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OPERATIONS MANUAL

PART C
ROUTE AND AERODROME INSTRUCTIONS
AND INFORMATION
This Operations Manual is produced by Qatar Airways Flight Operations Department based
on QCAR-OPS 1 regulations and national variants as they apply.
The content of this manual is accepted by the Qatar Civil Aviation Authority, QCAA.
In case of conflict with the applicable national regulations, the latter apply.
Any questions with respect to information contained in this manual should be directed to the
Manager Aeronautical Services.

Qatar Airways
Manager Aeronautical Services
P.O. Box: 22550
Doha, State of Qatar
Phone:

+974 4625104

Fax:

+974 4621152

E-mail:

nam@qatarairways.com.qa

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Administration and Control

Meteorology

Performance

Area Briefings

Drift Down Procedures

Adequate Airports

Airfield Briefings

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RECORD OF NORMAL REVISIONS


Revision to this Operations Manual shall be made by all authorised users without delay. After
inserting the revision enter the appropriate data in the revision sheet below. The compliance
has to be signed under Inserted By. Revision will be issued at irregular intervals, retain this
revision sheet until officially replaced.
REV. NO.

REVISION DATE

01

18 SEP 2003

02

02 MAY 2004

03

18 JAN 2005

04

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05

08 JAN 2007

06

13 JUNE 2007

07

07 JAN 2008

08

13 NOV 2008

DATE FILED

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Temporary Revisions to this manual shall be inserted by the authorised user without delay.
After inserting the Temporary Revision enter the appropriate data in the revision sheet below.
The compliance has to be signed under Inserted By. Revision will be issued at irregular
intervals. Retain this Revision sheet until officially replaced.
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The highlights for Revision number 08S are as follows :


CHP. NO.

PG. NO.

CHANGE DESCRIPTION

Added : New Abbreviation.

18

Revised : DOW & I for A7-AED.

Editorial Changes

17

Editorial Changes

19

Added : Bahrain to Middle East Area Briefing.

21

Iraq Area Briefing brought forward under Middle East.

36

Added : UAE to Middle East Area Briefing.

38

Editorial Changes

91

Editorial Changes

136

Added : ATC - General to Area Briefing.

57

Revised : OITR Adequate Airport Information.

72

Revised : RFF information for VYMD and VYYY.

5
98

Revised : HTZA Adequate Airport.

100

Revised : DTTA Adequate Airport.

103

Added : LTCS Adequate Airport to Turkey.

33

Revised : Destination Alternates for Seychelles.

36

Revised : Destination Alternates for Algiers.

58

Revised : Destination Alternates for Dar-Es-Salaam.

73

Revised : Houston airfield briefing.

109

Revised : Newark airfield briefing.

117

Revised : New York airfield briefing.

141

Revised : Airfield Data for Tunis.

145

Revised : Washington airfield briefing

205

Revised : Doha airfield briefing

316

Revised : Destination Alternates for Tripoli.

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TABLE OF CONTENTS

CHAPTER 0 - ADMINISTRATION AND CONTROL

0.1

0.2

INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
0.1.1

Structure and Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

0.1.2

Warning, Cautions and Notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

0.1.3

Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

0.1.4

Metric Wind / Knots / Feet - Minute. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

0.1.5

Distance / Liquid / Weights / Pressure / Temperature . . . . . . . . . . . . . . . . . . 11

SYSTEM OF AMENDMENTS AND REVISION . . . . . . . . . . . . . . . . . . . . 13


0.2.1

Manual Holder Responsibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

0.2.2

Manual Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

0.2.3

Non-authorised Copies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

0.2.4

Handwritten Amendments. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

0.2.5

Pagination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

0.2.6

Revisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

0.2.7

How to Insert a Revision . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

0.2.8

List of Effective Pages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

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INTRODUCTION

0.1

INTRODUCTION

The Qatar Airways Operations Manual Part C is referred to hereafter as the "Route and
Aerodrome Instructions and Information" Manual. It is designed to increase the awareness of
the area into which Flight Crew are flying.
Responsibility for the contents of Route and Aerodrome Instructions and Information Manual,
and their proper implementation, rests with Manager Aeronautical Services.
0.1.1

Structure and Contents

To cover the administrative needs Operations Manual Part C is structured as follows :

Route and Aerodrome Instructions and Information.

Jeppesen Airway Manuals contain information concerning aerodrome, procedures and route
applicable to the Qatar Airways area of operations and consists of the following parts :

Aerodrome layout and Instrument Approach Charts

High / Low level enroute charts

Supplementary Textual Information

0.1.2

Warning, Cautions and Notes

The following definitions apply to Warnings, Cautions, and Notes found at the beginning of
the briefings :
Warning:

Operating procedures, practices, conditions ... etc, which may result in injury or
accident, if not carefully observed or followed.

Caution:

Operating procedures, practices, conditions ... etc, which, if not strictly observed,
may damage equipment.

Note:

An Operating procedures, conditions ... etc, which needs to be emphasize.

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INTRODUCTION

0.1.3
Note:

Abbreviations
Abbreviations listed represent a selection of most common abbreviations and
might not represent all possible abbreviations.

A320 Family

Airbus A319/A320/A321

A330

Airbus A330-200 / A330-300

A332

Airbus A330-200

A333

Airbus A330-300

A342

Airbus A340-200

A345

Airbus A340-500

A346

Airbus A340-600

B772

Boeing B777-200LR

B773

Boeing B777-300ER

AAL

Above Aerodrome Level

A/C

Aircraft

AGL

Above Ground Level

AH

Alert Height

AIP

Aeronautical Information Publication

ALS

Approach Landing System

ALT

Altitude

ALTN

Alternate

AMSL

Above Mean Sea Level

AOM

Aerodrome Operating Minima / Aeroplane Operating Matters

A/P

Auto-Pilot

APU

Auxiliary Power Unit

ASAP

As Soon As Possible

ASR

Air Safety Report

APCH

Approach

ATA

Actual Time of Arrival

ATC

Air Traffic Control

ATD

Actual Time of Departure

AWO

All Weather Operations

AWY

Airway

BC

Back Course

BCM

Back Course Marker

BCN

Beacon

BDRY

Boundary

BKN

Broken

BLDG

Building

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INTRODUCTION

CAT
CAT 1
CAT 2
CAT 3
CAVOK
C/B
CL
COM
CPDLC
CRM
CRZ
D
DA
D-ATIS
DCL
DEST
Dev
DH
DIST
DME
DOW & I
D-Volmet
E
EDP
ELEV
EMER
ETA
ETD
ETOPS
ETP
EXP
F
Fac
FIR
FIS
FL
FLT
FMS
ft

Clear Air Turbulence


Landing Category 1 (2 or 3)
Category 2 All Weather Operations
Category 3 All Weather Operations
Ceiling and Visibility OK
Circuit Breaker
Centerline Lights
Communications Equipment
Controller Pilot Data-link Communications
Crew resource Management
Cruise
Day
Decision altitude
Digital - Automatic Terminal Information Service
Departure Clearance (using data-link)
Destination
Deviation
Decision Height
Distance
Distance Measuring Equipment
Dry Operating Weight and Index
Digital - Meteorological Information for Aircraft In-flight
East
Electronic Data Processing
Elevation
Emergency
Estimated Time of Arrival
Estimated Time of Departure
Extended Twin Operations
Equi Time Point
Exit Point (ETOPS)
Fahrenheit
Facility
Flight Information Region
Flight Information Services
Flight Level
Flight
Flight Management System
Feet

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GA
GMT
GND
Gnd Svcs
GPWS
G/S
GS
H
H24
HF
HI
Hg
hPa
Hrs
Hz
IAL
IAS
IATA
ICAO
IFPS
IFR
ILS
IMC
in
ISA
ISO
KCAS
kg
kHz
km
kts
L
LCTR
LD
LDA
LDG
LEP
LLZ
LMC

Go-around
Greenwich Mean Time
Ground
Ground Services / Handling
Ground Proximity Warning System
Glide Slope
Ground Speed
Hour
24 Hour Service
High Frequency (3 to 30 MHz)
High Intensity Light
Mercury
hecto Pascal
Hours
Hertz (cycles per second)
Instrument Approach and Landing Chart
Indicated Air Speed
International Air Transport Association
International Civil Aviation Organisation
Integrated Flight Planning System
Instrument Flight Rules
Instrument Landing System
Instrumental Meteorological Conditions
inch(es)
International Standard Atmosphere
International Standard Organisation
Knots Calibrated Airspeed
kilogram
kilohertz
kilometer
knots
Light
Locator (Compass)
Landing Distance
Landing Distance Available
Landing
List of Effective Pages
Localizer
Last Minute Changes

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LMT
LPC
LOC
LVP
m
MAP
MAX
mb
MDA/H
MHz
MID
MLW
mm
MNPS
MOCA
MORA
MSA
MSL
MTOW
MZFW
N
NA
NAV
NE
NM
NDB
NOTAM
NW
OAT
OCA / H
OEW
OM
OPS
Optg Hrs
PAN-OPS
PAPI
PAR
PCN
PDC
PERF

Local Mean Time


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

Primary Flight Display


Prior Permission Required
Qatar Aviation Services
Magnetic Bearing to facility
Magnetic Bearing from facility
Actual atmosphere pressure at airport elevation
Magnetic Orientation of Runway
Sea level standard atmosphere (1013 hPa or 29.92 Hg)
Actual atmosphere pressure at sea level based on local station
pressure
Qatar Airways
Radio Altitude / Radio Altimeter / Resolution Advisories
Reference
Rescue Fire Fighting
Right Hand
Repetitive Flight Plan
Required Navigation Performance
Record of Revision
Repetitive flight plan
Rejected Take Off
Regulated Take Off Weight
Runway Visual Range
Reduced Vertical separation Minima
Runway
South
Search and Rescue
Southwest
Standard Instrument Departure
Information concerning en-route weather phenomena, which may
affect the safety of aircraft operations
Snow Notice to Airmen
Speed
Surveillance Radar Approach
Surveillance Radar Element of Precision Approach Radar System
Standard Terminal Arrival Route
Standard
Southwest
Traffic Advisories
Terminal Aerodrome Forecast
True Air Speed

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TAT
TBA
TBC
TBD
TBN
TCAS
TDZ
TEMP
TEMPO
T/O
TOC
TOD
TODA
TOGA
TOGW
TORA
TOW
TWIP
TWR
TWY
UHF
Unkn
U/S
UTC
VASI
VFE
VFR
VFTO
VHF
VIS
VMC
VOR
V/S
W
WPT
WX
WXR
Z
ZFCG
ZFW

Total Air Temperature


To Be Advised
To Be Confirmed
To Be Determined
To Be Notified
Traffic Collision Alert System
Touch down Zone
Temperature
Temporary
Take-Off
Top Of Climb
Top Of Descent
Take-Off Distance Available
Take-Off / Go-Around
Take-Off Gross Weight
Take-Off Run Available
Take-Off Weight
Terminal Weather Information for Pilots
Tower
Taxiway
Ultra High Frequency (300-3000 mHz)
Unknown
Unserviceable
Co-ordinated Universal Time
Visual Approach Slope Indicator
Maximum Speed Flaps / Slats Extended
Visual Flight Rules
Speed Final T/O
Very High Frequency (30-300 MHz)
Visibility
Visual Meteorological Conditions
VHF Omni-directional Range
Vertical Speed
West
Way-point
Weather
Weather Radar
Zulu Time /UTC)
Zero Fuel Centre of Gravity
Zero Fuel Weight
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0.1.4

Metric Wind / Knots / Feet - Minute

m/sec

kts

ft/min

m/sec

kts

ft/min

197

11

22

2165

1.5

295

11.5

23

2263

394

12

24

2362

2.5

492

12.5

25

2460

591

13

26

2559

3.5

689

13.5

27

2657

787

14

28

2756

4.5

885

14.5

29

2854

10

984

15

30

2953

5.5

11

1082

15.5

31

3051

12

1181

16

32

3150

6.5

13

1279

16.5

33

3248

14

1378

17

34

3346

7.5

15

1476

17.5

35

3444

16

1575

18

36

3543

8.5

17

1673

18.5

37

3641

18

1772

19

38

3740

9.5

19

1870

19.5

39

3838

10

20

1969

20

40

3937

10.5

21

2067

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0.1.5

Distance / Liquid / Weights / Pressure / Temperature

TO CONVERT

INTO

MULTIPLY BY
DISTANCE

Metres

Feet

3.28

Feet

Metres

0.3048

Inches

Millimetres

25.4

Millimetres

Inches

0.0394

Kilometres

Statute Miles

0.06213

Statute Miles

Nautical Miles

Nautical Miles

0.54

Kilometres

1.6093

Nautical Miles

0.869

Feet

5280

Kilometres

1.852

Statute Miles

1.15

Feet

6076
LIQUID

Litres
US Gallons
Imperial Gallons

Imperial Gallons

0.22

US Gallons

0.264

Litres

3.785

Imperial Gallons

0.833

US Gallons

1.2

Litres

4.546
WEIGHTS

Kilograms

Pounds

2.2046

Pounds

Kilograms

0.454

PRESSURE
Inches HG
PSI
HPA

PSI

0.491

HPA

33.863

HPA

0.0689

Inches HG

2.036

PSI

14.5038

Inches HG

29.53

TEMPERATURE
Celsius

Fahrenheit

x1.8 and +32

Fahrenheit

Celsius

-32 and x0.555


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I N T E NT I O N A L LY

L E F T

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SYSTEM OF AMENDMENTS AND REVISION

0.2

SYSTEM OF AMENDMENTS AND REVISION


(QCAR-OPS 1.1040)

0.2.1

Manual Holder Responsibility

The amended and/or revised parts of the Operations Manual are issued quarterly to all
manual holders. An intermediate update may be released whenever there are significant
changes to the Company documentation.
The manual holder is personally responsible to collect updates of the Operations Manual
from the Flight Operations Library whenever notified.
Note:

0.2.2

If discrepancies exist between the aircraft LPC Laptop and issued updates, then
the LPC Laptop supersedes.
Manual Distribution

The Operations Manual or its applicable parts including the necessary amendments/revisions
are distributed to the authorised users by the Flight Operations Library.
0.2.3

Non-authorised Copies

Non-authorised copies shall not be used for the conduct of flight operations.
0.2.4

Handwritten Amendments

Handwritten amendments shall not be used throughout the Operations Manual.

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SYSTEM OF AMENDMENTS AND REVISION

0.2.5

Pagination

A vertical line indicates revised or newly published text on the pages. It will not be used to
indicate format or page number changes.
The header and footer of each page contains :

(1) - Qatar Airways Logo

(2) - OM Part C: Route and Aerodrome Instructions and Information

(3) - Chapter and Page Number

(4) - At top name of Chapter and bottom name of Sub Chapter.

(5) - Revision number.

Every Chapter is preceded by a Table of Content for that Chapter.

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SYSTEM OF AMENDMENTS AND REVISION

0.2.6

Revisions

0.2.6.1

Normal Revisions

Issued periodically to cover non-urgent corrections, changes and/or to add new data. They
are accompanied by Filing instructions and an updated List of Effective Pages (LEP).
0.2.6.2

Intermediate Revisions

They are issued between normal revision to cover the changes.


They are numbered in ascending sequence e.g. 1A, 1B, 1C ... for intermediate revisions
issued between normal revision 1 and 2.
They are accompanied by filing instructions and an updated list of effective pages.
0.2.6.3

Temporary Revisions

Temporary Revisions (TR), printed on yellow paper are issued to cover urgent matters arising
between normal revisions. They are accompanied by filing instructions and an updated list of
effective TR.
0.2.7

How to Insert a Revision

0.2.7.1

Filing Instructions

Use the filing instructions as follows :


REMOVE

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


associated with an INSERT instruction. If not, the page is cancelled.

INSERT

: The page must be inserted. If not associated with a REMOVE


instruction, the page is new and does not replace an existing one.

0.2.8

List of Effective Pages

The manual after revision must comply with the List of Effective Pages (LEP), which lists all the
pages that are in the manual. The new pages are indicated by N and the revised pages by R.

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I N T E NT I O N A L LY

L E F T

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TABLE OF CONTENTS

CHAPTER 1 - METEOROLOGY

1.1

1.2

1.3

1.4

WEST ASIA AND MIDDLE EAST WEATHER . . . . . . . . . . . . . . . . . . . . . . 3


1.1.1

Winter and Spring (November to April) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

1.1.2

Summer and Autumn (May to October) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

EUROPEAN WEATHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
1.2.1

Cyclonic Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

1.2.2

Anticyclonic Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

1.2.3

Winds 8

1.2.4

Cloud and Precipitation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

1.2.5

Visibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

1.2.6

Ice Accretion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

1.2.7

Fog . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

SOUTH ASIA AND THE FAR EAST WEATHER - 1. . . . . . . . . . . . . . . . . 11


1.3.1

Winter and Spring (December to June). . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

1.3.2

Summer and Autumn (July to November). . . . . . . . . . . . . . . . . . . . . . . . . . . 12

1.3.3

Jetstreams and Upperwinds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

1.3.4

Turbulence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

1.3.5

Thunderstorms and Tropical Cyclones . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

SOUTH ASIA AND THE FAR EAST WEATHER - 2. . . . . . . . . . . . . . . . . 17


1.4.1

Winter and Spring (November May). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

1.4.2

Summer and Autumn (June to October) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

1.4.3

Areas of Special Significance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

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1.5

1.6

AUSTRALIA PACIFIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
1.5.1

South East Asia and North West Australia. . . . . . . . . . . . . . . . . . . . . . . . . . 25

1.5.2

Australia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

1.5.3

Stream Weather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26

1.5.4

Airmasses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

1.5.5

Tropical Cyclones. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

1.5.6

The Tropopause . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

1.5.7

Upper Winds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

1.5.8

Aerodromes in the Region . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

AFRICA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
1.6.1

Major Influences. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39

1.6.2

Winter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40

1.6.3

Jetstreams and Upper Winds. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40

1.6.4

Tropical Revolving Storms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40

1.6.5

Aerodromes in the Region . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41

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1. METEOROLOGY
1.1.

WEST ASIA AND MIDDLE EAST WEATHER

1.1.1.

Winter and Spring (November to April)

Cold fronts from West produce cumulonimbus and squall lines over the eastern Mediterranean sectors occasionally reaching as far as Tehran. The Tehran area is also affected by cold
fronts from the North which produce widespread stratus, fog, drizzle and snow.
Warm fronts may affect the routes near and to Tehran. They move from Southeast to Northwest and the warm air comes from the Gulf Area. They produce overcast weather with rain,
drizzle and occasionally snow. East of Tehran and the Gulf Area frontal passages are rare. If
they do occur, they produce layers of stratocumulus and cumulus with scattered thunderstorms. In the Gulf, fog occurs during this period, but formation is rare before 2:00 A.M., the
worst month being February. Rainfall is in the form of showers or occasional cumulonimbus,
normally of short duration.
Problems with dust haze are negligible, except with occasional squally winds associated with
cumulonimbus.
1.1.1.1.

Jetstreams and Upper Winds

Jetstreams will be found over the whole area. The main direction is from the west or occasionally southwest. Wind forecasts may be wrong due to the movement of the jet stream
areas. Average strength 60-90 knots with the maximum 120-150 knots.
1.1.1.2.

Turbulence

Clear Air Turbulence in connection with the jetstreams. Mountain wave turbulence may occur
over Beirut/Ankara, Tehran and Karachi
1.1.1.3.

Thunderstorms

There can be very severe cumulonimbus activity at the change over from winter to summer in
March and from summer to winter in the autumn, with violent thunderstorms and associated
up and down drafts and down bursts. Isolated thunderstorms may occur, especially in May,
they usually have a base of around 6000 feet moving slowly to the Northeast.
1.1.1.4.

Dust and Sand Storms

Found in the desert region of Egypt, Sudan, Iraq, Iran, the Gulf area and Pakistan. Often
associated with gusty thunderstorms or frontal windshifts, when the surface winds are greater
than 20-25 knots. In these storms the air is ruled with dust/sand particles up to at least 15000
feet. These occur at any time of the year most frequently during spring, summer and autumn.

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1.1.2.

Summer and Autumn (May to October)

Frontal activity over the majority of the routes is generally absent except for weak systems
affecting Istanbul/Ankara. Good flying weather with mostly clear sky. In the Gulf,between
May-July, dust can effect the airports at any time, and strong surface north-west winds (SHAMAL) of 20-25 knots can seriously reduce visibility in rising sand and dust. Average visibility
is 3000-4000 metres in dust, but can fall to about 1000 metres for a few hours after the onset
of the SHAMAL, particularly in early June.
Easterly winds from the sea bring patchy fog or stratus at 500 to 1000 feet at Bahrain and
Doha. Generally if Bahrain gets fog so will Doha; Dubai generally gets more fog than Bahrain,
Northwest winds from sea can result in fog at Dubai.
Land breeze from the west-south-west and sea breeze from the east-north-east can be pronounced during summer and autumn.
NOTE: During summer, rapid cooling at the surface after sunset can produce a marked
inversion above 400 feet, and pilots should be alert to the associated problems, as
seen in the following example:
July:

2000 feet

40 SAT

1000 feet

40 SAT

500 feet

40 SAT

Below 500 feetdropping rapidly to 31 on the ground.

1.1.2.1.

Jetstreams and Upper Winds

Jetstreams are absent over the routes. Light westerly winds becoming variable in the Gulf
Area and N-East to S-East towards Karachi.
1.1.2.2.

Turbulence and Windshear

Practically no turbulence due to lower wind velocities. However, the approach path to aerodromes in the Middle East and Gulf desert areas are subject to sometimes very strong windshears and/or inversion.
1.1.2.3.

Tropical Cyclones

Moving in from the Arabian Sea they may very occasionally affect the Karachi area.
1.1.2.4.

Dust and Sand Stands

See (Winter/Spring), however more frequent in summer.

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1.1.2.5.

ITCZ Inter Tropical Convergence Zone (Monsoon)

They ITCZ may reach as far as Karachi in midsummer but not every year.

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1.2.
1.2.1.

EUROPEAN WEATHER
Cyclonic Systems

The weather is determined primarily by its situation in relation to the Icelandic low, and
Azores high and the alternating high and low pressure systems of Asia. The general drift of
weather is from west to east and the absence of any pronounced north to south mountain
barrier enables cyclonic systems from the Atlantic to penetrate far into the continent. This
region is therefore one of transition between oceanic and continental conditions, the latter
becomingly more dominant towards the east and south-east.

To the north of the British Isles into the Barents Sea and thence into north Russia.

East-north-east across the British Isles or France to northwest Russia.

From Iceland southeastwards to the Baltic Sea and thence to western Russia.

The areas to the south of the tracks are affected principally by the fronts of the depressions
and by alternate warm and cold air masses. A common situation occurs with a low over northern Russia and the cold front trailing across Poland to central France. On approaching the
Alps, the cold front often slows down and gives rise to a wide belt of cloud and rain. Waves on
the front may develop into small but vigorous lows which move rapidly east-north-east.
Sometimes the main low to the northeast becomes very deep and a broad current sweeps
over Western Europe, carrying the cold front through to the Mediterranean.
Occasionally lows develop over the continent itself, more especially in summer and in a moist
unstable air mass. These thermal lows give much rain and thunder with extensive masses of
cloud, but outside the rain areas the clouds are usually isolated.
Another type of low develops chiefly in winter and spring between the Alps and the middle
Danube in association with warm moist air spreading northwards from the central and eastern Mediterranean.
The warm front is better defined in the upper levels than at the surface but it gives rise to
extensive low cloud over Germany and Poland, possibly extending to the Low Countries and
even to eastern England Precipitation is also widespread and may reach the ground as snow.
1.2.2.

Anticyclonic Systems

The anticyclones affecting Europe are mainly of three types:


a) Extensions of the Azores high -these consist of tropical air and occur mostly in summer.
b) Extensions of the Siberian high, consisting of polar continental air and occurring chiefly in
winter and early spring.
c) Those which approach from northwest following a cold front associated with a depression
over northern Scandinavia or Russia. These consist of polar maritime or even Arctic air
and occur in all seasons.

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Whereas anticyclones of type (c) are usually migratory, those of (a) and (b) often persist for
several days or even weeks.
1.2.3.

Winds

Great variability in both speed and direction is found at all levels although the prevailing direction is westerly. Periods of easterly or northeasterly winds are usually associated with a westward extension of the Siberian high. The westerlies generally increase with height; at about
30,000 feet in the jet streams, the axis of which are often situated parallel to the surface fronts
but displaced a few hundred miles towards the cold side, speeds of well over 100 knots are
common. Winds in summer are generally lighter than in winter.
1.2.4.

Cloud and Precipitation

With the prevalence of Cyclonic activity in winter (especially in the west and north) and of
convection in summer, there is much cloud and rain throughout the year. The mean cloud
amount varies only from about 6 oktas in winter to 5 oktas in summer and shows little variation geographically, but the annual rainfall decreases steadily from about 1,000 millimetres in
the extreme west to less than 500 millimetres in the east, except for the increased falls which
are to be expected on high ground.
Away from the western coastal strips where most rain falls in winter, the wettest period is usually late summer or -autumn and the driest period late winter or early spring. Precipitation is
liable to fall as snow during the winter months, more especially in the east and southeast
where the ground may remain snow-covered for long periods.
1.2.5.

Visibility

The greatest difficulty for aviation in Europe is the high frequency of fog and very low cloud.
Both of these occur readily in air masses of maritime origin, little cooling being required to
produce condensation. The fog may become widespread and dense in anticyclonic conditions and is aggravated by smoke in industrial areas. In summer, fog is infrequent except over
the sea and coast where it drifts on-shore. Cloud on the surface of hills is liable to occur at
any time of year.
1.2.6.

Ice Accretion

The 0C isotherm in winter is often at or near the surface, especially in central and Eastern
Europe. Combined with the large cloud amounts, this results in high frequency of conditions
favourable for airframe icing. Even in summer the risk remains high. Severe conditions occur
when an unstable maritime air mass passes over a coast or over hilly country with the formation of extensive convective clouds. This may occur for example over northwest and central
Germany with an air supply from the North Sea. Icing is also likely to be severe in a mass of
warm front cloud which develops instability on approaching a mountain range.

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1.2.7.

Fog

Fog is the critical weather feature at Frankfurt, London, Milan, Munich, Paris and Manchester.
The worst period for fog is from mid September to mid October, but this often extends to mid
December.

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1.3.

SOUTH ASIA AND THE FAR EAST WEATHER - 1


(India, Sri Lanka, Malaysia, Singapore and Indonesia)

1.3.1.

Winter and Spring (December to June)

Fine weather season. Generally cool and dry. Generally less than 2/8 of cloud. Some exceptions are: 1.3.1.1.

Malaysia, Singapore and Indonesia

The southern part of Malaysia and Singapore are still affected by frequent towering cumulus
and thunderstorms with heavy showers.
1.3.1.2.

Sumatras

Heavy squalls mostly active late in the night to early morning will be found in the straits of
Malacca in spring/summer and autumn. Singapore has an average of 404 thunderstorms per
year.
1.3.1.3.

Jetstreams and Upperwinds

December to March are the months of greatest jetstreams activity. Main axis north of Karachi
-New Delhi, Kolkata- north of Yangon. Average strength 60 knots weakening towards
Rangoon/Bangkok maximum around 100 knots. On the route from Colombo to Singapore the
upper wind is normally from east to southeast between 10-20 knots.
1.3.1.4.

Turbulence

Clear Air Turbulence associated with the jet stream, light to moderate.
1.3.1.5.

Thunderstorms and Tropical Cyclones

Occasionally a depression from the Mediterranean area may move across India, south of the
Himalayas giving thunderstorms and northwest surface winds up to 50 knots, in the region of
Kolkata. They are called the "NORWESTERS Tropical Cyclones have a secondary peak in
May and may be found in the Bay of Bengal.

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1.3.2.

Summer and Autumn (July to November)

This is the monsoon season monsoon means seasonal. A monsoon is a main wind flow that
persists for a long period and then undergoes a complete reversal with change of season.
Winds result from the effect of uneven seasonal heating between the large landmass of Asia
and warm Equatorial Seas. Summer monsoons blow towards low pressure over the heated
land. Winter monsoons from high pressure over the cooled land.
The Southwest monsoon advances over Southern Indian Peninsula & Sri Lanka between
25th and 31st May every year. The monsoon advances in the form of two branches known as
the Arabian Sea Current and the Bay of Bengal Current. The advance of the Inter Tropical
Convergence Zone or the Intertropical Front over the latitudes of India is known as the
advance of the Southwest monsoon. Normally the advance of the Southwest monsoon is heralded by thunderstorms when the equatorial maritime air replaces the continental air. The
ITCZ advances as far as 27N parallel and the entire India is in the grip of Southwest monsoon by the 15th of July when the axis of the Inter Tropical Convergence Zone is located from
the Northern parts of Rajasthan across the Gangetic plains into the head bay of Bengal.
Along the axis of the trough thundery precipitation is the characteristic feature throughout the
season. Whereas the latitudes of Bombay is characterised by steady showery precipitation.
The inter tropical front or the Intertropical Convergence Zone is the boundary along which the
trade wind currents of both hemispheres converge. Its position varies with the season, being
located approximately 10 degrees South in January-February and 5 degrees North in JulyAugust. The monsoon and the mean position of the ITCZ reaches Colombo and Singapore at
the beginning of May, Bombay and Bangkok about 34 weeks later. The Inter Tropical Convergence Zone retreats again during October (BOM/BKK) and early November (CMB/SIN).
The Inter Tropical Convergence Zone consists of squalls with cumulus and CB activity over
an area of 100 NM or more in width. Top of CBs 50-60000 feet. Best flying altitude can sometimes be FL280-300 below the widespread anvil.
West Coast of India (Bombay), Trivandrum and Sri Lanka get heavy rainfall under the influence of the Arabian Sea branch of the Southwest monsoon. In fact the period of May / June
are the peak period of rainfall activity. Similarly in this period (July / August) Eastern provinces of India namely eastern parts of Bihar, West Bengal (Kolkota) and Bangladesh (Dhaka)
come under the influence of the Bay of Bengal Current of the Southwest monsoon.
During July and August intense low pressure systems called monsoon depressions originate
over the head bay of Bengal and travel in West to North-westerly direction ushering rainfall
along their tracks. These depressions cause widespread rainfall over India. When a monsoon
depression moves Northwest from the head bay and located near Central India, Bombay
experiences very heavy rainfall associated with squally weather.
Even though the activity of the Southwest Monsoon season extends from June to September,
the whole season is not one of continuous rainfall activity. Barring the monsoon depressions
which cause heavy rainfall along the path in which they travel, the rainfall activity in general
over the India Sub-Continent also depends very largely upon the position of the monsoon
trough.

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When this trough occupies a more northerly position it is known or called a Weak or Break
Monsoon condition. The Weak or Break Monsoon occurs when the whole country is under
the Westerly wind sweep. This can be seen when the Bay of Bengal branch of monsoon is
not affecting the northern parts of India and when there is no easterly wind flow to the north of
the axis of the monsoon trough.
During such situations, the rainfall pattern over the country undergoes a striking change. The
regions of the Himalayas get very heavy rainfall. The northern parts of Assam get very heavy
rain and the rivers in the northeast regions become flooded. The rainfall activity generally
decreases over the rest of the country. Cloud coverage is lesser during such periods and as a
consequence, the temperature rises. Pressures also rises phenomenally over the central
parts of the country. However, there is an increase of rainfall more of thundery activity over
the interior parts of the South Peninsula. In fact, Madras gets thundershowers during such
spells.
1.3.2.1.

Aerodromes in the Region

1.3.2.1.1. Mumbai (Bombay)


The monsoon precipitation occurs in the form of pulses or waves over Bombay. Series of
cloud patches move inland from the sea causing heavy showers over a short period followed
by short breaks. During cloud bursts the visibility reduces below 800 metres. Within a short
while the visibility improves well over 3 to 4 kilometres. Occasionally it rains very heavy continuously over three to four hours. Generally the intensity of rainfall is heavy during the night
and early morning hours. During the active monsoon period very strong surface winds gusting to 30 knots exceeds crosswind condition limits. Approach to RWY 27 will be very bumpy
and runway breaking action poor.
1.3.2.1.2. Kolkata, Dhaka
The months of October, November and December are called the North East monsoon season and is confined to the East of India. In this season East Coast of India and Bangladesh
are very vulnerable to cyclonic storms.
1.3.2.1.3. Colombo
Colombo receives rainfall during the Southwest monsoon and the east coast of Sri Lanka
during the Northeast monsoon season but Colombo Airport receives more rainfall during the
Southwest Monsoon Season.
1.3.2.1.4. Delhi
During July and August Delhi Airport experiences heavy thunderstorm activity and sometimes dust storms.

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1.3.2.1.5. Chennai
Generally Chennai is a fair weather airport throughout the year except during the months or
October and November, with a cyclonic storm close to the coast. Convective thunderstorms
are common during the months of March, April and May due to tropical heat. Because of the
geographical features of the West Coast rainfall in the rest of the Southern Peninsula gradually decreases from West Coast to East Coast. Chennai Airport is on the East Coast can
therefore be used as a suitable alternate to Colombo, Hyderabad and Bombay during the
peak monsoon months.
The Southwest monsoon withdraws from North India by the middle of September. When the
Inter Tropical Convergence Zone passes through the latitudes of 15 to 10 North, cyclonic
storms originate in the Bay of Bengal and move in a north-westerly direction during the
months of October and November. These storms are severe in intensity and strike the East
Coast of India. Chennai is very much vulnerable for these storms to strike. Sometime the eye
of the storm could pass through Chennai City resulting in surface winds of 100 to 120 knots
accompanied by very heavy rain bringing hazardous weather to Chennai Airport. It is advisable to skip Chennai Airport when a storm is centred about 50-100nm off the coast of Chennai. The Northeast monsoon affecting the coast of India ceases by the end of December.
1.3.2.1.6. Kuala Lumpur (Equatorial Climate)
There are two main wet seasons associated with the passage of the sun north and south
across the equator, but there is no really dry season. There is much convective cloud, and
rain falls in heavy showers with frequent thunderstorms. Both temperature and humidity are
high and almost uniform throughout the year. The most unpleasant months are March and
September.
1.3.3.

Jetstreams and Upperwinds

Westerly jet stream activity is absent. An easterly jet stream may occasionally be found over
the Rangoon/Bangkok track. Generally light winds with variable direction East to Southeast.
Somewhat stronger towards Singapore, up to 30 knots.
1.3.4.

Turbulence

In the monsoon you may encounter anything between lights to extreme turbulence. Do not fly
into CB's. Circumnavigation with radar is always possible. Avoid adverse weather generously.

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1.3.5.

Thunderstorms and Tropical Cyclones

The thunderstorms (CBs) seldom last longer than 30-40 minutes over an aerodrome, giving
heavy rainfall with visibility well below landing minima. Delay your landing or take-off. The
lowest frequency of occurrence is during the period 0600 Local time to noon, the maximum
in the late afternoon and night. Tropical cyclones occur most often in this season and will be
found in the Bay of Bengal. They approach the bay in a westerly direction across the Malayan
Peninsula; they change to a northerly direction reaching the Bay of Bengal and frequently hit
the land South- East of Kolkata (Bangladesh) with devastating effect.

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1.4.

SOUTH ASIA AND THE FAR EAST WEATHER - 2


(Thailand, China, Hong Kong, Philippines, Taiwan and Japan)

1.4.1.

Winter and Spring (November May)

Cold and dry air moves from the Asiatic High over the warm South China Sea. Small sharply
defined cumuli are formed, tops 4000 to 6000 feet. Fair weather prevails in the Philippines
and the South China Sea. From December to February early morning fog is prevalent over
Indochina, Thailand and Burma. The visibility is restricted to less than two miles. It starts 3
hours before and lasts until 2 hours after sunrise. Towards spring fog also persists at Hong
Kong (May/April). In the northern area the weather is characterised by the Polar front penetrating often as far South as 20 degrees North. The direction normally is northeast to southwest, it separates the cold air of Asia from the warm air of the western Pacific. Arctic fronts
may form and tropical cyclones develop along these fronts, travelling northeast and may pass
over or near South - East Japan interrupting the normally good flying weather. In the North of
the Japanese Islands the winter brings a large amount of precipitation with frequent snowfall.

1.4.1.1.

Jetstreams and Upper Winds

Two jetstreams are found in the area. The Polar jet stream between Korea - Tokyo and the
subtropical jet stream between Hong Kong and Okinawa. The two streams may mix together
from Kagoshima to Tokyo. Average westward component about 70 knots. Core velocities
may reach a maximum of over 200 knots. Between Thailand - Hong Kong and the Philippines light westerly winds prevail.
1.4.1.2.

Turbulence

Clear Air Turbulence in connection with the jetstreams is quite common (moderate- heavy).
1.4.1.3.

Typhoons and Cyclones

Very rare in this season Occasional cyclones in connection with the polar front.
1.4.2.

Summer and Autumn (June to October)

The ITCZ appears again in the southern part of the region (up to approximately 22 degrees
North). The Polar front moves well to the North of Japan. Thus the maritime tropical airmasses invade the area and the summer starts. July is very hot and humid. The months of
September and October are a transitional Period between the wet summer and dry winter.
During October the characteristic winter circulation over East Asia, with the Asiatic High, the
two jetstreams and the Polar front is re-established.

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1.4.2.1.

Jetstreams and Upper Winds

Jet stream activity is absent, but reappears in September/October. Upper winds from east to
southeast 20-50 Knots between Bangkok/Hong Kong/Manila becoming westerly 10-30 knots
towards Tokyo.
1.4.2.2.

Turbulence

See before (Winter). Can be found within the monsoon and of course in the vicinity of a
typhoon.
1.4.2.3.

Typhoons and Cyclones

Typhoons are observed during this season, being most prevalent from July to October
1.4.2.4.

The Nature of Tropical Cyclones

A tropical cyclone consists of a rotating mass of warm humid air normally between 200 and
1000 miles in diameter. The atmospheric pressure is lowest near the centre, and will be less
than 990 millibars in a tropical cyclone that has developed to typhoon intensity In the northern
hemisphere the winds of a Cyclonic circulation spiral inwards towards the centre in an anti
clockwise direction. In the southern hemisphere the rotation is clockwise.
Well-developed tropical cyclones have widespread areas of thick cloud extending to great
heights together with bands of torrential rain and very violent winds. The strongest winds,
which may reach 200 knots, blow in a tight band around the eye of a tropical cyclone, a central region of light winds and lightly clouded sky, usually circular or elliptical in shape and
ranging from a few miles to over 80 miles in diameter. Winds diminish rapidly with distance
from the wall of the eye and it is rare for winds to exceed 60 knots more than 50 miles from
the centre. Although the winds in the wall of the eye frequently exceed 100 knots, the whole
system moves at a much slower speed. Near Hong Kong a typical movement would be
towards West North West at about 8 knots, but other directions and speeds are common. The
term tropical cyclone does not imply any particular intensity. The most intense are typhoons,
which are equivalent to hurricanes in the Atlantic and cyclones in the Indian Ocean. By international agreement tropical cyclones occurring in the western Pacific and the China Seas are
classified according to the maximum sustained wind speeds within their circulations, as
shown in the table below.

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TABLE-1 below Winds Associated with Tropical Cyclones


Winds Associated With Tropical Cyclones
Class

Max Sustained Wind


Speed

Tropical Gust Peak


Speeds*

Tropical Depression

Up to 33 knots

40 50 knots

Tropical Storm

34 37 knots

50 75 knots

Severe Tropical Storm

48 63 knots

75 100 knots

64 knots or more

More than 100 knots

Typhoon
*

The figures in the last column do not form part of the international definitions and are only
typical of tropical cyclones experienced near Hong Kong.

1.4.2.5.

Tropical Cyclones as Heat Engines

The physical processes and energy transformations occurring in tropical cyclones are
extremely complex and are not yet fully understood. Essentially, a tropical cyclone is a vast
heat engine where the primary source of energy is the latent heat of condensation that is
released when rain forms in ascending moist air. The heaviest rain occurs in relatively narrow
spiral bands and especially in a tense ring surrounding the eye, where tremendous amounts
of heat are released. It has been estimated that the efficiency of a tropical cyclone as a heat
engine is only about 3%. Even so, the amount of mechanical energy generated by an average tropical cyclone is of the order of half a billion kilowatt - hours per day. If this mechanical
energy could be converted into electricity if could, in only one day, provide about 150 years
supply of electricity for all of Hong Kong (at the rate consumed in 1969). The latent heat
released is the primary cause of the warm core which forms in a tropical cyclone. Since the
warm air in the core is lighter than its surroundings, the surface pressure there is lower.
These differences in the surface pressure produce the familiar pattern of circular Isobars. Air
starting to move towards the centre of low pressure is deflected by the rotation of the earth
and spirals inwards. Note that tropical cyclones do not form on the Equator, where the earth
has no vertical component of rotation.

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1.4.2.6.

How Tropical Cyclones Form

The above description, although far from complete, explains the general process which maintains the circulation of a tropical cyclone. The question of how they form and develop is more
difficult to answer, but three necessary conditions are explained below. As the main driving
force comes from the latent heat released when water vapour condenses, a large source of
warm, moist air is required. This is to be found over warm tropical seas, and a sea surface
temperature of over 26 degrees Celsius has been found to be one of the necessary pre-conditions for the formation of a tropical cyclone. As the circulation develops, the winds whip up
the sea and the spray becomes an efficient means of feeding moisture into the air. Even
though the sea may be warm a tropical cyclone will not form unless other conditions are satisfied. In order to produce sufficient latent heat for the circulation to grow, it is necessary for
rain to develop over a very large area. For this to happen the air at low levels must converge
inwards on a large scale. Although the air near the surface may be converging towards the
centre of a circulation, art rising up in the warm moist core, the system will still not develop,
and the central pressure will not do very much, unless the rising warm air moves away from
the region at the top of the circulation. For this to happen, it is necessary to have a loft, an
anticyclone, or divergent flow, superimposed upon the convergent flow at the surface. The
existence of this high level divergent flow is a third condition for tropical cyclone development.
1.4.2.7.

How They Dissipate

Warm moist air is the source of energy. If it is cut off, a tropical cyclone will weaken rapidly.
This occurs when the circulation begins to move inland or over cool seas, or if cold dry air is
drawn into it. The latter situation sometimes arises in the autumn when a surge of cold air
moves S across the China coast, and is fed into a tropical cyclone centred over the South
China Sea.
1.4.2.8.

Occurrence of Tropical Cyclones

Tropical cyclones can occur over the West Pacific and the South China Sea at any time of the
year, although there are over 30 times as many in September as in February. The majority
occurs in the summer and Autumn, with a pronounced maximum in August and September.
No tropical cyclone has been known to cause gales in Hong Kong during the months December to April. The South coast of China experiences more than 5 times as many tropical
cyclones as the most vulnerable part of the coast of Florida. Many tropical cyclones form
over the Pacific to the East of the Philippines. They generally start moving towards the WestNorth/West in low latitudes but often recurve and move towards North East somewhere
between latitude 15 degrees North and 30 degrees North. The figure shows typical tracks of
tropical cyclones.
On average 5 or 6 tropical cyclones, threaten Hong Kong each year and necessitate the
hoisting of Number I local signal. One of these comes near enough to cause a gale with
winds of 34 knots or more. Gales due to tropical cyclones have been known in Hong Kong as
early as 19th May and as late as 23rd November. About once in every 10 years the centre of
a fully developed typhoon passes sufficiently close to cause winds of hurricane force with
speed of 64 knots or more. Although tropical cyclones weaken over land they generally do
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not die out completely for several days. They usually cross the Philippine Islands with only a
slight loss of intensity and have been known to travel hundreds of miles across the mainland
of China.
1.4.2.9.

Information Used to Locate Tropical Cyclones

Tropical cyclones can be located and their intensity determined in a variety of ways. On a
weather map the centre of a tropical cyclone can be located from the pattern of winds or from
the distribution of barometric pressure. At the Royal Observatory, weather maps are prepared
every 3 hours and this normally enables the movement and development of a tropical cyclone
to be determined. For this to be done effectively a large amount of information must be collected. In 1969 about 6000 observations were received every day from land stations and over
700 from ships. In addition about 500 upper-air observations were obtained from balloon
borne instruments in various countries together with numerous reports from aircraft. Nevertheless there were often large blank areas in some remote parts of the Pacific with no information whatsoever. More direct methods of locating tropical cyclones have been developed
in recent years. Weather satellites now orbit continuously around the world taking photographs of the earths cloud cover during the day and measuring the radiative temperature of
cloud tops at night. Some American satellites transmit these pictures for reception and direct
readout at ground stations, and several pictures are received each day by the Royal Observatory. These pictures show the cloud structure of weather systems and can aid in determining the position and intensities of tropical cyclones.
Specially equipped U.S. Navy and U.S. Air Force reconnaissance aircraft fly into tropical
cyclones and locate their centres with radar and other instruments. Sometimes as many as 4
flights are made each day. The observations are widely disseminated and make an invaluable contribution to the tracking of these weather systems. Surface wind speeds reported by
these aircraft are estimated from the appearance of the sea and in the past have tended to be
appreciably higher than wind speed reported by ships or island stations.
When a mature typhoon comes within 240 nm of Hong Kong its position may be determined
with great accuracy by the Observatory's meteorological radar. This shows the pattern of rain
which generally occurs in spiral bands, and quite often the eye of a tropical cyclone, which is
free of rain, can be located and tracked. Due to curvature of the earth the radar at its extreme
range can only detect rain that is more than 12 kilometres above the earths surface. Unless
the tropical cyclone is well developed there will be no rain at such a high level and the range
at which the centre can be located will be reduced. However typhoons and severe tropical
storms can normally be seen at maximum range.
Throughout the day and night incoming info is checked plotted and analysed at the Central
Forecasting Office of the Royal Observatory. Not infrequently the forecast is confronted with
conflicting reports or a lack of info from a vital area. In particular ships avoid areas affected by
tropical cyclones and as warnings become effective fewer ships reports are received from
these areas.
Having located the centre of a tropical cyclone, and evaluated its intensity the forecaster then
determines its probable future movement and development. Several objective statistical and

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dynamic methods are used at the Central Forecasting Office. Additionally forecast charts prepared by electronic computers in meteorological centres at Tokyo and elsewhere are used.
The products of these various methods are compared and the results modified subjectively
to-produce a final forecast. For many reasons these methods cannot be precise in recent
years the average error of the forecast position 24 hour ahead has been about 100 miles.
This was reduced to 90 miles in 1968 but an error of this magnitude can still sometimes mean
the difference between anticipated widespread destruction and no damage at all 10 a region
as small as Hong Kong.
1.4.3.

Areas of Special Significance

1.4.3.1.

The Philippines

The republic of the Philippines consists of an Archipelago of over 7000 islands in the Western
Pacific between 40 and 210 North. The largest islands are from North to South Luzon,
Samar, Leyte, Panay, Palawan and Mindanao. All the larger islands are mountainous. Many
mountain ranges rise to 10,000 feet.
The southern islands have an equatorial climate with significant rain all year round. The central and Northern islands have a tropical monsoon type of climate similar to Indo-China. In
most areas the wettest time from July to October when the wind system of the western pacific
is influenced by the monsoonal influence of the Asian continent. Winds are south westerly to
south-easterly.
Rainfall is particularly heavy in the period August to October when much of it comes from
tropical cyclones called typhoons in the South China Sea. Most of these typhoons produce
very high wind speeds and torrential rain. Most of them develop east of the Philippines and
move westwards into the South China Sea.
Annual rainfall is over 40 inches (1000 mm) almost everywhere and where warm, damp
Pacific air is forced to rise over coastal mountains rainfall often exceeds 160-200 inches
(4000 -5000 mm)
1.4.3.2.

Thailand

Thailand, previously known as Siam, in Southeast Asia is about the same size as France. It is
bordered by Burma on the north and West by Laos and Cambodia on the east.
Situated between 60 and 200 north the country has an equatorial climate in the extreme
south (Phuket) while the centre and the north a tropical monsoon climate similar to Burma.
The north is hilly and even mountainous with land rising over 7000 feet.
Most of Thailand has abundant, but not excessive rainfall and this is largely confined to the
months of May to October. During this season the weather is dominated by the southwest
monsoon blowing from the Indian Ocean and bringing warm humid air and much cloud.

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1.5.
1.5.1.

AUSTRALIA PACIFIC
SOUTH EAST ASIA and NORTH WEST AUSTRALIA

This region has an equatorial rainy climate, except near Darwin where there is little rain from
May to September.
In January, the Northeast monsoon reaches the area after a long sea track. This sea track
breeds instability, which after crossing the Equator becomes the North Westerly monsoon of
Northern Australia.
In July, Australia is in the sub-tropical high-pressure region, which gives southeast trade
winds blowing from the continent towards Indonesia. On crossing the equator these become
the South West monsoon in Indonesia.
The weather consists of frequent large CB and TS giving much heavy rain. Marked differences exist due to the topography of the many islands in Indonesia. Land and sea breezes
are a consideration for pilots.
In winter the Southeast trades that originate over Australia are dry and dusty. Haze is common with rain below 5S.
The wettest period occurs when the inter-tropical front is in the vicinity.
Tropical storms (Cyclones) originate in the Timor Sea and generally move Southwestwards
before turning towards Northwest Australia. Heavy rain and strong winds accompany these
cyclones.
1.5.2.

Australia

July sees the influence of the sub-tropical high into the region, except for the South East and
South West, the weather is mainly dry with clear skies. The traveling lows pass to the south of
the region giving troughs and secondary depressions. This disturbs the weather, giving rain
and orographic cloud over the hills.
As spring approaches the pressure systems move further south and the disturbances generally miss the region, giving clearer weather. As the land heats up CBs start to form, the summer (North east Monsoon) starts to infiltrate the region brining moisture and instability. The
Intertropical front moves south to approximately 15S in January.
During the summer the thunderstorms and heavy rain fall, this is however confined to the
Northern part, the rain reduces towards the interior.
The central region is arid and cloudless all year. The sub-tropical high consists of a series of
eastward moving anti-cyclones separated by cols and troughs.
The southerly busters are the dry gusty winds that blow from the interior, giving large temperature rises and near gale-force winds.

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The moist northerly stream may blow down the eastern side of a trough of low pressure which
extends southwards over the continent ("tropical dip" situation), usually during the summer
months. On other occasions, a moist northerly stream will be associated with a weak ridge
along the Queensland coast, or down the West Australian coast on the western side of an
anticyclone.
1.5.3.

Stream Weather

1.5.3.1.

Easterly Stream

An easterly stream occurs in the northern sector of an anticyclone situated to the south of the
continent, or the southern sector of a depression situated to the north of the continent. Therefore much of northern Australia is under the influence of easterly stream weather (southeast
trades) for most of the year. Southern Australia will usually only be affected by an easterly
stream during the summer months, except for the 'east coast'
1.5.3.2.

Dry Northern Stream

The dry northerly stream is of continental origin and occurs in association with the leading
sector of a depression, centered to the south of the continent, and with the western sector of
an anticyclone situated over eastern Australia or in the Tasman Sea. It is usually only relatively short-lived, affecting areas of southern Australia for up to three days at a time. During
summer, it will be hot and dry. Instabilility will exist in a very thin layer at the surface due to
the intense surface heating. If the winds are strong, and surface conditions dry, then local or
even widespread dust storms may result. During winter, the stream will be cold and dry, and
thus extremely stable.
1.5.3.3.

Southern Stream

Southerly streams vary greatly in their characteristics, they rely entirely upon their origin to
determine their characteristics.
The colder the stream and the more violent the weather associated with CU. A typical southerly stream is one which originates from near the continent of Antarctic This stream is associated with deep, complex depressions during late autumn and winter. Even though this stream
produces extremes of weather, these conditions rarely last for more than a day at any one
particular place. During the summer months, there are occasions on which a mild, southerly
stream will affect southern Australia. This stream is associated with the western edge of a
depression in the Tasman Sea, and the eastern edge of an anticyclone over the Indian Ocean
during summer. This stream will produce almost completely fine weather, and will be more
prolonged than the southerly stream which occurs during winter.

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1.5.3.4.

Westerly Stream

A westerly stream is usually located on the southern side of an anticyclone situated over central Australia This situation usually occurs in winter, and the westerly stream may exist
between the cold fronts associated with depressions to the south of continent. The pressure
gradients are often steep, giving rise to strong to gale force winds. These winds will often last
for many days.
1.5.4.

Airmasses

The Australian continent is influenced by three air masses, Tropical Continental, Tropical
Maritime and Polar Maritime.
1.5.4.1.

Tropical Continental Air

This air mass originates in the arid region of central and western Australia. In summer, the
displacement of the sub-tropical high-pressure belt south causes the driest of this air to be
located over the southern section of the continent, west of 135E. To the north, as a result of
inflow of moisture from the east, the air mass is moist and accompanied by conductive precipitation.
In winter, north of 30 South the air mass is accompanied by clear skies. The Tropical continental airmass is associated with:

The leading edge of a depression whose centre is located to the south of the continent.

The west section of anti-cyclones.

The northern sector of anti-cyclones with centres to the south summer.

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1.5.4.2.

Tropical Maritime Air

This air originates in either the Pacific and Indian Oceans, with the former being the most
likely source. In winter, the air is stable on the eastern edge of the Indian anticyclone and
consequently the air mass that invades Western Australia is relatively cool and convectively
stable. In contrast, the air that invades eastern Australia and/or New Zealand is warm, moist
and convectively unstable. When this air mass is subject to frontal or orographic lifting, moderate to heavy precipitation results.
In summer, the convergent flow towards the low-pressure belt across northern Australia produces an unstable air mass. The continental heating over this area contributes to instability.
This air mass is associated with the heavy summer convective precipitation of northern Australia Between 30S and 40S the air is more stable, however, heating over the New Zealand
land mass will again result in precipitation.
A tropical maritime air mass is associated with:

The eastern sector of a trough of low pressure extending southwards over central Australia during summer.

The southern half of an anticyclone situated over the continent during winter.

The northern and western sectors of an anti-cyclone centered in Tasmania.

1.5.4.3.

Polar Maritime Air

The extensive oceanic region south 40S is the source of this air. It is characteristically cool
and moist. The stability of the air depends on the direction of the flow and the nature of the
circulation. When the air flows northwards in a strong cyclonic flow the mass is accompanied
by showers and Cu type clouds. However, when the flow is southwards around a pronounced
anticyclone, the mass is associated with stratus cloud and rain during winter, the Polar Maritime invasion accounts for the greater proportion of precipitation in south Australia and New
Zealand. Polar maritime air masses are associated with southern and western sectors of
depressions central to the south of Australia.

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1.5.5.

Tropical Cyclones

The average season for tropical cyclones in the Australian region starts in November/December and continues to March/April. The months of greatest activity are January, February and
March, while for the Northern Region December is also an active month. Most cyclone occurrences are in ocean waters and coastal areas between 15 S and 20 S and activity in this
latitude belt seems to transfer from east to west as the season advances. Cyclones in the
west tended to track close to land more than they do in the east.
An apparent increase in tropical occurrence in the Australian region since the early sixties
can be mainly attributed to improvement in detection after weather satellites became operational.
The quality and type of tropical cyclone data has improved over the years with the increase in
the observational network, the use of radar and aircraft observations and, most importantly,
with the understanding of weather satellite imagery.
1.5.6.

The Tropopause

The polar tropopause is present over the southern part of this route, normally near 200mb. In
the region of the jet streams the height of the tropopause changes abruptly, occasionally the
tropopause overlap
1.5.7.

Upper Winds

The sub-tropical jet stream is normally present over Australia in winter. Its core is normally
found in lat. 25-28" at a height near 40,000 ft., where the winds average 80-90 kts in July, but
may be much stronger. Westerlies prevail up to and beyond 50,000 ft., but are lighter.
In April and October the strongest winds are still in roughly the same position, but they are a
little lighter. In January the strongest winds are still near 40,000 ft. but they are lighter still and
are found in the extreme south.

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1.5.8.

Aerodromes in the Region

1.5.8.1.

Adelaide

Adelaide has a temperate climate with cool to mild, wet winters and warm to hot, dry summers. Rainfall in Adelaide is distinctly seasonal, 77 per cent of falling during April to October.
The rain is generally brought by unstable westerly airstreams. There is no pronounced diurnal tendency for rainfall; its occurrence is equally likely at all hours of the day.
Visibility is seldom bad, although conditions become marginal in both ceiling and visibility due
to frontal activity or, in summer, dust storms.
Marginal conditions occur mostly in July between 1700 and 2300 UTC
Fog occurs chiefly in the morning during late autumn, winter and early spring.
Winds from October to March are predominately from the Southwest quarter. In the other
months the winds are mostly northerly.
1.5.8.2.

Brisbane

Thunderstorms occur with a frequency of about 35 per year, mainly in the summer months.
Occurrences of marginal weather conditions are mostly due to shower activity; this is especially true during the rainy season (summer). Fogs may occur in any month but the frequency
is highest in the May-September period.
Only in July are ceilings and visibility reduced to below 500ft and l000m to any appreciable
extent through all hours of the day, and then the fog usually clears during the period from 23
0500 UTC.
Winds are predominantly southwesterly during the period March to September, northeasterly
from October to December and southeast and east during January and February. Wind
speed usually falls in the range of 5-15kts. Strong, gusty westerlies can occur for periods lasting up to 48 hours during June-August
From November to April there is a risk of tropical cyclones affecting Brisbane, however, the
frequency is around 5 times in 30 years.

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1.5.8.3.

Melbourne

Reduced visibilities and low cloud occur predominately with a wind in the southwest quadrant. Fog occurs most frequently between 0300 LST and 0900 LST (1700 UTC & 2300 UTC),
and June is the most fog prone month of the year.
Thunderstorms occur more frequently in the afternoon and evenings, and tend to a maximum
in late spring and summer. Severe wind squalls often accompany summer and late spring
non-frontal thunderstorms.
Winds are predominantly from the south from January through March, from the month
between April and September and from all directions from north through west to south
between October and December.
Maximum wind gusts in excess of 50 knots have been associated with:

Northerly stream

Downdrafts from thunderstorms

Southwest to west change.

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1.5.8.3.1. Perth
Winds are chiefly easterly in the morning and southwesterly during the afternoon. Because of
the strength of the easterly winds and afternoon sea breezes in summer and the westerly
winds in winter, Perth is the windiest city in Australia. Moderate turbulence can be expected
in the terminal area with strong easterly winds.
The few occasions of ceiling below 500ft consist of early morning low cloud in summer and
autumn, and some irregular occurrences during the rest of the year. Visibility below 1000m is
more frequent than low ceiling, occasionally in drizzle or rain but mainly because of fog.
As a general observation, fog is most frequent between 2030 - 0630 UTC with durations generally ranging from half an hour to two hours.
Again, a general rule, fogs commencing before 1500 UTC are not long period fogs, seldom
having durations exceeding about 3 hours. Following is a monthly analysis of commencement and ending times of continuous fog conditions at Perth airport All times mentioned are
Western Standard Time (WST) UTC + 8
1. January
Commencement times ranged from 0200 to 0730. Cessation times covered the same period
(times based on the resolution obtainable with half-hourly reports). Most frequent times of
commencement were after 0500 and clearing was never late than 0730. The maximum duration observed was approximately 4 hours.
2. February
Commencement times ranged from 0100 to 0800 with clearance from 0300 to 0830. The
most frequent times of commencement were after 0300 hours and the maximum duration
was 4 hours.
3. March
Times of commencement ranged from 0100 to 0900. Times of cessation were from 0300 to
1000. The most frequent times were 0400 to 0700 for commencement and 0600 to 0800 cessation. Maximum duration observed was approximately 6 hours.
4. April
Periods of fog increased in frequency and times of commencement were widely distributed,
ranging from 2130 to 0930 with ending times covering the same period (times given within
the resolution of half-hourly reports). Most fogs commencing before midnight were of short
duration and the maximum duration was 7 hours. The most frequent times of commencement
ranged from 2400 to 0800 and endings from 0300 to 0900.

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5. May
The duration of fog in this month very rarely in excess of 6 hours with most duration under
3 hours. Times of commencement ranged from 2030 to 1000 and it would be factual to say
that on the average during May, the earlier fog forms the earlier it clears. The duration of the
fog, tends to be around 3 hours or less, irrespective of the time of commencement.
6. June
The remarks concerning the character of the duration of fog during May also apply to June.
The maximum duration of the fogs had a duration of less than 3 hours. There was no
apparent bias in starting times.
7. July
This month presented similar aspects to May and June. The longest fog duration observed
was ten hours, but again well over half the observations were associated with durations less
than 3 hours.
8. August
Periods of fog decreased in number and a characteristic duration was not so evident. Well
over half the observations had durations less than 4 hours. The maximum duration was 7
hours and times of commencement ranged from 2200 to 0930 hours. Times of cessation provided no additional information as these ranged over about the same time in interval. There
was no apparent bias in starting times.
In the foregoing results, it seems plausible that the early times of commencement of fogs during the months May, June, July and August were due to the effect of rain during the day preceding the early forming fog. On the other hand, it is believed that the fogs which formed in
the early morning hours and around dawn are primarily radiation fogs.
9. September
The distribution of commencing times during this month was weighted more towards the
hours 0300 to 0800. However, actual times ranged from 2030 to 0900 and nearly all of the
fogs had durations under 4 hours, irrespective of commencing time. Maximum duration was
7 hours.

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10. October
The most favoured times of commencement ranged between 0300 and 0700 hours, with
durations rarely in excess of 4 hours, irrespective of commencing times which actually
ranged from 2130 to 0800. The maximum duration was 7 hours.
11. November
Again, the most favoured commencing times were from 0300 to 0700, but ranged from 2200
to 0730. Durations were rarely in excess of 3 hours and the maximum was 5 hours.
12. December
Times of commencement ranged from 0030 to 0700. No duration exceed 3 hours, the
majority were less than 2 hours.
1.5.8.4.

Sydney

Fogs may occur at any time of the year but the incidence is only one every two to three years
in each of the months October to February, increasing to one or two a month for the remainder of the year.
May is the foggiest month. The fogs are mainly confined to the overnight period. Particularly
the early morning hours and rarely persist past mid morning.
Smoke haze will also form on winter evenings in conditions which favour the formation of an
inversion. It clears with the onset of the sea breeze the following morning, but may return in
the evening.
Fronts are most frequent in summer, although they can occur at any time of the year. In moist
SE. Winds behind a cold front and within three hours of its passage, broken scud with a low
cloud base is common.
It is followed later by showers and further scud of up to 8/8 in amount. The 'back north-easter'
which develops ahead of a trough also brings low cloud, but conditions are less severe than
those with SE winds.
Most thunderstorms occur at cold fronts which if active are of the line squall type (southerly
buster) and may persist for periods of up to three hours. Dust with light winds may reduce visibility.

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1.5.8.5.

Auckland

Very low cloud and/or poor visibility (more than 4/8 cloud below 300 ft and/or visibility less
than 1000m) is very rare in summer and spring, but more frequent in other seasons.
In frontal passages, heavy rain may reduce visibility to less than 2000m for 30-60 minutes.
The predominant direction for low cloud/poor visibility is from the north to northeast with a
small maximum of occurrences from the west to southwest Most reported cases occur with
wind speeds less than 20 kts.
Radiation fog occurs on 2 to 3 days in each month from March to September. I usually form
between 15 - l900 GMT and in most cases clears by 21-2200 UTC.
The prevailing wind is south westerly much of the time) and north-northeast (24% of the
time). There is little seasonal variation. In general, the highest frequency of poor flying
weather occurs in the months May to August, with the period around sunrise the worst.
1.5.8.6.

Christchurch

Fog is reported at the airport on an average of 44 days each year, occurring most often during the period autumn to early spring. Those which occur during winter tend to persist longer
than at other times of the year.
Fog that forms in the evening often lifts or clears by midnight, but may form again before
dawn. Despite the amount of smoke in the air in winter, radiation fogs seldom if ever form
when the relative humidity is appreciably below 100 percent. Sea fog or very low stratus from
Pegasus Bay and fog that has formed over the Walmacariri River may be advected over the
field, but it usually lifts clear of the ground as it does so. Fog advected from the Lake Ellesmore area to the south of the airport, although uncommon, is less likely to lift off the ground.
Low cloud in amounts greater than 4 oktas is usually associated with one of the following
types of meteorological situation:

A ridge of high pressure to the east and southeast of Christchurch with a northeast flow
over the sea and, usually northeast to east surface winds at the airport.

A depression not Far East or northeast of Canterbury.

Following the passage of a cold front when the wind is southwest.

The cloud ceiling is generally above 800ft (240m) and only very occasionally below 300ft
(90m).
An indication of low cloud and/or poor visibility occurring simultaneously for specified wind
speed and direction is given in the following points:

There is almost complete absence low cloud/poor visibility, in all seasons, with winds
from the southeasterly quarter and from the northwesterly quarter.

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Low cloud and/poor visibility is likely to occur when the wind is between 060 and 090,
and between 200, and 230 with wind speeds less than 20 knots.

With wind speeds over 20 knots almost all the occurrences of low cloud and/or poor visibility are to be found in the south to Southwest wind directions.

The prevailing wind directions are northeasterly (19.9 percent of the time), easterly (17.8
percent) and southwesterly (16.8) percent).

Percentage of occasions when crosswind exceeding 18 knots on runway. 02/20:


NAME OF MONTH

PERCENTAGE OF EXCEEDING CROSS WIND

January

4%

February

2%

March

5%

April

0%

May

1%

June

0%

July

0%

August

1%

September

3%

October

3%

November

7%

December

4%

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1.6.
1.6.1.

AFRICA
Major Influences

The strongest factor is the movement of the ITCZ, this may give very severe conditions that
are a hazard to aviators.
The characteristics of the Inter Tropical Convergence Zone are an upper Easterly Jet, monsoon air at the surface meeting the southern hemisphere trade winds. Often buried within the
Inter Tropical Convergence Zone at lower levels is an Easterly Jet. The mixing and thermal
rising parcels of air creates almost vertical TCU which spread out at the Tropopause,
(65,000). The air then descends down and mixes with the trade wind air mass. This creates
significant vertical shear. The descending air and the Easterly Jet combine to create the
WEST AFRICAN TORNADO during Spring and Autumn.
This area is a belt of TS 20-30nms wide giving very heavy Rain, the West African Tornados
move along the Inter Tropical Convergence Zone, and may be the start of the hurricanes that
bring destruction into the Americas and Caribbean.
Elsewhere along the Inter Tropical Convergence Zone the definition is lost due to undescernable cloud types mixed in a chaotic sky. Buried within these multi-layer formations large TS
and TCU grow, with considerable ice and turbulence.
Another major influence is the sea current around Madagascar. The South Equatorial current
is a large circulatory current that passes south of Africa, warms as it turns North close to Australia, then further turns West towards Madagascar. As it meets the Northern tip of Madagascar it divides into a Northerly and Southerly flow. The Northerly flow tracks up the coast and
then turns through 180 degrees south of Kenya back towards the Seychelles.
It is here that the cyclones are born.
On the western side of Africa, the West African tornados track out to sea, crossing the coast
of Liberia and meeting the Southerly winds passing the western side of the Inter Tropical
Convergence Zone. Once over the oceans they pick up moisture which fuels the cyclonic
activity and now we have the birth of the Hurricanes that are tracking to the Americas.

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1.6.2.

Winter

The surface wind is generally a Northeasterly, Close to the Inter Tropical Convergence Zone
there is little cloud, however the convective cloud increases over the mountains of Kenya.
During the rainy season the presence of Thunderstorms increases, these storms may reach
65,000 on occasions. Kenya and South Africa have less rain than other areas.
Fine dry weather is normal in the high-pressure region south of Cairo. Reduction in visibility
due to rising dust or sandstorms frequent Khartoum with strong NE winds from Kenya going
south the weather is influenced by the Inter Tropical Convergence Zone. The Inter Tropical
Convergence Zone lies across Liberia, Lagos then turns South running down the center of
the country to the approximate mid point before turning East towards Madagascar.
The wet season is November to March or April in the south. The SHORT RAINS are in
November and December, whilst the LONG RAINS are in MAR and MAY.
1.6.3.

Jetstreams and Upper Winds

Upper light Westerlies changing to equatorial trough East of Nairobi and back to light Westerly by Johannesburg. The Jet stream axis is North of Cairo at this time of year.
1.6.4.

Tropical Revolving Storms

Cyclones affect this route. Originating 5 to 15 degrees South in the Indian Ocean, they are
rare in the Seychelles but frequent over Madagascar, Mauritius and Mozambique. Cyclones
have been known to affect the Comoros, but generally Madagascar shields them from the
worse effects. Indications are that only side effects from cyclones may be expected about
once in every eight years. Cyclones are most frequent January to April, sometimes also
November to May.
June to October - The surface winds are generally Southeasterly. Equatorial through almost
reaches Johannesburg by July. Local cloud Guti in Zimbabwe and occasionally in the Transvaal. Very low stratus and CB with moderate to strong SE winds which bring moisture from
Mozambique. These periods are generally about five days, the cloud type are generally of
greater proportion than in January and are related to the position of the Inter Tropical Convergence Zone.
Precipitation - A rain belt reaches up to Khartoum and almost all the yearly moisture (150
mm) is deposited at this time. A double wet season in Kenya is the result of the Inter Tropical
Convergence Zone movement March to May and November to December. This is the season for Haboobs and sandstorms in the Sudan.

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1.6.5.

Aerodromes in the Region

1.6.5.1.

Khartoum

Sand and dust Winter drifting sands with strong northerly winds (visibility below 500m for 24
hours are possible). Summer-Haboobs from east or southeast, gusts over 40 knots, visibility
down to 500 metres first two hours, then about 2000 metres up to 3 to 4 hours. Strong southwesterly in summer, occasional reduction in visibility to 500 metres. Low cloud below 2000
feet with rain.
1.6.5.2.

Nairobi

Radiation fog is almost unknown. Low stratus frequent at night and early morning February to
May, September to December and infrequently at other times, of the year, with wind north to
east or east south-east cloud down to 100-300 feet between 0500 and 0900 LMT. Wet season local thunderstorms effect not serious, except on high ground.
1.6.5.3.

Entebbe

Two wet seasons, mid March - mid May, late October - mid December. Thunderstorms
throughout the year mostly 0200-0500 LMT least frequent December to February and JuneAugust. With unstable air from W or SW, wide spread rain and thunderstorms. Visibility rarely
falls below one kilometer and cloud base only in brief periods below 1000 feet. With northerly
winds haze is common, visibility about 5 km from December-early March.
1.6.5.4.

Harare

May-mid August fine. Smoke haze mid August-mid November. Local thunderstorms, dust
devils. In wet season mid November-April heavy showers and thunderstorms, visibility less
than 500 m. With a Cyclone near, visibility can be poor for days.
1.6.5.5.

Johannesburg

October to March very low cloud frequent early morning. Base below 500 feet with NNE
winds. Thunderstorms usually from SW and SSE with usually NW surface wind. Fog in wet
season few days a month. 800m with NNW surface wind, dispersing during the day. In winter
with E winds also but not often. Smoke pollution with SSW winds. Visibility 2-6 kilometers.

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PERFORMANCE
TABLE OF CONTENTS

CHAPTER 2 - PERFORMANCE

2.1

PANTRY CODE DEFINITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3


2.1.1

A319 / A320 / A321. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

2.1.2

A332 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

2.1.3

A333, A346 and B777 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

2.1.4

A300 Freighter Aircraft Dry Operating Weight and Index . . . . . . . . . . . . . . . . 6

2.1.5

A319 Dry Operating Weight and Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

2.1.6

A320 Dry Operating Weight and Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

2.1.7

A321 Dry Operating Weight and Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

2.1.8

A332 Dry Operating Weight and Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

2.1.9

A333 Dry Operating Weight and Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

2.1.10 A346 Dry Operating Weight and Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22


2.1.11 B772 LR Dry Operating Weight and Index . . . . . . . . . . . . . . . . . . . . . . . . . . 23
2.1.12 B773 ER Dry Operating Weight and Index . . . . . . . . . . . . . . . . . . . . . . . . . . 24
2.1.13 CL300 Dry Operating Weight and Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26

2.2

STANDARD PASSENGER WEIGHT FOR LOADSHEET PURPOSES . . 27

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PANTRY CODE DEFINITION

2.1
2.1.1

PANTRY CODE DEFINITION


A319 / A320 / A321

Pantry Code

ALG, ARN, ALY, AMD, AMM, BKK, CAI, CAN, CCJ, CDG, CEB, CMN, COK,
CPT, DAC, DAM, DAR, FCO, FRA, GVA, IKA, ISB, JED, JNB, KRT, KUL,
LGW, LHE, LHR, LOS, LXR, MAA, MAD, MAN, MHD, MNL, MUC, MXP,
NAG, PEK, PEW, PVG, SAH, SGN, SIN, TIP, TUN, TXL, VIE and ZRH

ALG (via TUN), ATH, AUH, BAH, BEY, BOM, CGK, CMB, DEL, DMM, DME,
DPS (via KUL), DXB, HYD, ICN, IST, KHI, KTM, KUL (via KTM), KWI, MAD
(via FCO), MCT, MLE, NBO, RUH, SEZ and TRV

Test/Training or Ferry Flight (Standard Crews 2/0)

Note:

2.1.2

Airport (From / To) (Note)

Inclusion of an airport into a pantry code does not indicate aircraft suitability, refer
to Chapter 7 for airport suitability.
A332

Pantry Code

Airport (From / To) (Note)

ALG, ARN, BKK, CAN, CDG, CEB, CGK, CMN, DAR, FCO, FRA, GVA,
HKG, JNB, KUL, LGW, LHR, LOS, MAD, MAN, MNL, MUC, MXP, PEK,
PVG, SGN, SIN, TIP, TUN, TXL, VIE and ZRH

ALY, AMD, AMM, CAI, CCJ, COK, CPT, DAC, DAM, IKA, ISB, JED, KRT,
LHE, LXR, MAA, MHD, NAG, PEW and SAH

ATH, BEY, DME and IST

ALG (via TUN), AUH, BAH, BOM, CEB (via SIN), CGK (via KUL/SIN), CMB,
DEL, DMM, DPS (via KUL), DXB, HYD, ICN (via PVG/KIX), KHI, KTM, KUL
(via KTM), KWI, MAD (via FCO), MCT, MLE, NBO, RUH, SEZ, SIN (via
KUL) and TRV

EWR, EWR (via GVA), IAD, IAD (via GVA), JFK, JFK (via GVA), IAH, IAH
(via GVA) and KIX

Test/Training or Ferry Flight (Standard Crews 2/0)

Note:

Inclusion of an airport into a pantry code does not indicate aircraft suitability, refer
to Chapter 7 for airport suitability.

