENERAL
I 4MAY99 INTRODUCTION
APPROACH CHART LEGEND
LANDING MINIMUMS
==JEPPESEN
Publication of minimums does not constitute authority for their use by all operators. Each individual
operator must obtain appropriate approval for their use.
DEFINITIONS
A, b, C, D ,,, Ai rcraft categor i es (See Chart Gl ossary)
AI (CP outL _,Azi muth ( Gl i de path out) on MLS approach.
ALL
Non.,,,P| | Non CD0OU| 0O. D0S0 mi ni mums app| y !O| N0X| CO L
5k0
approaches onl y.
ecJ ,,, Approach l i ghts out of servi ce
CA1I ILS ,,,, CAT I l LS approach
CA1II ILS ,,,, CAT I I ILS approach
CA1 lIIAILS CAT llIA ILS approach
Indi cates that a cei l i ng is requi red for l andi ng.
CIRCLE-TO-LAND ,,,, Ci r cl i ng l andi ng mi ni mums appl i cabl e for al l runways
+uA ,,, .Deci si on Al t i tude - MSL al t i tude
-uA(u) ,,,, Deci si on Al t i tude ( Hei ght )
-uu .,, .Deci si on Hei ght - MSL Al t i tude
Ul,,,AI I components of I LS are operat i ng
HK ecJ , .Hi gh Intensi t y Runway Li ghts out of servi ce
ILS ,,., ILS approach
lOC(CS outL ,,, Local i zer approach (ILS wi thout GS)
vuA ,,,. Mi ni mum Descent Al t i tude - MSL al t i tude
-vuA(u) ,,, jAi ni mum Descent Al t i tude ( Hei ght)
NN ecJ ,,, MM out of servi ce and no l egal subst i t ut i ons avai l abl e
MLS ,,,, MLS approach
NP,,, Not authori zed
NOT APPLlCABLE. ,,, Condi t i on does not appl y
N08 _,,..NDB approach
ect ,. ODAL approach l i ghts out of servi ce
RA,,Radi o Al t i meter ( hei ght above ground)
kAl|ecJ .., RAIL por t i on of approach l i ghts out of servi ce
RMS ,,,, RMS approach
STRAIGHT-IN LANDING RWY ,,,. Runway for whi ch charted mi ni mums appl y
TDZ er LecJ ,, Touchdown Zone l i ghts or cent er l i ne l i ghts out of servi ce
( ).,,..Numbers i n parentheses represent Hei ght Above Touchdown
(HAT) or Hei ght Above Threshol d or Hei ght Above Ai rport ( HAA) .
"DA( H) and MDA( H) are used excl usi vel y starti ng wi th chart s dated 28 Jul y 1 989.
STRAIGHT-IN LANDING
Al l Charts
Al l authori zed mi ni mums and appl i cabl e
condi t i ons for each approach procedure are
provi ded wi thi n the chart mi ni mum tabl e.
The f i rst col umn, at the l ef t , shows the
l owest authori zed mi ni mum. Succeedi ng
col umns to t he r i ght wi l l show i ncreasi ng
mi ni mums adj usted to the appl i cabl e cond
i t i on. Instal l ed approach l i ghts or l andi ng
ai ds that affect or may affect mi ni mums are
l i sted i n t he col umn headi ngs as "ALS out , "
" MM out , " etc. When t wo or more i nstal l ed
l andi ng ai ds are out, the hi ghest "out" cond
i t ion mi nimum appl i es.
On approach charts dated pri or to 24 AUG
90, i nstal l ed approach l i ghts t hat di d not
requi re a mi ni mum adjustment were omi tted
from the mi ni mum headi ngs, Charts dated
24 AUG 90 and after wi l l provi de col umn
heading condi t i ons for i nstal l ed approach
l i ghts even though a mi ni mum adj ustment i s
not requi r ed.
Al t i meter set t i ng requi rements or other
speci al condi t i ons may al ter the sequence
of t he mi ni mums, A revi ew of al l notes and
mi ni mum box t i t l es shoul d al ways be made.
ILS CHARTS
When the gl i de sl ope of an ILS is "out" the
col umn headi ng i s i dent i f i ed as a l ocal i zer
approach wi t h gl i de sl ope out - "LOC (GS
out)".
In the Uni ted States, effecti ve 15 October
1 992, there i s no l onger any penal ty i mposed
for an "MM out ". The "MM out" col umn is
bei ng removed from U. S. charts begi nni ng
wi t h the 9 October 1 992 revi si on, effecti ve
1 5 October 1 992,
The fol l owi ng count r i es I mpose hi gher
mi ni mums for the "MM out" cond i i on.
Braz i l
Bul gari a
Costa Ri ca
Ecuador
Israel
Paraguay
Saudi Arabi a
Sur iname
Taiwan
Uruguay
Yemen Arab
Republ i c
JEPPESEN SANDERSON. I NC . 1992. 1999. ALL RIGHTS RESERVED.
JEPPESEN INTRODUCTION 9OCT 97 1 1 3
APPROACH CHART LEGEND LANDING MINIMUMS (cont i nued)
USA FORMAT - Pri or to 1 5 October 1 992 Ef fect i ve date.
STRAIGHT-IN LANDING RWY J6l CIRCLE-TO-LAND
Il$ lOC (G$ oul}
.... 2 1 2' (200') ....262'(250') ....,400' (388')
FULL TO' or CL 1 ALS 001 vv001 L 01
X
Kts
,
...., .

90
560' (533')- 1

RVR 24 0r Y2 RVR 24 or Y2 RVR 50 or 1

120
RVR 1 8 RVR 24 RVR 40
C
or Y2 or Y2 or %
140
560' (533')- 1 Y2
|
D RVR 400r % RVR 400r % RVR 60 or lY4
165
580' (553')-2
USA FORMAT ' Ef f ect i ve 15 October 1 992 and al l succ"edl ng revi si ons .
STRAIGHT-IN LANDING RWY J6l
CIRCLE-TO-LAND
Il$ lOC (G$ oul}
.... 2 1 2' (200') .....400' (388')
|U|| J0I or L 001 ALS 0u1 L 0u1
s

.....

90
560' (533')- 1

RVR 24 or Y2 RVR 50 or 1
120
C
RVR 1 8 or Y2 RVR 24 or Y2 RVR 400r % 140
560' (533')- 1 Y2
|
D RVR 400r % RVR 60 0r lY4
165
580' (553')- 2
WORLD-WIDE FORMAT
STRAI \4 CIRCLE-TO-LAND
Il$ lOC |G$ oul}
.... 2 1 2' (200') .....400' (388')
|U|| J0I 0r L 001 ALS 0u1 ALS 0u1
&X
Kts ,.....

100
560' (533') - 1600m
RVR 720m RVR 1500m
~
=
135
RVR 550m RVR 720m
VIS 800m VIS 1600m
C
VIS 800m VIS 800m
1200m
180
630' (603') -2800m

D 1200m
RVR 1800m
205
730' (703') -3600m
VIS 2000m
SIDESTEP INOPERATIVE COMPONENTS
For a runway i denti fi ed as sidestep, such as SIDESTEP RWY 24L:
Inoperative l i ght components shown i n Rwy 24L column are those for the l i ghts i nstal l ed
on Rwy 24L, not the I i ghts for Rwy 24R.
CIRCLE-TO-LAND
Starti ng wi th charts dated Jul y 28, 1 989, maximum aircraft speeds for ci rcl ing are shown i n
l i eu of Ai rcraft Approach Categories. The maxi mum i ndicated ai rspeeds are shown i n knots
( ki lometers per hour on Metri c Edi tion charts).
U. S. STANDARD FOR TERMINAL
INSTRUMENT APPROACH PROCEDURES
(TERPS)
CIRCLE-TO-LAND
.....
90
560' (533')- 1
120
140
560' (533')- 1 Y2
165
580' (553')-2
Known devi ati ons to the above speeds are
charted. For the few countries that have not
publ i shed maximum ci rcl i ng speeds, ai rcraft
approach categories A, B, C and D wi l l continue
to be shown.
Aircraft Approach Categories i n the strai ght
i n mi nimum col umn can be read across the
chart from l eft to ri ght for referencing the
ci rcl e-to-I and i nformati on.
The fact that strai ght-i n-ml ni mums are not
NEW INTERNATIONAL
CIVIL AVIATION ORGANIZATION
( ICAO) FLIGHT PROCEDURES
CIRCLE-TO- LAND
:.....
560' (533') - 1600m
135
180
630' (603') -2800m
205
730' (703') -3600m
publ i shed does not precl ude the pi l ot from
landing strai ght-i n, using publ i shed ci rcl ing
mi nimums, i f he has the strai ght-i n runway
i n si ght i n suffi cient ti me to make a normal
approach for l andi ng. Under isuch condi t i ons,
and when Air Traffi c Control has cleared
him for landing on that runway, he i s not
expected to ci rcl e even though strai ght-i n
mi ni mums are not publ i shed. I f he desires
to ci rcl e, he should advise ATC.
JEPPESEN SANDERSON, INC., 1992. ALL RIGHTS RESERVED
1 1 4 9OCT 92 INTRODUCTION JEPPESEN

C
|
D
APPROACH CHART LEGEND
LANDING MINIMUMS (con t i nued)
CEILING MINIMUMS
In some parts of the worl d a mi ni mum
"cei l i ng" i s requi red as wel l as a mi ni mum
vi si bi l i ty. Cei l i ng measurement is reported
as hei ght above ground and therefore may
not be the same val ue as the hei ght above
touchdown (HAT) or hei ght above ai rport
(HAA). The cei l i ng mi ni mums shown i n the
mi ni mums format are i n feet or meters
accordi ng to the way they are reported.
The cei l i ng requi rement i s hi ghl i ghted:

VISIBILITY
Vi si bi l i t y for any approach condi t i on i s
shown bel ow the condi t i on i n a band f or
each ai rcraf t category or each maxi mum
ci rcl i ng speed Vi si bi l i t y i s shown al one,
or i n addi t i on to RVR. When a governi ng
authori t y speci fi es vi si bi l i t y mi ni mums i n
meters or ki l ometers, an "m" or "Km" i s
charted af ter the speci fi ed vi si bi l i t y. When
statute or nauti cal mi l es are speci fi ed, no
uni ts are charted; e, g. , a speci fi ed vi si
bi l i t y of "1" means "1 mi l e. "
RUNWA Y VISUAL RANGE
Runway Vi sual Range ( RVR) i s to be used
instead of reported vi si bi l i ty for operati ng
on any runway for whi ch RVR i s gi ven. The
f i gures shown wi th RVR represent readi ngs
i n hundreds of feet, as RVR 24 meani ng
2400 feet RVR, or readi ngs i n metri c uni ts
as RVR 550m meani ng 550 meters RVR.
RVR for non-preci si on and for preci si on l andi ng
mi ni mums (other than Category II or l l l ) .
( 1 ) Touchdown RVR reports, when avai l abl e for
a parti cul ar runway, are control l i ng.
( 2) The Mi d RVR and Rol l out RVR reports ( i f
avai l abl e) provice advisory i nformati on to pi l ots.
The Mi d RVR report may be subst i t uted for the
TDZ RVR report i f the TDZ RVR report i s not
avai l abl e.
RVR for Category I I operati ons:
( 1 ) For authori zed l andi ng mi ni mums of RVR 1
or 500m, t he Touchdown Zone RVR reporti ng
system is requi red and must be used. Thi s RVR
report i s cont rol l i ng for al l operat i ons.
( 2) For authori zed l andi ng mi ni mums of RVR 1 2
or 350m, the Touchdown Zone and the Rol l out
RVR report i ng systems are requi red and must be
used. The Touchdown Zone RVR report i s con
trol l i ng for all operati ons and the Rol l out RVR
report provi des advi sory i nformat i on to pil ots.
The Mi d RVR report (i f avai l abl e) provi des advi
sor y i nformati on t o pi l ots and may be substi
tuted for the Rol l out RVR report i f the Rol l out
RVR report i s not avai l abl e.
METRIC MINIMUMS
Where weather condi t i ons are reported in me
ters, approved metri c mi ni mums are shown in
l i eu of feet and fracti onal mi l es.
Metri c mi nimums (cei l i ng, vi si bi l i t y, an
d
RVR)
are not abbrevi ated but are shown as compl ete
val ues.
RVR vi si bi l i ty val ues are charted onl y when the val ue I s not the same as the prevai l i ng or
meteorol ogi cal vi si bi l i t y val ue. When a di f ference occurs, the respecti ve RVR and pre
vai l i ng or meteorol ogi cal vi si bi l i ty val ues are prefixed wi th " RVR" and "VIS". When there i s
no di f ference, the mi ni mum i s shown onl y once and means ei ther RVR ( i f RVR i s reported for
that runway) or vi si bi l i t y i f measured otherwi se
STRAIGHT IN LANDING RWY 36R
(n)
FULL
80
ILS
ZZ (200)
001

0m
"
RVR and vi si bi l i t y val ues
are the same
LOC (GS out)
A/n) 44 (4lJ)
0u1
l200m
kVk l500m
V> l600m
l200m 2l 00m
Format f or ILS CAT II
STRAIGHT IN LANDING RWY
RA
CAT II ILS
CIRCLE TOLAND

s.A,n)
b`(5JJ) l600m
!0
180
(60J) 2500m
`
z05
(70J) J600m
'
RVR and vi si bi l i t y val ues
are not the same
RA
DA(H)
DA(H)
The l eft col umn l i sts the l owest avai l abl e CAT I I mi ni mum, normal l y DH 1 00, vi si bi l i t y RVR 1 2
(350m) . The ri ght col umn l i sts the CAT I I mi nimum appl i cabl e when certai n ai rborne equi pment
i s out of servi ce or when pi l ot and operator requi rements precl ude the use of l ower mi nimum.
This mi ni mum i s normally DH 1 50, vi si bi l i t y RVR 16 (500m).
JtFFt5tN 5^NU|K5ON, lNC. l?.AlL klOH15 R6tkVt0
L
t
u
i
l
C
u
;.EPPESEN
I NTRODUCTION .... 1 1 5
APPROACH CHART LEGEND
LANDING MINIMUMS (continued)
CONVERSION TABLE
At the bottom of the approach chart page, there is a cnversion table as shown below.
Gnd speed-Kts 70 90 100 120 140 160
GS 2.50 315 405 450 541 631 721
LaM to MP 5.0 4: 17 3:20 3:00 2:30 2:09 1 :53
The speed table relates ai rcraft approach speeds to the
rate of descent for the ILS glide slope (descent in feet
per mi nute). For non-precision approaches it relates
speed to the distance shown from the final approach fix
(FAF) or other specified fix to the missed approach point
(MAP).
Gnd speed-Kts 70 90 100 120 140 160
Descent rte
466 600 667 800 934 1067
07.0 to 03.0
MAPatD1. 5
Gnd speed-Kts 70 90 100 120 140 160
VOR to MAP 3.9 3:21 2:36 2:20 1 :57 1 :40 1 :28
Some mi ssed approach poi nts are cal cul ated on a
time/speed basis after completion of the procedure turn
inbound on final approach. The absence of a time/speed
table means the MAP cannot be determined by time and
a timed approach in Not Authorized.
Non-precision approaches designed to be flown at a
constant rate of descent have a rate of descent provided
in the conversion table. The conversion table specifies a
rate of descent that allows arrival at minimum altitudes
shown in t he profi l e vi ew. The descent rate is a
recommended rate only. Minimum altitudes shown in the
profile view apply.
Gnd speed-Kt 70 9 100 120 140 160
On PAR charts:
Rwy 5, 23, PAR GS 2.50 315 405 450 541
Rwy 30 PAR GS 2.55 322 413 459 551
Sndspeeo-Krs /0 90 00 20
OescentCrao|eor 5.9% 418 538 597 71 7
MAPat vOR
Gnd speed-Kts 70 90 100
/LS GS 3.00 or
377 484 538
LaC Descent Gradient 5.2%
MAPat MM
Gnd speed-Kts 70 90 100 120
Glide path Angle 3.00 377 485 539 647
FAFto MAP 5.1 4:22 3:24 3:04 2:33
631
643
40
836
120
644
140
755
2: 11
721
735
60
950
140
753
160
863
1 :55
Speed table with rates of descent on PAR
glide slope is provided.
When provided by the State, a non-precision
descent gradient i s provided with a descent
table in feet per minute.
160
For combi ned I LS and non-preci si on
approaches, only one descent tabl e i s
provided when the I LS glide slope angle
and the descent gradient are coincidental.
861
On MLS charts the Glide path angle authorized
for the procedure and rate of descent table i s
provided.
INSTRUMENT APPROACH PROCEDURE DESIGN INDICATOR
PANS-OPS or TERPS
The "PANS-OPS" margin notation indicates that the State has specified that the instrument approach procedure
complies with the ICAO Procedures for Air Navigation Serices - Aircraft Operations (PANS OPS) DOC 8168, Volume
I I , 1 st or 2nd Edition. Ai rcraft handli ng speeds for these procedures are shown on Introduction Page 2 under
"AIRCRAFT APPROACH CATEGORY (ICAO)". Known deviations to these handling speeds are chared.
"PANS OPS 4 further indicates that holding speeds to be used are those specified in DOC 81 68, Volume I I , 3rd
Edition.
"PANS OPS 4"furher indicates that the acceleration segment criteria have been deleted as formerly published in DOC
81 68, Volume I I , 3rd Edition. Jeppesen Air Traffic Control ("200" Series) pages provide an extract of the latest PANS
OPS DOC 8168, Volume I and the earlier version, concerning holding speeds. Holding speed tables for both the earlier
edition and the later editions 3 and 4 of PANS OPS are included in these pages.
"TERPS" indictes that the State has specified that the instrument approach procedure complies with the United States
Standard for Terminal Instrument Procedures. Note: Charts dated prior to 21 NOV 03 do not include a TERPS margin
notation.

u
0
m
w
F
Note: For charts dated @ 21 NOV 03, the of a PANS DPS or TERPS margin notation means the
instrument approach design criteria are unknown.
$:snsrnonson.|nc.,+ve, zee+.Al n|oufsRESERVED.
l tOU JZ M 4 IN I HOOUL1lUN
APPROACH CHART LEGEND
CI RCLE-TO-LAND
ICAO PANS OPS or TERPS
:JEPPESEN
The Instrument Approach Procedure margin also indicates whether PANS OPS or TERPS criteria have been applied for
the construction of the circl ing area. Maxi mum ai rcraft speeds for ci rcl i ng are shown in l i eu of ai rcraft approach
categories. The maximum i ndicated airspeeds (lAS) are shown in knots and any known deviations to the speeds are
charted. For the few countries that have not published maximum circling speeds, ai rcraft approach categories A, B, C
and D will continue to be shown, Ai rcraft approach categories i n the straight-in column can be read across the chart
from lef to right for referencing the circle-to-Iand information. The fact that straight-in minimums are not published does
not preclude the pilot from landing straight-in, using published circling mi nimums, if the straight-in runway is in sight with
sufcient time to make a normal approach for landing. Under such conditions, and when Air Trafic Control has provided
clearance to land on that runway, the pilot is not expected to circle even though straight-in mi ni mums are not published.
However, if a circling maneuver is desired, the pilot should advise ATC.
U.S. Standard for Terminal Instrument
Procedures (TERPS)
CIRCLE TO-LAND
aa-
s.MDA[H)

' D

w
F
90
560 '(553') - 1
l
1 20
140
560'(553') - l Y2
105
580'(573') - 2
ICAO Procedures for Air Navigation
Services -Aircraft Operations
(PANS OPS)
CIRCLE TO-LAND
a--
so
o;n)
! 0
560'(553'). 1600m
I15
I8O
630'(603')-2800m
205
730'(703')-3600m
Different design standards may be applied for the approach procedure than for the circling areas. I n those exceptional
cases, an additional label in the heading of the circling mi ni mums box will indicate the criteria which have been applied
fr the construction of the circling area.
CIRCLE-TO-LAND
(TERPS)
vox
K18M0A(H)
560'(55J') - 1
!20
! 4
560'(553') - l Y2
165
580'(573') - 2
I n this example, the instrument approach procedure complies with ICAO PANS OPS criteria, whereas the circling areas
are constructed based on TERPS criteria.
JEPPESEN SANDERSON. INC., 1990. 2004. ALL RIGHTS RESERVED.
INTRODUCTION 1 2 NH 04
APPROACH CHART LEGEND
CIRCLING AREA TERPS VERSUS ICAO PANS OPS
MAXI MUM SPEEDS/DIMENSIONS
TEP$ |CADPAN$DP$
Average bank angle 25' Average bank angle 20'
MAX lAS - Circling Area Radius (r) from Threshold
90 Kts 1 .3 NM 1 00 Kts 1 . 68 NM
1 20 Kts 1 .5 NM 1 35 Kts 2.66 NM
1 40 Kts 1 .7 NM 1 80 Kts 4.20 NM
1 65 Kts 2.3 NM 205 Kts 5.28 NM
(End of Approach Chart Landing Minimums)
1 1 bb
JEPPEEN 8ANDERSON, INC., ,99. M4.ALLRIGHTSRE5ERVED.
T 1 T ZNH INTRODUCTION
APPROACH CHART LEGEND
AI RPORT CHART FORMAT
==.EPPESEN
The airport chart i s typically printed on the reverse side of the first approach chart i n the seri es. At many airports,
especially large terminal s, the airport chart will precede the first approach chart and contain an enlarged diagram.
Airport charts depict communications frequencies as well as runway, taxiway and ramp information. Additionally,
approach and runway lighting, declared distances, IFR and obstacle departure procedures, and take-off and alternate
mini mums are shown. I n the example of a chart with an enlarged diagram, this information will usually be printed on the
reverse side of the ai rport diagram. Separate charts may be i ncluded that depict detailed ramp areas and parki ng
positions as well as low visibility taxi routes.
HEADING
Airport, Ramp and Taxiway charts
At the top of page are the location and airport names, the airport's elevation and latitude and longitude, the Jeppesen
NavData (ICAO) and lATA identifiers, and the revision date.
ATWNTWN
Apf Elev 1 '
N40 00. 0 W1 04 51 .0 " -
::JEPPESEN
0A1L _-
O
-ANYTOWN
"
WORLD
@ Jeppesen NavData (ICAO) and lATA identifiers.
@ Airpor elevation.
Q Geographi c l ati tude and l ongi tude coordi nates i n
degrees, minutes, and tenths of mi nutes, representing
the location of the airport reference point (ARP) when
an ARP symbol is shown. On charts where the ARP i s
not shown, coordi nates represent the airport location
as provided by the controlli ng authority.
i .
Q Revison date.
Index (page) number (same as approach
chart when the ai rport is printed on the
reverse side of the first approach chart).

