Trip Kit Index

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(c) JEPPESEN SANDERSON, INC., 2019, ALL RIGHTS RESERVED JeppView for Windows

List of pages in this Trip Kit

Trip Kit Index

Airport Information For VTSP
Terminal Charts For VTSP
Revision Letter For Cycle 02-2019
Change Notices
Notebook
Airport Information For VTSP
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Page 1
(c) JEPPESEN SANDERSON, INC., 2019, ALL RIGHTS RESERVED JeppView for Windows

General Information

Location: PHUKET THA

ICAO/IATA: VTSP / HKT
Lat/Long: N08° 06.75', E098° 18.55'
Elevation: 82 ft

Airport Use: Public

Daylight Savings: Not Observed
UTC Conversion: -7:00 = UTC
Magnetic Variation: 0.5° W

Fuel Types: 100 Octane (LL), Jet A-1

Customs: Yes
Airport Type: IFR
Landing Fee: Yes
Control Tower: Yes
Jet Start Unit: No
LLWS Alert: Yes
Beacon: Yes

Sunrise: 2347 Z
Sunset: 1134 Z

Runway Information

Runway: 09
Length x Width: 9842 ft x 148 ft
Surface Type: asphalt
TDZ-Elev: 19 ft
Lighting: Edge, REIL
Stopway: 197 ft

Runway: 27
Length x Width: 9842 ft x 148 ft
Surface Type: asphalt
TDZ-Elev: 82 ft
Lighting: Edge, ALS
Stopway: 197 ft

Communication Information

ATIS: 128.000
Phuket Tower: 118.100
Phuket Ground: 121.900
Phuket Approach: 124.700
Printed from JeppView for Windows [Link] on 01 Feb 2019; Terminal chart data cycle 02-2019; Notice: After 07 Feb 2019, 0000Z, this chart may no longer be valid

VTSP/HKT JEPPESEN PHUKET, THAILAND

PHUKET INTL 17 NOV 17 10-1P .[Link].
ARRIVAL
CONTINUOUS DESCENT OPERATIONS (CDO)
FOR ARRIVALS INTO PHUKET INTERNATIONAL AIRPORT
1. INTRODUCTION
1.1. As part of AEROTHAI's ongoing efforts to improve operational efficiency and air traffic
management, Continuous Descent Operations (CDO) will commence from 1700 UTC on
12 October 2017. CDO is an operation, enabled by airspace design, procedure design and
ATC facilitation, in which an aircraft continuously descends, to the greatest possible
extent, by employing minimum engine thrust, ideally in a low drag configuration, prior to
Final Approach Fix/Final Approach Point.
1.2. Vertical profile of CDO aims to improve flight stability (minimal level-off), increase terrain
safety, ensure environmental friendly procedures by reducing aircraft noise, fuel
consumption and emissions, enhanced flight punctuality and predictability, as well as other
economic benefits for flights into Phuket International Airport.
2. CONDITION OF USE
2.1. Conditions for Conducting a CDO
2.1.1. CDO application can be either under surveillance or Procedural environment.
2.1.2. CDO can be requested by pilot or initiated by ATC. Pilot should request CDO at
least 5 minutes prior to reaching Top of Descent (TOD) for any type of approach.
Note 1: There is limited benefit if CDO clearance is received at altitude lower than
10,000 feet.
Note 2: In case of CDO procedure being impractical due to an emergency, weather
condition, traffic situation or any other reasons, an alternate instruction will be issued
by ATC, or requested by pilot.
2.2. Application of Other ATC Procedures
2.2.1. When conducting CDO, standard ATC procedures continue to apply. ATC may issue
clearance to an intermediate approach level while facilitating a CDO profile.
2.2.2. In doing so, ATC shall endeavor to issue further descent clearance prior to the CDO
flight reaching the last assigned altitude so as to prevent aircraft from leveling off.
2.3. Change of Runway-In-Use
2.3.1. In case of change on Runway-in-Use prior to aircraft reaching Final Approach Fix/Final
Approach point, i.e. from RWY 27 to RWY 09 CDO procedure shall be cancelled.
2.3.2. Pilot should then re-plan arrival route to the revised landing runway and inform
ATC if the flight would still be able to meet all required speed/altitude restrictions.
2.4. Aircraft Type
CDO procedure is applicable for FMS capable aircraft.
2.5. Arrival Routes
CDO procedure is in place for all aircraft on G458 inbound to Phuket International
Airport via STAR MODON1D.
2.6. Operations Time
CDO is available 24 hours.
2.7. Available Runway
CDO procedure is available for RWY 27.
2.8. Types of Approach
2.8.1. ILS or LOC RWY 27
2.8.2. RNAV (GNSS) RWY 27
2.8.3. VOR Z RWY 27
2.9. Speed
When traffic permits, aircraft will operate at an optimum speed calculated by FMS,
depending on aircraft type. The following speed guidance should be applicable in case
of high traffic volume.