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2.1.3

A333, A346 and B777

Pantry Code

Airport (From / To) (Note)

ALG, ARN, BKK, CAN, CDG, CEB, CGK, CMN, DAR, DPS, EWR (via GVA),
FCO, FRA, GVA, HKG, JNB, KUL, LGW, LHR, LOS, MAD, MAN, MNL,
MUC, MXP, PEK, PVG, SGN, SIN, TIP, TUN, TXL, VIE, ZRH

ALY, AMD, AMM, CAI, CCJ, COK, CPT, DAC, DAM, IKA, ISB, JED, KRT,
LHE, LXR, MAA, MHD, NAG, PEW and SAH

ATH, BEY, BOM, CEB (via SIN), CGK (via KUL, SIN), CMB, DEL, DME,
DPS (via KUL), ICN (via PVG/KIX), IST, KHI, KTM, KUL (via KTM), MLE,
NBO, SEZ, SIN (via KUL) and TRV

ALG (via TUN), AUH, BAH, DMM, DXB, HYD, KWI, MCT and RUH

IAD, IAH, JFK and KIX

Test/Training or Ferry Flight (Standard Crews 2/0).

Note:

Inclusion of an airport into a pantry code does not indicate aircraft suitability, refer
to Chapter 7 for airport suitability.

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PANTRY CODE DEFINITION

2.1.4

A300 Freighter Aircraft Dry Operating Weight and Index

A/ REGN

ABX

ABY

AFB

SELCAL

EFCR

EJFR

AERS

MSN

0554

0560

0614

Standard Crew Configuration

2/0

2/0

2/0

Maximum Crew Configuration

4/5

4/5

4/5

Dry Operating Weight (DOW)1

83 895

84 262

83 535

Dry Operating Index (DOI)1

485.8

484.5

487.6

Reserved

1) Standard Crews 2/0


Variation of Crew from Standard Configuration

DOW

DOI

Per Cockpit Crew

+ 85

0.9

Per Courier

+ 85

0.8

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2.1.5

A319 Dry Operating Weight and Index

A/C REGN

CJA

CJB

RSDM

CSDK

1656

2341

Standard Crew Configuration

2/6

2/6

Maximum Crew Configuration

4/6

4/6

8/102

8/102

44 558

44 291

503.2

500.2

44 277

44 010

500.8

497.7

43 165

42 898

498.5

495.4

SELCAL
MSN

Pax Configuration
Dry Operating Weight (DOW)

Reserved Reserved

A
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
B
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
Z
Dry Operating Index (DOI)
Note:

Refer to 2.1.1 for pantry code breakdown.

Variation of Crew from Standard Configuration

DOW

DOI

Per Cockpit Crew

+ 85

1.0

Per Cabin Crew

75

No Effect

For Test, Training or Ferry Flight:

0.9 I.U. for each crew sitting in the forward cabin crew seats

+ 0.9 I.U. for each crew sitting in the Aft cabin crew seats

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2.1.6

A320 Dry Operating Weight and Index

A/C REGN

ADA

ADB

ADC

ADD

SELCAL

EFGR

ELAS

MQDP

PQEL

MSN

1566

1648

1773

1895

Standard Crew Configuration

2/6

2/6

2/6

2/6

Maximum Crew Configuration

4/6

4/6

4/6

4/6

12/132

12/132

12/132

12/132

45 272

45 322

45 194

45 187

499.2

499.9

500.8

501.0

44 973

45 023

44 895

44 888

496.7

497.4

498.3

498.5

43 798

43 848

43 720

43 713

494.5

495.2

496.2

496.3

Variation of Crew from Standard Configuration

DOW

DOI

Per Cockpit Crew

+ 85

1.2

Per Cabin Crew

75

No Effect

Pax Configuration
Dry Operating Weight (DOW)
A
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
B
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
Z
Dry Operating Index (DOI)
Note:

Refer to 2.1.1 for pantry code breakdown.

For Test, Training or Ferry Flight:

1.0 I.U. for each crew sitting in the forward cabin crew seats

+ 1.1 I.U. for each crew sitting in the Aft cabin crew seats

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A/C REGN

ADE

ADF

ADG

ADH

SELCAL

FSEQ

KSCM

LQHM

RSCP

MSN

1957

2097

2121

2138

Standard Crew Configuration

2/6

2/6

2/6

2/6

Maximum Crew Configuration

4/6

4/6

4/6

4/6

12/132

12/132

12/132

12/132

45 151

45 309

45 125

45 086

500.1

499.1

498.8

499.2

44 852

45 010

44 826

44 787

497.6

496.6

496.3

496.7

43 677

43 835

43 651

43 612

495.5

494.4

494.1

494.6

Variation of Crew from Standard Configuration

DOW

DOI

Per Cockpit Crew

+ 85

1.2

Per Cabin Crew

75

No Effect

Pax Configuration
Dry Operating Weight (DOW)
A
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
B
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
Z
Dry Operating Index (DOI)
Note:

Refer to 2.1.1 for pantry code breakdown.

For Test, Training or Ferry Flight:

1.0 I.U. for each crew sitting in the forward cabin crew seats

+ 1.1 I.U. for each crew sitting in the Aft cabin crew seats

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PANTRY CODE DEFINITION

A/C REGN

ADI

ADJ

ADU

SELCAL

HQLS

CSEJ

AGJK

MSN

2161

2288

3071

Standard Crew Configuration

2/6

2/6

2/6

Maximum Crew Configuration

4/6

4/6

4/6

12/132

12/132

12/132

45 160

44 891

44 975

500.2

498.9

501.6

44 861

44 592

44 676

497.7

496.4

499.1

43 686

43 417

43 501

495.6

494.2

497.0

Pax Configuration
Dry Operating Weight (DOW)

Reserved

A
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
B
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
Z
Dry Operating Index (DOI)
Note:

Refer to 2.1.1 for pantry code breakdown.

Variation of Crew from Standard Configuration

DOW

DOI

Per Cockpit Crew

+ 85

1.2

Per Cabin Crew

75

No Effect

For Test, Training or Ferry Flight:

1.0 I.U. for each crew sitting in the forward cabin crew seats

+ 1.1 I.U. for each crew sitting in the Aft cabin crew seats

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PANTRY CODE DEFINITION

2.1.7

A321 Dry Operating Weight and Index

A/C REGN

ADK

ADS

ADT

ADV

SELCAL

GLBD

JPES

JSPR

GKJM

MSN

1487

1928

2107

3274

Standard Crew Configuration

2/7

2/7

2/7

2/7

Maximum Crew Configuration

4/8

4/7

4/7

4/7

Pax Configuration

196

12/165

12/165

12/165

50 483

51 633

51 550

51 142

488.8

488.7

488.9

490.7

50 132

51 245

51 162

50 754

490.0

486.4

486.6

488.4

48 506

49 621

49 538

49 130

486.0

480.2

480.4

482.3

Variation of Crew from Standard Configuration

DOW

DOI

Per Cockpit Crew

+ 85

1.5

Per Cabin Crew

75

No Effect

Dry Operating Weight (DOW)


A
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
B
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
Z
Dry Operating Index (DOI)
Note:

Refer to 2.1.1 for pantry code breakdown.

For Test, Training or Ferry Flight:

1.2 I.U. for each crew sitting in the forward cabin crew seats

+ 1.2 I.U. for each crew sitting in the Aft cabin crew seats

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PANTRY CODE DEFINITION

A/C REGN

ADW

ADX

ADY

ADZ

SELCAL

HLCD

LMHK

BLDF

BQGL

MSN

3369

3397

3636

3669

Standard Crew Configuration

2/7

2/7

2/7

2/7

Maximum Crew Configuration

4/7

4/7

4/7

4/7

12/165

12/165

12/165

12/165

50 848

50 976

51 001

51 115

490.7

490.7

490.7

490.5

50 460

50 588

50 613

50 727

488.5

488.4

488.4

488.2

48 836

48 964

48 989

49 103

482.3

482.3

482.3

482.1

Variation of Crew from Standard Configuration

DOW

DOI

Per Cockpit Crew

+ 85

1.5

Per Cabin Crew

75

No Effect

Pax Configuration
Dry Operating Weight (DOW)
A
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
B
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
Z
Dry Operating Index (DOI)
Note:

Refer to 2.1.1 for pantry code breakdown.

For Test, Training or Ferry Flight:

1.2 I.U. for each crew sitting in the forward cabin crew seats

+ 1.2 I.U. for each crew sitting in the Aft cabin crew seats

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PANTRY CODE DEFINITION

2.1.8

A332 Dry Operating Weight and Index

A/C REGN

ACA

ACB

ACC

ACD

HKAQ

HSJL

QSBF

QSDL

MSN

473

489

511

521

Standard Crew Configuration

2/11

2/11

2/11

2/11

Maximum Crew Configuration

4/13

4/13

4/13

4/12

8/24/200

8/24/200

8/24/200

24/248

124 540

124 376

124 334

124 125

500.1

499.0

501.9

503.7

124 010

123 846

123 804

123 700

502.3

501.2

504.2

506.6

123 485

123 321

123 279

123 084

503.6

502.4

505.4

506.1

123 130

122 966

122 924

122 536

503.2

502.1

505.1

504.2

125 352

125 188

125 146

124 427

500.5

499.3

502.3

504.6

120 994

120 830

120 788

120 396

501.7

500.6

503.6

503.1

Variation of Crew from Standard Configuration

DOW

DOI

Per Cockpit Crew

+ 85

0.8

Per Cabin Crew

75

No effect

SELCAL

Pax Configuration
Dry Operating Weight (DOW)
A
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
B
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
C
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
D
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
E
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
Z
Dry Operating Index (DOI)
Note:

Refer to 2.1.2 for pantry code breakdown.

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PANTRY CODE DEFINITION

A/C REGN

ACE

ACF

ACG

ACH

SELCAL

JPBE

EFBQ

ALJR

DLCG

MSN

571

638

743

441

Standard Crew Configuration

2/11

2/11

2/11

2/11

Maximum Crew Configuration

4/13

4/13

4/14

4/12

8/24/200

12/24/192

24/236

24/248

124 137

124 600

124 141

124 392

497.0

498.0

499.3

501.9

123 607

124 187

123 718

123 967

499.2

501.9

502.3

504.8

123 082

123 543

123 111

123 351

500.5

498.7

501.9

504.4

122 727

123 414

122 563

122 803

500.1

499.5

499.7

502.4

124 949

125 348

124 466

124 694

497.4

497.6

500.3

502.9

120 591

120 990

120 435

120 663

498.6

498.9

498.7

501.3

Variation of Crew from Standard Configuration

DOW

DOI

Per Cockpit Crew

+ 85

0.8

Per Cabin Crew

75

No effect

Pax Configuration
Dry Operating Weight (DOW)
A
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
B
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
C
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
D
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
E
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
Z
Dry Operating Index (DOI)
Note:

Refer to 2.1.2 for pantry code breakdown.

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PANTRY CODE DEFINITION

A/C REGN

ACI

ACJ

ACK

ACL

KSHM

DSBK

HPAB

CLGM

MSN

746

760

792

820

Standard Crew Configuration

2/11

2/11

2/11

2/11

Maximum Crew Configuration

4/14

4/14

4/14

4/14

24/236

24/236

24/236

24/236

123 251

123 251

124 025

124 033

501.1

500.4

500.3

500.6

122 828

122 828

123 602

123 610

504.0

503.3

503.2

503.5

122 221

122 221

122 995

123 003

503.5

502.9

502.7

503.0

121 673

121 673

122 447

122 455

501.4

500.8

500.6

500.9

123 576

123 576

124 350

124 358

502.1

501.3

501.3

501.6

119 545

119 545

120 319

120 327

500.3

499.8

499.5

499.8

Variation of Crew from Standard Configuration

DOW

DOI

Per Cockpit Crew

+ 90

0.8

Per Cabin Crew

80

No effect

SELCAL

Pax Configuration
Dry Operating Weight (DOW)
A
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
B
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
C
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
D
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
E
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
Z
Dry Operating Index (DOI)
Note:

Refer to 2.1.2 for pantry code breakdown.

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PANTRY CODE DEFINITION

A/C REGN

ACM

AFL

AFM

AFP

SELCAL

ACFL

GKBJ

GLAF

CDRS

MSN

849

612

616

684

Standard Crew Configuration

2/11

2/11

2/11

2/11

Maximum Crew Configuration

4/14

4/12

4/12

4/12

24/236

24/236

24/236

24/236

124 060

123 851

123 946

123 599

500.9

499.4

493.0

502.3

123 637

123 428

123 523

123 176

503.8

502.6

496.2

505.5

123 030

122 821

122 916

122 569

503.3

502.4

496.0

505.3

122 482

122 273

122 368

122 021

501.2

500.5

494.1

503.4

124 385

124 176

124 271

123 924

501.9

501.0

494.6

503.9

120 354

120 145

120 240

119 893

500.1

499.8

493.4

502.7

Variation of Crew from Standard Configuration

DOW

DOI

Per Cockpit Crew

+ 85

0.8

Per Cabin Crew

75

No effect

Pax Configuration
Dry Operating Weight (DOW)
A
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
B
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
C
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
D
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
E
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
Z
Dry Operating Index (DOI)
Note:

Refer to 2.1.2 for pantry code breakdown.

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PANTRY CODE DEFINITION

A/C REGN

Reserved Reserved Reserved Reserved

SELCAL
MSN
Standard Crew Configuration
Maximum Crew Configuration
Pax Configuration
Dry Operating Weight (DOW)
A
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
B
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
C
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
D
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
E
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
Z
Dry Operating Index (DOI)
Note:

Refer to 2.1.3 for pantry code breakdown.

Variation of Crew from Standard Configuration

DOW

DOI

Per Cockpit Crew

+ 85

0.8

Per Cabin Crew

75

No effect

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PANTRY CODE DEFINITION

2.1.9

A333 Dry Operating Weight and Index

A/C REGN

AEA

AEB

AEC

AED

HMAF

JSDL

AQJR

BJMS

MSN

623

637

659

680

Standard Crew Configuration

2/11

2/11

2/11

2/11

Maximum Crew Configuration

4/13

4/13

4/13

4/12

12/24/223

12/24/223

12/24/223

30/275

128 404

128 201

128 386

128 238

487.8

487.7

488.4

491.8

127 365

127 162

127 347

128 001

486.8

486.7

487.4

491.6

126 902

126 699

126 884

127 398

484.9

484.8

485.5

490.4

126 654

126 451

126 636

126 443

484.9

484.8

485.5

487.2

129 011

128 808

128 993

128 820

488.0

487.9

488.6

492.3

124 292

124 089

124 274

124 122

484.9

484.7

485.5

488.6

Variation of Crew from Standard Configuration

DOW

DOI

Per Cockpit Crew

+ 85

- 1.0

Per Cabin Crew

75

No effect

SELCAL

Pax Configuration
Dry Operating Weight (DOW)
A
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
B
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
C
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
D
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
E
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
Z
Dry Operating Index (DOI)
Note:

Refer to 2.1.3 for pantry code breakdown.

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PANTRY CODE DEFINITION

A/C REGN

AEE

AEF

AEG

AEH

ASFM

BCAP

APFJ

AKCS

MSN

711

721

734

789

Standard Crew Configuration

2/11

2/11

2/11

2/11

Maximum Crew Configuration

4/14

4/14

4/14

4/14

30/275

30/275

30/275

30/275

127 591

128 351

127 738

128 347

486.7

490.8

490.3

489.9

127 354

128 114

127 501

128 110

486.5

490.7

490.2

489.8

126 751

127 511

126 898

127 507

485.2

489.4

488.9

488.5

125 796

126 556

125 943

126 552

482.1

486.2

485.7

485.4

128 173

128 933

128 320

128 929

487.2

491.3

490.8

490.4

123 475

124 235

123 622

124 231

483.4

487.6

487.1

486.7

Variation of Crew from Standard Configuration

DOW

DOI

Per Cockpit Crew

+ 85

1.0

Per Cabin Crew

75

No effect

SELCAL

Pax Configuration
Dry Operating Weight (DOW)
A
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
B
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
C
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
D
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
E
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
Z
Dry Operating Index (DOI)
Note:

Refer to 2.1.3 for pantry code breakdown.

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PANTRY CODE DEFINITION

A/C REGN

AEI

AEJ

AEM

AEN

FGBQ

CLEK

DEAJ

EGCD

MSN

813

826

893

907

Standard Crew Configuration

2/11

2/11

2/11

2/11

Maximum Crew Configuration

4/14

4/14

4/14

4/14

30/275

30/275

30/275

30/275

128 443

128 700

128 714

128 518

489.8

490.9

490.2

489.3

128 206

128 463

128 477

128 281

489.7

490.8

490.1

489.2

127 603

127 860

127 874

127 678

488.4

489.5

488.8

487.9

126 648

126 905

126 919

126 723

485.2

486.3

485.7

484.8

129 025

129 282

129 296

129 100

490.3

491.4

490.8

489.8

124 327

124 584

124 598

124 402

486.6

487.7

487.0

486.1

Variation of Crew from Standard Configuration

DOW

DOI

Per Cockpit Crew

+ 85

1.0

Per Cabin Crew

75

No effect

SELCAL

Pax Configuration
Dry Operating Weight (DOW)
A
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
B
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
C
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
D
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
E
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
Z
Dry Operating Index (DOI)
Note:

Refer to 2.1.3 for pantry code breakdown.

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PANTRY CODE DEFINITION

A/C REGN

AEO

SELCAL

EHDL

Reserved

Reserved

Variation of Crew from Standard Configuration

DOW

DOI

Per Cockpit Crew

+ 85

1.0

Per Cabin Crew

75

No effect

MSN

918

Standard Crew Configuration

2/11

Maximum Crew Configuration

4/14

Pax Configuration

Reserved

30J/275Y

Dry Operating Weight (DOW)

128 333
A

Dry Operating Index (DOI)

490.1

Dry Operating Weight (DOW)

128 096
B

Dry Operating Index (DOI)

490.0

Dry Operating Weight (DOW)

127 493
C

Dry Operating Index (DOI)

488.7

Dry Operating Weight (DOW)

126 538
D

Dry Operating Index (DOI)

485.5

Dry Operating Weight (DOW)

128 915
E

Dry Operating Index (DOI)

490.6

Dry Operating Weight (DOW)

124 217
Z

Dry Operating Index (DOI)


Note:

486.9

Refer to 2.1.3 for pantry code breakdown.

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PANTRY CODE DEFINITION

2.1.10 A346 Dry Operating Weight and Index


A/C REGN

AGA

AGB

AGC

AGD

FMAD

FMAC

FMAE

CLFK

MSN

740

715

766

798

Standard Crew Configuration

2/14

2/14

2/14

2/14

Maximum Crew Configuration

4/16

4/16

4/16

4/16

8/42/216

8/42/216

8/42/216

8/42/216

186 503

186 094

186 323

186 578

500.1

500.5

501.9

502.2

185 369

185 960

185 189

185 444

503.1

503.5

504.9

505.1

184 935

184 526

184 755

185 010

504.6

505.0

506.4

506.7

184 413

184 004

184 233

184 488

501.6

502.0

503.4

503.6

186 984

186 575

186 804

187 059

500.7

501.1

502.5

502.8

181 202

180 793

181 022

181 277

501.8

502.2

503.6

503.9

Variation of Crew from Standard Configuration

DOW

DOI

Per Cockpit Crew

+ 85

0.6

Per Cabin Crew

75

No effect

SELCAL

Pax Configuration
Dry Operating Weight (DOW)
A
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
B
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
C
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
D
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
E
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
Z
Dry Operating Index (DOI)
Note:

Refer to 2.1.3 for pantry code breakdown.

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PANTRY CODE DEFINITION

2.1.11 B772 LR Dry Operating Weight and Index


A/C REGN

BBA

BBB

Reserved

Reserved

SELCAL

JMFQ

JRAC

MSN

36012

36013

Standard Crew Configuration

2/15

2/15

Maximum Crew Configuration

4/15

4/15

42/217

42/217

160 043

159 999

489.1

489.0

159 649

159 605

491.0

490.9

158 888

158 844

490.1

490.0

158 172

158 128

489.7

489.6

160 529

160 485

489.9

489.8

155 003

154 959

489.6

489.5

Variation of Crew from Standard Configuration

DOW

DOI

Per Cockpit Crew

+ 85

0.4

Per Cabin Crew

75

No effect

Pax Configuration
Dry Operating Weight (DOW)
A
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
B
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
C
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
D
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
E
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
Z
Dry Operating Index (DOI)
Note:

Refer to 2.1.3 for pantry code breakdown.

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PANTRY CODE DEFINITION

2.1.12 B773 ER Dry Operating Weight and Index


A/C REGN

BAA

BAB

BAC

BAI

SELCAL

BEJQ

BPAE

GMHQ

JKEP

MSN

36009

36103

36010

36095

Standard Crew Configuration

2/16

2/16

2/16

2/16

Maximum Crew Configuration

4/17

4/17

4/17

4/17

42/293

42/293

42/293

42/293

174 257

174 073

174 249

174 081

489.9

490.4

491.2

490.5

173 544

173 360

173 536

173 368

492.4

492.9

493.7

493.0

172 495

172 311

172 487

172 319

490.8

491.4

492.1

491.4

171 578

171 394

171 570

171 402

490.5

491.0

491.7

491.0

174 933

174 749

174 925

174 757

490.2

490.7

491.5

490.8

168 055

167 871

168 047

167 879

489.8

490.4

491.1

490.4

Variation of Crew from Standard Configuration

DOW

DOI

Per Cockpit Crew

+ 85

0.4

Per Cabin Crew

75

No effect

Pax Configuration
Dry Operating Weight (DOW)
A
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
B
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
C
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
D
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
E
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
Z
Dry Operating Index (DOI)
Note:

Refer to 2.1.3 for pantry code breakdown.

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PANTRY CODE DEFINITION

A/C REGN

BAO

BAE

Reserved

Reserved

SELCAL

GQCM

EMFH

MSN

36011

36104

Standard Crew Configuration

2/16

2/16

Maximum Crew Configuration

4/17

4/17

42/293

42/293

173 954

174 128

490.9

490.7

173 241

173 415

493.4

493.2

172 192

172 366

491.8

491.6

171 275

171 449

491.4

491.2

174 630

174 804

491.2

491.0

167 752

167 926

490.8

490.6

Variation of Crew from Standard Configuration

DOW

DOI

Per Cockpit Crew

+ 85

0.4

Per Cabin Crew

75

No effect

Pax Configuration
Dry Operating Weight (DOW)
A
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
B
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
C
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
D
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
E
Dry Operating Index (DOI)
Dry Operating Weight (DOW)
Z
Dry Operating Index (DOI)
Note:

Refer to 2.1.3 for pantry code breakdown.

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PANTRY CODE DEFINITION

2.1.13 CL300 Dry Operating Weight and Index


A/ REGN

AAN

SELCAL

ALBF

MSN

20042

Reserved

Reserved

DOW

DOI

Per Cockpit Crew

N/A

N/A

Without Cabin Crew

-75

-0.7

Standard Crew Configuration

2/1

Maximum Crew Configuration

2/1

Dry Operating Weight (DOW)1

11 018

Dry Operating Index (DOI)1

Reserved

64.0

Variation of Crew from Standard Configuration

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STANDARD PASSENGER WEIGHT FOR LOADSHEET PURPOSES

2.2

STANDARD PASSENGER WEIGHT FOR LOADSHEET PURPOSES

Airport (From / To) (Note)

Code

Weight (Kg)

PT 1

Adult 84
Children 35
Infant 10

ALG, CAN, KRT, PEK, PVG and SAH

PT 2

Male 88
Female 70
Children 35
Infant 10

ALY, AMM, ARN, ATH, AUH, BAH, BEY, BKK, CAI, CDG, CGK,
CMN, CPT, DAM, DAR, DME, DMM, DPS, DXB, EWR, FCO, FRA,
GVA, HKG, IAD, IAH, ICN, IKA, IST, JED, JFK, JNB, KIX, KUL,
KWI, LGW, LHR, LOS, LXR, MAD, MAN, MCT, MHD, MLE, MNL,
MUC, MXP, NBO, RUH, SGN, SEZ, SIN, TIP, TUN, TXL, VIE and
ZRH

PT3

Adult 77
Children 35
Infant 10

AMD, BOM, CCJ, CEB, CMB, COK, DAC, DEL, HYD, ISB, KHI,
KTM, LHE, MAA, NAG, PEW and TRV

Note:

Where a destination is not included in this list, PT 1 will be used. In case of


diversion the original PT code will be retained.

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STANDARD PASSENGER WEIGHT FOR LOADSHEET PURPOSES

I N T E NT I O N A L LY

L E F T

B L A N K

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TABLE OF CONTENTS

CHAPTER 3 - AREA BRIEFINGS

3.1

HIGH DENSITY ALTITUDES (HDA) OR HOT AND HIGH OPERATION . . 3


3.1.1

3.2

FAR EAST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
3.2.1

3.3

3.5

China. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

EUROPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
3.3.1

3.4

Awareness of the Density Altitude and high TAS . . . . . . . . . . . . . . . . . . . . . . 3

Nicosia Area Brief . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

MIDDLE EAST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
3.4.1

Bahrain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

3.4.2

Iraq . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

3.4.3

United Arab Emirates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36

NORTH ATLANTIC / OCEANIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38


3.5.1

Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38

3.5.2

Meterology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39

3.5.3

MNPS Airspace. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40

3.5.4

North Atlantic Organised Track System (NAT OTS) . . . . . . . . . . . . . . . . . . . 41

3.5.5

North America Route (NARS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44

3.5.6

Separation - Lateral & Longitidual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45

3.5.7

Flight Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46

3.5.8

Oceanic Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47

3.5.9

Communication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54

3.5.10 Position Reporting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57


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


3.5.18 Enroute Aerodromes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
3.5.19 Greenland . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
3.5.20 Cold Temperature Altimeter Errors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89

3.6

3.7

OCEANIC CHECKLIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
3.6.1

Pre-flight. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92

3.6.2

Oceanic - Prior to Entry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93

3.6.3

Oceanic - After Entry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94

3.6.4

Oceanic - Exit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96

3.6.5

Inflight Contingences . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97

UNITED STATES OF AMERICA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99


3.7.1

FAA - Aeronautical Information Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99

3.7.2

Non-discrimination on the Basis of Disability in Air Travel . . . . . . . . . . . . . . 99

3.7.3

Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103

3.7.4

Geographical Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104

3.7.5

Aerodrome Location. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106

3.7.6

Meteorology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107

3.7.7

AIRMET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113

3.7.8

Weather Brief - USA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116

3.7.9

Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118

3.7.10 Airways & Route System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119


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

3.8

ATC - GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136


3.8.1

SID and STAR Climb / Decent Procedures and Phraseology . . . . . . . . . . 136

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HIGH DENSITY ALTITUDES (HDA) OR HOT AND HIGH OPERATION

3.1

HIGH DENSITY ALTITUDES (HDA) OR HOT AND HIGH OPERATION

At high density altitude airfields (e.g. Sanaa) aircraft energy levels during an approach are
very similar to the energy of an aircraft under conditions of a rushed approach to an airfield,
in ISA conditions. There is the additional trap of a higher TAS in hot and high conditions that
potentially makes the problems ahead even more.
To calculate Density Altitude a rule of thumb is:
Density altitude = Airfield altitude+1000ft per 8degrees above ISA.
EXAMPLE SANNA, elevation is 7216ft AMSL. With an OAT of 320C (ISA+31) and standard
pressure the density altitude is 11100ft.
Also as a rule of thumb: TAS INCREASES 2% over IAS for each 1000ft above sea level.
3.1.1

Awareness of the Density Altitude and high TAS

Hot and high conditions can be anticipated and therefore covered in the approach briefing.
Most of the problems arise because the TAS increases with increasing density altitude.
Therefore a comparison of IAS and TAS will give a good indication of the problems ahead.
a) HORIZONTAL PROFILE
The turning radius will increase as TAS increases, therefore it is a must to reduce your
speed by the increment in TAS (due to high density altitude) so as to achieve small
radius.
b) VERTICAL PROFILE
When flying a 3 degree profile the rule of thumb is :
rate of descent = 5 x ground speed.
Therefore if the TAS is higher it follows that the V/S will be higher by an equivalent
amount.
c) ENERGY MANAGEMENT
Approaches are normally based on distances that are fixed from touchdown. With a
higher TAS this distance will be covered a lot more quickly than normal and it will
leave less time to slow down. So the best thing to do is to allow an earlier deceleration
and configuration (low and slow). Other factors have to be considered are tail wind,
high approach speeds and high weights.

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d) BRAKING
The kinetic energy will be higher on touchdown and this has to be dissipated by the
brakes . The use of reverse thrust and appropriate auto brake mode should be
considered at all times.
e) SUMMARY
1) Hot and high conditions should be anticipated and briefed. Comparing IAS to TAS
will give a good indication of likely problems.
2) Turning radius will increase. A speed reduction is a must so as to achieve the
horizontal profile.
3) The ability of the aircraft to follow a descent profile is not necessarily an indication
of how well it will slow down.
4) It could take more distance to decelerate (high density altitude and high TAS) so
the measures taken should be moved back to a more appropriate position to allow
more time and distance to slow down.
5) Touchdown speeds will be higher so choose appropriate braking.

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3.2
3.2.1

FAR EAST
China

3.2.1.1

China RVSM Policy & Procedures

3.2.1.2

RVSM Implementation

Effective 21st November 2007 at 1600 UTC, RVSM implementation between 8900m (FL291)
and 12500m (FL411) inclusive will take place within the FIRs shown in the enclosed map.

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3.2.1.3

Implementation Phase on the Day

Aircraft within China Airspace at and beyond 1600z on November 21st, shall comply with
RVSM requirement.

15:30 UTC

ATC will broadcast Attention All Aircraft,


RVSM operations will begin in 30 minutes

1550 UTC

ATC will broadcast Attention all aircraft,


RVSM operations will begin at 1600 UTC

1600-1630 UTC and onwards

ATC will clear RVSM compliant aircraft to


climb or descend to nearest appropriate
RVSM FL in accordance with China RVSM
Flight Level Allocation Scheme (FLAS).

3.2.1.4

ATC will issue Flight Level clearance in Meters

Pilots shall use the China RVSM conversion table to determine the corresponding
Flight Levels in feet

The aircraft shall be flown using Flight Level in FEET

3.2.1.5

Altitude / Flight Level Clearance

Strategic Lateral Offset procedure (SLOP)

Radar Controlled Airspace

Strategic Lateral Offset (SLOP) requires


ATC approval
1nm offsets are preferred within radar controlled airspace

Non-Radar Airspace

Applying SLOP in non-radar environment


is responsibility of flight crew
SLOP: Established at a distance of 1nm to
2nm to RIGHT of airway centre-line
Pilots not required to advise ATC
Applying SLOP in non-radar airspace,
approval required from ATC to continue with
the offset upon entering radar airspace.

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3.2.1.6

RVSM CONVERSION TABLE (METRIC TO FEET)

All China RVSM flight level in FEET are 100 feet above ICAO published RVSM flight level.

FLIGHT LEVEL ALLOCATION SCHEME


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3.2.1.7

Transition Procedures between FIRs

China Metric RVSM FLAS vs ICAO RVSM FLAS


* FLAS = Flight Level Allocated Scheme

ICAO RVSM flight levels are implemented in Fukuoka, Hanoi, Hong Kong, Incheon,
Lahore and Yangon FIRs

China RVSM flight levels in FEET are 100ft above ICAO RVSM Flight levels.

Transition Area

Identify the transition area and procedures for route entering/exiting Chinese
airspace.

Special attention MUST be given to the moment when China meter to feet converse
table is used for aircraft entering Chinese RVSM airspace.

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3.2.1.8

China to/from Pakistan

Transition Procedure between Urumqi ACC & Lahore ACC (Purpa).

Note:

All China RVSM flight level in FEET is 100ft above ICAO published RVSM flight
level.

Aircraft maintaining flight level 9800, 10400, 11000, 11600, 12200 meters from
China to Pakistan after passing PURPA shall automatically descend to and
maintain FL320, FL340, FL360 FL380, and FL400 before GILGIT irrespective of
establishing radio contact with Lahore ACC.

Indicates the position where the pilot is expected to receive the FL instruction from ATC
for FLAS transition and then begin to use China RVSM conversion table to fly in FEET.
Flight level transition shall be conducted in accordance with ATC instruction. In case ATC
did not issue the instruction as expected, pilots are to clarify with ATC.

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3.2.1.9

China to/from Myanmar

Transition procedure between KUNMING ACC & YANGON ACC (Linso)

Indicates the position where the pilot is expected to receive the FL instruction from ATC
for FLAS transition and then begin to use China RVSM conversion table to fly in FEET.
Flight level transition shall be conducted in accordance with ATC instruction. In case ATC
did not issue the instruction as expected, pilots are to clarify with ATC.

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3.2.1.10 China to/from Vietnam via Sanya FIR


Transition procedure between Sanya ACC and Hanoi ACC (Assad)

Route Structure as Follows


a) Within Sanya FIR

ATS route A202 ASSAD SAMAS

b) Within Hanoi FIR

ATS route A202 Vilao - Assad


ATS route A206 Nalao - Assad

Flight level allocation


a) Hanoi FIR to Sanya FIR

FL290, FL330, FL370, FL390, FL410

b) Sanya FIR to Hanoi FIR

FL280, FL300, FL340, FL380, FL400

3.2.1.11 China to/from Japan


Transition procedure between Shanghai ACC & Fukuoka ACC (Sadli)

Assigned Flight levels on ATS route A593


Shanghai ACC to Fukuoka ACC

FL250, FL290, FL310, FL390 (Applicable


Flight levels without co-ordination and
approval of the affected ACCs)

Fukuoka ACC to Shanghai ACC

FL240, FL280, FL300, FL400

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3.2.1.12 China to/from Republic of Korea


Transition Procedure between Qingdao ACC & Incheon ACC Westbound (Agavo)

Indicates the position where the pilot is expected to receive the FL instruction from ATC
for FLAS transition and then begin to use China RVSM conversion table to fly in FEET.
Flight level transition shall be conducted in accordance with ATC instruction. In case ATC
did not issue the instruction as expected, pilots are to clarify with ATC.

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Transition Procedure between Qingdao ACC & Incheon ACC Eastbound

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3.2.1.13 Weather Encounters & Aircraft System failures


Initial pilot actions when unable to maintain FL or unsure of aircraft altitude-keeping capability

Notify ATC and request assistance

Maintain cleared FL, to the extent possible, while evaluating situation

Maintain watch for conflicting traffic using all available means

Switch on exterior lights (subject a/c limitations)

If unable to contact ATC, broadcast 1) Position, 2) FL and 3) Intentions on 121.5MHz

3.2.1.14 Severe Turbulence or Mountain Wave Activity

When experiencing severe or altitude deviations on the order of 60m (200ft), the
enclosed table shows the Pilot / Controller actions
PILOT ACTIONS

CONTROLLER ACTIONS

State Unable RVSM due (state


reason)

Assess traffic and provide assistance

Request ATC assistance

Advise pilot of conflicting traffic

If desired, request FL change

Issue FL change, traffic permitting

Report location & magnitude of tur-


bulence

Issue PIREP

3.2.1.15 Wake Turbulence Encounters

Contact ATC, request vector, FL change, or if capable, a strategic lateral offset


(SLOP) to RIGHT 1 or 2 nm.

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3.2.1.16 Aircraft Requiring Raid Descent

PILOT ACTIONS

NOTIFY ATC OF AIRCRAFT LOCATION & REQUESTED FL AS REQUIRED

PILOT MAY EXERCISE HIS RIGHT AND CHANGE HIS


ASSIGNED FL, ADVISE ATC IMMEDIATELY

IF UNABLE TO CONTACT ATC AND RAPID DESCENT REQUIRED:

A) DEVIATION PROCEDURE FOR LEVEL CHANGE:

TURN 30 RIGHT AND TRACK 20 KILOMETERS (IE


DEVIATE RIGHT OF AIRWAY CENTERLINE BY 10KM
OR 5NM)

TURN LEFT TO TRACK PARALLEL TO THE ORIGINATE ROUTE

CLIMB OR DESCEND TO NEW LEVEL AND RETURN


TO ORIGINAL ONE (WHEN APPROPRIATE)

NOTE:

IF RETURNING TO ORIGINAL ROUTE, BE


AWARE OF CONFLICTING TRAFFIC.

ESTABLISH COMMUNICATIONS WITH AND ALERT


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

ESTABLISH VISUAL CONTACT WITH CONFLICTING


TRAFFIC

TURN ON AIRCRAFT EXTERIOR LIGHTS

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3.3
3.3.1
3.3.1.1

EUROPE
Nicosia Area Brief
General

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

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3.4

MIDDLE EAST

3.4.1
3.4.1.1

Bahrain
Bahrain FIR

ATS Route BUNDU V977 BA R659 PURDA


ATS route segment BUNDU V997 BAT R659 PURDA within Bahrain FIR will shortly open
and is available for flight planning to Qatar Airways destinations in Yemen and East/South
Africa. The opening of these airways will be announced via NOTAM.
1) Airway(s) - V997 and R659

RNP 5

Bi-directional

Available H24

2) Flight Level Restrictions

Outbound FL260 BUNDU V997 BAT R659 PURDA

Inbound FL310 PURDA R659 BAT V997 BUNDU


(Note - Above Flight Levels are subject to change, refer to OFP and NOTAMS)

3) HF Communications

Within Bahrain/Jeddah FIR, segments of route require HF communications. Refer to


Jeppesen enroute Hi/Low level charts for details.

4) Enroute Deviation BUNDU V997 BAT R659 PURDA

Enroute diversion due weather or emergency : Prior co-ordination with ATC is mandatory.

5) FMS Navigation Database and Jeppesen Charts

All navigation data is available and depicted on appropriate enroute hi/low level charts.

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ATS Routes BUNDU V997 BAT R659 PURDA

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3.4.2

IRAQ

This brief to be read in conjuction with valid notams.


3.4.2.1

Overview

With the ongoing stability being experienced in Iraq and the operational benefits to airlines,
Iraq has seen an 80% increase in overflying traffic since June 2008.
Iraq CAA continues to improve services and recently has taken control of FL290 and above.
Investment in navigation aids, radar and communication equipment is ongoing and
introduction of new ATS route. ATC communication is good, although Western Iraq is still an
ongoing issue with poor two-way communication.
3.4.2.2

Iraq AIP

Iraq AIP can be found at following \website

Website

http://ramcc.dtic.mil/

3.4.2.3

Transponder Codes

3.4.2.4

General

(click on reference information tab)

When entering the Baghdad FIR, remain on the ATC assigned mode 3/A transponder
codes.

Do not change the mode 3/A transponder code unless directed by Baghdad ATC.

If entering from KABAN at or above FL290, Baghdad Area Control will issue a new
mode 3/A transponder code once radio contact is established.

3.4.2.5

Transponder Unserviceable
Aircraft dispatched into Baghdad FIR with a known unserviceable Transponder is NOT
PERMITTED.

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3.4.2.6

Search and Rescue / Interception

3.4.2.7

General

The coalition forces (as of April 09) provide search and rescue services.
3.4.2.8

Interception of Civil Aircraft


As per ICAO Procedure.

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3.4.2.9

Airspace and ATS Routes

3.4.2.10 Airspace Classification


Class A - Baghdad FIR

FL240 - FL460

Class D

Established at airports that have operating towers

Class E

Established along air route strcture, FL150 to below FL240

Class G

Established for all areas not classified as A, D and E.

Airspace Structure within Baghdad FIR


General, outside the Air Routes and Terminal area, Airspace should be considered as
restricted areas.

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3.4.2.11 RVSM & RNP

Baghdad FIR Not approved for RVSM (As of April 09).

All ATS routes are designated RNP5

3.4.2.12 ATS Routes

Entering from Turkey or Kuwait At or Above FL240

Contact Baghdad centre , see Jeppesen enroute charts for freq

If no response from ATC, proceed on last assigned routing and altitudes while
attempting contact every 10nm.

Turkey & Kuwait FIR boundary procedures

All aircraft shall maintain level flight prior to entry

A minimum of 10 minute spacing is required for aircraft operating as same altitude

ATC request - ETA for entry

Note 1 :

If unable to establish contact, crews who elect to continue shall ensure they are
displaying the assigned transponder code, or aircraft maybe subject to delay
prior establishing contact with ATC, resulting in aircraft being turned away or
held.

Note 2 :

Transit flight levels for Entering & Exiting Baghdad FIR can be found in Jeppesen
text manual, Section Air Traffic Control.

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3.4.2.13 ATS Routes within Iraq


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

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3.4.2.14 Air Traffic Services


3.4.2.15 Overview

ATS services provided in all controlled airspace, based on non radar separation
standards supplemented by en-route radar.

A combined civil and military ATS workforce provides ATS services in Iraq, although
primary coalition controls, therefore certain phraseology or procedures may vary at
different locations.

Gaps in radar coverage, particularly near the boundaries of the Baghdad FIR

Aircraft may be instructed by ATC to deviate from filed route due to temporary military
operations. En-route holding has occurred in the past within Baghdad FIR.

3.4.2.16 VHF 121.5 and Transponder

Continuously monitor VHF frequency 121.5MHz and operate transponder at all times
during the flight, ensuring transponder is set to the squawk code as advised by
RAMCC.

Failure to operate transponder correctly may result in interception by coalition fighter


aircraft.

3.4.2.17 Radar Failure

In the event of radar failure, non-radar separation standard will be applied as soon as
possible.

3.4.2.18 Two way communication failure

If two-way communication is lost with aircraft, the radar controller shall attempt to
determine whether or not aircraft receiver is functioning by :

Instruct aircraft to Squawk Indent or change transponder mode/code, or

Instruct aircraft to acknowledge by executing a turn or series of turns

3.4.2.19 Enroute Holding

There are no enroute holding patterns published (as of April 09) in Baghdad FIR.
However, to provide en-route longitudinal separation, if enroute holding is require at
one of the designated enroute reporting points. Standard holding procedure to be
flown.

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3.4.2.20 Responsibility between ATS units & Class E TMA

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3.4.2.21 Baghdad FIR Radar Coverage

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3.4.2.22 Emergencies

"Landing at any aerodrome within Baghdad FIR is not recommended, unless in the
judgment of the commander it is the best safety action and no alternative option is
available. Conditions on the ground change rapidly throughout Iraq and actual
conditions encountered in an unplanned landing maybe better or worse than advised."

Decompression descent NOT BELOW 13,000FT, refer to published QTR procedure.

In all circumstances where Land at nearest suitable is defined, airport located in Iraq
must not be considered as adequate.

Do not divert enroute from Baghdad FIR to Tehran FIR

Enroute diversion airports considered at planning stage

Refer to Decompression charts and OM PART C, Chapter 6 for authorized


airports.

In the event of emergency requiring descent in areas of poor radio coverage , pilot
should attempt to contact any ATS agency via emergency freq.

3.4.2.23 Jeppesen Navigation Charts & FMS NAV Database


3.4.2.24 Overview

Jeppesen Airway Manuals & FMS Navigation database contain following airports

Baghdad International Airport

(ORBI)

Basrah International Airport

(ORMM)

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3.4.2.25 Iraq - Emergency Airport


3.4.2.26 General Statement

All airfield data contained in this Iraq brief is subject to change on a daily bases.
Consult Notams for latest information.

Landing at any Iraq airport is strictly forbidden except in case of catastrophic


emergency situation where aircraft loss is at risk.

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3.4.2.27 Baghdad International Airport (ORBI)


Warning : Caution, high risk to aircraft in the vicinity of Baghdad international airport due
small arms fire and man made portable surface to air missiles. Aircraft that
require extended distance stabilized final approach are prohibited due to their
profile increasing vulnerability.
3.4.2.28 Services
Services

Remarks

Air Traffic Services

H24
1) Sunrise - Sunset (Iraq Controllers)
2) Other Times USAF Controllers

Fuelling

Sunrise - Sunset (PPR on Request)


1) Type : JET A1
2) Fuelling Facilities - Limited

Handling

Sunrise - Sunset (H24 on Request)


1) Handling Facilities - Limited
2) No catering, potable water or toilet serice available
3) Tow-bars for specific aircraft may not be available

Customs

Sunrise - Sunset (PPR on Request)

Security

H24

Rescue & Fire Fightin

RFF Cat 8

Medical Facilities

Limited

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3.4.2.29 Runways, Taxiways and Apron


Refer to NOTAMS for changes in Status.

Runway

RWY

LDA

Width
(M)

Approach Lights

Arresting
Gear

15L

4000

60

Refer to Notams

Nil

33R

4000

60

Refer to Notams

Nil

15R

3300

45

Refer to Notams

Nil

33L

3300

45

Refer to Notams

Nil

Taxiways

TWY width 23m or greater

Treat all TWYs with caution.

Request follow me vehicle for guidance

Apron

Caution :

Civil Apron available, Marshaller services provided


Use extreme cautions due deteriorating airfield surfaces
Numerous unmarked and unlighted obstacles within apron lateral clearances
zones
In general standard marking and lights are under re-construction
RWY15R/33L non standard lighting in use (as of April 2009).

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3.4.2.30 Air Traffic Services

Threat Status - Contact Baghdad ATC for update as soon as possible before
approaching

Communications - Due radio coverage limitations, no low level coverage with


Baghdad approach below 3000ft MSL in vicinity of Baghdad airport.

Civil Night Operations - RWY 15L/33R (ARR / DEP)

3.4.2.31 Flight Procedures

General Arrivals

All routing inbound/outbound maybe varied at the direction of ATS. Civil aircraft are
requested to notify ATC if unable to operate VFR below 12,000ft, using the phase
UNABLE VFR.

Refer to notams for updates on revised arrival procedures

Civil Aircraft not authorized to arrive or depart

Cloud Base is less than 200 feet and/or visibility is less than 800m

3.4.2.32 Local Regulations

RWY15 Departures

No right turns prior to departure end of runway.

Aircraft may initiate a right turn after reaching 800ft AGL, unless cleared sooner by
Baghdad tower

1.25nm south of departure end of RWY due helicopter activity up to 300ft AGL.

RWY33 Departures

Via left downwind departure will initiate crosswind turn no earlier than departure end of
runway and at or above 450ft AGL, unless cleared sooner by Baghdad tower.

All aircraft shall climb to be above 800ft AGL by mid-field or 450ft AGL by 1.25nm
north of departure end of RWY due helicopter activity.

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3.4.2.33 Basrah International Airport (ORMM)


3.4.2.34 Airport Layout Chart - Overview

Not for Operational Use


3.4.2.35 Services
Services

Remarks

Air Traffic Services

H24

Fuelling

Sunrise - Sunset (must be pre-organized)


1) Type : JET A1 (Limited Availability)
2) Fuelling Facilities - Limited

Handling

Sunrise - Sunset (must be pre-organized)


1) Handling Facilities - Limited
2) No Tow-bars Available

Customs

Sunrise to Sunset

Security

H24

Rescue & Fire Fighting

RFF Cat 8

Medical Facilities

Limited

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3.4.2.36 Runways, Taxiways and Apron


Refer to NOTAMS for changes in Status.

Runway
LDA
(M)

Width
(M)

Approach Lights

Arresting
Gear

14

4000

45

Low Intensity

Nil

32

4000

45

Low Intensity

Nil

Taxiways

TWY width 23m

Blue edge-lights at fast turn-offs available TWY B & C

Treat all TWYs with caution

Request follow me vehicle for guidance

Apron

RWY

Request Marshaller Services

Lighting - General

No obstruction or holding point lighting available

3.4.2.37 Air Traffic Services

Threat Status - Contact Basrah ATC for update as soon as possible before
approaching.

ATS is provided by UK military controllers.

ATS may require approach to RWY14 for landing RWY 32.

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3.4.3

UNITED ARAB EMIRATES

This brief to be read in conjuction with valid NOTAMs.


3.4.3.1

Emirates FIR

Segment ATUDO - KITAP in Airway A419


1) Qatar Airways is approved by UAE General Civil Aviation Authority to use ATUDO
KITAP segment of AWY A419, see attached map.
2) A419 lies within restricted (Military airspace OM-R54 ) and designated as a RNAV 1
route (Refer to Airbus FCOM2 Special operations and Boeing FCTM RNAV
OPERATIONS for RNAV requirement details).
3) RNAV 1 Navigation infrastructure GNSS, DME/DME.
4) Deviation from Airway due weather or emergency requires prior co-ordination with ATC
due close proximity of military airspace.
5) Bi-directional Airway/Available H24.
6) Radar coverage available on entire airway.
7) Failure of onboard navigation system, advise Emirates ACC immediately and expect
radar vectors.
8) FL Restrictions in place within Bahrain/ Emirates FIR.
9) Waypoint(s) AE401 and AE402 available in FMS NAVDB, but not shown on Jeppesen
enroute charts. See NOTAM A0024/09 for details.

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Emirates FIR - ATUDO-ITAP Segment of Airway A419

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3.5

NORTH ATLANTIC / OCEANIC

3.5.1
3.5.1.1

Overview
Routing

There is a large variety of routing available for departing airports from Middle East and
Europe to North America and is highly influenced by the location of the Jet Stream. Flights to/
from North America are planned on organised North Atlantic Tracks (NAT) system, whole or
part. Random routing will be used were cost effective. Routing possibilities:

Northern Route - Via Russia, Scandinavia, Iceland, Greenland, Canada and North
East US (Westerly route).

Central Route - Via Shanwick and Gander Oceanic areas using organised North
Atlantic tracks. (Westerly route).

Southern Route - This would generally be a Eastbound routing, via New York
Oceanic, Portugal / Spain and Western Europe or North Africa.

3.5.1.2

Airspace

RVSM and MNPS certification required for operation within North Atlantic region. Aircraft with
reduced capability, can be dispatched using special routes over Iceland and North East
Canada, Blue Spruce Route.
3.5.1.3

Traffic Flows

Due to passenger demands and time zone difference, most of North Atlantic traffic follows
two flows.

Westbound - Crossing 30W between 1130 1900 UTC

Eastbound - Crossing 30W between 0100 0800 UTC

Planned track and/or FLs maybe unavailable due high volume of traffic, and therefore, the
operational flight plan (OFP) will contain a summary flight plan for next two (2) best tracks.

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3.5.2
3.5.2.1

METEROLOGY
Overview

Air masses move mostly from West to East. Broken stratocumulus and cumulus cover the
North Atlantic. Cumulonimbus clouds are normally found along North American and
European coasts, but rarely found in mid ocean. Jetstream is mostly from a westerly
direction with associated clear air turbulence (CAT)
3.5.2.2

Tropopause, Jetstream & CAT

The tropopause height over the Atlantic will usually be between 25,000ft to 40,000ft.The
minimum tropopause height is above the core of the Icelandic low where it may drop too less
than 25,000ft. The maximum tropopause height is above the Azores high, where its usually
above 40,000ft. The tropopause marks the maximum cloud tops above which clear and
smooth air is nearly always available. Between FL300 and FL390, the subtropic and polar
Jetstreams lie just below the tropopause.
Prevailing Westerly winds extend from 30N to 60N and are more intense during winter
season and weak and variable during the summer season. The average wind direction in
summer is Westerly, although Southerly winds are common. Naturally, the Jetstream is a
major factor in flight planning, and during winter months, minimum cost/time routes are
further from the great circle routes than in summer.
The subtropical jet stream is often present over North America during winter at about 30N, at
a height of 40,000ft. Further North, Jetstreams, often associated with travelling depression,
occur frequently in winter but less so in summer.
Clear Air Turbulence (CAT) is common over the North Atlantic and maybe experienced for
long periods. Eastbound tracks are generally in close proximity to Jetstreams, which
increases the likelihood of Clear Air turbulence (CAT).
3.5.2.3

Canada & US East Coast

Outbreaks of polar air masses over Labrador or Southern Greenland can create heavy
weather development with snowstorms and blizzards in wintertime. The warm Gulfstream
causes instability of heated up cold air masses with heavy rainfall and thunderstorms. When
moist air drifts with Southeast winds towards the cooler east coast, sea fog forms and can
affect many airports in the region at same time.
3.5.2.4

Enroute - Airports

Airports located within the North Atlantic region can experience severe weather during the
winter, thus making suitable airports widely spaced. Airports located along the western
seaboard experience fog during winter period.

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3.5.3
Note:

3.5.3.1

MNPS AIRSPACE
Minimum Navigation Performance Specification (MNPS) is an old standard term
of navigation for oceanic airspace, but in particular still applicable in the North
Atlantic. RNP did not exist when MNPS was conceived, but RNP 10 fulfils the
MNPS requirements. This document will refer to both RNP and MNPS acronyms.
Airspace

MNPS is that volume of airspace between FL285 and FL420 within the Oceanic Control Area
(OCA). Longitudinal separation between in-trail aircraft using the Mach number technique is
10 minutes and aircraft that satisfy MNPS are separated laterally by a minimum of 60nm. To
ensure safe application, aircraft operating within MNPS airspace are required to have a
minimum navigation performance capability. See FCOM 2 Special Operations for details on
Navigation equipment requirements. Aircraft with reduced navigational capability may use the
Blue Spruce route which routes Europe to North East Canada via Iceland and Greenland.
3.5.3.2

Area of Coverage

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3.5.4
3.5.4.1

NORTH ATLANTIC ORGANISED TRACK SYSTEM (NAT OTS)


Overview

Flight to/from North America are planned on either using North Atlantic track system in whole
or in part. The NAT tracks are constructed twice daily, Westbound (Day) and Eastbound
(Night). Each Track is separated by 1 of latitude (60nm).
A daily track message is published providing detailed information on each track.
3.5.4.2

Westbound

Published by Shanwick;

Tracks will be alphabetically identified, A, B, C, etc from North to South;

Valid from 1130 1800 UTC at 030 W.

3.5.4.3

Eastbound

Published by Gander;

Tracks will be alphabetically identified, Z, Y, X, etc from South to North;

Valid from 0100 0800 UTC at 030 W.

3.5.4.4

Track Message

The Track Message is published each day and contains the following information:

1) Track Designation;
2) Entry point to track;
3) Track waypoint (Co-ordinates);
4) Exit point from track;
5) Available flight level (WB Westbound);
6) Route from Europe - waypoint on ATS route structure;
7) North America Routes (NARs) designators.

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A three (3) digit Track Message Identification (TMI) number identifies each daily track
message. The TMI is the day of the year, example 088, 88th day of the year. Amendments to a track message can be identified by a sequential addition of an Alpha character after the TMI, example 088A.
Note:

The TMI must be included in the Oceanic Clearance read back.

3.5.4.5

Example of Westbound & Eastbound Tracks

3.5.4.6

Westbound Tracks

3.5.4.7

Eastbound Tracks

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3.5.4.8

Track Message - Presentation in QTR Briefing Package

The following is a sample of the Track Message as shown in the Qatar Airways briefing
package.

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3.5.5

NORTH AMERICA ROUTE (NARS)

The abbreviation NARs will be used throughout this document instead of North America
Route.
3.5.5.1

What are the North America Route (NARs)

The NARs provide interface between North Atlantic oceanic and domestic airspace
(applicable to both Eastbound & Westbound traffic) within North America. It is for traffic
entering/exiting the NAT and consists of pre-planned routes; overlaying existing airway/route
system, from/to costal fixes and identified system airports.

3.5.5.2

Common Portion

Specifies costal fix routing to a specific inland navigation facility;

Named by number, pre-fixed by letter N, example N242B. B suffix indicates


revision to route, ie N242B, next revision would be N242C etc;

NARs identifier can be found on NAT message.

Non-Common Portion

Specifies that portion of route between specified inland fix and system airport;

The non-common portion routing is listed on Operational Flight Plan, but also listed
in Jeppesen Navigation Manual, section Enroute.
Presentation on Operational Flight Plan (OFP)

The following extract from ROUTE portion of the Operational Flight Plan (OFP) showing the
NAR identifier and non common portion.

3.5.5.3

3.5.5.4

FMS Navigation Database


FMS NAVDB, select the NAR identifier, example N242B.
Where can NARs be found in Jeppesen Manuals

North American Routes (NARs) can be found in the Enroute section of jeppesen textual
manual.
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3.5.6

SEPARATION LATERAL & LONGITIDUAL

3.5.6.1

Definition

Lateral separation is the specified spacing between aircraft expressed in terms of


DISTANCE or angular displacement between tracks;

Longitudinal separation is the specific interval between aircraft expressed in units of


TIME or DISTANCE along track.

3.5.6.2

Separation Minima

The following tables depicts standards in spacing in the North Atlantic region.
Separation
Direction

Airspace

Distance
15 min (Mach Number Technique - NOT applied)

MNPS (RNP 10)


10 min (Mach Number Technique - Applied)
Longitudinal
Non - MNPS
Airspace
MNPS

20 min (Mach Number Technique - NOT applied)


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

Lateral

90nm separation used


Non-MNPS
Airspace

Between US or Canada and Bermuda WEST of


55 west
Between Iberia peninsula and Azores Is.
Between Iceland and point in Scandinavia and
UK.

RVSM

1000 feet

Non RVSM

2000 feet

Vertical

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3.5.7
3.5.7.1

FLIGHT PLANNING
Routing

Routing across the North Atlantic will be planned as follows

Planned on NAT Tracks;

Random routing, which leaves or joins an outer NAT track;

Random routing that remain clear of NAT tracks;

An aircraft, which does not meet MNPS requirements or has a HF inoperative, is


planned in accordance with published restrictions.

Note:

3.5.7.2

Without HF communication, aircraft NOT permitted to operate within the


Shanwick Oceanic Control Area.
Organized Track System (NAT OTS)

During the period of OTS operation, flights operating Europe to North America and vice versa
will be planned to follow a NAT track.
3.5.7.3

Random Routing

Flights operating Middle East to North America and vice versa will normally be planned on a
random routing.
If using random routing, 2 hours prior to each OTS period the following restriction apply
Aircraft and should remain clear of the OTS structure

Eastbound flights - must cross 30W less than one hour prior to the incoming/pending
Westbound traffic (after 1029UTC).

Westbound flight that Cross 30W less than one hour prior to incoming/pending
eastbound OTS (after 2350UTC).

3.5.7.4

Flight Planning - Without HF Communication/MNPS Capability

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

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3.5.8

OCEANIC CLEARANCE

3.5.8.1

Overview

Two flight crewmembers are required to monitor and record the issuance of the
Oceanic Clearance and any amendment there after. If any doubt exists, request
clarification from ATC when obtaining clearance, headsets must be worn.

When Oceanic clearance differs from the Operational Flight Plan (OFP) in Flight level,
route and Mach number, crew should follow the OCEANIC CLEARANCE and not
whats stated in the Operational Flight Plan.

Navigational errors in the past have involved pilots following Operational Flight Plan
and not the actual Oceanic Clearance issued.

3.5.8.2

Methods of Obtaining Clearance

VHF clearance delivery frequencies;

HF communication to OAC through the appropriate aeroradio station;

Domestic or other ATC agencies;

ACARS.

Shanwick ORCA Oceanic Route Clearance Authorisation

Gander OCD - Oceanic Clearance Delivery.

Communication provided via VHF and satellite to ACARS equipped aircraft via network
suppliers ARINC and SITA.
3.5.8.3

Track & Altitude Assignments

Due to high volume of traffic in North Atlantic airspace, it is possible that the route and/or
altitude assigned in the Oceanic clearance may differ from what was filed. The Operational
flight plan will contain a summary flight plan for the next two (2) best tracks.
3.5.8.4

Oceanic Entry - ETA

After obtaining and reading back the Oceanic Clearance for entry point, if ETA changes, pass
revised estimate to ATC. Remember, Longitudinal spacing on the NAT Tracks is based solely
on estimated times over boundary entry fixes.
Failure to provide controllers with accurate ETA may result in re-clearance to undesirable
track and/or flight levels for entire crossing.

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3.5.8.5

Shanwick Overview

All flights are required to obtain a separate Oceanic Clearance from Shanwick prior to
entering Shanwick Oceanic Control Area (OCA).
Therefore the crew will be in receipt of two (2) ATC clearances at the same time:

First clearance Domestic ACC unit currently providing ATC;

Second clearance - from Shanwick OCA, which only takes affect from the specific
entry point at Shanwick OCA boundary. This clearance covers entire portion of flight in
Oceanic Airspace.

Pilots should request oceanic clearance from ATC unit responsible for the first Oceanic
Control Area (OCA) at least 40-60 minutes (but no more than 90 minutes) prior to Oceanic
entry based on ETA.
If requesting a NAT track, include the next preferred track.

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3.5.8.6

Oceanic Clearance Request Voice Clearance Procedure

Note:

Two flight crewmembers are required to monitor and record the issuance of the
Oceanic Clearance and any amendment there after. If any doubt exists, request
clarification from ATC.

Note:

If any doubt of cleared track exists Read back each track co-ordinate for ATC
confirmation.

Note:

Pilot should monitor the ETA for Oceanic entry point, if this changes by 3 minutes
or more, pass a revised ETA to ATC.

Note:

The entry point of the Oceanic clearance on which the flight is cleared may differ
from that originally requested and/or the Oceanic flight level differs from the
current flight level, the pilot is responsible for requesting and obtaining the
necessary domestic clearance to ensure that the flight complies with its Oceanic
Clearance when entering Oceanic airspace.

Note:

The flight must cross the Oceanic Control Area (OCA) boundary at the flight level
specified in Oceanic Clearance.

Note:

Advice ATC (Upon initial contact requesting Oceanic Clearance) of equipment


failure that affects RVSM/MNPS capability.

Note:

At the time of receiving Oceanic Clearance, ATC may request en-route Met
information, the phrase SEND MET REPORTS is used at end of the clearance.

Note:

NO Oceanic Clearance received prior to reaching OCA boundary, contact


Domestic ATC and request instructions to enable stay clear of Oceanic
airspace whilst awaiting such clearance.

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B) Pilot Request for Oceanic Clearance via NAT Track


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

Call-Sign

Qatari 1234, Request Oceanic Clearance

OCA entry point and ETA

Estimating 56N 10 West at One Two four


five (1245)

Request Mach Number and Flight Level Request Mach Decimal 80 (M.80), Flight
Level three Five zero (FL350)

Any change to flight plan affecting OCA Second choice track Charlie

Highest FL

Able Flight level three six zero (FL360)

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

Call-Sign

Qatari 1234

Clearance limit (normally Destination


airport)

Washington

Track Designator / TMI

Bravo 283A

OCA entry point

From MIMKU (56N 010W)

Flight Level

Maintain flight level three five zero

Mach Number

Mach decimal Eight Zero

Note:

Pilot must include the NAT track message identification (TMI) in read back of
Oceanic Clearance.

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D) Pilot - Read back of Clearance via Random Route


If on a random route, North or South of the tracks, read back the entire route from Oceanic entry point to the Oceanic exit point, inclusive. Since random routes are not defined
in the track message, the Track Message Identifier (TMI) number must not be included.

Call-Sign

Clearance limit (normally Destination airport)

Entry waypoint, latitude/longitude of enroute waypoint, exit waypoint

Flight Level

Assigned Mach Number

Qatari 1234 is cleared to Washington via RATSU, 65N20W, 68N30W, 69N40W,


70N50W, 70N60W, NCAA, FL350, Mach decimal Eight Zero.
3.5.8.7

Oceanic Clearance routing via 6100N (Scottish Domestic Reykjavik Oceanic)

3.5.8.8

Overview

Aircraft entering the Reykjavik Oceanic Airspace via 6100N at or East of 01000W from
Scottish domestic airspace are required to obtain clearance from Reykjavik Oceanic Area
Control Centre (OACC).
Flight routing via RATSU (6100N/01000W) do not require Oceanic Clearance from Shanwick OAC and therefore should not contact Shanwick clearance delivery.
Reykjavik OACC may establish NAT tracks, which will be published by Shanwick OCA.

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3.5.8.9

Gander Oceanic Clearance Delivery

Gander Oceanic Clearance Delivery procedures are in effect:

Between 2330 and 0730 (DST 2230z-0630z) for Eastbound flights;

The clearance delivery frequencies are published daily in the eastbound track message,
appropriate for the coast fix, see enclosed sample. Contact Gander Clearance delivery
between 40 90 minutes from ETA of Oceanic entry.

Contact clearance delivery within 200nm of the specific clearance frequency location;

Maintain listening watch on sector control frequency while obtaining Oceanic


clearance.

Gander OCA communication procedures can be found in Jeppesen text manual, enroute,
chart CA-9 and CA (HI) 3/4
Note:

Domestic control will not provide instruction to contact Gander Oceanic


Clearance Delivery.

3.5.8.10 Sample of a track message published by Gander OCA

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3.5.8.11 New York OCA


New York domestic control will provide NAT Oceanic clearance.

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3.5.9
3.5.9.1

COMMUNICATION
VHF

VHF communication is used in the following areas

Brest Oceanic Transition Area (BOTA);

Shannon Oceanic Transition Area (SOTA);

Northern Oceanic Transition Area (NOTA);

Designated route via Iceland and Greenland.

3.5.9.2

VHF Area of Coverage at FL300

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3.5.9.3

HF Frequencies & NAT Family Coverage

HF capability is mandatory in the North Atlantic region. HF frequencies are organized into six
families(A,B,C,D,E,F). Refer to Jeppesen Text manual; section Enroute, for details of
frequencies and coverage. Normally a primary and secondary HF frequency will be allocated
either by domestic ATC (before Oceanic boundary) or when obtaining Oceanic Clearance.

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3.5.9.4

SELCAL

SELCAL check MUST be performed before initial entry into Oceanic Airspace and
commencing SELCAL watch.
3.5.9.5

Emergency Frequency - VHF

Continuous watch on 121.500MHz should be maintained.


3.5.9.6

Emergency Frequency - HF

8364

2182

3.5.9.7

Inter Pilot Air to AIR VHF Frequency

123.45MHz is assigned for pilot-to-pilot exchange of operationally information. It should not


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

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3.5.10 POSITION REPORTING


3.5.10.1 Routine Position Report
Example: Position Report Qatari 1234, MIMKU (56N 010W), 1235, FL330, Est 56N 020W,
1310, Next 56N 030W.

Position / Flight Identification

Position Qatari 1234

Present position / Time over present position

56N 010W / 1235

Present Flight Level

FL330

Next Position on assigned route

Estimate 56N 020W

Estimate time for position

1310

Next subsequent position

Next 56N 030W

Any further information, eg Met data or Company


Message

3.5.10.2 Request Clearance


To request a change of Mach number, Flight or Route.
Example: Request Clearance Qatari 1234, 56N 010W, 1235, FL330, Est 56N 020W, 1310,
Next 56N 030W, Request FL350.

Request Clearance / Flight Identification

Position Qatari 1234

Present position / Time over present position

56N 010W / 1235

Present Flight Level

FL330

Next Position on assigned route

Estimate 56N 020W

Estimate time for position

1310

Next subsequent position

Next 56N 030W

Request Mach Number, Flight level or route


change

Request FL350

Further information or clarifying remarks

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3.5.10.3 Change of Mach, FL or route when position report no appropriate


Example: Request Clearance Qatari 1234, Request FL370

Request Clearance / Flight Identification

Request Clearance Qatari 1234

Requested Mach Number, Flight level or route

Request FL370

Further information or clarifying remarks

3.5.10.4 Revised Estimate


Example: Revised Estimate Qatari 1234, 57N 040W, 0325.

Revised Estimate / Flight Identification

Revised Estimate Qatari 1234

Next position on route

57N 040W

Revised estimate for next position

0325

Further information or clarifying remarks

3.5.10.5 When able higher (WAH) Reports


A When able higher (WAH) report is required for all flights entering the MNPS Airspace for
the following OCA:

New York Oceanic Control Area (OCA)

Santa Maria Oceanic Control Area (OCA)

WAH report should be provided with initial position report. The WAH report is not intended
as an advanced request for a step climb, but allows ATC is planning airspace utilisation.
Note:

ATC acknowledgement of a WAH report (and any included requests) is NOT a


clearance to change altitude.

Example of WAH Report.


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

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3.5.11 MET REPORTING


3.5.11.1 General

Make routine meteorological observations at each designated reporting point and


intermediate mid-point;

If operating on random tracks, MET reports must be sent;

Where abnormal weather conditions encountered - advise ATC;

At the time of receiving Oceanic Clearance, ATC may request en-route Met
information, the phrase SEND MET REPORTS is used at end of the clearance;

MET report add temperature and spot winds at end of position report.

Note:

Westbound Flights
Designated as Met report flights, are to treat 008W as a mid point and 015W as
a designated point and report to Shanwick on HF;

Note:

Eastbound Flights
Not required to make routine reports when flying in the SOTA area.

3.5.11.2 Met Report Mid Point Met Observations


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

State the word DIAGONAL between Wind direction and speed.

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3.5.12 NAT MNPS FLIGHT OPERATIONS & NAVIGATION PROCEDURES


3.5.12.1 General Procedures for Flight in NAT MNPSA Flight Planning

Check the NAT Track Message (NTM) for validity;

Check Operational Flight Plan (OFP) waypoints agree with NTM;

Fuel reserve as per OM PART A;

Check provision of next best NAT Track, OFP summary;

Confirm the NOTAMs indicate nominated en-route alternates are adequate;

For a twin-engine aircraft, refer to FCOM Special Operations (ETOPS) to confirm the
nominated en-route adequate airports are suitable. Wind direction on the TAF is
degrees true. Runway directions are degrees magnetic;

Item 15 of the flight plan should reflect the proposed NAT route data in the following
sequence:

Oceanic entry point, cruising Mach Number and flight level;

Oceanic landfall and cruising TAS.

Plotting chart for NAT region;

Plot the waypoints (extracted from OFP), critical point (as applicable) and join with a
solid line.

3.5.12.2 Pre-flight Procedures MEL Restrictions


Ensure no MEL items precluding to ETOPS, RVSM or MNPS flight. Refer to FCOM 2,
Special Operations.
Minimum Equipment Required.

IRS - Two (2) operational required;

FMGEC & MCDU - One (1) of each required;

An ELT is required for MNPSA operations;

The carriage of HF communications is mandatory for flight in the Shanwick OCA.

3.5.12.3 Flight Planning - Without HF Communications


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

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3.5.12.4 Time Accuracy


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

FMGEC Latitude and Longitude waypoint abbreviation in ARINC 424 quadrantal


format is not compatible with ADS reporting equipment.

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3.5.12.9 Flight Plan - Track & Distance Check


Preferably, the Flight Plan Track & Distance Check is to be performed pre-flight if time
permits. Otherwise, the check must be completed in initial cruise.
Performing this check airborne will not be an option if the point of departure is close to MNPS
airspace.
3.5.12.10 Oceanic Clearances
Where departure airport is situated close to Oceanic boundaries the Oceanic Clearance must
be obtained before departure.
Oceanic Clearances may be available using ACARS. When ATC clearances or re-clearances
are being obtained by R/T, headsets must be worn. Two crewmembers are to monitor such
clearances.
The procedure is as follows:

Select North Ref to TRU;

Select PLAN mode on the ND;

Select any of the following pushbuttons on the EFIS Control Panel; WPT

VOR.D NDB or ARPT (any pushbutton except CSTR);

The PF will cycle the MCDU F-PLAN so that the last navaid prior to entering MNPS
airspace is the from waypoint and do the following:

PF will read the ND or MCDU displayed true track and distance to the next
waypoint;

The PNF will check against that track and distance in OFP; (this check will show up
any errors made in lat/long insertions and designators (i.e. N/S or E/W).

As each leg of the flight within MNPSA has been checked against the OFP in this
manner, it should be annotated on the OFP by the PNF with ticks;

Note:

When comparing ND or MCDU displayed and CFP printed distance and


tracks between waypoints, an acceptable tolerance for differences are; 3
miles and 5 degrees. Variations beyond these tolerances must be resolved
prior to proceeding.

Select North Ref to MAG.

3.5.12.11 In-flight Procedures - Enroute Duties


PNF is responsible for:

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ATC communications;

Maintenance of the Master CFP;

Completing the Plotting Chart and monitoring enroute and terminal weathe.

PF is responsible for:

Navigation of aircraft;

Monitoring and activating ATC clearances.

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3.5.12.12 Re-cleared on different track from planned


Procedures employed are similar to those employed at the beginning of a flight:

Copying the ATC re-clearance by PNF, monitoring of copy and read back by PF;

Request a new OFP segment from QR dispatch, When requesting a revised OFP
from Qatar Airways Dispatch, include the following information;

Weight, time and fuel at deviation waypoint;

Cleared FL;

Track or routing.

Load new waypoints or uplink into SEC F-PLAN (PF) (as applicable);

Compare MCDU displayed waypoints, tracks (TRU) and distances with the newly
received ACARS OFP Flight Plan. (PF-reads to PNF who annotates the new Flight
Plan in the same manner as before);

The PNF will prepare a new plotting chart and check ETOPS (if applicable) no-go
areas. Transpose the Critical point if applicable;

Enter or uplink, winds and temperatures;

When crosschecking has been completed, activate the SEC F-PLAN;

Check new route for fuel required;

If a new OFP cannot be obtained from dispatch via ACARS, the MCDU print function
may be used to obtain a new OFP Flight Plan;

The Airbus MCDU prints initial true track outbound from the waypoint. In very high
latitudes the average track may not agree with the MCDU displayed outbound
great circle track within the recommended 5;

Extreme care must be used cross-checking the way point insertions especially
when the clearance is received by radio as the flight plan cross-check process has
been lost.

If the printer is inoperative, use the plotting chart by annotating with the normal OFP
details.

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Note:

If clearance given requires an immediate change to active waypoint, then that


waypoint must be loaded into the FMS and crosschecked by both PF and PNF
before completing the DIR TO function.