Geographic location name.

@ Airpor name.
COMMUNI CATIONS
Communications for deparure are l isted i n order of normal use.
*ANYTOWN us;ttc:a(z,
l 2. l 2.
@ An ast er i sk ( *) i n di cates part-t i me
operation.
Q Radar is available
JEPPESEN SANDERSON, I NC. , 1990, 2004. ALL RIGHTS RESERVED.

.=
-
C
M
JEPPESEN INTRODUCTION ! ! JdL97 T T T
APPROACH CHART LEGEND
AIRPORT PLAN VIEW
SYMBOLS
Physi cal feature symbol s used on the ai rport chart are i l l ustrated bel ow.
^
^
I7
27w]

C
W q

Runway number is magneti c

unl ess fol l owed by T for t r ue
in the far north.
Runway number and ( when
known) magnetic di recti on,
unl ess fol l owed by T for true
i n the far nort h.
Seapl ane operat i ng ar ea, or
water runway.
Paved runway
Unpaved runway
Pi erced steel pl anki ng (PSP)
Seapl ane operati ng area or
water runway. Dash l i nes i n
di cate operati ng area.
Di spl aced threshol d
Desi gnated stop bar or
desi gnated hol di ng posi t i on.
Category I I /I I I hol di ng posi t i on.
Approach l i ghts extendi ng to
di spl aced threshol d
Uni di recti onal Arrester Gear

Bi di recti onal Ar rester Gear

Jet Barri er
Cl osed runway. Temporary
cl osed runways wi l l retai n
l ength and runway numbers.
Stopway or overrun
Area under construct ion
Runway shoulder (when
readi l y noti ceabl e)
No di fferenti ati on between types of surface for
ramps, taxi ways, cl osed runways, cl osed taxi
ways, runway shoul ders, and areas other than
runways. Stopways and overruns are shown
regardl ess of surface, wi t h the l ength, when
known. Stopway and overrun l engths are not
i ncl uded i n runway l engths.
ADDITIONAL INFORMATION
Runway end el evati ons are shown on the ai r
port di agram i f source i s avai l abl e.
Approach l i ghts and beacons are the onl y
l i ghti ng symbol i zed on the ai rport di agr am.
Approach l i ghts are normal l y shown to scal e i n
a recogni zabl e form. For approach I i ght sym
bol s see page 1 2 1 .
A representat i ve sel ecti on of reference pOi nts
known to Jeppesen is depi cted. The el evati on
of reference pOi nts depi cted i s above mean sea
l evel (MSL).
Lat i tude and l ongi tude ti cks at tenths of a mi n
ute i nterval are charted around most pl anvi ew
neatl i nes.
> > > > >
\

PKF
VOR
W
-Tr

<
J

-_,
.

Taxi way and apron

Permanentl y cl osed taxi way
Authori zed Landing Area
Hel i copter landing pad
Ai rport Reference Poi nt. Off
runway. Center of cross posi
ti oned at exact l ocati on.
Ai rport Reference Poi nt. Lo
cated on runway center l i ne.
Ar row poi nts to exact l ocati on.
RVR measuri ng si te, may have
i dent i fyi ng l etter or number.
Ai r port/ Aerodrome/
Identi f i cati on beacon.
On-ai rport navai d - VOR, NDB
or LCTR ( l ocators, other than
l ocators associ ated wi t h I LS) .
Depi cted on charts dated on
and after 5 FEB 93.
Rai l road
Pol e l i ne
Li ghted Pole
Road
Bl uff
Trees
Cone
Tee
Tetrahedron
Bui l di ngs
Large bui I ding
Foot 0 1000 2000 3000 4000 5000
|_ , .
!Y '
Metors 0 500 1000 1500
Bar Scal e
JEPPESEN SANDERSON, INC . . 1 991 , 1 997. All RIGHTS RESERVED.
1 1 1 1 JUL 97 INTRODUCTION .EPPESEN
RWY
APPROACH CHART LEGEND
ADDITIONAL RUNWAY INFORMATION
ADDITIONAL RUNWAY INFORMATION
USABLE LENGTHS
ILANDING BEYOND-
Threshol d Gl i de Slae TAKE-OFF WIDTH
4R HIRL CL ALSF-I TOZ
g
roove
d
RVR
22L HIRL CL

ooved RVR 664 1 '

1 50'
4L
HIRL CL
NA
1 50'
22R
HIALS SFL
7
ORL OVASI (angle 2. 4) 200'
25
1 3 HIRL CL VASI LOIN 1 1 , 972'
1 50'
31 HIRL CL SSALR VASI (non-std) HST-H I I 252'
OAct i vate on 1 22. 8.
6
RUNWAY AND APPROACH LIGHTS
For abbrevi at i ons used see page 1 1 9.
PILOT CONTROLLED AIRPORT LIGHTING SYSTEMS
See "Pi l ot Control l ed li ghts (PCl)"' i n the fol l owi ng secti ons: I NTRODUCTI ON, Chart Gl oss
ary for the Uni ted States of Amer i ca, AI R TRAFFIC CONTROL, Rul es and Procedures for the
appl i cabl e State. Non-standard l i ght i ng acti vat i ons are speci f i ed on i ndi vi dual charts.
See @above for chart i ng sampl e.
USABLE LENGTHS
The usabl e l engths have been determi ned as fol l ows in the addi t i onal runway i nformati on.
When usabl e runway l engths di ffer from those depi cted i n t he ai rport pl anvi ew, l engths are
speci f i ed i n the "USABLE lENGTHS" col umns. Bl ank col umns i ndi cate that the runway l ength
depi cted i n the ai rport pl anvi ew i s appl i cabl e.
LANDING BEYOND
Threshol d--When the l andi ng l ength is restr i cted, the l ength shown is the di st ance beyond the
l andi ng threshol d to the rol l out end of the runway.
Gl i de Si ope--The l ength shown for I lS i s the di stance from a poi nt abeam the gl i de sl ope
transmi tter to t he r ol l -out end of the runway. For PAR, the l ength shown i s the di stance f rom
the theoret i cal gl Ide sl ope i ntercept i on wi t h the runway to the rol l -out end of the runway. I f
both IlS and PAR are avai l abl e, data provi ded i s for IlS.
TAKE-OFF
When the takt roff l ength is restri cted. the l ength shown is the di stance beyond the point for
begi nni ng the take-off rol l to the end of the surface usabl e for take-of f .
Stopways, overruns, or cl ear ways are not i ncl uded i n the above f i gures.
NOTE: An NA charted as Addi t i onal Runway Informati on i ndi cates that take-of f s or l andi ngs
are not authori zed for the rwy shown.
LAND AND HOLD SHORT OPERATlONS(LAHSO)

Ai r Traf f i c Cont rol l ers may author i ze operat i ons whi ch i ncl ude si mul taneous take-olfs and
landi ngs and/or si mul taneous l andi ngs when a l andi ng ai rcraft is abl e and is i nstructed by
the control l er to hol d-short of the i ntersecti ng runway/taxi way or desi gnated hol d-short
pai nt. The avai l abl e l andi ng di stance i s shown i n the lAHSO Di stance col umn. On charts
dated before 1 1 JUl 97 the col umn i s t i t l ed Threshol d to Intersecti ng Runway.
ADDIIIO
N
AL RUNAY OKMA
II
U
N
U
S
A
BLE LENGTHS
tAN0lNC|CN0
LAHSO
Gl i de TAKE-
RWY Threshold Sloe
Distance
OFF
1 3/31 2400'
HIRL MALSR VASI - L grooved 751 2'
1 2L/30R 4200'
1 2R/30L 2800'
1 3/3 1 2400'
24 HIRL MALS grooved RVR 6452' 1 2L/30R 3000'
1 2R/30L 4500'
WIDTH
1 50'
JEPPESEN SANDERSON. INC.. 1979, 1 997. ALL RIGHTS RESERVW.
gJeeem 30 DEC 05
INTRODUCTION 1 1 9
APPROACH CHART LEGEND
ADDITIONAL RUNWAY INFORMATION
USABLE lENGTHS
lANDING BEYOND -
RWY Threshold Gl i de Slo TAKE-OFF WIDTH
4R HI Rl(60m) Cl( 15m} AlSF- I TDZ grooved RVR
1 50'
22l HIRl (60m) Cl( 15m)
g
rooved RVR
6641 '
4 l
HIRl (60m) Cli ISm) HIAlS SFl
NA
1 50'
22R
7
Rl(7Sm) VASI (angle 2_ 40, TCH 1 0' ) 200'
25
l HI RL(60m) Cli ISm) VASI (non-std) lOI N
1 1 , 972'
!
HI RL (60m) CLI ISm) HIAlS Hb1l| HST-H
1 1 252'
150'
RUNWAY LIGHTS - ABBREVIATIONS
RL Low Intensity Runway Lights or intensity not
specified.
HIRL - High I ntensity Runway Edge Lights
Runway edge lights are white, except on instrument
runways amber replaces white on the last 2000' or
half of the runway length, whichever is less.
MIRL - Medium Intensity Runway Edge Lights
TOZ - Touchdown Zone Lights

HSTIL - High Speed Taxiway turn-off i ndicator

lights.
HST-H - High Speed Taxiway turn-off with green
centerline lights. H indicates taxiway identification.
CL Standard Centerline Light configuration
white lights then alternating red & white lights be
tween 3000' and 1 000' from runway end and red
lights for the last 1 000'.
- or -
Exact configuration is not known. Known non-stan
dard configurations are stated as listed below
CL (white) all lights are white full length of run
way.
CL (non-std) - non-standard, configuration un
known
CL (50W, 20R & W, 20R) - non-standard, config
uration known .. .first 5000' white lights; next 2000' al
ternating red &white lights; last 2000' red lights.
Spacing for Runway Edge Lights and Centerline
lights is included as a parenthetical value, at select
ed locations. The parenthetical value is the spacing
i n feet or meters as appropriate.
EXAMPLE: HI RL (60m), i s High Intensity Runway
Edge Lights with a 60 meter spacing. CL (50'), is
Centerline Lights with a 50 foot spacing.
APPROACH LIGHTS - ABBREVIATIONS
ALS Approach Light System. Col or of lights, i f
known to be other than whi te, is included.
HIALS High Intensity Approach Light System
`
HIALS II - High I ntensity Approach Light System
with CAT II Modifications
MIALS Medium Intensity Approach Light Sys
tem
SFL - Sequenced Flashing Lights
F - Condenser-Discharge Sequential Flashing
Lights/Sequenced Flashing Lights
ALSF-I - Approach Light System with Se
quenced Flashing Lights
ALSF-II - Approach Light System with Se
quenced Flashing Lights and Red Side Row Lights
the last 1 000'. May be operated as SSALR during fa
vorable weather conditions.
SSALF - Simplified Short Approach Light Sys
tem with Sequenced Flashing Lights
SALSF - Short Approach Light System with Se
quenced Flashing Lights
MALSF - Medium Intensity Approach Light Sys
tem with Sequenced Flashing Lights
RAI Runway Alignment I ndicator
RAIL - Runway Alignment I ndicator Lights (Se
quenced Flashing Lights which are installed only i n
combination with other light systems)
REIL - Runway End Identifier Lights (threshold
strobe)
RLLS - Runway Lead-i n Lighting System
SSALR Si mpl ified Short Approach Light Sys
tem with Runway Alignment I ndi cator Lights
MALSR Medium IntenSity Approach Light Sys
tem wit Runway Alignment Indicator Lights
SALS - Short Approach Light System
SSALS - Si mpl ified Short Approach Light Sys
tem
MALS - Medium IntenSity Approach Light Sys
tem
LOIN - Sequenced Flashing Lead-in Lights
OOALS - Omni-Directional Approach Light Sys
tem
VASI - Visual Approach Slope Indicator (L or R
indicates left or right side of runway only)
AVASI Abbreviated Visual Approach Slope Indi
cator (l or R i ndicates left or right side of runway
only)
'
SAVAS I - Si mplified Abbreviated Visual Ap
proach Slope I ndicator
JEPPESEN SANDERSON, INC. 1990, 2005. ALL RIGHTS RESERVED.
1 20
INTRODUCTION
APPROACH CHART LEGEND
VASI (3 bar} Vi sual Approach Sl ope I ndicator
for hi gh cockpit ai rcraft (L or R i ndicates left or right
side of runway onl y).
T-VASI Tee Visual Approach Slope Indicator.
AT-VASI Abbreviated Tee Visual Approach
Slope I ndicator (L or R indicates left or right side of
runway only).
VASI (non-sId) Visual Approach Slope Indica
tor when known to be non-standard.
VASI VASI/AVASI/NON-STD angels are shown
when known to be less than 2.5 or more than 3.00
T-VASI/AT-VASI angles are shown at all times. VASI
(3 bar) descent angles are shown when other than
upwind angle 3.25 , downwind angle 3.00 .

APAPI Abbreviated Precision Approach Path

I ndicator (L or R indicates left or right side of the run
way only)
PAPI Precision Approach Path I ndicator ( L or R
i ndicates left or right side of runway only).
|
PASI Passive Approach Slope I ndicator
PLASI Pulsating Visual Approach Slope Indica
tor, normally a single light unit projecting two colors.
(L or R indicates left or right side of runway only).
TRev Tri-Color Visual Approach Slope Indica
tor, normally a single light unit projecting three col
ors. (L or R indicates left or right side of runway
only).
TCH Threshold Crossing Height. Height of the
effective visual glide path over the threshold.
MEHT Mi ni mum Eye Height over Threshold.
Lowest height over the threshold of the visual on
gl ide path i ndication.
MEHT or TCH is shown (when known) when less
than 60' for the upwind bar of a VASI (3 bar) system
or less than 25' for all other systems including PAP! .
BLLLb @deeGem
JEPPESEN SANDERSON. I NC. 1990. 2005. ALL RIGHTS RESERVED.
L

".
~
:
dEMEWEW INTRODUCTION
APPROACH CHART LEGEND
LIGHTING SYSTEMS
SHOWN IN AIRPORT PLANVIEW
l31UN9 1 ZT
Approach l i ghts are symbol ized in recogni zabl e form, and at the same scale as the airport chart.
Typical examples:
Standard Standard
ALSF-I ALSF-I I MALSR SSALR MALSF SSALF
( High) (Hi gh) (Med) ( High) (Med) ( Hi gh)
.
.
.
DETAILS
ALSF- I I
ALSF-I
NByCBIBlB as a CCPLH WD0P
wC1CrCOHOOH5 0fm\.
....

T`
|
oe|ao
1H8L50tO
I
aaaaaaaaaaaaaaaaa .. .. N
t
.-. ..... . ..

.
'`'
T?

..
..

.
....

..
.
+

.....

...

.
L
..
.
.

++

.
.
.
+
.

-..

...

.
+
..
8

+
.
.
.
.
;

.-...

Steady Burni ng Red Li ghts

Hi gh Steady Burni ng Whi te ||ghts
Med. Steady Burni ng White Li ghts
Sequenced Fl ashi ng White Li ghts
... Threshold Li ghts
l
3
!
CALVERT
SALS MALS (Bri ti sh)
(Hi gh) (Med) ( Hi gh)
. .
.
.
MALSR SSALR
.....

.... ++
.
+
.
.
+++

M
&
l
2

CALVERT GDALS
(Bri ti sh)
( Hi h)
(CAT I & 1 1 1 )

!
RAI L
.
MALSF
.... ....
.
.... .

ass

SSALF

++++ +++++

gJfFF5LN $ANkMN. lNC.. l0, IT.Al( etoftrtstzvt.

13 JUN I NTRODUCTION
APPROACH CHART LEGEND
LIGHTING SYSTEMS (continued)
DETAILS (Conllnued)
MMMMNBN_MMM

U
+++++v++
-+++vvvv+++
+++ ++++
++++++
++v e+v ++++
CALVERT
(Bri ti sh)
( Hi gh)
(CAT I I & | | | )
Hi gh Steady Burni ng White Li ghts
Sequenced Fl ashi ng Whi te Li ghts
Omnidi rectional Fl ashi ng Whi te Li ghts
Threshold Li ghts
LDI N
k

.
'
\

\
`
`
VISUAL APPROACH SLOPE I NDICATOR (VASI
)
UEMMEEW
ODALS RAI L

REI L
I
REI L Units Normal l y
Ai med 1 0 Up And
1 5 Away From Rwy
Centerli ne

i
<
VASI is normal l y i nstalled on the LEFT si de of the runway. VASI may be i nstalled on the RI GHT si de or
BOTH sides of t he runway.
Red VASI Li ghts - White VASI Lights
HIGH COCKPIT
AI RCRAFT (3-bar)
Hi gh
On
Gl i de
Sl ope
Low
Low

I
&

'
l W
@

m |
m

STANDARD (3-bar)
Hi gh
Hi gh
On
Gl i de
Sl ope
Low

m | m

| @

- I @

/
-
I
W

STANDARD (2-bar)

,
'
Ge
Slope
Low _
JtFFf$LN5ANDLk5, lNC., l0, l?. ALL klGHI5 kf$fkVfD.
UBMMW
|NTHODUCTION
MR 1 - 91 1 23
Fly Down
Lights
Fly Up
Lights
APPROACH CHART LEGEND
Ll H1 NY1M (continued)
PRECISION APPROACH PATH INOICATOR (PAPI)
PAP| is normally inslalled on the LEFT side D!the runway.
Red PAPI Lights @ Whi te FAF| Lights

High
Slightly High
On
@@ Gl ide
SlOpe

Slightly Low
Low
VISUAL APPROACH SLOPE INDICATOR (T-VASI)
T-VA$| maybe i nstalled on the LEFT, RI GHT or BOTH sides of the runway.
W Red T-VASI Lights
W |

Very High
_

Slightly Low
@ White T-VASI Lights

@ l W

Hi gh
L
On Gl ide Path
-_ -

Low
-_-
l


Wel l Below
Gl ide Path
W l
'
Slightly High
-_ -


VeryLow
For a3.000 glide slope the nominal Bye height over the fUOWQythreshold is 4'(1 5m). |Ian increase
in eye height oVBrthB runway threshold is requi red to provide adequate wheel cl earance, theO the
approach may OU flown with one or more fly down I ights visible.
C JfFFtMN$MfkVk,I%..9, TW1 AlLWT5MkW0
1 Z4
w
MA8 ! -9! I NTRODUCTION
APPROACH CHART LEGEND
LI GHTI NG SYSTEMS
(
continued)
QEMMEEP
PULSATING VISUAL APPROACH SLOPE I NDICATOR (PLASI)
PLASI i s normal l y a si ngl e l i ght uni t located on the LEFT side of the runway.
Threshol d
CAUTI ON: When vi ewi ng the pul sati ng vi sual approach sl ope
i ndi cators i n the pul sati ng whi te or pul sati ng red
sectors, i t is possi bl e to mi stake thi s l ighti ng aid for
another ai rcraft or a ground vehi cl e Pi lots shoul d
exercise cauti on when usi ng thi s type of system.
Pul sati ng Whi te
Steady Whi te
Steady Red
Pu I sati ng Red
TRI-COLOR VISUAL APPROACH SLOPE I NDICATOR (TRCV)
TRCV i s normal l y a single l i ght uni t located on the LEFT side of the runway.
Amber
Green
Amber
Red
CAUTION: When the aircraft descends from green to red, the pil ot may
see a dark amber col or duri ng the transi ti on from green to red,
JEPPESEN SANDERSON, INC. , 1991. All RIGHTS RESERVED.
::JEPPESEN INTRODUCTION 1 1 MAY 01 1 25
APPROACH CHART LEGEND
TAKE-OFF AND ALTERNATE MINIMUMS
Publication of minimums does not constitute authority for their use by all operators. Each individual
operator must obtain appropriate approval for their use.
On al l formats, when the take-off mi nimums are speci f i ed in terms of cei l i ng and vi si bi l i t y,
80TH must be reported by t he responsi bl e ground uni t .
TAKE-OFF MINIMUMS, USA CHARTS
Standard Take-off Minimums in the USA: The
standard take-off mi ni mums i s RVR 5
0
0,] for
1 & 2 Eng. ai rcraft and RVR
24
0r
Y
2 for 3 & 4
Eng. ai rcraft.
Runway Vi sual Range (RVR) i s to be used
i nstead of reported vi si bi l i t y for operati ng
on any runway for whi ch RVR i s reported.
At some ai r ports, obstruct i ons or other
factors requi re the establ i shment of hi gher
than standard take-off mi ni mums and/or ob
stacl e departure procedures to assi st pi l ots
duri ng the I FR cl i mbout to the mi ni mum
enroute al t i tude or crui si ng al t i tude.
Take-off rest ri ct i ons, i ncl udi ng cei l ing and
vi si bi l i ty requi rements, and obstacl e dep
arture procedures, appl y to FAR 1 2 1 , 1 29
and 1 35 operators.
FAR 1 29 prescri bes rul es governi ng the
operati ons of forei gn ai r carri ers wi t hi n
t he USA.
A. Lower- than-Standard Take-off MinImums:
On runways where standard mi ni mums are
authori zed, and l ower-than-standard
mi ni mums are not deni ed, the fol l owi ng
mi ni mums are al so authori zed for operators
under FAR Part 1 2 1 . and 1 29. Such mi ni mums
may be author i zed for those FAR 135
operators, havi ng speci f i c author i zat i on i n
thei r Operat i ons Speci f i cat i ons.
The lower-than-Standard Mi nimums are:
Vi si bi l i t y or RVV Y. statute mi l e or Touch
down Zone RVR 1 6, provi ded at l east one of
the fol l owi ng vi sual ai ds i s avai l abl e. The
Touchdown Zone RVR report, i f avai l abl e, i s
control l i ng. The Mi d RVR report may be sub
st i tuted for the Touchdown Zone RVR report
if the Touchdown Zone RVR report is not
avai l abl e.
( 1 ) Operat i ve hi gh i ntenSi ty runway l i ghts
( HI Rl)
( 2) Operat i ve runway center l i ne l i ghts ( Cl) .
(3) Runway center l i ne marki ng (RClM) .
(4) I n c i rcumstances when none of t he above
vi sual ai ds are avai l abl e, vi si bi l i ty or
RVV + statute mi l e may st i l l be used,
provi ded other runway marki ngs or run
way l i ghti ng provi de pi l ots wi t h adequate
visual reference to cont i nuousl y i dent i f y
the take-off surface and mai nt ai n di rect
i onal cont rol throughout the take-off run.
B. Touchdown Zone RVR 10 (begi nni ng of
take-off run) and Rol l out RVR 10, provi ded
al l of the fol l owi ng vi sual ai ds and RVR equi p
ment are avai l abl e. The Mi d RVR may be sub
sti tuted for the Touchdown Zone RVR report
i f the Touchdown Zone RVR report I s not
avai l abl e.
( 1 ) Operat i ve runway centerl i ne l i ghts (Cl).
( 2) Two operati ve RVR report i ng systems
servi ng the runway to be used, both of
whi ch are requi red and control l i ng. A
Mi d RVR report may be substi tuted for
ei ther a Touchdown Zone RVR report i f
a Touchdown Zone report i s not avai l
abl e or a Rol l out RVR report i f a Rol l
out RVR report i s not avai l abl e.
C. Touchdown Zone RVR 5 (begi nni ng of
take-off run) , Mi d RVR 5 and Rol l out RVR 5,
provi ded al l of t he fol l owi ng vi sual ai ds and
RVR equi pment are avai l abl e.
( 1 ) Operat i ve runway center l i ne l i ghts ( Cl) .
( 2) Runway centerl i ne marki ngs (RClM) .
( 3) Operat i ve Touchdown Zone and Rol l out
RVR report i ng systems servi ng the run
way to be used, both of whi ch are con
trol l i ng, or three RVR report i ng systems
servi ng the runway to be used, al l of
whi ch are cont rol l i ng. However, i f one
of the three RVR report i ng systems has
fai l ed, a take-off i s author i zed, provi ded
the remai ni ng two RVR val ues are at or
above the appropr i ate take-off mi ni mums.
D. Take-off Gui dance System, i f appl i cabl e.
Touchdown Zone RVR 3 (begi nni ng of take-
off run), Mi d RVR 3 and Rol l out RVR 3,
provi ded al l t he fol l owi ng ai ds ar e avai l abl e.
Operat i ve Touchdown Zone RVR and Rol l out
RVR report i ng systems servi ng the runway to
be used, both of whi ch are contrOl l i ng, or three
RVR report i ng systems servi ng the runway to
be used, al l of whi ch are control l i ng. However
i f one of the three RVR report i ng systems has
fai l ed, a take-off i s author i zed, provi ded the
remai ni ng two RVR val ues are at or above the
appropr i ate take-off mi ni mums.
( 1 ) Operati ve hi gh i ntensi t y runway l i ghts
( HI Rl)
( 2) Operati ve runway center l i ne l i ghts ( Cl) .
(3) Servi ceabl e runway center l i ne marki ngs
(RClM) .
(4) Front course guidance from t he local i zer
must be avai l abl e and used ( i f appl i cabl e to
gui dance system used) .
(5) The reported crosswi nd component shal l
not exceed 1 0 knots.
(6) The pi l ot i n command and the second i n
command have compl eted the cert i f i cate
hol ders approved trai ni ng program for
these operati ons.
(7) Al l operati ons usi ng these mi ni mums shal l
be conducted to runways whi ch provi de
di rect access to taxi way routi ng whi ch are
equi pped wi th operat i ve taxi way center l i ne
l i ght i ng whi ch meets U. S. or ICAO cr i teri a
for CAT I I I operati ons; or other taxi way
gui dance systems approved for these
operati ons.
JEPPESEN SANDERSON, INC. , 1991 , 2001 . ALL RIGHTS RESERVED.
1 Zb ! ! MAY 01
INTRODUCTION ::JEPPESEN
APPROACH CHART LEGEND
TAKE-OFF AND ALTERNATE MINIMUMS ( cont i nued)
USA FORMAT
The t i tl e TAKE-OFF & OBSTACLE DEPARTURE PROCEDURE is used to i ndi cate that both
take-off mi ni mums and obstacl e departure procedures are speci f i ed. I n such cases, refer to
the note OBSTACLE DP to the l ef t and I mmedi atel y bel ow the mi ni mum col umns for the
procedure.
"Adequate Vi s Ref" i s shown as a remi nder that at l east one
of the fol l owi ng vi sual ai ds must be avai l abl e. The Touchdown
Zone RVR report, i f avai l abl e, i s contr ol l i ng. The Mi d RVR re
port may be substi tuted for the Touchdown Zone RVR report
i f the Touchdown Zone RVR i s not avai l abl e.
( 1 ) Operati ve hi gh i ntensi ty runway l i ghts ( HI RL) .
( 2) Operati ve runway center l i ne l i ghts ( CL) .
(3) Runway cent er l i ne mark i ng (RCLM) .
(4) I n c i rcumstances when none of t he above vi sual ai ds are
avai l abl e, vi si bi l i ty or RVV Y. statute mi l e may st i l l be
used, provided other runway mark i ngs or runway l i ght i ng
provi de pi l ots with adequate visual reference to continuous
l y i denti fy the take-off surface and maintai n di recti onal
cont rol throughout the take-off run.
Appl i cabl e to FAR 121 and 129 operators.
Appl i cabl e to FAR 1 35 operators havi ng
speci f i c author i zati on in thei r operati ons
speci f i cat i ons.
Ope rat i ve Touchdown Zone and Rol l out
RVR reporti ng systems servi ng the run
way to be used, both of whi ch are con
trol l i ng, or three RVR repor t i ng systems
servi ng the runway to be used, al l of
whi ch are control l i ng. However, i f one
of the three RVR repor t i ng systems has
f ai l ed, a take-off is author i zed provi ded
the remai ni ng two RVR val ues are at or
above the appropr i ate take-off mi ni mums.
1 & 2
3
T
5
1 RVR
RVR
Eng
a+
Mi d RVR 3
RVR
5
3 & 4
Rollout RVR 3
Eng
R
'
ut
5
or Y2
OBSTACLE DP: Rwys 29L 6 29R when weather i s
below 1 000-7 northbound departures (296' c l ockwi se
1 1 6') cl imb rwy heading to 1 800' before turni ng.
RVR 50
or l
RVR 24
or Y2
STD denotes standard
take-off mi ni mums for
FAR 1 2 1 , 123, 125, 129
and 1 Ob operators.
Standard i s RVR 50 or l
for 1 & 2 Eng.
RVR 240r Y2 for 3 & 4
Eng.
The Obstacl e DP for
runways 29L/R requi re
(when the weather I s
bel ow 1 000' cei l i ng-7
mi l es) a cl i mb to 1 800'
MSL on runway head
i ng before i ni t i ati ng
a turn.
To be el i gi bl e for the
mi ni mum shown i n the
columns bel ow, a cl i mb
gradi ent of at l east
290' INM i s requi red
unt i l reachi ng 1 000' MSL.
I f unabl e to meet cl i mb
requi rement, 300' cei l l ng
RVR 50 or 1 mi l e appl y.
Rest ri ct i ons i n thi s
col umn, i f any, appl y
to al l operators.
A
300-
B
600-2
RVR 50
C
800- 2
or l
D 700-2
Fi gures shown wi t h RVR ( runway v i sual range) represent readi ngs i n hundreds of feet. The
f i gures wi thout the RVR pref i x represent vi si bi l i ty i n statute mi l es or fract i ons thereof.
For exampl e: RVR 500r means 5000 feet RVR or one statute mi l e vi si bi l i ty;
RVR 24 0r Y2 means 2400 feet RVR or one-hal f statute mi l e vi si bi l i ty.
Indi vi dual runway col umns are shown whenever mi ni mums are not the same for al l runways
The best opportuni t y runway i s shown at the far l ef t . Wi t hi n each runway col umn, al l con
di t i ons are speci f i ed, and mi ni mums are posi t i oned i n ascending order, l eft to ri ght.
Col umns are not est abl i shed sol el y to i denti fy runways wi t h and wi thout RVR when al l
other condi t i ons are the same.
Al t i tudes l i sted i n cl i mb gradi ent requi rements or for obstacl e departure procedures are
above Mean Sea Level (MSL). Cei l i ng speci f i ed for Take-off mi ni mums or Al ternate mi ni mums
are hei ghts Above Ai r port Level ( AAL) .
JEPPESEN SANDERSON, INC., 1 991 , 2001 . All RIGHTS RESERVED.
:;.EPPESEN INTRODUCTION 1 1 MAY 0 1 1 27
APPROACH CHART LEGEND
TAKE-OFF AND ALTERNATE MINIMUMS (cont i nued)
TAKE-OFF MINIMUMS, WORLDWIDE CHARTS
Publication of minimums does not constitute authority for their use by all operators. Each individual
operator must obtain appropriate approval for their use.
On al l formats, when the take-off mi ni mums are speci f i ed in terms of cei l i ng and vi si bi l i ty, both
val ues must be reported by the responsi bl e ground uni t .
The take-off mini mums publ i shed under t he ti tl e AI R CARRIER ar e based on Joi nt Avi ati on Regul ati on
Operati ons Subpart E. On charts dated pri or to 1 2 Nov 99, the take-off mi ni mums are published based
on ICAO/ECAC gui dance mater i al supported by adopted practi ce.
Take-off mi ni mums publ i shed under the ti tl e AIR CARRIER (FAR 1 21 ) are based on U. S. Operati ons
Speci fi cati ons.
The appl i cati on of these take-off mi nimums may be l i mi ted by the obstacl e envi ronment i n the take
off and departure area. The RVR/VIS mi nimums are determined to ensure the vi sual gui dance of the
ai rcraft dur i ng the take-off run phase. The subsequent cl earance of obstacl es i s the responsi
bi l i ty of t he operator.
RVR and vi si bl i ty val ues are shown i n measuri ng uni ts as reported by the governi ng agency.
The ti tl e TAKE-OFF & DEPARTURE PROCEDURE i s used to indicate that both take-off mi ni mums
and departure procedures are speci f i ed. In such cases, refer to the note DEPARTURE PROCE
DURE to the l eft and i mmedi atel y bel ow the mi nimum col ums for the procedure.
WORLDWIDE FORMAT FOR NON-FAA OR JAA MEMBER
STATES ON CHARTS DATED ON OR AFTER I I MAY 0 1 .
TAKE-OFF
AIR CARRIER AIR CARRIER (FAR 1 2 1 )
|Vrmust b. h f0tc kwys 07, 08, z$,z6
kwys 07, 08, z$,z6
Al|kwys Allkwys
Ct& Ctv
t& Ct
Ctv(DAY o.l y)
or t
Ctv(0AYo.l yj
or t
any vout,
other two re.
"
kwys
0z|, z0k
"
A
2
1U v tom

?oom( tom, 2_m

C
`
+uum
zsom{1oom)
_},
These mi nimums are provided for operators not
appl yi ng take-off mi ni mums as speci f i ed under
Ai r Carri er (FAR 1 21 ) . RVR/VI S i n paren
theses appl y onl y i f TDZ RVR i s suppl emented
by RVR reports at mi d runway and/or r ol l -out
end. The TDZ RVR can be determi ned by the
pi l ot from the take-off posi t i on and i s
consi dered f or the appl i cati on of these mi ni
mums. Therefore, RVR/VI S mi ni mums approp
r i ate to TDZ RVR may be charted, even though
the RVR may not be i nstal l ed. Take-off mi ni
mums wi thout speci f i c runway centerl i ne
marki ngs (day onl y) shoul d be at l east SOOm.
A low Vi si bi l i ty Take-off wi t h RVRIVIS bel ow
400m requires the ver i f i cati on that low Vi si bi l i ty
Procedures (lVPs) have been establ i shed and are
i n force (all CAT II/III approved aerodromes).
The fol l owi ng gui dance has been establ i shed for
aerodromes not approved for CAT I I/I II operations.
Unt i l such time that the concept for lVPs is
also establ i shed for such aerodromes, the
commander must sati sfy hi msel f wi t h Ai r
Traffi c Services, or the Aerodrome Operator,
that for a low Vi si bi l i ty Take-off onl y one
aircraft at a ti me i s on the maneuveri ng
area, and that vehi cl e traffi c on the
maneuveri ng area i s control l ed and
restr i cted to the absol ute mi ni mum.
|oq
kVk oom kVk oom

v|a v tom
3 & 4
VIS ._ V15 +66m
Lng
...ou1 RVR tsom
.
Authori zed l ower-than-standard take-off mi ni
mums of RVR 500m VIS 400m must be i ncreased
to the standard RVR 1500m or VIS 1600m for 1
& 2 eng. ai rcraft and to RVR 720m or VIS 800m
for 3 & 4 eng. ai rcraft, unless one of the fol l ow
i ng vi sual ai ds i s avai l abl e.
"Adequate Vi s Ref" i s shown as a remi nder that
at least one of the fol l owi ng visual ai ds must be
avai l abl e. The Touchdown Zone RVR report, i f
avai l abl e, i s cantral l i ng. The Mi d RVR report
may be subst i tuted f or t he Touchdown Zone
RVR report i f the Touchdown Zone RVR report
i s not avai l abl e.
( 1 ) Operat i ve hi gh i ntenSi ty runway l i ghts
(HIRl).
( 2) Operati ve runway centerl i ne l i ghts (Cl) .
( 3) Runway centerl i ne marki ng ( RClM) .
(4) In ci r cumstances when none of the above
vi sual ai ds are avai l abl e, 400m vi si bi l i ty [ RVR
500m Vi s 400m ( RVR 16 o r Y, ) ] may s t i l l be
used, provi ded ot her runway marki ngs or
runway l i ght i ng pr ovi de pi l ots with adequate
visual reference t o cont i nuous l y i dent i f y t he
take-off surface and mai ntai n di recti onal con
trol throughout the take-off run.
JEPPESEN SANDERSON, INC., 1989, 2001 . All RIGHTS RESERVED.
1 28 1 1 MAY O I I NTRODUCTION =:.EPPESEN
APPROACH CHART LEGEND
TAKE-OFF AND ALTERNATE MINIMUMS (conti nued)
ALTERNATE MINIMUMS
ALTERNATE mi nimums wi l l be charted onl y for indi vi dual ai rports when speci f i ed by the country.
Charted mi ni mums are those speci f i ed by the country. The USA Operati ons Speci f i cat i ons re
qui re the operator to cal cul ate al ternate mi ni mums. The fol l owing i s a condensed version of the
appl i cabl e Operati ons Speci fi cati ons.
MINIMUMS FOR FILING AS ALTERNATE
When USA Operati ons Speci f i cati ons are bi ndi ng, the certi f i cate hol der is authori zed to der i ve
al ternate ai rport weather mi ni mums from t he fol l owi ng tabl e. In no case shal l the certi f i cate
hol der use an al ternate ai rport weather mi ni mum l ower than any appl i cabl e mi ni mum deri ved from
t hi s tabl e. In determi ni ng al ternate ai rport weather mi ni mums, the cert i f i cate holder shal l not
use any ai rport whi ch is not authori zed for use as an Al ternate Ai r port.
APPROACH FACILITY CONFIGURATION Al ternate Ai rport IFR Weather Mi ni mums
Cei l ing Vi si bl i l i ty
For ai rports wi th at least one operati onal navi -
gat i onal faci l i t y provi di ng a st rai ght-I n non-
Add 400 ltto the MDH Add 5M Of 1 600m to
preci si on approach procedure, or Category 1
or DH as appl i cabl e. the l andi ng mi ni mum.
preci si on approach, or, when appl i cabl e, a ci r-
cl i ng maneuver from an i nst rument approach
procedure.
For ai rports wi th at l east two operati onal navi -
gati onal faci l i t i es, each provi di ng a strai ght- i n Add 200 llto the Add Y, 5M Df 800m to
approach procedure t o di f f erent , ' sui t abl e hi gher DH or MDH of the hi gher authori zed
runways. the two approaches l andi ng mi nimum of
For an ER-OPS Enroute Al ternate Ai rport these used. the two approaches
operati ons speci f i cat i ons appl y for separale used.
'sui tabl e runways.
' In thi s context , a "di fferent" runway I s any runway wi th a di fferent runway number, whereas
"separate" runways cannot be opposi te ends of the same runway.
JEPPESEN SANDERSON, INC., 1989, 2001 . ALL RIGHTS RESERVED.
L

l
l
P
l
.EPPESEN INTRODUCTION |8 ! -9!
VOR DME RNA V APPROACH CHART LEGEND
Thi s l egend appl i es to i nst rument approach procedures based on ai rborne area navi gat i on
(RNAV) systems dependent upon VOR DME or VORTAC f aci l i ti es and suppl ement the
approach chart l egend begi nni ng on i nt roducti on page 1 01 .
See Introducti on page 1 33f or LORAN RNA V approach procedures.
HEADING
CLEBURNE, TEXAS
400'
CLEBURNE MUN
VOR DME RNA V Rwy ! b
MSA
W/P CLEMO
VOR c.e
A
0
N
Apt. Elev 857'
MSA i s predi cated
upon a VOR DME
waypoi nt.
As the FAA rei ssues these RNA V
procedures, the pref i x "VOR DME"
i s added to i ndi cate the procedure
i s dependent upon use of VOR DME
or VORTAC f aci l i t i es.
850'-07|
.N
V.
A