Note:

Crews must plan to complete the track & distance check procedure for the initial
portion of the revised route, (in an unhurried manner), prior to entry into oceanic
airspace.

Note:

Following any revision to the original OFP, the new Flight Plan is to be annotated
in the same manner as described previously. If the subsequent domestic portion
of the flight corresponds to that contained in the original flight plan, it should be
possible to revert to the original OFP at the appropriate point.

Note:

Any new clearance has a clearance limit on the new exit point. A revised
domestic clearance from the new exit must be requested. Refer to Exiting
MNPSA airspace in this chapter.

3.5.12.13 Approaching NAT MNPS


Prior to entering MNPS Airspace, the accuracy of each IRS and FM should be thoroughly
checked, by comparing with GPS position, or by using independent navigation aids.
If not GPS primary, a comparison of indicated bearing/distance on the MCDU PROG
page, to that of an actual VOR/DME ground station should be performed.
Additionally:

Review the CPDLC/ADS procedures in the Jeppesen Text Air Traffic Control for the
associated FIR to be entered;

Conduct RVSM checks as per FCOM 2.04.45;

Select North Ref to TRU;

Supernumerary operational crewmembers on the flight deck should be used to


check the clearance waypoints, which have been inserted into the navigation
system, using source information such as the track message, or data link
clearance if applicable.

Pilot Flying (PF), ensure that Oceanic Control Area is entered at :

Correct waypoint

Flight level

Mach

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3.5.12.14 Mach Number Technique


3.5.12.15 Overview
Because of the high volume traffic on the organized tracks, the MACH number technique for
longitudinal separation is applied without exception. ATC apply Mach number technique to
maintain adequate longitudinal separation between aircraft operating on the same route at, or
climbing or descending to the same level.
3.5.12.16 Procedure in NAT Oceanic Airspace

ATC clearance includes the assigned Mach Number to be maintained;

Before accepting assigned Mach Number, pilot is to ensure that it is acceptable,


considering aircraft gross weight, altitude and temperature;

Its important that pilots adhere strictly to assigned Mach number unless ATC approval
of a change is received;

If an immediate change in Mach Number is required for safety (i.e. Turbulence) and
prior clearance cannot be obtained, notify ATC as soon as possible after the Mach
number change;

Ensure calculated estimate times are accurate;

Position Reports Include the Mach Number;

Step climb maintain last assigned Mach Number, advise ATC if unable to do so.

After leaving oceanic airspace pilots must maintain assigned Mach Number in domestic
controlled airspace unless otherwise advised.
Note:

Pre-Flight procedure MUST include a UTC time check of aircraft clocks.

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3.5.12.17 Communication
3.5.12.18 HF
HF frequencies are organized into six families(A,B,C,D,E,F). Refer to Jeppesen Text
manual; section Enroute, for details of frequencies. Normally a primary and secondary HF
frequency will be allocated either by domestic ATC (before Oceanic boundary) or when
obtaining Oceanic Clearance.
See in-flight- Contingences for HF communication failure.
3.5.12.19 SELCAL
SELCAL check MUST be performed before initial entry into Oceanic Airspace and
commencing SELCAL watch.
3.5.12.20 Operation of Transponders
Unless otherwise directed by ATC, operate transponders continuously in Mode A/C Code
2000. Continue to squawk last assigned transponder for a period of 30 minutes after entry
into NAT airspace.
The above procedure does not affect the use of the special purpose codes (7500, 7600 and
7700) in cases of: unlawful interference, radio failure and emergency.
Reykjavik ACC provides a radar control service in the southeastern part of its area and
consequently transponder codes issued by Reykjavik ACC must be retained throughout the
Reykjavik OCA until advised by ATC.
If radar vectors are provided by Reykjavik, MAG heading must be selected.
3.5.12.21 Entering NAT MNPS Airspace and reaching an NAT MNPS Waypoint
When approaching waypoints, the following check should be carried out:

In the same manner as in pre-flight, crosscheck next two waypoints and coordinates against OFP Flight Plan;

Check track and distance to next waypoint.

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At the waypoint:

Note:

Confirm that the aircraft turns in the correct direction and takes up the new track
appropriate to the leg to the next waypoint. The PNF marks the OFP waypoint - (/)

Select PROG - POSITION REPORT. Transmit the position report to ATC. The PNF
will then mark the CFP waypoint - ( \ ) to form an X over the waypoint. When an
ADS connection is established the pilot should assume that the appropriate digital
position has been transmitted;

A position check should be made at each waypoint and the present position plotted
10 minutes, 2 degrees of longitude or 2 degrees of latitude after passing each
waypoint.
Even if Automatic Dependant Surveillance (ADS) via data link is being used to
provide position reports to ATC the above checks should still be performed.

3.5.12.22 Monitoring during distractions from routine


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

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3.5.12.24 Strategic Lateral Offset Procedure (SLOP)


3.5.12.25 Proceure
The following procedure is permitted for wake turbulence avoidance or to mitigate the risk of
conflict when non-normal events such as aircraft navigation error, altitude deviation errors
and turbulence induced altitude errors.

Fly an offset course to the RIGHT 1 or 2nm from centerline.

Must not exceed 2nm deviation;

Determine best flight path to fly, i.e. use but not limited to TCAS, Communication,
Visual acquisition;

Pilot may contact other aircraft on air-air channel 123.45 as necessary to coordinate best wake turbulence offset option;

Pilot may apply an offset at oceanic entry point, but MUST return to centerline at
oceanic exit point;

ATC clearance is not required for this procedure;

Position reports Based on current ATC clearance and not exact co-ordinates of
offset position;

If overtaking another aircraft, consider offset to avoid exposing aircraft to


unnecessary wake turbulence;

If entering radar-controlled airspace, ie Bermuda, remain on established offset


position.

3.5.12.26 RVSM procedures in MNPS Airspace


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

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3.5.12.28 Exiting NAT MNPS airspace.


Revised Flight Plan

With increased traffic levels and more aircraft transiting the North Atlantic, a
number of flights have been cleared onto an Oceanic Track other than the track
originally filed. A number of problems have resulted;

When revised clearance does not establish aircraft back on original domestic
routing, flight crew shall confirm routing with next ATC sector controller. This is
especially important when changing FIRs. Flight Crews should ensure that
clearance is requested/received on a timely basis, prior to the exit point;

Cleared as filed
Caution:

A revised flight plan is for information purposes only. A revised domestic or


oceanic flight plan does not generate a revised flight planned route with ATC.
Any reference by ATC to Flight Planned Route or Cleared as Filed refers
to the last route filed while the aircraft was still on the ground.

Mach Number

After leaving Oceanic airspace, maintain assigned Mach Number in domestic


airspace unless advised otherwise by ATC.

Note:

The examples described above are also applicable to eastbound flight.

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3.5.13 IN-FLIGHT CONTINGENCIES NORTH ATLANTIC


3.5.13.1 Introduction
The following procedures are intended for guidance only. Although all possible contingencies
cannot be covered, they provide for such cases as:

Inability to maintain assigned level due to weather (for example severe turbulence);

Aircraft performance problems; or

Pressurization failure.

They are applicable primarily when rapid descent, turn-back, or diversion to an alternate
aerodrome is required. The pilots judgment will determine the specific sequence of actions
taken, having regard to the prevailing circumstances.
3.5.13.2 General Procedures

If an aircraft is unable to continue its flight in accordance with its ATC clearance, a
revised clearance should be obtained whenever possible, prior to initiating any action,
using the radio telephony distress (MAYDAY) signal or urgency (PAN, PAN) signal as
appropriate;

If a twin-engine aircraft as a result of an engine shutdown or a failure of an ETOPS


critical system employs these contingency procedures, the pilot should advise ATC as
soon as practicable of the situation, reminding ATC of the type of aircraft involved and
requesting expeditious handling;

Where SATCOM equipment is fitted, in the event that all other means of
communication have failed, emergency satellite voice transmissions may be made to
the controlling ATC unit. In addition, allocated airborne numbers to be used only in
emergency situations (excluding communications failure) is listed in the dialing
directory;

If prior clearance cannot be obtained, an ATC clearance should be obtained at the


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

If unable to obtain prior ATC clearance, execute the established contingency


maneuver to leave the assigned route or track.

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3.5.13.3 Special NAT Procedure


1.1.3.Special NAT procedure
If unable to continue the flight in accordance with ATC clearance and/or aircraft is unable to
maintain the navigation performance accuracy, and prior clearance cannot be obtained, the
pilot shall:

Offset from the assigned route by turning 90 degrees Left or Right off track and
achieve 15 nm from assigned route;

The Left or Right turn should be determined by the position of aircraft relative to
any organized route or track system. Other factors to consider.

Direction to alternate airport;

Any lateral offset being flown;

FLs allocated to adjacent routes.

If unable to maintain assigned flight level minimize rate of descent;

Once established on offset track;


1000 ft

if above

FL 410

500 ft

when below

FL 410

Climb

1000 ft

if at

FL 410

Descend

500 ft

if at

FL 410

Climb or Descend

If prior clearance cannot be obtained, an ATC clearance should be obtained at the


earliest possible time. In the meantime, broadcast position (including the ATS Route
designator or the Track Code as appropriate) and intentions, at frequent intervals on
121.5 MHz (with 123.45 MHz as a back-up frequency);

All exterior lights should be turned ON;

Utilize ACAS.

Before commencing any diversion across the flow of adjacent traffic, aircraft should, whilst
maintaining the 15 nm offset track, expedite climb above or descent below the vast majority
of NAT traffic.

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3.5.13.4 Weather Deviation Procedure


3.5.13.5 ATC Clearance Communication Established

Initiate communication with ATC, state

Weather Deviation Required

Pilot may also use the urgency call PAN PAN PAN, if necessary

Advise extent of deviation expected

If for separation purpose ATC cannot grant deviation due conflict traffic, ATC will
advise of conflict traffic. Pilot may elect to execute procedures detailed in 2.1.4.2 ATC
Clearance cannot be obtained

Advise ATC when weather deviation is no longer required or weather deviation has
been completed and aircraft returned to its cleared route

3.5.13.6 ATC Clearance Communication not established

Deviate away from track/route system

Broadcast position (including the ATS Route designator or the Track Code as
appropriate) and intentions, at frequent intervals on 121.5 MHz (with 123.45 MHz as a
back-up frequency)

All exterior lights should be turned ON, Utilize ACAS

Deviation less than 10nm remain at flight level assigned by ATC

Deviation greater than 10nm


Route Center
Line Track

Deviations Greater than


10nm

Level Change

EAST

Left

Descend (300ft)

000-179 Magnetic

Right

Climb (300ft)

WEST

Left

Climb (300ft)

180-359 Magnetic

Right

Descend (300ft)

When returning to track, be at assigned flight level when within 10nm of centreline;

Attempt to contact ATC if not already established.

3.5.13.7 Wake Turbulence


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


3.5.13.9 General
The communication failure procedure is located on reverse side of the North Atlantic plotting
charts.
If two-way communication is lost, the following procedure is intended as guidelines.

Identify Mode A code Squawk 7600 and mode C

Utilize satellite voice communication (if available)

Use VHF to contact ATC or another aircraft. Use air-to-air frequency 123.45MHz and
broadcast regular position reports until communication is re-established

121.5MHz, can also be used to establish initial contact with another aircraft and
transfer to air-air frequency 123.45MHz

3.5.13.10 Loss of HF communication PRIOR to entry into NAT


If operating with a received and acknowledge Oceanic clearance:

Enter at Cleared Oceanic entry point, flight level and Mach No, proceed in accordance
with acknowledge Oceanic clearance;

If operating without a received Oceanic clearance:

Enter Oceanic airspace at entry point, flight level and Mach as contained in filed flight
plan and proceed via filed flight plan to landfall. The first Oceanic flight level and
speed must be maintained to landfall.

3.5.13.11 Loss of HF Communication AFTER entering the NAT


Cleared on flight plan route

Proceed in accordance with last received and acknowledge Oceanic Clearance,


including level, speed, to the last specified Oceanic route point (normally landfall).
After passing the last specified Oceanic route point, refer to lost communication in
Jeppesen text pages for relevant state.

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Cleared on other than flight plan route

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

3.5.13.12 Communication Gander & Shanwick ACC Evacuation


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

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3.5.14 NAVIGATION SYSTEM DEGRADATION OR FAILURE


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

A suitable aerodrome before the boundary or returning to the aerodrome of departure;

3.5.14.4 One Navigation System remains after OCA boundary is crossed


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

Assess prevailing circumstances (e.g. performance of the remaining system,


remaining portion of the flight in MNPS Airspace, etc.)

Advise and consult with ATC as to the most suitable action; (e.g. request clearance
above or below MNPS Airspace, turn-back, obtain clearance to fly along one of the
special routes, etc.)

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When the flight continues in accordance with its original clearance (especially if the distance
ahead within MNPS Airspace is significant), begin a careful monitoring program

Take special care in the operation of the remaining system bearing in mind that routine
methods of error checking are no longer available check the main and standby
compass systems frequently against the information which is still available

Attempt visual sighting of other aircraft or their contrails, which may provide a track
indication keep a special lookout for possible conflicting aircraft, and make maximum
use of exterior lights

Use the basic IRS/GPS (if available) outputs to adjust heading to maintain mean track
and to calculate ETAs

At intervals of not more than 10 minutes plot position (LAT/LONG) on the chart and
adjust heading to regain track.

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3.5.15 RAPID DEPRESSURISATION / DESCENT


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

Direction to alternate airport, terrain clearance and levels allocated on adjacent routes
or tracks;

Driftdown will likely have to be modified by additional considerations such as other


traffic;

Driftdown strategy may be reviewed once clear of the OTS track in accordance with
the Special NAT procedure.

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3.5.17 OPERATIONAL FLIGHT PLAN


3.5.17.1 NAT FLIGHT PLAN ANNOTATION

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NORTH ATLANTIC / OCEANIC

3.5.18 ENROUTE AERODROMES


3.5.18.1 Aerodromes location North Atlantic
The following map gives an overall view of aerodromes located in the North Atlantic region.
See Chapter 6 for authorized aerodromes.

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3.5.18.2 Gander (CYQX/YQX) Newfoundland / Canada

RWY

LDA

IAP

03/21

3109

ILS/VOR

13/31

2713

ILS/NON

RFF

HRS

Medical Facilities

7*

H24

Community Hospital (Transfer


time is about 4 mins)

* RFF 8 available at 1 hours notice


Overview
Gander is located in north central Newfoundland. No significant terrain in vicinity of airport.
The airport is well equipped for passenger handling.
Weather
Fog and low clouds is a problem during spring and early summer. Early morning radiation fog
is slow to clear in winter. Summer - thunderstorms possible. Surface winds, winter generally
Westerly (average 15kts, Summer, Southerly (average less than 12kts). Wind speeds,
between 30-50kts are fairly frequent, particularly is association with low pressure centers or
fronts.
ATC
ATC is of a good standard, but no radar available.
General
During winter, snow banks are extensive, outer engine maybe very close and ingest snow.
Runway

Runway 03/21 and 13/31 61m wide;

Runway 03 and 31, turning pads available;

Runway 13, Taxiway exit available.

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3.5.18.3 Goose Bay (CYYR/YYR) Newfoundland / Canada

RWY

LDA

IAP

08/26

3368

ILS/DNB

16/34

2920

NON/NON

RFF

HRS

Medical Facilities

H24

Small Community Hospital.


(10 KM away)

Overview
Goose bay is located 100nm inland from the Atlantic. No significant terrain.
Weather
Poor visibility occurs during winter due ice fog and snow. Low ceiling frequent during spring
and autumn. Snow from October to May. Summers are generally good. Westerly winds
prevail, but April, May and June, northeast winds exceed westerly winds.
Runway

Runway 08/26 & 16/34 61m;

Runway 08/26 and 16/34 Taxiway exits available.

3.5.18.4 Halifax (CYHZ/YHZ) Nova Scotia / Canada

RWY

LDA

IAP

05/23

2682

NDB/ILS

14/23

2347

ILS/LOC B/C

RFF

HRS

Medical Facilities

H24

Facilities of a major city

Overview
Halifax is a major city in Nova Scotia. The airport has all the services one expects from a
international airport.
Weather
Light fog is common all year around, but dense fog occurs between April and August.
Occasional thunderstorms occur between May and October. Snow occurs December
through April, freezing rain is observed during winter.
Surface wind, October to April, Northwesterly, while May through September is Southerly.

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3.5.18.5 Kangerlussuaq (BGSF/SFJ) / Greenland EMERGENCY AIRPORT

RWY

LDA

IAP

RFF

HRS

Medical Facilities

10/28

2810m

LOC DME/NON

1100-2200z*

Very limited

SHOULD ONLY BE USED IN EXTREME EMERGENCY CASES;

SHOULD NEVER BE CONSIDERED FOR MEDICAL EMERGENCIES.

Overview
Located at the head of along, narrow, relatively straight fjord and approx 65nm inland from
West coast of Greenland, and 15nm West of the Ice Cap.
Approach & Terrain
The LOC approach is along the north side of the steep walled fjord. RWY 10, first 915m has a
1.5% upslope, giving the illusion of a short runway. Winds in excess of 20knots will cause
moderate turbulence on final due to terrain in all quadrants. VMC landing RWY 10, high
terrain in front of aircraft can cause a false horizon. Maintain instrument check. A safe landing
on RWY 28 is only possible during day VMC due close terrain.
Runway 10, missed approach climb gradient 5%.
Weather
Weather is generally good. Main problem is turbulence caused by high wind. High pressure
usually exists over the ice cap, producing a prevailing North East wind down RWY 10. IFR
conditions, mostly during spring and fall with low ceiling and fog. October - November,
snowfall expected. Altimeter may over read during cold temperatures.
Metar and TAFs report TRUE winds, so carefully when calculating crosswind.
ATC
ATC, tower and approach control (radar available) operates as per published hours. Both the
tower and approach can be operational within one (1) hour of notification of an emergency. If
diverting to Kangerlussuaq, notify Sondrestrom information as soon as conditions permit on
VHF or HF. Provide ETA, and advise that all airport services and facilities be activated.
Runway

Runway 10/28 60m wide;

Runway 10, No turning pad or TWY exit available;

Runway 28, TWY exit available.

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3.5.18.6 Keflavik (BIKF/KEF) / Iceland

RWY

02/20

LDA

3048m

IAP

RFF

ILS / ILS
9

11/29

3048m

HRS

H24

Medical Facilities
Keflavic - Small hospital. Reykjavic 30 minutes away - two major
hospitals

ILS / ILS

Overview
Keflavik is located on the Southwest coast of Iceland. High terrain located east through
southeast.
Weather
Prevailing winds are strong Northeasterly during wintertime, and strong southerly during the
summer. Southeasterly winds give the airport its greatest percentage of below minimum
weather. Low clouds are present much of the time, with fog occurrence during the summer.
Expect blowing snow January and February. Average temperature for January is -3C, so icy
runways during the winter maybe a problem.
ATC
Radar service is available.
Runway

Runways 02/20 & 11/29 60m wide;

Taxiways exits available for all runways.

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3.5.18.7 Lajes AB (LPLA/TER) / Azores

RWY

LDA

IAP

RFF

HRS

Medical Facilities

15/33

3314m

ILS / ILS

H24

Hospital available

Overview
A well equipped military airport, with both engineering and passenger handling capability.
Terrain
Terrain located in the Southwest, reaching 3,700ft at 10nm.
Winter
Low ceiling and poor visibility associated with passing fronts. Strong North-westerly winds
frequent after passage of cold front. Summer Settled weather.
Terrain located in the Southwest, reaching 3,700ft at 10nm.
ATC
Good ATC facilities with radar coverage. Contact Santa Maria while on the ground at Lajes to
obtain Oceanic clearance, this will take about 10 minutes. Initial FLs given for Oceanic
crossing are generally lower than requested.
Runway

Runway 15/33 - TWY exits available at both end.

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3.5.18.8 St. Johns (CYYT/YYT) Newfoundland / Canada

RWY

LDA

IAP

11/29

2581

ILS / ILS

16/34

2135

ILS / NDB

RFF

HRS

Medical Facilities

7*

H24

Hospital(s) (Transfer
time 10 minute(s)

Overview
St.Johns is located on Newfoundlands East coast.
Terrain
High terrain located Northwest of airport. RWY 29, high coastal cliff located on approach.
Weather
St. John has frequent strong winds, moderate to severe turbulence. Slippery runway
combined with strong winds during winter. During strong winds, anticipate moderate to
severe turbulence on approach with downdraft approaching the cliffs.
ATC
No radar available.
Runway

Runway 11/29 & 16/34 61m wide;

Runway 11,16 - Turning pad available;

Runway 34 - TWY exit available.

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3.5.18.9 Shannon (EINN/SNN) / Ireland

RWY

06/24

LDA

3059m

IAP

ILS / ILS

RFF

HRS

Medical Facilities

H24

Shannon - Small Hospital Limerick & Ennis (30


mins away) - Two major
hospitals

Overview
Shannon is an international airport, located on West coast of Ireland. Terrain located to the
east of the airport.
Weather
Fog is most prevalent in spring and fall, with March and October being the most critical
months. Ceiling less than 400 feet is rare in all seasons. However, ceiling of below 1000ft are
of significant frequency, especially early morning during the summer months.
ATC
Radar vectoring is provided.
Runway

Runway 06 - Taxiway exit available;

Runway 24 - Turning pad available.

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3.5.19 GREENLAND
3.5.19.1 Cold Temperature & Low Barometric Pressure
There maybe areas of Greenland with very low atmospheric pressure and very cold
temperatures. There are only a few stations in Greenland reporting altimeter settings and
these stations are primarily in coastal areas. Reported QNH vales may be misleading unless
close to a station reporting a current QNH.
With QNH set in extreme cold temperatures, the airplane is lower than indicated. This must
be considered when operating below normal cruising levels over Greenland, where terrain
separation is a matter of concern.
3.5.19.2 Terrain
The only critical terrain in the North Atlantic region is located in Greenland, with terrain up to
15,600ft MSL.
3.5.19.3 Operations over Green land below FL195
In the event of a depressurisation of emergency descent over Greenland or diversion to an
airport in Greenland, when operating below FL195, contact one of the flight information and
altering services in Greenland. See North Atlantic chart AT (H/L) 1, for frequencies.
If operating in Reykjavik OCA portion of Sondrestrom FIR, communication may be
established with Sondrestrom information. However maintain communication with Reykjavik
until leaving the Reykjavik OCA (descending below FL195).
3.5.19.4 Driftdown Procedures
All routes over Greenland are designated critical terrain routes. Refer to OM PART C, section
5 for details of Driftdown and escape routing.

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3.5.20 COLD TEMPERATURE ALTIMETER ERRORS


3.5.20.1 Overview
When temperatures are lower than International Standard Atmosphere (ISA), true altitude is
lower than indicated altitude. This temperature effect on indicated altitude becomes
extremely important with very cold temperatures and minimum terrain separation.
Except in Canada, IFR assigned minimum altitudes are not compensated for these cold
temperature errors. Pilots need to beware of reduced terrain/obstacle clearance and may
need to co-ordinate higher altitude with ATC.
The values from the Altitude Correction table should be added to the published procedure
altitudes, including minimum altitude and DME arcs to ensure adequate obstacle clearance.
Unless otherwise specified, the destination aerodrome elevation is used as the elevation of
the altimeter source.
Additionally, when obstacles or terrain are a factor, the corrections should be applied to the
following only after obtaining ATC approval:

Approach procedure altitudes;

Missed approach procedure altitudes;

IFR-assigned minimum altitudes.

With respect to altitude corrections: the following procedures apply:

Pilots may refuse IFR-assigned minimum altitudes in lieu of a higher request;

If assigned IFR altitudes accepted, do not adjust for cold temperature correction;

Radar vectoring altitudes, require no corrective action by pilot;

Adjustments to MDA or DA do not require ATC coordination;

Once established on an ILS glide-slope, only the DA needs to be corrected.

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3.5.20.2 Altitude Correction table


Height above the elevation of the Altimeter source (feet)

*A/P
Temp

200

300

400

500

600

700

800

900

1000

1500

2000

3000

4000

5000

C
0

20

20

30

30

40

40

50

50

60

90

120

170

230

290

-10

20

30

40

50

60

70

80

90

100

150

200

290

390

490

-20

30

50

60

70

90

100

120

130

140

210

280

430

570

710

-30

40

60

80

100

120

130

150

170

190

280

380

570

760

950

-40

50

80

100

120

150

170

190

220

240

360

480

720

970

1210

-50

60

90

120

150

180

210

240

270

300

450

590

890

1190

1500

*Aerodrome Temperature

Example
Aerodrome Elevation: 2262ft:
Aerodrome temperature: Minus 50C

Altitude

HAA

Correction

Indicated Altitude

Procedure Turn

4000ft

1738ft

+520ft

4520ft

FAF

3300ft

1038ft

+300ft

3600ft

MDA (straight-in)

2849ft

578ft

+180ft

3020ft

Circling MDA

2849ft

578ft

+180ft

3020ft

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3.5.21 OCEANIC CHECKLIST


3.5.21.1 Flight Planning

NAT Track Message

Check for Validity

Planned Route

Check the Operational flight Plan (OFP) waypoints agree with the NAT track message

Plotting Chart

Qatar Airways customized Plotting Charts are


stored in Destination Trip Kit manual (2 plotting charts per Trip Kit).

Plot Route

1) Plot waypoints from Oceanic entry to Oceanic exit as extracted from OFP.
2) Join waypoints with solid line.

Weather

a) Destination / Destination Alternate


b) ETOPs for en-route airports

ETOPS Airports

Be familiar with facilities at en-route airports

Data-Link Procedures

Be familiar with
1) Logon Procedures
2) Message Exchanges

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3.5.22 Pre-flight

MEL

Check MEL for items that may affect


a) Communication (i.e. HF)
b) RNP 10 Capability
c) RVSM Capability

Master Clocks

Synchronized to a GPS Signal.

Altimeter

Within Tolerance for RVSM Operation

IRS

Complete Full Alignment.

Present Position

Confirm present position co-ordinates

FMS Loading of Oceanic Way- PF - Enters waypoints/co-ordinates


points
PNF - Cross checks. Read frm FMS screen
back to the Master OFP.

Distance & Track Check

Verify waypoint co-ordinates.


(Performed during pre-flight, if not, the during
initial cruise).

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3.5.23 Oceanic - Prior to Entry

Gross Error Check

Check accuracy against ground based NAVAID

HF & SELCAL CHECK

a) HF - Primary & Secondary checked.


b) SELCAL - Checked

CPDLC

Log on 15 to 45 minutes (if aircraft equipped)

Oceanic Clearance

a) Obtain Oceanic Clearance 40-60 minutes


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

Oceanic Re-clearance

a) TWO crewmembers are required to monitor


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

Altimeter & Compass

Altimeter and Compass Record and


time of reading

note

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3.5.24 Oceanic - After Entry

Squawk

a) Within Shanwick & Gander Oceanic Airspace.


1) 30 minutes after Oceanic entry Squawk
2000.
b) Reykjavik Oceanic Airspace.
1) Maintain las assigned Squawk.

Communications

121.5 (Emergency) - Set


123.45 (Air-Air) - Set

Mach Number

Maintain Assigned Mach Number

Altimeter

Hourly Checks

Strategic Lateral Offset Proce- Review Procedure


dure
1) Fly Centerline
2) Fly 1nm or 2nm RIGHT of center-line only.

Waypoint - Approaching

a) Cross check co-ordinates with OFP for:


1) Waypoint just crossed
2) Next waypoint.

Waypoint - Overhead

a) Confirm aircraft.
1) Turns in correct direction
2) Takes up new direction
b) Provide Position Report to ATC.
See reverse side of Jeppesen Plotting Chart
or OM Part C, Chapter 4 for Position Report
format.

Waypoint - 10 Mins Plot

a) At 10 mins, and 2 latitude / 2 Longitude


after passing a Oceanic waypoint crew MUST
plot:
1) Latitude/Longitude and Time.

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Oceanic - After Entry (Contd)

Waypoint - Midpoint

a) Cross check upper winds with


1) OFP
2) FMS
3) Upper wind chart
b) Confirm ETA to next waypoint

30 W

a) Westbound
1) Gander - HF/CPDLC logon. Add HEAVY to
call-sign when using Hf.
2) Add HEAVY to call-sign when using HF.
b) Eastbound
1) Shanwick - HF/CPDLC logon.

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3.5.25 Oceanic - Exit

Ground Based Nav AID

Compare ground based NAV AID to FMGS.


Note any discrepancy.

Strategic Lateral Offset

If using Strategic Lateral Offset procedure


during Oceanic Crossing, return to centerline
before exiting Oceanic Airspace.

Routing after Oceanic Exit

a) When cleared on an Oceanic Track other


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

Mach Number

Maintain Assigned Mach Number.


A change of Mach Number may be requested if
required for operational reasons.

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3.5.26 Inflight Contingences

Loss of Communication

a) Prior - Oceanic Entry


b) After - Oceanic Entry
c) Shanwick and Gander ACC - Evacuation
(See Jeppesen text manual, section Emergency).

Navigation Degradation
Partial Failure

or

a) See reverse side of Plotting Chart


b) OM Part C, Chapter 4.

Unable to continue Flight in


accordance with ATC Clearance

a) Refer to Special NAT procedure, which is


basically:
1) 15nm OFFSET, 90 degree turn to LEFT or
RIGHT Procedure.
(See reverse side of plotting chart for details).

Weather Deviation

a) ATC Clearance, communication established.


b) ATC clearance, communication not established.
c) Wake turbulence Apply the Strategic Lateral Offset Procedure (SLOP).
(See reverse side of plotting chart for details).

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I N T E NT I O N A L LY

L E F T

B L A N K

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3.6

UNITED STATES OF AMERICA

3.6.1

FAA - AERONAUTICAL INFORMATION MANUAL

The FAA, Aeronautical Information Manual can be found at the following website:
http://www.faa.gov/airports_airtraffic/air_traffic/publications/ATpubs/AIM/
Jeppesen text Manual, section Air Traffic Control, pages titled US X-X-X is a reproduction
of the FAA, Aeronautical Information Manual (AIM).
3.6.2

Non-discrimination on the Basis of Disability in Air Travel

The Air Carrier Access Act, Part 382, prohibits both U.S. domestic carriers and foreign
carriers from discriminating against passengers with disabilities.
This rule came into effect on 13 May 2009. For Qatar Airways, Part 382 applies to flights that
begin or end at any U.S. airport and to the aircraft used for those flights. It also applies to the
operating carrier in codeshare flights.
The role of Complaint Resolution Officials (CRO) is an expert in all matters of Qatar Airways
compliance with the requirement of U.S. DOT Air Carrier ACT (ACAA) Part 382. The CRO
will be empowered to make decisions to resolve compliance issues in a timely way, this may
on occasion require the overruling of a decision of other QR personal. However, CRO is not
authorised to challenge a safety related decision of the Pilot-in-command.
Note :

In the event of any doubt to the suitability of a passenger to travel, the Pilot
in command (PIC) is advised to consult with the station CRO or Doha prior
to making decision.

The following MUST be avoided while handling a disabled customer :

Discrimination during the provision of air transportation.

Invoking/requiring/compelling special services, (including, but not limited to, preboarding), that the individual does not request. However, pre-boarding may be
required for receiving certain seating or in-cabin stowage accommodations.Invoking/
requiring/compelling special services, (including, but not limited to, pre-boarding), that
the individual does not request. However, pre-boarding may be required for receiving
certain seating or in-cabin stowage accommodations.

Denying the disabled person the benefit of air transportation or related services that
are available to other persons, except where specifically permitted by Part 382.

Carriers must not limit the number of passengers with a disability who travel on a flight.
Unless specifically permitted by a provision of the rule, carriers shall not refuse transportation
of a disabled passenger.

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However, a passenger may be refused due to :

Safety considerations.

Carriage of a passenger who violates Federal Aviation Regulations.

In general, carriers may not ask a passenger with a disability to produce a medical certificate.
However, a medical certificate along with a medical review by QR Doctors may be required
for a passenger with a disability under the following conditions :

Travelling on a stretcher or in an incubator.

Requiring medical oxygen in flight.

Requiring extraordinary medical assistance during the flight.

Having a communicable disease or condition that could pose a direct threat to the
health or safety of others on the flight.

To be valid, a medical certificate must be dated within 10 (Ten) days of the scheduled date of
the passengers initial departing flight. In case the above mentioned medical conditions
continue / persist during the return journey, then a new medical certificate will be required for
the return sector as well. Similarly, if there is a gap of several weeks between the initial
departing flight and onward travel then, even in that case, another medical certificate will be
required.
In general, advance notice is not required for a passenger with a disability.
However, advance notice is required if a passenger with a disability wishes to receive special
services, equipment or has a medical condition that necessitates a medical certificate and an
additional medical review by QR Doctors. The following advance notices may be required :

Up to 72 hours advance notice (if a passenger wishes to receive carrier supplied inflight medical oxygen)

Up to 48 hours advance notice (if a passenger wishes to use a personal ventilator /


respirator), and

Check-in one hour before the minimum check-in time. (e.g. if the recommended
check-in time is 3 hours then the passenger requiring special services should check-in
4 hours prior to departure)

In general, carriers cannot make it mandatory for a passenger with a disability to travel with
an escort.

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However, the following table explains other scenarios, with applicable actions, which should
apply :
Category

Carriers View

Likely Action(s)

Stretcher or incubator
case

Medical escort MUST


always accompany
passenger unless QR
Doctor authorises a
non-medical escort

Carrier will charge for the transportation of


medical or non-medical escort even if passenger disagrees with the carrier.
Passenger agrees and voluntarily chooses
to travel with a personal attendant/escort carrier will charge for the transportation of
the escort.

Mentally disabled passenger

Escort is required

Passenger with a severe mobility impairment

Escort is required

-do-

Both severe hearing


and severe vision impairments

Escort is required

-do-

Passenger disagrees with the carrier and


feels that he/she can travel independently
carrier will not charge for the transportation
of the escort.

Carriers must not require a passenger with a disability to sign any type of release or waiver of
liability.

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In general, passengers with a disability must not be subjected to restrictions that do not apply
to other passengers; e.g. the restrictions that must NOT be imposed areas follows :

Restricting passengers movements within the terminal.

Requiring passengers to remain in a holding area or other location in order to receive


transportation, services or accommodation.

Making passengers sit on blankets on the aircraft.

Making passengers wear badges or other special identification.

The carriers cabin crew / ground staff are required to provide assistance :

Moving the passenger to and from seats, as part of the boarding and disembarking
processes.

Preparing for eating, such as opening packages and identifying food.

Using the on-board wheelchair to enable the passenger to move to and from a
lavatory.

To a semi-ambulatory person, moving to and from the lavatory without lifting or


carrying the person.

Stowing and retrieving carry-on items, including mobility aids and other assistive
devices stowed in the cabin.

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3.6.3

Definitions

1) A flight means a continuous journey in the same aircraft, or with one flight number, that
begins or ends at a U.S. airport
2) A passenger with a disability means any individual who has a physical or mental
impairment that, on a permanent or temporary basis, substantially limits one or major life
activities, has a record of such an impairment, or is regarded as having such an
impairment.
3) Temporary disabilities include :

Recent surgery or medical treatment including broken limbs.

Recent (or still existing) physical illness.

4) Physical and mental impairments include but are not limited to; diseases and conditions
such as orthopaedic, visual, speech, hearing impairments, cancer, heart disease,
diabetes, mental retardation, emotional illness, drug addiction, alcoholism, cerebral palsy,
epilepsy, muscular dystrophy and multiple sclerosis.
5) Major Life Activities means functions such as caring for ones self, performing manual
tasks, walking, seeing, hearing, speaking, breathing, learning and working.
6) Complaint Resolution Officials (CROs) are specially trained staff members who will
have the authority to overrule the decision of any other airline personnel in order to
ensure compliance with the regulation. However CROs will not be authorised to
countermand a decision of the pilot-in-command, (PIC), when the basis for such a
decision is safety.

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3.6.4
3.6.4.1

GEOGRAPHICAL OVERVIEW
Location of States within USA

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3.6.4.2

Two letter identifier for each State in Eastern US

Two Letter identifier for each State in Eastern US


CT

Connecticut

NJ

New Jersey

NY

New York

DC

Washington

DE

Delaware

OH

Ohio

GA

Georgia

PA

Pennsylvania

IL

Illinois

RI

Rhode Island

IA

Indiana

KY

Kentucky

SC

South Carolina

MA

Massachuesetts

TN

Tennessee

MD

Maryland

ME

Maine

VA

Virginia

MI

Michigan

VT

Vermont

NC

North Carolina

WV

West Virginia

NH

New Hampshire

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3.6.5
3.6.5.1

AERODROME LOCATION
Aerodrome location in North East USA & Canada

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3.6.6

METEOROLOGY

Refer to Jeppesen textbook, Section Meteorology, which provides full details on US


meteorology.
The following website provides detailed aviation weather information for Unites States of
America: http://adds.aviationweather.noaa.gov/
3.6.6.1

Unit of measurement

Meteorological reports in the USA use the following units for expressing visibility, RVR and
altimeter setting:

Visibility

Statue Miles (SM)

RVR

Feet

Altimeter Setting

Inches

Tower wind direction is issued as Magnetic and wind velocity in knots

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3.6.6.2

RVR Conversion Feet to Meters

As per US OPS SPEC C051, the following table is approved for RVR conversion feet to
meters.
RVR Conversion
FEET

METERS

300 ft

75m

400 ft

125m

500 ft

150m

600 ft

175m

700 ft

200m

1000 ft

300m

1200 ft

350m

1600 ft

500m

1800 ft

550m

2000 ft

600m

2100 ft

650m

2400 ft

750m

3000 ft

1000m

4000 ft

1200m

4500 ft

1400m

5000 ft

1500m

6000 ft

1800m

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3.6.6.3

Meteorological Visibility Conversion table

As per, US OPS SPEC C051, the following table is approved for Meteorological Visibility
Conversion.
Meteorological Visibility Conversion
Statue Miles (SM)

Meters (M)

Nautical Miles (NM)

1/4sm

400m

1/4nm

3/8sm

600m

3/8nm

1/2sm

800m

1/2nm

5/8sm

1000m

5/8nm

3/4sm

1200m

7/10nm

7/8sm

1400m

7/8nm

1sm

1600m

9/10nm

11/8sm

1800m

11/8nm

1 sm

2000m

1 1/10nm

1 sm

2400m

1 3/10nm

1 sm

2800m

1 nm

2sm

3200m

1 nm

2 sm

3600m

2nm

2 sm

4000m

2 2/10nm

2 sm

4400m

2 4/10nm

3sm

4800m

206/10nm

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3.6.6.4

En-route Advisory Service (EFAS)

EFAS is an enroute advisory service, divided into low and high altitude service, which
provides weather information to aircraft.

Working hours: Normally 0600am to 1000pm;

Between 5000ft to 17,000ft, Frequency 122.0Mhz (Same frequency for entire US);

Above 18,000ft, EFAS frequency for Eastern USA.

Boston 133.925

Atlanta 135.475

Cleveland 135.425

Indianapolis 134.825

Washington 134.525

To contact Flight Watch use the name of the ARTCC facility in your area and the name of the
nearest VOR to your position.
Example: Flight Watch Boston, Qatari 123, Bangor VOR.
3.6.6.5

Hazardous in-flight weather advisory Service (HIWAS)

Continuous broadcast of hazardous weather forecast through selected VORs.

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3.6.6.6

In-flight Weather Advisories

There are three (3) types of in-flight weather advisories:

SIGMENTS

Convective SIGMETS

AIRMET

All these advisories use the same location identifiers, VORs, airports or well know
geographical area to describe hazardous weather areas.

Refer to Jeppesen Textbook; section Radio Aids for VOR identifications or section
En-route, mini chart, number US-5;

See geographical section of this brief for two letter state identifiers.

3.6.6.7

SIGMENT

See Jeppesen textbook, Section Meteorology, page US 7-1-11/12 for full details.
SIGMET advise of potential hazardous weather to all aircraft, ie severe icing, turbulence and
storms (dust/sand) that may lower visibilities below 3 miles. SIGMET are valid for 4 hours and
updated as required. The SIGMETS are broken down into six regions as shown on the
enclosed map.

Firstly, by US State;

Secondly, by reference to bearings and distances to VORs in that state. Thirdly, the
state is shown in two-letter format e.g. NJ for New Jersey or VA for Virginia.

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3.6.6.8

Convective SIGMETs

See Jeppesen textbook, Section Meteorology, page US 7-1-12 for full details
Overview
Convective SIGMETs are issued for any of the following and implies severe turbulence icing
and low level windshear:

Surface wind greater than or equal 50kts;

Hail at surface greater than inch in diameter;

Embedded or line of Thunderstorms, or thunderstorms producing heavy precipitation.

Convective SIGMET are issued Hourly at H+55


3.6.6.9

Regions

WSTE

Eastern Region

East of 87 West Longitude

WSTC

Central Region

Between 107 and 87 West

WSTW

Western Region

West of 107 West Long

3.6.6.10 Example of a Convective SIGMET Decode

WSUS32 KKCI 220755

Transmission details

SIGC

SIGMENT

CONVECTIVE SIGMET 24C

Convective Sigment number

VALID UNTIL 0955Z

Validity period

MN LS

Affected states MN Minnesota & LS Louisiana

FROM 20ESE INL-50WSW YQT- 20miles East/Southeast, INL (VOR named Interna50ENE DLH-20ESE INL
tional fall Minnesota) to 50miles West/Southwest
YQT (named Thunder Bay Ontario) to 50miles
East/Northeast DLH (VOR named Duluth, Minnesota) to 20miles East/Southeast INL (VOR named
International fall Minnesota)

AREA TS MOV FROM 23045KT. Area of thunderstorms moving from 230 degrees at
TOPS TO FL310.
45kts, tops at 31,000ft

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Example of Convective Segment


WSUS32 KKCI 220755
SIGC
CONVECTIVE SIGMET 24CCONVECTIVE SIGMET 24C
VALID UNTIL 0955Z
MN LS
FROM 20ESE INL-50WSW YQT-50ENE DLH-20ESE INL
AREA TS MOV FROM 23045KT. TOPS TO FL310.
OUTLOOK VALID 220955-221355
AREA 1...FROM 50NNW ONL-70S FSD-30SSW OVR-30W OSW-50WSW TUL-60NE
CDS-60WSW ICT-60E GCK-60W LBL-30SSW PUB-50NW LBF-50NNW ONL
WST ISSUANCES EXPD. REFER TO MOST RECENT ACUS01 KWNS FROM STORM
PREDICTION CENTER FOR SYNOPSIS AND METEOROLOGICAL DETAILS.
3.6.7

AIRMET

See Jeppesen textbook, Section Meteorology, page US 7-1-13 for full details

Describe weather that is of lower intensity than those issued in SIGMETs;

Issued every 6 hours;

Three AIRMETs available, Sierra, Tango and Zulu which describe:

Sierra : IFR conditions and/or extensive mountainous obstructions;

Tango : Moderate turbulence, surface winds 30kts or greater, non-convective low


level windshear;

Zulu : Moderate icing and freezing level heights.

Example of AIRMET
Note the T in CHIT (CHI = Chicago), which indicates Tango AIRMET
CHIT WA 220845
AIRMET TANGO UPDT 1 FOR TURB AND LLWS VALID UNTIL 221500
AIRMET TURB...SD NE KS MN IA MO WI LM LS MI IL OK TX AR LA
FROM YQT TO SSM TO BAE TO COU TO ELD TO ACT TO TXO TO 50W LBL TO
GLD TO OBH TO MSP TO YQT
MOD TURB BLW 120. CONDS CONTG BYD 15Z ENDG 18-21Z S OF 50W LBLELD LN. ELSW...CONDS CONTG BYD 15Z THRU 21Z.
OTLK VALID 1500-2100Z...TURB MO WI LM MI LH IL IN KY AR TN
BOUNDED BY SSM-80ESE SSM-YVV-ECK-BVT-DYR-ELD-COU-BAE-SSM
MOD TURB BLW 120. CONDS DVLPG 15-18Z. CONDS CONTG THRU 21Z.
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3.6.7.1

1METARs & TAFS

Most of the terminology in TAFs and METARs conforms to ICAO standard. Some difference
does exist.
3.6.7.2

METARs

See Jeppesen textbook, Section Meteorology, page US 7-1-51 to US 7-1-60 for full details.
METAR KPIT 091955 COR 22015G25KT 3/4SM R28L/2600FT TSRA OVC010CB 18/16
A2992 RMK SLP045 T0820159.

If the METAR is issued without input from a human observer it will be indicated by
AUTOmated following the date and time of issue;

If Metar is CORrected then COR appears in this position as in above example;

- Visibility in statue miles;

R indicates Runway Range

2600FT is the 4-digit visibility, in feet. A single letter to indicate trend, Down, Up or No
may follow the visibility value;

Cloud amount, height and type: if CLR (Clear) is stated in an automated METAR,
then no clouds below 12,000ft reported;

Temperatures may be preceded by a Minus for below zero, e.g., M06;

Altimeter setting. Indicator and 4 digits A indicates inches and hundredths; e.g A29.92
Q indicates hectoPascals; e.g. Q1013,

RMK - Remark.

If AO2 or AO1 is present in the RMK it means the following automated weather
station with precipitation discriminator (can tell difference between liquid and
frozen/freezing precipitation). AO1 does not have a precipitation discriminator;

SLP 045 - Sea Level Pressure in hectoPascals & tenth, ie 1004.5hPa

T0820159 Temperature and dew point in tenths:

Temperature: Example 0820 = 18.2c;

Dew point: Example 159 = 15.9c.

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3.6.7.3

TAFs

See Jeppesen textbook, Section Meteorology, page US 7-1-51 to US 7-1-60 for full details.
Difference to ICAO

Visibilities greater than 6sm shown as P6SM (Plus Six statue miles);

Windshear information included in TAF.

Presentation - WS010/31022KT (Windshear WS is the forecast of nonconvective low level winds, up to 2000ft);

Example: 010 Low level windshear at 1,000ft;

Example: 31022kt Wind direction / Speed.

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3.6.8

WEATHER BRIEF - USA

3.6.8.1

Overview of Weather in USA

Winter: Frequent travelling frontal depressions associated with Polar fronts, which, at this
time of year, lies from Florida towards Southern England.
Summer: Polar fronts moved northwards, lies from Newfoundland towards Scotland,
associated travelling frontal depression activity is about half the winter rate.
Its not unusual for marked temperature inversion to exist during anti-cyclonic conditions over
North America in winter.
Hurricane season is June to October. Hurricanes form in the Caribbean move northeasterly
over land or water.
Jetstream, associated with Polar fronts is often present over North America during winter at
about 30N at a height of 40,000ft. Further North, jet stream often associated with traveling
depressions, occur frequently in winter, but less so in summer.
3.6.8.2

US East Coast - Weather

Overview
Outbreaks of polar air masses over Labrador or Southern Greenland can create heavy
weather development with snowstorms and blizzards in wintertime. The warm Gulfstream
causes instability of heated up cold air masses with heavy rainfall and thunderstorms.
When moist air drifts with Southeast winds towards the cooler east coast, sea fog (advection
fog) forms and can affect many airports in the region at same time, especially Bangor,
Boston, New York and Philadelphia.
Radiation fog may affect Newark (KEWR) and Bradley Windsor Lock (KBDL).
Warm fronts may become stationary in mid winter, resulting in low ceiling and visibility due
fog, drizzle, rain and snow,
3.6.8.3

Northeasters

Northeasters are the result of deepening system moving offshore up the east from the central
Atlantic of Gulf States. These storms in the autumn, winter and spring produce moderate to
heavy snow, rain for periods usually lasting up to 24hrs, although may persist for days
deepening upon the existence of a blocking high. Northeasters will affect all East coast
airports, from Washington to Canada Border.

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3.6.8.4

Hurricanes

Hurricane season is June to October. Hurricanes forming in the Caribbean may move
northeasterly over land or water with destructive power.
3.6.8.5

Thunderstorms

Thunderstorms can be intense and occur during summer months (June-August).


3.6.8.6

Great Lakes Region and Montreal - Weather

3.6.8.7

Overview

The weather development in this area can be severe. Summer, CB may build ups maybe
extensive, comparable to monsoon type build-ups in the Far East. Re-routing of entire traffic
flows may be necessary. Winter period, heavy snowfalls and strong winds may occur,
resulting in blizzards that may affect or close airports such as Chicago, Montreal and Toronto.
Warm fronts, main features are light rain, drizzle and snow occur November through to
March, generally affecting Chicago, Detroit, Buffalo, Montreal, Cleveland and Syracuse.
Fog occurs December to January, especially when southwesterly flow of moist air from Gulf
of Mexico. Airports generally affected, Chicago, Detroit, Buffalo, Montreal, Cleveland and
Syracuse.
Thunderstorms occur mostly in the summer month, with maximum occurrence June-August.
3.6.8.8

Lake Effect Snow

This occurs in late autumn and winter, and is most severe when a mass of cold air passes
over the lake water, which is warmer than the air following the cold front.
3.6.8.9

Squall lines

Pre-frontal squall lines may occur in April and May. They develop with a cold front
approaching from the West or Northwest; usually form in the afternoon near surface front. CB
activity reaches maximum 100 to 300 miles head of the front, with showers temporarily
lowering ceiling and visibilities.

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3.6.9
3.6.9.1

AIRSPACE
Airspace Overview

The following is a pictorial view of US airspace classification. Further details can be found in
Jeppesen text Manual, section Air Traffic Control.

3.6.9.2

Transition Altitude

Transition altitudes are not used. Flight levels begin at FL180, where altimeter setting of
29.92 inches of mercury is used.
3.6.9.3

Class E airspace

Class E airspace may serve as an extension to Class B, C and D airspace. Such airspace
provides controlled airspace to contain standard instrument procedures, without imposing a
communication requirement on pilots under VFR, therefore pilots should be aware that while
conducting terminal procedures (SIDs/STARs) or operating outside Class B, C airspace, VFR
traffic may exists without an operational transponder.

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3.6.9.4

VFR traffic

Uncontrolled VFR traffic operating below 18,000ft is a problem for IFR flights. These aircraft
are not necessarily transponder equipped and traffic information from ATC maybe very late
3.6.9.5

RVSM

US airspace is designated as RVSM between FL290 to FL410.


3.6.10 AIRWAYS & ROUTE SYSTEM
3.6.10.1 Overview of Victor & Jet Airways
Airways within the US, are divided into two types as follows:
Type of
AWY

Designator

Example

Published Altitude

a)

Victor

V12

Up to but not including 18,000ft MSL

b)

Jet

J215

From 18,000ftMSL to FL450 inclusive

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3.6.11 COMMUNICATION
3.6.11.1 General
If difficulty in understanding American slang, ask for clarification, as ICAO standard
phraseology is not always used. Speaking slowly may trigger the response to be slower.
3.6.11.2 Emergency Frequency 121.5 & US Coast Guard Frequency

121.5 should always be monitored in US Airspace;

US Coast Guard HF frequency 2182 KHz is monitored H24 by US Coast Guard.

3.6.11.3 First Contact Enroute


When calling Air Route Traffic Control center (ARTCC), use the word center instead of
control, ie Washington center.
On first contact with US ATC center, provide:

Radar Environment;

Aircraft present position;

Altitude;

Estimate time for next reporting point.

3.6.11.4 Aircraft Call Sign


The word HEAVY is required in the ATC transmission within US Airspace for aircraft with a
weight greater than 136,000kgs.
The following are examples of using group form numbers, the word HEAVY must be
included.

Qatari 083 - Newark, Qatari eighty three heavy

Qatari 05 Newark, Qatari five heavy

Qatari 1423 Newark, Qatari fourteen twenty three

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3.6.11.5 Radio Frequency


When a radio frequency contains a decimal point, the decimal point is spoken as POINT.

122.1 - One two two point one

Note:

ICAO procedures, require the decimal point be spoken as decimal, although


FAA will honor ICAO procedures.

3.6.11.6 Airway or Jet Numbers

V12, spoken as Victor Twelve;

J533, spoken as Juliet Five thirty three.

3.6.11.7 Figures
Figures indicating hundreds and thousand in round numbers, as for ceiling height and upper
wind levels, up to 9,900 shall be spoken as shown in the following examples:

500

Five hundred

4,500

Four thousand five hundred

Numbers above 9,900, shall be spoken by separating the digits preceding the word
thousand, see following examples:

10,000

One zero thousand

13,500

One three thousand five hundred

3.6.11.8 Radar
When advised radar contact, position reports are to be omitted.
3.6.11.9 ATC Identification

ATC ident

ATC ident

Example

Approach Control
Service

Approach
Control

Departure
Control

Washington Approach
Control

Control Towers (Ground


Control Services)

Ground
Control

Clearance
Delivery

Washington Clearance
Delievery

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3.6.12 AIR TRAFFIC CONTROL PROCEDURES


3.6.12.1 VFR traffic in TMAs
VFR traffic operating in TMAs, separation as follows:

500ft Vertical

1 mile lateral

3.6.12.2 Traffic Advisories


Below 18,000ft and outside TMAs, ATC will give information on VFR traffic, but will not
provide radar vectors around the traffic unless requested by pilot. During arrival procedures
radar vectors may take the aircraft outside Class B airspace, which ATC may or may not
advise.
3.6.12.3 Altimeter Setting Procedures
Altimeter setting are furnished by ATIS, tower, Approach and Centre Control, and also
available from Flight Service Station (FSS) weather broadcast or by request to FSS. The pilot
receiving the altimeter setting should repeat it for verification.
Use the setting given by Centre frequency. The controller issues altimeter setting for flight
operating below FL180 as they are observed passing compulsory reporting points.
Difference in to altimeter setting

Inches on Mercury are used instead of hPa within the US;

18,000ft is used to determine whether the standard altimeter setting of 29.92 or the
local altimeter setting is used;

18,000 ft Cruise below

Altimeter to be set according to the reported altimeter setting of a station (within 100nm) along the
route (QNH).
Note:

18,000 ft Cruise at or above

Set destination QNH once in contact


with Approach control as no instruction
may be provided.

Altimeter to be set to 29.92ins (1013.2mbs)

See Jeppesen text book, FAR 91-121, Altimeter Setting for details on usable flight level
when no station.

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3.6.12.4 Speed Control

FAR 91-117(a) states, Unless authorized by the administrator, no person may


operate an aircraft below 10,000ft MSL at an indicated airspeed of more than 250kts.

If you are flying above 10,000 ft and given a speed adjustment greater 250kts and you
are subsequently cleared below 10,000 ft, you are expected to reduce automatically to
250 kts.

An approach clearance supersedes any prior speed assignment and pilots are
expected to make their own speed adjustments to complete the approach.

However it may be necessary for ATC to issue further speed adjustments after the
approach clearance to maintain separation.

At or below 2500ft and within 4nm of primary airport within class C or D airspace,
maximum indicated speed is 200kts.

FAR 91-117(d), states, If the minimum safe airspeed for any particular operation is
greater than the maximum speed prescribed in this section, the aircraft may operate at
that minimum speed.
If a speed greater than 250kts is required due to maneuverability or safety, prior coordination with ATC is required.

3.6.12.5 A340-622 - Speed limitation below 10,000ft


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

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3.6.12.7 Minimum Fuel Advisory


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

Transponder code 7777 is reserved for military use and must NOT be used by civilian
operators.

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3.6.13 ATC CLEARANCE ENROUTE


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

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3.6.13.4 Vacating Altitude/Flight level


Vacating previously assigned altitude/flight level for a newly assigned altitude/flight level
MUST be reported to ATC. Reaching an assigned altitude/flight level is not subject to a
report.
3.6.13.5 Descend via
Clearance to descend via authorizes the pilot to vertically and laterally navigate on the
depicted procedure (i.e. STAR), meeting all published restrictions (altitudes crossing, speed,
unless otherwise advised).
ATC Qatari 83 heavy descend via the Albany 1 arrival.
Pilots cleared for vertical navigation using the phraseology descend via, shall inform ATC
upon initial contact with a new frequency.
Pilot Qatari 83 leaving FL240, descending via Albany 1 arrival.
3.6.13.6 Holding Instructions
Whenever an aircraft has been cleared to a fix other than the destination airport and delay is
expected, ATC will issue

Holding instructions, unless the pattern is charted;

Expect Further Clearance (EFC) time, and

Best estimate of any additional en-route/terminal delay.

If a holding pattern is charted and the controller doesn't issue complete holding instructions,
the pilot is expected to hold as depicted on the appropriate chart. When the pattern is
charted, the controller may omit all holding instructions except the charted holding direction
and the statement AS PUBLISHED, e.g., "HOLD EAST AS PUBLISHED." Controllers shall
always issue complete holding instructions when pilots request them.
If no holding pattern is charted and holding instructions have not been issued, the pilot should
ask ATC for holding instructions prior to reaching the fix.
If unable to obtain holding instructions prior to reaching the fix (due to frequency congestion,
stuck microphone, etc.), hold in a standard pattern on the course on which you approached
the fix and request further clearance as soon as possible. In this event, the altitude/flight level
of the aircraft at the clearance limit will be protected so that separation will be provided as
required.
Entering the hold, when an aircraft is 3 minutes or less from a clearance limit and a clearance
beyond the fix has not been received, the pilot is expected to start a speed reduction so that
the aircraft will cross the fix, initially, at or below the maximum holding airspeed.

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3.6.13.7 Landing Clearance


Expect to receive landing clearance with one or more aircraft ahead of you on the approach.
This means that you are cleared to land in sequence, if its safe to do so. At night-time, extra
vigilance is required.
Typical clearance - Qatari eighty three heavy, Newark tower, number three, runway 22 right,
cleared to land.

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3.6.14 HOLDING
Note:

Refer to Jeppesen text manual, Air Traffic Control US, section 5.3.7

3.6.14.1 Standard Pattern

Right turns.

3.6.14.2 Holding Table

Altitude

Airspeed
(KIAS)

Up to 6000ft

200

6001ft-14,000ft

230

14,001 and above

265

Notes

May be restricted to 210 KIAS


where published

3.6.14.3 Timing

Altitude

Inbound Leg

At or below 14,000ft MSL

1 Minute

Above 14,000ft MSL

11/2 Minute

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3.6.15 AIRPORT OPERATIONS


3.6.15.1 ILS Critical Area Protection
No critical area protection is provided when the ceiling is at or above 800ft and/or visibility
2statue miles (SM). Crews should therefore be cautious of localizer and glide-path signals
under these weather conditions.
If planning a coupled approach or an autoland under these conditions, advise the tower.
Note:

When the ceiling is less than 200 feet and/or the visibility is RVR 2,000 or less,
vehicle and aircraft operations in or over the area are not authorized when an
arriving aircraft is inside the ILS MM.

3.6.15.2 Parallel ILS Approaches


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

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3.6.15.3 Simultaneous Parallel ILS Approaches


Airport having parallel runways may operate a system of simultaneous approaches to both
runways.
Airport Requirement

Separated by at least 4300ft or greater;

Final monitor controlled.

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3.6.15.4 Simultaneous Converging Instrument Approaches

Essentially the same as ILS servicing each Runway, except for 1) Missed Approach
procedure and 2) Missed Approach point. ATC may conduct instrument approaches
simultaneously to converging Runways; i.e. Runways having an included angle from
15 to 100 degrees.

Missed Approach Points must be at least 3 miles apart and missed approach
procedures ensure that missed approach protected airspace does not overlap.

Intersecting Runways - Require minimums of at least 700-foot ceilings and 2 miles


visibility. Straight in approaches and landings must be made.

Crew is informed by controller or via ATIS.

FMS Navigation Database (FMS NAVDB) - Missed Approach Procedures is NOT


available in FMS NAVDB for Runways designated for Simultaneous Converging
Instrument Approaches.

3.6.15.5 Side Step Procedures


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

Note:

Cleared ILS 24L approach, side step to Runway 24R


Side step minima are flown to a MDA regardless of the approach authorized.

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3.6.15.6 Landing and Hold Short Operations (LAHSO)


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

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3.6.15.8 Hold Short of Runway


Read back any hold short of runway instructions issued by ATC.
3.6.15.9 Ground Control Frequency
As the majority of ground control frequencies are in, 121.6-121.9 MHZ bandwidth controllers
may omit the number preceding decimal point, ie 121.7, Contact ground on point seven
3.6.15.10 Taxiing after Landing
After landing, do not change from tower to ground control until directed by the controller.

Once clear of the runway, remain on the taxiway (clear hold position marking) used to
clear the runway until clearance is received to continue;

Immediately change to ground control frequency when instructed by ATC.

Note:

A clearance from ATC to taxi to the RAMP authorizes the aircraft to cross all
runways and taxiway intersections. If unfamiliar with taxi route, request specific
taxi instructions.

Note:

No ATC instructions received, clear the hold position marking associated with
landing runway, even if this requires aircraft to protrude into or cross another
taxiway, runway or ramp. Stop aircraft and wait for further instruction from ATC.

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3.6.15.11 Taxi Clearance - Departure


When ATC clears an aircraft to taxi to an assigned take-off runway, the absences of holding
instruction, authorizes the aircraft to cross all runways that intersect the taxi route, except the
assigned take-off runway.
FAA warning about taxi clearance:

All taxi clearance at US airports must be strictly adhered to;

All runway hold short instructions must be read back to ATC when requested;

Violating taxi clearance especially Runway Incursions Pilots will be fined;

During times of reduced visibility, extra care is required;

If in doubt about taxi clearance, STOP and request clarification.

ATC may use the term Taxi into position and hold, which means taxi onto departure runway
in take-off position and hold. Pilots should anticipate an imminent take-off clearance. If any
delay in take-off clearance being given, question ATC.
3.6.15.12 Departure Restrictions
When departures restrictions are required, ATC may issue instructions in the clearance:

HOLD & RELEASE Aircraft cannot depart using the release clearance until a
release time or additional instructions issued by ATC have been received;

RELEASE TIME Earliest time an aircraft may depart.

3.6.15.13 Changing to Tower Frequency before Take-off


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


Gate numbers are not issued by ground control. Contact the ground handler for gate
number.
If unable to contact ground handler, contact RAMP CONTROL.
3.6.17 RESCUE & FIRE FIGHTING (RFF) CATEGORIES
The FAA Rescue and Fire Fighting category uses letters instead of numbers (ICAO). The
airport directory contained in Jeppesen will use letter for US airports.
ICAO

FAA

1
2
3

4
5
6

9
E
10

Airport Category for Rescue & Fire Fighting (RFF)

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3.7

ATC - GENERAL

3.7.1

SID and STAR Climb / Decent Procedures and Phraseology

3.7.1.1

Introduction

A recent change to International Civil Aviation Organization (ICAO) Doc 4444 (PANS-ATM)
introduced revised procedures and phraseology associated with climb and descent
instructions issued to aircraft following a SID or a STAR.
3.7.1.2

Revised ICAO Procedures and RTF Phraseology

The revised procedures introduced in ICAO Doc 4444 in November 2007 are as follows :

Aircraft on a SID

For a SID ICAO Doc 4444 states (paragraph 6.3.2.4) :

When a departing aircraft on a SID is cleared to climb to a level higher than the initially
cleared level or the level(s) specified in a SID, the aircraft shall follow the published vertical profile of a SID, unless such restrictions are explicitly cancelled by ATC.

When the level restrictions are explicitly cancelled, the ICAO phraseology for a SID
(paragraph 12.3.1.2(z) of ICAO Doc 4444) is :
CLIMB TO (level) LEVEL RESTRICTION (S) (SID designator) CANCELLED

or
CLIMB TO (level) LEVEL RESTRICTION (S) (SID designator) AT (point) CANCELLED
e.g. Jet 123 Climb to FL 100 level restrictions DEVAL 1G cancelled means that the aircraft should climb directly to FL 100, ignoring the vertical profile of SID DEVAL 1G.

When the level restrictions are not explicitly cancelled, the ICAO phraseology for a
SID (paragraph 12.3.1.2(a) of ICAO Doc 4444) is :
CLIMB TO (level)

e.g. Jet 123 Climb to FL 100 means that the aircraft should follow the vertical profile of
SID DEVAL 1G to its completion and then climb to FL 100.

Aircraft on a STAR

For a STAR ICAO Doc 4444 (paragraph 6.5.2.4) states :

When an arriving aircraft on a STAR is cleared to descend to a level lower than the level
or the level(s) specified in a STAR, the aircraft shall follow the published vertical profile of
a STAR, unless such restrictions are explicitly cancelled by ATC. Published minimum levels based on terrain clearance shall always be applied.

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When the level restrictions are explicitly cancelled, the ICAO phraseology for a STAR
(paragraph 12.3.1.2(aa) of ICAO Doc 4444)

DESCEND TO (level) LEVEL RESTRICTION (S) (STAR designator) CANCELLED


or
DESCEND TO (level) LEVEL RESTRICTION (S) (STAR designator) AT (point) CANCELLED.
e.g. Jet 123 Descend to 3000 feet level restrictions GOKUL 2J cancelled means that
the aircraft should descend directly to 3000 feet, ignoring the vertical profile of STAR
GOKUL 2J.

When the level restrictions are not explicitly cancelled, the ICAO phraseology for a
STAR (paragraph 12.3.1.2(a) of ICAO Doc 4444) is :
DESCEND TO (level)

e.g. Jet 123 Descend to 3000 feet means that the aircraft should follow the vertical profile of STAR GOKUL 2J to its completion and then descend to 3000 feet.

Aircraft in Other Phases of Flight

3.7.1.3

In all other phases of flight a climb or descent instruction from ATC automatically
cancels any previous ATC instruction.
Procedures and Phraseology within UK Airspace
In the UK, for all stages of flight, instructions to climb or descend cancel any previous
restrictions, unless they are reiterated as part of that instruction. Additionally, for
aircraft on a SID, the word now will be added to climb clearances above the SID
profile.

e.g. Jet 123 climb now FL 120 means that the aircraft should climb directly to FL 120,
ignoring the vertical profile of SID.

3.7.1.4

In the UK, levels to be flown on STARs are as directed by Air Traffic Control (ATC),
although the relevant charts contain level information for planning purposes.
Crews Responsibilities
The revised ICAO procedures represent a significant change to the way crews are
expected to respond to climb/descend instructions whilst following a SID or a STAR.
There is a potential for confusion, which will have flight safety implications if these new
procedures are not followed correctly in each individual State.

It is recommend that, in the case of any doubt about the intention of a clearance;
crews should request clarification from ATC. If doubt arises when airborne, the
safest course of action will always be to follow the SID/STAR profile while seeking
clarification.

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I N T E NT I O N A L LY

L E F T

B L A N K

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TABLE OF CONTENTS

CHAPTER 4 - DRIFT DOWN PROCEDURES


4.1

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


4.1.1

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

4.1.2

Decompression 13 Minutes Oxygen Passenger Supply (applicable for All


fleet) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

4.1.3

Decompression 22 Minutes Oxygen Passenger Supply (applicable for A330


(except AFN and AFO) A340 and B777aircraft) . . . . . . . . . . . . . . . . . . . . . . 5

4.1.4

Decompression Gaseous System Passenger Oxygen Supply (A343 only) . . 6

4.1.5

Example of Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

4.1.6

Decompression Doha - Pakistan / North India (Route 1) . . . . . . . . . . . . . . . 11

4.1.7

Decompression Doha - Pakistan/North India (Route 2) . . . . . . . . . . . . . . . . 12

4.1.8

Decompression North India/Pakistan - Doha (Route1) . . . . . . . . . . . . . . . . 13

4.1.9

Decompression North India / Pakistan - Doha (Route 2) . . . . . . . . . . . . . . . 14

4.1.10 Decompression Doha Northern Europe (Route 1 ) . . . . . . . . . . . . . . . . . . 15


4.1.11 Decompression Doha Northern Europe (Route 2). . . . . . . . . . . . . . . . . . . 17
4.1.12 Decompression Northern Europe - Doha (Route 1) . . . . . . . . . . . . . . . . . . . 18
4.1.13 Decompression Northern Europe - Doha (Route 2) . . . . . . . . . . . . . . . . . . . 21
4.1.14 Decompression Doha Europe (Route 1) via Iran . . . . . . . . . . . . . . . . . . . . 22
4.1.15 Decompression Doha Europe (Route 2) via Iran . . . . . . . . . . . . . . . . . . . . 24
4.1.16 Decompression Doha Europe (Route 3) via Iran . . . . . . . . . . . . . . . . . . . . 26
4.1.17 Decompression Doha Europe (Route 4) via Iran . . . . . . . . . . . . . . . . . . . . 28
4.1.18 Decompression Doha - Europe (Route 5). . . . . . . . . . . . . . . . . . . . . . . . . . . 30
4.1.19 Decompression Doha - Europe (Route 6). . . . . . . . . . . . . . . . . . . . . . . . . . . 32
4.1.20 Decompression Europe Doha (Route1) via Iran . . . . . . . . . . . . . . . . . . . . 34
4.1.21 Decompression Europe - Doha (Route2) via Turkey . . . . . . . . . . . . . . . . . . 36
4.1.22 Decompression Europe - Doha (Route3) via Turkey . . . . . . . . . . . . . . . . . . 37
4.1.23 Decompression Europe Doha (Route4) via Iran . . . . . . . . . . . . . . . . . . . . 39
4.1.24 Decompression Europe Doha (Route5) . . . . . . . . . . . . . . . . . . . . . . . . . . 41
4.1.25 Decompression Doha - Tehran (Route 1) . . . . . . . . . . . . . . . . . . . . . . . . . . 43
4.1.26 Decompression Doha Tehran (Route 2) . . . . . . . . . . . . . . . . . . . . . . . . . . 44
4.1.27 Decompression Doha Tehran (Route 3) . . . . . . . . . . . . . . . . . . . . . . . . . . 45

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4.1.28 Decompression Tehran - Doha (Route 1) . . . . . . . . . . . . . . . . . . . . . . . . . . 46


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

4.2

DRIFT DOWN PROCEDURE IN CASE OF ENGINE FAILURE . . . . . . . . 67


4.2.1

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67

4.2.2

Engine Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69

4.2.3

A330 : Engine out Drift Down Procedure Doha - North China via B215 . . . 71

4.2.4

A330 : Engine Out Drift Down Procedure Doha - North China via W112. . . 73

4.2.5

A330 : Engine out Drift Down Procedure North China - Doha via B215 . . . 75

4.2.6

A330 : Engine Out Drift Down Procedure North China - Doha via W112. . . 77

4.2.7

A340-600 : Engine out Drift Down Procedure Doha - North China via B215 79

4.2.8

A340-600 : Engine out Drift Down Procedure North China - Doha via B215 81

4.2.9

B777 : Engine Out Drift Down Procedure Doha - North China via B215 . . . 84

4.2.10 B777 : Engine Out Procedure North China - Doha via B215 . . . . . . . . . . . . 85

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DRIFT DOWN PROCEDURES IN CASE OF DECOMPRESSION

4.1

DRIFT DOWN PROCEDURES IN CASE OF DECOMPRESSION

4.1.1

Introduction

The drift down procedures are applicable to aircraft equipped with minimum oxygen supply
of :

13 minutes : Applicable to ALL fleet, and

22 minutes : Applicable for A330 (except AFN and AFO), A340 and B777 aircraft.

Gaseous System : Applicable to A343 (AAH) only

4.1.2

Decompression 13 Minutes Oxygen Passenger Supply (applicable for All fleet)

The following routes are applicable in case of decompression with 13 minutes oxygen
passenger supply.

Doha to Delhi : from MOBAD via A453 ZDN G452 to ROVER.

Delhi to Doha : from ROVER via G452 ZDN A453 to MOBAD.

Doha to Peshawar : from KAREM via G325 to PS.

Peshawar to Doha : from PS via G325 to KAREM.

Doha to Northern Europe (Route 1) from KATAG via R659, UP574, R654, UL124,
UR654, UG482, R807 to ULANA.

Doha to Northern Europe (Route 2) : from KATAG via R659, SYZ, T207 to ULDUS.

Northern Europe to Doha (Route 1) from SOROL via R11, UR654, UL124, R654,
UP574, R659 to KATAG.

Northern Europe to Doha (Route 2 ) : from ULDUS via T207, SYZ, R659 to KATAG.

Doha to Europe (Route 1) via Iran : from KATAG via R659, W3, UL223, UL124, UG81,
UL851, UW704 to SONAD.

Doha to Europe (Route 2) via Iran : from KATAG via R659, W3, UL223, UL124, UG81,
UL852 to SEHER.

Doha to Europe (Route 3) via Iran : from LAGSA via R659, SYZ, T207, SAV, R654,
ZAJ, UL125, TBZ, R660, ERZ, UL851 to TBN.

Doha to Europe (Route 4) via Iran : from MIDSI T202 DASDO UL223 UMH UL124 VAN
UL852 to CRM

Europe to Doha (Route1) via Iran : from CRM via UT34, UT36, G208, UL223, W3,
R659 to KATAG.

Europe to Doha (Route2) via Turkey : from ORMAN via UP975, EZS, UT36 to ULKEM.

Europe to Doha (Route 3) via Turkey : from TBN via UP146 GAGDI UR654 ZAJ R654
SAV T207 SYZ R659 to LAGSA.
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DRIFT DOWN PROCEDURES IN CASE OF DECOMPRESSION

Europe to Doha (Route 4) via Iran : from CRM UT34 RENGI UT36 DERIL G208 UMH
UL223 DASDO T202 to MIDSI .

Doha to Tehran (Route 1): from KATAG via R659, UP574 to LARAB.

Doha to Tehran (Route 2): From KATAG via R659 SYZ UP574 ISN T206 to TRN.

Doha to Tehran (Route 3) : From KATAG via R659 SYZ T207 to SAV.

Tehran to Doha (Route 1) : From LARAB via UP574, R659 to KATAG.

Tehran to Doha (Route 2): From SAV via T207 SYZ to KATAG.

Doha to Mashhad : from KATAG via R659, G663 to RAMIL.

Mashhad to Doha : from RAMIL via G663, R659 to KATAG.

4.1.2.1

Assumptions

The following assumptions apply :

All obstacles located 10 NM of either side of the route centerline have been considered,
based on a survey by Jeppesen using 20 NM corridor.

All obstacles are cleared by 2000 ft.

Flight after depressurization is performed at MMO/VMO.