N12 26.! W07I 17.8

...
cW
zsr./ . t
N1I 14.! W086 04.7
Y

W/P TANYA
PLAN VIEW
. a,VOHTAO l VOH DME rae. . . t,
used to form waypoi nts. MSL el evati on
of DME transmi tter, stati on decl i nati on,
and coordi nates are i ncl uded i n the
faci l i ty box.
Waypoi nt. The l abel i ncl udes the waypoi nt
name; the i dent i fi er of the formi ng navai d;
and the beari ng (Theta) and di stance ( Rho)
from the formi ng navai d.
A waypoi nt may be l ocated
at a VORTAC or VOR DME .
Al ongtrack Di stance (ATD) f i x. Thi s ATD
fix i s an al ongtrack posi t i on def i ned as a
di stance in NM, wi th reference to the next
waypoi nt.
1 1
1 32 FEB 1 9 1
A! ongtrack Fi x
bZC
INTRODUCTION JEPPESEN
PROFILE VIEW
Mi ssed Approach Poi nt
Hei ght of VNAV gl i de slope
above runway threshold
046 -226
4 NM
2500'
( 17J2')

5. 0 3. 9
Intersecti on of VNAV
gl i de sl ope and MDA
TOZE z-s

APT. zzs

Hori zontal di stance from

MDA on VNAV gl i de sl ope
to MAP
CONVERSION TABLE
Gnd s edKts
GS Sett;
3. 17
AP l w P TANYA
140 160
797 9 1 1
Mi ssed Approach Poi nt
VNAV gl i de
slope setting
Rates of descent on
VNAV g l i de sl ope
JEPPESEN SANDERSON, INC" 1 991 . ALL RIGHTS RESERVED.
EMMEEW INTRODUCTIO
SEP 25-87
CHARTED VISUAL FLIGHT PROCEDURES
CVFPs (USA ONLY)
1 37
Charted Visual Fl i ght Procedures (CVFP's) are established at locations with jet operations for noise
abatement purposes. These procedures require radar moni tori ng and an operational ai r traffic
control tower.
CVFPs origi nate at or near promi nent landmarks. When landmarks are not visible at ni ght, the
approach wi ll be noted as "Not Authori zed at Ni ght".
CVFPs usual ly ori gi nate not more than 15fl yi ng mi les from the ai rport. Charted course information
between l andmarks along the flight track is provided for general orientation only. Navaids are
provided for supplementary information onl y.
Recommended al titudes are charted as "RECOMMENDED" and are for noise abatement purposes.
Pilots are not prohi bi ted from fl yi ng other than recommended altitudes i f operational requi rements
di ctate.
Ai r Traffic Control (ATC) wi l l not issue a clearance for a CVFP when weather is less than publ i shed
mi ni mums. Publi shed mi ni mums on CVFPs are based on mi ni mum vectoring altitudes.
ATC will clear ai rcraft for a CVFP after the pi l ot reports si ghti ng charted landmarks or a precedi ng
aircraft. When i nstructed to fol l ow a precedi ng ai rcraft, pi l ots are responsi bl e for mai ntai ni ng a safe
approach i nterval and wake turbul ence separati on. Advise ATC if unabl e to conti nue the approach.
Si nce CVFPs are visual procedures, a missed approach is a normal go-around.
CVFPs are desi gned for vi sual operati ons. They depi ct onl y those visual check points deemed
si gni fi cant by the ori gi nati ng authori ty. They do not depict all obstacles that may be encountered
below reasonabl e and safe altitudes.
The pl an vi ew i s a graphi c pi cture of the approach presented to scale. Symbol s common to CVFPs
are shown bel ow.
CCuuMDD
Z
Z

Z JCA
=
uADAJC
Z
uAX| u0u
Z
ky |rk
Visual fl i ght track
Recommended altitudes are
labeled "RECOMMENDED"
Al l al ti tudes are " MI NI MUM"
al ti tudes unless speci fical l y
labeled otherwise. Alti tudes
are above mean sea level.
Al ti tude desi gnated to i ndi
cate the fl oor of the Termi nal
Control Area when applicable.
Mandatory altitudes are la
beled "MANDATORY" and
appl y at the fi x or poi nt.
Maxi mum alti tudes are l a
beled " MAXI MUM"
Ai rport to whi ch t he ap
proach i s desi gnated
Other nearby ai rports
City or heavily bui l t up area

.
Rai l roads
Hi ghway
Rivers
lakes or large water area
landmarks used as visual aid!
duri ng the approach. Each
symbol i s tai l ored to repre
sent the specific l andmark
- used i n the procedure.
T
q
Power and Pol e l i ne.
JEPPESEN SANDERSON, INC., 0, l07
All RIGHTS RESERVED
INTENTIONALL Y
LEFT
BLANK
.EPPESEN I NTRODUCTION 13 DEC 96
APPROACH CHART LEGEND
GPS APPROACH CHARTS
This GPS Approach Chart Legend supplements the standard approach chart legend beginning on
Introduction Page 101. Equipment requirements, database requirements, and requirement or
non-requirement for monitoring conventional navaids are not addressed in this legend-Refer
to Jeppesen Air Traffic Control (ATC) pages for this information. [For the United States, refer
to the Jeppesen Navigation Aids pages of the Airman's Information Manual.]
STAND ALONE GPS APPROACH. Procedure i s
i ncl uded i n Jeppesen' s NavData Servi ce.
GPS APPROACH, over l i es an establ i shed
conventi onal navi gati on non-preci sion
approach. Procedure i s i ncl uded i n
Jeppesen' s NavData Servi ce.
1 4?
FREDERICK, MD
EDRI CK MUN
GPS Rwy b
OAKLEY, KAN
OAKLEY MUN
NOB GPS Rwy 54
kkApt. Elev 4

NDB Ol
KOEL Apt. Elev 44
I
Ai rport i dent i f i er to assi st i n sel ecti ng the
appropri ate ai rport i nformat i on f r om the database.
GPS OVERLAY, over l i es an establ i shed
conventi onal navi gati on non-preci si on
GENEVA, SWITZERLAND
approach. Note that GPS is not part of
i nstrument approach procedure t i t l e.
COI NTRI N
(GPS) i ndi cates GPS approach i nformat i on
has been apl
.
i ed to th approach chart.
GV A VORDME Rwy 25
Procedure I S I ncl uded I n Jeppesen' s

NavData Servi ce.

(GPS) VOR 1 1 4. 0LMP
Ai rport ident i f i er to assi st in sel ect i ng the .LSGG Apt. Elev 1 4 1 1
appropr i ate ai rport i nformati on from the database.
|
Jeppesen database identifiers are always shown in italic type. They are enclosed within square
brackets, as [D255G], or prior to October 1 994 within parentheses, as (D255G).
For Stand Al one GPS approaches,
four corner waypoi nt symbol s are
used for most f i xes.
T7
[RW{5]
[RW{5] - Mi ssed approach i s at Runway 5 threshol d.
2.
tO BAKEE
2.5 to BAKEE - Al ong track di stance.
JEPPESEN SANDERSON, INC. , 1995, 1996. All RIGHTS RESERVED.
148 1 3 0EC 9 INTRODUCTION JEPPESEN
APPROACH CHART LEGEND
GPS APPROACH CHARTS l cont i nued)
For "NOB or GPS" type approaches and for
GPS overl ays, waYPoi nt symbol i s used mostl y
for f i xes that woul d otherwi se be shown as
posi t i on f i xes wi t h no t r i angl e f i x symbol or
for added database f i xes not part of the
conventi onal non-preci si on navi gati on approach.
Turn poi nts where headi ngs or courses
i nt ersect courses between IAF and FAF.

oo
< (iAr)

LAHAB
NOkhA

076" 0

~ NORWA O
2 ! )

"
[SL/B]
w
j5lI/
4
W

[RWJ5Rj

(IAF)
[D26.PJ
I AFs defi ned by radi al s
on DME arc procedures.

DI7.2 DFN
2. 5 NM
to MAP
2.5 NM to MAP - For t i med
approaches, di stance from
stepdown f i x to MAP i s i ncl uded.
Sensor FAFs @ on
No-FAF procedures.

ND8
_
Z4'
5
1
NM(
2145
') g__
from
_

B
Sensor FAF pl acement in prof i l e
vi ew for n o FAF procedures.
Di stance to MAP i s i ncl uded.
TOZE Z'
@Defi ni t i on: A Sensor FAF i s a fi nal approach waypoi nt created and added t o the database
sequence of waypoi nts to support GPS navi gati on of a publ i shed, no FAF, non-preci sion
approach. The Sensor FAF i s i ncl uded i n Jeppesen's NavData waypoi nt sequence and i ncl uded
in the pl an and prof i l e vi ews of no FAF non-preci si on approach charts. In some cases, a step
down fi x, recogni zed by a charted database i dent i f i er , may serve as the Sensor FAF.
AIRSPACE FIXES
L
_ _ - Non-Compul sory Ai rspace f i xes.
1 - Compul sory Ai rspace f i xes.
__g Fl y-over Ai rspace f i xes.
JEPPESEN SANDERSON, INC. , 1995, 1996. ALL RIGHTS RESERVED.
::JEPPESEN INTRODUCTION 18 SEP 98 NEW FORMAT 1
APPROACH CHART LEGEND NEW FORMAT
( BRIEFING STRIP CONCEPT)
Ef f ect i ve 1 9 Sept ember 1 997
Approach charts are graphi c representati ons of i nst rument approach procedures
prescr i bed by the governi ng authori t y. The fol l owi ng pages br i ef l y expl ai n t he symbol s
used on these charts. Not al l i t ems appl y to al l char t s.
GENERAL FORMAT
APPROACH CHART FORMAT AIRPORT CHART FORMAT
HEADING HEADING
COMMUNICATIONS COMMUNICATIONS
PREAPPROACH BRIEFING
MSA
I NFORMATION
AI RPORT PLAN VIEW
APPROACH PLAN VIEW
PROFILE VI EW
ADDITIONAL RUNWAY INFORMATION
CONVERSION
l
ICONS
TABLES
LANDING MINIMUMS TAKE-OFF AND AL TERNATE MINIMUMS
......gggg IMPORTANT NOTE gg.....
Legend pages ti tl ed "NEW FORMAT" contain information speci f i c to charts formatted
i n the bri ef i ng stri p concept. These legend pages include onl y the i tems that are unique
to the New Format. For inform"tion not covered i n the "NEW FORMAT" legend, refer
to the regular " APPROACH CHART LEGEND" pages i n the Ai rway Manual .
JEPPESEN SANDERSON, INC . . 1997, 1998. All RIGHTS RESERVED.
NEW FORMAT Z l8 SEP 98 INTRODUCTION ::.EPPESEN
APPROACH CHART HEADING
@ Q
l
ATWN
@
/
i
ANYT0WN, W0R|0
A\owi. M ILS Rwy 9L
Approach char t headi ng i nformat i on cons i s ts of t he f ol l ow1 ng:
@Jeppesen NavData ( I CAO) i dent i f i er . QLocat i on name.
QAi r port name. Procedure i dent i f i cat i on.
QI ndex number. Char t s are sequenced
by runway number wi t hi n a si mi l ar t ype.
COMMUNICATIONS
Communi cat i ons for ar r i val use are li st ed i n the order of normal use.
ATi S Arri vBI ANYTOWN Approach ( R) ANYTOWN Tower Ground
1 25. 6 1 1 9. 3 1 1 8 . 1 1 2 1 . 9
PH6-APPHOACH BHIfING INFOHMATION

LOC
IANT
l . 270" 2500'_ot ) l 76' (zcc'_ TZE 56 AN
VLK
Final GS ILS
Ap.t Llev 1 575'

_
.
MSA
Apch Crs ANIOM DA(H)

MISSED AFCH: C|| mb to 2500 ' , thenc|` mb| ng LL1 !ur n Io 4500'
,
d| rec A .ovand ho| d. `
5200
1 . RA0AR reqe|ted 2. S| mc ' tecooosapptoechesaothor tedoo Rwy 3l or 31R.
I nformat i on for the pre- approach br i ef i ng
is l i s ted in the f ol l owi ng sequence:
@ Pri mary Navai d f r equency and
i dent i f i er .
@ F i nal Approach Course.
Q Gl i de sl ope al t i tude at OM for
preci si on approaches, Mi ni mum
al t i tude at t he Fi nal Approach Fi x
( or equi val ent ) f or non-pr eci si on
approaches.
Q Lowest DA(H} or MDA( H} .
Ai rpor t El evat i on and TouchDown
ZonefThreshol d El evat i on.
Q Mi ssed Approach i nst r uct i ons.
@ Notes appl i cabl e to t he approach
procedur e. Notes may i ncl ude:
Al t i met er set t i ng i nf or mat i on.
Tr ansi t i on Al t i tude and Leve l .
Baromet r i c Pressure Equi val ent
f or QFE al t i meter set t i ng.
Equi pment /crew requi rements
for t he approach.
I nformati onal O! descr i pt i ve notes
appl i cabl e to the procedure.
The Not e box may be omi t ted when
t here ar e no appl i cabl e not es.

Mi ni mum Saf e or Sector al t i t ude ( MSA) .

Al t i tudes are protected to a 25 naut i cal
mi l e radi us unl ess spec i f i ed ot her wi se.
JEPPESEN SANDERSON. INC., 1997, 1998. All RIGHTS RESERVED.
==.EPPESEN INTRODUCTIO 10 DEC 99 NEW FORMAT J
APPROACH CHART PLAN VIEW
NAVAIDS
ILS, LOC, LOA, SOF
or MLS
Loe Back Course
@Offset Local i zer
Marker

Marker wi th Locator or
NOB
Marker wi t h co-located
intersection or OME f i x
NAVAID INFORMATION BOXES
Navai d informati on boxes contain the
Navaid name, ident i f i er, frequency and
Morse code.
_.....
7.
em e me
Shadowed box I ndi cates
the primary Navaid for
the approach.
L i ndicates OME
capabi l i ty.
BEARINGS
Magnetic course
090"
). IU0 course
Ar
g_ VOR Radi al s forming a

posi t ion or fi x. VOR

Radi al s are beari ng from
the Naval d, NOB bearing
=&Y

are to the Naval d.

AIRPORTS
!
Ci vi l or Joi nt use Ai rport
!
Ai rport wi th rotati ng beacon

Mi l i tary Ai rport
Hel i port
g g Seaplane Base

Closed Ai rport
SPECIAL USE AIRSPACE

z1

Restri cted Area

PrOhi bi ted Area
PROFILE VIEW
PROFILE SYMBOLS

MMIE
0l0. 0
|
|
|
VOR, NOB, or Waypol nt.
Fan Marker wi th name /
code.
Fan Matker aod NOB
co-located.
Fix with name or OME
distance.
PROFILE ALTITUDES
Al l al t itudes i n the prof i l e view are
minimum al t i tudes above mean sea l evel ,
unless otherwi se speci fied.
szee
Mi nimum Al ti tude ( MI M) .
MANDATORY Mandatory al t i tude at
szee speci f i ed posi t ion or f i x.
MAXIMUM
Maximum al t i tude (MAX) at
szee speci f i ed pOSi ti on or f i x.
RECOMMENDED
szee
Recommended al t i tude.
(4l69')
Hei ght above ai rport ,
runway end, or
touchdown zOne.
Al t i tudes i n the prof i l e wi l l be in Bold
type WD0O fD0 al ti tude | S at \D0
- FAF on non-preci si on approaches
- ILS Gl i de Sl ope Intercept al ti tude
- lLS Gl i de Slope al ti tude at the outer
marker
JEPPESEN SANDERSON, INC., 1 997, 1999. All RIGHTS RESERVED.
NEW FORMAT 4 1 0 OEC 99 INTRODUCTION ::.EPPESEN
CONVERSION TABLES
LIGHTING BOX AND MISSED APPROACH ICONS
CONVERSIO TABLE
Conversion tabl es. Li ghti ng Box and Mi ssed Approach Icons are l ocated below the
prof i l e vi ew.
CONVERSION TABLE
GnJt_ooJ-krt l l2 l4 l
3.00 377 484 538 645 753 86 1
.toMAP 5 . 1 4:2 3:24 3: 04 2:33 2: 1 1
1
:
5
b
IlS Gl i de Sl ope Angl e wi t h
r at e of descent at vari ous speeds.
GnJt_ooJ-ktt
LI GHTING
BOX
MISSED APPROACH
ICONS
I I
AlSF1I
5800' 8000'
m
--.g

Non-preci si on Approach
mi ssed approach poi nt wi th
t i me-to-go as appl i cabl e.
l l2 l4 lb
260
hdg
Verti cal Navi gati on (VNAV)
descent angl e wi th rate of
descent for vari ous speeds

oesconi_/o [M 372 478 531 637 743 849

MAP tN06
LIGHTING BOX
The l i ght i ng box di spl ays the approach l i ghts (ALS). vi sual approach sl ope l i ghti ng (VASI
or PAPI) . and runway end l i ghts ( REIl) for the strai ght - i n l andi ng runway. The l i ght i ng box
i s omi tted when AlS. VASI. PAPI or REIl not i nstal l ed.
ALSF!

VASI |
!
Approach l i ghts and
V ASI . (V ASI and
PAPI are depi cted
i n thei r rel ati ve
posi t i on; Lef t .
Ri ght or Both
si des of . center l i ne) .
_ u

Approach l i ghts. Approach l i ghts.

(Conf i gurat i on
unknown)

REIl and VASI.

MISSED APPROACH ICOS
Mi ssed Approach Icons i nclude a wi de vari ety of i ni ti al acti on i nstructi ons. A representati ve
sampl e of Icons are shown bel ow;

" .
Ri ght Turn left Turn Left Turn Cl i mb Cl i mb to Di rect
(greater (greater ( l ess than al ti tude
than 45") than 45") 45")

ANY
....

7. 9
hdg
k-270
7. 9

Fl y Headi ng Track Radi al To speci f i ed To speci f i ed Turn to Turn to
Fi x Navai d speci f ied speci f i ed
Course At ti tude
285 kts
|
ANY

wl hin
HX
9. 0 ovt
Ai rspeed l i mi t Ri ght turn wi th Li mi t
NOTE: Mi ssed Approach Icons provi de for i ni t i al acti ons onl y. Al ways refer to the Mi ssed
Approach i nstruct i ons i n the PRE-APPROACH BRI EFI NG secti on and the pl an vi ew
for compl ete i nst ructi ons.
JEPPESEN SANDERSON. INC . 1 997. 1999. ALL RIGHTS RESERVED.
@JeeNeN INTRODUCTION
10 OEC 99
NEW FORMAT 5
VERTICAL NAVIGATION (VNAV)
Verti cal Navigation (VNAV) descent i nformation wi l l appear i n the prof i l e view of
selected non-preci si on approaches beginni ng wi t h charts dated 3 Dec 1999. The
VNAV Information appearing i n the profi l e I l l ustrates the geometri c descent path
wi th a descent angi e from the Fi nal Approach Fi x (FAF) to the ThreshOl d Crossing
Height (TCH) at the approach end of the runway.
The VNAV descent path, depi cted wi t h a screened l i ne, I s based on the same descent
angie coded into the Jeppesen NavData database. U5e of this descent angle by
certi f ied VNAV-capable avi oni cs equipment wi l l ensure a stabl e, constant rate of
descent that wi l l cl ear al l I ntervening al t itude restri ct ions. Some approach
procedures may require a del ay of the start of descent beyond the FAF, unt i l the
VNAV descent path is I ntercepted. The prof i l e vi ew wi l l depict this level segment
of f l i ght as required.
The VNAV descent angle appears I n brackets along the VNAV descent path and is
repeated i n the conversi on tabl e. Addi tionally, the conversion tabl e provides a
recommended rate of descent rel ati ve to the VNAV angle and groundspeed.
The i ncl usi on of the VNAV descent angl e does not change or modify exi st ing
non-preci si on approach requi rements. usage of the Mi nimum Descent Al ti tude (MDA),
as wel l as the Mi ssed Approach PoI nt (MAP) , remains unchanged. I n accordance
wi t h Federal Avi ati on Regul at ions (FARs) and ICAO PANS OPS cri teri a, do not
descend bel ow the MDA unti l attai ning the required vi sual reference. Addi t ional l y,
do not i ni t i ate t he prescri bed mi ssed approach procedure pri or to reaching the
published missed approach pOint. Note: Operators may obt ain permission trom thei r
control l i ng authori ty to use Deci si on Al t i tude (OA) operational techniques when
maki ng a VNAV descent. This approval i s speci fi c to the operator and to the
approach.
VNAV descent i s opti onal . Use of any VNAV approach technique i s dependent on
operator approval , cert i f i ed VNAV-capabl e equi pment avai l abi l i ty, and crew trai ni ng.
(VNAV angl e and database descent path)
Z
V kIVEk
Z7'
{208)
P
P
g

l

@ .
I

.

10H5v']
10.0
oe ._

r. .. .
smrl 3.23' OO 5 )7 686
k0Ek t M F 5.0 : 17 3:20 3:00 2:30
5.0
.. ..
800 9U
2:08 1 : 52

'' 94`
5.0 0

_ _ @ GBEK
VNAV descent i nformati on from FAF to runway wi th TCH of 50' .
(VNAV angle and database descent path)
E5K
9.8
16.8
7.0
Gs r. . a .. . .
0ewem Ie 3,5' 35 559 621 745 870 994
m-. lkw2
.0
gOc'yoctMt|tcdeperaotsmay1
VNAV 0A,Hj|n llPu ou0A(H.
VNAV descent Infor"t lon fro FAF to runway wi th TCH of 5' . Note that the VNAV path
requires maintenance of level f l ight after the FAF, prior to intercepting the VNAV descent
path of 3.50, In order to cross the 2. 0 NM to RW29 stepdown fix at or above 1390'. For
approved oerators, use of DA(H) operational technique O thi s approach Is I ndicated by
the ballflag note as well as by the dashed VNAV descent track in the profi l e vi ew

JEPPESEN SANDERSON. INC., 1997, 1999. All RIGTS RESERVED.

NEW FORMAT 10 DEC 99 INTRODUCTION ::.EPPESEN
AIRPORT CHART FORMAT
The ai rport chart I s normal l y pri nted on the back of the f i r st approach char t . At l arger
ai r por ts the ai r port chart wi l l preceed the f i rst approach chart and contai n an enl arged
di agram. Ai rport charts contai n i nformati on pert ai ni ng to DC ai rport i ncl udi ng
communicati ons, take-off and al ternate minimums, and I FR departure procedures. Separate
ai rport charts may be i ncl uded to di spl ay detai l ed ramp and parki ng posi t i ons or l ow
vi si bi l i t y taxi way routes.
HEADING
Ai rpor t , Ramp and Taxiway charts
The Ai rport chart contai ns the l ocati on name, the ai rport name. ai rport el evat i on, l at i tude
and l ongi tude, Jeppesen NavData ( ICAO) dent i f ery and date.
ATWN-
O
Llev 575'*
O

225,0/ 1 3, 0 from ANY 1 1 7. 9

U.EPPESEN
DATE _"
O-ANYTOWN, WORLD
O-ANYTOWN I NTL
O
-N40 00, 0 W104 5 1 .0
@ Jeppesen NavData ( ICAO) l ocation
ident i f i er .
@ Ai rport el evat i on,
Bearing and di stance to the ai rport
from a VORTAC or VOR DME wi thi n
40 NM.
Q Index number.
@ Ai rport reference poi nt (ARP)
Lati tude and Longitude.
@ Ai rport name,
@ Location name.
COMMUNICATIONS
Communicati ons f or departure are l i sted I n order of normal use.
ATiS ANYTOWN Cl earance Grond Tower ANYTOWN Departure (R)
1 25. 6 1 20, 3 1 2 1 . 9 1 1 8 . 1 1 1 8. 9
AIRPORT DIAGRAM SYMBOLS
Magnet i c vari ati on.
Low Vi si bi l i t y Taxiway Char t s
Low Vi si bi l i ty Taxi way Charts and Surface Movement Gui dance and Control System (SMGCS)
charts have speci al label s i n the headi ng t o i ndi cate speci f i c usage.
ATWN
ANYTOWN INTL
::.EPPESEN
M
ANYTOWN, WORLD
LOW VISIBI LITY TAXI ROUTES
DATE qe-c
JEPPESEN SANDERSON, NC.. 1997, 1999. ALL RIGHTS RESERVED.
n.EPPESEN
INTRODUCTON
1 6 AUG 02
SID/DP&STAR CHART LEGEND NEW FORMAT
Efective 16August 2002
NEW FORMAT 7
IMPORTANT NOTE
Legend pages titled "NEW FORMAT SI D/DP/STAR" contain information specific to charts formatted in the
new SI D/DP/STAR chart concept. These legend pages include only those items that are unique to the
NEW SID/DP/STAR FORMAT. For information not covered in the NEW FORMAT SI D/DP/STAR chart
legend, refer to the regular SI D/DP/STAR chart legend pages i n the Airay Manual.
SI D/DP& STAR charts are graphic i l l ustrations of the procedures prescribed by the governing authority. A text
description may be provided, in addition to the graphic, when it is furnished by the governing authority. Not all
items apply to all charts.
SID/DP/STAR CHART HEADING
cc|/|sk

)J888N
|skz|dsf/Mk!9 0sMk9t
I
M ]a:+)
MFRANKFURT
/
MAIN
2!1UN02
W
FRKFURT. Derture (}
pFlev
TrIn. level: By ATC Trena al l: 5000' | . Contact lPMKU

l Z. 4Z
4
W
Departure immedi"tely "Iter tae-off. 2. SID, are "Iso ni.e
abatement "rocedurea (refer to. 10-4). Strict adherence within the
the limits of aircraft performace is mandatory.
:
SI D/DP/STAR chart heading consists of the following:
g City/Location and State/Country names. @ Chart type identifier.
O
O
O
Jeppesen NavDatalICAO/IATA airport identifier. Q Airpor name.
Revision date, index number and effective date. Communication frequency.
Airport elevation.
Common placement of notes applicable to the
procedure.
SID/DP/STAR CHART PLAN VIEW
PROCEDURE TITLE
Navaids, intersections or waypoi nts identifed in the procedure title (e.g., starting point of a STAR or end point
of a SI D/DP) are shown prominently for better i dentification. Navaid boxes will include a shadowed outline,
intersection or waypoint names will be shown i n larger text size.
Navaid
.
1 1 . Kb
mee meee
% W.b B010 !4.
SPEED RESTRICTIONS
DINKELSBUL
Departure
Kcb
Intersection
SKEBR ONE
Arrival
Speed restrictions that apply to the entire procedure are shown below the procedure title.
SYMBOLS
M
20 LW
RADIALS
VOR Radials forming a posi
tion or fix. VOR Radials are
bearings from the Navaid.
NDB bearings are to the
Navaid.
AIRPORTS

Civil or Joint use Airport

Ai rport with rotati ng beacon
C Mi l itary Ai rport
GJEPPESEN SANDERSOH, l NC, , 20. ALL R|GHTS RESERVED.
NbW FORMAT 8 1 6 AUG 02 INTRODUCTION R.EPPESEN
SID/DP&STAR CHART LEGEND NEW FORMAT
I NFORMATION BOXES
I nformation boxes are placed along the procedure tracks. Their content is associated with the graphical depic
tion of the SI D/DP/STAR chart. Information boxes include a wide variety of action, instructions or restrictions
such as: pilot actions, ATC instructions, directional and altitude instructions, climb restrictions, etc. Representa
tive samples of information boxes are shown below.
At 3000'
Climb to 5000'
Iw8i t further
cl e8r8nce
TURN RIGHT
At BOO'
DI 2 RID
whi chever is 18ter
8eIween
FL70 & FL140
TRBOPROPS
At or 8bve 4500'
Cl imb to 8000'
REQUESTED FL
ABOVE FL245
At or abve
FL260
Aove 2500'
Cl imb to 6000'
CIV.3C,. MOPIL 3
At Of below
FLUO
RWYS 02, 07
EXPECT
FL I I O
M 250 KT
NA Z0 K
Mlnlmum
ank Z0"
JET
280-300 K
At or. below FL260
LOST COMMUNICATIONS PROCEDURE
The symbol below identifies the LOST COMMUNI CATIONS PROCEDURE to be flown when communications
are lost with ATC after take-off.
On recognition of communication failure Squawk 7600.
TEXT SECTION
A text description may be provided, i n addition to the graphic, when it i s furnished by the governi ng authority.
STAR
RWY ROUTING
1 L/R From over Basel Int vi a ABC R-06

to Reedr Int, then vi a a

210 heading for RADAR vector 1O final approach course.
SID/DP
SID RWY ROUTING
CLIMB INSTRUCTION!
ALTITUDE
DKB 3 07Ll On runway t rack to 800', then vi a I ctr to L 6 Climb to 4000'

JEFFESENSANDEHSON,l NC . 2002. ALL HlUHSHESEHVED.
=:.EPPESEN
INTRODUCTION 21NDV97 1 bT
UNITED STATES AIRPORT SIGN SYSTEMS
MANDATORY SIGNS
Mandatory signs have a red background with a white inscription. They are used to denote an entrance to a runway
or critical area and areas where an aircraft is prohibited from entering.
TAXIWAY/RUNWAY AND
RUNWAY/RUNWAY HOLDING
Th i s si gn is l ocated at the hol di ng posi t i on on
taxiways that i ntersect a runway or on runways that
intersect other runways. The inscription on the sign
contains the designation of the intersecting runway.
The runway numbers on the si gn are arranged to
cor r espond t o t he r espect i ve
runway threshol d. For exampl e,
" 1 533"indicates that the threshold
for Runway 1 5 is to the lef and the
threshold for Runway 33i s to the
right. A runway holding position sign on a taxiway will
be installed adjacent to holding position markings on
the taxiway pavement. On runways, holding position
mar k i n gs wi l l be l ocat ed o n l y on t he r unway
pavement adj acent to t he si gn, i f t he runway i s
normal l y used by ai r traffic control for "Land, Hol d
Short" operations or as a taxiway.
On taxiways that intersect the beginning of
the takeoff runway, only the designation of
the takeof runway may appear on the sign,

whi l e al l other si gns wi l l have the desi g-

nation of both runway directions.
When a sign is located on a taxiway that intersects
the intersection of two runways, the designations for
both runways wi l l be shown on the sign al ong with
arrows showing the approximate al i gnment of each
runway. In addi ti on to showi ng the approxi mate
runway alignment, the arrow indicates the direction to
the threshol d of the runway whose desi gnati on i s
i mmediately next to the arrow.
ILS CRITICAL AREA HOLDING
At some airports, when the instrument landing system
is being used, it is necessary to hol d an ai rcraft on a
taxi way at a l ocati on other than the

nor mal hol di ng posi t i on. I n t hese

situations the hol di ng position si gn for
these operations will have the inscrip-
ti on "I LS" and be located adjacent to
the holding position marking on the taxiway.
RUNWAY APPROACH AREA HOLDING
NO ENTRY
Prohibits an ai rcraft from entering an area
Typi cal l y, this si gn would be located on c
taxiway i ntended to be used in onl y one
~di recti on or at the i ntersection of vehi cl e
r oadways wi t h r unways, t axi ways Ol
aprons where t he roadway may be mi staken as c
taxiway or other aircraf movement surface.
LOCATION SIGNS
Location signs are used to identif either a taxiway or runway on whi ch the aircraft is located. Other location sign!
provide a visual cue to pilots to assist them i n determi ni ng when they have exited an area. The various locatior
signs are described below.
Taxiway Location Si gns have a black background with a yellow inscription and yellow border. The
inscription is the designation of the taxiway on whi ch the ai rcraft is located. These si gns are installee
along taxiways either by themselves or in conjunction with di rection signs or runway holding positior
signs.
Runway Location Si gns have a black background with a yellow inscription and yellow border. ThE
inscription is the designation of the runway on which the aircraft is located. These signs are intended te
complement the information available to pilots through their magnetic compass and typically are installee
where the proximity of two or more runways to one another could cause pilots to be confused as to whict
runway they are on.
Runway Boundary Signs have a yellow background with a black inscription with a graphi c

depicting the pavement hol di ng position marki ng. Thi s si gn, whi ch faces the runway and il

visible to the pilot exiting the runway, is located adjacent to the holding position marking on thE
pavement. The sign IS Intended to proVide pilots with another visual cue which they can use as ,
guide in deciding when they are "clear of the runway."
JEPPESEN SANDERSON. INC" 1992. 1 997. ALL RIGHTS RESERVEC
ZT NLV d lW l PLLWL| lON
:PEPPESEN
UNITED STATES AI RPORT SIGN SYSTEMS
LOCATION SIGNS (continued)
ILS Critical Area Boundary Signs have a yellow background with a black inscription and
a graphi c depicting the ILS pavement hol di ng position marki ng. Thi s sign i s located
adjacent to the I LS hol di ng position marking on the pavement and can be seen by pilots
leaving the critical area. The si gn is intended to provide pilots wi th another visual cue
which they can use as a guide i n deciding when they are "clear of the I LS critical area."
DIRECTION SI GNS
Direction signs have a yellow background wi th a black inscription. The i nscription |denI|f'esthedes|gnat|ons[s)
of the i ntersecting taxiway(s) leading out of the intersection that a pilot would normally be expected to turn onto
or hold short of. Each designation is accompanied by an arrow indicating the direction of the turn.
When more than one taxiway designation i s shown on the sign each designation and its associated arrow is
separated from the other taxiway designations by either a vertical message divider or a taxiway location sign.
Di rection signs are normally located on the left prior to the intersecti on. When used on a runway to i ndicate an
exit, the sign is located on the same side of the runway as the exit.

Taxiway Direction Sign or

Runway Exit Sign
DESTINATION SI GNS
When the i ntersecti on i s com
pr i sed of on l y on e cr ossi ng
taxiway, i t wi l l have two arrows
associ ated wi t h t he crossi ng
taxiway.
Destination signs also have a yellow background with a black inscription indicating a destination on the ai rport.
These signs always have an arrow showing the direction of the taxi route to that destination. When the arrow on
the destination sign indicates a turn, the sign is located prior to the i ntersection.
Destinations commonly shown on these types of signs incl ude runways, aprons, terminals, mi litary areas, civil
aviation areas, cargo areas, international areas, and fixed base operators. An abbreviation may be used as the
inscription on the sign for some of these destinations.
,,

Outbound Destination Si gn
Outbound Desti nati on Si gn to
Different Runways. More than
one r unway, separated by a
dot, is shown where the taxiing
route i s common to both run
ways.

g _

Inbound Destination Si gn
I NFORMATION SI GNS
Information si gns have a yel l ow background wi th a bl ack inscription. They are used to provide the pi l ot with
information on such thi ngs as areas that cannot be seen from the control tower, applicable radio frequencies,
and noise abatement procedures. The airport operator determines the need, size, and location for these signs.
RUNWAY DISTANCE REMAI NI NG SI GNS
Runway Distance Remai ni ng Si gns are used to provide distance remai ni ng information to pil ots
during take-off and landing operations. The signs are located along one or both sides of the runway,
and the i nscri pti on consists of a whi/enumeralonablackbackground. The si gns i ndi cate the
distance remaini ng i n thousands of feet.
The di stance remai ni ng may be 50hlesslhan shown onlhesign. There i s a 50 It tol erance in t he si gn
placement. 8omesignsmaybeomilledbecause they cannot meet this tolerance.
When runway length i s not an even multiple of 1 000 ft, half the "additional distance" is added to the first and last
sign placement. The example below is for a 6900 f runway.
,1 450' 4 1000'-1000'~1000'~IOOO' .
W w
1 450'


JEFFEBENBANDLRBON,|NC 1992, 1997.ALLR|GHTBREBERVLD.
INTRODUCTION c.1 792
UNITED STATES AIRPORT SIGN SYSTEMS
EXAMPLES
Note: Gener al l y, si gns wi l l be l i ghted i f the runway or taxi way on whi ch they are i nstal l ed
i s l i ghted. Hol di ng posi t ion si gns and any col l ocated l ocati on si gns wi l l be l i ghted i f the
runway for whi ch they are i nstal l ed i s l i ghted even i f the taxi way on whi ch they are
i nstal l ed is unl i ghted.
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APPLICATION EXAMPLES FOR HOLDING POSITION SIGNS
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153
JEPPESE SANDERSON, INC. , 1 992. AL RIGHTS RESERVED.
1 54 JUL ! 7- 92 INTRODUCTION
UNITED STATES AIRPORT SIGN SYSTEMS
EXAMPLES ( cont i nued)
nJEPPESEN
TAXIWAY ENTRANCE AT
INTERSECTION OF TWO RUNWAYS
TAXIWAY ENTRANCE AT
INTERSECTION OF TWO RUNWAY ENDS
M
@

5
HOLDING POSITION SIGNS AT RUNWAY INTERSECTIONS
200' wi de runway
Runway 27 used for land
and hold short operations
or used as a taxi way.
Note holdline markings
across runway for ei ther
of these t wo cases.
1 50' wi

e runway

STANDARD 4-WAY
TAXIWAY INTERSECTION
STRAIGHT AHEAD TAXIWAY HAS DIRECTION
CHANGE GREATER THAN 25
Strai ght ahead
Taxi way
NOTE: Or i entati on of si gns are
f rom l eft to ri ght i n a cl ockwi se
manner . Left turn si gns are on
the l ef t si de of the l ocat i on
si gn and r i ght turn si gns
are on the r i ght si de of
the l ocati on si gn.

Exampl e of l ocat i on
si gn shown on far
si de of i ntersect i on
-Q--| Al t ernate array of
si gns shown to

:
,-
,
:

i l l ustrate si gn
- -

or i entat ion when

l ocat i on si gn
not i nstal l ed
JEPPESEN SANDERSON, INC., \2.ALL RIGHTS RESERVED_
U.EPPESEN
NOTE: Due to space
l i mi tati ons on thi s
drawi ng, some si gns
may not be i n thei r
exact l ocati ons
rel ati ve to the
runway or taxi way.
INTRODUCTION 1U| 1792
UNITED STATES AIRPORT SIGN SYSTEMS
EXAMPLES ( cont i nued)
SIGNING EXAMPLES FOR A COMPLEX AIRPORT
S

L
ILS Cri ti cal Area
_&&&&&&&&& /&&

Apron
~|
s:.,
L
Taxi way hol dl i ne
marki ngs i nstal l ed
onl y where there
i s an operati onal
need
1
JEPPESEN SANDERSON, INC., 1992. ALL RIGHTS RESERVED.
1 6 1ut i zz INTRODUCTION JEPPESEN
UNITED STATES INSTRUMENT RUNWAY MARKINGS
Runway marki ngs are white. Marki ngs, excl udi ng
hold l i nes and the runway desi gnator marki ng PRECISION INSTRUMENT RUNWAY
(the runway number) are descr i bed bel ow.
THRESHOLD MARKING
Ei ght l ongi tudi nal st r i pes of uniform di mensi ons
arranged symmetri cal l y about the runway
center l i ne. They are al ways 1 S0' l ong.
RUNWA Y CENTERLINE MARKINGS
A l i ne of uni forml y spaced str i pes and gaps
l ocated on the centerl ine of the runway.
Stri pes are 1 20' l ong, gaps 80' l ong.
RUNWAY TOUCHDOWN ZONE MARKINGS
AND FIXED DISTANCE MARKINGS
Di st ance f rom
approach end of
runway t o begi n
ni ng of t he
marki ngs
'
1000'
1 500'
2000'
2S00'
3000'
Touchdown Zone. Three bars
7S' l ong on each si de of the
centerl i ne. They are the be
gi nni ng of the f i xed di stance
markers. Fi xed di stance
markers are posi ti oned SOO'
apart.
Thousand Foot Fi xed Di s
tance Marker. One "heavy"
bar on each si de of the
center l i ne, 1 S0' l ong and
30' wi de.
Two bars, 7S' l ong, on each
si de of the center l i ne.
Two bars, 75' l ong, on each
si de of the center l i ne.
One bar, 7S' l ong, on each
si de of the centerl i ne.
One bar, 7S' l ong, on each
si de of the center l i ne.
SIDE STRIPE MARKING
Continuous st r i pes located al ong each side of
the runway to provi de contrast wi t h the sur
rounding terrain and/or to del i neate the ful l
strength runway pavement areas. Maxi mum di s
tance between the st r i pes is 200' . Side stripe
markings are normally provided only on preCision
instrument rvnways.
For nonprecision instrument runways: |02 markers
are not provided. Fixed distance markers are pro
vided only on runways 4 or longer used by
jet aircraft.