Temperature is ISA, no wind.

In case of in-flight turn back, 2.5 minutes are lost for the turn.

Maximum descend time is 5 minutes from Ceiling Flight Level to FL 180 at MMO/VMO.

Maximum descend time is 0.5 minutes from FL 180 to FL 140 at VMO.

Maximum descend time is 0.5 minutes from FL 140 to FL 100 at VMO.

Caution:

High navigation accuracy is imperative to stay within the specified route corridor
in case of decompression.

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DRIFT DOWN PROCEDURES IN CASE OF DECOMPRESSION

4.1.3

Decompression 22 Minutes Oxygen Passenger Supply (applicable for A330


(except AFN and AFO) A340 and B777aircraft)

The following routes are applicable in case of decompression with 22 minutes oxygen
passenger supply.

Doha to North China via Pakistan : from KAREM via G325, B215 to HMI (A330, A340
and B777).

North China to Doha via Pakistan : from HMI via B215, G325 to KAREM (A330, A340
and B777).

4.1.3.1

Assumptions

The following assumptions apply :

All obstacles located within 5 NM of either side of the route centerline have been
considered, based on a survey by Jeppesen by using 10 NM corridor.

All obstacles are cleared by 2000 ft.

Flight after depressurization is performed at MMO/VMO.

Temperature is ISA, no wind.

In case of in-flight turn back, 2.5 minutes are lost for the turn.

Maximum descend time is 2.5 minutes from ceiling flight level to FL 290 at MMO/VMO

Maximum descend time is 1 minute from FL 290 to FL 250 at VMO.

Maximum descend time is 1.5 minutes from FL 250 to FL 140 at VMO.

Maximum descend time is 1 minute from FL140 to FL100 at VMO.

Caution:

High navigation accuracy is imperative to stay within the specified route corridor
in case of decompression.

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4.1.4

Decompression Gaseous System Passenger Oxygen Supply (A343 only)

The following table provides the minimum oxygen supply as a function of Oxygen Pressure
and the number of PAX Masks in use.

All published decompression procedures for 13 minutes and 22 minutes oxygen supply
are applicable to this aircraft inclusive of Points of No Return PNRs. However, the
additional oxygen available in the gaseous system may be used to select a higher
cruising altitude for a longer period of time as per the table below.

For safety reasons, the total number of masks in use is equal to (Total PAX on board +
10% ) + Cabin Attendants.

A340-300 Gaseous System Passenger Oxygen Supply


ECAM PAX O2
Pressure [PSI]

1850

1600

Total Masks in use


-Corrected-

Flight time [min]


Cruise at FL270

Flight time [min]


Cruise at FL250

100 and below

70

Beyond 70

100 - 150

47

55

150 - 200

36

40

200 - 250

28

32

250 - 310

24

26

100 and below

60

70

100 - 150

40

44

150 - 200

30

33

200 - 250

24

26

250 - 310

22

24

Descent Rate from FL400 to Cruise Altitude at 5500ft/min


Descent Rate from Cruise Altitude to FL100 at 5500ft/min

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4.1.4.1

Assumptions

The following assumptions apply :

All obstacles located within 5 NM of either side of the route centerline have been
considered, based on a 10 NM corridor survey.

All obstacles are cleared by min 2000 ft.

Flight after depressurization is performed at MMO/VMO (0.86/330kt).

Temperature is ISA, no wind.

In case of in-flight turn back, 2.5 minutes are lost for the turn.

Maximum descend time is 2.5 minutes from ceiling flight level to FL 270 at 5500ft/min

Maximum descend time is 0.5 minute from FL 270 to FL 250 at VMO.

Maximum descend time is 2.0 minutes from FL 250 to FL 140 at VMO.

Maximum descend time is 1 minute from FL140 to FL100 at VMO.

Caution:

High navigation accuracy is imperative to stay within the specified route corridor
in case of decompression.

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4.1.5

Example of Procedure

Old Format :

(1)

: In this example the scenario applies to occurrence of decompression after passing


OPNR 2 on the outbound leg from Doha.

(2)

: The procedure to be followed has more than one choice of diversion airport. Flight
crew must assess the situation and select the most suitable option after executing
emergency descent to the initial cruise level. The option states the ICAO/IATA code
of the suggested diversion airport in BOLD letters in parentheses, followed by the
sequence of WPT-AWY-WPT as given in an ATC flight plan.
In this example, option 1 guides the a/c to the nearest en-route airport UDYZ,
option 2 to the nearest airport URMM in the direction of the route to the destination,
and option 3 to the destination airport, these options help pilots to select most
appropriate on the day.

(3)

: Self explanatory.

(4)

: Self explanatory.

(5)

As the PNRs are based on the most critical scenario in terms of obstacle clearance, the time is a maximum for Passenger O2 requirements and a minimum for
terrain clearance requirements. Therefore, if the depressurization occurs far after/
before the PNR then these times may not be strictly applicable for terrain clearance.

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New Format :

(1)

: The procedure Version

(2)

: The QTR Customized Jeppesen Chart ID and Date. If the chart doesnt exist;
this row will be left blank.

(3)

: The critical sector for which this procedure is created.Self explanatory.

(4)

: The Name and position of points of non return.

(5)

: Any relevant information.

(6)

: In this example the scenario applies to occurrence of decompression between PNR


1 and PNR 2.
Continued on next page

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(7)

: The procedure to be followed has more than one choice of diversion airport. Flight
crew must assess the situation and select the most suitable option after executing
an emergency descent to the initial cruise level. The option states the IATA/ICAO
code of the suggested diversion airport in BOLD letters in parentheses, followed by
the sequence of WPT-AWY-WPT as given in an ATC flight plan.
In this example, two options are given to guide the a/c to the nearest suitable
en-route airports, UDYZ and UGTB, these options help pilots to select the most
appropriate airport on the day.

(8)

: Self Explanatory

(9)

: Self Explanatory

(10)

: As the PNRs are based on the most critical scenario in terms of obstacle clearance,
the time is a maximum for Passenger O2 requirements and a minimum for terrain
clearance requirements. Therefore, if the depressurization occurs far after/before
the PNR then these times may not be strictly applicable for terrain clearance.

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4.1.6

Decompression Doha - Pakistan / North India (Route 1)

Procedure version

Jeppesen Chart / Date:

QTR9 / 11-Aug-2006.

Critical Sector:

MOBAD via A453 ZDN G452 to ROVER

Points of Non Return

ZDN = Zahedan VOR


DDPNR = 52 NM before SOKIR

DECOMPRESSION BEFORE ZDN


PROCEDURE Return to (DOH/OTBD) via A453 BND A419 SHJ A415 DOH.
FLIGHT
PHASE

DES TO
FL 180

CRZ FL 180

DES TO
FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

DECOMPRESSION BETWEEN ZDN and DDPNR


PROCEDURE Option 1 : Return to (ZAH/OIZH) via G452 ZDN.
Option 2 : Return to (KHI/OPKC) via G452 ZDN G208 PG G210 KC.
FLIGHT
PHASE

DES TO
FL 180

SPEED

MMO/VMO

TIME

CRZ FL 180

DES TO
FL 140

VMO

VMO

7 Minutes

CRZ FL 140

CRZ FL 100

VMO

VMO

30 Minutes

DECOMPRESSION PASSING DDPNR


PROCEDURE Option 1 : Return to (DEL/VIDP) via G452 DPN.
Option 2 : Proceed to (KHI/OPKC) via G452 ROVER J115 KC.
Option 3 : Proceed to (KHI/OPKC) via G452 GASIR B466 KC.
FLIGHT
PHASE

DES TO
FL 180

CRZ FL 180

DES TO
FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

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4.1.7

Decompression Doha - Pakistan/North India (Route 2)

Procedure version

Jeppesen Chart / Date:

QTR9 / 11-Aug-2006

Critical Sector:

KAREM via G325 to PS

Points of Non Return

HPNR 1 = 16 NM before KAREM

DECOMPRESSION BEFORE HPNR 1


PROCEDURE Proceed / Return to (KHI/OPKC) via G325 PG G210 DOSTI M638 KC.
FLIGHT
PHASE

DES TO
FL 180

CRZ FL 180

DES TO
FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

DECOMPRESSION PASSING HPNR 1


PROCEDURE Option1 :
Proceed to (ISB/OPRN) via G325 HANGU J139 RN.
Option 2 :
Proceed to (PEW/OPS) via G325 PS.
FLIGHT
PHASE

DES TO
FL 180

CRZ FL 180

DES TO
FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

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4.1.8

Decompression North India/Pakistan - Doha (Route1)

Procedure version

Jeppesen Chart / Date:

QTR10 / 11-Aug-2006.

Critical Sector:

ROVER via G425 ZDN A453 to MOBAD

Points of Non Return

DDPNR = 52 NM passing SOKIR


ZDN = Zahedan VOR

DECOMPRESSION BEFORE DDPNR


PROCEDURE Option 1 : Return to (DEL/VIDP) via G452 DPN.
Option 2 : Return to (KHI/OPKC) via G452 ROVER J115 KC.
Option 3 : Return to (KHI/OPKC) via G452 GASIR B466 KC.
FLIGHT
PHASE

DES TO
FL 180

CRZ FL 180

DES TO
FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

DECOMPRESSION BETWEEN DDPNR and ZDN


PROCEDURE Option 1 : Proceed to (ZAH/OIZH) via G452 ZDN.
Option 2 : Proceed to (KHI/OPKC) via G452 ZDN G208 PG G210 KC.
FLIGHT
PHASE

DES TO
FL 180

SPEED

MMO/VMO

TIME

CRZ FL 180

DES TO
FL 140

VMO

VMO

7 Minutes

CRZ FL 140

CRZ FL 100

VMO

VMO

30 Minutes

DECOMPRESSION PASSING ZDN


PROCEDURE Proceed to (DOH/OTBD) via A453 BND A419 SHJ A415 DOH.
FLIGHT
PHASE

DES TO
FL 180

CRZ FL 180

DES TO
FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

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4.1.9

Decompression North India / Pakistan - Doha (Route 2)

Procedure version

Jeppesen Chart / Date:

QTR10 / 11-Aug-2006

Critical Sector:

PS via G325 to KAREM

Points of Non Return

PNRI = 92 NM Passing ZB

DECOMPRESSION BEFORE PNRI


PROCEDURE Option 1 : Return to (PEW/OPPS) via G325 PS.
Option 2 : Return to (ISB/OPRN) via G325 HANGU J139 RN.
FLIGHT
PHASE

DES TO
FL 180

CRZ FL 180

DES TO
FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

DECOMPRESSION PASSING PNRI


PROCEDURE Proceed to (KHI/OPKC) via G325 PG P318S DOSTI M638 KC.
FLIGHT
PHASE

DES TO
FL 180

CRZ FL 180

DES TO
FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

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4.1.10 Decompression Doha Northern Europe (Route 1 )


Procedure version

Jeppesen Chart / Date:

QTR1/24-Oct-2008

Critical Sector:

KATAG R659 SYZ T207 SAV R654 ZAJ UR654 MAGRI UN77
ADANO UN82 LAPTO R807/A234 MARAT

Points of Non Return

TPNR 5 = 61 NM passing OBTUX


OPNR 2 = 11 NM before MAGRI
OPNR 3 = 3 NM passing ASELI

Remarks

TBS/UGTB airport is not recommended for B777 aircraft

DECOMPRESSION BEFORE TPNR 5


PROCEDURE Option 1: Return to (DOH/OTBD) via T207 SYZ R659 DOH.
Option 2: Proceed / Return to (SYZ/OISS) via T207 SYZ.
FLIGHT
PHASE

DES TO
FL180

CRZ - FL180

DES TO
FL140

SPEED

MMO/VMO

VMO

VMO

TIME

7 Minutes

CRZ - FL140 CRZ - FL100


VMO

VMO

30 Minutes

DECOMPRESSION BETWEEN TPNR 5 and OPNR 2


PROCEDURE Proceed / Return to (IKA/OIIE) via UR654 ZAJ R654 SAV DCT IKA.
FLIGHT
PHASE

DES TO
FL180

SPEED

MMO/VMO

TIME

CRZ - FL180

DES TO
FL140

VMO

VMO

7 Minutes

CRZ - FL140 CRZ - FL100


VMO

VMO

30 Minutes

DECOMPRESSION BETWEEN OPNR 2 and OPNR 3


PROCEDURE Option 1: Proceed / Return to (EVN/UDYZ) via UN82 (Note) ADILA R654
SVN DCT ZVR.
Option 2: Proceed / Return to (TBS/UGTB) via UN82 (Note) BEDNI DCT
TBS.
Option 3: Proceed / Return to (GYD/UBBB) via UN82 (Note) GIDLA B140
DEDIN UM747 LUSAL B111 SAGIL STAR.
FLIGHT
PHASE

DES TO
FL180

SPEED

MMO/VMO

TIME
Note:

CRZ - FL180

DES TO
FL140

VMO

VMO

7 Minutes

CRZ - FL140 CRZ - FL100


VMO

VMO

30 Minutes

UN82 is uni - directional from BEDNI to VETLA

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DECOMPRESSION PASSING OPNR 3


PROCEDURE Option 1:
Proceed to (MRV/URMM) via UN82 LAPTO R807/A234 MARAT R806
MW, or
Option 2:
Proceed to (KRR/URKK) via UN82 LAPTO R807/A234 MARAT R806
PELIR B947 TESMI B948 NZ B145 XT STAR, or
Option 3:
Proceed to (SIP/UKFF) via UN82 LAPTO R807/A234 MARAT R806 PELIR
B947 TESMI B948 NZ B948 KUTON B549 LIMAS A277 BETEG B491
GORNU W551 TOLBA SMF, or
Option 4:
Proceed to (DME/UUDD) via R807 BADKO B494 ALEGI R11 US R118 FE
DCT QO STAR, or
Via A234 KOLBA R11 US R118 FE DCT QO STAR
FLIGHT
PHASE

DES TO
FL180

CRZ FL180

DES TO
FL140

CRZ FL140

CRZ FL100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

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4.1.11 Decompression Doha Northern Europe (Route 2)

Procedure version

Jeppesen Chart / Date:

QTR 1 / 30-Nov-2007

Critical Sector:

KATAG R659 SYZ T207 ULDUS

Points of Non Return

TPNR 5 = 61 NM after OBTUX


GOPDA = RNAV Waypoint

DECOMPRESSION BEFORE TPNR 5


PROCEDURE Option 1: Return to (DOH/OTBD) via T207 SYZ R659 DOH.
Option 2: Proceed / Return to (SYZ/OISS) via T207 SYZ.
FLIGHT
PHASE

DES TO
FL 180

CRZ FL 180

DES TO
FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

DECOMPRESSION BETWEEN TPNR 5 and GOPDA


PROCEDURE Proceed/Return to (IKA/OIIE) via T207 SAV STAR.
FLIGHT
PHASE

DES TO
FL 180

CRZ FL 180

DES TO
FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

DECOMPRESSION AFTER GOPDA


PROCEDURE Option 1: Proceed to (MRV/URMM) via UN39 MEKAN R120 OLMAT B450
KZ B494 POGUL R804 TP STAR.
Option 2: Proceed to (GYD/UBBB) via T207 ULDUS UN39 GYD
FLIGHT
PHASE

DES TO
FL 180

CRZ FL 180

DES TO
FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

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4.1.12 Decompression Northern Europe - Doha (Route 1)

Procedure version

Jeppesen Chart / Date:

QTR2 / 24-Oct-2008

Critical Sector:

SOROL R11/A233 GUSLI UM54 ADILA UN82 ADANO UN77


MAGRI UR654 ZAJ R654 SAV T207 SYZ R659 KATAG

Points of Non Return

IPNR 1 = 6 NM passing GUSLI.


IPNR 2 = 25 NM passing MAGRI.
TPNR 5 = 61 NM before OBTUX

Remarks

TBS/UGTB airport is not recommended for B777 aircraft

DECOMPRESSION BEFORE IPNR 1


PROCEDURE

Option 1:
Return to (MRV/URMM) DCT MW, or
Option 2:
Return to (KRR/URKK) via R11/A233(Note) MINPU R806 PELIR B947
TESMI B948 NZ STAR, or
Option 3:
Return to (SIP/UKFF) via R11/A233(Note) MINPU R806 PELIR B947
TESMI B948 SM B491 GORNU W551 SMF,
Option 4:
Return to (DME/UUDD) via R11/A233(Note) SOROL R11 US R118 FE
DCT QO STAR.

PHASE

DES TO FL
180

CRZ - FL
180

DES TO FL
140

CRZ - FL
140

CRZ - FL
100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME
Note:

7 Minutes

30 Minutes

R11 is uni-directional from MINPU to GUSLI

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DECOMPRESSION BETWEEN IPNR 1 and IPNR 2


PROCEDURE Option 1:
Proceed / Return (EVN/UDYZ) via UM54 (Note) SVN DCT ZVR, or
Option 2:
Proceed / Return to (TBS/UGTB) via UM54 (Note) LAGAS UN61 TBS.
Option 3:
Proceed / Return to (GYD/UBBB) via UM54 (Note) LAGAS UM747 LUSAL
B111 SAGIL START.
FLIGHT
PHASE

DES TO
FL180

CRZ FL 180

DES TO
FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME
Note:

7 Minutes

30 Minutes

UM54 is unidirectional from GUSLI to SVN

DECOMPRESSION BETWEEN IPNR 2 and TPNR 5


PROCEDURE Proceed / Return to (IKA/OIIE) via R654 SAV DCT IKA.
FLIGHT
PHASE

DES TO
FL180

SPEED

MMO/VMO

TIME

CRZ FL 180

DES TO
FL 140

VMO

VMO

7 Minutes

CRZ FL 140

CRZ FL 100

VMO

VMO

30 Minutes

DECOMPRESSION PASSING TPNR 5


PROCEDURE Option 1:
Proceed to (DOH/OTBD) via T207 SYZ R659 DOH, or
Option 2:
Proceed / Return to (SYZ/OISS) via T207 SYZ.
FLIGHT
PHASE

DES TO
FL 180

CRZ FL 180

DES TO
FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

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4.1.12.1 Decompression Northern Europe - Doha (Route 1)


(Temporary avoidance route during anti-hail guns activity).

Procedure version

Jeppesen Chart / Date:

Critical Sector:

KW 4A42E[4340.0N 04230.0E] 4A43E[4259.7N 04314.9E]


GUSLI UM54 ADILA UN82 ADANO UN77 MAGRI UR654 ZAJ
R654 SAV T207 SYZ R659 KATAG.

Points of Non Return

IPNR 1 replaced by PNR 1T = 23 NM passing 4A42E


[4340.0N 4230.0E].
IPNR 2 = 25 NM passing MAGRI.
TPNR 5= 61 NM before OBTUX.

Remark

PNR 1T is not defined in the FMS database

DECOMPRESSION BEFORE PNR 1T


PROCEDURE

Option 1:
Return to (MRV/URMM) via 4A42E[4340.0N 04230.0E] KW STAR,
Option 2:
Return to (KRR/URKK) via 4A42E[4340.0N 04230.0E] KW MINPU R806
PELIR B947 TESMI B948 NZ STAR, or
Option 3:
Return to (SIP/UKFF) via 4A42E[4340.0N 04230.0E] KW MINPU R806
PELIR B947 TESMI B948 SM B491 GORNU W551 SMF,
Option 4:
Return to (DME/UUDD) via 4A42E[4340.0N 04230.0E] KW MINPU R11
US R118 FE DCT QO STAR.

PHASE

DES TO FL
180

CRZ - FL
180

DES TO FL
140

CRZ - FL
140

CRZ - FL
100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

Note:

7 Minutes

30 Minutes

The rest of the procedure remains unchanged.

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4.1.13 Decompression Northern Europe - Doha (Route 2)

Procedure version

Jeppesen Chart / Date:

QTR 2 / 30-Nov-2007

Critical Sector:

ULDUS T207 SYZ R659 KATAG

Points of Non Return

TUKLO = RNAV Waypoint


TPNR 5 = 61 NM before OBTUX

DECOMPRESSION BEFORE TUKLO


PROCEDURE Option 1: Return to (MRV/URMM) via B450 KZ B494 POGUL R804 TP
STAR.
Option 2: Return to (GYD/UBBB) via T207 ULDUS UN39 GYD
FLIGHT
PHASE

DES TO
FL 180

CRZ FL 180

DES TO
FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

DECOMPRESSION BETWEEN TUKLO and TPNR 5


PROCEDURE Proceed/Return to (IKA/OIIE) via T207 SAV STAR.
FLIGHT
PHASE

DES TO
FL 180

SPEED

MMO/VMO

TIME

CRZ FL 180

DES TO
FL 140

VMO

VMO

7 Minutes

CRZ FL 140

CRZ FL 100

VMO

VMO

30 Minutes

DECOMPRESSION AFTER TPNR 5


PROCEDURE Option 1: Proceed to (DOH/OTBD) via T207 SYZ R659 DOH.
Option 2: Proceed to (SYZ/OISS) via T207 SYZ.
FLIGHT
PHASE

DES TO
FL 180

CRZ FL 180

DES TO
FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

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4.1.14 Decompression Doha Europe (Route 1) via Iran

Procedure version

Jeppesen Chart / Date:

QTR 3 / 05-Oct-2007

Critical Sector:

KATAG R659 SYZ W3 MESVI UL223 UMH UL124 VAN UL851


ERZ UW704 SONAD.

Points of Non Return

EPNR 1 = 32 NM Passing MESVI


EPNR 2 = 86 NM Passing KRD
EPNR 3 = 37 NM Passing BONAM

DECOMPRESSION BEFORE EPNR 1


PROCEDURE Return to (DOH/OTBD) via UL223 MESVI W3 SYZ R659 DOH.
FLIGHT
PHASE

DES TO
FL 180

CRZ FL 180

DES TO
FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

DECOMPRESSION BETWEEN EPNR 1 and EPNR 2


PROCEDURE Proceed/Return to (IKA/OIIE) via UL223 KRD G202 NOTSA W7 SAV DCT
IKA.
FLIGHT
PHASE

DES TO
FL 180

SPEED

MMO/VMO

TIME

CRZ FL 180

DES TO
FL 140

VMO

VMO

7 Minutes

CRZ FL 140

CRZ FL 100

VMO

VMO

30 Minutes

DECOMPRESSION BETWEEN EPNR 2 and EPNR 3


PROCEDURE Proceed / Return to (TBZ/OITT) via UL223 / UL124 UMH A422 TBZ.
FLIGHT
PHASE

DES TO
FL 180

CRZ FL 180

DES TO
FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

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DECOMPRESSION PASSING EPNR 3


PROCEDURE Proceed to (ESB/LTAC) via UG81 VAN UL851 ERZ UW704 CRM UW71
BUK.
FLIGHT
PHASE

DES TO
FL 180

CRZ FL 180

DES TO
FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

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DRIFT DOWN PROCEDURES IN CASE OF DECOMPRESSION

4.1.15 Decompression Doha Europe (Route 2) via Iran

Procedure version

Jeppesen Chart / Date:

QTR 3 / 05-Oct-2007

Critical Sector:

KATAG R659 W3 UL223 UL124 UG81 UL852 SEHER

Points of Non Return

EPNR 1 = 32 NM passing MESVI.


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

DECOMPRESSION BEFORE EPNR 1


PROCEDURE Return to (DOH/OTBD) via UL223 MESVI W3 SYZ R659 DOH.
FLIGHT
PHASE

DES TO
FL 180

CRZ FL 180

DES TO
FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

DECOMPRESSION BETWEEN EPNR 1 and EPNR 2


PROCEDURE Proceed/Return to (IKA/OIIE) via UL223 KRD G202 NOTSA W7
SAV DCT IKA.
FLIGHT
PHASE

DES TO
FL 180

CRZ FL 180

DES TO
FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

DECOMPRESSION BETWEEN EPNR 2 and EPNR 4


PROCEDURE Proceed / Return to (TBZ/OITT) via UL223/UL852(*) VAN UG81(*)
BONAM UL124 UMH A422 TBZ.
FLIGHT
PHASE

DES TO
FL 180

CRZ FL 180

DES TO
FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

(*) UL852 and UG81 are unidirectional airways.

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DECOMPRESSION PASSING EPNR 4


PROCEDURE Proceed to (ESB/LTAC) via UL852 CRM UW71 BUK.
FLIGHT
PHASE

DES TO
FL 180

CRZ FL 180

DES TO
FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

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DRIFT DOWN PROCEDURES IN CASE OF DECOMPRESSION

4.1.16 Decompression Doha Europe (Route 3) via Iran

Procedure version

Jeppesen Chart / Date:

QTR 3 / 05-Oct-2007

Critical Sector:

LAGSA R659 SYZ T207 SAV R654 ZAJ UL125 TBZ R660 ERZ
UL851 TBN

Points of Non Return

TPNR 1 = 48 NM passing OBTUX.


PNR 2 = 20 NM passing ZAJ
PNR 3 = 50 NM passing DASIS

Remark

Via the temporary route T207.

Wind effect (head/tail) has been included in this procedure.

DECOMPRESSION BEFORE TPNR 1


PROCEDURE Option 1 :
Proceed / Return to (SYZ/OISS) via R659 / T207 SYZ.
Option 2 :
Return to (DOH/OTBD) via R659 DOH.
FLIGHT
PHASE

DES TO
FL 180

CRZ FL 180

DES TO
FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

DECOMPRESSION BETWEEN TPNR 1 and PNR 2


PROCEDURE Option 1 :
Proceed / Return to (IFN/OIFM) via T207 DISEL T208 ISN.
Option 2 :
Proceed / Return to (IKA/OIIE) via T207 / R654 SAV.
FLIGHT
PHASE

DES TO
FL 180

CRZ FL 180

DES TO
FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

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DECOMPRESSION BETWEEN PNR 2 and PNR 3


PROCEDURE Option 1 :
Proceed / Return to (TBZ/OITT) via R661 / R660 TBZ.
Option 2 :
Proceed / Return to (OITR) via R661 / R660 TBZ A422 UMH.
FLIGHT
PHASE

DES TO
FL 180

CRZ FL 180

DES TO
FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

DECOMPRESSION PASSING PNR 3


PROCEDURE Option 1 :
Proceed to to (SZF/LTFH) via R660 ERZ L851 TBN W71 CRM.
Option 2 :
Proceed / Return to (KSY/LTCF) via R660 / L851 ERZ W27 KAR.
FLIGHT
PHASE

DES TO
FL 180

CRZ FL 180

DES TO
FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

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DRIFT DOWN PROCEDURES IN CASE OF DECOMPRESSION

4.1.17 Decompression Doha Europe (Route 4) via Iran

Procedure version

Jeppesen Chart / Date:

Critical Sector:

MIDSI T202 DASDO UL223 UMH UL124 VAN UL852 CRM.

Points of Non Return

EPNR 1 = 32 NM passing MESVI.


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

Remark

Via the temporary route T202.

DECOMPRESSION BEFORE EPNR 1


PROCEDURE Return to (DOH/OTBD) via UL223 MESVI UL223 DASDO T202 MIDSI
R659 DOH.
FLIGHT
PHASE

DES TO
FL 180

CRZ FL 180

DES TO
FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

DECOMPRESSION BETWEEN EPNR 1 and EPNR 2


PROCEDURE Proceed/Return to (IKA/OIIE) via UL223 KRD G202 NOTSA W7
SAV DCT IKA.
FLIGHT
PHASE

DES TO
FL 180

CRZ FL 180

DES TO
FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

DECOMPRESSION BETWEEN EPNR 2 and EPNR 4


PROCEDURE Proceed / Return to (TBZ/OITT) via UL223/UL852(*) VAN UG81(*)
BONAM UL124 UMH A422 TBZ.
FLIGHT
PHASE

DES TO
FL 180

CRZ FL 180

DES TO
FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

(*) UL852 and UG81 are unidirectional airways.


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DECOMPRESSION PASSING EPNR 4


PROCEDURE Proceed to (ESB/LTAC) via UL852 CRM UW71 BUK.
FLIGHT
PHASE

DES TO
FL 180

CRZ FL 180

DES TO
FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

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DRIFT DOWN PROCEDURES


DRIFT DOWN PROCEDURES IN CASE OF DECOMPRESSION

4.1.18 Decompression Doha - Europe (Route 5)


Jeppesen Chart / Date: -

Min Required Oxygen : 13 min

ATH, TXL, TLS, CMN, FRA, GVA, IST, LGW, LHR, MAD, MAN,
Applicable to Sector(s)
MXP, DME, MUC, JFK, CDG, FCO, ARN, VIE, IAD, IAH, ZRH
Critical Sector:

MIDSI T202 DASDO UL223 UMH UL124 VAN UG81 EZS UG8
GEM

Points of Non Return

EPNR1 = 32 NM passing MESVI


EPNR2 = 86 NM passing KRD
VAN = Waypoint (VOR)

Remark

Wind effect (head / tail) has been included in this procedure.

DECOMPRESSION BEFORE EPNR1


PROCEDURE Return to (DOH/OTBD) via UL223 DASDO T202 MIDSI R659 DOH.
FLIGHT
PHASE

DES TO
FL 180

SPEED

MMO/VMO

TIME

CRZ FL 180

DES TO
FL 140

VMO

VMO

7 Minutes

CRZ FL 140

DES FL 100

VMO

VMO

30 Minutes

DECOMPRESSION BETWEEN EPNR1 AND EPNR2


Option 1: Proceed / Return to (IKA/OIIE) via UL223 KRD G202 NOTSA
W7 SAV STAR.
PROCEDURE
Option 2: Proceed / Return to (KWI/OKBK) via UL223 ALTAX G667 MIS
W31 MAH B417 KUA.
FLIGHT
PHASE

DES TO
FL 180

SPEED

MMO/VMO

TIME

CRZ FL 180

DES TO
FL 140

VMO

VMO

7 Minutes

CRZ FL 140

DES FL 100

VMO

VMO

30 Minutes

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DECOMPRESSION BETWEEN EPNR2 AND VAN


PROCEDURE Option 1: Proceed / Return to (TBZ/OITT) via UL223 / UL124 (*) UMH
A422 TBZ.
Option 2: Proceed / Return to (OITR) (**) via UL223 / UL124 (*) UMH.
FLIGHT
PHASE

DES TO
FL 180

CRZ FL 180

DES TO
FL 140

CRZ FL 140

DES FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

(*) UL124 is unidirectional between BONAM and VAN.


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

DECOMPRESSION PASSING VAN


PROCEDURE Option 1: Proceed to (IST/LTBA) via UG81 EZS UG8 BAG UL614 YAA
STAR.
Option 2: Proceed to (ESB/LTAC) via UG81 EZS UG8 KUBER STAR.
FLIGHT
PHASE

DES TO
FL 180

CRZ FL 180

DES TO
FL 140

CRZ FL 140

DES FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

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DRIFT DOWN PROCEDURES


DRIFT DOWN PROCEDURES IN CASE OF DECOMPRESSION

4.1.19 Decompression Doha - Europe (Route 6)


Jeppesen Chart / Date: -

Min Required Oxygen : 13 min

ATH, TXL, TLS, CMN, FRA, GVA, IST, LGW, LHR, MAD, MAN,
Applicable to Sector(s)
MXP, DME, MUC, JFK, CDG, FCO, ARN, VIE, IAD, IAH, ZRH
Critical Sector:

KATAG R659 SYZ W3 MESVI UL223 UMH UL124 VAN UL851


ERZ UL851 TBN

Points of Non Return

EPNR1 = 32 NM passing MESVI


EPNR2 = 86 NM passing KRD
VAN = Waypoint (VOR)

Remark

Wind effect (head / tail) has been included in this procedure.

DECOMPRESSION BEFORE EPNR1


PROCEDURE Return to (DOH/OTBD) via UL223 MESVI W3 SYZ R659 DOH.
FLIGHT
PHASE

DES TO
FL 180

SPEED

MMO/VMO

TIME

CRZ FL 180

DES TO
FL 140

VMO

VMO

7 Minutes

CRZ FL 140

DES FL 100

VMO

VMO

30 Minutes

DECOMPRESSION BETWEEN EPNR1 AND EPNR2


Option 1: Proceed/Return to (IKA/OIIE) via UL223 KRD G202 NOTSA W7
SAV STAR.
PROCEDURE
Option 2: Proceed/Return to (KWI/OKBK) via UL223 ALTAX G667 MIS
W31 MAH B417 KUA.
FLIGHT
PHASE

DES TO
FL 180

SPEED

MMO/VMO

TIME

CRZ FL 180

DES TO
FL 140

VMO

VMO

7 Minutes

CRZ FL 140

DES FL 100

VMO

VMO

30 Minutes

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DECOMPRESSION BETWEEN EPNR2 AND VAN


PROCEDURE Option 1: Proceed / Return to (TBZ/OITT) via UL223 / UL124 (*) UMH
A422 TBZ.
Option 2: Proceed / Return to (OITR) (**) via UL223 / UL124 (*) UMH.
FLIGHT
PHASE

DES TO
FL 180

CRZ FL 180

DES TO
FL 140

CRZ FL 140

DES FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

(*) UL124 is unidirectional between BONAM and VAN.


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

DECOMPRESSION PASSING VAN


PROCEDURE Option 1: Proceed to (TZX/LTCG) via UL851 TBN.
Option 2: Proceed to (SZF/LTFH) via UL851 TBN W71 CRM.
FLIGHT
PHASE

DES TO
FL 180

CRZ FL 180

DES TO
FL 140

CRZ FL 140

DES FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

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DRIFT DOWN PROCEDURES


DRIFT DOWN PROCEDURES IN CASE OF DECOMPRESSION

4.1.20 Decompression Europe Doha (Route1) via Iran


Procedure version

Jeppesen Chart / Date:

QTR 4 / 05-Oct-2007

Critical Sector:

CRM UT34 RENGI UT36 DERIL G208 UMH UL223 MESVI W3


SYZ R659 KATAG

Points of Non Return

DPNR 1 = 32 NM passing RENGI


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

DECOMPRESSION BEFORE DPNR 1


PROCEDURE Option 1: Proceed/Return to (ADA/LTAF) via RENGI DCT TAMER UW73
DYB UW716 GAZ UW74 ADA.(Note1)
Option 2: Return to (ESB/LTAC) via UT34 (Note2) CRM UW71 BUK.
FLIGHT
PHASE

DES TO
FL 180

SPEED

MMO/VMO

TIME

CRZ FL 180

DES TO
FL 140

VMO

VMO

7 Minutes

CRZ FL 140

CRZ FL 100

VMO

VMO

30 Minutes

Note 1: Check the suitability of (LTCS) and (LTAJ) during the route.
Note 2: UT34 is a unidirectional airway.

DECOMPRESSION BETWEEN DPNR 1 and EPNR 2


PROCEDURE Proceed / Return to (TBZ/OITT) via UT36 ALRAM G208 / UL223 UMH
A422 TBZ.
FLIGHT
PHASE

DES TO
FL 180

CRZ FL 180

DES TO
FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

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DECOMPRESSION BETWEEN EPNR 2 and DPNR 3


PROCEDURE Proceed/Return to (IKA/OIIE) via UL223 KRD G202 NOTSA W7
SAV DCT IKA.
FLIGHT
PHASE

DES TO
FL 180

SPEED

MMO/VMO

TIME

CRZ FL 180

DES TO
FL 140

VMO

VMO

7 Minutes

CRZ FL 140

CRZ FL 100

VMO

VMO

30 Minutes

DECOMPRESSION PASSING DPNR 3


PROCEDURE Proceed to (DOH/OTBD) via W3 SYZ R659 DOH.
FLIGHT
PHASE

DES TO
FL 180

SPEED

MMO/VMO

TIME

CRZ FL 180

DES TO
FL 140

VMO

VMO

7 Minutes

CRZ FL 140

CRZ FL 100

VMO

VMO

30 Minutes

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DRIFT DOWN PROCEDURES


DRIFT DOWN PROCEDURES IN CASE OF DECOMPRESSION

4.1.21 Decompression Europe - Doha (Route2) via Turkey

Procedure version

Jeppesen Chart / Date:

QTR 4 / 05-Oct-2007

Critical Sector:

HAKAN UP975 EZS UT36 ULKEM

Points of Non Return

SIV = VOR Navaid

DECOMPRESSION BEFORE SIV


PROCEDURE Option 1 :
Proceed to (LTFH/SZF) via UP975 SIV UW72 CRM.
Option 2 :
Proceed/Return to (LTFH/SZF) via UP975(*) ERGUN UW71 CRM
Option 3 :
Proceed/Return to (ESB/LTAC) via UP975(*) ERGUN UW71 BUK
FLIGHT
PHASE

DES TO
FL 180

CRZ FL 180

DES TO
FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

(*) UP975 is unidirectional airway.

DECOMPRESSION PASSING SIV


PROCEDURE Proceed / Return to (ADA/LTAF) via RENGI DCT TAMER UN73 DYB
UW716 GAZ UW74 ADA.
FLIGHT
PHASE

DES TO
FL 180

CRZ FL 180

DES TO
FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

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DRIFT DOWN PROCEDURES


DRIFT DOWN PROCEDURES IN CASE OF DECOMPRESSION

4.1.22 Decompression Europe - Doha (Route3) via Turkey

Procedure version

Jeppesen Chart / Date:

QTR 4 / 05-Oct-2007

Critical Sector:

TBN UP146 GAGDI UR654 SAV T207 SYZ R659 LAGSA

Points of Non Return

DPNR 5 = 50NM passing TBN


ZAJ = ZANJAN VOR
TPNR1 = 48NM before OBTUX.

Remark

Via the temporary route T207.

Wind effect (head/tail) has been included in this procedure.

DECOMPRESSION BEFORE DPNR 5


PROCEDURE Return to (TZX/LTCG) via UP146 (*) TBN.
FLIGHT
PHASE

DES TO
FL 180

CRZ FL 180

DES TO
FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME
Note:

7 Minutes

30 Minutes

UP 146 is unidirectional from TBN to ARI.

DECOMPRESSION BETWEEN DPNR 5 and ZAJ


PROCEDURE Option 1:
Proceed/Return to (NAJ/UBBN) via UP146 / UR654 GAGDI UP146 SIBVU
R661 DULAV STAR.
Option 2:
Proceed to (TBZ/OITT) via UP146 ARI UT30 DASIS R660 TBZ.
Option 3:
Return to (TBZ/OITT) via UR654 BUDED DCT RAKED STAR.
FLIGHT
PHASE

DES TO
FL 180

SPEED

MMO/VMO

TIME

CRZ FL 180

DES TO
FL 140

VMO

VMO

7 Minutes

CRZ FL 140

CRZ FL 100

VMO

VMO

30 Minutes

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DECOMPRESSION BETWEEN ZAJ and TPNR1


PROCEDURE Option1:
Proceed / Return to (IKA/OIIE) via R654 / T207 SAV STAR.
Option2:
Return to (IFN/OIFM) via T207 DISEL T208 ISN.
FLIGHT
PHASE

DES TO
FL 180

CRZ FL 180

DES TO
FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

DECOMPRESSION PASSING TPNR 1


PROCEDURE Option1:
Proceed to (SYZ/OISS) via R654 / T207 SYZ.
Option 2:
Proceed to (DOH/OTBD) via R659 DOH.
FLIGHT
PHASE

DES TO
FL 180

CRZ FL 180

DES TO
FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

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DRIFT DOWN PROCEDURES IN CASE OF DECOMPRESSION

4.1.23 Decompression Europe Doha (Route4) via Iran


Procedure version

Jeppesen Chart / Date:

Critical Sector:

CRM UT34 RENGI UT36 DERIL G208 UMH UL223 DASDO


T202 MIDSI

Points of Non Return

DPNR 1 = 32 NM passing RENGI


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

Remark

Via the temporary route T202.

DECOMPRESSION BEFORE DPNR 1


PROCEDURE Option 1: Proceed/Return to (ADA/LTAF) via RENGI DCT TAMER UW73
DYB UW716 GAZ UW74 ADA.(Note1)
Option 2: Return to (ESB/LTAC) via UT34 (Note2) CRM UW71 BUK.
FLIGHT
PHASE

DES TO
FL 180

SPEED

MMO/VMO

TIME

CRZ FL 180

DES TO
FL 140

VMO

VMO

7 Minutes

CRZ FL 140

CRZ FL 100

VMO

VMO

30 Minutes

Note 1: Check the suitability of (LTCS) and (LTAJ) during the route.
Note 2: UT34 is a unidirectional airway.
DECOMPRESSION BETWEEN DPNR 1 and EPNR 2
PROCEDURE Proceed / Return to (TBZ/OITT) via UT36 ALRAM G208 / UL223 UMH
A422 TBZ.
FLIGHT
PHASE

DES TO
FL 180

CRZ FL 180

DES TO
FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

DECOMPRESSION BETWEEN EPNR 2 and DPNR 3


PROCEDURE Proceed/Return to (IKA/OIIE) via UL223 KRD G202 NOTSA W7
SAV DCT IKA.
FLIGHT
PHASE

DES TO
FL 180

SPEED

MMO/VMO

TIME

CRZ FL 180

DES TO
FL 140

VMO

VMO

7 Minutes

CRZ FL 140

CRZ FL 100

VMO

VMO

30 Minutes

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DECOMPRESSION PASSING DPNR 3


PROCEDURE Proceed to (DOH/OTBD) via UL 223 DASDO T202 MIDSI R659 DOH.
FLIGHT
PHASE

DES TO
FL 180

CRZ FL 180

DES TO
FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

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DRIFT DOWN PROCEDURES IN CASE OF DECOMPRESSION

4.1.24 Decompression Europe Doha (Route5)


Jeppesen Chart / Date: -

Min Required Oxygen : 13 min

ATH, TXL, TLS, CMN, FRA, GVA, IST, LGW, LHR, MAD, MAN,
Applicable to Sector(s)
MXP, DME, MUC, JFK, CDG, FCO, ARN, VIE, IAD, IAH, ZRH
Critical Sector:

CRM UT34 SRT

Points of Non Return

EBEDI = Enroute Waypoint


PARUN = Enroute Waypoint

Remark

Wind effect (head / tail) has been included in this procedure.

DECOMPRESSION BEFORE EBEDI


PROCEDURE Option 1: Return to (SZF/LTFH) via UT34(*) CRM.
Option 2: Return to (ESB/LTAC) via UT34(*) CRM UW71 BUK.
FLIGHT
PHASE

DES TO
FL 180

SPEED

MMO/VMO

TIME
(*)

CRZ FL 180

DES TO
FL 140

VMO

VMO

7 Minutes

CRZ FL 140

CRZ FL 100

VMO

VMO

30 Minutes

UT34 is unidirectional airway.

DECOMPRESSION BETWEEN EBEDI and PARUN


PROCEDURE Option 1 : (Proceed) / (Return) to (DAM/OSDI) via (UT34) / (R784 KABAN
UT37) SRT T333 LESRI UL573 KML W7 TAN G202 DAM.
Option 2 : (Proceed) / (Return) to (AMM/OJAI) via (UT34) / (R784 KABAN
UT37) SRT T333 LESRI UL573 KML W7 TAN A412 QAA.
Option 3 : (Proceed) / (Return) to (ADA / LTAF) via (UT34) / (R784
KABAN UT37) SRT UG8 TAMER UW73 DYB UW716 GAZ
UW74 ADA.
FLIGHT
PHASE

DES TO
FL 180

CRZ FL 180

DES TO
FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME
(*)

7 Minutes

30 Minutes

Check the suitability of (LTCS) and (LTAJ) during the route.

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DECOMPRESSION PASSING PARUN


PROCEDURE Option 1 : Proceed to (DOH/OTBD) via R784 NOLDO UP975 MEMBO
UN318 PATAN R659 DOH.
Option 2 : Proceed to (KWI//OKBK) via R784 NOLDO UP975 SIDAD
STAR.
FLIGHT
PHASE

DES TO
FL 180

SPEED

MMO/VMO

TIME

CRZ FL 180

DES TO
FL 140

VMO

VMO

7 Minutes

CRZ FL 140

CRZ FL 100

VMO

VMO

30 Minutes

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4.1.25 Decompression Doha - Tehran (Route 1)

Procedure version

Jeppesen Chart / Date:

QTR7 / 02-Nov-2007

Critical Sector:

KATAG R659 UP574 LARAB

Points of Non Return

TPNR = 11 NM Before ISN

DECOMPRESSION BEFORE TPNR


PROCEDURE Return to (DOH/OTBD) via UP574 SYZ R659 DOH.
FLIGHT
PHASE

DES TO
FL 180

CRZ FL 180

DES TO
FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

DECOMPRESSION PASSING TPNR


PROCEDURE Proceed to (IKA/OIIE) via UP574 RABAM STAR.
FLIGHT
PHASE

DES TO
FL 180

SPEED

MMO/VMO

TIME

CRZ FL 180

DES TO
FL 140

VMO

VMO

7 Minutes

CRZ FL 140

CRZ FL 100

VMO

VMO

30 Minutes

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4.1.26 Decompression Doha Tehran (Route 2)

Procedure version

Jeppesen Chart / Date:

QTR7 / 02-Nov-2007

Critical Sector:

KATAG R659 SYZ T207 SAV

Points of Non Return

TPNR 5 = 61 NM Passing OBTUX

Remark

Via the temporary route T207

DECOMPRESSION BEFORE TPNR5


PROCEDURE Option 1: Return to (DOH/OTBD) via T207 SYZ R659 DOH.
Option 2: Proceed / Return to (SYZ/OISS) via T207 SYZ.
FLIGHT
PHASE

DES TO
FL 180

CRZ FL 180

DES TO
FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

DECOMPRESSION PASSING TPNR 5


PROCEDURE Option 1: Proceed To (IKA/OIIE) via T207 SAV STAR.
Option 2: Proceed / Return to (ISN/OIFM) via T207 DISEL T208 ISN or via
T207 DCT ISN.
FLIGHT
PHASE

DES TO
FL 180

SPEED

MMO/VMO

TIME

CRZ FL 180

DES TO
FL 140

VMO

VMO

7 Minutes

CRZ FL 140

CRZ FL 100

VMO

VMO

30 Minutes

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4.1.27 Decompression Doha Tehran (Route 3)

Procedure version

Jeppesen Chart / Date:

QTR7 / 02-Nov-2007

Critical Sector:

KATAG R659 SYZ UP574 ISN T206 TRN

Points of Non Return

TPNR = 11 NM before ISN


TPNR 2 = 51 NM Passing DAPOG

Remark

Via the temporary route T206

DECOMPRESSION BEFORE TPNR


PROCEDURE Option 1: Return to (DOH/OTBD) via UP574 SYZ R659 DOH.
Option 2: Proceed / Return to (SYZ/OISS) via R659 SYZ.
FLIGHT
PHASE

DES TO
FL 180

CRZ FL 180

DES TO
FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

DECOMPRESSION Between TPNR and TPNR 2


PROCEDURE Proceed to (ISN/OIFM) via UP574 ISN.
FLIGHT
PHASE

DES TO
FL 180

CRZ FL 180

DES TO
FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

DECOMPRESSION PASSING TPNR 2


PROCEDURE Proceed to (IKA/OIIE) via T206 BOXAM STAR.
FLIGHT
PHASE

DES TO
FL 180

CRZ FL 180

DES TO
FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

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4.1.28 Decompression Tehran - Doha (Route 1)

Procedure version

Jeppesen Chart / Date:

QTR8 / 02-Nov-2007

Critical Sector:

LARAB UP574 R659 KATAG

Points of Non Return

TPNR = 11 NM Passing ISN

DECOMPRESSION BEFORE TPNR


PROCEDURE Return to (IKA/OIIE) via UP574 RABAM STAR.
FLIGHT
PHASE

DES TO
FL 180

CRZ FL 180

DES TO
FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

DECOMPRESSION PASSING TPNR


PROCEDURE Proceed to (DOH/OTBD) via UP574 SYZ R659 DOH.
FLIGHT
PHASE

DES TO
FL 180

SPEED

MMO/VMO

TIME

CRZ FL 180

DES TO
FL 140

VMO

VMO

7 Minutes

CRZ FL 140

CRZ FL 100

VMO

VMO

30 Minutes

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4.1.29 Decompression Tehran Doha (Route 2)

Procedure version

Jeppesen Chart / Date:

QTR8 / 02-Nov-2007

Critical Sector:

SAV T207 SYZ KATAG

Points of Non Return

TPNR 5 = 61NM before OBTUX

Remark

Via the temporary route T207

DECOMPRESSION BEFORE TPNR 5


PROCEDURE Option 1: Return to (IKA/OIIE) via T207 SAV STAR.
Option 2: Return to (ISN/OIFM) via T207 TPNR5 EGLUL DCT ISN
FLIGHT
PHASE

DES TO
FL 180

CRZ FL 180

DES TO
FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

DECOMPRESSION PASSING TPNR 5


PROCEDURE Option 1: Proceed to (DOH/OTBD) via T207 SYZ R659 DOH.
Option 2: Return to (ISN/OIFM) via T207 TPNR5 DCT ISN.
FLIGHT
PHASE

DES TO
FL 180

CRZ FL 180

DES TO
FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

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4.1.30 Decompression Doha - Mashhad

Procedure version

Jeppesen Chart / Date:

QTR 7 / 02-Nov-2007

Critical Sector:

KATAG R659 SYZ G663 RAMIL

Points of Non Return

MPNR = 5 NM before NODLA

DECOMPRESSION BEFORE MPNR


PROCEDURE Option 1:
Proceed to (IFN/OIFM) via G663 NODLA G202 ISN.
Option 2:
Proceed / Return to (SYZ/OISS) via G663 SYZ.
Option 3:
Return to (DOH/OTBD) via G663 SYZ R659 DOH.
FLIGHT
PHASE

DES TO
FL 180

CRZ FL 180

DES TO
FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

DECOMPRESSION PASSING MPNR


PROCEDURE Proceed to (MHD/OIMM) via G663 MSD.
FLIGHT
PHASE

DES TO
FL 180

SPEED

MMO/VMO

TIME

CRZ FL 180

DES TO
FL 140

VMO

VMO

7 Minutes

CRZ FL 140

CRZ FL 100

VMO

VMO

30 Minutes

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4.1.31 Decompression Mashhad - Doha

Procedure version

Jeppesen Chart / Date:

QTR 8 / 02-Nov-2007

Critical Sector:

RAMIL G663 SYZ R659 KATAG

Points of Non Return

MPNR = 5 NM Passing NODLA

DECOMPRESSION BEFORE MPNR


PROCEDURE Return to (MHD/OIMM) via G663 MSD.
FLIGHT
PHASE

DES TO
FL 180

CRZ FL 180

DES TO
FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

7 Minutes

30 Minutes

DECOMPRESSION PASSING MPNR


PROCEDURE Option 1:
Proceed / Return to (IFN/OIFM) via G663 YZD R654 ISN.
Option 2:
Proceed / Return to (SYZ/OISS) via G663 SYZ.
Option 3:
Proceed to (DOH/OTBD) via G663 SYZ R659 DOH.
FLIGHT
PHASE

DES TO
FL 180

SPEED

MMO/VMO

TIME

CRZ FL 180

DES TO
FL 140

VMO

VMO

7 Minutes

CRZ FL 140

CRZ FL 100

VMO

VMO

30 Minutes

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4.1.32 Decompression Doha - North China via B215 (A330 and A340)

Procedure version

Jeppesen Chart / Date:

A330 : QTR 6 / 16 Feb 2007


A340 : QTR 14 / 16 Feb 2007

Critical Sector:

KAREM via G325, B215 to HMI

Points of Non Return

HPNR 1 =16 NM Before KAREM


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

DECOMPRESSION BEFORE HPNR 1


PROCEDURE Proceed / Return to (KHI/OPKC) via G325 PG G210 DOSTI M638 KC.
FLIGHT
PHASE

DES TO
FL250

CRZ FL 250

DES TO
FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

16 Minutes

30 Minutes

DECOMPRESSION BETWEEN HPNR 1 and HPNR 2


PROCEDURE

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

FLIGHT
PHASE

DES TO
FL 290

CRZ FL 290

DES TO
FL 250

CRZ FL 250

DES TO
FL 140

CRZ FL140

CRZ FL100

SPEED

MMO/VMO

VMO

MMO/
VMO

VMO

MMO/
VMO

VMO

VMO

TIME

4
Minutes

12
Minutes

30
Minutes

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DECOMPRESSION BETWEEN HPNR 2 and HPNR 3


PROCEDURE

Option 1:
Proceed / Return to (KHG/ZWSH) via B215 SCH A364 KHG..
Option 2:
Proceed /Return to (URC/ZWWW) via B215 using the following escape route:
From KCA DCT MC (N41 38.9 E086 04.5) DCT FADJI (N42 00.0 E088 40.0)
DCT TKSUN (N42 48.0 E088 40.0) DCT URC.

FLIGHT
PHASE

DES TO
FL 290

CRZ FL 290

DES TO
FL 250

CRZ FL 250

DES TO
FL 140

CRZ FL140

CRZ FL100

SPEED

MMO/VMO

VMO

MMO/
VMO

VMO

MMO/
VMO

VMO

VMO

TIME

5
Minutes

11
Minutes

30
Minutes

DECOMPRESSION BETWEEN HPNR 3 and HPNR 4


PROCEDURE Option 1:
Proceed to (URC/ZWWW) via B215 URC.
or
Return to (URC/ZWWW) via B215 HMI DCT TKSUN (N42 48.0 E088 40.0)
or
Return to (URC/ZWWW) via GREN2 DCT LIGHT DCT FKG B215 URC.
Option 2:
Return to (KHG/ZWSH) via B215 URC DCT TKSUN (N42 48.0 E088 40.0)
DCT FADJI (N42 00.0 E088 40.0) DCT MC (N41 38.9 E086 04.5) DCT
KCA B215 SCH A364 KHG.
or
Return to (KHG/ZWSH) via GREN2 DCT LIGHT DCT FKG B215 URC
DCT TKSUN (N42 48.0 E088 40.0) DCT FADJI (N42 00.0 E088 40.0) DCT
MC (N41 38.9 E086 04.5) DCT KCA B215 SCH A364 KHG.
FLIGHT
PHASE

DES TO
FL 250

CRZ FL 250

DES TO
FL140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

16 Minutes

30 Minutes

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DECOMPRESSION PASSING HPNR 4


PROCEDURE Option 1:
Proceed to (PEK/ZBAA) via B215 YBL A596 KM DCT PEK.
Option 2:
Proceed to (HET/ZBHH) via B215 YBL A596 SZ W32 KJ.
Option 3:
Proceed to (ZGC/ZLLL) via B215 YBL B330 JTA DCT ZGC.
Option 4:
Proceed to (XIY/ZLXY) via B215 YBL B330 JTA G470 HO DCT OD.
FLIGHT
PHASE

DES TO
FL 250

CRZ FL 250

DES TO
FL140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

16 Minutes

30 Minutes

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4.1.33 Decompression Doha - North China via W112 (A330)


Jeppesen Chart / Date: A330: QTR 15/16 April 2009

Min Required Oxygen : 22 min

Applicable to Sector(s) PEK, KIX


Critical Sector:

KALAT via G325 PURPA W112 to CHW

Points of Non Return

HPNR1 = 16 NM Before KAREM


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

DECOMPRESSION Before HPNR1


PROCEDURE Proceed / Return to (KHI/OPKC) via G325 PG G210 DOSTI M638 KC.
FLIGHT
PHASE

DES TO
FL 250

SPEED

MMO

TIME

CRZ FL 250

DES TO
FL 140

VMO

VMO

16 Minutes

CRZ FL 140

CRZ FL 100

VMO

VMO

30 Minutes

DECOMPRESSION BETWEEN HPNR 1 and HAPNR2


PROCEDURE Proceed / Return to (ISB/OPRN) via G325 HANGU J139 RN.
FLIGHT
PHASE

DES TO
FL 290

SPEED

MMO

TIME

CRZ FL 290

DES TO
FL 250

MMO

MMO

4 Min

CRZ FL 250
VMO
12 Min

DES to CRZ - CRZ FL 140 FL 140 FL 100


VMO

VMO

VMO

30 Min

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DECOMPRESSION BETWEEN HPNR2 and HPNR5


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

via W112 DCT TKLAM (3700.0N/07800.0E) DCT SCH A364


KHG, or
via W112 DCT HPNR5 DCT SCH A364 KHG.
Option 2 (in case KHG not available) :
Proceed to (URC/ZWWW) via above escape routes to SCH
B215 KCA DCT MC DCT FADJI DCT TKSUN DCT URC.

FLIGHT
PHASE

DES TO
FL 290

CRZ FL 290

DES TO
FL 250

SPEED

MMO

MMO

MMO

TIME

CRZ FL 250
VMO

4 Min

DES to CRZ - CRZ FL 140 FL 140 FL 100


VMO

12 Min

VMO

VMO

30 Min

DECOMPRESSION BETWEEN HPNR5 and HPNR6


Option 1: Proceed / Return to (HTN/ZWTN) via W112 HTN.
PROCEDURE Option 2: Proceed / Return to (KHG/ZWSH) via W112 HTN DCT SCH
A364 KHG.
FLIGHT
PHASE

DES TO
FL 250

SPEED

MMO

TIME

CRZ FL 250

DES TO
FL 140

VMO

VMO

16 Minutes

CRZ FL 140

CRZ FL 100

VMO

VMO

30 Minutes

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DECOMPRESSION BETWEEN HPNR6 and HPNR7


Option 1: Proceed / Return to (URC/ZWWW) using the following escape
route : W112 NOLEP DCT FADJI DCT TKSUN DCT URC.
PROCEDURE Option 2 : Proceed / Return to (KHG/ZWSH) using the following escape
route :
W112 NOLEP L888 SADAN DCT SCH A364 KHG.
FLIGHT
PHASE

DES TO
FL 250

SPEED

MMO

TIME

CRZ FL 250

DES TO
FL 140

VMO

VMO

16 Minutes

CRZ FL 140

CRZ FL 100

VMO

VMO

30 Minutes

DECOMPRESSION BETWEEN HPNR7 and HPNR8


Option 1: Proceed / Return to (URC/ZWWW) using the following escape
route :
via W112 TUSLI DCT HMI DCT GREEN2 DCT LIGHT DCT FKG
PROCEDURE
B215 URC.
Option 2 : Proceed / Return to (PEK/ZBAA) via W112 TUSLI DCT HMI
B215 NUKTI W66 DKO A596 KM STAR.
FLIGHT
PHASE

DES TO
FL 250

SPEED

MMO

TIME

CRZ FL 250

DES TO
FL 140

VMO

VMO

16 Minutes

CRZ FL 140

CRZ FL 100

VMO

VMO

30 Minutes

DECOMPRESSION Passing HPNR8


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

Option 2 : Proceed to (ZGC/ZLLL) via W112 CHW B215 YBL B330 JTA
DCT ZGC.
Option 3 : Proceed to (XIY/ZLXY) via W112 CHW B215 YBL B330 JTA
G470 HO DCT OD.

FLIGHT
PHASE

DES TO
FL 250

SPEED

MMO

TIME

CRZ FL 250

DES TO
FL 140

VMO

VMO

16 Minutes

CRZ FL 140

CRZ FL 100

VMO

VMO

30 Minutes

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4.1.34 Decompression Doha - North China via B215 (B777)


Procedure version

Jeppesen Chart / Date:

Critical Sector:

KAREM G325 PURPA B215 HMI

Points of Non Return

HPNR1 = 16 NM before KAREM.


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

DECOMPRESSION BEFORE HPNR1


PROCEDURE Proceed / Return to (KHI/OPKC) via G325 PG G210 DOSTI M638 KC.
FLIGHT
PHASE

DES TO
FL 250

SPEED

MMO/VMO

TIME

CRZ FL 250

DES TO
FL 140

VMO

VMO

16 Minutes

CRZ FL 140

CRZ FL 100

VMO

VMO

30 Minutes

DECOMPRESSION BETWEEN HPNR 1 and BPNR 1


PROCEDURE

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


Option2: Proceed / Return to (PEW/OPPS) via G325 PS.

FLIGHT
PHASE

DES TO
FL 290

CRZ FL 290

DES TO
FL 250

CRZ FL 250

DES TO
FL 140

CRZ FL140

CRZ FL100

SPEED

MMO/VMO

VMO

MMO/
VMO

VMO

MMO
VMO

VMO

VMO

TIME

4
Minutes

12
Minutes

30
Minutes

DECOMPRESSION BETWEEN BPNR 1 and HPNR 3


PROCEDURE

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


Option 2: Proceed / return to (URC/ZWWW) via B215 using the following
escape route:
From KCA DCT MC (N41 38.9 E086 04.5) DCT FADJI (N42 00.0 E088 40.0)
DCT TKSUN (N42 48.0 E088 40.0) DCT URC.

FLIGHT
PHASE

DES TO
FL 290

CRZ FL 290

DES TO
FL 250

CRZ FL 250

DES TO
FL 140

CRZ FL140

CRZ FL100

SPEED

MMO/VMO

VMO

MMO/
VMO

VMO

MMO/
VMO

VMO

VMO

TIME

4
Minutes

12
Minutes

30
Minutes

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DECOMPRESSION BETWEEN HPNR 3 and HPNR 4


PROCEDURE Option 1:
Proceed to (URC/ZWWW) via B215 URC.
or
Return to (URC/ZWWW) via GREN2 DCT LIGHT DCT FKG B215 URC.
Option 2:
Return to (KHG/ZWSH) via B215 URC DCT TKSUN (N42 48.0 E088 40.0)
DCT FADJI (N42 00.0 E088 40.0) DCT MC (N41 38.9 E086 04.5) DCT
KCA B215 SCH A364 KHG.
or
Return to (KHG/ZWSH) via GREN2 DCT LIGHT DCT FKG B215 URC
DCT TKSUN (N42 48.0 E088 40.0) DCT FADJI (N42 00.0 E088 40.0) DCT
MC (N41 38.9 E086 04.5) DCT KCA B215 SCH A364 KHG.
FLIGHT
PHASE

DES TO
FL 250

CRZ FL 250

DES TO
FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

16 Minutes

30 Minutes

DECOMPRESSION PASSING HPNR 4


PROCEDURE Option 1: Proceed to (PEK/ZBAA) via B215 YBL A596 KM STAR
Option 2: Proceed to (HET/ZBHH) via B215 YBL A596 SZ W32 KJ.
Option 3: Proceed to (ZGC/ZLLL) vIa B215 YBL B330 JTA STAR.
Option 4: Proceed to (XIY/ZLXY) via B215 YBL B330 JTA G470 HO
STAR.
FLIGHT
PHASE

DES TO
FL 250

CRZ FL 250

DES TO
FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

16 Minutes

30 Minutes

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4.1.35 Decompression North China - Doha via B215 (A330 and A340)
Procedure version

Jeppesen Chart / Date:

A330 : QTR 5 / 16 Feb 2007


A340 : QTR 13 / 16 Feb 2007

Critical Sector:

HMI via B215, G325 to KAREM

Points of Non Return

HPNR 4 = 60NM Before NUKTI


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

DECOMPRESSION BEFORE HPNR 4


PROCEDURE Option 1:
Return to (ZGC/ZLLL) via B215 YBL B330 JTA DCT ZGC.
Option 2:
Return to (PEK/ZBAA) via B215 YBL A596 KM DCT PEK.
FLIGHT
PHASE

DES TO
FL 250

SPEED

MMO/VMO

TIME

CRZ FL 250

DES TO
FL 140

VMO

VMO

16 Minutes

CRZ FL 140

CRZ FL 100

VMO

VMO

30 Minutes

DECOMPRESSION BETWEEN HPNR 4 and HPNR 3


PROCEDURE Option 1:
Proceed to (URC/ZWWW) via B215 HMI DCT TKSUN (N42 48.0 E088
40.0) DCT URC.
or
Proceed to (URC/ZWWW) via GREN2 DCT LIGHT DCT FKG B215 URC.
or
Return to (URC/ZWWW) via B215 URC.
Option 2:
Proceed to (KHG/ZWSH) via B215 URC DCT TKSUN (N42 48.0 E088
40.0) DCT FADJI (N42 00.0 E088 40.0) DCT MC (N41 38.9 E086 04.5)
DCT KCA B215 SCH A364 KHG.
or
Proceed to (KHG/ZWSH) via GREN2 DCT LIGHT DCT FKG B215 URC
DCT TKSUN (N42 48.0 E088 40.0) DCT FADJI )N42 00.0 E088 40.0) DCT
MC (N41 38.9 E086 04.5) DCT KCA B215 SCH A364 KHG.
FLIGHT
PHASE

DES TO
FL 250

SPEED

MMO/VMO

TIME

CRZ FL 250

DES TO
FL 140

VMO

VMO

16 Minutes

CRZ FL 140

CRZ FL 100

VMO

VMO

30 Minutes
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DECOMPRESSION BETWEEN HPNR 3 and HPNR 2


PROCEDURE

Option 1:
Proceed / Return to (KHG/ZWSH) via B215 SCH A364 KHG.
Option 2:
Proceed /Return to (URC/ZWWW) via B215 using the following escape route:
From KCA DCT MC (N41 38.9 E086 04.5) DCT FADJI (N42 00.0 E088 40.0)
DCT TKSUN (N42 48.0 E088 40.0) DCT URC.

FLIGHT
PHASE

DES TO
FL 290

CRZ FL 290

DES TO
FL 250

CRZ FL 250

DES TO
FL 140

CRZ FL140

CRZ FL100

SPEED

MMO/VMO

VMO

MMO/
VMO

VMO

MMO /
VMO

VMO

VMO

TIME

5
Minutes

11
Minutes

30
Minutes

DECOMPRESSION BETWEEN HPNR 2 and HPNR 1


PROCEDURE

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

FLIGHT
PHASE

DES TO
FL 290

CRZ FL 290

DES TO
FL 250

CRZ FL 250

DES TO
FL 140

CRZ FL140

CRZ FL100

SPEED

MMO/VMO

VMO

MMO/
VMO

VMO

MMO/
VMO

VMO

VMO

TIME

4
Minutes

12
Minutes

30
Minutes

DECOMPRESSION PASSING HPNR 1


PROCEDURE Proceed / Return to (KHI/OPKC) via G325 PG G210 DOSTI M638 KC.
FLIGHT
PHASE

DES TO
FL 250

SPEED

MMO/VMO

TIME

CRZ FL 250

DES TO
FL 140

VMO

VMO

16 Minutes

CRZ FL 140

CRZ FL 100

VMO

VMO

30 Minutes

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4.1.36 Decompression North China - Doha via W112 (A330)


Jeppesen Chart / Date: A330: QTR 15/16 April 2009

Min Required Oxygen : 22 min

Applicable to Sector(s) PEK, KIX


Critical Sector:

CHW via W112 PURPA G325 to KALAT

Points of Non Return

HPNR8 = 43 NM Passing AKTOB


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

DECOMPRESSION BEFORE HPNR8


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

Option 2 : (Proceed) / (Return) to (ZGC/ZLLL) via (A596 YBL) / (W112


CHW B215 YBL) B330 JTA STAR.
Option 3 : (Proceed) / (Return) to (XIY/ZLXY) via (A596 YBL) / (W112
CHW B215 YBL) B330 JTA G470 HO STAR.

FLIGHT
PHASE

DES TO
FL 250

SPEED

MMO

TIME

CRZ FL 250

DES TO
FL 140

VMO

VMO

16 Minutes

CRZ FL 140

CRZ FL 100

VMO

VMO

30 Minutes

DECOMPRESSION BETWEEN HPNR8 and HPNR7


Option 1 : Proceed / Return to (URC/ZWWW) using the following escape
route:
W112 TUSLI DCT HMI DCT GREEN2 DCT LIGHT DCT FKG
PROCEDURE
B215 URC.
Option 2 : Proceed / Return to (PEK/ZBAA) via W112 TUSLI DCT HMI
B215 NUKTI W66 DKO A596 KM STAR.
FLIGHT
PHASE

DES TO
FL 250

SPEED

MMO

TIME

CRZ FL 250

DES TO
FL 140

VMO

VMO

16 Minutes

CRZ FL 140

CRZ FL 100

VMO

VMO

30 Minutes

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DECOMPRESSION BETWEEN HPNR7 and HPNR6


Option 1 : Proceed / Return to (URC/ZWWW) using the following escape
route:
W112 NOLEP DCT FADJI DCT TKSUN DCT URC.
PROCEDURE
Option 2: Proceed / Return to (KHG/ZWSH) using the following escape
route : W112 NOLEP L888 SADAN DCT SCH A364 KHG.
FLIGHT
PHASE

DES TO
FL 250

SPEED

MMO

TIME

CRZ FL 250

DES TO
FL 140

VMO

VMO

16 Minutes

CRZ FL 140

CRZ FL 100

VMO

VMO

30 Minutes

DECOMPRESSION BETWEEN HPNR6 and HPNR5


Option 1 : Proceed / Return to (HTN/ZWTN) via W112 HTN.
PROCEDURE Option 2 : Proceed / Return to (KHG/ZWSH) via W112 HTN DCT SCH
A364 KHG.
FLIGHT
PHASE

DES TO
FL 250

SPEED

MMO

TIME

CRZ FL 250

DES TO
FL 140

VMO

VMO

16 Minutes

CRZ FL 140

CRZ FL 100

VMO

VMO

30 Minutes

DECOMPRESSION BETWEEN HPNR5 and HPNR2


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

(Proceed) / (Return) via (W112)/(G325) PURPA B215 SCH A364


KHG.
Option 2 (in case KHG not available) :
Proceed to (URC/ZWWW) via above escape routes to SCH
B215 KCA DCT MC DCT FADJI DCT TKSUN DCT URC.

FLIGHT
PHASE

DES TO
FL 290

SPEED

MMO

TIME

CRZ FL 290

DES TO
FL 250

MMO

MMO

4 Min

CRZ FL 250
VMO
12 Min

DES to CRZ - CRZ FL 140 FL 140 FL 100


VMO

VMO

VMO

30 Min

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DECOMPRESSION BETWEEN HPNR2 and HPNR1


Option 1 : Proceed / Return to (ISB/OPRN) via G325 HANGU J165 RN.
PROCEDURE
Option 2 : Proceed / Return to (PEW/OPPS) via G325 PS.
FLIGHT
PHASE

DES TO
FL 290

CRZ FL 290

DES TO
FL 250

SPEED

MMO

MMO

MMO

TIME

4 Min

CRZ FL 250
VMO

DES to CRZ - CRZ FL 140 FL 140 FL 100


VMO

12 Min

VMO

VMO

30 Min

DECOMPRESSION PASSING HPNR1


Option 1 : Proceed to (DOH/OTBD) as per flight plan.
PROCEDURE Option 2 : Proceed / Return to (KHI/OPKC) via G325 PG G210 DOSTI
M638 KC.
FLIGHT
PHASE

DES TO
FL 250

SPEED

MMO

TIME

CRZ FL 250

DES TO
FL 140

VMO

VMO

16 Minutes

CRZ FL 140

CRZ FL 100

VMO

VMO

30 Minutes

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4.1.37 Decompression North China - Doha via B215 (B777)


Procedure version

Jeppesen Chart / Date:

Critical Sector:

HMI B215 PURPA G325 KAREM

Points of Non Return

HPNR4 = 60 NM before NUKTI.


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

DECOMPRESSION BEFORE HPNR 4


PROCEDURE Option 1: Return to (PEK/ZBAA) via B215 YBL A596 KM STAR.
Option 2: Return to (ZGC/ZLLL) via B215 YBL B330 JTA STAR.
FLIGHT
PHASE

DES TO
FL 250

SPEED

MMO/VMO

TIME

CRZ FL 250

DES TO
FL 140

VMO

VMO

16 Minutes

CRZ FL 140

CRZ FL 100

VMO

VMO

30 Minutes

DECOMPRESSION BETWEEN HPNR 4 and HPNR 3


PROCEDURE Option 1:
Proceed to (URC/ZWWW) via B215 HMI DCT TKSUN (42 48.0 E088 40.0)
DCT URC.
or
Proceed to (URC/ZWWW) via GREN2 DCT LIGHT DCT FKG B215 URC.
or
Return to (URC/ZWWW) via B215 URC.
Option 2:
Return to (KHG/ZWSH) via B215 URC DCT TKSUN (N42 48.0 E088 40.0)
DCT FADJI (N42 00.0 E088 40.0) DCT MC (N41 38.9 E086 04.5) DCT
KCA B215 SCH A364 KHG.
or
Return to (KHG/ZWSH) via GREN2 DCT LIGHT DCT FKG B215 URC
DCT TKSUN (N42 48.0 E088 40.0) DCT FADJI )N42 00.0 E088 40.0) DCT
MC (N41 38.9 E086 04.5) DCT KCA B215 SCH A364 KHG.
FLIGHT
PHASE

DES TO
FL 250

CRZ FL 250

DES TO
FL 140

CRZ FL 140

CRZ FL 100

SPEED

MMO/VMO

VMO

VMO

VMO

VMO

TIME

16 Minutes

30 Minutes

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DECOMPRESSION BETWEEN HPNR 3 and BPNR 1


PROCEDURE

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


Option 2: Proceed / return to (URC/ZWWW) via B215 using the following
escape route:
From KCA DCT MC (N41 38.9 E086 04.5) DCT FADJI (N42 00.0 E088 40.0)
DCT TKSUN (N42 48.0 E088 40.0) DCT URC.

FLIGHT
PHASE

DES TO
FL 290

CRZ FL 290

DES TO
FL 250

CRZ FL 250

DES TO
FL 140

CRZ FL140

CRZ FL100

SPEED

MMO/VMO

VMO

MMO/
VMO

VMO

MMO/
VMO

VMO

VMO

TIME

4
Minutes

12
Minutes

30
Minutes

DECOMPRESSION BETWEEN BPNR 1 and HPNR 1


PROCEDURE

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


Option 2: Proceed / Return to (PEW/OPPS) via G325 PS.

FLIGHT
PHASE

DES TO
FL 290

CRZ FL 290

DES TO
FL 250

CRZ FL 250

DES TO
FL 140

CRZ FL140

CRZ FL100

SPEED

MMO/VMO

VMO

MMO/
VMO

VMO

MMO/
VMO

VMO

VMO

TIME

4
Minutes

12
Minutes

30
Minutes

DECOMPRESSION BEFORE HPNR 1


PROCEDURE Proceed / Return to (KHI/OPKC) via G325 PG G210 DOSTI M638 KC.
FLIGHT
PHASE

DES TO
FL 250

SPEED

MMO/VMO

TIME

CRZ FL 250

DES TO
FL 140

VMO

VMO

16 Minutes

CRZ FL 140

CRZ FL 100

VMO

VMO

30 Minutes

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4.1.38 Decompression Greenland


Procedure Version

Min Required Oxygen : 22 min

Jeppesen Chart / Date: 22 May 2009


Critical Sector:

Greenland Crossing

Remarks:

Descent and Cruise at MMO/VMO


Apply Cold Weather FL Correction: 4% ALT per -10 ISA Deviation
For terrain critical area, refer to Jeppesen Greenland Crossing
Chart.

DECOMPRESSION : SOUTH OF 70 NORTH

PROCEDURE

Proceed / Return to the East or to the West descending to FL 140


When passing the terrain critical area of 12,500ft or when passing the
coast line of Greenland descend to FL 100
Fly no closer than 60NM to the mountain at N68 52.0 / W029 54.0
Proceed to the nearest suitable airport.

DECOMPRESSION : NORTH OF 70 NORTH EAST OF 40 WEST

PROCEDURE

Proceed / Return to the East toward the east coast of Greenland


descending to FL140
When passing the terrain critical area of 12,500ft or when passing the
east coast of Greenland descend to FL 100
Proceed to the nearest suitable airport.

DECOMPRESSION : NORTH OF 70 NORTH WEST OF 40 WEST

PROCEDURE

Proceed / Return to the West toward the west coast of Greenland


descending to FL140
When passing the terrain critical area of 12,500ft or when passing the
west coast of Greenland descend to FL 100
Proceed to the nearest suitable airport.

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4.2

DRIFT DOWN PROCEDURE IN CASE OF ENGINE FAILURE

4.2.1

Introduction

Two Engine Aircraft :


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

Four Engine Aircraft :


In case of Engine failure en-route, the drift down procedure listed below should be
adhered to. The procedure is based on one and two engine failure; satisfying JAR-OPS
1.505 to ensure that:
A positive flight path gradient with at least 1,500 ft above all terrain and obstructions
along the route within 5 NM on either side of the intended track.
The aircraft must be able to continue the flight from the cruising altitude to an airport,
with a net flight path clearing vertically, by at least 2,000 ft, all terrain and obstructions
along the route within 5 NM on either side of the intended track.
Note:

In the event of a two engine failure, to clear all the obstacles and to maintain
a positive flight path gradient, it might become necessary to reduce the gross
weight by utilizing the fuel jettison system to dump fuel. In this case the
procedure is provided with sufficient guideline.

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4.2.1.1

Example of Procedure

Two Engine Aircarft :

A330 : ENGINE FAILURE PASSING HPNR 4


PROCEDURE

Proceed to (KHI/OPKC) via G325 PG P318S DOSTI M368 KC descending to reach Level off Drift Down Ceiling.

FLIGHT PHASE

IN-FLIGHT TURN
BACK DESCEND TO
DRIFT DOWN CEILING

SPEED

Green Dot

THRUST

CRZ LRC GROSS


CEILING

DESCEND TO LAND IN
DESTINATION

LRC
0.82M / 300 kts / 250 kts
(3.06.30 pages 4-11)

MCT

MCT

IDLE

If the engine fails passing the above point, descend and level off at drift down ceiling at Green
Dot speed with thrust at MCT, then descend to landing destination at speed of 0.82M / 300
kts / 250 kts with IDLE thrust.
Four Engine Aircraft :

A340 : ENGINE FAILURE PASSING HPNR 2


PROCEDURE

Descend to Level off Drift Down Ceiling, and :


Option 1:
Proceed to (URC/ZWWW) via B215.
Option 2:
Proceed / Return to (KHG/ZWSH) via B215 SCH A364 KHG

FUEL JETTISON

One Engine Failure Jettison fuel to reach gross weight 328 500 kg.
Two Engine Failure Jettison fuel to reach gross weight 295 000 kg.

SPEED

FLIGHT PHASE

ONE ENG
OUT
TWO ENG
OUT

THRUST

IN-FLIGHT TURN
BACK DESCEND TO
DRIFT DOWN CEILING

Green Dot

MCT

CRZ LRC GROSS


CEILING

DESCEND TO LAND
IN DESTINATION

LRC
0.82M / 300 kts / 250 kts
(3.06.30 pages 4-11)
LRC
(3.07.40 pages 1-4)

300 kts / 250 kts

MCT

IDLE

If one or two engines fail(s) passing the above point, descend and level off at drift down
ceiling at Green Dot speed with thrust at MCT, then descend to landing destination at speed
of 0.82M / 300 kts / 250 kts with IDLE thrust. If the second engine fails and the gross weight is
above 295 000 kg it is mandatory to jettison fuel.

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4.2.2
4.2.2.1

Engine Failure
Applicable Aircraft

The drift down procedures in case of engine failure is only applicable for A330, A340 and
B777 aircraft.
4.2.2.2

Applicable Routes

The following routes are applicable in case of engine failure.

Doha to North China via Pakistan : from GT G325 PURPA B215 to HMI.

North China to Doha via Pakistan : from HMI B215 PURPA G325 to GT.

Doha to North China via Russia : from KAMUD A468 B215 to HMI.

North China to Doha via Russia : from HMI B215 A468 to KAMUD.

4.2.2.3

Assumptions for Engine Out Drift Down Procedures

The following assumptions apply:

All obstacles located within 5 NM of either side of the route centerline have been
considered, based on a survey by Jeppesen using 10 NM corridor;

Flight after engine failure must be performed at Green Dot Speed for Airbus aircraft and
Optimum Drift Down Speed for Boeing aircraft.

Temperature is ISA and no wind;

In case of in-flight turn back, 2.5 minutes are lost for the turn;

Air Conditioning ON;

Anti-ice OFF.

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4.2.3

A330 : Engine out Drift Down Procedure Doha - North China via B215

Procedure version

Jeppesen Chart / Date:

QTR 6 / 16 Feb 2007

Critical Sector:

GT G325 PURPA B215 HMI to CHW

Points of Non Return

HPNR 2 = 28 NM Passing GT
HPNR 4 = 60 NM Passing NUKTI

A330 : ENGINE FAILURE BEFORE HPNR 2


PROCEDURE

Descend to Level off Drift Down Ceiling, and


Option 1 : Proceed / Return to (PEW/OPPS) via G325 PS.
Option 2 : Proceed / Return to (ISB/OPRN) via G325 HANGU J165 RN.
Option 3 : Proceed / Return to (ISB/OPRN) via G325 ZB J160 TASUL
KALGA RN.
Option 4 : Proceed / Return to (KHI/OPKC) via G325 PG G210 DOSTI
M638 KC.

FLIGHT PHASE

SPEED
THRUST

IN-FLIGHT TURN
BACK DESCEND TO
DRIFT DOWN CEILING

CRZ LRC GROSS


CEILING

DESCEND TO LAND IN
DESTINATION

Green Dot

LRC
(3.06.30 pages 4-11)

0.82M / 300 kts / 250 kts

MCT

MCT

IDLE

A330 : ENGINE FAILURE BETWEEN HPNR 2 and HPNR 4


PROCEDURE

Descend to Level off Drift Down ceiling, and


Option 1:
Proceed / Return to (URC/ZWWW) via B215 URC.
Option 2:
Proceed / Return to (KHG/ZWSH) via B215 SCH A364 KHG.

FLIGHT PHASE

SPEED
THRUST

IN-FLIGHT TURN
BACK DESCEND TO
DRIFT DOWN CEILING

CRZ LRC GROSS


CEILING

DESCEND TO LAND IN
DESTINATION

Green Dot

LRC
(3.06.30 pages 4-11)

0.82M / 300 kts / 250 kts

MCT

MCT

IDLE
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A330 : ENGINE FAILURE PASSING HPNR 4


PROCEDURE

Descend to Level off Drift Down Ceiling, and:


Option1:
Proceed to (ZGC/ZLLL) via B215 YBL B330 JTA DCT ZGC.
Option2:
Proceed to (PEK/ZBAA) via A596 KM DCT PEK.

FLIGHT PHASE

SPEED
THRUST

IN-FLIGHT TURN
BACK DESCEND TO
DRIFT DOWN CEILING

CRZ LRC GROSS


CEILING

DESCEND TO LAND IN
DESTINATION

Green Dot

LRC
(3.06.30 pages 4-11)

0.82M / 300 kts / 250 kts

MCT

MCT

IDLE

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4.2.4

A330 : Engine Out Drift Down Procedure Doha - North China via W112

Procedure version

Jeppesen Chart / Date:

Critical Sector:

KALAT via G325 PURPA W112 to CHW

Points of Non Return

HPNR2 = 28 NM Passing GT
HPNR9 = 16 NM Before AKTOB

A330 : ENGINE FAILURE BEFORE HPNR2


Descend to Level off Drift Down ceiling, and
Option 1 : Proceed / Return to (PEW/OPPS) via G325 PS.
PROCEDURE Option 2 : Proceed / Return to (ISB/OPRN) via G325 HANGU J139 RN.
Option 3 : Proceed / Return to (KHI/OPKC) via G325 PG G210 DOSTI
M638 KC.
FLIGHT
PHASE

IN-FLIGHT TURN BACK


DESCEND TO DRIFT
DOWN CEILING

CRZ
LRC GROSS CEILING

DESCEND TO LAND
IN DESTINATION

SPEED

Green Dot

LRC
(3.06.30 pages 4-11)

0.82M/300kts/250kts

Thrust

MCT

MCT

IDLE

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A330 : ENGINE FAILURE BETWEEN HPNR2 and HPNR9


Descend to Level off Drift Down ceiling, and
Option 1: Proceed to (KHG/ZWSH) via G325 PURPA B215 SCH A364
KHG.
PROCEDURE

Option 2 : Proceed / Return to (KHG/ZWSH) via W112 HTN DCT SCH


A364 KHG.
Option 3 : Proceed / Return to (URC/ZWWW) via W112 NOLEP DCT
FADJI DCT TKSUN DCT URC.
Option 4 : Proceed / Return to (PEK/ZWAA) via W112 TUSLI DCT HMI
B215 NUKTI W66 DKO A596 KM STAR.

FLIGHT
PHASE

IN-FLIGHT TURN BACK


DESCEND TO DRIFT
DOWN CEILING

SPEED

Green Dot

LRC
(3.06.30 pages 4-11)

0.82M/300kts/250kts

Thrust

MCT

MCT

IDLE

CRZ
DESCEND TO LAND
LRC GROSS CEILING
IN DESTINATION

A330 : ENGINE FAILURE PASSING HPNR9


Descend to Level off Drift Down ceiling, and
Option 1 : Proceed to (ZGC/ZLLL) via W112 CHW B215 YBL B330 JTA
STAR.
PROCEDURE Option 2 : Proceed to (XIY/ZLXY) via W112 CHW B215 YBL B330 JTA
G470 HO STAR.
Option 3 : Proceed to (PEK/ZBAA) via W112 CHW B215 YBL A596 KM
STAR.
FLIGHT
PHASE

IN-FLIGHT TURN BACK


DESCEND TO DRIFT
DOWN CEILING

CRZ
LRC GROSS CEILING

DESCEND TO LAND
IN DESTINATION

SPEED

Green Dot

LRC
(3.06.30 pages 4-11)

0.82M/300kts/250kts

Thrust

MCT

MCT

IDLE

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DRIFT DOWN PROCEDURE IN CASE OF ENGINE FAILURE

4.2.5

A330 : Engine out Drift Down Procedure North China - Doha via B215

Procedure version

Jeppesen Chart / Date:

QTR 5 / 16 Feb 2007

Critical Sector:

HMI B215 PURPA G325 to GT.

Points of Non Return

HPNR 4 = 60 NM Before NUKTI


HPNR 2 = 28 NM Before GT

A330 : ENGINE FAILURE BEFORE HPNR 4


PROCEDURE

Descend to Level off Drift Down Ceiling, and:


Option1:
Proceed / Return to (ZGC/ZLLL) via B215 YBL B330 JTA DCT ZGC.
Option2:
Return to (PEK/ZBAA) via A596 KM DCT PEK.

FLIGHT PHASE

SPEED
THRUST

IN-FLIGHT TURN
BACK DESCEND TO
DRIFT DOWN CEILING

CRZ LRC GROSS


CEILING

DESCEND TO LAND IN
DESTINATION

Green Dot

LRC
(3.06.30 pages 4-11)

0.82M / 300 kts / 250 kts

MCT

MCT

IDLE

A330 : ENGINE FAILURE BETWEEN HPNR 4 and HPNR 2


PROCEDURE

Descend to Level off Drift Down ceiling, and


Option 1:
Proceed / Return to (URC/ZWWW) via B215 URC.
Option 2:
Proceed / Return to (KHG/ZWSH) via B215 SCH A364 KHG.

FLIGHT PHASE

SPEED
THRUST

IN-FLIGHT TURN
BACK DESCEND TO
DRIFT DOWN CEILING

CRZ LRC GROSS


CEILING

DESCEND TO LAND IN
DESTINATION

Green Dot

LRC
(3.06.30 pages 4-11)

0.82M / 300 kts / 250 kts

MCT

MCT

IDLE

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DRIFT DOWN PROCEDURE IN CASE OF ENGINE FAILURE

A330 : ENGINE FAILURE PASSING HPNR 2


PROCEDURE

Descend to Level off Drift Down Ceiling, and


Option 1 : Proceed / Return to (PEW/OPPS) via G325 PS.
Option 2 : Proceed / Return to (ISB/OPRN) via G325 HANGU J165 RN.
Option 3 : Proceed / Return to (ISB/OPRN) via G325 ZB J160 TASUL
KALGA RN.
Option 4 : Proceed / Return to (KHI/OPKC) via G325 PG G210 DOSTI
M638 KC.

FLIGHT PHASE

SPEED
THRUST

IN-FLIGHT TURN
BACK DESCEND TO
DRIFT DOWN CEILING

CRZ LRC GROSS


CEILING

DESCEND TO LAND IN
DESTINATION

Green Dot

LRC
(3.06.30 pages 4-11)

0.82M / 300 kts / 250 kts

MCT

MCT

IDLE

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4.2.6

A330 : Engine Out Drift Down Procedure North China - Doha via W112

Procedure version

Jeppesen Chart / Date:

Critical Sector:

CHW via W112 PURPA G325 KALAT

Points of Non Return

HPNR9 = 16 NM Passing AKTOB


HPNR2 = 28 NM Before GT

A330 : ENGINE FAILURE BEFORE HPNR9


Descend to Level off Drift Down ceiling, and

PROCEDURE

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


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

FLIGHT
PHASE

IN-FLIGHT TURN BACK


DESCEND TO DRIFT
DOWN CEILING

CRZ
LRC GROSS CEILING

DESCEND TO LAND
IN DESTINATION

SPEED

Green Dot

0000
LRC
(3.06.30 pages 4-11)

0.82M/300kts/250kts

Thrust

MCT

MCT

IDLE

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DRIFT DOWN PROCEDURE IN CASE OF ENGINE FAILURE

A330 : ENGINE FAILURE BETWEEN HPNR9 and HPNR2


Descend to Level off Drift Down ceiling, and
Option 1 : Return to (KHG/ZWSH) via G325 PURPA B215 SCH A364
KHG.
PROCEDURE

Option 2 : Proceed / Return to (KHG/ZWSH) via W112 HTN DCT SCH


A364 KHG.
Option 3 : Proceed / Return to (URC/ZWWW) via W112 NOLEP DCT
FADJI DCT TKSUN DCT URC.
Option 4 : Proceed / Return to (PEK/ZWAA) via W112 TUSLI DCT HMI
B215 NUKTI W66 DKO A596 KM STAR.

FLIGHT
PHASE

IN-FLIGHT TURN BACK


DESCEND TO DRIFT
DOWN CEILING

CRZ
LRC GROSS CEILING

DESCEND TO LAND
IN DESTINATION

SPEED

Green Dot

LRC
(3.06.30 pages 4-11)

0.82M/300kts/250kts

Thrust

MCT

MCT

IDLE

A330 : ENGINE FAILURE Passing HPNR2


Descend to Level off Drift Down ceiling, and
PROCEDURE

Option 1 : Proceed / Return to (PEW/OPPS) via G325 PS.


Option 2 : Proceed / Return to (ISB/OPRN) via G325 HANGU J165 RN.
Option 3 : Return to (KHI/OPKC) via G325 PG G210 DOSTI M638 KC.

FLIGHT
PHASE

IN-FLIGHT TURN BACK


DESCEND TO DRIFT
DOWN CEILING

CRZ
LRC GROSS CEILING

DESCEND TO LAND
IN DESTINATION

SPEED

Green Dot

LRC
(3.06.30 pages 4-11)

0.82M/300kts/250kts

Thrust

MCT

MCT

IDLE

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4.2.7

A340-600 : Engine out Drift Down Procedure Doha - North China via B215

Procedure version

Jeppesen Chart / Date:

QTR 14 / 16 Feb 2007

Critical Sector:

KAREM G325 GT PURPA B215 B215 to HMI

Points of Non Return

HPNR 2 = 28 NM Passing GT
HPNR 4 = 60 NM Passing NUKTI

A340-600 : ENGINE FAILURE BEFORE HPNR 2


PROCEDURE

Descend to Level off Drift Down Ceiling, and:


Option 1:
Proceed / Return to (KHI/OPKC) via G325 PG P318S DOSTI M638 KC.
Option 2:
Proceed / Return to (ISB/OPRN) via G325 ZB J160 TASUL KALGA RN.
Option 3:
Proceed / Return to (ISB/OPRN) via G325 HANGU J165 RN.

FUEL JETTISON

One Engine failure Jettison fuel to reach gross weight 316 500 kg.
Two Engine failure Jettison fuel to reach gross weight 316 500 kg.

SPEED

FLIGHT PHASE

IN-FLIGHT TURN
BACK DESCEND TO
DRIFT DOWN CEILING

CRZ LRC GROSS


CEILING

DESCEND TO LAND
IN DESTINATION

LRC
0.82M / 300 kts / 250 kts
(3.06.30 pages 4-11)

ONE ENG
OUT
Green Dot
TWO ENG
OUT

THRUST

MCT

LRC
(3.07.40 pages 1-4)

300 kts / 250 kts

MCT

IDLE

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A340-600 : ENGINE FAILURE BETWEEN HPNR 2 and HPNR 4


PROCEDURE

Descend to Level off Drift Down Ceiling, and:


Option 1:
Proceed to (URC/ZWWW) via B215 URC.
Option 2 :
Proceed / Return to (KHG/ZWSH) via B215 SCH A364 KHG.

FUEL JETTISON

One Engine failure Jettison fuel to reach gross weight 316500 kg.
Two Engine failure Jettison fuel to reach gross weight 297 000 kg.

SPEED

FLIGHT PHASE

ONE ENG
OUT
TWO ENG
OUT

THRUST

IN-FLIGHT TURN
BACK DESCEND TO
DRIFT DOWN CEILING

Green Dot

CRZ LRC GROSS


CEILING

DESCEND TO LAND
IN DESTINATION

LRC
0.82M / 300 kts / 250 kts
(3.06.30 pages 4-11)
LRC
(3.07.40 pages 1-4)

300 kts / 250 kts

MCT

IDLE

MCT

A340-600 : ENGINE FAILURE PASSING HPNR 4


PROCEDURE

Descend to Level off Drift Down Ceiling, and:


Option 1:
Proceed to (ZGC/ZLLL) via B215 YBL B330 JTA DCT ZGC.
Option 2:
Proceed to (PEK/ZBAA) via A596 KM DCT PEK.
Option 3:
Proceed to to (TYN/ZBYN) via B215 YBL YNC DARAN APOGI TYN.
Option 4:
Proceed to (XIY/ZLXY) via B215 YBL B330 JTA G470 HO DCT SIA.
One / Two Engine failure no fuel Jettison required.

FLIGHT PHASE

IN-FLIGHT TURN
BACK DESCEND TO
DRIFT DOWN CEILING

SPEED

FUEL JETTISON

ONE ENG
OUT
TWO ENG
OUT

THRUST

Green Dot

MCT

CRZ LRC GROSS


CEILING

DESCEND TO LAND
IN DESTINATION

LRC
0.82M / 300 kts / 250 kts
(3.06.30 pages 4-11)
LRC
(3.07.40 pages 1-4)

300 kts / 250 kts

MCT

IDLE
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4.2.8

A340-600 : Engine out Drift Down Procedure North China - Doha via B215

Procedure version

Jeppesen Chart / Date:

QTR 13 / 16 Feb 2007

Critical Sector:

HMI B215 PURPA G325 to KAREM

Points of Non Return

HPNR 4 = 60 NM Before NUKTI


HPNR 2 = 28 NM Before GT
HPNR 1 = 16 NM Passing KAREM

A340-600 : ENGINE FAILURE BEFORE HPNR 4


PROCEDURE

Descend to Level off Drift Down Ceiling, and:


Option 1:
Proceed / Return to (ZGC/ZLLL) via B215 YBL B330 JTA DCT ZGC.
Option 2:
Return to (PEK/ZBAA) via A596 KM DCT PEK.
Option 3:
Proceed / Return to (TYN/ZBYN) via B215 YBL YNC DARAN APOGO
TYN.
Option 4:
Proceed to (XIY/ZLXY) via B215 YBL B330 JTA G470 HO DCT SIA.

FUEL JETTISON

One Engine failure Jettison not required.


Two Engine failure Jettison fuel to reach gross weight 328000 kg.

SPEED

FLIGHT PHASE

IN-FLIGHT TURN
BACK DESCEND TO
DRIFT DOWN CEILING

CRZ LRC GROSS


CEILING

DESCEND TO LAND
IN DESTINATION

LRC
0.82M / 300 kts / 250 kts
(3.06.30 pages 4-11)

ONE ENG
OUT
Green Dot
TWO ENG
OUT

THRUST

MCT

LRC
(3.07.40 pages 1-4)

300 kts / 250 kts

MCT

IDLE

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DRIFT DOWN PROCEDURE IN CASE OF ENGINE FAILURE

A340-600 : ENGINE FAILURE BETWEEN HPNR 4 and HPNR 2


PROCEDURE

Descend to Level off Drift Down Ceiling, and:


Option 1:
Proceed to (URC/ZWWW) via B215.
Option 2:
Proceed / Return to (KHG/ZWSH) via B215 SCH A364 KHG.

FUEL JETTISON

One Engine failure Jettison fuel to reach gross weight 328 500 kg.
Two Engine failure Jettison fuel to reach gross weight 295 000 kg.

SPEED

FLIGHT PHASE

IN-FLIGHT TURN
BACK DESCEND TO
DRIFT DOWN CEILING

CRZ LRC GROSS


CEILING

DESCEND TO LAND
IN DESTINATION

LRC
0.82M / 300 kts / 250 kts
(3.06.30 pages 4-11)

ONE ENG
OUT
Green Dot
TWO ENG
OUT

THRUST

MCT

LRC
(3.07.40 pages 1-4)

300 kts / 250 kts

MCT

IDLE

A340-600 : ENGINE FAILURE BETWEEN HPNR 2 and HPNR 1


PROCEDURE

Descend to Level off Drift Down Ceiling, and:


Option 1:
Proceed / Return to (ISB/OPRN) via G325 ZB J160 TASUL KALGA RN.
Option 2:
Proceed / Return to (ISB/OPRN) via G325 HANGU J165 RN.

FUEL JETTISON

One Engine failure Jettison fuel to reach gross weight 292 000 kg.
Two Engine failure Jettison fuel to reach gross weight 277 000 kg.

SPEED

FLIGHT PHASE

IN-FLIGHT TURN
BACK DESCEND TO
DRIFT DOWN CEILING

CRZ LRC GROSS


CEILING

DESCEND TO LAND
IN DESTINATION

LRC
0.82M / 300 kts / 250 kts
(3.06.30 pages 4-11)

ONE ENG
OUT
Green Dot
TWO ENG
OUT

THRUST

MCT

LRC
(3.07.40 pages 1-4)

300 kts / 250 kts

MCT

IDLE

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DRIFT DOWN PROCEDURE IN CASE OF ENGINE FAILURE

A340-600 : ENGINE FAILURE PASSING HPNR 1


PROCEDURE

Descend to Level off Drift Down Ceiling, and


Proceed to (KHI/OPKC) via G325 PG G210 DOSTI M638 KC.
One / Two Engine failure no fuel Jettison required.

FLIGHT PHASE

IN-FLIGHT TURN
BACK DESCEND TO
DRIFT DOWN CEILING

SPEED

FUEL JETTISON

CRZ LRC GROSS


CEILING

DESCEND TO LAND
IN DESTINATION

LRC
0.82M / 300 kts / 250 kts
(3.06.30 pages 4-11)

ONE ENG
OUT
Green Dot
TWO ENG
OUT

THRUST

MCT

LRC
(3.07.40 pages 1-4)

300 kts / 250 kts

MCT

IDLE

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4.2.9

B777 : Engine Out Drift Down Procedure Doha - North China via B215

Procedure version

Jeppesen Chart / Date:

Critical Sector:

PS G325 PURPA B215 SCH

Points of Non Return

BPNR1 = 22 NM Passing GT

Important Remark:

1) Due to high terrain elevation between PS and SCH and the


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

B777: ENGINE FAILURE BEFORE BPNR 1


PROCEDURE Descend to level off Drift Down ceiling, and
Option 1: Proceed / Return to (PEW/OPPS) via G325 PS
Option 2: Proceed / Return to (ISB/OPRN) via G325 HANGU J165 RN
Option 3: Proceed / Return to (KHI/OPKC) via G325 PG G210 DOSTI
M638 KC.
FUEL JETTISON

Jettison fuel during drift down to reach gross weight of 270 tonnes.

FLIGHT
PHASE

IN-FLIGHT TURN
BACK DESCEND TO
DRIFT DOWN CEILING

CRZ
LRC GROSS CEILING

DESCEND TO LAND
IN DESTINATION

SPEED

Optimum Drift Down


QRH PI.12.5

LRC

0.84M/310kts/250kts

MCT

MCT

IDLE

TIME

B777: ENGINE FAILURE PASSING BPNR 1


PROCEDURE Descend to level off Drift Down ceiling, and
Option 1: Proceed to (URC/ZWWW) via B215 URC
Option 2: Proceed / Return to (KHG/ZWSH) via B215 SCH A364 KHG
FUEL JETTISON

Jettison fuel during drift down to reach gross weight of 270 tonnes.

FLIGHT
PHASE

IN-FLIGHT TURN BACK


DESCEND TO DRIFT
DOWN CEILING

CRZ
LRC GROSS CEILING

DESCEND TO LAND
IN DESTINATION

SPEED

Optimum Drift Down


QRH PI.12.5

LRC

0.84M/310kts/250kts

MCT

MCT

IDLE

TIME

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4.2.10 B777 : Engine Out Procedure North China - Doha via B215
Procedure version

Jeppesen Chart / Date

Critical Sector

SCH B215 PURPA G325 PS

Points of Non Return

BPNR2 = 42NM before GT

Remark

The fuel Jettisoning is not required for B777-200

B777 : ENGINE FAILURE BEFORE BPNR 2


PROCEDURE Descend to level off Drift Down ceiling, and
Option 1: Return to (URC/ZWWW) via B215 URC
Option 2: Proceed / Return to (KHG/ZWSH) via B215 SCH A364 KHG
FUEL JETTISON

Jettison fuel during drift down to reach gross weight of 270 tonnes.

FLIGHT
PHASE

IN-FLIGHT TURN
BACK DESCEND TO
DRIFT DOWN CEILING

CRZ
LRC GROSS CEILING

DESCEND TO LAND
IN DESTINATION

SPEED

Optimum Drift Down


QRH PI.12.5

LRC

0.84M/310kts/250kts

MCT

MCT

IDLE

TIME

B777: ENGINE FAILURE PASSING BPNR 2


PROCEDURE Descend to level off Drift Down ceiling, and
Option 1: Proceed / Return to (PEW/OPPS) via G325 PS
Option 2: Proceed / Return to (ISB/OPRN) via G325 HANGU J165 RN
Option 3: Proceed / Return to (KHI/OPKC) via G325 PG G210 DOSTI
M638 KC
FUEL JETTISON

Jettison fuel during drift down to reach gross weight of 270 tonnes.

FLIGHT
PHASE

IN-FLIGHT TURN BACK


DESCEND TO DRIFT
DOWN CEILING

CRZ
LRC GROSS CEILING

DESCEND TO LAND
IN DESTINATION

SPEED

Optimum Drift Down


QRH PI.12.5

LRC

0.84M/310kts/250kts

MCT

MCT

IDLE

TIME

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TABLE OF CONTENTS

CHAPTER 5 - ADEQUATE AIRPORTS

5.1

5.2

ADEQUATE AIRPORTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
5.1.1

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

5.1.2

Example . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

5.1.3

List of Countries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

5.1.4

List of FIRs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

5.1.5

List of Adequate Airports. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

ETOPS APPROVED ENROUTE AIRPORTS . . . . . . . . . . . . . . . . . . . . . 124


5.2.1

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124

5.2.2

Example . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125

5.2.3

Area of Operations : Arabian Sea / Indian Ocean. . . . . . . . . . . . . . . . . . . . 126

5.2.4

Area of Operations : Bay of Bengal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129

5.2.5

Area of Operations : Central Asia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132

5.2.6

Area of Operations : East Africa . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134

5.2.7

Area of Operations : Japan / North China. . . . . . . . . . . . . . . . . . . . . . . . . . 135

5.2.8

Area of Operations : North Atlantic / North America . . . . . . . . . . . . . . . . . . 137

5.2.9

Area of Operations : West Africa . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143

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ADEQUATE AIRPORTS

5.1

ADEQUATE AIRPORTS

5.1.1

Introduction

This section is intended to assist pilots in the selection of an airport for a safe landing when
circumstances necessitate a change from the planned route, destination, destination
alternate or en-route alternate. The adequate airports listed in paragraph are not to be
confused with ETOPS adequate airports, which require more conditions to be met, listed
separately in 5.2 All listed airports have been chosen using the assumption in paragraph
5.1.1.1 For wide-body and long range aircrafts the Jeppesen plates for the listed airports shall
be placed on board. However for the single aisle aircraft only relevant Jeppesen plates
pertaining to the routes operated by that fleet shall be placed on-board.
Note :

For the Bombardier-Challenger fleet, all adequate airports listed in this chapter
are considered adequate without limitation.

There is nothing to prevent pilots from considering airports that are not listed for diversion.
However, it is the responsibility of the Commander to ensure that the aircraft performance
requirements are met and the deviation from the prescribed criteria is justified under the
circumstances.
5.1.1.1

Assumptions

The assumptions used in the construction of the list of adequate airports are as follows :

Jet fuel availability.

Runway width of 45m or better.

LDA of 2100m or better.

Airport operations available H24 (unless otherwise noted). Approved permission for
operations outside published airport operating hours, where granted, is stated for
individual airports.

Fire category of 4 or better.

No category C airport (other than a destination i.e. Kathmandu)

A turning loop or exit at the end of the runway is available unless the runway width is 60m
or better.

All circling approaches are under PANS OPS criteria.

Max Pavement Weight for aircraft type is displayed for information and is not limiting in
case of an emergency. Should the displayed Pavement Limiting Weight result in takeoff/
landing at a weight higher than declared in the Airport Directory, then Qatar Airways has
been granted approval to operate at higher weights by the concerned authority.

In an airport with more than one (1) runway, the runway that does not meet the above
criteria will then be omitted.

Airports denoted with ** are for emergency use only.


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5.1.2

Example

(1)

: The tables are organized by country in alphabetical order, with its associated the
FIRs.

(2)

: List of airports with the following details :

ICAO Code : 4 letter ICAO code of airport.

RFF : Available fire category at the airport for the aircraft.

Location (Airport Name) : Location, however, if more than one airport exist in a
location then the name of the airport is mentioned next to it.

(3)

: Type of airport (ENRT = Enroute alternate, DEST = Destination, DALT = Destination


alternate).

(4)

: Best Instrument Approach Procedures (IAP) serving that runway, NON means no
IAP available.

(5)

: Displays only those runways that meet the criteria for at least one aeroplane type.

(6)

: Lowest Landing Distance Available (LDA) of both runway ends (direction).

(7)

: Represents the weight of the airplane in tons for the runway. MAX means maximum
structural take-off weight, NOT / N means not allowed due PCN and/or insufficient
movement areas. XXX means structural take-off weight not yet defined.

Note:

The table in paragraph 5.1.3 is organised in the alphabetical order of Countries


and in 5.1.4 is organised in the alphabetical order of FIR codes.

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INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

AIRPORTS
ADEQUATE AIRPORTS

5.1.3

List of Countries

COUNTRY

LIST OF FIRS

PAGE NO.

ALGERIA

DA

17

ARMENIA

UD

18

AUSTRIA

LO

19

AZERBAIJAN

UB

19

AZORES

LP

20

BAHRAIN

OB

20

BANGLADESH

VG

21

BELARUS

UM

21

BELGIUM

EB

22

BENIN

DB

22

BRUNEI

WB

22

BULGARIA

LB

23

BURKINA FASO

DF

23

CAMEROON

FK

24

CANADA

CZ

25

CHAD

FT

29

CHINA

ZB - ZG -ZH - ZL - ZP - ZS - ZU - ZW - ZY

29

COMOROS

FM

33

CROATIA

LD

34

CYPRUS

LC

34

CZECH

LK

34

DENMARK

EK

35

DJIBOUTI

HD

35

EGYPT

HE

35

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INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY

LIST OF FIRS

PAGE NO.

EQUATORIAL GUINEA

FG

38

ESTONIA

EE

38

ETHOPIA

HA

39

FINLAND

EF

39

FRANCE

LF

40

GEORGIA

UG

43

GERMANY

ED

43

GHANA

DG

46

GREECE

LG

46

GREENLAND

BG

48

HONG KONG

VH

48

HUNGARY

LH

49

ICELAND

BI

49

VA - VE - VI - VO

50

WA - WI - WR

53

IRAN

OI

55

IRELAND

EI

57

ITALY

LI

58

IVORY COAST

DI

60

JAPAN

RJ

60

JORDAN

OJ

62

KAZAKHSTAN

UA

63

KENYA

HK

63

KUWAIT

OK

64

KYRGYSTAN

UA

64

INDIA
INDONESIA

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INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY

LIST OF FIRS

PAGE NO.

LAOS

VL

64

LATVIA

EV

64

LEBANON

OL

65

LIBYA

HL

65

LITHUANIA

EY

66

LUXEMBOURG

EL

66

MACAO

VM

66

MACEDONIA

LW

66

MADAGASCAR

FM

67

MALAWI

FW

67

MALAYSIA

WB - WM

67

MALDIVES

VR

69

MALI

GA

69

MALTA

LM

69

MAURITIUS

FI

70

MOROCCO

GM

70

MOZAMBIQUE

FQ

71

MYANMAR

VY

72

NAMIBIA

FY

72

NEPAL

VN

72

NETHERLANDS

EH

73

NIGER

DR

73

NIGERIA

DN

73

NORWAY

EN

75

OMAN

OO

76

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INSTRUCTIONS AND INFORMATION

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AIRPORTS
ADEQUATE AIRPORTS

COUNTRY

LIST OF FIRS

PAGE NO.

PAKISTAN

OP

76

PHILIPPINES

RP

78

POLAND

EP

80

PORTUGAL

LP

80

QATAR

OT

81

REUNION

FM

81

ROMANIA

LR

82

UL - UR - UU - UW

82

SAUDIA ARABIA

OE

84

SERBIA - MONTENEGRO

LY

86

SEYCHELLES

FS

87

SINGAPORE

WS

87

SLOVAKIA

LZ

88

SLOVENIA

LJ

88

SOUTH AFRICA

FA

88

SOUTH KOREA

RK

89

SPAIN

LE

90

SRI LANKA

VC

94

SUDAN

HS

94

SWEDEN

ES

95

SWITZERLAND

LS

96

SYRIA

OS

97

TAIWAN

RC

97

TANZANIA

HT

98

THAILAND

VT

98

RUSSIA

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INSTRUCTIONS AND INFORMATION

CHAPTER

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AIRPORTS
ADEQUATE AIRPORTS

COUNTRY

LIST OF FIRS

PAGE NO.

TOGO

DX

100

TUNISIA

DT

100

TURKEY

LT

101

TURKMENISTAN

UT

103

UGANDA

HU

104

UKRAINE

UK

104

UNITED ARAB EMIRATES

OM

104

UNITED KINGDOM

EG

105

UNITED STATES

KZ

108

UZBEKISTAN

UT

121

VIETNAM

VV

122

YEMEN

OY

122

ZAMBIA

FL

123

ZIMBABWE

FV

123

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INSTRUCTIONS AND INFORMATION

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5
10

AIRPORTS
ADEQUATE AIRPORTS

I N T E NT I O N A L LY

L E F T

B L A N K

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INSTRUCTIONS AND INFORMATION

CHAPTER

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11

AIRPORTS
ADEQUATE AIRPORTS

5.1.4

List of FIRs

LIST OF FIRS

COUNTRY

PAGE NO.

BG

GREENLAND

48

BI

ICELAND

49

CZ

CANADA

25

DA

ALGERIA

17

DB

BENIN

22

DG

GHANA

46

DI

IVORY COAST

60

DF

BURKINA FASO

23

DN

NIGERIA

73

DR

NIGER

73

DT

TUNISIA

100

DX

TOGO

100

EB

BELGIUM

22

ED

GERMANY

43

EE

ESTONIA

38

EF

FINLAND

39

EG

UNITED KINGDOM

105

EH

NETHERLANDS

73

EI

IRELAND

57

EK

DENMARK

35

EL

LUXEMBOURGH

66

EN

NORWAY

75

EP

POLAND

79

ES

SWEDEN

95

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INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

12

AIRPORTS
ADEQUATE AIRPORTS

LIST OF FIRS

COUNTRY

PAGE NO.

EV

LATVIA

64

EY

LITHUANIA

66

FA

SOUTH AFRICA

88

FG

EQUATORIAL GUINEA

38

FK

CAMEROON

24

FI

MAURITIUS

70

FL

ZAMBIA

123

FM

COMOROS

33

FM

MADAGASCAR

67

FM

REUNION

81

FQ

MOZAMBIQUE

71

FS

SEYCHELLES

87

FT

CHAD

29

FV

ZIMBABWE

123

FW

MALAWI

67

FY

NAMIBIA

72

GA

MALI

69

GM

MOROCCO

70

HA

ETHOPIA

39

HD

DJIBOUTI

35

HE

EGYPT

35

HK

KENYA

63

HL

LIBYA

65

HS

SUDAN

94

HT

TANZANIA

98

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INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

13

AIRPORTS
ADEQUATE AIRPORTS

LIST OF FIRS

COUNTRY

PAGE NO.

HU

UGANDA

104

KZ

UNITED STATES

108

LB

BULGARIA

23

LC

CYPRUS

34

LD

CROATIA

34

LE

SPAIN

90

LF

FRANCE

40

LG

GREECE

46

LH

HUNGARY

49

LI

ITALY

58

LJ

SLOVENIA

88

LK

CZECH

34

LM

MALTA

69

LO

AUSTRIA

19

LP

AZORES

20

LP

PORTUGAL

80

LR

ROMANIA

82

LS

SWITZERLAND

96

LT

TURKEY

101

LW

MACEDONIA

66

LY

SERBIA - MONTENEGRO

86

LZ

SLOVAKIA

88

OB

BAHRAIN

20

OE

SAUDIA ARABIA

84

OI

IRAN

55

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INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

14

AIRPORTS
ADEQUATE AIRPORTS

LIST OF FIRS

COUNTRY

PAGE NO.

OJ

JORDAN

62

OK

KUWAIT

64

OL

LEBANON

65

OM

UNITED ARAB EMIRATES

104

OO

OMAN

76

OP

PAKISTAN

76

OS

SYRIA

97

OT

QATAR

81

OY

YEMEN

122

RC

TAIWAN

97

RJ

JAPAN

60

RK

SOUTH KOREA

89

RP

PHILIPPINES

78

UA

KAZAKHSTAN

63

UB

AZERBAIJAN

19

UD

ARMENIA

18

UG

GEORGIA

43

UK

UKRAINE

104

UL - UR - UU - UW

RUSSIA

82

UM

BELARUS

21

UT

TURKMENISTAN

103

UT

UZBEKISTAN

121

VA - VE - VI - VO

INDIA

50

VC

SRI LANKA

94

VG

BANGLADESH

21

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ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

15

AIRPORTS
ADEQUATE AIRPORTS

LIST OF FIRS

COUNTRY

PAGE NO.

VH

HONG KONG

48

VL

LAOS

64

VM

MACAO

66

VN

NEPAL

72

VR

MALDIVES

69

VT

THAILAND

98

VV

VIETNAM

122

VY

MYANMAR

72

WA - WI - WR

INDONESIA

53

WB

BRUNEI

22

WB - WM

MALAYSIA

67

WS

SINGAPORE

87

ZB - ZG -ZH - ZL - ZP - ZS - ZU - ZW - ZY

CHINA

29

REV 08P

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INSTRUCTIONS AND INFORMATION

CHAPTER
PAGE

5
16

AIRPORTS
ADEQUATE AIRPORTS

I N T E NT I O N A L LY

L E F T

B L A N K

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ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

17

AIRPORTS
ADEQUATE AIRPORTS

5.1.5

List of Adequate Airports

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

ALGERIA (DA)
DAAG

9
DEST

Algiers
CIR / ILS

05/23

3500

272/270

319

247

207/206

169/MAX

MAX

ILS / VOR

09/27

3500

279/277

327

255

213/212

MAX

MAX

DAAT

7
ENRT

Tamanraset
VOR / CIR

02/20

3600

324/320

350

MAX

230/229

MAX

MAX

ILS / CIR

08/26

3100

314/312

329

260

217/215

MAX

MAX

DABB

8
ENRT

Annaba
CIR / ILS

01/19

2900

247/245

287

221

188/186

151/153

MAX

CIR / VOR

05/23

2290

NOT

NOT

160

149/148

117/119

MAX

DABC

8
DALT

Constantine
CIR / VOR

16/34

3000

317/314

364

MAX

MAX

MAX

MAX

NON / ILS

14/32

2400

227/276

312

241

202/201

158/160

MAX

REV 08P

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ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

18

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

DAOO

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

MAX

MAX

MAX

332 / 3

300 / 10

320 / 1

MAX

MAX

MAX

8
DALT

Oran
CIR / ILS

07/25

DAUG

3000

ENRT
Ghardaia
NON / ILS

12/30

3100

300/298

323

253

211/210

MAX

MAX

NON / NDB

18/36

2400

224/220

204

174

152/151

128/130

71/69

DAUH

MAX

MAX

MAX

MAX

MAX

MAX

325/322

368

ENRT
Hassi Messaoud
ILS / VOR

01/19

3000

ARMENIA (UD)
UDYZ

7
ENRT

Yerevan-Zvartnots
ILS / CIR

09/27

3850

MAX

MAX

MAX

MAX

REV 08P

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ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

19

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

VOR / ILS 17C/35C 2740 264/261

301

MAX

332 / 3

300 / 10

320 / 1

MAX

MAX

MAX

AUSTRIA (LO)
LOWG

9
DALT

Graz

LOWW

9
DEST

Vienna
ILS / ILS

11/29

3500 319/316

306

258

214/212

MAX

MAX

ILS / ILS

16/34

3600

MAX

MAX

MAX

MAX

MAX

MAX

AZERBAIJAN (UB)
UBBB

7
ENRT

Baku
ILS / ILS

16/34

2700

264/261

307

245

205/203

157/160

MAX/80

ILS / ILS

18/36

3065

MAX

MAX

MAX

MAX

MAX

MAX

UBBN

MAX

MAX

MAX

MAX

MAX

MAX

ENRT
Nakchivan
ILS / ILS

14R/32L

3186

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ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

20

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

MAX

340

MAX

MAX

MAX

MAX

337/335

361

MAX

MAX

XXX

MAX

348/344

375

MAX

MAX

MAX

MAX

AZORES (LP)
LPAZ

Santa Maria Optg hrs ENRT


0600-2359LT
ILS / VOR

18/36

LPLA

3048

ENRT
Lajes
ILS / ILS

15/33

LPPD

7*

Ponta Delgada**
Optg hrs 06152400LT
CIR / ILS
Note :

12/30

3312

ENRT

2279

*RFF upgrade to CAT 7 and CAT 8 available upon request.

BAHRAIN (OB)
OBBI

10
DEST

Bahrain
ILS / ILS

12L/30R

3657

MAX

MAX

MAX

MAX

MAX

MAX

VOR/VOR 12R/30L

2222

MAX

MAX

MAX

MAX

MAX

MAX

REV 08P

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INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

21

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

313/310

355

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

BANGLADESH (VG)
VGEG

7
DALT

Chittagong
VOR / ILS

05/23

VGZR

2940

DEST
Dhaka
ILS / VOR

14/32

3200

BELARUS (UM)
UMMS

8
DALT

Minsk
ILS / ILS

13/31

3640 268/264

312

249

208/206

159/163

MAX/82

REV 08P

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INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

22

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

2767

MAX

MAX

MAX

VOR / ILS 07L/20R

3338

MAX

MAX

VOR / ILS 07R/25L

3089

MAX

332 / 3

300 / 10

320 / 1

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

NOT

NOT

NOT

MAX

MAX

MAX

314/311

314

250

216/214

MAX

MAX

3658 325/322

343

MAX

MAX

MAX

MAX

BELGIUM (EB)
EBBR

9
DALT

Brussels
ILS / ILS

02/20

EBOS

9
ENRT

Ostend - Brugge
NDB / ILS

08/26

2785

BENIN (DB)
DBBB

8
DALT

Contonou
VOR / ILS

06/24

2363

BRUNEI (WB)
WBSB

9
ENRT

Bandar Seri Begawan


ILS / ILS

03/21

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ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

23

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

LDA
(m)

RWY

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

297/294

349

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

297/294

349

MAX

MAX

MAX

MAX

336/332

338

275

BULGARIA (LB)
LBBG

7
ENRT

Burggas
VOR / ILS

04/22

LBSF

3200

ENRT
Sofia
VOR / ILS

09/27

LBWN

3300

ENRT
Varna
ILS / VOR

09/27

2500

BURKINA FASO (DF)


DFFD

8
ENRT

Ouagadougou
ILS / VOR 04L/22R

3000

MAX

MAX

MAX

REV 08P

OM PART C
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

24

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

292/289

308

243

213/210

165/160

MAX

NOT

NOT

XXX

MAX

MAX

MAX

CAMEROON (FK)
FKKD

8
ENRT

Douala
VOR / ILS

12/30

FKKR

2850

ENRT
Garoua
ILS / VOR 09/27

3285

REV 08P

OM PART C
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

25

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

CANADA (CZ)
CYEG

8
ENRT

Edmonton Intl
ILS / ILS

12/30

3109

334/332

MAX

MAX

MAX

MAX

MAX

ILS / ILS

02/20

3353

334/332

MAX

MAX

MAX

MAX

MAX

CYFB

MAX

NOT

NOT

MAX

MAX

MAX

ENRT
Iqaluit
NON / ILS

17/35

CYHZ

2621

ENRT
Halifax
LOC / ILS

05/23

2682

MAX

MAX

MAX

MAX

MAX

MAX

ILS / NON

14/32

2347

MAX

MAX

MAX

MAX

MAX

MAX

CYQB

7*

281/278

340

MAX

MAX

MAX

MAX

XXX

XXX

XXX

ENRT
Quebec
VOR/VOR
Note :

06/24

2743

*RFF upgrade to CAT 8 available 1hr PPR.

CYXE

6
ENRT

Saskatoon
ILS/NDB

09/27

2554

325/322

XXX

XXX

REV 08P

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ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

26

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

CANADA (CZ) Contd


CYJT

6*
ENRT

Stephenville
NON / ILS
Note :

09/27

3048

MAX

NOT

MAX

MAX

XXX

XXX

*RFF upgrade to CAT 7 available 30 min PPR.

CYOW

Ottawa/Macdonald
Cartier Intl

ENRT

ILS / LOC

07/25

2438

MAX

NOT

NOT

MAX

MAX

MAX

VOR / ILS

14/32

3048

MAX

NOT

NOT

MAX

MAX

MAX

CYQM

7*

332

353

MAX

229/227

MAX

MAX

ENRT
Moncton
NDB / ILS

11/29

Note :

2438

*RFF upgrade to CAT 8 available 1hr PPR.

CYQX

7*
ENRT

Gander
ILS / VOR

03/21

3108

MAX

MAX

MAX

MAX

MAX

MAX

ILS / NON

13/31

2712

MAX

MAX

MAX

MAX

MAX

MAX

Note :

*RFF upgrade to CAT 8 available 1hr PPR.

REV 08P

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ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

27

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

2134

MAX

MAX

MAX

ILS / ILS

06L/24R 3353

MAX

MAX

ILS / ILS

06R/24L 2926

305

332 / 3

300 / 10

320 / 1

MAX

MAX

MAX

MAX

MAX

MAX

MAX

376.5

MAX

MAX

MAX

MAX

CANADA (CZ) Contd


CYUL

9
ENRT

Montreal
ILS / LOC

10/28

CYVR

9
ENRT

Vancouver
ILS / ILS

08L/26R 3030 334/332

MAX

MAX

MAX

MAX

MAX

ILS / ILS

08R/26L 3352 334/332

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

ILS / NON

12/30

CYWG

2225 334/332

Winnipeg James Arm- ENRT


stron Intl
ILS / ILS

13/31

2652

MAX

NOT

NOT

MAX

MAX

MAX

ILS / ILS

18/36

3352

MAX

NOT

NOT

MAX

MAX

MAX

CYYC

9
ENRT

Calgary Intl
ILS / ILS

10/28

2438 302/229

349

MAX

229/227

MAX

MAX

ILS / ILS

16/34

3863

MAX

MAX

215/214

MAX

MAX

MAX

REV 08P

OM PART C
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

28

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

CANADA (CZ) Contd


CYYR

8
ENRT

Goose Bay
ILS / NDB

08/26

3366

MAX

MAX

MAX

MAX

MAX

MAX

NON / NON

16/34

2919

279

353

MAX

MAX

MAX

MAX

CYYT

7*
ENRT

St. Johns
ILS / ILS

11/29

2591

MAX

NOT

NOT

MAX

MAX

MAX

ILS / NDB

16/34

2135

MAX

NOT

NOT

MAX

MAX

MAX

Note :
CYYZ

*RFF upgrade to CAT 8 available 1hr PPR.


9
ENRT

Toronto / Pearson Intl


ILS / ILS

05/23

3242

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

06L/24R 2896

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

06R/24L 2743

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

15L/33R 3368

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

15R/33L 2591

MAX

MAX

MAX

MAX

MAX

MAX

REV 08P

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ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

29

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

306/303

345

343

332 / 3

300 / 10

320 / 1

MAX

MAX

CHAD (FT)
FTTJ

8
ENRT

Ndjamena
ILS / VOR

05/23

2800

273

226/225

CHINA (ZB - ZG - ZH - ZL - ZP - ZS - ZU - ZW - ZY)


ZBAA

9
DEST

Beijing
ILS / ILS

01/19

3800

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

18L/36R

3800

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

18R/36L

3200

MAX

MAX

MAX

MAX

MAX

MAX

ZBHH

265/268

NOT

NOT

195/233

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

336/332

NOT

NOT

MAX

MAX

MAX

ENRT
Hohhot
ILS / ILS

08/26

ZBTJ

3600

DALT
Tianjin
ILS / ILS

16/34

ZBYN

3200

DALT
Taiyuan
ILS / ILS

13/31

3200

REV 08P

OM PART C
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

30

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

CHINA (ZB - ZG - ZH - ZL - ZP - ZS - ZU - ZW - ZY)


(Contd)
ZGGG

9
ENRT

Guangzhou
ILS / ILS 02L/20R

3600

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS 02R/20L

3600

MAX

MAX

MAX

MAX

MAX

MAX

333/329

MAX

MAX

MAX

MAX

MAX

342/335

NOT

NOT

MAX

MAX

MAX

342/338

NOT

NOT

MAX

MAX

MAX

ZGSZ

9
DALT

Shenzhen
ILS / ILS

15/33

ZHHH

3400

ENRT
Wuhan
ILS / ILS

04/22

ZLLL

3400

ENRT
Lanzhou
ILS / ILS
Note :

18/36

3600

Optg Hrs : H24 ATC / RFF / FUEL; Gnd Svcs : TBA; Fuel : Jet A3; Level of
spoken English : Poor; Medical Fac : In the city.

REV 08P

OM PART C
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

31

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

MAX

MAX

CHINA (ZB - ZG - ZH - ZL - ZP - ZS - ZU - ZW - ZY)


(Contd)
ZLXY

9
ENRT

Xian
ILS / ILS
Note :

05/23

3000

297/294

343

MAX

MAX

Optg Hrs : H24 ATC / RFF / FUEL; Gnd Svcs : Limited for wide-body a/c; Fuel :
Jet A3; Level of spoken English : Poor; Medical Fac : In the city.

ZPPP

8
ENRT

Kunming
ILS / ILS

03/21

ZSAM

3400

283/279

329

267

221/219

168/MAX

MAX/88

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

DALT
Xiamen
ILS / ILS

05/23

ZSFZ

3050

DALT
Fuzhou
ILS / ILS

03/21

ZSHC

3600

DALT
Hangzhou
ILS / ILS

07/25

ZSJN

3600

DALT
Jianan
ILS / VOR

01/19

3600

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OM PART C
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

32

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

CHINA (ZB - ZG - ZH - ZL - ZP - ZS - ZU - ZW - ZY)


(Contd)
ZSNJ

8
DALT

Nanjing
ILS / ILS

06/24

ZSPD

3600

MAX

MAX

MAX

MAX

MAX

MAX

3800

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS 17L/35R

4000

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS 17R/35L

3400

MAX

MAX

MAX

MAX

MAX

MAX

339/335

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

NOT

NOT

MAX

MAX

MAX

DEST
Shanghai - Pudong
ILS / ILS

16/34

ZSSS

Shanghai - Hongqgiao

DALT

ILS / ILS

18/36

3200

ZUUU

8
ENRT

Chengdu
ILS / ILS

02/20

ZWSH

3600

ENRT
Kashi
ILS / ILS
Note :

08/26

3200

Optg Hrs : H24 ATC / RFF (Unkn) / FUEL; Gnd Svcs : Limited for wide-body a/c;
Fuel : Jet A3; Level of spoken English : Poor; Medical Fac : In the city.

REV 08P

OM PART C
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

33

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

CHINA (ZB - ZG - ZH - ZL - ZP - ZS - ZU - ZW - ZY)


(Contd)
ZWTN

6
ENRT

Hotan
VOR / ILS
Note :

11/29

3200

272 / 268

316

254

212 / 209 162 / MAX MAX / 83

Optg Hrs : H24 ATC / RFF (Unkn) / FUEL; Gnd Svcs : Limited for wide-body a/c;
Fuel : Jet A3; Level of spoken English : Poor; Medical Fac : In the city. Rmk :
Exercise caution on twys.

ZWWW

9
ENRT

Urumqi
ILS / ILS

07/25

ZYTL

3600

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

303/300

357

MAX

MAX

MAX

MAX

NOT

NOT

NOT

MAX

MAX

MAX

DALT
Dalian
ILS / ILS

10/28

ZYTX

3100

ENRT
Shenyang
ILS / ILS

06/24

3200

COMOROS (FM)
FMCH

7
ENRT

Moroni
ILS / CIR

02/20

2900

REV 08P

OM PART C
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

34

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

CROATIA (LD)
LDZA

6*
ENRT

Zagreb
ILS / ILS
Note:

05/23

3252

MAX

NOT

NOT

MAX

MAX

MAX

*RFF upgrade to CAT 9 upon request.

CYPRUS (LC)
LCLK

8
DALT

Larnaca
VOR / ILS

04/22

LCPH

2810

284/282

332

260

216/215

MAX

MAX

MAX

NOT

NOT

MAX

MAX

MAX

ENRT
Pafos
VOR / ILS

11/29

2700

CZECH REPUBLIC (LK)


LKPR

9
ENRT

Prague
ILS / ILS

06/24

3715

303/300

357

MAX

MAX

MAX

MAX

VOR / ILS

13/31

3250

193/191

201

176

153/152

119/121

MAX

REV 08P

OM PART C
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

35

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

DENMARK (EK)
EKCH

9
ENRT

Copenhagen Kastrup
ILS / ILS

04L/22R 3000

350

MAX

MAX

MAX

MAX

XXX

ILS / ILS

04R/22L 3300

350

MAX

MAX

MAX

MAX

XXX

350

MAX

MAX

MAX

MAX

XXX

368

MAX

MAX

MAX

MAX

NOT

XXX

222/220

MAX

MAX

ILS / ILS

12/30

2395

DJIBOUTI (HD)
HDAM

7
DALT

Djibouti
VOR / ILS

09/27

2928 325/322

EGYPT (HE)
HEAR

7
ENRT

Elarish
NON/VOR

16/34

3019

NOT

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OM PART C
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

36

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

LDA
(m)

RWY

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

NOT

NOT

XXX

175/172

137/XXX

MAX/82

NOT

NOT

NOT

NOT

NOT

MAX/80

319/316

322

258

222/220

MAX

MAX

EGYPT (HE) (Contd)


HEAT

7
ENRT

Asyut
NON / VOR

13/31

HEAX

3019

DEST
Alexandria
VOR / VOR

04/22

HEBA

Alexandria Borg El
Arab
NON / ILS

14/32

HECA

2201

DALT

3400

DEST
Cairo
ILS / ILS

05L/23R

3301

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS 05C/23C

3999

MAX

MAX

MAX

MAX

MAX

MAX

3178

331/328

359

MAX

MAX

MAX

MAX

NONE

16/34

REV 08P

OM PART C
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

37

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

325/322

343

MAX

MAX

MAX

MAX

289/286

353

MAX

MAX

MAX

MAX

NOT

NOT

XXX

MAX/230

MAX

MAX

NOT

NOT

XXX

MAX

MAX

MAX

EGYPT (HE) Contd


HEGN

9
DALT

Hurghada
CIR / ILS

16/34

HELX

3700

DEST
Luxor
VOR / ILS

02/20

HEMA

3000

ENRT
Marsa Alam
VOR / VOR 15/33
HEOW

3000

5
ENRT

Shark El Oweinat
NDB / NON 01/19
HESH

3500

9
DALT

Sharm El Sheikh
ILS / CIR 04L/22R

3081

MAX

361

MAX

MAX

MAX

MAX

VOR / NON 04R/22L

3081

MAX

361

MAX

MAX

MAX

MAX

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OM PART C
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

38

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

LDA
(m)

RWY

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

340/336

342

MAX

MAX

MAX

MAX

NOT

NOT

XXX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

NOT

NOT

XXX

MAX

MAX

MAX

EGYPT (HE) (Contd)


HESN

9
DALT

Aswan
VOR / ILS

17/35

HETB

3402

ENRT
Taba
VOR / NON 04/22

4000

EQUATORIAL GUINEA(FG)
FGSL

8
ENRT

Malabo
VOR / ILS

05/23

2940

ESTONIA (EE)
EETN

7
DALT

Tallinn
ILS / ILS

08/26

2820

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OM PART C
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

39

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

ETHOPIA (HA)
HAAB

9
ENRT

Addis Abeba
CIR / ILS 07R/25L

3440

334

355

MAX

MAX

MAX

MAX

CIR / ILS 07L/25R

3325

247/245

304

207

185/180

148/143

MAX

NOT

NOT

NOT

NOT

NOT

NOT

HADR*

7
ENRT

Dire Dawa
VOR / CIR

15/33

2700

FINLAND (EF)
EFHK

9
DALT

Helsinki - Vantaa
ILS / ILS 04R/22L 3200

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS 04L/22R 3000

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

ILS / VOR

15/33

2901

* This is an emergency airport only (HADR).


Note:

Airport has a very low PCN (HADR).

REV 08P

OM PART C
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

40

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

NOT

NOT

NOT

MAX

MAX

MAX

332 / 3

300 / 10

320 / 1

NOT

MAX

XXX

MAX

MAX

MAX

FINLAND (EF) (Contd)


EFKE

7
ENRT

Kemi - Torino
ILS / NDB

18/36

EFTU

2509

ENRT
Turku
VOR / ILS

08/26

2500

FRANCE (LF)
LFBD

7
ENRT

Bordeaux
VOR / ILS

05/23

3100

MAX

MAX

MAX

MAX

MAX

MAX

VOR / ILS

11/29

2415

274/272

308

237

199/198

156/158

MAX/90

LFBO

ILS / ILS 14R/32L 3500

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS 14L/32R 3000

324/321

339

270

224/222

MAX

MAX

ENRT
Toulouse

REV 08P

OM PART C
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

41

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

LDA
(m)

RWY

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

NOT

NOT

XXX

143

143/XXX

MAX

ILS / ILS 18L/36R 2670

MAX

MAX

MAX

MAX

MAX

MAX

VOR / ILS 18R/36L 4000

319/317

334

265

220/218

MAX

MAX

ILS / LOC 04L/22R 2570

MAX

MAX

MAX

MAX

MAX

MAX

ILS / LOC 04R/22L 2960

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS 08L/26R 3615

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS 08R/26L 2700

273/270

341

MAX

MAX

MAX

MAX

ILS / ILS 09L/27R 2700

344/341

MAX

MAX

MAX

MAX

MAX

ILS / ILS 09R/27L 3600

MAX

MAX

MAX

MAX

MAX

MAX

FRANCE (LF) Contd


LFKB

7
ENRT

Bastia
CIR / ILS

16/34

LFLL

2520

ENRT
Lyon

LFMN

8
ENRT

Nice Cote Dazur

LFPG

Paris - Charles DeGaulle

DEST

REV 08P

OM PART C
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

42

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

LDA
(m)

RWY

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

FRANCE (LF) Contd


LFPO

9
DALT

Paris - Orly
ILS / ILS

06/24

3350

MAX

MAX

MAX

MAX

MAX

MAX

VOR / ILS

08/26

2885

315/312

MAX

MAX

MAX

MAX

MAX

ILS / CIR

02/20

2400

278/276

MAX

348

MAX/231

MAX

MAX

Note :

Arrivals 06:20 to 23:29hrs LT; Departures 06:00 to 23:19hrs LT. Outside these
hours, airport is not available.

LFQQ

7
ENRT

Lille
VOR / ILS

08/26

LFRS

7*

Nates - Nates/Atlantique
ILS / VOR

03/21

LFSB

7*

2545

272/268

304

255

212/209

161/164

MAX/83

259/257

288

222

188/187

148/150

MAX/85

310/305

365

MAX

MAX

MAX

MAX

ENRT

3690

DALT
Basle - Mulhouse
ILS / CIR

Note:

15/33

3900

*RFF upgrade to CAT 8 available on request

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OM PART C
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

43

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

GEORGIA (UG)
UGTB

7
ENRT

Tibilisi
ILS / ILS 13R/31L

3000

254/251

274

218

185/186

150/154

70/68

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

GERMANY (ED)
EDDB

9
DALT

Berlin - Scohefeld
ILS / ILS

07/25

EDDC

3000

DALT
Dresden
ILS / ILS

04/22

EDDF

10

2508

DEST
Frankfurt - Main
ILS / ILS 07L/25R

4000

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS 07R/25L

4000

MAX

MAX

MAX

MAX

MAX

MAX

EDDH

9
ENRT

Hamburg
ILS / ILS

05/23

2952

MAX

MAX

MAX

MAX

MAX

MAX

ILS / LLZ

15/33

3220

MAX

MAX

MAX

MAX

MAX

MAX

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INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

44

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

260/257

303

242

202/200

160/158

MAX/79

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS 05R/23L 2700

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS 05L/23R 2400

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS 08L/26R 4000

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS 08R/26L 4000

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

GERMANY (ED) (Contd)


EDDK

10
DALT

Cologne - Bonn
NON / ILS

06/24

2459

ILS / ILS 14L/32R 3815


EDDL

9
DALT

Dusseldorf

EDDM

9
DEST

Munich

EDDN

8
DALT

Nurnberg
ILS / ILS

10/28

2700

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INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

45

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

GERMANY (ED) (Contd)


EDDP

8
DALT

Leipzig
ILS / ILS

08L/26R

3600

ILS / ILS

08R/26L

3600

EDDS

10

MAX

MAX

MAX

MAX

MAX

MAX

302/300 MAX/373

MAX

MAX

MAX

MAX

302/300

379

MAX

MAX

MAX

MAX

DALT
Stuttgart
ILS / ILS

07/25

EDDT

3045

DEST
Berlin - Tegel
ILS / ILS

08L/26R

3023

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

08R/26L

2324

MAX

MAX

MAX

MAX

MAX

MAX

EDDV

3200

320/317

380

MAX

MAX

MAX

MAX

2304

320/317

380

MAX

MAX

MAX

MAX

331/329

375

MAX

MAX

MAX

MAX

DALT
Hannover
DME / ILS 09L/27R
ILS / ILS

09R/27L

EDFH

9
DALT

Frankfurt - Hahn
ILS / ILS

03/21

2745

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ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

46

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

MAX

MAX

MAX

MAX

MAX

MAX

NOT

NOT

XXX

188

MAX

MAX/90

ILS / ILS 03L/21R 3500

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS 03R/21L 3700

MAX

MAX

MAX

MAX

MAX

MAX

238/235

228

188

162/160

135/130

MAX/75

262/261

294

226

191/190

150/152

MAX/86

GHANA (DG)
DGAA

9
DALT

Accra
VOR / ILS

03/21

3403

GREECE (LG)
LGAL

7
ENRT

Alexandroupolis
VOR / CIR

07/25

LGAV

2600

DEST
Athens

LGIR

8
DALT

Iraklion
CIR / VOR

09/27

LGKF

2237

ENRT
Kefallinia
CIR / VOR

14/32

2160

REV 08P

OM PART C
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

47

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

GREECE (LG) (Contd)


LGKO

8
ENRT

Kos
VOR / VOR 14/32
LGKV

2400

314/311

336

266

221/219

159/162

MAX / 81

314/311

336

266

221/219

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

7
ENRT

Kavala
VOR / VOR 05R/23L
LGRP

3000

8
DALT

Rodos
VOR / ILS

07/25

LGTS

3305

DALT
Thessaloniki
ILS / NON

10/28

2440

256/255

260

207

177/176

147/149

MAX/78

ILS / VOR

16/34

2410

256/255

260

207

177/176

147/149

MAX/81

REV 08P

OM PART C
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

48

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

MAX

MAX

MAX

MAX

MAX

MAX

GREENLAND (BG)
BGSF

**Kangerlussuaq
Optg Hrs Mon-Sat ENRT
Summer 1100-2000z
Winter 1000-1900z
NDB / NON 10/28

2810

** Should be used for Emergency only

HONG KONG (VH)


VHHH

10
DEST

Hong Kong
ILS / ILS 07R/25L

3640

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS 07L/25R

3627

MAX

MAX

MAX

MAX

MAX

MAX

REV 08R

OM PART C
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

49

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

LDA
(m)

RWY

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

HUNGARY (LH)
LHBP

9
DALT

Budapest
ILS / ILS 13L/31R

3707

342/338

MAX

MAX

MAX

MAX

MAX

ILS / ILS 13R/31L

3010

342/338

MAX

MAX

MAX

MAX

MAX

XXX

248

181

157/155

XXX

XXX

ICELAND (BI)
BIEG

5*
ENRT

**Egilsstadir
NDB/NDB

04/22

1874

** Should be used for Emergency only


BIKF

9
ENRT

Keflavik
ILS / ILS

02/20

3048

MAX

355

MAX

MAX

MAX

MAX

ILS / ILS

11/29

3052

MAX

357

MAX

MAX

MAX

MAX

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OM PART C
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

50

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

333/331

349

MAX

231/229

MAX

MAX

INDIA (VA - VE - VI - VO)


VAAH

9
DEST

Ahmedabad
VOR / ILS

05/23

VABB

3505

DEST
Mumbai
ILS / ILS

09/27

2963

MAX

MAX

MAX

MAX

MAX

MAX

ILS / VOR

14/32

2517

MAX

MAX

MAX

MAX

MAX

MAX

VANP

324/321

316

249

214/209

MAX

MAX

ENRT
*Nagpur

VOR / ILS
*

Note:

14/32

3200

Airport has no ground facilities to handle wide bodied aircraft.

VECC

8
DALT

Kolkata
VOR/VOR 01L/19R 2749

243/244

262

207

178/176

140/142

MAX/80

ILS / ILS 01R/19L 3200

MAX

MAX

MAX

MAX

MAX

MAX

NOT

NOT

XXX

163

129/XXX

MAX/78

VERC

6
ENRT

Ranchi
VOR / ILS

13/31

2424

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OM PART C
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

51

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

INDIA (VA - VE - VI - VO) (Contd)


VIDP

9
DEST

Delhi
VOR / ILS

09/27

2661

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

10/28

3810

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

11/29

2820

MAX

MAX

MAX

MAX

MAX

MAX

VIJP

NOT

NOT

NOT MAX / NOT

MAX

MAX

NOT

NOT

NOT

NOT

NOT

MAX

MAX

MAX

MAX

MAX

MAX

MAX

DALT
Jaipur
VOR / ILS

09/27

VILK

2797

DALT
Lucknow
VOR / ILS

09/27

VOBL

2585

DEST
Bangalore
ILS / ILS

09/27

4000

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ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

52

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

INDIA (VA - VE - VI - VO) (Contd)


VOCB

6
ENRT

Coimbatore
CIR / ILS

05/23

VOCI

8*

2290

265/264

203

256

173/172

143/145

MAX/81

340/336

367

MAX

MAX

MAX

MAX

MAX

MAX

MAX

DEST
Cochin
VOR / ILS

09/27

3400

Note : RFF upgradeable to RFF CAT 9 upon request.