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".EPPESEN 30 DEC 05
INTRODUCTION
UNITED STATES INSTRUMENT RUNWAY MARKINGS
DISPLACED THRESHOLD MARKINGS AND MARKINGS FOR BLAST PADS AND STOPWAYS
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JEPPESEN SANDERSON, INC. 1992, 200.ALL RIGHTS RESERVED.
1 b INTRODUCTION 30 LLL05 @deeGem
UNITED STATES INSTRUMENT RUNWAY MARKINGS
ENHANCED TAXIWAY CENTERLI NE
CHARACTERISTICS
AND RUNWAY HOLDING POSITION
MARKINGS
APPLICATION
The taxiway centerline markings pri or to runway
holding positions are being enhanced to provide pi
lots with a visual cue that they are approaching a
holding position. Runway holding position markings
are also being extended onto the paved shoulders of
taxiways and may be accompanied by surface paint
ed holding position signs. These new markings will
be the standard for many major airports i n the Unit
ed States.
a. Taxiway centerline markings are modified begin
ni ng 1 50feet prior to the runway holding position
markings (where sufficient space is available)
with the addition of parallel dashed yellow lines
on both sides of the existing taxiway centerline.
b. Existing holding position markings are extended
onto paved taxiway shoulders allowing them to
be visible to pilots from the side windows of the
cockpit for many ai rcraft.
c. Runway holding position si gns may be painted
on the surface of the taxiway on both sides of the
taxiway centerline leading up to the runway hold
ing pOSition marking (where sufficient space is
avai lable), white numbers on red background.
@ @ @ @ @ @ @ @ @ @ @ @ @
@ @ @ @ @ @ @ @ @ @ @ @ W
T O T
END OF UNITED STATES AIRPORT SIGNS
AND INSTRUMENT RUNWAY MARKINGS
@JEPPESEN SANDERSON, INC. 2006. ALL RIGHTS RESERVED.
eem
INTRODUCTION 200 TbT
ICAO RECOMMENDED AIRPORT SIGNS, RUNWAY AND TAXIWAY
MARKINGS
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16Z 2IF80 INTRODUCTION

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ICAQ RECOMMENDED AIRPORT SIGNS, RUNWAY AND TAXIWAY MARKINGS
INFORMATION SIGNS
Application
An Informallol Ilgn Identif" .pecilc loe.tion or routing. Informalion algn, Include: dlrectlori,locatlo
n,
de.tinliln, runway exll and n.mw.y Yllted Ilgnl. A runway exit .Ign I,
povided to ldeftlfy. runw.y .it, A
runway acated 11gn II provided w!he ult texiw.y hat no centerline Ughts and !hefal,. need to Indicate
leaving the runway, IlSIMLS C IfHn.ltlv, .r.a. A te,tln. ,I gn Indle.lhe direction to 'pe<lfic
dlllln,llol, luch cergo. glna'II,vl.tlon, atc. A combined location atld direction lign Indlc.t routing
Inform.tlon prior to talway Inter,ectlon A direclion sign ldenllfea the daa!gn.11n .nd direal' tIlw.y
,oll,,,cllo,. Ploc.llon .Ign I8provided In conjunction wi t h . runw'y dnlgnatlon ,Ign except .Ia
runwaylrunway Intt
Location
Information lign re located 0nRlefthlnd side of mty In line witn the texiway Intesection m.rking
Vomere there mno taxiway inlom.rdng the sign is installed at ieaSl "om . y Bcenterline Uthe
Intersecting .A m0exit sign Is locted on m> si<e ofhe runway.s theexil is located (i.e. left
orright). A runway vacated sign is located at least on one aide o0
Ch.rctrlstlcs
An information sign other than a location lign consists of an Inacription In black on a yellow bacground. A
locatin sign cnsists of an inscriptioo in yellow on a black background. A rnway exit sign CMists of 1exit
tliway designator and an erow indicatng the direction to follow. A runw&' vacated sign depicts the rnway
holding position marlling as 8in Bexample in Pattem A in the example u"unwayHoIdlng Position
Marldngs'. The inscriptions on a destination sign comprise an alpha, alphanumerical or numerical message
idllltifying 0destnaton plus an .rrow indicating mdir to p .1II1scnplions a dir sign
Oian alpha, alphanume mnugeldegW1a(pu8<<O=mm\m
oriented as shown In the example. The inscriptions on a loation ailll comprise 0deatination of the location
laxtwaV, runway Q|other pavement the aircraf Is onoIs entering.
Notl: Glly, signs should Dlighted dthe runway or taxiway on wthey are "'slaUed lalighted
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INTRODUCTION 1ftHq Jb3
ICAO RECOMMENDED AIRPORT SIGNS, RUNWAY AND TAXIWAY MARKINGS
MANDATORY INSTRUCTION MARKINGS
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INTRODUCTION
Jeeem
ICAO RECOMMENDED AIRPORT SIGNS, RUNWAY AND TAXIWAY MARKINGS
RUNWAY-HOLOING POsmON MARKINGS
Applle.ton .nd Lcauon
RtI-hoiding pon marking' .re Nal runway holding potion"
Charact.rlltlci
At an Interllctlon of a tt.lway and non-precillon, non-In.lrlment or
take-off runway or wh.r. a lingle
Nnway-hoIdlr pn Is prOided at an Interllion 0a txiway and a PflltIon ap tegO I,ll, or III
rlnwlY, Th. rlJf1way-holdlng po.lon mlrkl will bl llihown 1110 pattern A. Wher. two orthr .. rlnway
holding po.ltIOl1. Ire provid.d It .lch an Intersection, the runwayholelng po.ITlon marking closer to the
rlnway will bill shown In pattern A, atld the marklrg.larther from Iha runway 1110 patter bWhere a
patter BN.ylng posi marking exced, 80m
In length, uterm CATIIotCATIIIt Mwin
Dmlrlad on th. 'Irtle. at the ands of the I\Jwayholdlng position mal1ling. The runway-holding po.lI1on
maring dis .t a runwayirulInr will be perpendicular to CMllfline of the runway forming
pari olle Wtxiroute. The runway-holding poiton matldng wi be IOwn as in patter b.
PahmA Patter U
INTERMEDIATE HOLDING POSmON MARKINGS
AppllClon 8ndIbn
Pintennediate holding pmarking is displayed at an Intesection ofwpaved taxiways. IIia positioned
=VRty ooincidlll Wa stop bar Ointermediate holding position ligllts. where ped.
Charcteristics
^Intermediate hoing p m8 consist. of a single beyellow line.
GJEPPE&EN Q|tLb lN1HOOULlON
lLOHbLOMMbNOLOlHHOHlN.HUNWY NOXlWY MHKlN
STOP BARS
HHLlLlON
P stop bar upr at _r rnwa-ng posi
tioo when I|Is Intended tnat the .ooway wiM m ad
m HVHconditioos less than 350m or Iwaan350m
665.A9Kbr+Abe]\6^lt\Ntm
dlate hokjjng pofiOn to IJpPlemenl mlrjngs wIth
19htB O where normal Slop Ir gt might mo0-
.
LOLlON
S|op hars are located a<ross the Ia/way at mpolnt
where II is OOSIted thai lralllC sl. AdtOI lights
may he prO at the laxiw( edge.
LHHLLHllL
Stop hars consist of ghts sPced at intervals acrss
the taxiway. sOng min the inlende directioo of
qmcthe inte'saclon runway-holding ps
tloo. Stop hars insta||a\ a rnway-hong posifioo
will be unldiractlonat. showIng ,ed fn the dlration O
approacil to mrunway.
RUNWAY GUARD LIGHTS
HHLlLlON
Runway guard ghts. configuration P. ale k\8 at
each taxiway/runway IntersectiOf1 aultd with a
runway Intended lor use In:
RVR condI!lons las. !hsn550m where 8!0O rit
! IMtalJd: lnd
HVH condiIto|:s between 55Dm and t200m where
\m||icdensit y IS madium or low.
Coo1iguration Por @or botwt||he provided at each
taxIway/runway interseclion where the configuration
Ol the Intersection needs IO be enhancd. sl/ct1 as
on a wkle throat taxiway.
LOLlON
Runwy gua.d Hghts. configuration A, ale located at
ea<h side of a taJiay. wher! as I Onllgula:tO @
they are klcated acros the taKiway.
LHHLLHllL
Runway guard ghts al( ufldlrectiOl1alllashing yel
low lights.

Confgurati on P
Confgurall B
RUNWAY MARKINGS
Runway marlingt . re white.

16.
1% lNHOUULlON QO|CO AJI PPI!IEN
lLO HLLOMMLNOLOlHHOH1lN,HUNWY NOXlWY MHKlN
THRESHOLD MARKINGS RUNWAY CENTERLINE MARKINGS
HHLlLlON NOLOLON
Thrashold marl(lngs are prYicld at tile threshod 01
a paved Inltrlment and !Ionllstruman! runway In
tel lor u80by mIernaona|cmmercial air trans
P""
LHHLLHllL
Runway threshold marklns 0m 01 a paltern 01
longudlll strIPIS oundorm dlmalslona disposed
symmetrically abouIlhe llIar1ine 011 runway. The
numoor of >ripes maa o In accordarIe with m
,lIfway width B follows:
RUNWAY WIOTH NUMBER OF
STRIPES
'6m A
23m
m
<om 1
D0D
YD0 a runway de5lgrl1Of Is piKed within a
threshold mlri,"\, the'a w1 be u minimum althree
&Uipe5 e.ih stee 01 the runway centerline.
Stripes are alleast 30m long
RUNWAY DESIGNATION MARKINGS
HHLlL1lON NOLOLlON
Rurtay desnatiOn markIngs are located a! the
thresholds Oa pav runway,
LHHL1LHl1lL
Aunway deSIgnation markings consist of a two-igt
number tocated at the threshold. On parallel run
was eac ruRway designation number k supple
mented by a letter In the order from lel l V righl when
viewed from the direction of approach.

DlD1^
'

HHLL1lON NOLOLlON
A mwymmaW g |8 pro. OaP/ed
runway IlnrI tile cnteriine.
LHHLLHllL
Runway centarina ma,1ng cosist at. liRe of uoi.
Iorml)l spaced .tnpes and gap Strlpea ere normat
Iy 30m to", gaps 20m long.
HIGH SPEED TAXIWAY TURN

OFF
INDICATOR LIGHTS (HSTIL)
ICAO term Is AapKl Exl Taxiway Indiator Ligh,s
(RElIL)
HHLLlON
HSTIL should be puided on a runway inl(m lor
use 1 AVR eit Ih and/or wher'
traffic d&nsily is t
LOLlON
A sel of HSTIL shal be located on Itle rrtWay on tt
same side olil le runway centerline as the assoclat
ed h{h speed turnoll ta1wiY. In the configullItoo
ahown below
LHHLLHllL
HSTIL ile IId unidireional yeW lights, aligned
so as O be visible Vthe pilol Of a landIng B,l.nQ
tha dIrecion 01 approach Vthe runway.
(328')

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RUNWAY TOUCHDOWN ZONE MARKINGS
App/Clon
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RUNWAY AIMING POINT MARKINGS
Application
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OC8P BDO CharactensIcs
PDIiming pim marmg cons|stsolNeon8pcS stlpS Inconformity with/he dimensonsshewn for the
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( 1312')
RUNWAY TOUCHOWN ZONE AND AIMING POINT MARKINGS
(conf|nued)

.
(492')
150m
(492')
m
()
|
1 m
(492')
150m
(492')

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ZONE
RKINGS

OUCHOOWN
ZONE
MARKIHOS
IMINO PO'.
IV
MARKINGS
30m (9S') 1O
60m11S7')

411 (13') IO
10m (33')
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1.8m
1.5m
(8') WIDTH
(5') SPACING
m (74') MIM
LENGTH
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(492')
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Jeeem
INTRODUCTION 2I6 1b
ICAO RECOMMENDED AIRPORT SIGNS, RUNWAY AND TAXIWAY MARKINGS
RUNWAY SIDE STRIPE MARKING
AppUeatlon
Runway &ide stripe markings are povided between Ihe Ihresholds ola paved runwa Wher, Iher, I. la of
contrast be1ween the runway edges and UIhoolde,., Runway npmarkings are provided on pqs
ap runways,
LoeatJon and Ch.l1eterlltlel
Runway 8|desU|marlungl coneist Uw'!ripes, one placed alongald1 edge oIthe f\lnwuy no more Ihan
30m from the runway cenll1lne regardleas OVrunway w

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|
1
A
|
o
TEMPORARILY DISPLACED
THRESHOLD
DISPLACED THRESHOLD MARKINGS
nimum
Transversa
Stripe
Dlsplacld
Thrnhld
TEMPORARILY OR PERMANENTLV
DISPLACED THRESHOLD
CLOSED RUNWAYS, TAXIWAYS OR PARTS THEREOF
Applieatlon and Location
A closed marking will be displayed at each end mBrunway portion thereol, declared permanently dosed to
use by all aircraft. AddItionally. marings are placed S thatlhe maximum int&fYal between the marings U
not exceed 300m. On a taxiway. a elosed marking shall bplaced at least at each end oIa taxiway or portion
lV|is U.
Charaeteristies
Jclosed mar.ing is shaped like a cross. The marking is wMe when displayed on a runway and yellow w
displayed on a taxiay
NON LOAD-EARING SURFACES
The boundar between load-bearing rrfaees and non load-bearing surfaces. sud"i as shoulders taxiways.
holding bays, aprons and other non !bearing surfaces which, II used, might rellt In damage to maircraf
Ine lndicated by a taxi side stripe_ This marking conlist. of a pair of solid lines the same color as the taxiway
centertine marking.
JJ0 2IF8 lN1HOOULlON
Jeeem
lLOHbLOMMbNObOlHHOH1lN,HUNWYNO1AlWYMHKlN
PRETHRESHOLD AREA MARKING (CHEVRON MARKING)
When the paad sprior to 0thrHhold esSOm in length and snot luilible kuby aircraf, the
Ommlength will 0marled with. chevron malling (preferably yellow) pointing In the dirftion olllle runway
thre&d.
THRESHOLD
.
PRETHRESHOLDARA

RUNWAY
CNTERLlNI
bNOOllLOHbLOMMbNObOlHHOH1lN,HUNWYNO1AWY MHKlN
EFFE l^H1OUI1l1^ 171
AHHHLAIMIHAHL1NO~1U-1H
1
A\H1OH1M1H1HAI^\ MlWlMUM(ALM}
JC0tOn O Hi 1iHumB 0O?B O` 0O1|Iul6 utDoIiIy lor their u B Jy a0 Oe1 aIor, | ch Individual
opera tor mu.t OJ ta 7BpproprIit B IO B OI lDeir Q .
GENEHAL
Beginning m MODBI 2JO WH I e|W
!h0 current JH-OPS 1 m1PiUuH8 |0 " new
mIP\ muR6 \'0q;0J Jy m 8nd BmDdm0I !o
LuOe \.
Tne -SI"nd,rd" lBDB! In !he upper !BII COIOB1 ot 1DB
mln|mmsUUF in<Ucatea 1DB\!IBHlORUPSBIB DB8
OD LO-L1 J (Subr! E ~ AppDdlx 1 n_ lo OP
` 43J. TJH-1 IB0BI |D !h UB1 Iel\ -
nBI of tDm:nmmspx|ndic8tBSthat I!IBm|n|mums
0DBBUD JP-L J O! LUL 1 CSU08F~
Appendix 1 O\OIO L 1.430).ForB 0o\ 81 BUerpt
01 EUOPS t mUVS IBB1 V P1 'llC LO0\'O|
(AL B11BS pBg8.
-JBSBJ1 Chart mI'ilmDUS BO n0| O arly
GI8teprOv|ddmiPimuRs.M@DBIOsI|Dg m|U|mums
lOI 11{rUsth 8pp\ 1ng L-. LB1-
UlO!1S SDt|m8 8rB !CO
l
1|O\GD. HMVN
v8UOSBIO $hOwn In meuIng uI\S 8 IBO11BU Dy
|DB wD8g8Uy.
PLN lor I 8ke~olf 8nd 3Hl0g BIB B\DB: show1 on
Jeppesen lD8I|umn!Bf0q0DO!BBICOIORB 0DB!\S
Of on a 6 3rM m|D|mums II8!lng. Lnd|n mln
Imums Win J0 8DOWD W RVR, Ju' VBJB8 BDOVB
ZR wIIIbdslgBIBdLoOvrtdNB\O*
kVL|y IBlOBU"eMV'". KB-O!!m|D|mumsBIB
SDDWU W!IDOUI relx bC8usByBIBBlDB1MV0'
V L'0OQ V7 8 UmS 8r B\WBVIS1DWlBSWOC1
Is In08lBd U \ circling min|mums 0Ox. lOI 1IB
SBB|O Uin1UUms N!9sAVA. LNVBDO V18|
asate l R. C / V. R k0w|ng !3 S
usdJOvor!a r<1\ edVIS|nIORVRMV .
L1WV|11W 1 H1MQ N| V1 1 MVM!LNV
Lighting elements I n operation
M!Pj M1j

I || h\l
o DD
DsI I8(IoU I|lOr!h8D
NO7M0|0/ImSB0Ul0S!0CUSUO|t0Umn|
mm|mlDU 0/mrelred m. C08
w|nlC0mmsBfB Pl8OPW|l}mhMm.
TAKE-OFF MINIMUMS
TappIlln ol mmnlmm8 mBy 0 I|m0d
I" obtaIe 07JI|Onm' 0 !|1 I=ot1 &70
C3f|Uf6 t8.h MV! RD1RUR8 BIB dIr-
mm1O BDSUr ViSUaI U BPCB D \DB BKBO
1UP DBSO DR su0squnI CItnc O 008!a
k !DB IOSOUSDl1Ij O! 1B 12f&'0' L0N v5 0!|i\
t8kW!\D AVRIS bk400mJBU11B8 vVJ-
MVM1NV ?

1 .O
0

fIB N V
|

MOI P lible
IUOn I!1B1 Lo VRDIl |ty IOCBOUIBS (|V1 DBVO
been BSIBD!S!BO BPUB!0 lP V!CB. PHv|S km
In1l| part D! \0*O1 un Q Ud 0 0|K
888s8mnI hRU\1lB V 1wUIIemem m8U8,
!h8l Ih rqultOd HH vakle mwt 0 Ihkld OI
BI O !n rIvBD! MVM rI IlPg poInt8. except lr
!h !nt3l 0n. WOlCD 0BD DB dIrm|f1d b 1!O
B88s6mn\ PIOVBO OQBIBOI8 may 1B \|C their
takaol m|0lmums\0 1m(BltOrlIcategoris P. B,
C).10m(My)OI 1O I5(B|I 0&|0g1'0W1D
8n 8ppiovd Ia!rBl QUJCBCB SjS\BR.
BH1B OfBB-f NHHUH5
lVmx+& R?oIo
4P
CIRCLING MINIMUMS
L1CD@ UD1RUR$ w10 onIy J0C&'|6 f a 0l07_
LLP|MJ O1 N\P|M] Q '1Jl000 by Il\ QIOCB UIB
8UICB. O0m|e,1|B Cir|!ngWiI O rmo
Yd.
I!cIrPgNDO\U1OOIZ BO Dy |>duM8OU1CO,
wlI J0noted |n ID O0'$ of \!TB Briefing S!rip
heaef Where atalhHn m|ntmums8rhigDrI\8n
I
40tt| 0VR
elrcling RD1RURS |\M1NLM or RVRNIS). !DB C'-
C\ ing N\M OI JIJy W|| m rIsd lo mB\Ch I|
InrahHn ml!1imums.
172 I^LOUIl1^
.EFFEEE
AHHHLA1MIMAH L11WO-1U-1H 1 A1HLOH1M1 1H1HAI^ Ml^lMUM(A1M
NONPRECISION APPROACH
MINIMUMS AND CHART PROFILE
VIEW
Amig\CV9l\fU JT0b 8lO*)H
eikln RJJ' 5 5JJ m|JNO J5h1g '00CJO'|OJ
0J5 (aKIn! tln., J,J'DJJ0 {\P] '970O.QIB N|J
J8J|0O J|''JJ9|09`g0|j, OJ '09 T`59J JJJ'0J2J
50|' D0 9\82J|9J NJ03 '832J0g |09 {M] 0' .00
T 550JJJJ0JJ0J0`T`]NP] N0|J0@('QJJJf5flt@\.
1J0KS| J' O mS 8ph '0J3JJ'0
must D9 |'0NOV'J '"0NP unless SI8I=d J|00|N`?S
I |09 J'0J8JJ'9%O|TJy 0+|]LlPminimums 3S
5"0NO J050 J'0W0DlJ J]m U30 oIalP{M).
0sen WO J3C|JJ0 a JJ NJ0O JJJ
M0Dg B LPM] 0' J\P "JJ'8J9lDO JJ'JJJ1
N0O-LP T"`T.1T5 J9 S00NO H 0D',3
CJ05BDV K0O'l||8J ONP|M).
%J|9 D MDOJ|905|DO N|O|mJT5 (LLP)
kAI
DA(j 80'(+z

8 1500
XK /50Om

1 16 K'000..