VOCL

8*
DEST

Calicut
VOR / ILS
Note :

10/28

2860

347/342

363

MAX

RFF upgradeable to RFF 9 upon request

VOHS

10
DEST

Hyderabad
ILS / ILS

09/27

VOMM

4260

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

310/307

333

263

226/223

MAX

MAX

DEST
Chennai
ILS / ILS

07/25

VOTV

3658

DEST
Thiruvanthapuram
VOR / ILS

14/32

2992

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ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

53

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

NOT

NOT

256

223/220

MAX

MAX

MAX

380

MAX

MAX

MAX

MAX

319/316

337

273

224/222

MAX

MAX

292/289

316

251

218/215

MAX

MAX

MAX/347

369

MAX

MAX

MAX

MAX

INDONESIA (WA - WI - WR)


WAAA

Ujung Padang Hasa- DALT


nuddin (0000-1500)
ILS / NON

13/31

WADD

2500

DEST
Bali
VOR / ILS

09/27

WARQ

3000

DALT
Solo
CIR / ILS

08/26

WARR

2500

DALT
Surabaya
ILS / VOR

10/28

WIDD

3000

DALT
Batam
ILS / VOR

04/22

4025

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ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

54

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

MAX

MAX

MAX

MAX

MAX

INDONESIA (WA - WI - WR) (Contd)


WIHH

9
DALT

Jakarta - Halim
VOR / ILS

06/24

WIII

2800

MAX

DEST
Jakarta - Soekarno
ILS / ILS 07L/25R

3600

MAX/347 MAX

MAX

MAX

MAX

MAX

ILS / ILS 07R/25L

3660

MAX/347 MAX

MAX

MAX

MAX

MAX

328/326

346

MAX

MAX

MAX

MAX

NOT

NOT

XXX

223/221

MAX

MAX

WIMM

8
ENRT

Medan
ILS / CIR

05/23

WITT

2625

ENRT
Banda Aceh
VOR / NON 17/35

2500

REV 08P

OM PART C
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

55

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

IRAN (OI)
OIBB

6
ENRT

Bushehr
VOR / VOR 13L/31R

4471

NOT

NOT

XXX

188

MAX

MAX/90

VOR / VOR 13R/31L

4470

NOT

NOT

XXX

MAX

MAX

MAX

OIFM

8
DALT

Esfahan
VOR / ILS 08L/26R

4397

262/261

295

226

192/190

150/153

MAX/87

VOR / VOR 08R/26L

4397

346/337

324

MAX

MAX/232

MAX

MAX

MAX

371

MAX

MAX

MAX

MAX

OIIE

Tehran - Imam Khomaini


VOR / ILS

11/29

OIII

DEST

4200

DALT
Tehran - Mehrabad
VOR / VOR 11L/29R

3992

347/342

338

MAX

MAX

MAX

MAX

VOR / ILS 11R/29L

4038

324/321

315

254

220/218

MAX

MAX

REV 08P

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ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

56

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

IRAN (OI) (Contd)


OIKB

7
ENRT

Bandar Abbass
VOR / ILS 03R/21L
OIKK

3667

NOT

NOT

XXX

MAX

MAX

MAX

300/298

323

253

211/209

MAX

MAX

8
DALT

Kerman
VOR / VOR 16/34
OIMM

3785

8
DEST

Mashhad
VOR / ILS 13L/31R

3776

340/336

367

MAX

MAX

MAX

MAX

VOR / VOR 13R/31L

3886

340/336

367

MAX

MAX

MAX

MAX

OISS

8
DALT

Shiraz
CIR / ILS 11R/29L

4259

MAX

371

MAX

MAX

MAX

MAX

CIR / VOR 11L/29R

4342

MAX

MAX

MAX

MAX

MAX

MAX

260/257

278

XXX

195/193

157/XXX

MAX

OITT

8
ENRT

Tabriz
CIR / ILS 12L/30R

3604

REV 08P

OM PART C
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

57

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

NOT

NOT

NOT

220/217

MAX

MAX

289/286

310

240

201/199

156/158

MAX

IRAN (OI) (Contd)


OIZH

7
ENRT

Zahedan
CIR / VOR

17/35

OITR

3979

ENRT
* Uromiyeh
ILS / VOR
* Note:

03/21

3250

Operating hours : 0300 - 1830 (Summer) / 0230-1730 (Winter)

IRELAND (EI)
EICK

7
ENRT

Cork
ILS / ILS

17/35

EIDW

2133

XXX/257

NOT

NOT

216/213

MAX

XXX

327/323

375

MAX

MAX

MAX

MAX

291/288

352

MAX

MAX

MAX

MAX

ENRT
Dublin
ILS / ILS

10/28

EINN

2637

ENRT
Shannon
ILS / ILS

06/24

3059

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OM PART C
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

58

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

ITALY (LI)
LIBD

8
ENRT
Bari

ILS / VOR

07/25

LIBR

2440

MAX

MAX

MAX

MAX

MAX

MAX

312

336

MAX

MAX

MAX

MAX

ILS / ILS 17L/35R 2977

MAX

MAX

MAX

MAX

MAX

MAX

CIR / ILS 17R/35L 3515

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

XXX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

ENRT
Brindisi
VOR / ILS

14/32

LIMC

2532

DEST
Milan - Malpensa

LIME

8
ENRT

Bergamo
CIR / ILS

10/28

LIMF

2807

DALT
Torino
CIR / ILS

18/36

2575

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ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

59

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

ITALY (LI) (Contd)


LIMJ

8
DALT

Genoa
CIR / ILS

11/29

LIML

2765

MAX

MAX

MAX

MAX

MAX

MAX

317/311

372

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

DALT
Milan Linate
VOR / ILS 18L/36R 2440
LIPQ

8
DALT

Trieste
CIR / ILS

09/27

LIRA

2800

DALT
Rome - Ciampino
ILS / CIR

15/33

LIRF

2197

DEST
Rome - Fiumicino
ILS / ILS

16L/34R 3900

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

16R/34L 3579

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

16C/34C 3000

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

VOR / ILS

07/25

2893

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ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

60

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

312

336

MAX

MAX

MAX

NOT

NOT

NOT

225/223

MAX

MAX

NOT

NOT

XXX

MAX

MAX

MAX

ITALY (Contd)
LIRP

8
ENRT

Pisa
ILS / CIR 04R/22L

2736

222

IVORY COAST (DI)


DIAP

8
ENRT

Abidjan
VOR / ILS

03/21

DIBK

3000

ENRT
Bouake
VOR / ILS

03/21

3300

JAPAN (RJ)
RJAA

9
DALT

Tokyo - Narita
ILS / ILS 16R/34L

3250

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS 16L/34R

2180

MAX

MAX

MAX

MAX

MAX

MAX

REV 08P

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ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

61

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

LDA
(m)

RWY

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

JAPAN (RJ) (Contd)


RJBB

Osaka - Kansai

DEST

ILS / ILS

06L/24R

4000

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

06R/24L

3500

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

XXX

MAX

MAX

MAX

327/324

348

MAX

MAX

MAX

MAX

MAX

351

XXX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

303/300

351

MAX

MAX

MAX

MAX

RJCH

DALT

Hakodate
ILS / VOR

12/30

RJFF

Fukuoka
ILS / ILS
*

16/34
9

RJFK

3000
ENRT
2800
DALT

Kagoshima
VOR / ILS

16/34

RJGG

Nagoya
ILS / ILS

18/36

RJOO

Osaka Intl
CIR / ILS 14R/32L

3000
DALT
3500
ENRT
3000

Airport operating hours


* RJCH / Hakodate - 2230-1130 UTC
* RJFK / Kagoshima - 2230-1230 UTC
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ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

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62

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

LDA
(m)

RWY

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

VOR / ILS 16R/34L 3000

MAX

353

MAX

MAX

MAX

MAX

VOR / ILS 16L/34R 3000

MAX

MAX

MAX

MAX

MAX

MAX

VOR / ILS

MAX

353

MAX

MAX

MAX

MAX

JAPAN (RJ) (Contd)


RJTT

9
DALT

Tokyo - Haneda

04/22

2500

JORDAN (OJ)
OJAI

Amman - Queen
Alia

DEST

ILS / ILS 08L/26R

3660

325/322

369

MAX

MAX

MAX

MAX

NDB / ILS 08R/26L

3660

MAX/347

MAX

MAX

MAX

MAX

MAX

278/276

293

230

200/198

157/153

MAX

NOT

NOT

NOT

MAX

MAX

MAX

OJAM

8
DALT

Amman - Marka
CIR / ILS

06/24

OJAQ

3275

DALT
Aqaba
ILS / NON 01/19

3000

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ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

63

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

LDA
(m)

RWY

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

KAZAKHSTAN (UA)
UAAA

9
ENRT

Almaty
ILS / ILS 05L/23R

4500

345/341

MAX

MAX

MAX

MAX

MAX

ILS / ILS 05R/23L

4398

264/260

308

245

206/203

157/161

MAX/81

NOT

NOT

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

KENYA (HK)
HKEL

6
DEST

Eldoret
ILS / CIR

08/26

HKJK

Nairobi - Jomo Kenyatta


ILS / VOR

06/24

HKMO

3500

DEST

4117

DALT
Mombasa
VOR / ILS

03/21

3350

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INSTRUCTIONS AND INFORMATION

CHAPTER

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64

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

ILS / ILS 15L/33R 3500

MAX

375

MAX

MAX

MAX

MAX

ILS / ILS 15R/33L 3400

300/297

353

MAX

MAX

MAX

MAX

319/314

351

MAX

MAX

MAX

MAX

KUWAIT (OK)
OKBK

9
DEST

Kuwait

KYRGYSTAN (UA)
UAFM

7
ENRT

Bishkek
ILS / ILS

08/26

4200

LAOS (VL)
VLVT

8
ENRT

Vientiane
ILS / CIR

13/31

3000

NOT

NOT

XXX

NOT

NOT

MAX

MAX

MAX

MAX

MAX

MAX

MAX

LATVIA (EV)
EVRA

8
DALT

Riga
ILS / ILS

18/36

2550

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OM PART C
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

65

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

LEBANON (OL)
OLBA

9
DEST

Beirut
ILS / CIR

03/21

2805

297/294

349

MAX

MAX

MAX

MAX

ILS / CIR

17/35

2400

297/294

349

MAX

MAX

MAX

MAX

ILS / NON*

16/34

3215

297/294

349

MAX

MAX

MAX

MAX

Note : (*) Runway 34 Not Authorized for landing.

LIBYA (HL)
HLLB

8
DALT

Benghazi
ILS / VOR 15L/33R

3600

MAX

MAX

MAX

MAX

MAX

MAX

NDB/NDB 15R/33L

3600

296/294

295

MAX

210/205

MAX

MAX/86

HLLT

8
DEST

Tripoli
NDB / ILS

09/27

3600

MAX

368

MAX

MAX

MAX

MAX

NONE

18/36

2235

270/264

252

235

192/185

MAX

MAX

Note : (*) Runway 34 Not Authorized for landing.

REV 08P

OM PART C
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

66

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

LDA
(m)

RWY

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

NOT

NOT

NOT

217/215

MAX

MAX

MAX

362

MAX

MAX

MAX

MAX

LITHUANIA (EY)
EYVI

7
DALT

Vilnius
ILS / ILS

02/20

2500

LUXEMBOURG (EL)
ELLX

9
DEST

Luxembourg
ILS / ILS

06/24

4000

MACAO (VM)
VMMC

9
DALT

Macao
ILS

34

2865

317/311

372

MAX

MAX

MAX

MAX

MACEDONIA (LW)
LWSK

8
ENRT

Skopje
CIR / ILS

16/34

2450

274/272

298

XXX

192

159/XXX

MAX

REV 08P

OM PART C
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

67

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

LDA
(m)

RWY

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

NOT

NOT

XXX

MAX

MAX

MAX

NOT

NOT

XXX

160

160/XXX

MAX

MAX

MAX

XXX

MAX

MAX

MAX

XXX

225

MAX

MAX

MADAGASCAR (FM)
FMMI

8
ENRT

Antananarivo
ILS / VOR

11/29

FMNM

3100

ENRT
Mahajanga
VOR/VOR

14/32

2200

MALAWI (FW)
FWKI

8
ENRT

Lilongwe
ILS / VOR

14/32

3540

Note:

Operating hours 0400-1700 UTC.

MALAYSIA (WB - WM)


WBGG

8
ENRT

Kuching
ILS / VOR

07/25

2363

336/332

338

REV 08Q

OM PART C
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

68

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

336/332

338

MAX

MAX

MAX

MAX

336/332

338

275

226/224

MAX

MAX

MALAYSIA (WB - WM) (Contd)


WBKK

8
ENRT

Kota Kinabalu
ILS / VOR

02/20

WMKJ

2500

DEST
Johor Bahru
ILS / VOR

16/34

WMKK

3354

DEST
Kuala Lumpur
ILS / ILS

14L/32R

4019 MAX/345 MAX

MAX

MAX

MAX

MAX

ILS / ILS

14R/32L

4000

WMKL

327/325

MAX

MAX

MAX

MAX

MAX

344/341

363

XXX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

ENRT
Langkawi
ILS / NON

03/21

WMKP

3200

DALT
Penang
ILS / VOR

04/22

3354

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OM PART C
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

69

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

MAX

MAX

MALDIVES (VR)
VRMM

9
DEST

Male
VOR / ILS

18/36

2910

MAX/NOT

NOT

MAX

MAX

MALI (GA)
GABS

8
ENRT

Bamako
ILS / VOR

06/24

2700

336/332

338

XXX

MAX

MAX

MAX

2377

NOT

NOT

NOT

NOT

MAX

MAX

3544

MAX

MAX

MAX

MAX

MAX

MAX

MALTA (LM)
LMML

9
DALT

Malta - Luqa
NON/NDB 05/23
ILS / ILS

13/31

REV 08R

OM PART C
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

70

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

MAX

378

MAX

MAX

MAX

MAX

MAURITIUS (FI)
FIMP

9
DALT

Mauritius
ILS / VOR

14/32

3040

MOROCCO (GM)
GMAD

8
DALT

Agadir
VOR / ILS

10/28

GMFF

3200

305/302

319

250

209/207

MAX

MAX

338/336

354

MAX

MAX

MAX

MAX

NOT

NOT

NOT

MAX

MAX

MAX

DALT
Fes
VOR / ILS

09/27

GMME

2950

DALT
Rabat
NON / ILS

03/21

3500

REV 08P

OM PART C
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

71

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

MOROCCO (GM) (Contd)


GMMN

9
DEST

Casablanca
VOR/VOR 17R/35L

3720

MAX

MAX

MAX

MAX

MAX

MAX

NDB / ILS 17L/35R

3750

309/307

352

MAX

231/229

MAX

MAX

NOT

NOT

XXX

MAX

MAX

MAX

NOT

NOT

NOT

MAX

MAX

MAX

NOT

NOT

XXX

186

153/XXX

MAX/90

GMMW

7
ENRT

Nador
ILS / NON

08/26

GMMX

3000

DALT
Marrakech
ILS / NON

10/28

GMTT

2820

ENRT
Tanger
VOR / ILS

10/28

3000

MOZAMBIQUE (FQ)
FQMA

7
ENRT

Maputo
NON / ILS

05/23

3660

276/275

280

218

194/188

157/XXX

MAX

REV 08P

OM PART C
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

72

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

283/279

323

XXX

MAX

MAX

MAX

243/240

XXX

236

MAX/202

MAX/154

MAX

MYANMAR (VY)
VYMD

7
ENRT

Mandalay
VOR/VOR

17/35

VYYY

4267

ENRT
Yangon
NDB/ILS

03/21

2470

NAMIBIA (FY)
FYWH

9
DALT

Windhoek
NON / ILS

08/26

4575

NOT

NOT

NOT

MAX

MAX

MAX

NOT

NOT

NOT

MAX

MAX

MAX

NEPAL (VN)
VNKT

8
DEST

Kathmandu
VOR/NON 02/20

2930

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OM PART C
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

73

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

LDA
(m)

RWY

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

NETHERLANDS (EH)
EHAM

10
DEST

Amsterdam
CIR / ILS 18L/36R

2825

307/305

MAX

MAX

MAX

MAX

MAX

ILS / CIR 18R/36L

3530

307/305

MAX

MAX

MAX

MAX

MAX

ILS / ILS 18C/36C

2850

307/305

MAX

MAX

MAX

MAX

MAX

VOR / ILS

09/27

3363

307/305

MAX

MAX

MAX

MAX

MAX

ILS / VOR

06/24

3250

MAX

MAX

MAX

MAX

MAX

MAX

336/332

338

XXX

MAX

MAX

MAX

MAX

MAX

XXX

MAX

MAX

MAX

NIGER (DR)
DRRN

8
ENRT

Niamey
ILS / VOR

09/27

3000

NIGERIA (DN)
DNAA

9
DALT

Abuja
ILS / ILS

04/22

3610

REV 08P

OM PART C
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

74

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

NOT

NOT

XXX

332 / 3

300 / 10

320 / 1

MAX

MAX

MAX

NIGERIA (DN) (Contd)


DNKA

7
ENRT

Kaduna
ILS / VOR

05/23

DNKN

3000

ENRT
Kano
ILS / VOR

05/23

2450

243/238

204

XXX

175

120/XXX

66

ILS / VOR

06/24

3300

MAX

348

XXX

MAX

MAX

MAX

DNMA

MAX

348

XXX

MAX

MAX

MAX

ENRT
Maiduguri
ILS / VOR

05/23

DNMM

3000

DEST
Lagos
ILS / NON 18L/36R

3900

MAX

MAX

MAX

MAX

MAX

MAX

ILS / VOR 18R/36L

2745

MAX

MAX

MAX

MAX

MAX

MAX

REV 08P

OM PART C
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

75

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

2794 291/289

314

244

205/203

167/MAX

MAX

NORWAY (EN)
ENBO

6
ENRT

Bodo
ILS / ILS

07/25

Note : Optg Hrs: Mon-Fri 0200-2230z, Sat-Sun 0600z 1600z; ATC / RFF: H24; FUEL;
During apt optg hrs only. Gnd Svcs: TBA; Fuel: Jet A1; Medical Fac: In the city
ENBR

7
ENRT

Bergen - Flesland
ILS / ILS

17/35

ENGM

2525

MAX

MAX

MAX

MAX

MAX

XXX

ENRT
Oslo Gardermoen
ILS / ILS

01L/19R 3600

MAX

MAX

MAX

MAX

MAX

XXX

ILS / ILS

01R/19L 2950

MAX

MAX

MAX

MAX

MAX

XXX

Note : Optg Hrs : H24 ATS / RFF / Fuel, Gnd Svcs: TBA, Fuel: JET A1, De-Icing: 0530-2200,
Medical Facilities: In City. Terrain located in all quadrants
7
ENVA

4(23000500)

ENRT

Trondheim Varernes
AB**
ILS / ILS

09/27

2424 324/321

316

249

211/209

MAX

XXX

Note : Optg Hrs: H24 ATS, RFF4 2300-0500, other hrs RFF7, Fuel: M-F 0430-2100, Sat
0430-1800, outside hrs O/R. De-icing: restricted hrs. Fuel Type: Jet A1+. Medical facilities: In
the city. Terrain in all quadrants

REV 08P

OM PART C
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

76

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

NORWAY (EN) (Contd)


ENZV

Stavanger - Sola

ENRT

ILS / VOR

11/29

2199

340/336

348

MAX

MAX / 232

MAX

MAX

ILS / ILS

18/36

2495

340/336

348

MAX

MAX / 232

MAX

MAX

Note : Optg Hrs : H24 ATS/RFF, Fuel M-F 0500-2100, Sat 0500-1930, Sun 0500-2100, Gnd
Svcs: TBA, Fuel: JET, De-Icing: Restricted hrs, Medical Facilities: In City. TWY D, A2, C1,
C2, C3, E, F1, F2 Not authorized for B777/A346. Terrain located in all quadrants

OMAN (OO)
OOMS

Muscat
ILS / ILS

08/26

OOSA

Salalah
VOR / ILS

07/25

DEST
3165

MAX

366

MAX

MAX

MAX

MAX

MAX

366

MAX

MAX

MAX

MAX

NOT

NOT

XXX

NOT

NOT

MAX/75

ENRT
3340

PAKISTAN (OP)
OPFA

Faisalabad
ILS / NDB

03/21

ENRT
2826

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ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

77

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

PAKISTAN (OP) (Contd)


OPKC

Karachi

DEST

NON / ILS 07L/25R

3200

273/270

341

MAX

228/226

MAX

MAX

NON / ILS 07R/25L

3400

MAX

MAX

MAX

MAX

MAX

MAX

OPLA

Lahore

DEST

VOR/VOR 18R/36L

2743

278/276

316

245

205/204

160/163

MAX

VOR / ILS 18L/36R

3360

MAX

MAX

MAX

MAX

MAX

MAX

269/264

328

XXX

MAX

MAX

MAX

OPNH

Nawabshah
VOR/VOR

02/20

DALT
2743

Note : B777 / A346 - Only Taxiway C is authorized for taxi in/out from Apron.
OPPS

Peshawar
VOR/VOR

17/35

DEST
2743

223

223

223

223

MAX

MAX

Taxiway B & C authorized. Taxiways D, E & G not authorized A300, A340 & B777.
Taxiways A, A1 & F not authorized.
OPRK

Rahim Yar Khan


VOR/VOR

01/19

OPRN

Islamabad
CIR / ILS

12/30

ENRT
3048

NOT

NOT

XXX

188

MAX

MAX/90

263/259

328

265

219/216

167/MAX

MAX

DEST
2743

Note : B777 / A346 - Taxiway B not authorized.

REV 08Q

OM PART C
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

78

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

MAX

MAX

MAX

MAX

MAX

MAX

317/311

366

MAX

MAX

MAX

MAX

PAKISTAN (OP) (Contd)


OPST

9
DEST

Sialkot Intl
ILS / NIL

04/22

3600

PHILIPPINES (RP)
RPLB

10
ENRT

Subic Bay
VOR/NON

07/25

RPLC

2744

DALT
Angeles City
NONE

02L/20R 3200

297/295

342

MAX

MAX

MAX

MAX

ILS / ILS

02R/20L 3200

315/312

MAX

MAX

MAX

MAX

MAX

NOT

NOT

XXX

200

MAX

MAX

MAX

MAX

RPLI

7
ENRT

Laoag
VOR/VOR

01/19

RPLL

2420

161/XXX MAX/75

DEST
Manila
ILS / ILS

06/24

3410

MAX

MAX

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OM PART C
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

79

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

333/330

MAX

MAX

MAX

MAX

MAX

327/323

MAX

XXX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

310

XXX

211

161/XXX

MAX/84

NOT

XXX

MAX

MAX

MAX/85

PHILIPPINES (RP) (Contd)


RPMD

9
DALT

Davao
ILS / ILS

05/23

RPMR

3000

ENRT
Tambleer
ILS / VOR

17/35

RPVM

3227

DEST
Lapu - Lapu
ILS / ILS

04/22

3330

POLAND (EP)
EPKK

8
ENRT

Krakow
NON / ILS

07/25

EPKT

2311 272/268

ENRT
Katowoice
NON / ILS

09/27

2800

NOT

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OM PART C
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

80

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

NOT

NOT

XXX

214

MAX

MAX

POLAND (EP) (Contd)


EPPO

7
ENRT

Poznan
NON / ILS

11/29

EPWA

2504

ENRT
Warsaw
ILS / VOR

11/29

2740

290/286

331

XXX

MAX

MAX

MAX

VOR/VOR

15/33

3690

290/286

331

XXX

MAX

MAX

MAX

EPWR

NOT

NOT

XXX

MAX

MAX

MAX

ENRT
Wroclaw
NON / ILS

12/30

2500

PORTUGAL (LP)
LPFR

8
DALT

Faro
VOR / ILS

10/28

LPPR

2445

MAX

MAX

MAX

MAX

MAX

MAX

MAX

371

MAX

215/213

MAX

MAX

ENRT
Porto
ILS / VOR

17/35

3180

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OM PART C
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

81

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

PORTUGAL (LP) (Contd)


LPPT

9
ENRT

Lisbon
ILS / ILS

03/21

3205

MAX

MAX

MAX

MAX

MAX

MAX

CIR / ILS

17/35

2250

309/307

309

246

205/203

157/MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

QATAR (OT)
OTBD

9
DEST

Doha
ILS / ILS

16/34

3822

REUNION (FM)
FMEE

9
ENRT

St.Denis
ILS / CIR

14/32

2315

314/311

313

XXX

217/215

MAX

MAX

CIR / VOR 12/30

3080

314/311

313

XXX

217/215

MAX

MAX

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ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

82

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

MAX Pavement Weight in Tons for Aircraft

LDA
(m)

773 / 2

346

343

332 / 3

300 / 10

320 / 1

NOT

NOT

XXX

194/192

155/XXX

MAX

ROMANIA (LR)
LRCK

8
ENRT

Constanta
ILS / ILS

18/36

LROP

3500

ENRT
Bucharest
ILS / ILS 08L/26R

3500

269/267

280

XXX

MAX

MAX

MAX

ILS / ILS 08R/26L

3500

267/265

277

XXX

MAX

MAX

MAX

NOT

NOT

XXX

157

123/XXX

75 / 73

LRTR

7
ENRT

Timisoara
NDB / ILS

11/29

3500

RUSSIA (UL - UR - UU - UW)


ULLI

8
DALT

St. Petersburg
ILS / ILS 10L/28R

3397

310/307

MAX

XXX

MAX

MAX

MAX

ILS / ILS 10R/28L

3780

310/307

292

XXX

205/203

156/XXX

MAX/87

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INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

83

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

RUSSIA (UL - UR - UU - UW) (Contd)


URKK

7
ENRT

Krasnodar
NDB/NDB 05L/23R
ILS/ILS

05R/23L

URMM

2200

NOT

NOT

NOT

136/135

109/112

56/54

3000

216/214

187

215

162/160

127/130

67/64

218/215

247

XXX

184/180

133/XXX

76 / 74

ENRT
Mineralnyye Vody
ILS / ILS

12/30

URSS**

7*

3900
ENRT

Sochi
ILS / NON

06/24

2810

265/262

286

233

196/193

157/161

74/72

ILS / NON

02/20

2200

NOT

NOT

NOT

NOT

120/124

55/53

Note :
UUDD

**Emergency only, *RFF 7 (Winter) RFF 8 (Summer).


9

Moscow - Domodedovo

DEST

NON/NON 14C/32C

2600

338/332 MAX/375

MAX

MAX

MAX

MAX

ILS / ILS

14L/32R

3794

297/295

378

MAX

MAX

MAX

MAX

ILS / ILS

14R/32L

3500

338/332

375

MAX

MAX

MAX

MAX

UUEE

Moscow - Sheremetyevo

DALT

ILS / ILS

07L/25R

3550

327/323

MAX

MAX

MAX

MAX

MAX

ILS / ILS

07R/25L

3702

294/291

367

MAX

MAX

MAX

MAX
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ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

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84

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

LDA
(m)

RWY

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

RUSSIA (UL - UR - UU - UW) (Contd)


UUWW

8
DALT

Moscow - Vnukovo
ILS / ILS

02/20

3000

235/233

265

208

178/177

142/144

MAX/93

ILS / ILS

06/24

3000

NOT

NOT

NOT

NOT

NOT

63/61

UWLW

MAX

MAX

XXX

MAX

MAX

MAX

ENRT
Ulyanovsk
ILS / ILS

02/20

UWUU

5000

ENRT
Ufa
ILS / ILS

14L/32R

2513

NOT

NOT

260

215/212

MAX

XXX

ILS / ILS

14R/32L

3761

NOT

NOT

MAX

MAX

MAX

XXX

MAX

343

MAX

MAX

MAX

MAX

SAUDI ARABIA (OE)


OEAB

8
DALT

Abha
ILS / VOR

13/31

OEDF

3350

DEST
Dammam
ILS / ILS

16L/34R 4000

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

16R/34L 4000

MAX

MAX

MAX

MAX

MAX

MAX
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ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

85

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

MAX

356

XXX

MAX

MAX

MAX

SAUDIA ARABIA (OE) (Contd)


OEGS

8
ENRT

Gassim
ILS / VOR

15/33

OEJN

3000

DEST
Jeddah
ILS / ILS

16C/34C

3303

313/308

369

MAX

MAX

MAX

MAX

ILS / ILS

16L/34R

3690

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

16R/34L

3803

313/308

369

MAX

MAX

MAX

MAX

OEMA

9
DALT

Madinah
ILS / ILS

17/35

3300

MAX

356

MAX

MAX

MAX

MAX

VOR / ILS

18/36

3050

MAX

356

MAX

MAX

MAX

MAX

OERK

9
DEST

Riyadh - King Khalid


ILS / ILS

15L/33R

4205

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

15R/33L

4205

MAX

MAX

MAX

MAX

MAX

MAX

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ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

86

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

SAUDIA ARABIA (OE) (Contd)


OETF

9
ENRT

Taif
VOR/VOR

07/25

3735

190/188

210

NOT

231/229

MAX

MAX

VOR / ILS

17/35

3350

231/228

260

201

231/229

MAX

MAX

NOT

NOT

XXX

214

167/XXX

MAX

NOT

NOT

XXX

188

MAX

MAX/90

SERBIA - MONTENEGRO(LY)
LYBE

7
ENRT

Belgrade
ILS / ILS

12/30

LYPG

3000

ENRT
Podgorica
CIR / ILS

18/36

2500

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ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

87

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

333/329

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

SEYCHELLES (FS)
FSIA

9
DEST

Seychelles
VOR / ILS

13/31

2682

SINGAPORE (WS)
WSAP

Singapore - Paya
Lebar

ENRT

ILS / ILS

02/20

3780

WSSS

10
DEST

Singapore - Changi
ILS / ILS 02L/20R

3260

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS 02C/20C

4000

MAX

MAX

MAX

MAX

MAX

MAX

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ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

88

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

LDA
(m)

RWY

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

SLOVAKIA (LZ)
LZIB

7
DALT

Bratislava
CIR / ILS

13/31

2950

NOT

NOT

XXX

215/211

165/XXX

MAX/83

CIR / ILS

04/22

2900

NOT

NOT

XXX

227/223

MAX

MAX/88

NOT

NOT

XXX

MAX

MAX

MAX

SLOVENIA (LJ)
LJLJ

6
ENRT

Ljubljana
CIR / ILS

13/31

3300

SOUTH AFRICA (FA)


FABL

7
DALT

Bloemfontein
VOR/VOR 02/20
NONE

12/30

FACT

2559

252/248

XXX

XXX

197/194

167/XXX

MAX/90

2195

NOT

NOT

181

167/164

140/137

MAX/74

319/314

351

MAX

MAX

MAX

MAX

DEST
Cape Town
ILS / ILS

01/19

3201

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ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

89

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

LDA
(m)

RWY

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

319/317

311

249

217/215

MAX

MAX

SOUTH AFRICA (FA) (Contd)


FADN

7
DALT

Durban
ILS / ILS

06/24

FAJS

2440

DEST
Johannesburg
ILS / VOR 03L/21R

4418

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS 03R/21L

3400

324/321

316

249

220/217

MAX

MAX

SOUTH KOREA (RK)


RKPC

9
DALT

Jeju
ILS / ILS

06/24

3000

MAX

MAX

254

MAX

MAX

MAX

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ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

90

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

SOUTH KOREA (RK) (Contd)


RKPK

9
DALT

Busan
NON / ILS 18L/36R

2743

227/224

269

218

191/188

148/MAX

MAX

NON / ILS 18R/36L

3200

283/279

328

268

MAX

MAX

MAX

RKSI

10
DEST

Seoul - Incheon
ILS / ILS

15L/33R

3750

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

15R/33L

3750

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

16/34

4000

MAX

MAX

MAX

MAX

MAX

MAX

RKSS

9
DALT

Seoul - Gimpo
ILS / ILS

14L/32R

3600

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

14R/32L

3200

MAX

MAX

MAX

MAX

MAX

MAX

SPAIN (LE)
LEAL

8
DALT

Alicante
ILS / VOR

10/28

3000

337/335

MAX

MAX

MAX

MAX

MAX

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ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

91

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

MAX

MAX

XXX

MAX

MAX

MAX

SPAIN (LE) (Contd)


LEAM

8
ENRT

Almeria
NDB / ILS

08/26

LEBL

3200

ENRT
Barcelona
VOR/VOR

02/20

2540

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

07L/25R

2922

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

07R/25L

2660

MAX

MAX

MAX

MAX

MAX

MAX

LEGR

NOT

NOT

XXX

MAX

MAX

MAX

310/307

333

263

226/223

MAX

MAX

ENRT
Granada
ILS / ILS

09/27

LEIB

2900

DALT
Ibiza
VOR / ILS

06/24

2800

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ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

92

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

SPAIN (LE) (Contd)


LEMD

9
DEST

Madrid - Barajas
NON / ILS 15L/33R

3500

MAX

MAX

MAX

MAX

MAX

MAX

VOR / ILS 15R/33L

4100

MAX

MAX

MAX

MAX

MAX

MAX

ILS / NON 18L/36R

3500

MAX

MAX

MAX

MAX

MAX

MAX

ILS / NON 18R/36L

4350

MAX

MAX

MAX

MAX

MAX

MAX

MAX

360

XXX

227

MAX

MAX

327/325

349

XXX

MAX

MAX

MAX

LEMG

8
ENRT

Malaga
ILS / ILS

14/32

LEMH

3200

ENRT
Menorca
ILS / VOR 01L/19R
LEPA

2350

9
DALT

Palma De Mallorca
ILS / ILS

06L/24R

3200

303/300

322

MAX

MAX

MAX

MAX

VOR/VOR 06R/24L

2950

303/300

322

MAX

MAX

MAX

MAX

REV 08P

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ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

93

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

NOT

NOT

MAX

MAX

MAX

XXX

NOT

NOT

XXX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

SPAIN (LE) (Contd)


LEST

7
ENRT

Santiago
ILS / ILS

17/35

LEVC

3080

DALT
Valencia
VOR / ILS

12/30

LEVT

2915

DALT
Vitoria
ILS / NDB

04/22

LEZG

7*

3500

DEST
Zaragoza
ILS / ILS

12L/30R

3000

278/276

316

245

205/203

160/162

MAX

ILS / ILS

12R/30L

3718

MAX

MAX

MAX

MAX

MAX

MAX

Note :

*RFF upgraded to CAT 8 for freighter operations.

REV 08P

OM PART C
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

94

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

LDA
(m)

RWY

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

NOT

NOT

NOT

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

NOT

NOT

NOT

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

SPAIN (LE) (Contd)


LEZL

7
DALT

Seveille
VOR / ILS

09/27

3360

SRI LANKA (VC)


VCBI

9
DEST

Katunayake
ILS / ILS

04/22

3350

SUDAN (HS)
HSPN

7
DALT

Port Sudan
VOR / ILS

17/35

HSSS

2500

DEST
Khartoum
ILS / ILS

18/36

2980

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ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

95

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

SWEDEN (ES)
ESGG

Gotenborg - Landvetter

ENRT

ILS / ILS

03/21

3299

ESMS

MAX

MAX

MAX

MAX

MAX

MAX

MAX

NOT

NOT

MAX

MAX

MAX

340/336

325

MAX

229/227

MAX

MAX

ENRT
Malmo-Sturup
ILS / ILS

17/35

ESKN

2800

DALT
Stockholm Skavsta
NDB / ILS

08/26

2878

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ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

96

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

LDA
(m)

RWY

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

XXX

XXX

2500

345

ILS / ILS 01L/19R

3300

ILS / ILS 01R/19L

2500

343

332 / 3

300 / 10

320 / 1

XXX

XXX

XXX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

2500

297/294

349

MAX

MAX

MAX

MAX

SWEDEN (ES) (Contd)


ESOE

6
DALT

Orebro
ILS / ILS

01/19

ESSA

2602

DEST
Stockholm Arlanda
VOR / VOR 08/26

SWITZERLAND (LS)
LSGG

9
DEST

Geneva
ILS / ILS

05/23

LSZH

3570

DEST
Zurich
CIR / VOR 10/28
ILS / CIR

14/32

3150

297/294

349

MAX

MAX

MAX

MAX

ILS / VOR

16/34

3230

297/294

349

MAX

MAX

MAX

MAX

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ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

97

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

224/222

223

MAX

160/159

126/128

MAX/87

VOR / ILS 05L/23R 3000

362/360

MAX

MAX

MAX

MAX

MAX

ILS / VOR 05R/23L 3600

300/297

MAX

MAX

MAX

MAX

MAX

SYRIA (OS)
OSAP

9
ENRT

Aleppo
NON / ILS

09/27

OSDI

2910

DEST
Damascus

TAIWAN (RC)
RCKH

9
DALT

Kaohsiung
ILS / LOC

09/27

RCTP

2700

275/272

344

MAX

MAX

MAX

MAX

Taipei - Chiang Kai


Shek

DALT

ILS / ILS

05/23

3660

297/294

349

MAX

MAX

MAX

MAX

ILS / ILS

06/24

3350

297/294

349

MAX

MAX

MAX

MAX

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ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

98

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

MAX/347

368

MAX

MAX

MAX

MAX

MAX

370

MAX

MAX

MAX

MAX

NOT

NOT

NOT

215/212

168/XXX

MAX

286/287

297

229

194/193

165/MAX

MAX/85

TANZANIA (HT)
HTDA

9
DEST

Dar-es-Salaam
ILS / VOR

05/23

HTKJ

3000

DALT
Kilimanjaro
ILS / NON

09/27

HTMW

3607

ENRT
Mwanza
VOR / CIR

12/30

HTZA

3017

ENRT
Zanzibar
NON/DME

18/36

2462

THAILAND (VT)
VTBD

Bangkok - Don
Mueang Intl

DALT

ILS / ILS 03L/21R

3700

312/309

MAX

MAX

MAX

MAX

MAX

VOR / ILS 03R/21L

3150

312/309

MAX

MAX

MAX

MAX

MAX

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INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

99

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

THAILAND (VT) (Contd)


VTBS

10

Bangkok - Suvarnab- DEST


humi
ILS / ILS

01L/19R

3700

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

01R/19L

4000

MAX

MAX

MAX

MAX

MAX

MAX

VTBU

336/332

363

MAX

MAX

MAX

MAX

339/336

355

MAX

204/202

165/MAX

MAX

NOT

NOT

XXX

215

168/XXX

MAX

MAX

362

MAX

MAX

MAX

MAX

DALT
Rayong
ILS / VOR

18/36

VTCC

3505

DALT
Chiang Mai
VOR / ILS

18/36

VTSB

3100

ENRT
Surat Thani
VOR / ILS

04/22

VTSP

3000

DALT
Phuket
VOR / ILS

09/27

3000

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ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

100

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

336/332

363

MAX

MAX

MAX

MAX

TOGO (DX)
DXXX

8
DALT

Lome
VOR / ILS
Note :

04/22

3000

B777 / A346 - For emergency only, Runway 22: Landing - must exit via Taxiway
A (LDA2380m). Runway 04 : Take-off from Taxiway A. Runway 04 - turn pad not
suitable for B777 / A346.

TUNISIA (DT)
DTMB

9
DALT

Monastir
ILS / VOR

07/25

DTTA

2950

300/298

306

237

208/205

MAX/164

MAX

DEST
Tunis
ILS / VOR

01/19

3200

340/336

367

MAX

MAX

MAX

MAX

VOR / ILS

11/29

2840

225/220

205

174

152/151

128/130

68/67

DTTJ

309/307

314

246

215/212

MAX

MAX

NOT

NOT

XXX

MAX/230

MAX

MAX

DALT
Djerba
ILS / VOR

09/27

DTTX

3100

ENRT
Sfax
VOR/VOR 15/33

3000

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INSTRUCTIONS AND INFORMATION

CHAPTER

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101

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

TURKEY (LT)
LTAC

9
DALT

Ankara
ILS / ILS

03L/21R

3400

336/333

370

MAX

MAX

MAX

MAX

ILS / ILS

03R/21L

3750

MAX

375

MAX

MAX

MAX

MAX

Note :Apron 4 & 5 authorized. Appropriate parking stands: 101, 102, 107, 116 & 118 120.
LTAF

9
ENRT

Adana
ILS / CIR

05/23

2750

MAX

MAX

MAX

MAX

MAX

MAX

Note : Taxiways H1 and K not authorized. Appropriate parking stands: Apron 1 stands 1,16
&17. Apron 2 & 3 stands 57 59; 62 65; 68 72.
LTAI

9
DALT

Antalya
ILS / ILS

18C/36C

3400

MAX

MAX

MAX

MAX

MAX

MAX

VOR / ILS 18L/36R

3400

MAX

MAX

MAX

MAX

MAX

MAX

NON / VOR 18R/36L

2990

224/220

198

162

143/142

120/122

68/66

Note : Appropriate parking stands : Apron 1 stands 1 to 6; Apron 2 stands 24 to 26.


LTAJ

8
ENRT

Gaziantep
VOR/VOR 10L/28R

2870

MAX

MAX

MAX

MAX

MAX

MAX

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ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

102

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LTBA

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

10
DEST

Istanbul - Ataturk
ILS/ILS

06/24

2300

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

18L/36R

3000

MAX

MAX

MAX

MAX

MAX

MAX

NON/ILS

18R/36L

3000

MAX

MAX

MAX

MAX

MAX

MAX

LTBJ

9
DALT

Izmir
ILS / ILS

16L/34R

3240

MAX

MAX

MAX

MAX

MAX

MAX

VOR / VOR 16R/34L

3240

MAX

MAX

MAX

MAX

MAX

MAX

Note : Appropriate parking stands : Apron 1 stands 1 to 6; Apron 2 stands 24 to 26.


LTBS

9
ENRT

Mugla
ILS / CIR 01L/19R

3000

MAX

MAX

MAX

MAX

MAX

MAX

ILS / CIR 01R/19L

3000

329/326

MAX

MAX

MAX

MAX

MAX

NOT

NOT

XXX

MAX

MAX

MAX

LTCC

9
ENRT

Diyarbakir
VOR/VOR

16/34

3549

Operating hours: 0500-1930UTC. Check notams for latest operating hours


LTCE

8
ENRT

Erzurum
VOR / ILS 08L/26R

3810

223/221

284

XXX

MAX

MAX

MAX

Operating hours: 0430-2000UTC. Check notams for latest operating hours.

REV 08R

OM PART C
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

103

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

MAX

MAX

MAX

MAX

MAX

MAX

TURKEY (LT) (Contd)


LTCF

Kars
ILS / CIR

06/24

ENRT
3500

Operating hours: 0500-1300UTC Tue, Wed, Fri, Sat, Sun / 0400-1300 Mon & Thu. Check
notams for latest operating hours
LTCG

Trabzon
ILS / CIR

11/29

LTCS

Sanliurfa/Gap
VOR/VOR

04/22

ENRT
2640

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

ENRT
4000

Note : Check NOTAM for airport optg hrs. Parking limitation for aircraft larger than Code C.
LTFH

Samsun
ILS / CIR

13/31

LTFJ

Istanbul - Sabiha
ILS / VOR

06/24

ENRT
3000

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

317/311

372

MAX

MAX

MAX

MAX

ENRT
3000

TURKMENISTAN (UT)
UTAA

Ashgabat
ILS / ILS

12L/30R

DALT
3800

REV 08S

OM PART C
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

104

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

MAX

MAX

332 / 3

300 / 10

320 / 1

UGANDA (HU)
HUEN

9
DALT

Entebbe
ILS / VOR

17/35

3658

MAX

MAX

MAX

MAX

UKRAINE (UK)
UKBB

8
ENRT

Kyiv
ILS / ILS 18L/36R

4000

302/300

380

XXX

MAX

MAX

MAX

ILS / ILS 18R/36L

3500

NOT

NOT

XXX

151/149

163/XXX

MAX

275/272

308

NOT

215/212

164/MAX

MAX/84

182/181

NOT

NOT

NOT

NOT

NOT

UKFF

7
ENRT

Simferopol
ILS / ILS

01/19

UKLL

3706

ENRT
Lviv**
ILS / ILS

13/31

2510

UNITED ARAB EMIRATES (OM)


OMAA

9
DEST

Abu Dhabi
ILS / ILS 13R/31L

4100

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS 13L/31R

4100

MAX

MAX

MAX

MAX

MAX

MAX
REV 08P

OM PART C
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

105

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

UNITED ARAB EMIRATES (OM) (Contd)


OMAL

9
DALT

Al Ain
ILS / VOR

01/19

OMDB

10

4000

MAX

366

MAX

MAX

MAX

MAX

DEST
Dubai
ILS / ILS 12L/30R

3600

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS 12R/30L

3880

MAX

367

MAX

MAX

MAX

MAX

MAX/347

349

MAX

231/229

MAX

MAX

330/326

MAX

MAX

MAX

MAX

MAX

MAX

361

XXX

MAX

MAX

MAX

OMSJ

9
DALT

Sharjah
VOR / ILS

12/30

3706

UNITED KINGDOM (EG)


EGAA

8
ENRT

Belfast
VOR/ILS

07/25

EGBB

2780

DALT
Birmingham
ILS / ILS

15/33

2279

REV 08P

OM PART C
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

106

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

UNITED KINGDOM (EG) (Contd)


EGCC

9
DEST

Manchester
ILS / ILS

05L/23R

2588

339/337

MAX

MAX

MAX

MAX

MAX

ILS / VOR 05R/23L

2864

300/297

MAX

MAX

MAX

MAX

MAX

324/321

315

XXX

208

MAX

MAX

345/341

EGFF

7
ENRT

Cardiff
ILS / ILS

12/30

EGKK

2134

DEST
London - Gatwick
NONE

08L/26R

2148

MAX

MAX

MAX

MAX

MAX

ILS / ILS

08R/26L

2766 MAX/345 MAX

MAX

MAX

MAX

MAX

EGLL

10
DEST

London - Heathrow
ILS / ILS

09L/27R

3595

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

09R/27L

3353

MAX

MAX

MAX

MAX

MAX

MAX

EGNX

8*

347/344

366

XXX

MAX

MAX

MAX

ENRT
East Midlands
ILS / ILS

09/27

2713

Note : RFF 9 available on request.

REV 08Q

OM PART C
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

107

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

313/308

362

XXX

MAX

MAX

MAX

NOT

365

NOT

MAX

XXX

XXX

MAX

MAX

MAX

MAX

MAX

MAX

317/315

MAX

XXX

MAX

MAX

MAX

UNITED KINGDOM (EG) (Contd)


EGPF

8
DALT

Glasgow
ILS / ILS

05/23

EGPH

2353

ENRT
Edinburgh
ILS / ILS

06/24

EGPK

2347

ENRT
Prestwick
ILS / ILS

13/31

EGSS

2743

DALT
London - Stansted
ILS / ILS

05/23

3048

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OM PART C
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

108

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

UNITED STATES (KZ)


KATL

9(E)
DALT

Atlanta
ILS / ILS

10/28

2743

MAX

MAX

MAX

MAX

XXX

XXX

ILS / ILS

08L/26R

2743

MAX

MAX

MAX

MAX

XXX

XXX

ILS / ILS

08R/26L

3048

MAX

MAX

MAX

MAX

XXX

XXX

ILS / ILS

09L/27R

3624

MAX

MAX

MAX

MAX

XXX

XXX

ILS / ILS

09R/27L

2743

MAX

MAX

MAX

MAX

XXX

XXX

KAUS

8(D)
DALT

Austin-Bergstrom Intl
ILS / ILS

17L/35R

2743

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

17R/35L

3733

MAX

MAX

MAX

MAX

MAX

MAX

KBDL

8(D)

MAX

MAX

MAX

MAX

XXX

XXX

MAX

MAX

MAX

XXX

XXX

XXX

DALT
Windsor Locks
ILS / ILS

06/24

KBFI

Boeing Field / King


Co Intl
ILS / ILS

13R/31L

2898

ENRT

2780

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OM PART C
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

109

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

MAX

MAX

MAX

MAX

XXX

XXX

2134

MAX

MAX

MAX

MAX

XXX

XXX

NON/NON 04L/22R

2148

MAX

MAX

MAX

MAX

XXX

XXX

ILS / ILS 04R/22L

2684

MAX

MAX

MAX

MAX

XXX

XXX

ILS / ILS 15R/33L

2805

MAX

MAX

MAX

MAX

XXX

XXX

2892

242/240

236

193

167/165

139/141

75/73

ILS / NON 02C/20C

2439

290/287

341

MAX

230/228

MAX

MAX/91

ILS / ILS 02L/20R

2348

313/308

369

MAX

230/228

MAX

MAX

UNITED STATES (KZ) (Contd)


KBGR

9(E)
ENRT

Bangor
ILS / ILS

15/33

KBOS

9(E)

3487

DALT
Boston
NON / ILS

KBNA

09/27

7(C)
ENRT

Nashville, TN
VOR / ILS

Note :

13/31

Optg Hrs : H24 ATC / RFF / FUEL; Gnd Svcs : TBA; Fuel : Jet A3; Rmk : Exercise caution on twys. 180deg turns not allowed.

REV 08P

OM PART C
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

110

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

* KBTV

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

NOT

NOT

332 / 3

300 / 10

320 / 1

MAX

XXX

XXX

6(B)

Burlington (05002000)

ENRT

IILS / ILS

2384

15/33

MAX

* KBTV - The following applies to this airport :


1) Airport authorized for emergency use by B777,A346, A333
2) TWYs D & F - Not Authorized
3) Parking stands - Co-ordinate with local authorties
4) Due RFF category - Not authorized for use as Dest, Dest Altn or "Enroute Fuel alternate"
KBUF

8(D)
ENRT

Buffalo
ILS / ILS

05/23

2469

MAX

MAX

MAX

MAX

XXX

XXX

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OM PART C
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

111

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

UNITED STATES (KZ) (Contd)


KBWI

8(D)
DALT

Baltimore
ILS / ILS

10/28

3033

MAX

MAX

MAX

MAX

XXX

XXX

ILS / ILS

15R/33L

2896

MAX

MAX

MAX

MAX

XXX

XXX

KCLE

7(C)
DALT

Cleveland
ILS / ILS

06L/24R

2743

MAX

NOT

MAX

MAX

XXX

XXX

ILS / ILS

06R/24L

2743

MAX

NOT

MAX

MAX

XXX

XXX

KCLT

8(D)
ENRT

Charlotte
ILS / ILS

05/23

2287

MAX

MAX

MAX

MAX

XXX

XXX

ILS / ILS

18L/36R

2644

MAX

MAX

MAX

MAX

XXX

XXX

ILS / ILS

18R/36L

3048

MAX

MAX

MAX

MAX

XXX

XXX

REV 08P

OM PART C
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

112

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

UNITED STATES (KZ) (Contd)


KCVG

8(D)
DALT

Cincinnati
ILS / ILS

09/27

3621

MAX

MAX

MAX

MAX

XXX

XXX

ILS / ILS

18C/36C

3353

MAX

MAX

MAX

MAX

XXX

XXX

ILS / ILS

18L/36R

3048

MAX

MAX

MAX

MAX

XXX

XXX

ILS / ILS

18R/36L

2438

MAX

MAX

MAX

MAX

XXX

XXX

KDFW

9(E)

Dallas Fort Worth


Texas

DALT

NON / ILS 13L/31R

2553

MAX

MAX

MAX

MAX

MAX

MAX

ILS / VOR 13R/31L

2835

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

17R/35L

4085

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

17L/35R

2591

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

17C/35C

4085

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

18L/36R

4084

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

18R/36L

4084

MAX

MAX

MAX

MAX

MAX

XXX

REV 08P

OM PART C
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

113

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

UNITED STATES (KZ) (Contd)


KDTW

9(E)
ENRT

Detroit
NDB / NON 03L/21R

2591

MAX

MAX

MAX

MAX

XXX

XXX

ILS / ILS

03R/21L

3048

MAX

MAX

MAX

MAX

XXX

XXX

ILS / ILS

04L/22R

3048

MAX

MAX

MAX

MAX

XXX

XXX

ILS / VOR 04R/22L

3658

MAX

MAX

MAX

MAX

XXX

XXX

NON / ILS 09L/27R

2654

MAX

MAX

MAX

MAX

XXX

XXX

NON / NON 09R/27L

2591

MAX

MAX

MAX

MAX

XXX

XXX

KEWR

9(E)
DEST

Newark
ILS / ILS

04L/22R

2579

MAX

MAX

MAX

MAX

MAX

XXX

ILS / ILS

04R/22L

2501

MAX

MAX

MAX

MAX

MAX

XXX

KGEG

7
ENRT

Spokane Intl
ILS / ILS

03/21

2744

MAX

MAX

MAX

MAX

XXX

XXX

NONE

07/25

2499

MAX

MAX

MAX

MAX

XXX

XXX

REV 08P

OM PART C
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

114

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

MAX

NOT

MAX

MAX

XXX

XXX

UNITED STATES (KZ) (Contd)


KGSO

7(C)
ENRT

Greensboro
ILS / ILS

05/23

KIAD

9(E)

3048

DEST
Washington
ILS / ILS

01C/19C

3505

305/302

MAX

MAX

MAX

MAX

XXX

ILS / ILS

01L/19R

2865

MAX

MAX

MAX

MAX

MAX

XXX

ILS / ILS

01R/19L

3505

MAX

MAX

MAX

MAX

MAX

XXX

ILS / NON

12/30

3200

MAX

MAX

MAX

MAX

MAX

XXX

KIAH

9(E)

George Bush Intercontinental - Houston

DEST

ILS / ILS

09/27

3048

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

08L/26R

2743

278/276

MAX

362

MAX

MAX

MAX

ILS / ILS

08R/26L

2865

MAX

MAX

MAX

MAX

MAX

MAX

NONE / ILS 15L/33R

3657

MAX

MAX

376

MAX

MAX

MAX

ILS / NONE 15R/33L

3047

251/249

327

261

217/215

170/MAX

MAX

REV 08P

OM PART C
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

115

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

UNITED STATES (KZ) (Contd)


KIND

8(D)

Indianapolis, Indiana

ENRT

ILS / ILS

14/32

2219

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

05L/23R

3414

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

05R/23L

3048

MAX

MAX

MAX

MAX

MAX

MAX

KJAN

7(C)

Jackson

ENRT

ILS / NON 16L/34R

2590

309/307

332

262

218/216

XXX

XXX

NON / ILS 16R/34L

2590

264/261

308

245

206/203

XXX

XXX

KJFK

DEST

New York
ILS / ILS

04L/22R

2638

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

04R/22L

2560

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

13L/31R

2735

MAX

MAX

MAX

MAX

MAX

MAX

VOR / ILS 13R/31L

3428

MAX

MAX

MAX

MAX

MAX

MAX

KLIT

7(C)

ENRT

Little Rock
ILS / ILS
ILS / ILS
Note :

04L/22R

2431

279/275

325

364

218/215

166/MAX

MAX

04R/22L

2195

279/275

325

364

218/215

166/MAX

MAX

Optg Hrs : H24 ATC / RFF / FUEL; Gnd Svcs : TBA; Fuel : Jet A3; Rmk : Twys A
& P nor allowed for A330, A346 & B777.

1) LDG RWY22R - Exit via G or RWY end via F - H or J to apron.


2) LDG RWY04L - Exit via J or M towards apron.
REV 08P

OM PART C
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION

CHAPTER

PAGE

116

AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

UNITED STATES (KZ) (Contd)


KMCI

7(C)
ENRT

Kansas City
ILS / ILS

01L/19R

3292

348/344

376

MAX

MAX

XXX

XXX

ILS / ILS

01R/19L

2896

348/344

376

MAX

MAX

XXX

XXX

KMEM

7(C)
ENRT

Memphis
ILS / ILS

09/27

2727

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

18L/36R

2743

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

18C/36C

3389

MAX

MAX

MAX

MAX

MAX

MAX

VOR / ILS 18R/36L

2782

MAX

MAX

MAX

MAX

MAX

MAX

MAX

NOT

NOT

MAX/NOT

XXX

XXX

MAX

NOT

NOT

MAX/NOT

MAX

MAX

KMDT

7(C)
ENRT

Harrisburg
ILS / ILS

13/31

KMHT

7(C)

3048

ENRT
Manchester
ILS / ILS

17/35

KMKE

7(C)

2332

ENRT
Milwaukee
ILS / ILS

01L/19R

2714

279/275

324

262

218/215

166/MAX

MAX/86

ILS / LOC 07R/25L

2233

279/275

324

262

218/215

166/MAX

MAX/86

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AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

UNITED STATES (KZ) (Contd)


KMSP

9(E)

St. Paul Intl Minneapolis

ENRT

LOC / LOC

04/22

2882

320/317

380

MAX

MAX

MAX

MAX

ILS / ILS

12L/30R

2323

320/317

380

MAX

MAX

MAX

MAX

ILS / ILS

12R/30L

3048

320/317

380

MAX

MAX

MAX

MAX

LOC / ILS

17/35

2438

320/317

380

MAX

MAX

MAX

MAX

KMSY

8(D)

Armstrong New
Orleans Intl

DALT

ILS / LOC

01/19

2134

303/300

356

MAX

MAX

MAX

MAX

ILS / ILS

10/28

2987

303/300

357

MAX

MAX

MAX

MAX

KOKC

7(C)

2377

319/316

345

275

227/225

MAX

MAX

ENRT
Oklahaoma City
NON / NON 13/31
ILS / ILS

17L/35R

2988

320/317

380

MAX

MAX

MAX

MAX

ILS / ILS

17R/35L

2987

320/317

380

MAX

MAX

MAX

MAX

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ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

MAX

MAX

MAX

MAX

MAX

MAX

UNITED STATES (KZ) (Contd)


KORD

9(E)
DALT

Chicago
LOC / LOC 04L/22R 2286
ILS / ILS

04R/22L 2461

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

09R/27L 2428

MAX

MAX

MAX

MAX

MAX

MAX

3732

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

14L/32R 2441

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

14R/32L 3962

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

XXX

XXX

ILS / ILS

KPAE

10/28

Snohomish Co /
Everett
ILS / ILS
KPHL

DALT

16R/34L 2746
9(E)
DALT

Philadelphia
ILS / ILS

09L/27R 2896

MAX

MAX

MAX

MAX

MAX

MAX

ILS / ILS

09R/27L 3202

MAX

MAX

XXX

MAX

XXX

XXX

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COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

UNITED STATES (KZ) (Contd)


KPIT

8(D)

Pittsburgh
VOR / ILS

2469

MAX

MAX

MAX

MAX

XXX

XXX

NON / NON 10C/28C 2959

MAX

365

MAX

MAX

XXX

XXX

ILS / ILS

14/32

DALT

10L/28R 3201

MAX

MAX

MAX

MAX

XXX

XXX

ILS / VOR 10R/28L 3505

MAX

MAX

MAX

MAX

XXX

XXX

KRDU

7(C)

Raleigh Durham

ENRT

ILS / ILS

05L/23R 3048

MAX

MAX

MAX

MAX

XXX

XXX

ILS / ILS

05R/23L 2286

MAX

MAX

MAX

MAX

XXX

XXX

KRFD

7(C)

Chicago / Rockford

ENRT

ILS / LOC

01/19

2499 310/307

332

262

218/216

XXX

XXX

ILS / NIL

07/25

3049 313/308

368

MAX

MAX

XXX

XXX

Note : A346 / B777 TWY A, D, J, K, L not authorized. *RFF 9 (D) available 1 hour PPR.
KROC

7(C)*

Rochester
ILS / ILS

04/22

KSAT

7(C)

ENRT
2439

MAX

NOT

NOT

MAX/NOT

XXX

XXX

2288 263/261

307

245

205/203

157/161

MAX/80

12R/30L 2591 263/261

307

245

205/203

157/161

MAX/80

ENRT

San Antonio Intl


ILS / ILS
ILS / ILS

03/21

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AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

UNITED STATES (KZ) (Contd)


KSEA

9
DALT

Seattle
ILS / ILS

16L/34R

3627

MAX

MAX

MAX

MAX

XXX

XXX

ILS / ILS

16C/34C

2873

MAX

MAX

MAX

MAX

XXX

XXX

KSTL

8(D)
DALT

St. Louis
ILS / ILS

06/24

2241

253/250

290

232

196/193

150/154

MAX/76

ILS / ILS

11/29

2744

279/275

324

262

218/215

166/MAX

MAX/86

ILS / ILS

12L/30R

2744

300/297

353

MAX

MAX

MAX

MAX

ILS / ILS

12R/30L

3216

300/297

353

MAX

MAX

MAX

MAX

KSWF

7(C)

MAX

NOT

NOT

MAX/NOT

XXX

XXX

DALT
Newburg - Stewart
ILS / ILS

09/27

2688

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AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

UNITED STATES (KZ) (Contd)


KSYR

7(C)
ENRT

Syracuse
ILS / ILS

10/28

2744

MAX

NOT

NOT

MAX/NOT

XXX

XXX

VOR / VOR

15/33

2286

MAX

NOT

NOT

MAX/NOT

XXX

XXX

KTUL

8(D)
ENRT

Tulsa Intl
ILS / ILS

08/26

2248

287/285

337

275

227/224

MAX

MAX/90

ILS / ILS

18L/36R

3048

320/317

380

MAX

MAX

MAX

MAX

UZBEKISTAN (UT)
UTTT

9
ENRT

Tashkent
ILS / ILS

08L/26R

3750

MAX

MAX

XXX

MAX

MAX

MAX

ILS / NDB 08R/26L

3550

340/336

360

XXX

MAX

MAX

MAX

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AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

VIETNAM (VV)
VVDN

8
ENRT

Danang
CIR / ILS 17L/35R

3048

305/302

297

XXX

207/203

MAX

MAX

CIR / VOR 17R/35L

3059

211/206

NOT

XXX

139/137

117/XXX

66 / 64

VVNB

8
ENRT

Hanoi
ILS / VOR 11L/29R

3200

279/275

329

264

227/223

MAX

MAX/89

ILS / VOR 11R/29L

3800

297/294

354

MAX

MAX

MAX

MAX

VVTS

9
DEST

Hochiminih
VOR / ILS 07L/25R

3048

287/283

337

273

MAX/230

170/MAX

MAX/89

VOR / ILS 07R/25L

3059

307/302

365

355

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

YEMEN (OY)
OYAA

9
DALT

Aden
ILS / NDB

08/26

3100

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AIRPORTS
ADEQUATE AIRPORTS

COUNTRY (FIR)
ICAO

RFF
Type

Airport Name
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for Aircraft


772 / 3

346

343

332 / 3

300 / 10

320 / 1

340/336

367

MAX

MAX

MAX

MAX

NOT

NOT

NOT

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

YEMEN (OY) (Contd)


OYRN

7
DALT

Mukalla
CIR / VOR

06/24

OYSN

3000

DEST
Sanaa
ILS / VOR

18/36

2977

ZAMBIA (FL)
FLLS

9
ENRT

Lusaka
ILS / NDB

10/28

3962

ZIMBABWE (FV)
FVBU

6
ENRT

Bulawayo
ILS / NON

13/31

FVHA

2588

NOT

NOT

NOT

185/182

157/XXX

MAX/85

299

254

211/209

MAX

MAX

DALT
Harare
ILS / VOR

05/23

4725 324/321

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AIRPORTS
ETOPS APPROVED ENROUTE AIRPORTS

5.2

ETOPS APPROVED ENROUTE AIRPORTS

5.2.1

Introduction

This section serves two distinct purposes, primarily to define the area in which ETOPS
operation is permitted, and lists the ETOPS adequate airports chosen using the assumption
in paragraph below and approved by Qatar Civil Aviation Authority (QCAA) for 120 minutes
ETOPS operations.
Note 1 :

All company twin engined aircraft are approved by the QCAA for ETOPS.

Note 2 :

Bomabardier-Challenger fleet may operate up to 120 minutes from an adequate


Aerodrome without ETOPS approval in accordance with QCAR 1.245.

5.2.1.1

Assumptions

The assumptions used in the construction of the list of adequate airports are as follows :

Jet fuel availability.

Runway width of 45 m or better.

LDA of 2100 m or better.

Airport operations of H24 or if prior permission is required, Qatar Airways has permission
to operate outside the normal hours of operations.

Fire category of 4 or better.

No category C airport.

ATC, Meteorological and air information services offices and lighting are available.

A turning loop or exit at the end of the runway is available unless the runway width is 60m
or better.

All circling approaches are under PANS OPS criteria.

Runway PCN is displayed for information and is not limiting in case of an emergency.

In an airport with more than one (1) runway, the runway that does not meet the above
criteria will then be omitted.

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AIRPORTS
ETOPS APPROVED ENROUTE AIRPORTS

5.2.2

(1)

Example

: Area of operations with the following details :

ICAO Code : 4 letter ICAO code of airport.

Location (Airport Name) : Location of the airport, however, if more than one
airport exist in a location then the name of the airport is mentioned next to it.

(2)

: Best Instrument Approach Procedures (IAP) serving that runway, NON means no
IAP available.

(3)

: Displays only those runways that meet the criteria for at least one aeroplane type.

(4)

: Lowest Landing Distance Available (LDA) of both runway ends (direction).

(5)

: Represents the weight of the airplane in tons for the runway.

MAX means maximum structural take-off weight.

NOT means not allowed.

XXX means structural take-off weight not yet defined

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AIRPORTS
ETOPS APPROVED ENROUTE AIRPORTS

5.2.3

Area of Operations : Arabian Sea / Indian Ocean

ETOPS operations over Arabian Sea / Indian Ocean is applicable for all twin engined
aircraft. The following en-route alternates are declared.
ICAO

IAP

RWY

LDA
(m)

Airport Name

MAX Pavement Weight in Tons for


Aircraft
772 / 3

332 / 3

300 / 10

320 / 1

FIMP
ILS/VOR

14/32

3040

MAX

MAX

MAX

MAX

ILS/CIR

02/20

2900

XXX

MAX

MAX

MAX

FMEE

ILS/CIR

14/32

2315 314/311

217/215

MAX

MAX

St. Denis

CIR/VOR

12/30

3080 314/311

217/215

MAX

MAX

ILS/VOR

11/29

3100

MAX

MAX

MAX

VOR/ILS

13/31

2682 333/329

MAX

MAX

MAX

Mauritius
FMCH
Moroni

FMMI
NOT

Antananarivo
FSIA
Seychelles
OBBI
Bahrain

ILS / ILS

12L/30R 3657

MAX

MAX

MAX

MAX

VOR/VOR 12R/30L 2222

MAX

MAX

MAX

MAX

OEDF

ILS / ILS

16L/34R 4000

MAX

MAX

MAX

MAX

Dammam

ILS / ILS

16R/34L 4000

MAX

MAX

MAX

MAX

OKBK

ILS / ILS

15L/33R 3500

MAX

MAX

MAX

MAX

Kuwait

ILS / ILS

15R/33L 3400 300/297

MAX

MAX

MAX

OMAA

ILS / ILS

13R/31L 4100

MAX

MAX

MAX

MAX

Abu Dhabi

ILS / ILS

13L/31R 4100

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

OMAL
ILS / VOR

01/19

4000

Al Ain

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AIRPORTS
ETOPS APPROVED ENROUTE AIRPORTS

ICAO

IAP

RWY

LDA
(m)

Airport Name

MAX Pavement Weight in Tons for


Aircraft
772 / 3

332 / 3 300 / 10 320 / 1

OMDB

ILS / ILS

12L/30R 3600

MAX

MAX

MAX

MAX

Dubai

ILS / ILS

12R/30L 3880

MAX

MAX

MAX

MAX

MAX/347 231/229 MAX

MAX

OMSJ
VOR / ILS

12/30

3760

ILS / ILS

08/26

3165

MAX

MAX

MAX

MAX

VOR / ILS

07/25

3340

MAX

MAX

MAX

MAX

228/226 MAX

MAX

Sharjah
OOMS
Muscat
OOSA
Salalah
OPKC

NON / ILS 07L/25R 3200

273/270

Karachi

NON / ILS 07R/25L 3400

MAX

MAX

MAX

MAX

OPNH
VOR / VOR

02/20

2743

269/264

MAX

MAX

MAX

VOR / ILS

16/34

3822

MAX

MAX

MAX

MAX

ILS / NDB

08/26

3100

MAX

MAX

MAX

MAX

CIR / VOR

06/24

3000

340/336

MAX

MAX

MAX

VOR / ILS

05/23

3505

333/331

231/229

MAX

MAX

VABB

ILS / ILS

09/27

2963

MAX

MAX

MAX

MAX

Mumbai

ILS / VOR

14/32

2517

MAX

MAX

MAX

MAX

Nawabshah
OTBD
Doha
OYAA
Aden
OYRN
Mukalla
VAAH
Ahmedabad

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AIRPORTS
ETOPS APPROVED ENROUTE AIRPORTS

ICAO

IAP

RWY

LDA
(m)

Airport Name

MAX Pavement Weight in Tons for


Aircraft
772 / 3

332 / 3

300 / 10

320 / 1

VOBL
ILS / ILS

09/27

4000

MAX

MAX

MAX

MAX

VOR / ILS

09/27

3400

340/336

MAX

MAX

MAX

VOR / ILS 14 / 32 2992

310/307

226 / 223

MAX

MAX

MAX

MAX

MAX

Banagalore
VOCI
Cochin
VOTV
Thiruvananthapuram
VRMM
VOR / ILS

18/36

2910 MAX/NOT

Male

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ETOPS APPROVED ENROUTE AIRPORTS

5.2.4

Area of Operations : Bay of Bengal

ETOPS operations over Bay of Bengal is applicable for all twin engined aircraft. The
following en-route alternates are declared.
ICAO

IAP

RWY

LDA
(m)

Airport Name

OPLA
Lahore

MAX Pavement Weight in Tons for


Aircraft
772 / 3

332 / 3

300 / 10

320 / 1

VOR / VOR 18R/36L 2743 278/276

205/204

160/163

MAX

MAX

MAX

MAX

MAX

223

223

MAX

MAX

VOR / ILS 18L/36R 3360

OPPS
VOR / VOR

17/35

2743

CIR / ILS

12/30

2743 263/259

219/216

167/MAX

MAX

VOR / NON

07/25

2744 317/311

MAX

MAX

MAX

297/295

MAX

MAX

MAX

02R/20L 3200 315/312

MAX

MAX

MAX

Peshawar
OPRN
Islamabad
RPLB
Subic Bay
RPLC

NONE

Angeles City

ILS / ILS

02L/20R 342

RPLL
ILS / ILS

06/24

3410

MAX

MAX

MAX

MAX

ILS / ILS

04/22

3330

MAX

MAX

MAX

MAX

VOR / ILS

14/32

3200

NOT

NOT

NOT

MAX

ILS / ILS

04/22

3350

MAX

MAX

MAX

MAX

Manila
RPVM
Lapu-Lapu
VANP
Nagpur
VCBI
Katunayake
VECC
Kolkata

VOR / VOR 01L/19R 2749 243/244


ILS / ILS

01R/19L 3200

MAX

178 /176 140 / 142 MAX / 80


MAX

MAX

MAX

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ICAO

IAP

RWY

LDA
(m)

Airport Name

MAX Pavement Weight in Tons for


Aircraft
772 / 3

332 / 3

300 / 10

320 / 1

VGEG
VOR / ILS

05/23

2940 313/310

MAX

MAX

MAX

ILS / VOR

14/32

3200

MAX

MAX

MAX

MAX

VOR / ILS

09/27

2661

MAX

MAX

MAX

MAX

ILS / ILS

10/28

3810

MAX

MAX

MAX

MAX

ILS / ILS

11/29

2820

MAX

MAX

MAX

MAX

ILS / ILS

09/27

4260

MAX

MAX

MAX

MAX

ILS / ILS

07/25

3658

MAX

MAX

MAX

MAX

03L/21R 3700 312/309

MAX

MAX

MAX

VOR / ILS 03R/21L 3150 312/309

MAX

MAX

MAX

Chittagong
VGZR
Dhaka
VIDP
Delhi
VOHS
Hyderabad
VOMM
Chennai
VTBD
Bangkok Don Mueang Intl

ILS / ILS

VTBS

ILS / ILS

01L/19R 3700

MAX

MAX

MAX

MAX

Bangkok Suvarnabhumi

ILS / ILS

01R/19L 4000

MAX

MAX

MAX

MAX

VTCC
VOR / ILS

18/36

3100 339/336 204 / 202 165/MAX

MAX

VOR / ILS

09/27

3000

MAX

MAX

Chiang Mai
VTSP
MAX

MAX

Phuket
VVNB

ILS / VOR 11L/29R 3200 279/275 227 / 223

MAX

MAX / 89

Hanoi

ILS / VOR 11R/29L 3800 297/294

MAX

MAX

MAX

VYYY
NDB / ILS

03/21

2470 243/240 MAX/ 202 MAX/164

MAX

Yangon

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ICAO

IAP

RWY

LDA
(m)

Airport Name

MAX Pavement Weight in Tons for


Aircraft
772 / 3

332 / 3

300 / 10

320 / 1

WBKK
ILS / VOR

02/20

2500

336/332

MAX

MAX

MAX

ILS / ILS

03/21

3658

325/322

MAX

MAX

MAX

ILS / CIR

05/23

2625

328/326

MAX

MAX

MAX

ILS / VOR

16/34

3354

336/332

MAX

MAX

MAX

Kota Kinabalu
WBSB
Bandar
Seri Begawan
WIMM
Medan
WMKJ
Johor Bahru
WMKK

ILS / ILS

14R/32L 4000

327/325

MAX

MAX

MAX

Kuala Lumpur

ILS / ILS

14L/32R 4019 MAX/345

MAX

MAX

MAX

WMKP
ILS / VOR

04/22

3354

MAX

MAX

MAX

MAX

02L/20R 3260

MAX

MAX

MAX

MAX

Singapore - Changi ILS / ILS 02C/20C 4000

MAX

MAX

MAX

MAX

Penang
WSSS

ILS / ILS

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ETOPS APPROVED ENROUTE AIRPORTS

5.2.5

Area of Operations : Central Asia

ETOPS operations over Central Asia is applicable for all twin-engined aircraft. The following
en-route alternates are declared.
ICAO

IAP

RWY

LDA
(m)

Airport Name

MAX Pavement Weight in Tons for


Aircraft
772 / 3

332 / 3

300 / 10

320 / 1

LTAC

ILS / ILS

03L/21R 3400 336/333

MAX

MAX

MAX

Ankara

ILS / ILS

03R/21L 3750

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

OIIE
Tehran
Imam Khomaini
OIII

VOR / ILS

11/29

4200

VOR / VOR 11L/29R 3992 347/342

Tehran - Mehrabad VOR / ILS 11R/29L 4038 324/321 220 / 218


OIMM

VOR / ILS 13L/31R 3776 340/336

MAX

MAX

MAX

Mashhad

VOR / VOR 13R/31L 3886 340/336

MAX

MAX

MAX

OISS

NON / ILS 11R/29L 4259

MAX

MAX

MAX

MAX

Shiraz

NON / VOR 11L/29R 4342

MAX

MAX

MAX

MAX

OSAP
NON / ILS

09/27

2910 224/222 160/159

126/128 MAX / 87

Aleppo
UAAA

ILS / ILS

05L/23R 4500 345/341

XXX

Almaty

ILS / ILS

05R/23L 4398 264/260 206/203

MAX

MAX

157/161

MAX/81

UAFM
ILS / ILS

08/26

4200 319/314

MAX

MAX

MAX

ILS / CIR

09/27

3850 325/322

MAX

MAX

MAX

UBBB

ILS / ILS

16/34

2700 264/261 245/307

Baku

ILS / ILS

18/36

3065

Bishkek
UDYZ
Yerevan

MAX

MAX

157/160 MAX / 80
MAX

MAX

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AIRPORTS
ETOPS APPROVED ENROUTE AIRPORTS

ICAO
IAP

RWY

LDA
(m)

Airport Name

UBBN
Nackchivan

ILS/NON 14L/32R
ILS/ILS

14R/32L

MAX Pavement Weight in Tons for


Aircraft
772 / 3

332 / 3

300 / 10

320 / 1

NOT

NOT

NOT

NOT

MAX

MAX

MAX

MAX

MAX

MAX

MAX

UKBB

ILS / ILS 18L/36R 4000

302/300

Kyiv

ILS / ILS 18R/36L 3500

NOT

151 / 149 163/XXX

MAX

UKFF
ILS / ILS

01/19

3706

275/272

215/212 164/MAX MAX / 84

ULLI

ILS / ILS 10L/28R 3397

310/307

St. Petersburg

ILS / ILS 10R/28L 3780

310/307

205 / 203 156/XXX MAX / 87

ILS / ILS

13/31

3640

268/264

208/206

159/163

MAX/82

ILS / ILS

12/30

3900

218/215

184 / 180 133/XXX

76 / 74

ILS / ILS 12L/30R 3800

317/311

MAX

MAX

MAX

UTTT

ILS / ILS 08L/26R 3750

MAX

MAX

MAX

MAX

Tashkent

ILS / NDB 08R/26L 3550

340/336

MAX

MAX

MAX

14C/32C 2600

338/332

MAX

MAX

MAX

Moscow Domodedovo

ILS / ILS 14L/32R 3794

297/295

MAX

MAX

MAX

ILS / ILS 14R/32L 3500

338/332

MAX

MAX

MAX

UUEE

ILS / ILS 07L/25R 3550

327/323

MAX

MAX

MAX

Moscow Shermetyevo

ILS / ILS 07R/25L 3702

294/291

MAX

MAX

MAX

ILS / ILS

02/20

3000

235/233

178/177

Moscow - Vnukovo ILS / ILS

06/24

3000

NOT

NOT

Simferopol
MAX

MAX

MAX

UMMS
Minsk
URMM
Mineralnyye Vody
UTAA
Ashgabat

UUDD

UUWW

NONE

140/142 MAX / 93
NOT

63/61

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ETOPS APPROVED ENROUTE AIRPORTS

5.2.6

Area of Operations : East Africa

ETOPS operations over East Africa is applicable for all twin-engined aircraft. The following
en-route alternates are declared.
ICAO

IAP

RWY

LDA
(m)