PNMJ
viA80'/+z MDAfK| 80'+z';

P

I 1:0a 'VI1:0Om I 1800m
C
.VI/6oOm 1W'0m
k820

Te0tofle0kb ND9TJJ`SJ\0 s0oN 'JSC0n

H J9W 00w|8ppmh.G
mimmum aludfs NJ J0 s00Nn B 5CgTSO' T|
aas in |3||0 \g'S]5J3JJJ D3].0959
TT|TJTatIuJG are !]JJ3||jJ'0vO9J!ot J05'JJ`9
c0ead mus|mbvo|aleOlo'9T3O ol6atJ|
D05MTS''JO
l nor O09J Dj 109 JT'0 w, J
J9JJ'`g LNL I5 BUU, dislar vs J'|JJ3, 0|
|D!Og V BUO N| OG CCJ|J|?C Jj J0[050
5J0NO O J'3| lI0 v3N 0S\|T|Og 'JJ|9
II 3+g|0. |08P JOJ!'i8Jlli|me
'J9P.Alllude J'0OJ3UJ|8J '0'<.^.60. 80
a lDDS |'JTP "J J0OJ58JDO5 c!90,
12. 14. \b B 1U`V VO|] J`'|JJ05 Mw m
decSIon J`l|JJ6 '0 J'0I'J8J

r

CM'1Om
CMUOm
T[9O ||TO I J UJJ9 |J|9
L\ C1.
`
.0 2S 46 " b0s !00
V0k1 AB' 02` 44 2' 4b'
20 k1 7` 44' 42' ' 7`
40 k1 7` 4' ' B2' '
k1 400' 42' ` 0'
!60 k1 02` 42` 0'
D0'8 COF T " JTJT5 m V. 1h8 J'0|0 N
D9 mifie lo J9JJ. >nlm J08C0O. J9
T`%J JJJX JJJJ''JN 500NOTpl
N"9te `J9 J0J|5|0O "9|g0 l5 r08c=. 00'0 l5 3D
=8)T8".J0J`O|0 J'|JV '00NP, J"JV9 NP
l5 500N3 J5 JJUh509JDj109 J'028JJ'0 50ufC0
EEE LV INTROucnON
173
APPROACH CHART LEGEND _ EU-oPS 1 AERODROME OPERATING MINIMUMS (AOM)
I
t1IYu0t
29
.

[TCH 50'
V
0
M.
I

In exce
p
lional cases it may be necessary 10 IlChide
CDFA and no-COFA mtnimums. Wh8e vOQ,
a level segmem is shown prior lhe miss
approach poirl and V pullup afTOW Is shown
allhe MAP.
V .0

(TCH 57|
- -
CAT' PRECISION AND APV
APPROACH MINIMUMS
An HVH ofM man 150m may D used under 1!e
eondlons B. 10 C sllown below (Full Clumn). OII-
e!Wlse lhe AVA Is timiled 10 750m Of abe (lmited
COlumn).
a. CAT I opers lO runways wilh FALS and TOZ
and CL and with deetsion hegh:oI?or
b. CAT I operaHons!O runways with FALS oot with
out TOZ and/or CL when using an appred
HUOLS or an equlvalenl U|O system or
c. CAT I operations 10 runways with FALS but with
oul TOZ and/Of CL when conducllg a coupled
or Ilighldlrelorllown approach V a deciion
height not less V2Ol
d. APV U runwas with FALS and TOZ and CL
when USWlg an approved HUD. but 't below
HVH600m.
VV
( N
2 N:D
1T INTAODUCTION O .FFEE
APPROACH CHART lEGEND -EUOPS 1 AERODROME OPERATING MINIMUMS (ADM)
Slmpls of CAT t Minimum. {FALS +Vl}

f"
WIH
A81$`|J00/ `lJ0`}


+
=

""$$Om IIY 1200m

az750m
c 600m IMIISOOm
=
D IMIBOOm IMIBOCm 1M1150im
Sample O CAT I Minimums (IALS)

A|H|
As.1258'z'/ C:1`lJ0'}
0:148''1^`|

.>75Om KK!2
c ""8(Om IMIIJOOm
D IVI 1100m IIt/SOO
Slmple O APV MInimum. {FALS -TDZ +ell

INAV/VNAV
cii`|7
0
`/

."'75OmB
iI.,JOOm

DWI," T02, \ ndHU 0m

LOWER THAN STANDARD CAT I
MINIMUMS
Operators must be approved by their aulhorlty t o
conduct |0Nr than standard CAT I o0ora0s. For
approved operators. lallo<ed chart Wlll created
on customer reqU5t.
CAT II PRECISION APPROACH
MINIMUMS
Minimums OfBIppUcVEU,OPS approved oper
atol m w1 85 to FAR t2t operators lnd those
IPPlylng U.S OP6ratlons Sp!lfications (OpsSpecs).
Higher Ilstlng minimums |l accordance with U S.
OpsSpeee ere fl&d.
+
I minimum AVA Is 300m. But lor category L it IS
requird tcoluct B autond. Oterwis, the m,nI
mum AVR G350m: how_r, mVUlUO1SncarteU
OBBOOJeppesen charts.
EFFEE ^' INTRODUCTION JTb
APPROACH CHART LEENO_ EU-OPS 1 AERODROME OPERATING MINIMUMS (AOM)
Sample O CAT 11 Minlmuml
KPlH! 1 PN WY
AIlII$
PL \ A CF
k 141' RA 184'
Do(HJ 855'(loo') Do(HI817' l??
v0W k<0
MQeraapp1yip U.5. QsSmcs:A utol mt MQ5 'M\Ulr. beluwKVK m.
OTHER THAN STANDARD CAT I I
PRECISION APPROACH MINIMUMS
These minimums will only publishe< i|the proce
dure i$ approvd kr0e|ruse |0aeroorome's Civil
Ava|ionAulhorrty. Charling is similar 1slndard CAT
1 minimums but |DClumns for condijions with
and wllhoutllghts. An mVMO400m or belowOonly
be u !I CLare avaime.WherC the hiherv|e
oI450m is show ilo oox. t lower value, which
'&qulres Cl. kadded as foolnote.
Sample of Oher Thln Standard CAT II Mlnlmuml (FALS + CL)
5! lH l ANNW8WO4
AbL
LA ll5
LP1
RA 141' RA 184'
o,IH}855'OOO'} {"1871'Olr
J
w<b0 k70 Wb0 k0
Will' CA1A 887 LA KK Vm
Sample O Oher Than Standard CAT ll Mlnlmuml (IALS)
>KAl l ANl N VY
AbLU
AIl
tAC|1
RA 1.1' RA 184'
0"(H,855 ,'/
""(H/811'(I12'
kAb0 F 0
CAT III PRECISION APPROACH
7
MINIMUMS
CAIIII mnmumsBH only Charted on QllOrchar's
or on P .llne Chari $le$ (CAO) ^0ln
0e0endsonmcustmer's apprOwflnlmums (au
0hcategotyor alrcratllype).
J
b0 R 0
176 INTRODUCTION QFF&EEf
APPROACH CHART LEGEND -EU'PS J AERODROME OPERATING MINIMUMS (AOM)
51kP1GH1 -1NLAND1NC kWY1 L- Q- AN

LQC \O5m:l
Froh!bl:wSouth 01
CP1 1UA ATU CA1
wn tFllj_IA .1i ve
RA 05'
P*
Wl
5 850'@

o0' 5

local A15
1 1
:&
!5
# / J1,V11@
'
1 1 90' 1530'

__._0
I7
'
U
o.
svrzoom
4WM
k
m 70 4
1290' 1600'
_
+
Joo
jio++)^
Lpe rs api L] 5po 'ollld 0( S red belw
QC!t<Iingm lghtbasod nrw) 0dlpl tbteoh e levol . N1GHT: M AUHOllztO.
AERODROME MINIMUMS LISTING
On customer 0es, miflmums may be mad
aailable on amnimums liSting page. The ls
uas 109S. 2S. elc. This listn is a k1lrim
SiuMP aIaf approach alld aifport CE
arcm\oBnew minimums

|0CM/RL! .EFFEEE
21 PUb g KAM|N7,

OLfnuous Descent liul PqrDBti

Q or hlgli4r ninnuns precedlnv ",eight-I" epproach
TAKE~OFF RWY 1 1LJ ZL/
7bm
n bn
EFFEE INHLOUL!LN
AHHHLALM LMAH LNOU-LH 1 AHLOHLM LHAlN MINIMUm(ALM)
DEPICTION OF EU-OPS AOM IN CASE
OF EXISTING STATE MINIMUMS
It Slue minimums areociaIpubllthed, the depic
Hon ot AOM may dittuf from 1h4 Slar-dard depiclion
where all value are epressed as HVHor CMV.
a. I! HVRMV and VIare charted togtMr, the
HVH vatue compulSOry. IIno HVPI6repored.
the VI8hiS to uSd wllOul C1verslOO.
b No prefiJ Is charted I!PVHKMVaVI8is Ide
waI. The reported PVP compulsory. I\ no
PVP Is reported. le VIS his O be used witl
oul O rsion.
c. I! only VIS kcharled, VIS has to O used
wllhout cnversion.
I
:JIPPISEN lN1HOOUL1ON ZZJ1 2J
NuVZJ
LHONU1lLLlNFOHM1lON NVU U1UL NO LHH
PROVIDED FOR USERS OF JEPPESEN NAVDATA SERVICES
PHLlLL
The pur In providing tle information contained In ttlese pages Is !0DIgPIh!the major
dif
ferences between Jeppesen's NavDala database and Jeppesen's Enroote, Area, lO, DP,
STAR, Approach, and Airport Charts.
Airways, departure procedures. arrival procedures, Instrum&nt approach procedures, and
oter aeronautical information is designed and created by more than 220 countries around
the wOrd. The information created by tem is designed according to ICAO PANS OPS in
most countries and according to te United Sttes Stndard for Terminal Instrument Proce
dures (TERPs) for the U.S. Bnd many C1 the other countries.
The basic desin for most aeronautical informatin contained in instrument prcedures has
been created the analog woDd. The art of entering dat Into an aeronautical database is
one that balances the intent O! te original procedure designer and the requirements D FMS
and GPS systems that require airborne datbases.
All of the illustratons in this paper are from Jeppesen's library and are copyrighted by Jeppe
sen. The paper wiff DIghIIgh!differences tat wiU be found in Ihe charts and databases pro
duced by all the suppliers.
Virtually all the aeronautical databases afe loaded according \Dthe sp$ifications In the Aero
nautical Radio, Incorporated (ARINC) 424 standard "Navigation Databases.' While the
ARINC 424 Iflation cvers a large percentage of the aeronaullcal requirement, II Is
Impossible \Cwrite a specification that covers every cmbination of factors used to design
and fly instrument procedures. Many C the differences between char and databases are
because there can be no standard implemented to have te Information In both places
depicted te same. There ara some cases where It Is desirable not to have the information
the same because of the different type of media where the information Is displayed.
Any attempt to detail the many minor differences, which may arise under Isolated cases,
would unduly complcate this overiew. Therefore, te information provided Is an overview
only, only major differences are included.
There are many df erent types of avionics equipment UBZIUg the Jeppesen NavData data
base. The same datbase infrmatn may be presented diferently on di erent tes of air
bore equipment In additin, some equiment may be limited to specifc tes of database
information, omitting other dtabase infrmatin. Pilot should check teir Operating Hand
books for detils of operatin and informatin presentation. A maj factor In "apparent" dif
frences between database and char may be dueK 0 a/requipment utlzed. As
avinics equipment evolves, 0neWr systems will be more compatble with char, however
the older systems will stl continue with apparent di fefeflCs.
Due K the continuing evolution caused by 8eronautlcal information changes affeng both
database and charting, items described herein are subjeCt W
change on a continual basis.
this document may D revised tor signifiant changes to help ensure Interested database
users are made aware ot major changes.
A brief Gls /Abbreviatins oflerm5 used Is provided at te end of this document.
2U2
UUM lN1HOOULlON R.BPPB.IN
N&V2U0J
bHUNU1LLlNFUHM1ONNVO1O1UL NO LHH1
OllFbHbNLLUL1WLLNULPPLLNOULNOLHH1
1. bffLL1lVb U1b
LHONUlLL lNFOHM1lONLUll U1L
Because 0te required lime II takes W physically get the database updated, extracted, pro
duced, delivered, and loaded Inlo FMS/GPS systems. the database cut-off dales (when aero
nautical Information can no longer be Included In te next update) are often earlier for
databases than for char. This may cause information on charts to Dmore current than the
information In databases.
The ICAO Aeronautical Informalion Regulatin and Control (AI RAG) governs the 28-day
cycle between effective dales of aeronautial information. These are the same effective
datas used for aeronautcal databases. Because goverment may use slightly di fferent
cycles, tere afe differences between charts and databases. Char typically use 7-day and
1 4-day cycles for terminal chart and 2S-day and 56-day cycles fr enroute and area charts.
2. LNbHLOllFLHLNLL
LNLHL - LHH1bO lNFOHM1lON NO1 PHOVlOLO lN 1Hb JbHHbbN NVO1
O1UL
Not all the Information that Is Included on the charts Is Included 0the aIrbore database. The
fOllowing Is ugeneral llsllng of some of those items. More specific Items are Included In Indl
viduel entries throughout this document,
Altimetry:
QNHQFE Information
Alternate altimeter settng sources
Intersecton formations (radials, bearings, OM L|
1erran and Obstacles
Airport Operating Minimums
landing. lake-of and alterate minimums
Airport taXiways and ramps
Some types of special use airspace and cntrolled airspace

EPFESEN AL E
n.EPPESEN
lN1MLUL1lLN 22UN
20J
Nav2001
LHLNUlLLlNlLHM1lLN NVO OLNOLHH1
Z. LNLHLOlllLHLNLL(LDHtj
MNL1lLLLUHL, Ol1NLL
Because of dllferenl mBgDe!c mOdels used In airbore SyS0S, a magnetic course read on
the altbotne system may 0R0f tram !B CBP00Bg0!C course. Avlonk:s cou\e 0S
tances may USBgf00 with C8tJ0C0S!B0C0S. DiHerences may appear on airways D0 Enroute
Charts, and on Illght redufes C!UU0Uoh lL, OP. PH,JI08O,B0U Airport charts. In
addition, when the database requires a S0C!IC CDutS0to be 0own !I0 "A" to "B", !D0diller
0CBS ! magnetic variation or VOA station U0C8\Dmay resuH In a "jog between the two
liKes In lieu D! Bdirect tracle
HLlLHLNLLOUM
Not all Sates (countries) have complied with the lLP$ Annex that specifies the use of the
WG54 re!ef0Dc0datum. UR!0I0DC0S Drelerence 08!uSC8CuS0SgI!CBI "acuracy
D m" \D \D 1iBgB1^D gu\UBDCB tDV\U0 by a'loflics systems. \m D1 1D >1S 1DD\
BV0 uDIS0U their CDDIUPB!0S ln WGS4 CB be foMnU DD J00S0D'S web se B!
I
NVO
LLMHLL1LNL-BC8uS00l !D0 0uICB!DD D! I00!!0fSend other lactors, not all charted
navalds are Included In the database.
NOU NO LLL1LH lOLNlllLH
PS an ele 0!the differences between the display lrm one avionics system to anolher,
some avionics systems will display the Foley NOB as -FPV":
Some avionics systems !nclude a Su0lx NB after the NU IU00\I!0fS BD0 will display Ihe
Foley NOB as "FPYNB'. For NOBs and locators with duplicate M0tS0 CDU0 U0D!l!0tS that
are I0CI0U within the same State (country), !0y ByDhIyD0available using the airport Iden
tifier lor access.
20
UL
lN1HLOUL1lLN
nEPPE.IN
NuVZU0J
LHLNU1lLLlNlLHM1lLN NVO1 OULNOLHH1
. NVl {LOh1j
LLLLH lOLN1lllLH
Most loCators In \tie United Stales have unique fivejetter names, but most Intematlonal loca
tOfS have names that do nol have fve letters.
Some systems may display U.S. KtOrs as 'CASSE',
Some systems may display U.S. KWas AP',
OUHLlLL NVlO lOLN1lllLH
There are numerous duplicates in te datbase. Refer to your avionics handbook for the
proper proedure !D access navaids when duplicate identifiers are involved.
Not all navaids in the database are accessible by their identfier. Some navalds, tor reasons
such as duplication within terminal areas or lack of complete Information about the navaid,
ale 1Dthe waypoint 1\\u and aTe accessible ptheir name or a'bnwla\ad name.
4.WYHLlN
WYHLlNO1UL lOLNlllLH
'Database Identifiers' relers to Identifiers used only In avionICS systems utilizing databases.
The identifiers are no\ for use In flight plans or ATC communications; however, they are also
Included In computer flight planning systems. They may be designated by the State (country)
as 'Computer Navigation Fixes' (CNls). or designated by Jeppesen. To facilitate tha us 01
airbore avionics systems, the identifiers are being added to Jeppesen's chart. Both the
CNFs created by States and the Jeppesencreated database Identifiers are enclosed within
square brackets and In italics.
Jeppesen's ultimate goal is 1CInclude aJi database identifers lor all waypoints/fixes on the
chart.
Enroute chart include te fivecharacter Identifier lor unnamed reporting pm.DME
fxes, mileage breaks, end for any reporting point with a name tat has more than lve
characters.
SID, DP and STAR char are baing modifed to Include all identifiers.
n.EPPESEN lNHOOULlON 22
NaM20J
LHONUlLLlNlOHMlONNV 1UL NLHH1
4. WYPOlN (Cant)
WYPON1 OULlObNlllLH(Cont)
Approach Charts
2Ub
VNAV descent angle Information derived from the Jeppesen NayData database is being
added to appoach charts. Identillers are shown tor the Final Appoach Fix (FAF), Missed
Approach Point (MAP), and the missed approach termination point.
State-named Computer Nayigation Fixes (CNFs) are show! on aD applicable charts.
GPS (GNSS) type approach charts include aU database identifiers.

]WZO)
~--
e
#
Z
LOMMONWYPOlM1 NMbOHNLbLOL1lON
Goyerment authorities may give M !me to a waypol!t at a give! location, but not use the
name at the same location on other procedures In the same area. The Jeppesen Nay Data
database uses the same name tor alt multiple procedure applications. Charting is limited to
the procedures where the name Is used by the authorities.
lLY-OVbHMMfWlLY-UYflXb|WYHOlN1
In most cases, pilots should anticipate and lead a tum to the next leg. The database indicates
when the li) must be crossed (lown-oyer) before the turn Is commenced. The fi) is coded as
fly-ver when the requirement Is Inferred or speclfled by the governing authority. Fi)es are
charted as Ily-oyer fixes only when specfied by the goveing authory.
Fly-over lixes have a circle around
the fi)[waypoint symbol. No special
carting is used lor Ily-by lixes.
UlOGO and ROTGO
Are fly-by waypint.
RW0 and lESOV
Are fly-YSr waypolnts.

_..-
.
20b 22 UN lN1HLUULlLN
MY J
bHNUlLL lNlLHMLN NY1UUNULHH
. lHWY
HLUL
Airways Identified as ATC routes by Sates (countries) cannot be uniquely identified. They are
not Included lPthe Jeppesen NavDsls database.
ULlN1LH
L

Jeppesen NavDat database airway designators are lollowed by a code Indicting ATC ser
vices (such A for AdviSOry, lWf Flight Information) when such a cde is specified by the
Stte (country). No all airborne systems display the ATC services sutlhf.
L1UUb


Minium Enroute Altitudes (MEAs), Minimum Obstacle Clearance Altitudes (MOCAs), Off
Aoule Obstade Cleaance Altitudes (OROCAsj. Malimum Authorized Altitudes (MAAs), Min
Imum Crossing Altitudes (MCAs), Minimum Aectpllon Altitudes (MAAs), and Route Minimum
Route OffRoLlIS Altitudes (Roule MORAs) ese minimum altitudes for airways are not
displaye In most avIOnics systems.
LHNLLYLHHLlN1
MA FL J


M3 1$$8M
2Ma
Changeover points (other than mlnt between navaids) are on charts but are not Included
u the Jeppesen NavData database.

:.EPPESEN lN1HOOULlON 22uL

NuV2U0J
LHONUlLLlNlOHMlON NVO1 O1UL NO LHH
b. HHVLNOOEPH1UHL
HHOLLOUHENOlN1HL OUL
207
Jeppesen publishes some officially designated departure procedures tat include only text on
IFA airport charts beneath the tke-off minImums. They may be labeled 'Departure Proce
dure', 'IFA Departure Procedure", or "Obstacle DP'. Most 0 these are U.S. and Canadian
procedures, although there Is a scattering 0 them throughout the world. Any waypoinVllx
mentioned in the text Is in the Jeppesen NavData datoase. owever vese lexoIydar-
!ummeduiesaienot in the database.
AKL-OII !LA8TURL RLM
K} \7 k W


1

+
|
M

lz
O65TALI 0F:8w) 7.CIimbigrlgitt tn ta
Y1B mig 200Tk-80 to N020.0,
be!oreQC eQ OI5eQA$ CFAkFD8YATC.
Some States publish narrative descriptions of their arrivals, and depict them on their enroute
chart. They are unnamed, nol ldentilied as arrival routes, and are nOl lnclude( in the Jeppe
sen NavData database. Some Sates publish 'DME or HArrivals', and because they are
otherwise unnamed, they are nOI included In the database.
HHOLLOUHL1l1LL
Procedure Identifiers lor routes such as STARs, DPs and SIOs are In airtme databases but
are limited Wnot more than sil alphanumeric characters. The database generally uses the
charted computer code (shown enclosed within parentheses on the chart)

or the procedure
title, as
CHART
DATABASE
Cyote Four Oeparture(CYOTE.CYOTE4) becomes
CYOTE4.
When no computer code Is assigned, the name is truncated W not moe than sil characters.
The database procedure Identfier is created accrding te ARINC 424 speclfcatiQns.
Database procedure identifiers are charted in most cases. They are te same as the
assigned computer code (charted within parenteses) or are being added [enclosed within
square bracket). Do Hconruse the bracketed database Identifier with te official procedure
name (which will be used by ATC) or the oticial computer code (which Is used in flight plan !||
Ing).
4VlOOLLlMU
Virtually all departures In the database Include a climb to %leet above the airport prior W
turning because 0 requirements In State regulations and recmmendations. The 400-loot
climb Is not depictd on most charts. When Stes specify a height oter than 400 feel, it will
be in the Jeppesen NavData datoase.
MEFEENHN NC. .A L HK
Z0b
1 N1HLOULlLN
A.EPPISEN
NmZ00J
LHLNU1lLLNlLHMlLN NVO O1UbNOLHH1
b HHVL NObHHUHb [LDh1|
Ab-LMlNlMUM NO LLMU HbN
The tke-t minimums and climb gradients that are depicted on the chaf WnOl lneluded In
the database.
Tm&1D rqulr # e|lng AR0 v| #biIi!o!
%-3 &!& O11RT @1Q1WT3 1 4'0'|NV \o
60' .
18 7 0 b0 0 50 J
9f ##3 1J57 5
`L7HbLand `LLNOl1lNLlNHULQN
Altitudes depicted on charts as "Fp'instrns, as "Expec WCD8Sat 1 1 ,0 not
included in the Jeppesen NavOst database. When Condnal" statements such as
"Straight ahead to ABC b DME 0I ', whlche . er is laler", are included on the charts, only
one condition can be Included In the database.
Ll1UOb
D
m 8.7W43
I\1O WO&
et 1 1000'
Databases Include charted crossing altitudes at waypolntslfes. Chart Minimum Enroute
Altitudes (MEAs) and Minimum Obstacle Clearance Altitude (MOCAs) are not included. The
5,(loot altitude at HlPNL Is included in the database. The MEAs between SURVE and
the twO VORs are not Included.
1HLYbHLHlN EMbN1
STAAs normally terminate at a lix where the approach begins or at a Ilx where radar vectoring
wUt begIn. When STAR termination point extend beyond the |rn|ng 0\ the approach,
some avionics equipment may display a route discntinuity at the end of the STAR and the
first apPOach nx.
A.EPPEJEN lNHOOULlON
uU
Nav201
LHONUlLLlNlOHMAlON NVO1 OPUb NO LHH1
7. AHHMOLHHMOLEOUHL{1Lband OMlEOHOLLOUMb)
Z08
ICAD PANS OPS approach procedure titles are officialy labeled with the navald(s) uS&d tor
the approach and are different than approach procedure t1Ues labeled according to the
TEAPs criteria, which are labeled only with navalds required tha final approach segment.
Because 01 the limited number 0 characters that are available IOf the procedure title, the
name displayed 0D the avionics equipment may not be the same as the offIial name shown
te approach chart.
The Jeppesen NavOata database, In accordance with AAINC 424 specifications, coes Ihe
approach procedure according procedure type and runway number. 'Simifar' Iype
approaches to the same runway may be combined under one procedure litle, as lL Rwy 1 6
and NOB VOA lL Rwy 1may rad as lL Rwy 1.The actual avionics readout for the pro
cedure litle varies from manufacturer Jmanufactrer.
Some avionics systems cannot display VOA and VOA DME (or NOB NOB OME)
approaches to the same runway, and the approach dIsplayed will usualty be Ihe one aSSi
ated wilh OME.
Currentl}l:
Generally. CCat l, ll, and lll lI approaches Wthe same runway are the same basic
procedure, and the Cal l procedure is In the database. However, In Isolated cases, the
Cat l and Cal 111111 missed approach procedures are different, and only the Cal l missed
approach will be in Vdatabase.
Additionally, there may be lL and Converging L approaches to the same runway.
While te converging lL approaches are not currently In the database, they may be at
some later date.
Some Stles are usmg 0phonetic alphabet Kindicate 0man one 'same type, same
runway' approach, such as lL / Awy 23 and lL Y Awy 23. The phonetic alphabet
start are te end of the alphabet W ensure there is possIbility of conniel with circling
only approaches, such as VOR A.
In isolated cases, proceduras are intentionally omitted from the database. This occurs prima
rily when navaidlWaypoint coordinates provided by the authorities in an undeveloped area are
Inaccurate. and no resoluton can be obtained. Additionally, the AAINC 424 specifcations
governing navigaton databases may occasionally prohibit the Inclusion of an approach pro
cdure.
2J0
ULM
lN1HOOUL1lON
RJepPI.IN
N8V2UJ
bHONUlLL lNfOHMlON NVU1 OUbNOLHH
b. PPHOHPHObOUHb(PLNVlbW)
lNllL PPHOH flX [lf), lNbHMbOb llX (ll), llNL PPHOLH llX [llj
OblNlON
These designations lot the type 0 fix CoperallOnal use are Included on approaCh Char
within parentheses when specfed by the Stale, but are not displayed on most avionics sys
tems.
ARINC 424 and LC-129 specifiations require the inclusion 01 GPS approach transitions
originating from IAFs. Authorities do not always stndardize the assignment D! lAls, reult
ing In some cases of approch transitins being Included In the database that 0 not Originate
from officially designed lPl6
0f)
._

lM
"? F8J5Y
Ub UHN(bHOHOP) PPHOLHb
Depending upon the divergence between outbound and Inbound tracks on the base turn
(teardrop turn), the tum rate 01 the aircraft, Ule Intercept angle In the database, 0the wind
may cause an aircraft to undershoot the Inbound track when rolling oot of te turn, thus affect
ing Ine intercept angle to the final approach. This may result in intercepting Ie final
approach eiter before or atter the Final Approach u(rPl).
HOUb UY lHLHl1LbOH!b
So procedurs ere designed with a sel Cflight tracks lor Category A & B aircraft, and with
a different set of flight tracks fr Categor C & D. ln such cases, the database generally
includes only Uflight tracks for Category C & D.
CA

^ 7-
O2.0
:.EPPESEN
lN1HOUUL1lON 22
NuV2UJ
LHONU1lLLlNlOHM1lON NVU1 U1Ub NU LHH1
b. HFHOLH HHOLLUUHL(FLNVlbWj(L0h1|
OML uh0LON 1HLK Ul1NLL
Database IOentiflers are assigned to many unnamed DME IBs.
The Jeppesen identifier is charted on GPSlGNSS type
app

oaches and charted on any type approach when specified as

a computer navigation lix {LNl|. Unnamed Along Tack Dis
tances (ATDs) are charted as accumlative distnces to the MAP.
HFHOLH1HNllON O LOLLlZbH
M
W
M
w
I
]CfO]
.0 N
tD O$AF
OC5AF
4.0N

fD 7
AFF
QKWI71j


^
2J1
For DME arc approach transitns with lead-in radials. the Ilx al the transition 'termination
point" beyond the lead In radial is dropped by many avloolcs systems.
West bound on the Z DME arc. the leg after te 171" lead-in radial may UC\ be displayed In
ail avionics equipment.

"TI

47 L
IIAI)
<<uLN lN1HOOUL1lON G.ppe.EN
NuV J
bHONU1lLLlNlOHMlON NVO1 OULNOLHH1
8. HHHOLHHHOLbOUHb(HHOfLb|
VbH1LL ObLbN1NLb
Vertical descent angles lor most stralghlln non precision landings are Included in 0data
base and publish&d on chart with the following exceptions:
1) When precision and nonpreclslon approaches ate combined 0the same chart or
2) Some procedures bas&d on PANS OPS criteria wit descent gradient published In per
centage or in feet per NMimeters per kilometer. However, tese values afe being cnverted
Into angles and are being charted.
'Descenl angles tor circleta-Iand only approaches are currently nol ln te database and are
not charted.
In the United Sates, many nonprecislon approaches have descent angles provided by the
lPP and afe depicted on the approach charts. For many 01 the U.S. procedures, and In oter
countries, te descent angles are calculated based on the altitudes and distances provided
by te State authorities. These descent angles are being added Jeppesen's char.
VC
VVK
Z7'

(p'] 0g

iX
ce
o $ J:20 J 00 2
A5YU
:cc:
GVFU
I^44)

^
@200(I8J^')w
: ATC.

i i4
i
:0

5H

i
l
..
$.
1Z'
WJI

|1'H

.
.
.

.
.

"

ZB'

! .`

1MEK

YAU _
_
700' '"
I4^

:cu::'

? :-

K
487 65

I
4000'
070"
-.
l
v.

1
O7w
The descent angle aCJracy may be affected by temperature. When Voutide air tempera
lure Is lower than standard, tha actual descent angle will be lower. Check your avionics
equipment manuals since 80me cmpensate lOf nonstandard temperatures.
PEENOE W,, ,A|L SEPV
RJEPPESEN N1HLUL1lLN
LN
Nav2001
LHLNU1lLLlNlLHM1l$N NV11ULN LHH
8. HPHLLHHHLLbUHL{HHLlLb] [LOH1j
1lLN1lllLH
For approach charts where the descent angle Is published, all database identifiers from the
Final Approach Fix (FAF) to the missed approach termination point are charted in both the
plan and prolile views. When an FAF Is not specilled, the NavData database Sensor Final
Approach liX (FAFl ls Included In the database and Is chart&d.
llNLPHHLLHLHUHLllX (fLl]
Databases Include (when no suitable tlx is specified In source) a FACf tor localizer based
approaches and those based on VOR OME, VORTAC. or NOB and OME. In most cases, it Is
the fix Identified as the intermediate fix. The FACF Is charted Oly when specHled the
Sate.
HNLNLHll
The Jeppesen NavData database Includes a sensor tinal approach fix when the approach
was not originally designed with an Pl, and they are charted on "GPSGNSS type"
approaches.

jiz+ @
*
{Ff4!]
t0U 7 0 4.0
llNLHPHLLH fl7 {llj Land LLLLlZbH HHHLLML
There may D several types 01 fixes charted at the same FAF lon - locator, waypolnt,
intersection, DIv1E lix, OM, or perhaps an NOB Instead of a locator. Since many airbore nav
Igation systems with databases don't store locators and NOBs as navalds, a lour- or \W=
character Identifier will be used lor the FAF on lLG and localizer approaches. The four- or
five-character Identifier assigned to the FAF location is contained in the waypoint OJe 01 the
Jeppesen NavOata database.
II there is a name intersection or waypoint on the centerline of the localizer at the FAF, the
name ol lhe lix will Dused tor the FAF locat ion.
The FAF must be on the localizer centerline or the avionics system will fly a course that is not
straight. Frequently, OMs and lOMs are not positioned exactly on the localizer cnterline,
and a database lix is created to put the aircraf on a streight curse.
When the LOM is on the centerline and there also Is a named Intersection or waypolnt on the
centerline, the name of the Intersec
t
ion or waypolnt will be used for the lPl. For CHUPP
LOMllnterse, the database Identifier is CHUPP beCause there Is an Intersection or
waypolnt on the centerline 01 the loclizer at the FAF.
F1ON ot
2J4
22JUb lN1HOOUL1ON n.IPPE5EN
NBV2U0T
bHONULLlNlOHM1ONNVU U1UE NU LHH1
9. PPHOLH PHOLEUUHE (PHOFLEj [L0Ij
lNLPPHOLH llX (ll], Lu0LOLLlEH PPHOLHE (L0hIj
When the ILS or loalizer proce
dure Is ODg IIown R the 0W
base. V four- or IIve-characler
name or identifier such as
CHUPP, FF04, or FF04A, elc. will
be displayed as the lP.
II the LOM Is not on the loclizer
centenine, Identfier such as
FF04L may be te Identifier lor
the computed center1ine" final
approach for runway 04l. If
tere Is only an ouler marker al
the lPl, the lPl identifier may
be OMQ4L.
When there Is no Intersectlon or waypolnt at the P such al the MONAY LQM, the data
base ldenUfler will D
'OM09' if the LDM Is on the centerlne, and
ll II the LOM is not on the cnterline.
n systems, Waccess U locator on most I and localizer approaches, tile Mor
code Identfier can be used.
In the United Stes, virtually all locators have a five-letter unique naentfier s lIle K
BCD L usually be accessed In some systems by lIle navaid Mor code identifier or lIle live
letter name, ID some systems, locator is accessed by te name or by adding the letters
NB' to 0Mor code Identifier.
RJEPPESEN lNHLOUL1ILN JU
NaMZ00J
EHLNU1LLlNlLHM1LNNVO1 OULNOLHH1
HHHLLH HHLLLOUHL(HHLllLL](Cont)
215
NMLO and UN-NMbO LHOWN llAb, llNL HHHLLH llA (ll] to MlbO
HHHLLH HLlN(MH]
Named and unnamed stepdown fixes between the lPl and MAP are currently not Included
In the databases, but will be added In the future. They are allen OME fixes. and in those
cases, can be identified by OME. The distnce \C go to the MAP may D labeled on some
GPSlGNSS type charts and VOR DME RNAV charts. Proper identification of these displayed
fixes is neessary to clear all stepdoWn fix crossing alttudes.
DA(H) P
mem
w(u).
2.FN
JU7
KWJB
to kWJ$
"fs[
lLNOHUNWY LlNMLN
00
#N
Differences in government specified values for localizer and airport variation may cause
apparent nonalignment of the kalizer and the runway. These differencs are gradually
being resolved, and whelver possible the airport variation is used fr the loclizer variation.
10. HHHLLH HHLLbOUHb(MlLOHHHLLH]
MlLOHHHLLH HLlN{MH]
For non'precision approaches, when te MAP Is other tan a naveid, there will be a database
MAP waypoint with a unique identfier. If the MAP ma waypoint and at or witin 0.14 NM of
the threshold the MAP identifier will be the runway number, as "RW04" fO" Awy 4 threshold. If
the MAP is not at the runway, tere witl eiter Dan official name lor VMAP, or an identifier
is provided. GPSlGNSS type approaches, and charts with descent angles, include te dt
base identifier of the MAP.
*
*
*

J
W4
EN INC
2J6 N1HOOUL1lON n.EPPIIEN
NuV2UUJ
LHONU1LLlNlOHM1QN NVO OUL NU LHH1
JU. HHHOLH HHOLbUUHb(MlbOHHHOLHj[L0t)
4UUfOO1 LLlMU
The database Includes a climb to 400 leet above V airport prior K turing on a missed
approach. This climb Is no1 part OTthe official procedure, but does cmply with Stle regula
tons and policies. This specifi climb to % leet Is not included on charts. The missed
approach text supplied by the State authority Is charted.
MSD AMCH: Turn RIGHT track 0800 to intercept CS VOR R040 (040"
bearing 'rom CS NOB). Climb to 5000' and track to D1 5 CS or GPS or
directed by ATC.
UTATO: Max 185 Kt lAS until establ ished on CS VOR R040 (040" bearing
from CS NOB).
AJ: Do NOT delay turn onto 080" due to high terrain West of Missed
Approach Area.
MlLOHHHOLH HHOLbOUHb
The routes/paths that comprise amissed approach are not always displayed in some avionics
systems that use databases. Additionally, some avionics systems that Include missed
approach procedures don't always Implement a full set of path terminators so many tegs wilt
not be Included In the airbore database, 0f0I fOfD 0RBff0U ml8U BQQf0B0R QI00
UUf0 WR00X00UfO@ Bml m U&QQI00.
NI$$N Oi Climb TO 1500'then climbing MFTturn O Z400'N&
needing Z0 and outbund T VMK K-Z4toKbVlI lNand hold,
11. HOU1LONLHHUU1NO1lNOUL
The routes In approach procedures, SIOs (OPs), and STARs are coded into te datbase
using computer codes called path terminators which are delined in the ARlNC 424 Navigaton
Database Specifiation. A path terminator 1) Defines the path through the air, and 2) Defines
te way the leg (or route) is terminated. Not B! avionics systems have Implemented the full
set C1path terminators specified in the /HlNL424 document.
Because 01 the incomplete set of path terminators in some avionics systems, pilot need to
ensure their avionics systems will take them on the routes depicted on the char. li the avi
onics systems don1 have all the routes, or don' have the means to display them, it is the
pllofs responsibility Vfly the routes depicted on te chart.
llNL LOLKHl1 U1HOHlY, LHH1 OH U1Ub
There are diferences between Information displayed on your airbore avionics navigation
system and the Information shown on Jeppesen chart. 7e0D8R, spement byNL
AMs, amthebnalauthhy.
A.EPPESEN lNHLUUL1lLN
, 2J7
NBV2UUJ
bHLNUlLLlNlLHMlLNNVO1O1PUL NU LHH1
LLHYIUUHbVllLN
lHL Aeronautical Inlormatin Regulation and ContrOl. Designates the revision cycle
apecilled by ICAO, normally 28 days.
HlNL Aeronautical Radio, Inc
1O-Along Track Distance. as " NM to RW24".
1 H0UW-Officially designated route. No designator assigned.
LNf Computer Navigatin X
OUL lULNlllbH ~Avionics system use only. not lor flight plans or ATC cmmunica
tins. Identifies a waypoint or lix.
UH- Deparre Procedure
l-Federal Aviation Administration
lLl- Final Approach Capture Fix. Database includes (usually as an intermedlata fix) when
no suitable fix Is specilied in source.
ff Final Approach IX
fLY-UY flX - Waypolnl allows use D! tum anticipation K avoid overshoOt D! the nexllllght
segment.
lLY-LVLH FIX Waypoint precludes any tum unlil the fix is over Mown and is fOllowed by an
Intercept maneuver D!the next flight segment.
fM Flight Management System
N-Global Navigation Satellite System
P - Global Positioning System
HN bNLH ll - Database fix that changes sensitivity of the Course Deviation
Indicator (COl) on linal approach.
HN YPbPPHLLHL -Any approach that can be llown with GPSlGNSS the
only source D!navigatin.
lLLInternational Civil Aviation Organization
ll- Initial Approach Fix
IF Intermediate Approach Fix
ZJ8
22JUN IN1HLUULlLN
N8V20UJ
bHLNU1lLLlNfLHM1lLN NVO1 O1UbNU LHH
LLHYUUHbVllLN(LOtj
LLM-Locator Outer M00I
MH-Missed Approach Point
M Maximum Authorized Altitude
ML - Minimum Crossing Altitude
MLL- Minimum Obstacle Crossing Altitude
MLH- Minimum Off-Route Altitude
MH - Minimum Reception Alttude
N8VU8W Jeppesen Navigation Data
LU1LLL OLPH1UHb - An instrument departure procedure BstabHshed to avoid osta
cles.
HNLH- Procedures lor Air Navigation Services - Alrcralt Operations (ICAO)
fb - Height above airport or runway, local station pressure.
NH- Altitude above MSL. lOal station pressure
bNLH llNL PPHLLH llX {ll|- Included In database and on chars when no FAF Is
specified for the approach.
lO - Standard Instrument Departure
1H- Standard Terminal Arrival Procdure
1LH6 United States Standard for Terminal Instrument Procedures
VNV-Vertical Navigation
VLH1lLL ObLbN1 NLb - May b established by Jeppesen or speciied by the Stte
(country). Charted on Jeppesen approach charts along with database identifiers and rates C
descent
W-b4 -World Geodetlc System 01 1984
bNO