Airport Name

MAX Pavement Weight in Tons for


Aircraft
772 / 3

332 / 3

300 / 10

320 / 1

MAX

MAX

MAX

MAX

MAX

MAX

220/217

MAX

MAX

FACT
ILS / ILS

01/19

3201 319/314

Cape Town
FAJS
Johannesburg

ILS / VOR 03L/21R 4418


ILS / ILS

MAX

03R/21L 3400 324/321

FQMA
NON / ILS

05/23

3660 276/275

ILS / VOR

05/23

4725 324/321

ILS / VOR

14/32

3540

185 / 182 157/XXX MAX/85

Maputo
FVHA
211/209

MAX

MAX

MAX

MAX

MAX

MAX

334

185 / 182

MAX

MAX

171

140/143

MAX

Harare
FWKI
Lilongwe
HAAB

CIR / ILS

07R/25L 3440

Addis Abeba

CIR / ILS

07L/25R 3325 247/245

HDAM
VOR/ILS

09/27

2928 325/322

368

MAX

MAX

VOR/ILS

03/21

3350

MAX

MAX

MAX

ILS/VOR

05/23

3000 MAX/347

MAX

MAX

MAX

ILS / VOR

06/24

4117

MAX

MAX

MAX

MAX

ILS/ILS

18/36

2980

MAX

MAX

MAX

MAX

Djibouti
HKMO
MAX

Mombasa
HTDA
Dar-es-salam
HKJK
Nairobi Jomo Kenyatta
HSSS
Khartoum
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ETOPS APPROVED ENROUTE AIRPORTS

5.2.7

Area of Operations : Japan / North China

ETOPS operations over Japan / North China is applicable for A330 and B777 aircraft only.
The following en-route alternates are declared.
ICAO

IAP

RWY

LDA
(m)

Airport Name

RJBB

ILS / ILS

06L/24R 4000

Osaka - Kansai

ILS / ILS

06R/24L 3500

MAX Pavement Weight in Tons for


Aircraft
772 / 3

332 / 3

300 / 10

320 / 1

MAX

MAX

MAX

MAX

MAX

MAX

MAX

RJFF
ILS / ILS

16/34

2800 327/324

Fukuoka
RKSI

ILS / ILS

15L/33R 3750

MAX

MAX

MAX

MAX

ILS / ILS

15R/33L 3750

MAX

MAX

MAX

MAX

Seoul - Incheon
ILS / ILS

16/34

4000

MAX

MAX

MAX

MAX

ILS / ILS

01/19

3800

MAX

MAX

MAX

MAX

ILS / ILS

18L/36R 3800

MAX

MAX

MAX

MAX

ILS / ILS

18R/36L 3200

MAX

MAX

MAX

MAX

195/233

MAX

MAX

MAX

MAX

MAX

ZBAA
Beijing
ZBHH
ILS / ILS

08/26

3600 265/268

ILS / ILS

16/34

3200

ILS / ILS

13/31

3200 336/332

MAX

MAX

MAX

ILS / ILS

04/22

3400 342/335

MAX

MAX

MAX

ILS / ILS

18/36

3600 342/338

MAX

MAX

MAX

ILS / ILS

05/23

3000 297/294

MAX

MAX

MAX

Hohhot
ZBTJ
MAX

Tianjin
ZBYN
Taiyuan
ZHHH
Wuhan
ZLLL
Lanzhou
ZLXY
Xian

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ETOPS APPROVED ENROUTE AIRPORTS

ICAO

IAP

RWY

LDA
(m)

Airport Name

MAX Pavement Weight in Tons for


Aircraft
772 / 3

332 / 3

300 / 10

320 / 1

ZSFZ
ILS / ILS

03/21

3600

MAX

MAX

MAX

MAX

ILS / ILS

07/25

3600

MAX

MAX

MAX

MAX

ILS / VOR

01/19

3600

MAX

MAX

MAX

MAX

ILS / ILS

06/24

3600

MAX

MAX

MAX

MAX

ZSPD

ILS / ILS

17/35

4000

MAX

MAX

MAX

MAX

Shanghai Pudong

ILS / ILS

16/34

3800

MAX

MAX

MAX

MAX

17R/35L

3400

MAX

MAX

MAX

MAX

ILS / ILS

18/36

3200

339/335

MAX

MAX

MAX

ILS / ILS

02/20

3600

MAX

MAX

MAX

MAX

ILS / ILS

08/26

3200

MAX

MAX

MAX

MAX

VOR / ILS

11/29

3200

272/268

212/209

162/MAX

MAX/83

ILS / ILS

07/25

3600

MAX

MAX

MAX

MAX

ILS / ILS

10/28

3100

MAX

MAX

MAX

MAX

ILS / ILS

06/24

3200

303/300

MAX

MAX

MAX

Fuzhou
ZSHC
Hanghzhou
ZSJN
Jianan
ZSNJ
Nanjing

ILS / ILS

ZSSS
Shanghai Hongqiao
ZUUU
Chengdu
ZWSH
Kashi
ZWTN
Hotan
ZWWW
Urumqi
ZYTL
Dalian
ZYTX
Shenyang

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ETOPS APPROVED ENROUTE AIRPORTS

5.2.8

Area of Operations : North Atlantic / North America

ETOPS operations over the North Atlantic is applicable for B777 and A330 aircraft only. The
following en-route alternates are declared.
ICAO

IAP

RWY

LDA
(m)

Airport Name

MAX Pavement Weight in Tons for


Aircraft
772 / 3

332 / 3 300 / 10 320 / 1

BIKF

ILS / ILS

02/20

3048

MAX

MAX

MAX

MAX

Keflavik

ILS / ILS

11/29

3052

MAX

MAX

MAX

MAX

LOC / ILS

17/35

2621

MAX

MAX

MAX

MAX

CYEG

ILS / ILS

12/30

3109

334/332

MAX

MAX

MAX

Edmonton Intl

ILS / ILS

02/20

3353

MAX

MAX

MAX

MAX

CYHZ

LOC / ILS

05/23

2682

MAX

MAX

MAX

MAX

Halifax

ILS / NON

14/32

2347

MAX

MAX

MAX

MAX

NON / ILS

09/27

3048

MAX

MAX

MAX

MAX

CYQX

ILS / VOR

03/21

3109

MAX

MAX

MAX

MAX

Gander

ILS / NON

13/31

2713

MAX

MAX

MAX

MAX

CYYR

ILS / NDB

08/26

3367

MAX

MAX

MAX

MAX

Goose Bay

NONE

16/34

2920

MAX

MAX

MAX

MAX

CYYT

ILS / ILS

11/29

2591

MAX

MAX

MAX

MAX

St. Johns

ILS / NDB

16/34

2134

MAX

MAX

MAX

MAX

CYOW

ILS / LOC

07/25

2438

MAX

MAX

MAX

MAX

Ottawa

VOR/ILS

14/32

3048

MAX

MAX

MAX

MAX

VOR/VOR

06/24

2743

281/278

MAX

MAX

MAX

CYFB
Iqaluit

CYJT
Stephenville

CYQB
Quebec

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ETOPS APPROVED ENROUTE AIRPORTS

ICAO

IAP

RWY

LDA
(m)

Airport Name

MAX Pavement Weight in Tons for


Aircraft
772 / 3

332 / 3 300 / 10 320 / 1

CYQM
NDB/ILS

11/29

2438

332

229/227

MAX

MAX

ILS / NDB

09/27

2554

325/322

XXX

XXX

XXX

ILS / ILS

08L/26R 3030

334/332

MAX

MAX

MAX

ILS / ILS

08R/26L 3352

334/332

MAX

MAX

MAX

Moncton
CYXE
Saskatoon
CYVR
Vancover
CYUL

ILS / NON

12/30

2225

334/332

MAX

MAX

MAX

ILS / LOC

10/28

2134

MAX

MAX

MAX

MAX

ILS / ILS

06L/24R 3353

MAX

MAX

MAX

MAX

ILS / ILS

06R/24L 2926 XXX/305

MAX

MAX

MAX

Montreal
CYWG

ILS / ILS

13/31

2652

MAX

MAX

MAX

MAX

Winnipeg James
Armstron Intl

ILS / ILS

18/36

3352

MAX

MAX

MAX

MAX

CYYC

ILS / ILS

10/28

2438

302/229

229/227

MAX

MAX

Calgary Intl

ILS / ILS

16/34

3863

MAX

215/214

MAX

MAX

CYYZ

ILS / ILS

05/23

3242

MAX

MAX

MAX

MAX

ILS / ILS

06L/24R 2896

MAX

MAX

MAX

MAX

ILS / ILS

06R/24L 2743

MAX

MAX

MAX

MAX

ILS / ILS

15L/33R 3368

MAX

MAX

MAX

MAX

ILS / ILS

15R/33L 2591

MAX

MAX

MAX

MAX

Toronto

EGAA
VOR / ILS

07/25

2780

330/326

MAX

MAX

MAX

ILS / ILS

05/23

2658

313/308

MAX

MAX

MAX

Belfast
EGPF
Glasgow

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ETOPS APPROVED ENROUTE AIRPORTS

ICAO

IAP

RWY

LDA
(m)

Airport Name

MAX Pavement Weight in Tons for


Aircraft
772 / 3

332 / 3 300 / 10 320 / 1

EGPK
ILS / ILS

13/31

2987

MAX

MAX

MAX

MAX

ILS / ILS

10/28

2637

327/323

MAX

MAX

MAX

ILS / ILS

06/24

3059

291/288

MAX

MAX

MAX

ILS / ILS

07/25

2794

291/289

ILS / ILS

17/35

2525

MAX

MAX

MAX

MAX

Prestwick
EIDW
Dublin
EINN
Shannon
ENBO
205/203 167/MAX

MAX

Bodo
ENBR
Bergen
ENGM

ILS / ILS

01L/19R 3600

MAX

MAX

MAX

MAX

Oslo - Gardermoen

ILS / ILS

01R/19L 2950

MAX

MAX

MAX

MAX

ENZV

ILS / VOR

17/35

2199

340/336 MAX/232

MAX

MAX

Stavanger

ILS / ILS

18/36

2495

340/336 MAX/232

MAX

MAX

KATL

ILS / ILS

10/28

2743

MAX

MAX

XXX

XXX

ILS / ILS

08L/26R 2743

MAX

MAX

XXX

XXX

ILS / ILS

08R/26L 3048

MAX

MAX

XXX

XXX

ILS / ILS

09L/27R 3624

MAX

MAX

XXX

XXX

ILS / ILS

09R/27L 2743

MAX

MAX

XXX

XXX

2134

MAX

MAX

XXX

XXX

NON/NON 04L/22R 2148

MAX

MAX

XXX

XXX

Atlanta

KBOS

Boston

NON/ILS

09/27

ILS / ILS

04R/22L 2684

MAX

MAX

XXX

XXX

ILS / ILS

15R/33L 2805

MAX

MAX

XXX

XXX

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ETOPS APPROVED ENROUTE AIRPORTS

ICAO

IAP

RWY

LDA
(m)

Airport Name

KDFW

Dallas Fort Worth

KIAD

Washington

KIAH

George Bush
Intercontinental
Houston

KJFK

New York

MAX Pavement Weight in Tons for


Aircraft
772 / 3

332 / 3 300 / 10 320 / 1

NON / ILS

13L/31R

2553

MAX

MAX

MAX

MAX

ILS / VOR

13R/31L

2835

MAX

MAX

MAX

MAX

ILS / ILS

17R/35

4085

MAX

MAX

MAX

MAX

ILS / ILS

17L/35R

2591

MAX

MAX

MAX

MAX

ILS / ILS

17C/35C

4085

MAX

MAX

MAX

MAX

ILS / ILS

18L/36R

4084

MAX

MAX

MAX

MAX

ILS / ILS

01C/19C

3505

305/302

MAX

MAX

MAX

ILS / ILS

01L/19R

2865

MAX

MAX

MAX

MAX

ILS / ILS

01R/19L

3505

MAX

MAX

MAX

MAX

ILS / ILS

12/30

3200

MAX

MAX

MAX

MAX

ILS / ILS

09/27

3048

MAX

MAX

MAX

MAX

ILS / ILS

08L/26R

2743

MAX

MAX

MAX

MAX

ILS / ILS

08R/26L

2865

MAX

MAX

MAX

MAX

ILS / ILS

015L/36R 3657

MAX

MAX

MAX

MAX

ILS / ILS

15R/33L

3047

251/249

217/215

MAX

MAX

ILS / ILS

04L/22R

2638

MAX

MAX

MAX

MAX

ILS / ILS

04R/22L

2560

MAX

MAX

MAX

MAX

ILS / ILS

13L/31R

2735

MAX

MAX

MAX

MAX

ILS / ILS

13R/31L

3428

MAX

MAX

MAX

MAX

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ETOPS APPROVED ENROUTE AIRPORTS

ICAO

IAP

RWY

LDA
(m)

Airport Name

KMEM

MAX Pavement Weight in Tons for


Aircraft
772 / 3

332 / 3 300 / 10 320 / 1

ILS / ILS

09/27

2727

MAX

MAX

MAX

MAX

ILS / ILS

18L/36R

2743

MAX

MAX

MAX

MAX

ILS / ILS

18C/36C

3389

MAX

MAX

MAX

MAX

ILS / ILS

18R/36L

2782

MAX

MAX

MAX

MAX

LOC / LOC

04/22

2882

320/317

MAX

MAX

MAX

ILS / ILS

12L/30R

2323

320/317

MAX

MAX

MAX

ILS / ILS

12R/30L

3048

320/317

MAX

MAX

MAX

LOC / ILS

17/35

2438

320/317

MAX

MAX

MAX

KPHL

ILS / ILS

09L/27R

2896

MAX

MAX

MAX

MAX

Philadelphia

ILS / ILS

09R/27L

3202

MAX

MAX

XXX

XXX

Memphis

KMSP
St. Paul Intl Minneapolis

KRDU

ILS / ILS

05L/23R

3048

MAX

MAX

XXX

XXX

Raleigh Durham

ILS / ILS

05R/23R 3048

MAX

MAX

XXX

XXX

KSEA

ILS / ILS

16L/34R

3627

MAX

MAX

XXX

XXX

Seattle

ILS / ILS

16C/34C 2873

MAX

MAX

MAX

XXX

KSTL

ILS / ILS

06/24

2241

253/250

196/193

ILS / ILS

11/29

2744

279/275

218/215 166/MAX MAX/86

ILS / ILS

12L/30R

2744

300/297

MAX

MAX

MAX

ILS / ILS

12R/30L

3216

300/297

MAX

MAX

MAX

KGEG

ILS / ILS

03/21

2744

MAX

MAX

XXX

XXX

Spokane Intl

NONE

07/21

2499

MAX

MAX

XXX

XXX

KORD

LOC/LOC

04L/22R

2286

MAX

MAX

MAX

MAX

ILS / ILS

04R/22L

2461

MAX

MAX

MAX

MAX

ILS / ILS

09L/27R

2428

MAX

MAX

MAX

MAX

ILS / ILS

09R/27L

3092

MAX

MAX

MAX

MAX

ILS / ILS

14L/32R

2441

MAX

MAX

MAX

MAX

ILS / ILS

14R/32L

3962

MAX

MAX

MAX

MAX

Lambert - St Louis

Chicago

150/154 MAX/76

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ICAO

IAP

RWY

LDA
(m)

Airport Name

MAX Pavement Weight in Tons for


Aircraft
772 / 3

332 / 3 300 / 10 320 / 1

LPAZ
ILS / VOR

18/36

3048

MAX

MAX

MAX

MAX

ILS / ILS

15/33

3312

337/335

MAX

MAX

MAX

Santa Maria
LPLA
Lajes

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ETOPS APPROVED ENROUTE AIRPORTS

5.2.9

Area of Operations : West Africa

ETOPS operations over West Africa is applicable for A300, A310, A330 and B777 aircraft
only. The following en-route alternates are declared.
ICAO

IAP

RWY

LDA
(m)

Airport Name

MAX Pavement Weight in Tons for


Aircraft
772 / 3

332 / 3

300 /10

320 / 1

DNAA
ILS / ILS

04/22

3610

MAX

MAX

MAX

MAX

ILS / VOR

05/23

3000

MAX

MAX

MAX

MAX

DNMM

ILS / NON5 18L/36R 2745

MAX

MAX

MAX

MAX

Lagos

ILS / VOR 18R/36L 3900

MAX

MAX

MAX

MAX

DNKN

ILS / VOR

05/23

2450

243/238

175

120/XXX

MAX

Kano

ILS / VOR

06/24

3300

MAX

MAX

MAX

MAX

ILS / VOR

09/27

3000

336/332

MAX

MAX

MAX

ILS / VOR

09/27

3285

XXX

MAX

MAX

MAX

ILS / VOR

05/23

2800

NOT

224/221

MAX

MAX

Abuja
DNMA
Maiduguri

DRRN
Niamey
FKKR
Garouda
FTTJ
Ndjamena

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I N T E NT I O N A L LY

L E F T

B L A N K

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AIRFIELD BRIEFINGS
TABLE OF CONTENTS

CHAPTER 6 - AIRFIELD BRIEFINGS


6.1

6.2

6.3

INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
6.1.1

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

6.1.2

Example . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

6.1.3

Destinations Airfield Category Listing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

CATEGORY C AIRFIELDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
6.2.1

Calicut . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

6.2.2

Kathmandu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

6.2.3

Sanaa. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

6.2.4

Seychelles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31

CATEGORY B AIRFIELDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
6.3.1

Algiers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35

6.3.2

Amman . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37

6.3.3

Athens . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41

6.3.4

Bangalore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43

6.3.5

Beijing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49

6.3.6

Beirut . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53

6.3.7

Damascus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55

6.3.8

Dar Es Salaam . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57

6.3.9

Geneva . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59

6.3.10 Guangzhou . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
6.3.11 Hong Kong . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
6.3.12 Houston. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
6.3.13 Hyderabad . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
6.3.14 Khartoum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
6.3.15 Lagos . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
6.3.16 Madrid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
6.3.17 Mashhad . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
6.3.18 Moscow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95

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6.3.19 Mumbai . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101


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

6.4

CATEGORY A AIRFIELDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157


6.4.1

Abu Dhabi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157

6.4.2

Ahmedabad . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159

6.4.3

Alexandria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161

6.4.4

Amsterdam . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163

6.4.5

Bahrain. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167

6.4.6

Bali . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 169

6.4.7

Bangkok . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 173

6.4.8

Berlin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 177

6.4.9

Cairo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 181

6.4.10 Cape Town . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185


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


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

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6.4.50 Stockholm. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 311


6.4.51 Tripoli . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 315
6.4.52 Vienna . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 317

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6.1

INTRODUCTION

6.1.1

General

Airfield Briefing :
Airfield briefings are predicated on normal operations and based on the best information
available at the time. Nothing contained in the briefings should override the application of
good airmanship and common sense nor override the requirement of any applicable
State Regulations.
Warning:

It is imperative that briefings be read in conjunction with current Jeppesen


documentation and that where any conflicts exists, Jeppesen takes priority.

Qatar Airways has categorised the airfields according to their operational complexity,
based upon an assessment of their terrain characteristics and minimum safe altitude,
approach aids and approach procedures, seasonal weather conditions, performance limitations, and any other unusual characteristics. These are :
1) Category A aerodromes satisfy all of the following requirements :
An approved instrument approach procedure,
At least one runway with no performance limited procedure for take-off and/or landing,
Published circling minima not higher than 1000 feet AGL, and
Night operations capability.
2) Category B aerodromes do not satisfy the Category A requirements or require extra
considerations such as :
Non-standard approach aids and/or approach patterns, or
Unusual local weather conditions, or
Unusual characteristics or performance limitations, or
Any other relevant considerations including obstructions, physical layout, lighting ... etc.
Prior operating to such aerodrome, the Commander shall be briefed, or self briefed.
3) Category C aerodromes require additional considerations to Category B aerodromes.
These aerodromes have a significant factor affecting the complexity and workload of the
flight. The Commander shall undergo training and briefing before flying into these aerodromes. The training may be in the form of a simulator or a visit flight into that aerodrome.
Take-off and landing at these aerodromes shall be done by the Captain only.
This chapter is arranged in priority of categorisation order (i.e. Category C, B then A).
Note:

The arrival and departure procedures are in addition to the Jeppesen charts.
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Destination Alternates :
The choices of alternate airports for each destination is given at the end of each airfield
briefing and are listed in alphabetical order.
Airports listed here are based on the assumptions below, which do not preclude the selection of any other airports as alternate after taking into consideration that the deviation from
the prescribed criteria meets the regulatory requirements. When an airport, which is not
listed, is selected as alternate, in exceptional cases, the responsibility for ensuring availability of the Jeppesen charts in the aircraft library and performance data in LPC before
commencement of the operation rests with the person exercising this option. Company
preferred alternate airports are presented in Bold and Italics. Standard flight planning
policy will ensure the closest selected alternate airport in terms of fuel in the OFP, ensuring that the planning minima are met. When the destination forecast indicates weather
conditions to be marginal (means a high probability of diversion), then it is the responsibility of the Commander to uplift fuel for the preferred alternate, payload permitting.

Note :

For the Bombardier-Challenger fleet, all briefings given in this chapter are
applicable without limitation. Minimum RFF for destination is CAT-4 and for
alternate and en-route is CAT-3.

The assumptions used in the construction of the list of adequate airports are as follows :
Jet fuel availability.
Runway width of 45 m or better.
LDA of 2100 m or better.
Airport operations available H24 (unless otherwise noted). Approved permission for
operations outside published airport operating hours, where granted, is stated for
individual airports.
Fire category of not less than one step below the required category for the aircraft type.
No category C airport.
A turning loop or exit at the end of the runway is available unless the runway width is
60 m or better.
All circling approaches are under PANS OPS criteria.
Max Pavement Weight for aircraft type is considered and may result in landing at a
weight higher than that declared in the airport directory. In such cases, Qatar Airways
has been granted approval to operate at higher weights by the concerned authority.
However, for Alternate Airports PCN is not limiting in case of an emergency.
In an airport with more than one (1) runway, the runway that does not meet the above
criteria will then be omitted.
Note :

For the Bombardier-Challenger fleet and due to the potential worldwide


operations, below technical requirements must be verified for authorization by the
Senior Vice-President QTR Executive Jet :

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RFF CAT-4 (destination) and CAT-3 (alternate/en-route)


PCN 17R or 15F (R: Rigid and F: Flexible)
Runway Length Available : Takeoff = 1900m and Landing = 1600m
** For operations beyond these runway requirements, an specific analysis must be done
by QTR Flight Operations Engineering Department
Runway Width 30m
Taxi Way Width 11m.
Notification of errors or suggestion for content shall be conveyed by Journey Log, Pilot
Voyage Report or by the e-mail to opsmanuals@qatarairways.com.qa, so it can be reviewed
and analysed. Notified errors or suggestion to Category B and C aerodromes will be revised
on a priority basis, however Category A aerodromes will be revised as per the normal
revision process of the manual.
6.1.2

Example

(1) : Destination / Alternate airports with the following details :

RFF : Available fire category at the airport for the aircraft.

(2) : Best Instrument Approach Procedures (IAP) serving that runway, NON means no
IAP available.
(3) : Displays only those runways that meet the criteria for at least one aeroplane type.
(4) : Lowest Landing Distance Available (LDA) of both runway ends (direction).
(5) : Represents the weight of the airplane in tons for the runway. MAX means maximum
structural take-off weight, NOT / N means not allowed due to PCN, RFF or the
aircraft movement limitations i.e. taxiways, parking stand etc (applicable for A346
only). XXX means structural take-off weight not yet defined.

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I N T E NT I O N A L LY

L E F T

B L A N K

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6.1.3

Destinations Airfield Category Listing

The table below indicates the destination airfields category listing :


NAME OF THE AIRFIELD

CATEGORY

PAGE NO.

Abu Dhabi

157

Ahmedabad

159

Alexandria

161

Algiers

35

Amman - Queen Alia

37

Amsterdam

163

Athens - Eleftherios Venizelos

41

Bahrain

167

Bali

169

Bangalore

43

Bangkok - Suvarnabhumi

173

Beijing

49

Beirut - Rafik Hariri

53

Calicut

13

Berlin - Tegel

177

Cairo

181

Cape Town

185

Casablanca

187

Chennai

191

Cochin

193

Damascus

55

Dammam

195

Dar-Es-Salam

57

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Delhi

197

Dhaka

201

Doha

203

Dubai

207

Frankfurt - Main

211

Geneva

59

Guangzhou

63

Hong Kong

69

Hyderabad

77

Hochiminh

213

Houston

73

Islamabad

219

Istanbul - Ataturk

223

Jakarta - Soekarno

225

Jeddah

229

Johannesburg

233

Karachi

237

Katanayake

239

Kathmandu

19

Khartoum

81

Kuala Lumpur

241

Kuwait

243

Lagos

85

Lahore

245

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Lapu Lapu

247

London - Gatwick

249

London - Heathrow

253

Luxembourg

259

Luxor

263

Madrid - Barajas

89

Male

265

Manchester

267

Manila

271

Mashhad

93

Milan - Malpensa

275

Moscow - Domodedovo

95

Mumbai

101

Munich

279

Muscat

281

Nairobi - Jomo Kenyatta

105

Nagpur

283

Newark

109

New York

117

Osaka - Kansai

287

Paris - Charles-De-Gaulle

291

Peshawar

129

Riyadh - King Khalid

295

Rome - Fiumicino

297

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CATEGORY

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Sanaa

27

Seoul - Incheon

299

Seychelles

31

Sialkot

303

Shanghai - Pudong

133

Singapore - Changi

307

Stockholm - Arlanda

311

Tehran - Imam Khomaini

137

Thiruvananthapuram

139

Tripoli

315

Tunis

141

Vienna

317

Washington

145

Zaragoza

151

Zurich

155

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6.2

CATEGORY C AIRFIELDS

6.2.1

CALICUT (VOCL) - INDIA

Name of Airport : Calicut


6.2.1.1
RFF

8*

Airfield Data
IAP

VOR/ILS

RWY

10/28

LDA
(m)

2860

MAX Pavement Weight in Tons for


Aircraft
772 / 3

343 / 6

332 / 3

300 / 10

320 / 1

NOT

NOT

MAX/NOT

MAX

MAX

(*) RFF 9 available with prior notice.


6.2.1.2

Curfew / Slot limitations

H24 (Consult Notams for temporary closures).


6.2.1.3

General Warning, Cautions and Notes

Caution:

Runways are influenced by up/downhill slopes of 0.73%.

Caution:

Apron D NOT SUITABLE for Parking.

6.2.1.4

Terrain

The airport is surrounded with hills, valleys, and man-made obstacles located as follows:
Hilltops with elevation of 832ft and 827ft located on bearings 060 & 110 at a distance
of 1.8 & 2.5nm from ARP.
Two man-made obstacles with elevations of 1163ft and 1577ft on bearings 116 &
129 at a distance of 3.9nm from ARP.
Terrain with elevations 3800ft and above, located in approach funnel of RWY28 at 25nm and
beyond. Nearest hill of this range with top elevation 3819ft AMSL located at 26nm on bearing
098.
6.2.1.5

Air Traffic Control

Procedural control is used. During times of holding, aircraft not released from hold until
previous aircraft has landed. It takes 10mins to fly a full ILS procedure to RWY28.
Communication with Fire Station : via ATC tower.

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6.2.1.6

Weather

General
Airport is subject to low ceiling conditions (early morning fog or Low cloud conditions) and this
combined with RWY28 high operating minima may result in extensive holding.
Southwest Monsoon : June - September.
Heavy rain and thunderstorm activity. Visibility is seldom restricted, except during periods of
heavy rains/thunderstorms.
Northeast Monsoon : September - October.
Rain and thunderstorm activity.
November - May :
Generally clear skies with good visibility. Dec. to Mar - temperature range from 18C to 30C,
reaching maximum in May.
6.2.1.7

Arrival Procedures

Runway 10/28 - Requires backtracking which may result in holding.

Circle to land - Prohibited South of RWY due terrain.

Over-run - Both RWY ends have significant vertical drops.

Runway 28 Arrival
Morning arrivals can expect RWY28. Due surrounding terrain, RWY28 published landing
minima is higher than standard ILS minima. Significant terrain (left side) is close to approach
flight path. Terrain is marked by lighted poles.
NAV Aids

ILS / Glide Slope : Oscillation of GP may occur when an aircraft is turning at threshold
turning pad.
Below 200ft G/S is unreliable (Crew report -Nov/08)

PAPI : Very poor and discolored (Crew report - Nov/08)

Lighting - Approach and Runway

Lead-in Lighting (LDIN) : Three (3) Sequence flashing light units. Middle light is offset
16m to the right.

Approach Lights : Simplified high intensity (SALS) 150m in length.

Runway 10 Arrival

Touch-down point is on an up-slope, resulting in potential hard landing.

Approach Lights : Simplified high intensity (SALS) 150m in length.

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6.2.1.8

Ground Maneuvering

In general aerodrome lighting is very poor. Early morning, the apron area is extremely busy,
resulting in aircraft being parked on TWY C.
Runway
Surface

Runway pavement is rough and in poor condition

Slope

Runway 28 - Significant upslope, see attached pictures

Turning Pads

Old marking still visible (Crew Report Nov 08)

Apron
Marking

Parking stand numbers difficult to see (Crew Report Nov/08)

Apron Lighting

Apron flood lights can make it difficult to see Marshaller until


close-in.

6.2.1.9

Departure Procedures

No SIDs published. Initial departure clearance, expect 6,000ft.

RWY10 - Take-off weight penalty possible

RWY28 - Preferred runway for take-off

6.2.1.10 Destination Alternates


ICAO

RFF

IAP

RWY

LDA
(m)

Location
VOBL

8*

Cochin
Note :
VOMM

300 / 10

320 / 1

ILS/ILS

09/27

4000

MAX

MAX

MAX

VOR/ILS

09/27

3400

MAX

MAX

MAX

RFF upgradeable to RFF CAT 9 upon request.


9

Chennai
VOTV

332

New
Bangalore
VOCI

MAX Pavement Weight in Tons for


Aircraft

ILS/ILS

07/25

3658

MAX

MAX

MAX

VOR/ILS

14/32

2992

226

MAX

MAX

Thiruvanthapuram

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6.2.2

KATHMANDU (VNKT) - NEPAL

Name of Airport : Tribhuvan International


6.2.2.1
ICAO
Code

Airfield Data
RFF

IAP

Runway LDA
(m)

Location
VNKT

MAX Pavement Weight in Tons for


Aircraft
772 / 3 343 / 6

332 / 3

300 / 10 320 / 1

8
VOR / NON 02/20

2930

NOT

NOT

MAX

MAX

MAX

Kathmandu
6.2.2.2

Curfew / Slot Restrictions

From 15 Nov to 15 Feb : 0045 - 1845 UTC.


From 16 Feb to 14 Nov : 0015 - 1845 UTC.
An extension may be granted provided Qatar Airways submits a written request with prior coordination with our handling agent (Royal Nepal Airlines).
6.2.2.3

General Warning, Cautions and Notes

Caution:

Aircraft are not permitted to take-off or land if VOR or DME is inoperative


regardless of weather condition.

Caution:

Operation of A333 is approved with the lower RFF, as per Operations Manual,
Part A : General/Basic, Chapter 8.1.2.1.

Caution:

There have been violent Anti-government protests, all crews should exercise
caution whilst in the city.

Caution:

Fully managed approaches are not authorized

Note:

All Take-offs and Landings shall be performed by Captains Only.

Note:

Tailwind component for take-off and landing is limited to 10 kts.

Note:

Fuel tankering is not allowed if the landing weight needs to be restricted due to
flight safety (adverse weather i.e. tailwind, wet Runways or performance
degradation i.e. brake, thrust reverse and/or spoiler inoperative).

Note:

Beware of animals and unauthorised people on the Runway.

Note:

During any suspected birds activities do not hesitate to request the airport
authorities for Runway inspection.

Note:

Reports have indicated the visibility reported by the tower is unreliable.

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6.2.2.4

Terrain

The airport is situated at 3 NM East of city in the heart of valley with an elevation of 4390
feet AMSL and is surrounded by mountainous terrain in all quadrants.
North : A man made structure on high terrain rises to 4794 feet AMSL within 5 NM and
Terrain up to 8693 feet AMSL within 7 NM.
Northeast : A terrain high point rises to 7805 feet AMSL within 8 NM.
East : A terrain high point rises to 5440 feet AMSL within 6 NM, and 7805 feet AMSL within
9NM.
South - Southeast : A terrain high point rises to 9285 feet AMSL within 10 NM.
West - Southwest : A terrain high point rises to 8365 feet AMSL within 8 NM.
Northwest : A terrain high point rises to 6890 feet AMSL within 7 NM.
Beyond 35 NM Northwest clockwise through East Southeast lies the Himalayan Mountain
range with peaks of 25000 feet AMSL to more than 29000 feet AMSL (Mount Everest)
6.2.2.5

Air Traffic Control

The standard of ATC is average. English at times is hardly adequate, requiring terminology to
be kept simple.
Inbound

: Call Delhi or Kolkata ATC for traffic information affecting your


descent and coordinate your descent with Varanasi on VHF 132.4.
Contact KTM on 126.5/120.6 or 124.7/125.1 when within VHF range
for flight instructions.

Outbound

: Request the ADC and FIC numbers from Ground as soon as you are
on-board (before departure) to avoid delays. If the communication
between Ground and Kolkata is not available then the Crew should
call Delhi / Kolkata on HF Radio 10018/10066/5658/ and 6556 or ask
Airport Services Manager to call Flight Dispatch at Doha to obtain
ADC and FIC numbers.

Caution:

Follow ATC descent clearance instructions but do not descent below Minimum
Safe Altitude.

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6.2.2.6

Weather

climate is subtropical and is influenced by the Himalayan Mountains. The mountains act as a
barrier separating the continental air mass to the north and the tropical air mass to the south.
Late May to early June is the pre-Monsoon period, generally dry and good but with few
intense thunderstorms and some low clouds. The visibility is occasionally 6 to 8 kms with
mist. The temperature is hot and can reach 34C. The wind easterly, southeasterly and
Southwesterly.
Mid June to Mid September is the monsoon period. Weather is stable with heavy rain
activity at night with few thunderstorms and some low clouds, wind is variable from East,
Southeast and Southwest, generally between 5 to 10 kts with visibility of 8 to 10 kms.
Late September to Mid October is the post monsoon period. Weather is generally very
good and clear with very few thunderstorms in late afternoons and the nights can be
expected with presence of low clouds. Visibility is generally 10 kms, but morning mist can be
expected with a visibility of 2 to 3 kms at some few occasions.
Mid October to end February is the winter season. Weather is generally good with clear
skies most of the times with one or two rainy periods, (moderate rain) for about 12 to 36 hours
during the season, with temperature of approximately -2C in the morning and maximum of
18C in the afternoons (in December, January and February). The visibility is good during the
day but fog is expected at night and morning, clearing by 0930 to 1130 local time. Low clouds
can also be expected. Light fog is expected from early October to mid November and dense
fog from mid November to end of February.
Early March to end of May is the dry season. Weather is dry, unstable and hot with
temperature up to 34C, thus resulting in a very frequent and intense activity of
thunderstorms starting late afternoon, evening for only few hours with heavy clouds cells
moving fast. Low clouds are expected. Surface wind in these conditions can reach 30 to 40
kts (max 55 kts).

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6.2.2.7

Arrival Procedure

Caution:

Circling and Visual approaches are prohibited.

FMS / FMGS accuracy check must be performed at Top of Descent (TOD), 50 NM and 25
NM from the airport.
Insert speed restriction 250 kts below FL150, and for the A330 insert speed restriction of
F-speed at RATAN.
At TOD fuel in the trim tank should be transferred FWD (A300).
If holding is required to lose altitude or for traffic, it is recommended to hold at NOPEN
(16 DME on radial 202) with max speed 230 kts. Do not accept any altitude below MSA
until established on the inbound radial.
PF must monitor ROSE VOR (ARC for A300), PNF must monitor ARC (MAP for A300).
Aircraft must be fully configured before 16 DME (for the A330, refer to the procedures
given below).
Selection of FPA or V/S should be lead by 0.3 NM.
Note:

Due to altitude constraint profile, high Rate of Descent is required during the
approach phase, especially between 10 DME and 5 DME KTM. For FPA and
V/S refer to the Jeppesen approach charts.

Note:

If in doubt at any stage during approach, do not hesitate to go around and


start again.

The aircraft must be stabilized before reaching MDA.


Use of auto brake, as appropriate is recommended.
PAPI installed on Runway 02 unusable beyond 2.5 NM from Runway Threshold due to
high terrain.
Note:

The runway has a pronounced hump that gives the impression of a short
runway.

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Caution:

Strict control and monitoring of airspeed and flight path is imperative, if the pilot
judges that it will not be possible to start the flare at the correct height with the
correct attitude, sink rate, and thrust, or the pilot starts to feel out of the loop,
then it is time to perform a go-around. While this caution and the following
procedures are applicable at all time, they are reiterated here for emphasis.

Auto Thrust (FBW) : Thrust corrections, in particular with A/THR ON, could lead engines
to temporarily reduce thrust to idle, which may not be desirable close to the ground if the
aircraft level of energy is low. Therefore, in turbulent conditions and when flying manually,
if conditions are such that a large speed decrease is anticipated (idle thrust), the pilot
may, above 100 feet RA, move the thrust levers slightly above CL detent to reduce the
A/THR response time. This will temporarily deactivate and arm the A/THR. As soon as
positive acceleration is achieved, and before the thrust becomes too high, the pilot
should move the thrust levers back to CL detent to resume A/THR operations.
a) Above 100 feet, this possibility should be used in exceptional circumstances (difficult
environmental conditions) and should not become a routine flying technique.
b) Below 100 feet, moving the thrust above the CL detent will result in A/THR
disconnection.
c) In an engine out situation, moving the thrust lever(s) above the MCT detent(s) should
be done carefully, so as not to trigger the GA mode.

Manual Thrust : The A/THR provides the best protection against airspeed excursions
and its use is therefore recommended even in turbulent conditions, unless thrust
variations become excessive or conditions are such that a large speed decrease with
engines at idle is anticipated, then the PF may take over thrust manually to recover the
speed target and continue the approach in manual thrust.

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The A330 fleet has two configuration, they are :


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

ACA, ACB, ACC, ACD, ACH,

Rest of the fleet

AFN, AFO (Note 1)


Before reaching
NOPEN

CONF 3 Gear Down,


SPD selected at VLS

CONF FULL Gear Down,


SPD managed at VAPP

NOPEN

FPA 3.1

10 DME KTM

FPA 6.1

Once the aircraft stabilized at FPA 6.1


IAS > F-SPD

Extend SPD BRK as required


The aircraft speed will increase due to steep descent
MANAGE SPD

N/A
FPA 3.2

5 DME KTM
The aircraft speed will decrease due to reduction of descent rate.
IAS

Note 1:

VLS + 10 : RETRACT SPD


BRK, SELECT CONF FULL

VAPP + 5 :
RETRACT SPD BRK

Why this configuration at NOPEN ?


CONF3, because the Flight Control Primary Computer (FCPC) logics
enables to extend the SPD BRK in this configuration, which is needed to
cope with the very steep of 6.11 segment.
VLS, because in the 6.11 path, the IAS increases by around 25 kts. Thus
the IAS at the end of this segment will be 7 kts to 10 kts, lower than FSPD was flown on the previous segment. This explains why speed is
selected prior NOPEN at VLS.
Why should SPD BRK only be extended once FPA 6.11 is established?
This is to allow the aircraft to be properly established on the right descent
path angle without being disturbed by the SPD BRK extension. The effect
of the SPD BRK extension on the descent path is negligible, once the
aircraft is established on it. Additionally this prevents any thrust increase
due to VLS rising because of SPD BRK.

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Why MANAGE SPD when IAS > F? Managed Speed will be needed on the third
descent segment in order to automatically decelerate back to VAPP for landing.
Consequently this action done at that time has no effect on the thrust (idle at this time
since speed target cannot be maintained) and is done in a lower workload phase.
Why select CONF FULL so late? On the above A330s, the FCPC logic is such that
SPD BRK extension is inhibited with CONF FULL. Consequently since a 25 kts
deceleration is required on the last segment, it is better to keep CONF 3 SPD BRK
extended till VLS + 10. When the aircraft reaches VLS + 10 (Thrust is still IDLE), SPD
BRK are retracted (VLS then decreases) and CONF FULL may be selected, in order
to reach VAPP.
Note 2:

The maneuvering speeds (GD, S, F) have never been defined as the lowest
speed of the authorized speed envelope, and it is obviously allowed to fly
below those speeds provided the A/C speed remains above VLS.
VLS is the lowest selectable speed, with A/THR engaged, and it is the lowest
allowed speed in the AUTHORIZED flight envelope; it is equal to 1,23 VS1g.
Flying at VLS is safe, since this speed provides the required aerodynamic
margin above stall, keeping in mind that, additionally, the airplane is
protected by the flight controls law.
At VLS of a given configuration, it has been demonstrated that the aircraft
can be banked to 40 without triggering a floor or a max protection.

6.2.2.8

Ground Maneuvering

Limited parking stands available for wide-bodied aircraft. Stands 4 to 7 are authorised for
parking provided adjacent stands are vacant. Where doubt on wing tip clearance exists,
request ground assistance.
6.2.2.9

Departure Procedures

The special EOSID shall be selected in the Secondary flight plan (FMS).
Disregard 'EO acc alt' from LPC result. Use Acceleration Altitude as indicated on customized Jeppesen Charts 10-7 / 10-7A.
In case of Engine out departure, navigation accuracy is extremely important. The bank is
limited to 15 below maneuvering speeds with the autopilot engaged (for the FBW family
unless V2 is close to maneuvering speed (S or F) for more details refer to 4.04.30 Pg 6).
If greater bank angles are required then reversion to manual flight should be applied
(FBW Family).

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6.2.2.10 Other Information


Take-off Alternate :
For A300 / A330 Dhaka (VGZR) and Kolkata (VECC) can be used.
For A320 Family Dhaka (VGZR), Kolkata (VECC) and Lucknow (VILK) can be used.
6.2.2.11 Destination Alternates
ICAO
Code

RFF

IAP

Runway

LDA
(m)

Location
VECC

Kolkata
VGEG

VOR/VOR 01L/19R

MAX Pavement Weight in Tons for


Aircraft
332 / 3

300/10

320 / 1

2749

178/176

140/142

MAX/80

ILS/ILS

01R/19L

3200

MAX

MAX

MAX

VOR/ILS

05 / 23

2940

230/N

MAX

MAX

ILS/VOR

14/32

3200

MAX

MAX

MAX

VOR/ILS

09 / 27

2661

MAX

MAX

MAX

ILS/ILS

10 / 28

3810

MAX

MAX

MAX

ILS/ILS

11/29

2820

MAX

MAX

MAX

VOR/ILS

09/27

2585

NOT

NOT

MAX

Chittagong
VGZR

Dhaka
VIDP

9
Delhi

VILK

Lucknow

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6.2.3

SANAA - YEMEN

Name of Airport : Sanaa International


6.2.3.1
ICAO

Airfield Data
RFF

IAP

RWY

LDA
(m)

Location
OYSN

MAX Pavement Weight in Tons for


Aircraft
772 / 3

343 / 6

XXX

XXX/NOT

332 / 3 300 / 10 320 / 1

9
ILS/VOR

18/36

2977

NOT

MAX

MAX/N

Sanaa
6.2.3.2

General Warning, Cautions and Notes

Caution:

Airfield elevation gives a high TAS thus large Radius of turn.

Note:

Large birds in vicinity of airport.

Note:

At TOD fuel in the trim tank should be transferred FWD (A300).

Note:

Fuel tankering is not allowed if the landing weight needs to be restricted due to
flight safety (adverse weather i.e. tailwind, wet Runways or performance
degradation i.e. brake, thrust reverse and/or spoiler inoperative).

Note:

Crew to be Familiarised with High Density Altitudes in chapter 4.

6.2.3.3

Terrain

The airport is situated on a salt flat, 7237 feet above sea level and is surrounded by
mountains on the West, South and East up to 3500 feet above airport elevation. Small hills
approximately 300 to 500 feet above airfield level are in the circuit area.
6.2.3.4

Air Traffic Control

Control from Sanaa extends up to FL 300; Jeddah ACC exercises control above FL 300.
Call Sanaa for traffic information well before top of descent and before ATC hand-over.
The standard of ATC and English encountered can be poor. Use standard and simple
phraseology to reduce the possibility of confusion.
Caution:

A careful check of descent clearances against MSAs is required.

An accident in 1987, involving a landing helicopter and a fighter aircraft taking off, highlighted
a split between civil and military ATC. Civil ATC is conducted in English while Military ATC is
conducted in Arabic. The military is supposed to listen out to Civil ATC and make use of gaps
in civil traffic for military movements.

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6.2.3.5

Special EOSIDS

a) At Landing
Shall be used any time the pilots are executing missed approach with single engine in
accordance to Runway 18 or Runway 36.
b) At Take-off (provided the decision is made to return to Sanaa)
For Runway 36: Refer to Jeppesen Chart 10-7 with the following procedure to be flown after
entering the hold over AN NDB at 9600ft : Leave AN NDB to join left downwind descending to
the circle to landing MDA to do the circle to land approach.
For Runway 18: Refer to Jeppesen Chart 10-7 with the following procedure to be flown after
entering the hold over AN NDB : Continue climbing in the hold until achieving your MSA
which is 11200ft and then proceed to NIBAL to carry out either the ILS DME or the VOR DME
approach.
6.2.3.6

Weather

June to September: The dominant feature is thunderstorms. The CBs can build up around
mid-day causing heavy rain and associated turbulence. They normally die down in the
evening. The mornings are relatively clear of CB activity. The highest ambient temperatures
occur during June, July and August. The maximum average being around 28C. The lowest
temperatures occur during November to January, and the minimum average 8C. The
prevailing wind is Northerly, but will be erratic during thunderstorm activity.
6.2.3.7

Arrival Procedures

Caution:

Windshear has been experienced on final approach for both runways.


Thunderstorms and Dust Devils have the potential to generate severe shear.

Caution:

Pilot reports indicate that the aircraft tracks to the left of the runway
centreline on the ILS Runway 18.

Warning:

Circling is prohibited to the East of airfield.

Warning:

Runway 18, missed approach procedure requires 3.4% gradient.

Note:

Visual approach - delay can be expected due separation.

Note:

Entry to Parking stand 26, the turn is tight, caution advised.

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Preparation for Approach:


Insert speed limit of 250 Kts and FL 200 for descent.
Seat belts SIGN ON not later than top of descent.
Use Auto brake as required.
Use of Reverse Thrust as required.
Aircraft must be at F-Speed before FAF for Runway 18.
Aircraft must be at F-Speed on the ARC for Runway 36.
Note:

if required select BRK FAN ON after vacating the runway.

Order of Preferred Approaches :

In IMC or Night :
ILS or VOR to Runway 18 with 10 kts of tailwind or less.
ILS or VOR to Runway 18 to circle to land for Runway 36.
VOR DME-A Runway 36, circle for Runway 36. (No straight-in approach is
allowed)

In VMC Day Light :


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

Note:

6.2.3.8

Tyre speed limitations must be observed if landing with a tailwind component


at or above 10 kts (10 kts or above).
Departure Procedures

All Engine acceleration altitude is 10,000 feet.


Limit speed to Green dot till MSA.
If weather is hot or APU Bleed pressure is low consider Manual Engine start.

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6.2.3.9
ICAO

Destination Alternates
RFF

IAP

RWY

LDA
(m)

Location
HDAM

MAX Pavement Weight in Tons for


Aircraft
772 / 3

343 / 6

332 / 3 300 / 10 320 / 1

7
VOR/ILS

09/27

2928

XXX

XXX/NOT MAX/N

MAX

MAX

Djibouti
OEJN

ILS/ILS 16C/34C 3303 313/308 MAX/369

MAX

MAX

MAX

ILS/ILS

16L/34R 3690

MAX

MAX

MAX

ILS/ILS

16R/34L 3803 313/308 MAX/369

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

Jeddah
OYAA

9
ILS/NDB

08/26

3100

XXX

XXX/MAX

CIR/VOR

06/24

3000

XXX

XXX/NOT MAX/N

Aden
OYRN

Mukalla

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6.2.4

SEYCHELLES (FSIA) - SEYCHELLES

Name of Airport : Seychelles International


6.2.4.1

Airfield Data

RFF

IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for


Aircraft
772 / 3

VOR / ILS

6.2.4.2

13/31

343 / 6

2682 333 / 329 MAX/MAX

332 / 3

300 / 10

320 / 1

MAX

MAX

MAX

General Warning, Cautions and Notes

Caution:

Uplift of Potable water is authorized.

Warning:

Isolated Areodrome operations not allowed to this airport. At least one


destination alternate shall be included in flight plan.

6.2.4.3

Terrain

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

Air Traffic Control

The Air Traffic Control is generally very good.


The VFR traffic are not controlled by the ATC, this affects arrival IFR traffic East of the airfield
for visual procedures.

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6.2.4.5

Weather

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

Arrival Procedures

Approaches to Runway 13 are visual only.


Caution:

Turbulence may be experienced on both approaches, particularly with wind


from westerly quadrants. Downdraft can be severe on short final Runway 13.

When circling through the 2 NM gap to Runway 13, use extreme caution, and in particular
note that a strong SE wind will drift the aircraft towards the high ground of the mainland.
Warning:

When circling do not exceed 6 DME ARC due to proximity of high ground
West and Northwest of airfield.

Note:

The PAPI installed for Runway 13 is offset 5 to the Northeast and should not
be used beyond 2.6 NM from the threshold.

Final approach to Runway 13 is made quite close to the islands cliff face. Turbulence and
downdraft must be anticipated and will vary from light to severe; the most adverse conditions
being strong gusting SW winds. Closer in on finals, be prepared for sudden 140 - 240 at
over 15 kts (over 20 kts windshear has been encountered with a surface speed of 15 - 20
kts). Strong up and downdraft often occur during these conditions on the latter stages of the
approach and along the Runway.
The approach to Runway 31 is over water and with NW winds there can be funneling effect
due to the two hills and other high ground adjacent to the threshold, creating downdraft and to
a lesser extent, turbulence. Evidence of possible turbulence will be indicated by rough,
disturbed patches of sea close to the shoreline.
Note:

It is recommended to use ILS of Runway 31 up to MAX 15 kts Tail Wind


Component instead of circling procedure (applicable for A319 and A320
aircraft only).

Caution:

Glide Slope for ILS 31 fluctuates in the last 300 feet.


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6.2.4.7

Ground Maneuvering

NIL
6.2.4.8

Departure Procedures:

Take-off minima is the applicable landing minima as no Take-off alternates are available.
6.2.4.9
ICAO
Code

Destination Alternates
RFF

IAP

Runway LDA
(m)

Location
FIMP

MAX Pavement Weight in Tons for


Aircraft
332 / 3

300

320 / 1

9
ILS / VOR

14/32

3040

MAX

MAX

NOT

ILS / VOR

06/24

4117

MAX

MAX

MAX

VOR / ILS

03/21

3350

MAX

MAX

MAX

ILS / VOR

05/23

3000

MAX

MAX

MAX

NON / DME

07/27

2460

NOT

Mauritius
HKJK

Nairobi
HKMO

Mombasa
HTDA

Dar Es Salaam
HTZA

7
165/MAX MAX/85

Zanzibar

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I N T E NT I O N A L LY

L E F T

B L A N K

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6.3
6.3.1

CATEGORY B AIRFIELDS
ALGIERS (DAAG) - ALGERIA

Name of Airport : Houari Boumediene International


6.3.1.1

Airfield Data

RFF

IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for


Aircraft
772 / 3

343 / 6

332 / 3

300 / 10

320 / 1

CIR / ILS

05/23

3500 272 / 270 247 / 319 207 / 206 169 / MAX

MAX

ILS / VOR

09/27

3500 279 / 277 255 / 327 213 / 212

MAX

6.3.1.2
Caution:
6.3.1.3

MAX

General Warning, Cautions and Notes


Birds in vicinity of airport.
Terrain

The airfield is located 10 NM East-Southeast of Algiers and 4 NM inland with an elevation of


82 feet. The Tell Atlas mountain range starts to rise 4 NM South and Southeast of the airfield
with a spot height to nearly 1550 feet ASL 6 NM South and just over 2000 feet ASL 15 NM
East. Beyond this peaks to nearly 5000 feet ASL can be found within 25 NM to the
Southwest, South and Southeast.
Within the city, built on high hills, are areas of high obstacles reaching 1325 feet East and
1510 feet Northwest within 10 NM.
6.3.1.4

Air Traffic Control

The standard of ATC is average. Use standard phraseology. French phraseology is used
from time to time.
Note:
6.3.1.5

Charts are in metric but ATC do not use metric.


Weather

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

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6.3.1.6

Arrival Procedures:

Preferred Runways for arrival are 09 and 23.


Runways 23 and 27 right-hand circuit.
Runway 05/23 has a width of 60 m.
FMS NAVDB - Non-standard procedure ident :

I (ILS) - example I09

N (NDB) - example N09

V (VOR) - example V09

6.3.1.7

Ground Maneuvering

Taxiways C4, D3 & E3 are not suitable for B777 aircraft.


6.3.1.8

Departure Procedures

Preferred Runways for departure are 05 and 27.


6.3.1.9

Customs and Immigration

Algeria authorities will check each passport against the GD of flight crew with layover in
Algeria. Crew members whose passport contains stamp/visa from Israeli authorities will not
be permitted entry to Algeria. Crew must advise crew rostering if the above is applicable to
avoid being allocated for flights to Algeria.
6.3.1.10 Destination Alternates
ICAO

RFF

IAP

RWY

LDA
(m)

Location
DABC

Constantine
DAOO

Oran
DTTA

Tunis
LEIB

Ibiza
LEPA

Palma De
Mollorca

MAX Pavement Weight in Tons for


Aircraft
772 / 3

343 / 6

332 / 3

CIR/VOR

16/34

3000 317/314 MAX/364

NON/ILS

14/32

2400 227/276 241/312 202/201 158/160

MAX

CIR/ILS

07/25

3000

ILS / VOR

01/19

3200 340/336 MAX/367

VOR / ILS

11/29

2840 225/220 174/205 152/151 128/130

68/67

VOR/ILS

06/24

2800 310/307 MAX/333 226/223

MAX

MAX

ILS/ILS

MAX

MAX

MAX

300 / 10 320 / 1
MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

06L/24R 3200 312/XXX MAX/312

MAX

MAX

MAX

VOR/VOR 06R/24L 2950 312/XXX MAX/312

MAX

MAX

MAX

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6.3.2

AMMAN (OJAI) - JORDAN

Name of Airport : Queen Alia International


6.3.2.1
RFF

Airfield Data
IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for


Aircraft
772 / 3

ILS / ILS 08L/26R 3660

343 / 46

325/322 MAX / 369

332 / 3

300 / 10

320 / 1

MAX

MAX

MAX

MAX

MAX

MAX

9
NDB / ILS 08R/26L 3660 MAX/347
6.3.2.2

MAX

General Warning, Cautions and Notes

Note:

The first 4000 feet of Runway 08R is rough.

Note:

Crews and aircraft may be subject to CAA inspection by Flight Safety Inspector
to ensure adherence to Jordanian CAA regulations.

6.3.2.3

Terrain

The airport elevation is 2395 feet above sea level at the reference point. The MSA is 6000
feet in all sectors. All around the airport there are small hills approximately 1000 feet above
the airport elevation.
6.3.2.4

Air Traffic Control

Air Traffic Control is generally very good, radar is used extensively. All procedures are rigid
and in accordance with local regulation.
The standard of ATC and English is generally good but use simple and standard phraseology.
6.3.2.5

Weather

Summer : Temperature can reach a maximum of 43C during Jul and Aug, but generally in
the 30s. CBs possible. Winds mainly from SW-NW direction at 8 15kts. During night and
early morning, winds generally light and variable.
Winter : Wind mainly from a SW-W direction at 12-18kts. Gales may be experienced from a
westerly component of 35-45kts, gusting 65kts. Southeast winds associated with dust,
reducing visibility to 2kms or less. During rain showers, winds are mainly from SW-NW
direction.

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Fog occurs mostly during months of Dec, Jan and Feb, and snowfalls possible during Jan
and Feb.
Caution:

Due to the topography and heat index, turbulence is normally a factor.

6.3.2.6

Additional Information

6.3.2.7

Arrival Procedures:

When Runway 26L is closed, IFR traffic may be required to carry out normal instrument
approach for Runway 26L, until passing the QA then sidestep onto finals for Runway
26R.
Expect descent clearance from Jeddah to cross GRY (Guriat) at FL280 or below, with
release to ACC.
Warning:

Pilots should not enter sensitive airspace approximately 20 NM to the West


of .

Caution:

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


a 1-2 feet overshoot of correct parking position. Marshaled assistance
required.

Note:

Parallel Approach to runway 08R is not authorised.

Note:

Map shift is a potential problem especially when using Runways 08L/R.

6.3.2.8

Ground Maneuvering
NIL

6.3.2.9

Departure Procedures:

De-icing procedures if required are slow.

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6.3.2.10 Destination Alternates


ICAO

RFF

IAP

RWY

LDA
(m)

Location
LCLK

MAX Pavement Weight in Tons for


Aircraft
772 / 3

343 / 46

332 / 3
213/210

300 / 10 320 / 1

8
VOR/ILS

04/22

2810 284/282 244/309

MAX

CIR/ILS

06/24

3275 278/276 230 / 301 200/198 157/153

ILS/NON

01/19

3000

ILS/CIR

03/21

ILS/CIR
ILS/NON*

MAX

Larnaca
OJAM

8
MAX

Marka
OJAQ

7
MAX/N

MAX

MAX

2805 297/294 MAX/349

MAX

MAX

MAX

17/35

2400 297/294 MAX/349

MAX

MAX

MAX

16/34

3215 297/294 MAX/349

MAX

MAX

MAX

NOT

NOT

Aqaba
OLBA

Beirut
OSDI

Damascus

VOR/ILS 05L/23R 3000 362/360

MAX

MAX

MAX

MAX

ILS/VOR 05R/23L 3600 300/297

MAX

MAX

MAX

MAX

(*) Runway 34 Not Authorized for landing.

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L E F T

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6.3.3

ATHENS (LGAV) - GREECE

Name of Airport : Eleftherios Venizelos International


6.3.3.1

RFF

Airfield Data

IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for


Aircraft
772 / 3

343 / 6

332 / 3

300 / 10

320 / 1

ILS / ILS 03L/21R 3500

MAX

MAX

MAX

MAX

MAX

ILS / ILS 03R/21L 3700

MAX

MAX

MAX

MAX

MAX

6.3.3.2

General Warning, Cautions and Notes

Caution:

Birds in vicinity of airport.

Caution:

Due to high ground and turbulent winds, expect windshear on final approach for
RWYs 03L/R.

6.3.3.3

Terrain

The airfield is situated 10 NM to the East of the old airport and just 4 NM from the East coast
of the peninsula with an elevation of 308 feet. It is surrounded by high ground extending from
the West to the Northeast, and also to the South.
When approaching from the South, there is high ground situated approximately 5 NM to the
left of the approach, highest peak rising to 3366 feet.
There is a mast 745 feet less than 1 NM East of Runway 21L threshold, and affects the
Missed Approach Procedure for VOR DME Runway 03R.
6.3.3.4

Air Traffic Control

The standard of ATC and English is generally good but use simple and standard phraseology.
6.3.3.5

Weather

Summer: Fine with occasional thunderstorms. Visibility is often reduced by haze.


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

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6.3.3.6 Arrival Procedure


With North, Northwest and Northeast wind, expect windshear on Runway 03L.
Some ballooning effects off adjacent hills can be experienced when on final for Runway 03R.
Runway 03L VOR DME has steep approach of 3.6.
High missed approach climb gradient, check LPC Landing Performance.
FMS Navigation database for Thales FMS2+
When multiple ILS approaches are available to a single runway, ie RWY 21R, the FMS
coding requires an additional character to be added to the runway identifier, either
W,X,Y,Z to follow the runway designator. Example runway 21R, the ILS procedures
is coded as I21RX, I21RZ.
6.3.3.7

Ground Maneuvering

As per ICAO, the following designators are used to indicate appropriate aircraft parking stand
based on wingspan. These aircraft code is used in Jeppesen briefing pages.

6.3.3.8

Aircraft Code

Wingspan

Wingspan 24-35m

A319, A320, A321

Aircraft type

Wingspan 36-51m

A330, A332, A333

Wingspan 52-64m

A346, B777

Departure Procedure

Runway 03R - Steep up-slope when entering Runway


6.3.3.9

Destination Alternates

ICAO
Code

RFF

IAP

Runway LDA
(m)

Location
LGIR

Iraklion
LGRP

Rodos
LGTS

MAX Pavement Weight in Tons for


Aircraft
346

332 / 3

300

320 / 1

CIR / VOR

09/27

2237

XXX

162/160

135

MAX / 75

VOR / ILS

07/25

3305

MAX

MAX

MAX

MAX

ILS / NON

10/28

2440

XXX

176 / 173

145

MAX / 81

16/34

(Note 1)

ILS / VOR

2410

XXX

176 / 173

145

MAX / 81

10

CIR / CIR

18R/36L 2700

MAX

MAX

MAX

MAX

Istanbul - Ataturk

ILS / ILS

18L/36R 3000

MAX

MAX

MAX

MAX

(Note 2)

ILS / ILS

2300

MAX

MAX

MAX

MAX

16L/34R 3240

MAX

MAX

MAX

MAX

VOR / VOR 16R/34L 3240

MAX

MAX

MAX

MAX

Thessaloniki
LTBA

LTBJ

Izmir (Note 3)
Note 1:
Note 2:
Note 3:

ILS / ILS

06/24

Company preferred alternate for A319/A320/A321.


Company preferred alternate for A300, A330 and A346.
B777/A346 - Appropriate parking stands: Apron 1 - stands 1 to 6; Apron 2 stands 24 to 26.
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6.3.4

BANGALORE (VOBL) - INDIA

Name of Airport : Bangalore International, Devanahalli


6.3.4.1
RFF

9
6.3.4.2

Airfield Data
IAP

ILS / ILS

RWY

09/27

LDA
(m)

4000

MAX Pavement Weight in Tons for


Aircraft
772 / 3

343 / 6

332 / 3

300 / 10

320 / 1

MAX

MAX

MAX

MAX

MAX

Curfew / Slot Restrictions

NIL
6.3.4.3

General Warning, Caution and Notes

Caution:

Birds in the vicinity of the airport.

Caution:

Do not mistake old Bangalore airport that has the same runway alignment.

6.3.4.4

Terrain

Aerodrome situated 30km from city. Terrain located 10nm northwest with peaks to 4800ft.
6.3.4.5

Air Traffic Control

Radar vectoring maybe used for sequence. The phrase CANCEL/STAR is used prior to
instruction for vectoring.
6.3.4.6

Weather

June to September: Season of the Southwestern monsoon.


October to February: Early morning fog, mainly December and January may reduce
visibility way below minimums.
An important feature influencing the climate of Bangalore is the the low cloud which covers
almost the entire sky during greater part of the day from June to September.

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6.3.4.7

Arrival Procedures

Loss of Communication:
a) Pilots own navigation - STAR
Prior to clearance:
Maintain the last assigned level or FL85 whichever is higher and proceed to join
holding at BIBDU for Rwy 27 and at EKVOG for Rwy 09. Thereafter, carry out the
instrument approach procedures for the RWY for which the initial STARs clearance
was issued.
b) Under Radar Vector:
Clearance issued for approach:
Continue the final approach for land.
Prior to clearance for Approach:
Maintain the last heading and level for one minute and thereafter climb to FL85 or the
last assigned level or whichever is higher and proceed to join holding at BIBDU for
Rwy 27 and at EKVOG for Rwy 09. Thereafter, carry out the instrument approach
procedures for the RWY for which the initial STARs clearance was issued.
6.3.4.8

Ground Maneuvering

Taxiing Procedures - General


Aircraft

Taxi Lanes

A320

L1, L3

Wide bodies

L2

Remarks
Follow yellow broken lines
Follow continuous yellow lines

Taxiing Into Apron - Via Taxiway D


Aircraft

Stands

Remarks

A320 Family

86-59

Turn right to taxi lane L1

A320 Family

10-32

turn right on taxi lane L3 after


entering from taxiway D.

Wide Bodies

07-85

Turn right on taxi lane L2 after


entering from taxiway D.

All Aircrafts

04-09

To follow the appropriate stand lead in lines from


taxiway D.

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Via Taxiway H
Aircraft

Stands

Remarks

A320 Family

33 - 38

Turn right on taxi-lane L3

A320 family

59 - 65

Turn right on taxi-lane L1

A320 family

66 - 86

Turn left on taxi-lane L1

A320 family

32 - 04

Turn left on taxi-lane L3

Wide-bodies

05 - 30

Turn left on taxi-lane L2

Wide-bodies

36 - 64

Turn right on taxi-lane L2

Taxiing Out Apron - Via Taxiway D


Aircraft
A320 Family

All

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

Taxiing Out Apron - Via Taxiway H


Aircraft
A320 Family

All

Remarks
Taxiing WEST on taxi-lane L1 & L3 shall hold short on Stand
Lead-In Lines for stand 69 & 28 to give way for aircraft in sequence.
All Taxiing EAST on L1, L2 & L3, turn right after crossing
Stand Lead-In Lines for 66, 67 & 32.

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6.3.4.9

Departure Procedures

Pushback Procedures
Stands
07, 08 & 09
33 - 38
59 - 65

Procedure
Push back abeam stand 05 facing west irrespective of the
runway in use for aircraft to taxi via taxiway D - unless
otherwise instructed.
Push back facing EAST irrespective of the runway in use
unless otherwise instructed.

Departing aircraft to re-confirm the Taxi lane with the Pushback operator on
completion of pushback.

Loss of Communication:
Pilots own navigation - SID :
On the recognition of communication failure maintain 7000ft or the level assigned by ATC,
whichever is higher until 25 DME (BIA). Thereafter, climb to flight plan level and continue to
follow the SID until termination point. If the communication failure takes place beyond 25DME
continue to follow the SID, maintain the last assigned level by ATC, if any, or FL85, whichever
is higher, for 2 minutes and then climb to flight plan level.
Under Radar Vector :

Inside 15 DME (BIA) maintain last assigned heading until 20 DME, climb to 7000 feet
or the level assigned by ATC whichever is higher. After 20 DME, climb to FL85 or the
last level assigned by ATC whichever is higher and proceed directly to intercept the
flight plan route.

At or beyond 15DME (BIA) maintain last assigned heading for 2 minutes, climbing to
FL85 or the last level assigned by ATC whichever is higher. Then proceed directly to
intercept the flight plan route.

Five minutes after recognition of failure commence climb to flight plan level.

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6.3.4.10 Destination Alternates


ICAO

RFF

IAP

RWY

LDA
(m)

Location
VOCI

MAX Pavement Weight in Tons for


Aircraft
772 / 3

343 / 6

332 / 3

300 / 10 320 / 1

8*
VOR/ILS

09/27

3400 340/336 MAX/367

MAX

MAX

MAX

Cochin
Note :
VOHS

RFF upgradeable to RFF CAT 9 upon request.


9

ILS/ILS
HyderabadRajiv Gandi Intl
VOMM

09/27

4260

MAX

MAX

MAX

MAX

MAX

ILS/ILS

07/25

3658

MAX

MAX

MAX

MAX

MAX

VOR/ILS

14/32

2992 310/307

263/333

226/223

MAX

MAX

Chennai
VOTV

Thiruvanathapuram

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I N T E NT I O N A L LY

L E F T

B L A N K

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6.3.5

BEIJING (ZBAA) - CHINA

Name of Airport : Beijing Capital International


6.3.5.1

Airfield Data

RFF

IAP

MAX Pavement Weight in Tons for


Aircraft
343 / 6

332 / 3

300 / 10

320 / 1

3800

MAX

MAX

MAX

MAX

MAX

ILS / ILS

18L/36R 3800

MAX

MAX

MAX

MAX

MAX

ILS / ILS

18R/36L 3200

MAX

MAX

MAX

MAX

MAX

6.3.5.2
Caution:

6.3.5.3

LDA
(m)
772 / 3

ILS / ILS
9

RWY

01/19

General Warning, Cautions and Notes


Diversion to en-route requires permission from the controller and ultimately the
military.
Terrain

The airfield is located 15 NM Northeast of the city which is a prohibited area with an elevation
of 115 feet. Terrain in the immediate vicinity of the airfield is flat. Mountains extend from West
to Northwest to Northeast particularly 4600 feet AMSL 24 NM West 3100 feet AMSL 15 NM
Northwest and 2100 feet AMSL 16 NM Northeast.
6.3.5.4

Air Traffic Control

Use standard phraseology and speak slowly.


Any deviation off track must obtain clearance before starting the maneuver.
Operations are based on meters and QNH.
The military controls all airspace throughout China and all route clearance come from the
military. The CAAC Air Traffic Controllers pass the clearance to the civilian aircraft and
monitor its progress so as to keep it within the 22 NM wide airway. The Civil Controller has no
authority outside of the airways.
Aircraft delayed by more than 30mins, the flight plan must be modified to show revised EOBT.

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6.3.5.5

Weather

Winter : North West monsoon, cold dry mainly clear sky. Sleet and snow may occur during
breaks in the monsoon. Possibility of fog at night. Monsoon re-establishes with strong
Northerly winds, visibility may be poor in smoke/haze. During the winter months, be prepared
for fog and low visibility due to smoke.
Spring / Autumn : Depressions mostly formed by Siberia into the pacific and marked cold
fronts more SE with rain and dust storm.
Summer : Southwest monsoon, heavy rain and thunder in shallow depressions.
6.3.5.6

Additional Information

a) Arrival Procedures:
Beware of other traffic and also separation as there are many smaller planes using the
airport. Also maintain awareness of terrain on the missed approach.
Preferred Runway for landing is 36R or 18L. When landing on Runway 36R, expect a
short taxi into the parking bay. In addition for CAT 2 operations only Runway 36R is
equipped.
With Runway 18L in use, expect delayed descent clearance, thus high on the profile.
Caution:

Avoid confusing lighted Highway South of the airfield with parallel Runways

b) Departure Procedures:
Preferred Runways for departure 36L or 18R.
Take note of the climb gradient published in the Jeppesen chart for particular SIDs. Be
reminded of the high terrain to the North and West of the airfield.

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Metric Flight Level (FL) and Feet (ft) Conversion above Transition Altitude
TRUE TRACK
WEST
180 - 359
Meter
13100
12200
11600
11000
10400
9800
9200
8400
7800
7200
6600
6000
5400
4800
4200
3600
3000
Note:

EAST
0 - 179
Feet
43000
40100
38100
36100
34100
32100
30100
27600
25600
23600
21700
19700
17700
15700
13800
11800
9800

Meter
12500
11900
11300
10700
10100
9500
8900
8100
7500
6900
6300
5700
5100
4500
3900
3300
2700

Feet
41100
39100
37100
35100
33100
31100
29100
26600
24600
22600
20700
18700
16700
14800
12800
10800
8900

Feet values are rounded to nearest 100 for the purpose of FCU altitude setting.

Feet (ft) to Meter (m) conversion below Transition Level (TL)


QNH

Note:

Meter

Feet

3300

10800

3000

9800

2700

8900

2400

7900

2100

6900

1800

5900

1500

4900

1200

3900

900

3000

600

2000

550

1800

Feet values are rounded to nearest 100 for the purpose of FCU altitude setting.

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6.3.5.7
ICAO

Destination Alternates
RFF

IAP

RWY

LDA
(m)

Location
ZBTJ

MAX Pavement Weight in Tons for


Aircraft
772 / 3

343 / 6

332 / 3

300 / 10

320 / 1

9
ILS/ILS

16/34

3200

MAX

MAX

MAX

MAX

MAX

ILS/ILS

13/31

3200

NOT

NOT

MAX / N

MAX

MAX

ILS/
VOR

01/19

3600

MAX

MAX

MAX

MAX

MAX

ILS/ILS

16/34

3800

MAX

MAX

MAX

MAX

MAX

ILS/ILS 17L/35R 4000

MAX

MAX

MAX

MAX

MAX

ILS/ILS 17R/35L 3400

MAX

MAX

MAX

MAX

MAX

ILS/ILS

MAX

MAX

MAX

MAX

MAX

Tianjin
ZBYN

Taiyuan
ZSJN

Jianan
ZSPD

Shanghai Pudong
ZYTL

8
10/28

3100

Dalian

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6.3.6

BEIRUT (OLBA) - LEBANON

Name of Airport : Rafik Hariri International


6.3.6.1

Airfield Data

RFF

IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for


Aircraft
772 / 3

343 / 6

332 / 3

300 / 10

320 / 1

ILS / CIR

03/21

2805

297/294

MAX

MAX

MAX

MAX

ILS / CIR

17/35

2400

297/294

MAX

MAX

MAX

MAX

ILS/NON*

16/34

3215

297/294

MAX

MAX

MAX

MAX

(*) Runway 34 Not Authorized for landing.


6.3.6.2

General Warning, Cautions and Notes

Caution:

Birds in vicinity of airport.

Warning:

All runways are damaged by air strike. Runway availability is published by


NOTAM.

6.3.6.3

Terrain

The airfield is surrounded by urban development with high terrain located to the East with an
elevation of 85 feet. The MSA is 11,000 feet towards Northeast and Southeast between 020
to 200, and differs around 8000 feet within 10 NM.
6.3.6.4

Air Traffic Control

The standard of ATC and English is good.


6.3.6.5

Weather

Summer : Fine Weather.


Winter : Some heavy CB activity. Squalls with winds above 25 kts may give rising dusts and,
reducing visibility on occasion to less than 100 m.

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6.3.6.6

Additional Information

a) Arrival Procedures:
Preferred Runways for arrival are 16 and 03.
Runway 16 Glide slope has known anomalies beyond 5 NM, caution is advised.
For Runway 16, it is very important in case of missed approach to follow the published
procedures to turn right, in order to avoid high terrain on the extended centerline.
Note:

Runway 34 not allowed for landing.

Note:

Landing on Runways 35 and 21 are not recommended.

Warning:

A possibility of windshear exists on approach to Runway 17.

Caution:

A highway illuminated by sodium lights runs parallel to Runway 17/35, in the


past has been mistaken for the runway.

Caution:

Do not mistake taxiway A for Runway 03/21.

Runway 03 has displaced landing thresholds because of significant obstructions on short


finals. You must avoid natural tendency to go below the nominal approach angle to the
displaced threshold.
b) Departure Procedures:
Preferred Runways for departure are 21 and 34.
Note:
6.3.6.7
ICAO

Runway 16 is not allowed for take-off.


Destination Alternates

RFF

IAP

RWY

Location
LCLK

LDA
(m)

MAX Pavement Weight in Tons for


Aircraft
772 / 3

343 / 6

332 / 3

300 / 10 320 / 1

8
VOR/ILS

04/22

2810 284/282

244/309 213 / 210

MAX

MAX

MAX

MAX

MAX

Larnaca
OJAI

Queen Alia
OSDI

Damascus

ILS/ILS 08L/26R 3660 325/322 MAX/369


NDB/ILS 08R/26L 3660 MAX/347

MAX

MAX

MAX

MAX

VOR/ILS 05L/23R 3000 362/360

MAX

MAX

MAX

MAX

ILS/VOR 05R/23L 3600 300/297

MAX

MAX

MAX

MAX

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6.3.7

DAMASCUS (OSDI) - SYRIA

Name of Airport : Damascus International


6.3.7.1

Airfield Data

RFF

IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for


Aircraft
772 / 3

343 / 6

332 / 3

300 / 10

320 / 1

VOR / ILS

05L/23R 3000

362/360

MAX

MAX

MAX

MAX

ILS / VOR

05R/23L 3600

300/297

MAX

MAX

MAX

MAX

6.3.7.2
Caution:

6.3.7.3

General Warning, Cautions and Notes


Exercise extreme caution when operating into and out of Damascus. Procedural
details and/or availability of facilities (Radar) and NAV AIDS are subject to
change with little or no prior notification. Many airline have reports of aircraft
being cleared for approaches that have no serviceable Nav Aids.
Terrain

The airfield is located 12 NM Southeast of the city and in proximity to a hostile border with an
elevation of 2020 feet. There is high terrain within 10 NM from the South through to the
Northwest.
6.3.7.4

Air Traffic Control

The standard of ATC and English encountered can be poor. Use standard and simple
phraseology to reduce the possibility of confusion.
The airspace is relatively small, and has no radar cover. For this reason control is fully
procedural, pilots should be vigilant and maintain a good situational awareness of all traffic.
6.3.7.5

Weather

Summer: Sunny and hot with little change from day to day, which lasts from April September or early October. The rest of the year is more changeable with cloudy and rainy
weather with odd cold spells bringing frost or even heavy snow. These spells are infrequent
particularly along the Mediterranean coast but can be quite severe in the mountains and
inland.
The main rainy season is between November - February although even in mid-winter there
can be periods of warm, dry weather. There is a gradual increase and decrease in
temperature during the spring and autumn seasons.

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6.3.7.6

Additional Information

a) Arrival Procedures:
It is normal to be held high until very close to the airfield and then expected to make a
visual approach.
It has been stressed often, if in doubt go to the VOR and descend in the hold. From there
it is easy to continue visually or procedurally.
Runway 23R normally used for Landing.
Caution:

When Runway 05L/R in use especially with crosswind, expect windshear.

Caution:

The relative position of MARJ RUHAYYIL, the military field. The VOR is
displaced from the threshold by several miles, in fact it lies between the two
airfields. In addition, the runways in Damascus are well separated and
staggered, therefore extreme care should be taken to correctly identify the
runway given.

b) Departure Procedures:
Runway 23L normally used for take-off.
6.3.7.7
ICAO

Destination Alternates
RFF

IAP

RWY

Location
LCLK

LDA
(m)

MAX Pavement Weight in Tons for


Aircraft
772 / 3

343 / 6

332 / 3

300 / 10

320 / 1

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

157

MAX

8
VOR/ILS

04/22

2810 284/282

244/309 213/210

Larnaca
OJAI

ILS/ILS

08L/26R 3660 325/322 MAX/369

Queen Alia NDB/ILS 08R/26L 3660 MAX/347


OJAM

MAX

8
CIR/ILS

06/24

3275 278/276

230/293 200/198

ILS/CIR

03/21

2805 297/294 MAX/349

MAX

MAX

MAX

ILS/CIR

17/35

2400 297/294 MAX/349

MAX

MAX

MAX

ILS/NON*

16/34

3215 297/294 MAX/349

MAX

MAX

MAX

Marka
OLBA

Beirut

Note :

(*) Runway 34 Not Authorised for Landing.

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6.3.8

DAR ES SALAAM (HTDA) - TANZANIA

Name of Airport : Mwalimu Julius K


6.3.8.1

Airfield Data

RFF

IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for


Aircraft
772 / 3

ILS / VOR

6.3.8.2
Warning:

05/23

343 / 6

3000 MAX/347 349/MAX

332 / 3

300 / 10

320 / 1

MAX

MAX

MAX

General Warning, Cautions and Notes


Runway overall slope is 0.1% DOWN in the 05 direction, there is a pronounced
dip in the middle.

Caution 1: Exercise caution when passing in front of terminal 1 due close proximity of light
aircraft to taxi way routing.
Caution 2: Degraded braking action when runway wet, due considerable rubber deposits.
Caution 3: Exercise caution during taxi due uncontrolled vehicular and pedestrain
movement.
Note 1:

Birds in the vicinity of aerodrome.

Note 2:

Poorly marked taxiways.

6.3.8.3

Terrain

The airport is situated on a flat coastal plain. A range of hills west of the airport running North/
South rises to approximately 1100 feet.
6.3.8.4

Weather

Jan - Feb: Generally good conditions with winds prevailing from the North and Northeast.
Occasional thunderstorms are usually of short duration.
Mar - May: Is the period of maximum rainfall and thunderstorms. Winds are light and
variable. May is the worst month for poor landing conditions. Very low cloud base (500 feet)
may occur at any time of the day or night.
Jun - Oct: Is the dry season with South-East and South-West surface wind. Occasional low
clouds during the morning and early afternoon in July and August.
Nov - Dec: Surface winds from North-East with low cloud in the morning and afternoon.
Increase of rainfall with occasional thunderstorms.

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6.3.8.5

Arrival Procedure

Radio reception has been reported poor. Possible loss of VHF coverage at Nairobi/Dar
Es Salaam FIR boundary.
Navaids may become U/S due to unreliable power supply. Approach radar coverage is
120NM. Within DAR FIR, squawk mode A & C 2000 unless assigned a different code.
Initial clearance is with DAR control. Expect radar vectors to runway ILS/VOR. Do not
rely on ATIS for runway in use, always confirm with tower. Arrival runway 05, the radio
altimeter indicates terrain slopes up to 500 feet to the southwest.
Caution:

6.3.8.6

Aircraft position and height must be countinuously monitored throughout the


approach.

Ground Maneuvering

Taxiway Y not authorised for A300, A330, A340-600 or B777.


6.3.8.7

Departure Procedure

Request ATC clearance 20 minutes prior to engine start-up.


Clearance is issued via SID regardless of VOR serviceability. Expect clearance to turn
and join airway after Take-off. Final level enroute will be issued by DAR control.
6.3.8.8
ICAO
Code

Destination Alternates
RFF

IAP

RWY LDA
(m)

Location
HKJK

MAX Pavement Weight in Tons for


Aircraft
772 / 3

343 / 6

332 / 3

300 / 10

320 / 1

ILS/VOR 06/24 4117

MAX

MAX

MAX

MAX

MAX

VOR/ILS 03/21 3350

MAX

MAX

MAX

MAX

MAX

ILS/NON 07/27 3500

MAX

MAX/370

MAX

MAX

MAX

NON/DME 18/36 2460

NOT

NOT

NOT

Nairobi
HKMO

Mombasa
HTKJ

Kilimanjaro
HTZA

7
165/MAX MAX/85

Zanzibar

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6.3.9

GENEVA (LSGG) - SWITZERLAND

Name of Airport : Geneva International Airport


6.3.9.1

Airfield Data

RFF

IAP

ILS / ILS

6.3.9.2

RWY

05/23

LDA
(m)

3570

MAX Pavement Weight in Tons for


Aircraft
772 / 3

343 / 6

332 / 3

300 / 10

320 / 1

MAX

MAX

MAX

MAX

MAX

Company Restrictions
Circling to the South not authorized.

6.3.9.3

General Warning, Cautions and Notes

Warning:

Runway 05 - Known problems of false localizer capture on ILS. Aircraft may turn
towards high ground during the false capture. Monitor position using R-226 GVA.

Warning:

APU usage not authorized on stands equipped with Air Condition and electrical
power, except 5 minutes prior engine start or when ground equipment
unserviceable.

Caution:

Runway 05 - Due terrain between 14nm and 10nm (GVA VOR), Radio
Altimeter is inaccurate with reference to HAT.

Caution:

Runway 23 - Lake Geneva is below runway elevation, Radio Altimeter is


inaccurate with reference to HAT during final approach.

Caution:

VFR traffic - Operating in vicinity without MODE C. A good lookout is prudent


for non-mode C TCAS returns.

Caution:

Runway 05 - Expect turbulence on final approach.

Caution:

Arrivals - Arriving from any direction into Geneva, caution is advised when
accepting descent clearance due high terrain.

Caution:

Runway Incursion HOT SPOTS - published on Jeppesen Chart 10-9s.

Note:

Due surrounding terrain, 180 kts is max maneuvering speed for both CAT C &
CAT D during circling.

Note:

Consider the use of TERR mode on ND.

Note:

Runway 05 - ILS DME reads zero at displaced threshold.

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6.3.9.4

Terrain

Geneva aerodrome is situated at Southwest end of Lake Geneva with the city to the
Southeast.
High terrain is located in all quadrants. East/Northeast, terrain initially rises steeply to 5,300ft
MSL at 7nm, reaching 7,500ft MSL at 20nm and rising further to 10,700ft MSL by 32nm. On
Runway 23 extended centerline, terrain to 3,700ft MSL at 9nm.
South and East are the ALPS, with Mont Blanc, 15,783ft MSL located 40nm Southeast.
6.3.9.5

Air Traffic Control

ATC standard is good. Radar vectoring is used. Arrival speed restrictions advised via ATIS or
as cleared by ATC. Upon first contact with Geneva Arrivals, report aircraft type.
Night Curfew
Arrivals can only be expected to receive an approach clearance if overhead GVA VOR, no
later than 15 minutes before the night curfew comes into effect.
ATC slot allocated, engine start-up not before 15 minutes prior to the slot. Runway 23 in use,
due long taxi time, call 20 minutes prior to the slot.
6.3.9.6

Weather

Winter: Surrounding high ground has effect on frontal activity with CBs and winds of 40kts to
50kts giving turbulence. Average snowfall is 7-8cm per month. During high-pressure period
fog is frequent particularly in December. Cloud bases of 200-400ft to be expected with
Northeast winds.
Summer: Generally good weather, thunderstorms are frequent. Expect turbulence on final
approach Runway 05 especially with Northeast winds.
6.3.9.7

Arrival Procedure

All STARs have numerous crossing altitudes and speed restrictions. Observe published
speed limit points (SLP) when broadcasted on ATIS or cleared by ATC.
ATC will expect the aircraft to be in clean configuration for as long as possible considering
safety requirements. Speed shall be reduced, landing gear extended and flaps set in such a
way that landing configuration and speed are established 4NM from touchdown.
ATC speed and altitude requests may leave the aircraft being placed above the ideal descent
profile; more drag technique will normally provide best solution.
Arriving from Southeast, STARs have altitude restrictions of 18,000ft within 28nm of the
airport. Flights arriving from Newark will generally use LUSAR STAR, which has numerous
altitude crossing and speed restrictions.
Runway 23 - Published speed, altitude and bank angle restrictions
Radar vectoring to a 15 mile final is common, RWY05 to waypoint INDIS, RWY 23 to SPR
VOR, resulting in reduced track miles. 220kts may be requested approaching transition point.
The VOR approach to Runway 05 has a decent angle of 3.7 but the PAPIs are set to the ILS
descent slope of 3.0. Consider the landing flap selection and transition to visual guidance.
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Runway 05 - Vacate via taxiway B;

Runway 23 - After landing vacate via taxiway D or E for South Apron;

Marshalling and follow me vehicle available;

Taxiway F - Not authorized.

A330 & A340: Stands: 1 to 12, R9 to R12, 71 to 74, 21 to 28, 31 to 34, 41 to 44 - Not
authorized.

6.3.9.8

Ground Maneuvering

Nil
6.3.9.9

Departure Procedure:

Start-up procedures published, see Jeppesen briefing pages. Contact ATC 5 minutes prior
start-up. Towing or push back, a general authorization only will be given to the flight crew.
Detailed instructions transmitted directly to tug driver.
All SIDs are minimum noise routings, which must be flown as accurate as possible. Climb
gradients greater than 3.3% required, speed and bank angle restriction published, minimumcrossing altitudes must be observed.
Some SIDs have initial climb out chart published with transition to en-route structure.
Due surrounding terrain and SID climb gradients, careful planning is required in case of
engine failure during climb out, and should be briefed during pre-flight briefing.
Runway

Aircraft

Note

Runway 23

A330

Under certain conditions, take-off performance


maybe
limited
using
TOGA, therefore usage of BUMP is
necessary.

Runway 05/23

A330

Strictly adhere to EOSID.

a) Bird Hazard:
A system is in operation for deterrence against bird strikes. If needed, crews can request its
operation by contacting ground control tower (APRON 121.750 MHZ) between 0600 and
2200LT.

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6.3.9.10 Miscellaneous
a) Security
A suitable service provider will do pre-departure security check for the GVA-EWR sector
as listed below.

Aircraft search will be carried out by ICTS and a copy of the search form will be
handed over to the CSD.

Catering will be escorted to the aircraft and a checklist confirming seal numbers will be
handed over the CSD/CS for their confirmation that the seals were intact on delivery
to aircraft.

Copy of this form will also be handed over to the CSD/CS for records.

6.3.9.11 Destination Alternates


ICAO RFF

IAP

RWY

LDA
(m)

Location
LFLL

Lyon
LFPG

Paris
Charles-De
Gaulle
LFSB

Milan-Malpensa
LSZH

772 / 3

343 / 6

332 / 3

300 / 10

320 / 1

ILS / ILS

18L/36R 2670

MAX

MAX

MAX

MAX

MAX

VOR / ILS

18R/36L 4000

319/317

249/316

162/160

MAX

MAX

ILS / ILS

08L/26R 3615

MAX

MAX

MAX

MAX

MAX

ILS / ILS

08R/26L 2700

273/270

MAX/341

MAX

MAX

MAX

ILS / ILS

09L/27R 2700

344/341

MAX

MAX

MAX

MAX

ILS / ILS

09R/27L 3600

MAX

MAX

MAX

MAX

MAX

3900

NOT

NOT

MAX/NOT

MAX

MAX

17L/35R 2977

MAX

MAX

MAX

MAX

MAX

NON / ILS 17R/35L 3515

MAX

MAX

MAX

MAX

MAX

7*

Basle-Mulhouse
LIMC

MAX Pavement Weight in Tons for


Aircraft

ILS / NON

ILS / VOR

15/33

NON / VOR

10/28

2500

297/294

MAX/349

MAX

MAX

MAX

ILS / NON

14/32

3150

297/294

MAX/349

MAX

MAX

MAX

ILS / VOR

15/33

3230

297/294

MAX/349

MAX

MAX

MAX

Zurich

Note:

* RFF Upgrade to CAT 8 available on request

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6.3.10 GUANGZHOU (ZGGG) - CHINA


Name of Airport : Baiyun
6.3.10.1 Airfield Data

RFF

IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for


Aircraft
772 / 3

343 / 6

332 / 3

300 / 10

320 / 1

ILS/DME

02L/20R 3600

MAX

MAX

MAX

MAX

MAX

ILS/DME

02R/20L 3600

MAX

MAX

MAX

MAX

MAX

6.3.10.2 Curfew / Slot Limitations


Restricted opening hours.
6.3.10.3 General Warning, Cautions and Notes
Warning:

TWY G,V and W cross with the airport service path, be vigilant while passing the
intersections.

Caution:

Do not mistake the expressway located at west of RWY 02L / 20R for the runway.
Surrounding terrain may induce windshear conditions

Note :

RWY 02R/20L - Maximum take-off weight is not possible. Consult LPC (Airbus)
or "OPT (Boeing)".

6.3.10.4 Terrain
The airport is located 31km northeast of the city, generally on a flat terrain. Several hills with
gentle slopes near north end of runway between 6-10nm at an altitude of 900-1800ft, which
may contribute to windshear conditions.

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6.3.10.5 Air Traffic Control

Entering Guangzhou approach area, radar vectoring/sequence to middle


approach segment or to time runway is in sight.

Arrival / Departure procedures - Strict adherence is required.

Due several domestic airports surrounding Guangzhou, traffic congestion may


result. Strictly adhere to track/altitudes and follow ATC instructions.

Simultaneous runway operation in use for both departure and arrival.

Delays greater than 30mins from filed ETD; the ATS flight must be amended.

Aircraft delayed by more than 30mins, the flight plan must be modified to show
revised EOBT.

Jeppesen Hi/Lo Level Altitude charts CH (H/L) 1/2 & 3/4 has detailed inset charts showing
surrounding airway structure.
6.3.10.6 Weather
Guangzhou has subtropical climate, with distinctive seasons.
Summer - April-September: Hot and humid, most rainfall occurs during these months.
Average summer temperatures range from mid 20s to low 30.
Winter winters are generally warm, average temperature is 14.
Note:

During the months of July and August, typhoons are experienced along the
southern China coast, which may affect alternate selection and result in
distanced alternates being required.

6.3.10.7 Arrival Procedures

During simultaneous approaches, assigned STARs may contain additional track miles.

Contact APP on assigned frequency before entering into the Approach Control Area.

Expect RWY 02R or 20L for landing.

Traffic circuits of RWY 02R/20L shall be made to the east, and traffic circuits of RWY 02L/
20R shall be made to the west.

Traffic circuit altitude: 1500ft 1800ft (500m-600m).

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6.3.10.8 Ground Maneuvering

After vacating RWY, especially under conditions of low visibility, report RWY and TWY
designation on initial contact with GRD.

Follow-me vehicle service and towing service available via Ground Control.

Prior to push back from parking stand, verify pushing direction and approved RWY
designation to GND.

180 turn on RWY is forbidden.

6.3.10.9 Departure Procedures

Contact Delivery Control 10 mins prior to door closure

Start-up clearance contact Baiyun Ground and report 1.Parking Stand, 2. Destination

Contact TWR while approaching RWY holding position.

Expect RWY 02L or 20R for departure

SIDs speed, climb gradient and altitude restrictions published

Note:

In order to avoid frequency congestion, pilot shall leave TWR frequency without
instructions from controller as soon as airborne and contact APP immediately on
the frequency assigned by ATC clearance.

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Metric Flight Level (FL) and Feet (ft) Conversion above Transition Altitude
TRUE TRACK
WEST
180 - 359
Meter
13100
12200
11600
11000
10400
9800
9200
8400
7800
7200
6600
6000
5400
4800
4200
3600
3000
Note:

EAST
0 - 179
Feet
43000
40100
38100
36100
34100
32100
30100
27600
25600
23600
21700
19700
17700
15700
13800
11800
9800

Meter
12500
11900
11300
10700
10100
9500
8900
8100
7500
6900
6300
5700
5100
4500
3900
3300
2700

Feet
41100
39100
37100
35100
33100
31100
29100
26600
24600
22600
20700
18700
16700
14800
12800
10800
8900

Feet values are rounded to nearest 100 for the purpose of FCU altitude setting.

Feet (ft) to Meter (m) conversion below Transition Level (TL)


QNH

Note:

Meter

Feet

3300

10800

3000

9800

2700

8900

2400

7900

2100

6900

1800

5900

1500

4900

1200

3900

900

3000

600

2000

550

1800

Feet values are rounded to nearest 100 for the purpose of FCU altitude setting.

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6.3.10.10 Destination Alternates

ICAO

RFF

IAP

RWY

LDA
(m)

Location

ZGSZ

MAX Pavement Weight in Tons for


Aircraft
772 / 3

343 / 6

332 / 3

300 / 10

320 / 1

MAX

MAX

MAX

MAX

2865 317/311 MAX/372

MAX

MAX

MAX

9
ILS/ILS

15 / 33

3400 333/329

ILS

34

ILS/ILS

05/23

3050

MAX

MAX

MAX

MAX

MAX

ILS/ILS

03/21

3600

MAX

MAX

MAX

MAX

MAX

ILS/ILS

16/34

3800

MAX

MAX

MAX

MAX

MAX

ILS/ILS 17L/35R 4000

MAX

MAX

MAX

MAX

MAX

ILS/ILS 17R/35L 3400

MAX

MAX

MAX

MAX

MAX

ILS/ILS 07R/25L 3640

MAX

MAX

MAX

MAX

MAX

ILS/ILS 07L/25R 3627

MAX

MAX

MAX

MAX

MAX

Shenzhen
VMMC

Macao
(note1)
ZSAM

XIAMEN
ZSFZ

Fuzhou
ZSPD

Shanghai Pudong
VHHH

Hong Kong
(note2)
Note 1:

Macao - 1) Limited parking space and may become congested. 2) Weather


conditions should favor usage of RWY341. 3) Runway 16 not authorized. 4)
Immigration problems similar to Hong Kong.

Note 2:

Hong Kong should be used as a last resort due to immigration issues in


transferring passengers from Hong Kong to Mainland China.
Contact Cathay Dispatch at VHR 131.6 for diversion into HKG.

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I N T E NT I O N A L LY

L E F T

B L A N K

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6.3.11 HONG KONG (VHHH)


Name of Airport : Hong Kong International
6.3.11.1 Airfield Data
RFF

IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for


Aircraft
772 / 3

343 / 6

332 / 3

300 / 10

320 / 1

ILS / ILS

07R/25L 3640

MAX

MAX

MAX

MAX

MAX

ILS / ILS

07L/25R 3627

MAX

MAX

MAX

MAX

MAX

6.3.11.2 General Warning, Cautions and Notes


Warning1: Birds in vicinity of airport.
Warning2: Minimum sector altitude MSA is based on TH and TD VOR, which are 22NM
EastSouth-East of Airport reference point.
Caution:

Taxiways Z1 and Z2 not authorised due to the width and low PCN.

Caution:

Taxiways Z3 not authorised due to low PCN.

Note:

Continuous descent approach for runway 25 L/R and preferential use of runway
07L/R applies as per Jeppesen 10-4.

Note:

During parallel runway operations the aerodrome traffic zone is split into two
sectors. These are :
1) The North runway (07L/25R) ATS call sign is Hong Kong Tower North.
2) The South Runway (07R/25L) ATS call sign is Hong Kong Tower South.

Note:

Direct contact with RFF vehicles on 121.9 Mhz.

6.3.11.3 Terrain
The airfield is located North of Lantau Island with an elevation of 28 feet. Lantau Island is very
hilly terrain, with peaks rising up to 4500 feet in close proximity of the airport. Be especially
aware of peaks rising to 3100 feet just 3 NM South of the airport.
Highest man made obstacle 3277 feet MSL, 11 NM from Threshold of Runway 25R.
The surrounding islands have high ground giving an MSA of 4300 ft at the highest. Omni
directional red strobe lights are located on peaks within approach and take-off areas, flash
every second.

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6.3.11.4 Air Traffic Control


Air Traffic control is generally very good, however Hong Kong is a major airport of the South
China region and has many departures and arrivals.
Note:

ATC will NOT relay any diversion messages to Company or GHA. Any intention
to divert must be communicated to CATHAY DISPATCH at VHF 131.6

6.3.11.5 Weather
Hong Kongs weather is generally windy area with winds of 15 kts coming off the hills from the
East. Strong easterly winds may give rise to turbulence on arrival and departure. Especially if
associated with a typhoon or tropical storm they can lead to severe wind shear.
January to February : Generally cloudy and occasionally there are cold fronts, temperature
may drop to around 10C.
March to April: May be very pleasant although there are occasional spells of high humidity.
Fog and drizzle can be particularly troublesome on high ground, which is exposed to the
Southeast, air traffic services are occasionally disrupted because of reduced visibility.
September to October: The months most likely to be affected by tropical cyclones, although
gales are not unusual any time between May to November. Isolated thunderstorms
sometimes occur in the evening. Heavy rains from tropical cyclones may last for a few days.
About 80% of the rain falls between May to September.
6.3.11.6 Arrival Procedure
NIL
6.3.11.7 Ground Maneuvering
NIL
6.3.11.8

Departure Procedure

Noise abatement procedures are applicable.


Delays in excess of 30 minutes from filed EOBT, the ATS flight plan should be amended.
To ensure efficient co-ordination with adjacent ATS units, the assigned cruising level
should be reached by waypoint DOFIN (AWY V9).
If unable to reach filed flight level by waypoint DOFIN advise ATC at start-up.
All Easterly Departures have a minimum Climb Gradient of 4.1% (RWY 07L) and 4.9%
(RWY 07R) up to 1400ft. In the event of an engine failure strictly adhere to (Special)
EOSID RWY 07L/R, which are included in FMS NAV Database.

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Metric Flight Level (FL) and Feet (ft) Conversion above Transition Altitude
TRUE TRACK
WEST
180 - 359
Meter
13100
12200
11600
11000
10400
9800
9200
8400
7800
7200
6600
6000
5400
4800
4200
3600
3000
Note:

EAST
0 - 179
Feet
43000
40100
38100
36100
34100
32100
30100
27600
25600
23600
21700
19700
17700
15700
13800
11800
9800

Meter
12500
11900
11300
10700
10100
9500
8900
8100
7500
6900
6300
5700
5100
4500
3900
3300
2700

Feet
41100
39100
37100
35100
33100
31100
29100
26600
24600
22600
20700
18700
16700
14800
12800
10800
8900

Feet values are rounded to nearest 100 for the purpose of FCU altitude setting.

Feet (ft) to Meter (m) conversion below Transition Level (TL)


QNH

Note:

Meter

Feet

3300

10800

3000

9800

2700

8900

2400

7900

2100

6900

1800

5900

1500

4900

1200

3900

900

3000

600

2000

550

1800

Feet values are rounded to nearest 100 for the purpose of FCU altitude setting.

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6.3.11.9 Destination Alternates


ICAO

RFF

IAP

RWY

LDA
(m)

Location
RCKH

MAX Pavement Weight in Tons for


Aircraft
772 / 3

343 / 6

332 / 3

300 / 10

320 / 1

9
ILS/LOC

09/27

2700 275/344

MAX/344

MAX

MAX

MAX

ILS/ILS

05/23

3660 297/294

MAX/349

MAX

MAX

MAX

ILS/ILS

06/24

3350 294/294

MAX/349

MAX

MAX

MAX

ILS

34

2865 317/311

MAX/372

MAX

MAX

MAX

Kaohsiung
RCTP

Taipei Chiang
Kai Shek
VMMC

Macao
ILS/ILS 01L/19R 3700

MAX

MAX

MAX

MAX

MAX

Bangkok SuvarILS/ILS 01R/19L 4000


nabhumi

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

VTBS

10

RPLL

9
ILS/ILS

06/24

3410

Manila

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6.3.12 HOUSTON (KIAH) - USA


Name of Airport : George Bush Intercontinental
6.3.12.1 Airfield Data
RFF

IAP

LDA
(m)

MAX Pavement Weight in Tons for


Aircraft
772 / 3

343 / 6

332 / 3

300 / 10

320 / 1

3048

MAX

MAX

MAX

MAX

MAX

ILS

08L/26R 2743

MAX

MAX

MAX

MAX

MAX

ILS

08R/26L 2866

MAX

MAX

MAX

MAX

MAX

ILS

15L/33R 3658

MAX

MAX

MAX

MAX

MAX

ILS

15R/33L 3048

MAX

MAX

MAX

MAX

MAX

ILS

RWY

09/27

D - ATIS

PDC / DCL

TWIP

Available

PDC

Available

Noise Abatement Procedure Departure 1 (NAPD 1) to be used at all US Airports


6.3.12.2 General Warning, Cautions and Notes
Caution :

Weather fronts build up rapidly to the East and West. Inbound traffic maybe rerouted to Dallas Forth-Worth (KDFW).

Caution :

Moderate turbulence and windshear can be expected on final approach.

Caution :

Runway 26L approach - Do not confuse cargo apron (well light) with runway
during low visibility.

Caution :

TCAS RA due VFR traffic may occur.

Caution :

Bird Concentration on and in vicinity of aerodrome, especially Spring and


Autumn.

Caution :

LAHSO (Land and Hold Short Operations) - Not authorized for Qatar.

Note :

Transponder (MODE C) to be operated on all Taxiways and Runways.

Note :

Frequent FAA inspections - personal, aircraft documents including safety


equipment.

6.3.12.3 Terrain
Generally flat with no significant terrain. Obstacle(s) to 1,050ft located 10nm South. The city
of Houston is located 23 miles South.

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6.3.12.4 Air Traffic Control


Busy airport and ATC environment due several nearby domestic airports. To the South is the
busiest, Houston Hobby.

ATC transmissions can be rapid and abbreviated.

Be alert to Runway Clearances. Read back of all runway holding instructions is


required.

SWAP (Severe Weather Avoidance Procedure) used to reduce en-route capacity. Reroutes and revised flows are used to avoid severe weather..

6.3.12.5 Weather

Prevailing wind - South/Southeasterly, Strong Northerly winds can occur after weather
front has passed, usually lasting 12-36 hours, which may have significant impact on
traffic flow rate if Runway 33L/R is required.

Spring - Supercell thunderstorms can occur.

Summer - Hot and Humid, average daily max temperature 34C, evening between 2631C. Afternoon thunderstorms (average 15 days per month) are common and
intensive with associated turbulence, low ceiling and poor visibility in heavy rain,
resulting in potential arrival delays/diversions.

Winter - Cold fronts moving southward bring rain, low wind chill, freezing rain. Fog
may occur Nov-Mar, forms early morning and dissipating by 10am.

Jan, Apr, Oct and Dec - Texas and Louisiana airports experience high frequency of
radiation, advection and pre-frontal fog. Fog conditions occur less during Feb, Mar,
May and Nov.

Hurricanes (Season Jun-Nov) and tropical cyclones affect the Texas/Louisiana Coast.

6.3.12.6 Arrival Procedure

Peak Arrival Times

1830-1930 & 2230-2330 (UTC)

Extended holding and arrival delays to be expected at any time due traffic and changing
weather. Preferred Runways (best flow rate) - Runways 26L, 27 and 26R (CAT III) up to 810kts tailwind. Crew to plan and brief for potential Runway change. ATC advises Runway in
use on first contact.

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Triple simulatneous parallel approaches (Runway 26L/R & 27) in use during busy
periods.

If Runway 15L/R or 33L/R used for arrivals, flow rate is reduced considerably.

Radar vectoring used extensively.

Runway 09 - Not used in easterly configuration for heavy jets.

Runway 08R/26L - Closest Runway to parking position. Request where possible.

6.3.12.7 Ground Maneuvering

Qatar Airways - Operates from Terminal D (North Ramp).

Taxiway Restrictions for B777, A346 and A330 - See Jeppesen Chart.

Areas around Taxiway NB and WV when departing Runway 15L/R can be


confusing due many Taxiways joining together.

Hot Spots - Runway 26L Taxiway NP & NE, Runway 15L/R at Taxiway WL.

Gates

Gates D4 / D9 - Taxi onto stand w/E1 shut down

Gate D7 - Turn onto lead-in line on stand and be prepared to stop short. Ramp
crew will tow-in.

Gates D5 / D11 / D12 - No restrictions - normal taxi onto stand.

General

The lateral lights (on the right or left as aircraft approaches parking stands) which
are two neon lights lining up to advise the crew to stop, can only be aligned for one
type of wide body aircraft.

Arriving crew should be instructed to disregard these lights and watch the ground
crew, then the red stop light the ground staff will manually deploy when the aircraft
is on the stop mark

There is no count down indications from stop light informing pilot approaching the
final stopping point.

6.3.12.8 Departure Procedure

Peak Departure Times

2230-2330 & 0100-0200 (UTC)

Typical departure profile for Runway15L/R, Expect right turn to North/Northeasterly Heading,
with a restriction to maintain 4,000ft. After clearing downwind arriving traffic, a clearance to
15,000ft is initiated.

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PDC - available Request 20 minutes prior to EOBT.

Push back Clearance - Contact Ramp Control North for pushback to hand-off point
(12 or 19). Ramp control will advise either tail West or tail East. Push back
clearance ends at hand-off point. Wait for further taxi instructions.

Note :

See Jeppesen Chart for location of Hand off points.

After push back clearance, contact clearance delivery and state hand-off point and
ATIS. Clearance delivery will advise to contact Ground Control.

ATC Preferential Runway - Runway 15L (1st) / 15R (2nd) and Runway 09 (Traffic
Permitting).

Runway 33L, take-off weight restriction may impact payload.

6.3.12.9 Destination Alternates


ICAO

RFF

IAP

RWY

LDA
(m)

Location

MAX Pavement Weight in Tons for


Aircraft

772 / 3

343 / 6

332 / 3

300 / 10

320 / 1

KAUS* 8 (D)

ILS/ILS

17L/35R 2743

MAX

MAX

MAX

XXX

XXX

Austin - Bergstorm

ILS/ILS

17R/35L 2733

MAX

MAX

MAX

XXX

XXX

KDFW 9 (E)

ILS/ILS 13L/31R 2553

MAX

MAX

MAX

XXX

XXX

ILS/ILS 13R/31L 2835

MAX

MAX

MAX

XXX

XXX

ILS/ILS 17L/35R 2591

MAX

MAX

MAX

XXX

XXX

ILS/ILS 17C/35C 4085

MAX

MAX

MAX

XXX

XXX

ILS/ILS 17R/35L 4085

MAX

MAX

MAX

XXX

XXX

ILS/ILS 18L/36R 4084

MAX

MAX

MAX

XXX

XXX

ILS/ILS 18R/36L 4084

MAX

MAX

MAX

XXX

XXX

Dallas Forth
Worh

KMSY 8 (D) ILS/LOC

01/19

2134 303/300

MAX/357

MAX

XXX

XXX

New Orleans
Armstrong

ILS/ILS

10/28

2987 303/300

MAX/357

MAX

XXX

XXX

KMEM 8 (D)

ILS/ILS

09/27

2727

MAX

MAX

MAX

XXX

XXX

18L/36R 2743

MAX

MAX

MAX

XXX

XXX

ILS/ILS 18C/36C 3389

MAX

MAX

MAX

XXX

XXX

ILS/ILS

MAX

MAX

MAX

XXX

XXX

ILS/ILS
Memphis Intl

18R/36L 2782

* KAUS - Fuel and go. Wide-body support is limited.

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6.3.13 HYDERABAD (VOHS) - INDIA


Name of Airport : Rajiv Gandhi International
6.3.13.1 Airfield Data
RFF

10

IAP

ILS / ILS

RWY

09/27

LDA
(m)

4260

MAX Pavement Weight in Tons for


Aircraft
772 / 3

343 / 6

332 / 3

300 / 10

320 / 1

MAX

MAX

MAX

MAX

MAX

6.3.13.2 Curfew/Slot Restrictions


NIL
6.3.13.3 General Warning, Cautions and Notes
NIL
6.3.13.4 Terrain
NIL
6.3.13.5 Air Traffic Control
The standard of ATC and English is average. Keep phraseology simple.

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6.3.13.6 Weather
Monsoon dominated weather.
December to February : North East Monsoon. Average mid day temperature: 30C. Light
winds and cool weather with minimum overnight temperatures around 22C. Occasionally
frontal depressions. Frequent morning fog usually clearing by 10:00 local time.
March to Mid June : Hot Season. Temperatures slowly build up until the start of the
Southwest Monsoon with storms towards the end of the period. Average mid day
temperature 34C.
Mid June to September : South West Monsoon. Some continuous rain with thunderstorms
that do not usually last more than 10 days month. Little rains can be expected in September.
The average maximum temperature is about 32C.
October to November : Fine warm weather with haze in the morning. The average
maximum temperature is about 30C.
6.3.13.7 Arrival Procedure
Expect radar vectors. 8nm seperation between traffic on finals.
Caution:

Do not mistake Hakimpet Air Base and old Hyderabad Airport as they have the
same runway alignment.

Radio Communication Failure Procedures


a) When following the STARs under pilots own navigation and clearance for an
instrument approach procedure has been issued aircraft shall continue to follow the
STAR and land. If radio communication failure takes place prior to clearance for
instrument approach procedure is issued, aircraft shall maintain the last assigned
level or FL85 whichever is higher and proceed to HIA VOR to join the holding via
shortest route and thereafter, carry out the instrument approach for the RWY for which
the initial STARs clearance was issued.
b) When under radar vector and clearance for approach has been issued aircraft shall
continue the final approach and land. If the failure takes place prior to clearance for
Approach has been issued, aircraft shall maintain the last assigned heading and level
for one minute and thereafter climb to FL 85 or the last assigned level whichever is
higher and proceed to join HIA VOR holding and thereafter carry out the instrument
approach.

6.3.13.8 Ground Maneuvering


Taxi B2, K1, K2, K3 and M, may only be used by A320 family.

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6.3.13.9 Departure Procedures

RWY 27 Preferred for landing and take-off

Departure clearance Include intermediate levels (Max FL250), further climb with Chennai
after departure. In all cases, ATC will forward request levels to control on startup clearance
request.

Radio Communication Failure Procedures


a) Pilot Navigation SIDs
On the recognition of communication failure maintain 7000ft or the level assigned by
ATC, whichever is higher until 25 DME (HIA) or the specified way point in the SID
whichever is later. Thereafter, climb to flight plan level and continue to follow the SID
until termination point. If the communication failure takes place beyond 25 DME
continue to follow the SID, maintain the last assigned level by ATC, if any, or FL85
whichever is higher for 2 minutes and then climb to flight plan level
b) When under Radar Vector
On the recognition of failure proceed as follows:

Inside 15 DME (HIA) maintain last assigned heading until 20 DME, climb to 7000
feet or the level assigned by ATC whichever is higher. After 20 DME climb to FL85
or the last assigned by ATC whichever is higher and proceed directly to intercept
the flight plan route.

At or beyond 15DME (HIA) maintain last heading for 2 minutes, climbing to FL85 or
the last level assigned by ATC whichever is higher. Then proceed directly to
intercept the flight plan route.

Five minutes after recognition of failure commence climb to flight plan level
approach procedure for the RWY for which the initial cleared was issued.

6.3.13.10 Other Information


Local Regulation :
An aircraft Release Certificate (ANNEXURE ll - CIRCULAR NO. 05/2007 BCAS - INDIA)
must be signed for all aircraft departing Hyderabad. This certificate should be singed by all
concerned agencies (i.e. Engineering, Commercial, catering, Ground Support, Security and
the Aircraft Commander).

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6.3.13.11 Destination Alternates

ICAO

RFF

IAP

RWY

LDA
(m)

Location

VABB

Mumbai
VANP

MAX Pavement Weight in Tons for


Aircraft

772 / 3

343 / 6

332 / 3

300 / 10

320 / 1

ILS/ILS

09/27

2963

MAX

MAX

MAX

MAX

MAX

ILS/VOR

14/32

2517

MAX

MAX

MAX

MAX

MAX

VOR/ILS

14/32

3200

NOT

NOT

NOT

NOT

MAX

ILS/ILS

09/27

4000

MAX

MAX

MAX

MAX

MAX

VOR/ILS

09/27

3400 MAX/367 MAX/342

MAX

MAX

MAX

MAX

MAX

MAX

Nagpur
VOBL

Bangalore
VOCI

8*

Cochin
Note :
VOMM

RFF upgradeable to RFF CAT 9 upon request.


9
ILS/ILS

07/25

3658

MAX

MAX

Chennai

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6.3.14 KHARTOUM (HSSS) - SUDAN


Name of Airport : Khartoum International
6.3.14.1 Airfield Data

RFF

IAP

ILS / ILS

RWY

18/36

LDA
(m)

2980

MAX Pavement Weight in Tons for


Aircraft
772 / 3

343 / 6

332 / 3

300 / 10

320 / 1

MAX

MAX

MAX

MAX

MAX

6.3.14.2 General Warning, Cautions and Notes


Caution:

Large birds in vicinity of airport are often found between 15th June and 15th
October.

Caution:

Small animals (e.g. dogs) run freely on the airport and may constitute a hazard
especially on the runway.

Caution:

Exercise caution whilst manoeuvring on the apron due to limited parking space.

Caution:

Exercise extreme caution when manoeuvring between Taxiways B and C


because of cracks on the apron shoulders and limited wing tip clearances.

Note:

Apply in-flight broadcast procedures on 126.9 MHz in the African airspace.

6.3.14.3 Terrain
The airport is located 1 NM East of the city on flat desert terrain with an elevation of 1260
feet. Two significant obstacles are shown on the charts, one to the Northwest and one to the
Southeast.
The Blue Nile flows East to West just North of the airfield joining the White Nile which flows
South to North 4 NM Northwest of the airfield.
6.3.14.4 Air Traffic Control
Air Traffic Control is generally poor, standard phraseology should be used at all times.
Radar is available within 50 NM of the airfield.
Much East-West traffic in Khartoum FIR is during HAJ season.

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6.3.14.5 Weather
Frequent dust and sand storms may lower visibilities to below minimums especially when the
wind is greater than 15 kts.
May to September : Hot season, brings thunderstorms, some of which are severe. They are
normally short-lived (15 mins) and therefore it is better to hold away from the airport until the
weather clears. Note, gust front may be 40 to 50 NM ahead of the storm, it picks up dust and
may cause problems for aircraft. Visibilities may reduce to below 500 metres. The heavy rain
which follows may cause flooding but the runway usually remains clear.
July and August : Line squalls are possible.
October to April : Weather is much better and generally fine.
Strong winds at any time of the year will reduce visibility drastically in rising sands.
6.3.14.6 Arrival Procedure
The VORs in the region are very unreliable and the signals do fluctuate. The ILS is subject to false captures very close to the actual beam and must be used with caution. It is
good practice to monitor the ILS with the VOR radial due to the reliability of the ILS.
Caution:

Avoid confusing street lighting 3 NM West of Runway 36 and bridge lighting


on final approach for Runway 18 with ALS.

Caution:

Crews are advised that runway, taxiway and apron markings are in a faded
condition, exercise caution.

Aircraft are required to backtrack, the turning loops are unlit. FOD is a big problem on the
taxi and apron areas. The apron and taxiways are in poor condition.
Radar vectoring is poor when used. Reports of ATC holding aircraft high, resulting in
making the approach profile impossible to achieve. The LOC has been reported as
being unreliable (crew report 2006).
6.3.14.7 Ground Maneuvering

Taxiway E, F and G not authorised for company aircraft

Exercise caution when operating on apron.

6.3.14.8 Departure Procedure


Backtrack will be required using either runways. Noise Abatemnt Departure Procedure
(NADP) - NADP A
6.3.14.9 Customs and Immigration
Crew staying overnight, passports will be held by immigration and returned at time of
departure.
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6.3.14.10 Destination Alternates


ICAO
Code

RFF

IAP

RWY

LDA
(m)

Location
HESN

MAX Pavement Weight in Tons for


Aircraft
772 / 3

343 / 6

332 / 3

300 / 10

320 / 1

MAX

MAX

MAX

MAX/N

MAX

MAX

ILS/ILS 16C/34C 3303 313/308 MAX/369

MAX

MAX

MAX

ILS/ILS 16L/34R 3690

MAX

MAX

MAX

MAX

MAX

MAX

9
VOR/ILS

17/35

3402 340/336 MAX/342

VOR/ILS

17/35

2500

Aswan
HSPN

7
NOT

NOT

Port Sudan
OEJN

MAX

MAX

Jeddah
ILS/ILS 16R/34L 3803 313/308 MAX/369

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6.3.15 LAGOS (DNMM) - NIGERIA


Name of Airport : Murtala Muhammed
6.3.15.1 Airfield Data
RFF

IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for


Aircraft
772 / 3

343 / 6

332 / 3

300 / 10

320 / 1

18R/36L 3900

MAX

MAX

MAX

MAX

MAX

ILS / NON 18L/36R 2745

MAX

MAX

MAX

MAX

MAX

ILS / VOR
9

6.3.15.2 Company Restriction


Note:

Uplift of Potable water is not permitted from Lagos.

6.3.15.3 General Warning, Cautions and Notes


Warning:

Query information whenever an ATC clearance is issued contradicting a NOTAM.

Caution:

Airfield lighting is unreliable due to power outages.

Caution:

Degraded-braking action when runways are wet due to rubber deposits.

Caution:

Beware of FOD on aprons and taxiways.

Caution:

During low visibility, do not mistake 18L or parallel taxiway for runway 18R,
especially when conducting offset VOR approach to runway 18R.

Caution:

Exercise caution during taxi due to uncontrolled vehicular and pedestrian


movement.

Caution:

Parking stand, wingtip and engine clearance is an issue if overshoot parking


position.

Caution:

Do not use parallel taxi East of Runway 36R/18L.

Note:

The ILS is not monitored by ATC. Continual monitoring of the LOC and GS is
essential. Descent progress should be monitored with reference to FPA.

Note:

Reports of inaccurate surface winds and visibility, particularly during adverse


weather conditions.

Note:

Many taxiways have poor markings and no designation, and combined with poor
ATC. Taxiway confusion is possible.

6.3.15.4 Terrain
No significant terrain. The airport is located on a flat coastal plain.
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6.3.15.5 Air Traffic Control

ATC standards is poor, lack of adherence to standard procedures and phraseology.


Instructions are generally not clear.

Controllers speak fast and with heavy accent. Use standard phraseology.

Frequencies - Poor reception and congestied due traffic volume

ATIS has been reported having limited range.

During HAJ season, routing to/from Doha may be longer than normal due revised
routing.

6.3.15.6 Weather
The climate of Nigeria is tropical in nature, which is occasionally subjected to variations,
depending on the rainfall. It is characterized by strong latitudinal zones.
Seasons are defined as the wet season, from April to October, and the dry season, from
November till March. The wet season is particularly noticeable on the Southeastern coast.
February to March: Beginning of rainy season, known as the Southwest monsoon. The
beginning of the rains is usually marked by the incidence of high winds and heavy but
scattered squalls.
April to September: Rainfall is most intense during May-July.
October to November: Clear skies.
December to February: During Harmattan winds, reduced visibility due dust and haze can
be expected. Low clouds frequent in early morning. Fog is a daily occurrence, forming before
dawn and clearing by 0900Z.
Note:

The most severe weather at Lagos comes from line squalls, moving from East to
West during the spring when the ITCZ is moving Northward. Long lines of dark
clouds, rapid rise in wind speed, heavy rain and rapid change in wind direction
characterize these squalls.

Note:

During December to January, whenever the forecast visibility is below the


published minima, consider an additional one-hour holding fuel.

Note:

Winds - generally Southern in direction, with the exception of December, when


winds are Northerly in direction.

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6.3.15.7 Arrival Procedures


NO STARS published. Radar service provided. Inbound, clearance must be obtained
from Lagos approach before crossing the Control Area Boundary. If no contact, try for
relay through other aircraft to Lagos Information on VHF/HF.
Prevailing conditions favor RWY18s, expect either RWY18R ILS or VOR/DME procedure.

ILS 18R G/S is erractic (Crew report Nov 2008)

6.3.15.8 Ground Manuevering

Surface marking are faded and difficult to read/see, especially during adverse weather
conditions. (Crew report 2008)

Aerobridges are fixed, require accurate positioning.

Late stopping instructions from marshaller has occcured on several occasion. (Crew
reports Nov 2008)

Do not use parallel taxiway East of Runway 36R/18L.

6.3.15.9 Departure Procedures


Confirm with ATC that flight plan matches filed flight plan. Call for start clearance 15mins
prior ETD, departure clearance issued during taxi out. Expect outbound routing initially on
a radial from LAG VOR, particularly with inbound traffic on R778 (049).
Crossing height restriction FL100 (VOR LAG), and can only be met if departing
runway18R.
6.3.15.10 Customs, Immigration and Security
Overview
Lagos is one of Africas largest, most populated city. It is an urban sprawl, with Lagos
island at its heart. The city is overcrowded, polluted and expensive. Travel around
Lagos is stressful and difficult. Armed robbery and petty crime pose as constant threat to
the security of foreigners.
Violent street crime, armed robberies, muggings and carjacking remain prevalent nationwide but particularly in Lagos. Vigilance and adequate security measures are necessary,
particularly at night. The city is filled with poor quality buses and motorcycles that are a
vital part of Lagos Transport Network. They are notorious for crashes and robberies.
Crew are recommended not to travel on them.
Crew Accommodation
Accommodation for crew is arranged at Sheraton hotel, which is approximately 12km
from Airport. The hotel Premises is secure with adequate CCTV coverage and physical
security presence at the entrance, as well as lobby.
Transport
Crew transport is provided by ground handling company called NAHCO. Two armed
Police vehicles will escort the crew transport from Airport to hotel and vice-versa.
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Airport
QR has contracted Check Port Security company to provide security services for our
operations at Lagos. Crew must ensure the security integrity of the catering uplift by verifying each catering seal numbers before accepting on board. Duty Free & Bar cart seals
needs to be cross checked with Check Port Security Personnel on arrival and departure.
In addition to the above, dedicated QR Security staff is stationed at Lagos Airport to oversee QR security requirements.
During crew stay at Lagos, it is strongly recommended that crew remain in the hotel and
strictly avoid venturing around the city
Contact Numbers
In case of any emergency, crew may contact the below mentioned numbers.
Contact Details
Mr. Jamel Ladhari - (+234 8039154503)
Airport Services Manager
Mr. Affun Emmanuel - (+234 8033 064632)
Security Supervisor
6.3.15.11 Destination Alternates
ICAO
Code

RFF

IAP

RWY LDA
(m)

Location
DGAA

772 / 3

343 / 6

332 / 3

300 / 10

320 / 1

MAX

MAX/380

MAX

MAX

MAX

216/214

MAX

MAX

Accra - Kotoka VOR/ILS 03/21 3403


Intl
DBBB

MAX Pavement Weight in Tons for


Aircraft

8
VOR/ILS 06/24 2363 314/311 250/314

Contonou
DNAA

Abuja Ninamdi ILS/ILS 04/22 3610


Azikiwe Intl
DXXX

MAX

MAX

MAX

MAX

NOT

NOT

MAX

MAX

MAX

Lome-Gnass- VOR/ILS 04/22 3000


ingbe Eyadema
Note :

MAX

B777 / A346 - For emergency only, Runway 22 : Landing - must exit via Taxiway
A (LDA2380m). Runway 04 : Take-off from Taxiway A. Runway 04 - turn pad not
suitable for B777 / A346.

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6.3.16 MADRID (LEMD) - SPAIN


Name of Airport : Barajas International
6.3.16.1 Airfield Data
ICAO
Code

RFF

IAP

RWY

LDA
(m)

Location
LEMD

MAX Pavement Weight in Tons for


Aircraft
772/3

343/6

332 / 3

300 / 10 320 / 1

NON / ILS 15L/33R 3500

MAX

MAX

MAX

MAX

MAX

VOR / ILS 15R/33L 4100

MAX

MAX

MAX

MAX

MAX

Madrid - BaraILS / NON 18L/36R 3500


jas (H24)

MAX

MAX

MAX

MAX

MAX

ILS / NON 18R/36L 4350

MAX

MAX

MAX

MAX

MAX

6.3.16.2 General Warning, Cautions and Notes


Note:

Day and Night time preferential Runway System applies as per Jeppesen 10-1P.

6.3.16.3 Terrain
The airfield is located 13 km Northeast boundaries of the city with an elevation of 2000 feet.
The vicinity close to the airfield is hilly.
Madrid is located on a high and dry plateau surrounded by mountains and hilly terrain. The
highest peak in the Madrid terminal area is 8268 ft located about 26 NM Northwest of the field
(La Malicisa and Penalara peaks).
6.3.16.4 Air Traffic Control
ATC standard is generally very good. Use standard phraseology. Extensive use of Spanish
language is made by ATC.

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6.3.16.5 Weather
The climate is dry continental with warm summers. The possibility of precipitation is even
through out the year except at the dry and hot summer time. Generally the main wind
direction is from the west. Due to the hilly surrounding terrain strong winds create bumpiness
during approach and departure.
June to August: Summer months. The average daily temperature can reach upto 31C.
December to February: Winter months. The average daily temperature can drop down to
1C. Low clouds with poor visibility during this time of the year.
March to May and from September to November: Frequent morning fog occurs,
disappearing slowly after sunrise.
6.3.16.6 Additional Information
a) Arrival Procedures:
Preferred Runways for arrival, refer to Jeppesen charts.
Caution:

Do not mistake Torrejon airfield (LETO) Runway 05/23 for Madrid Barajas
(LEMD). Torrejon threshold Runway 05 is located approximately 2 NM
Northeast of Madrid Barajas Runway 33R.

Note:

Approach speed restriction apply, refer to Jeppesen charts

Note:

Report as soon as possible the intention of missed approach maneuver for


runways 18L/36R. This is required for ATC to restrict departure from runways
36L/15R.

Minimum Runway occupancy procedure is applicable, refer to Jeppesen charts.


Expect "Follow Me" vehicle to meet the aircraft before entering the apron for guidance to
Terminal 1.
b) Departure Procedures:
Preferred Runways for departure, refer to Jeppesen charts.
Aircraft not ready to initiate take-off run immediately when cleared for take-off, will have
take-off clearance cancelled and will receive instructions to vacate the runway at the first
available taxiway. Although the runway is temporarily occupied by other traffic, landing
clearance may be issued to an arriving aircraft if the controller is satisfied that at the time
the aircraft crosses the threshold of the runway in use prescribed separation from the
preceding aircraft will exist.
When issuing a Landing Clearance based on Anticipated Separation, ATC shall issue
clearance to the succeeding aircraft with the following instructions: .... (Call sign) BEHIND
LANDING / DEPARTING (aircraft type) CLEARED TO LAND RUNWAY (number).
Pilots requesting or accepting to take-off from the intersections shall inform ATC accordingly on initial contact with Ground Control.
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Note:

Noise Abatement procedures are applicable, refer to OM Part A, Chapter


8.3.1.5, Procedure A.

Recommendation for Departures :

Report SID (name and number) on first contact with departure frequency.

Strict adherence to speed limitations.

Follow SIDs carefully to meet noise abatement procedures.

6.3.16.7 Destination Alternates


ICAO
Code

RFF

IAP

RWY

LDA
(m)

Location
LEAL

MAX Pavement Weight in Tons for


Aircraft
772 / 3

343 / 6

332 / 3

300 / 10 320 / 1

8
ILS/VOR

10/28

3000 337/335

MAX.

MAX

MAX

MAX

VOR/VOR

02/20

2540

MAX

MAX

MAX

MAX

MAX

ILS/ILS

07L/25R 2922

MAX

MAX

MAX

MAX

MAX

ILS/ILS

07R/25L 2660 341/339

MAX

MAX

MAX

MAX

Alicante
LEBL

Barcelona
LEVC

7
VOR/ILS

12/30

2915

NOT

NOT

MAX

MAX

MAX

VOR/ILS

09/27

3360

NOT

NOT

MAX / N

MAX

MAX

Valencia
LEZL

Seville

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6.3.17 MASHHAD (OIMM) - IRAN


Name of Airport : Shahid Hashemi Najad International
6.3.17.1 Airfield Data
RFF

IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for


Aircraft
772 / 3

343 / 6

332 / 3

300 / 10

320 / 1

13L/31R 3776

NOT

NOT

MAX / N

MAX

MAX

VOR / VOR 13R/31L 3886

NOT

NOT

MAX / N

MAX

MAX

VOR / ILS
8

6.3.17.2 General Warning, Cautions and Notes


Caution:

Birds in vicinity of airport.

Caution:

Strolling dogs observed on the movement area, caution advised.

Note:

As instructed by the Iranian Authorities, the term Arabian Gulf shall not be used
in/out bound flights of Iran.

Caution:

Parallel runway operations take place without notification. Crew is required to


monitor both approach and tower frequencies. After landing runway 13L/31R, do
not cross runway 13R/31L without ATC clearance.

6.3.17.3 Terrain
The airfield is situated in a valley 1.5 NM East of Mashhad city and on the Northeast side of
Iran with the Turkmeinistan border 30 NM Northeast of the airfield. The airport elevation is
3270 feet. To the West and East of the airfield the ground rises to mountain ranges, which run
in a Northwest direction. To the South of the airfield the terrain rises to 4253 feet within 5 NM.
To the West the mountain range rises to 4950 feet within 10 NM and rises to 10850 feet within
20 NM. To the East the terrain rises to 6322 feet within 20 NM.
6.3.17.4 Air Traffic Control
The standard of ATC and English is average however can be poor at times.

Start-Up

Call 5-10mins before ready to start

Clearance

Valid 10mins from time of start-up clearance

A new ATC flight plan is required if aircraft fails to depart after two start-up clearances

ATC Flight Plan

Valid for 60mins after filed EOBT

Preferential Runway usage (ATC)

Take-off

RWY 13L/R

Landing

RWY 31L/R

Routing MHD-DOH

Expect FL180 20nm before waypoint MIDSI (Tehran/Bahrain FIR). OFP will reflect
the FL restriction.
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6.3.17.5 Weather
Mashhad is located in the Northern temperate region, and has a changing climate. The rainy
season is mostly in mid December through late March. Summers, the weather is dry and
warm. Winters, it is rather cold.
6.3.17.6 Additional Information
a) Arrival Procedures:
Runway 13L and 13R are not usable during 1830 - 0330 Local Time (1730 - 0230 UTC)
except tail wind component is 10 kts or more.
Runway 13L and 13R approaches are steep. (FPA 4.5 for VOR-DME runway 13L and
FPA 4.8 for VOR-DME runway 13R) which is up to 1200 ft/pm.
In VMC request visibility approach for 13L/R to reduce FPA.
In IMC request runway 31L/R upto 10kts tail wind.
b) Departure Procedures:
Runway 31L and 31R are not usable during 1830 - 0330 Local Time (1730 - 0230 UTC)
except tail wind component is 10 kts or more.
6.3.17.7 Destination Alternates
ICAO
Code

RFF

IAP

Runway LDA
(m)

Location
OIFM

Esfahan
OIIE

772/3
VOR/ILS 08L/26R 4397 262/261

343 / 6
226/295

332/3

300/10

320/1

192/190 150/153 MAX/87

CIR/VOR 08R/26L 4397 346/337 MAX/324 MAX/232

MAX

MAX

VOR/ILS

11/29

4200

MAX

MAX/371

MAX

MAX

MAX

VOR/VOR

16/34

3785

NOT

NOT

211/209

MAX

MAX

12L/30R 3800

NOT

NOT

MAX/N

MAX

MAX

Tehran Imam Khomaini


OIKK

MAX Pavement Weight in Tons for


Aircraft

Kerman
UTAA

7
ILS/ILS

Ashgabat*

* Runway 12R/30L Not Authorised

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6.3.18 MOSCOW (UUDD) - RUSSIA


Name of Airport : Domodedovo International
6.3.18.1 Airfield Data
RFF

IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for


Aircraft
772 / 3

343 / 6

332 / 3

300 / 10

320 / 1

NONE

14C/32C 2600

338/332 MAX/375

MAX

MAX

MAX

ILS / ILS

14L/32R 3794

297/295 MAX/378

MAX

MAX

MAX

ILS / ILS

14R/32L 3500

338/332 MAX/375

MAX

MAX

MAX

6.3.18.2 General Warning, Cautions and Notes


Caution:

Airport to be used with caution in winter during ice conditions.

Caution:

Numerous vertical conversions are required.

Caution:

Extra vigilance and monitoring is required at all times.

Note:

A330 TS-1 fuel is approved and can be mixed with JET A1 or JET A type fuels.

Note:

Refer to Operations Manual, Part A: General/Basic, Chapter 8.2.1.7.2 for fuell


freezing point determination and fuel mixture if any.

Note:

Refer to Operations Manual, Part A: General/Basic, Chapter 8.3.8.11


(Operations on Slippery surfaces) for all information about runway friction, friction
coefficient, braking action, contaminants and guidelines for take-off and landing.

Note:

GHA frequency not available. Urgent message can be passed via Contact
Ground Control (119.0).

Note:

Fuel remaining in outer tanks should be transferred to inner tanks to avoid


unnecessary de-icing from upper side of wings. Refer to FCOM 3.04.91

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6.3.18.3 Terrain
Moscow Domodedovo (pronounced Domoshedovo) airport is positioned within a wooded
suburb 23 NM Southeast of Moscow Central. The airport elevation is 587 feet. There is no
significant terrain in the immediate area but there are numerous military and civilian airfields
in the vicinity. Moscow Bykovo 13 NM North-Northeast, Ramenskoye 12 NM Northeast,
Podolsk/Dubrovitsky 14 NM West, Moscow Ostafyevo 14 NM Northwest and Mosocw
Vnukovo 24 NM Northwest.
Caution:

Do not mistake illuminated highway leading to the airport with the runways.

6.3.18.4 Air Traffic Control


Caution:

Casual or informal language may reduce safety. Use simple and standard
phraseology. Controllers speak reasonable English, but careful with special
requests to avoid misunderstanding.

Caution:

On departure, Radar vectors may take aircraft into prohibited areas.

Careful attention is needed both on arrival and departure to ensure the correct altimeter
setting is used: ATC uses the term HEIGHT (QFE) but do not usually use the term Flight
Level (1013.2). QNH may be obtained on the ATIS and/or HF broadcasts.
Within the Russian Federation ATC and MET use metric units. Distances are measured in
metres (m) and kilometer (km), the wind velocity is in m/sec and pressure indications may be
provided in mmHg (millimetres of Mercury) or hPa. It is Qatar Airways policy to fly QNH at all
times below transition altitude, QFE shall not be used at any time on any primary altimeters.
QNH should be available at all times from ATC going to UUDD, if unable to obtain QNH you
can convert QFE into QNH by adding 22 hPa to the current UUDDs QFE. The value of the
field elevation translated into hPa as follow :

Each 27.5 feet = 1 hPa

UUDD: 587 / 27.5 = approximately 22 hPa

Note:

Airfield (Runway) elevation in hPa is available on Jeppesen approach plates.

6.3.18.4.1 Flight above Transition Level/Transition Altitude (TL/TA)


Above TL/TA, clearances are given in metres. Correct altimetry may be achieved by selection
of STD and; METERIC ALT pushbutton (for A320 Family).

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Metric Flight Level (FL) and Feet (ft) Conversion above Transition Altitude
TRUE TRACK

Note:

WEST

EAST

180 - 359

0 - 179

Meter

Feet

Meter

Feet

13100

43000

12100

39700

11600

38100

11100

36400

10600

34800

10100

33100

9600

31500

9100

29900

8600

28200

8100

26600

7800

25600

7500

24600

7200

23600

6900

22600

6600

21700

6300

20700

6000

19700

5700

18700

5400

17700

5100

16700

4800

15700

4500

14800

4200

13800

3900

12800

3600

11800

3300

10800

3000

9800

2700

8900

2400

7900

2100

6900

1800

5900

1500

4900

1200

3900

900

3000

Feet values are rounded to nearest 100 for the purpose of FCU altitude setting.

6.3.18.4.2 Flight below Transition Level/Transition Altitude (TL/TA)


Below TL/TA clearances are given in metres - QFE (height above airport). To ensure correct
operation of lateral and vertical navigation and to remain consistent, a conversion from
metres - QFE to feet - QNH must be performed by crew.
When cleared below the Transition Level all the aircraft altimeters shall be referenced to
feet rather than metres.

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QNH in hPa should be available on ATIS. Crews should also request QNH in hPa from ATC.
Aircraft should be set to QNH according to Operations Manual: Part A: General/Basic,
Chapter 8.3.3.
Conversion from metres - QFE to feet - QNH is accomplished by reference to table below.

Feet (ft) to Meter (m) conversion below Transition Level (TL) (for DME only)

Note:

Meter (QFE)

Feet (QNH)

900

3540

800

3200

700

2900

600

2600

500

2200

400

1900

300

1600

200

1200

100

900

Feet values are rounded to nearest 100 for the purpose of FCU altitude setting.

When cleared below TL to metres - QFE

Set QNH in hPa on all altimeter subscales.

Set desired altitude (ft) on Flight Control Unit (FCU)

Initiate or continue descent.

6.3.18.5 Weather
The climate is continental with relatively warm, humid summers with mean maximum
temperatures above +28 C during July to September. Winter season is long and cold with
mean minimum temperature of -25C in January to February.
Most weather activity consists of CBs or squalls. Occasionally, morning fog occurs during
winter months but usually dissipates by mid-morning.
Occasional late afternoon thunderstorms occur during May to August.
Prevailing winds are westerly and at times quite strong. Below minima weather is not
common.
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6.3.18.6 Additional Information


a) Arrival Procedures:
STARs are used, followed by radar to final approach. Descent clearance, which may be
delayed, will be given by radar and may not be consistent with the STAR. The radar controller may not give the last turn onto the ILS LLZ, make this turn using bearings
from locators without further instructions. Clearance to land is given after crews
have reported Landing Gear down.
Runways with ILS approaches have two (2) missed approach procedures published,
"Standard" and "In case of Lost Communication". Due limitation in FMS NAVDB, only
"Standard" missed approach procedure available.
b) Departure Procedures:
Note:

Fuel uplift is to be written in the Crew GD.

Request departure clearance as early as possible (prior to Taxi if possible).


ATC may assign low height after take-off, possibly below thrust reduction/acceleration
height.
Expect the clearances as Climb 900 m on Runway heading, passing 200m contact radar
127.7.
Convert any ATC clearances in metres (QFE / FL) to feet (QNH / FL), using appropriate
conversion table provided above, then place the appropriate converted feet value in the
FCU.
6.3.18.7 Customs and Immigration
Visa for Russia MUST be in the current passport of a crewmember. If a passport has
been renewed, the old visa automatically becomes invalid, even though it has not
expired. Ensure Visa is transferred to current passport.

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6.3.18.8 Destination Alternates


ICAO
Code

RFF

IAP

RWY

LDA
(m)

Location

MAX Pavement Weight in Tons for


Aircraft
772 / 3

343 / 6

2820

NOT

NOT

MAX/N

MAX

MAX

ILS/ILS 04R/22L 3200

MAX

MAX

MAX

MAX

MAX

Helsinki - Van- ILS/ILS 04L/22R 3000


taa
ILS/VOR 15/33 2901

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

MAX

EETN

332 / 3 300 / 10 320 / 1

7
ILS/ILS

08/26

Tallinn
EFHK

EVRA

8
ILS/ILS

18/36

2550

NOT

NOT

MAX/N

MAX

MAX

ILS/ILS

02/20

2500

NOT

NOT

217/215

MAX

MAX

MAX

MAX

MAX

MAX

156

MAX/87

Riga
EYVI

Vilnius
ULLI

St. Petersburg
UMMS

ILS/ILS 10L/28R 3397 310/307

ILS/ILS 10R/28L 3780 310/307 XXX/292 205/203

8
ILS/ILS

13/31

3640 268/264

249/312 208/206 159/163 MAX/82

Minsk
UUEE

ILS/ILS 07L/25R 3550 327/323

MAX

Moscow Sheremetyevo ILS/ILS 07R/25L 3702 294/291 MAX/367

MAX

MAX

MAX

MAX

MAX

MAX

(Note 1)

UUWW

ILS/ILS

02/20

3000 235/233

ILS/ILS

06/24

3000

208/265 178/177 142/144 MAX/93

Mosocw Vnukovo (Note


2)

XXX

Note 1:

First Company preferred alternate.

Note 2:

Second Company preferred alternate.

NOT

NOT

NOT

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6.3.19 MUMBAI (VABB) - INDIA


Name of Airport : Chatrapati Shivaji International
6.3.19.1 Airfield Data
RFF

IAP

RWY

LDA
(m)

MAX Pavement Weight in Tons for


Aircraft
772 / 3

343 / 6

332 / 3

300 / 10

320 / 1

ILS / ILS

09/27

2963

MAX

MAX

MAX

MAX

MAX

ILS / VOR

14/32

2517

MAX

MAX

MAX

MAX

MAX

6.3.19.2 Curfew / Slot Restrictions


NIL
6.3.19.3 General Warning, Cautions and Notes
Caution:

Juhu airport is 1.9 NM northwest and has a Runway 08 which has been mistaken
for Runway 09 at Mumbai
Due to extensive light aircraft and helicopter activity at Juhu, a sharp look out
should be maintained at all times.

Caution:

Birds in vicinity of airport.

Note:

All turns must be made on the runway properly avoiding shoulders.

Note:

People wandering onto runways and taxiways during the day and night.

6.3.19.4 Terrain
Airfield located 8 NM Northeast of Mumbai (Bombay) and 2 NM from the coast with an
elevation of 27 feet. 40 NM to the East are the Western Ghat Mountains which reach a
maximum of 5400 feet AMSL. Hills lie to the North and East within 10 NM, the highest being
nearly 1550 feet AMSL at 8 NM North Northeast. Immediately East of the aerodrome, in the
vicinity of Runway 27 MM, there are low hills, which have been levelled to their present
heights of around 200 feet above airfield elevation. At range 3.5 NM on the approach to
Runway 32 and just left of centreline is a hill 1050 feet and obstructions to nearly 1074 feet
AMSL. There is a mast to nearly 1000 feet AMSL 5.5 NM South Southwest. On the approach
to Runway 27 there are hills and obstructions to nearly 750 feet AMSL 1 NM right of the
centre line and 2 NM short of the threshold.
Pilots are advised to make full use of Navigation Aids and Instrument approach plates and
procedures even in VMC conditions.
Caution:

High Terrain on take-off runway 09 and 14.

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6.3.19.5 Air Traffic Control


The standard of ATC is average. English at times is barely adequate requiring terminology to
be kept simple.
6.3.19.6 Weather
Hazy all year round due to smoke.
March to early June is the hot season ending with the possibility of thunderstorms known as
Elephantas late in the season (The name Elephantas comes from Elephanta island on the
eastern side of the Mumbai harbour. The storm usually comes from this direction). The
Elephantas can be prolonged and severe.
Mid June to September is the period of Southwest Monsoon. The onset and withdrawal of
the monsoon is generally marked by several thunderstorms and squalls. The monsoon
generally break over Mumbai about first week of June. Heavy rain and thunderstorms seem
to occur almost continuously during this period. Hazard like crosswind conditions exceeding
operational limits, poor braking actions very low visibility and runway contamination prevail
during this period.
Warning:

June/July are months heavy rain accompanied by squally winds. Hazards like
crosswind conditions exceeding operational limits, poor braking action, very low
visibility and runway contamination due to flooding prevail in this season.

October to November, apart from the Elephantas as the south-west monsoon withdraws the
weather is mainly fair. Winds are mainly north easterly to westerly.
December to February is the Northeast Monsoon. This is a season of fair weather with landsea breezes. February can be expected to be hazy with the possibility of fog.

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6.3.19.7 Arrival Procedures


On approach Runway 27 in low visibility, confusion may exist between Runway 27 and
parallel taxiway.
The ILS on Runway 27 has a 3.3 glideslope, therefore the glideslope must be intercept with
at least F-speed. The ILS may be unreliable during heavy rain.
The VOR is liable to scalloping up to 6 in the northwest sector and up to 3 in the southeast
sector.
Runway 09/27 is slow to drain after heavy rain and aquaplaning is a possibility.
Warning:

There are two ridges that may triggers GPWS warnings, the most significant is
on Runway 27 centerline at 18 to 24 miles.

6.3.19.8 Ground Maneuvering


Caution:

Taxiways not authorized for B777, A346 & A330 : - K1, K3, L, L1, L2, S, T and U.

Caution:

When taxing on taxiway D be vigilant for aircrafts holding on taxiways B4 , C or J.

Crew Feedback - Exercise Caution when coming onto stand as the visual stoppage system
can at times be difficult to read.
6.3.19.9 Departure Procedures
Runway 09/27 is extremely rough and the aircraft configuration giving the lowest possible
rotation speed should be used without compromising performance.
Note:

The Terminal 2 International apron is not visible from the control tower,
awareness and good crew co-ordination is required.

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6.3.19.10 Destination Alternates


ICAO

RFF

IAP

RWY

LDA
(m)

Location

OPKC

Karachi
VAAH

MAX Pavement Weight in Tons for


Aircraft
772 / 3

343 / 6

332 / 3

300 / 10 320 / 1

NON / ILS 07L/25R 3200 273/270 MAX/341 228/226

MAX

MAX

NON / ILS 07R/25L 3400

MAX

MAX

MAX

MAX

MAX

9
VOR / ILS

05/23

3505 333/331 MAX/349 231/229

MAX

MAX

VOR / ILS

14/32

3200

ILS / ILS

09/27

ILS / ILS

ILS / ILS

Ahmedabad
VANP

8
NOT

NOT

NOT

NOT

MAX

4000 MAX/360

MAX

MAX

MAX

MAX

09/27

4260

MAX

MAX

MAX

MAX

MAX

07/25

3658

MAX

MAX

MAX

MAX

MAX

Nagpur
VOBL

Bangalore
VOHS

10

Hyderabad
VOMM

Chennai

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6.3.20 NAIROBI (HKJK) - KENYA


Name of Airport : Jomo Kenyatta International
6.3.20.1 Airfield Data
RFF

IAP

ILS / VOR

RWY

06/24

LDA
(m)

4117

MAX Pavement Weight in Tons for


Aircraft
772 / 3

343 / 6

332 / 3

300 / 10

320 / 1

MAX

MAX

MAX

MAX

MAX

6.3.20.2 General Warning, Cautions and Notes


Caution:

Bird hazards are encountered anywhere in Kenya airspace from ground level to
15,000 feet AMSL at all times. Large birds up to 7 kg are common.

Note:

180 degrees turns on Runway 06 is not permitted.

Note:

Apply in-flight broadcast procedures on 126.9 MHz in the African airspace.

6.3.20.3 Terrain
The airfield is located 15 km Southeast of the city with an elevation of 5327 feet. Terrain East
of the airport is generally flat and rising steadily to the West. To the North the Aberdare
Mountains run North-South with peaks to 13,000 feet ASL within 40 NM. West at 17 NM are
the NGong Hi