Flight Status Speed Range

Above 10,000 feet 250 - 320 IAS

Below 10,000 feet 220 - 250 IAS

Final Segment (up to 4 NM) 160 - 180 IAS

2.10. Minimum Flight Altitude

2.10.1. Outside Phuket TMA, aircraft shall comply with altitude constraints of the CDO
procedure.
2.10.2. Inside Phuket TMA, during CDO, minimum safety altitudes are identical to
those within Instrument Approach Procedures required or minimum radar vector
altitude.

| JEPPESEN, 2017. ALL RIGHTS RESERVED.

Printed from JeppView for Windows [Link] on 01 Feb 2019; Terminal chart data cycle 02-2019; Notice: After 07 Feb 2019, 0000Z, this chart may no longer be valid

VTSP/HKT JEPPESEN PHUKET, THAILAND

PHUKET INTL 17 NOV 17 10-1P2 .[Link].
ARRIVAL
CONTINUOUS DESCENT OPERATIONS (CDO)
FOR ARRIVALS INTO PHUKET INTERNATIONAL AIRPORT (contd)
3. CDO PROCEDURE
3.1. Before aircraft reaching TOD (approximately 150 NM from the airport), either pilot or
ATC can initiate CDO using phraseologies described in paragraph 4.
3.2. When all requirements for CDO are met and situation permits, CDO will commence.
3.3. Pilot shall operate aircraft FMS to plan optimal descent profile and report CDO
execution commencing descent.
3.4. Aircraft should descend continuously on normal arrival route to Phuket TMA.
3.5. Longitudinal separation required will be at least 3 minutes or 8 NM on final approach
segment between CDO traffic.
3.6. Operations without Vectoring
3.6.1. ILS or LOC, RNAV (GNSS) and VOR Z RWY 27 Instrument Approach Procedures
Aircraft Arriving on G458
1) Aircraft Arriving on G458, reaching MODON altitude not higher than 10,000 feet,
then follow on MODON1D to BARON altitude not lower than 3,000 feet then
connect to IF for ILS or LOC, RNAV (GNSS) or VOR Z RWY 27 approach
procedure as published.
2) The pilot may request permission to fly directly to Intermediate Fix (IF); however,
this would be an ATC's jurisdiction whether the request can be approved, depending
on traffic conditions. In this case, the pilot shall fly directly to (IF), and will be
advised by ATC, after (IF) follow the ILS or LOC, RNAV (GNSS) or VOR Z RWY 27
approach procedure as published.
3.7. Operations under Vectoring
3.7.1. Pilot should receive CDO clearance at altitude not lower than 10,000 feet.
3.7.2. ATC shall provide vectoring guidance and track mile estimate to pilot.
3.8. Radio Communications Failure
3.8.1. In the event of radio communication failure, CDO flight will be terminated immediately.
3.8.2. If the aircraft's radio is completely unserviceable, the pilot should carry out the
procedures for radio failure in accordance with ICAO provisions. If radar identification
has already been established, the radar controller will vector other identified aircraft
clear of its track until such time as the aircraft leaves radar cover.
4. PHRASEOLOGY
4.1. The following praseology enables clear and concise communications between pilot and
controller to maintain safety of CDO arrivals.
4.2. ATC-initiated CDO
"(aircraft call sign), (ATC unit), CDO AVAILABLE, DO YOU ACCEPT?"
4.3. Pilots response to ATC-initiated CDO
4.3.1. "(aircraft call sign), ACCEPT CDO"
4.3.2. "(aircraft call sign), NEGATIVE CDO"
4.4. Pilot-requested CDO
"(ATC Unit), (aircraft call sign), REQUEST CDO (type of approach) APPROACH"
4.5. Approval CDO by Bangkok Area Control Centre
"(aircraft call sign), CDO (type of approach) APPROVED DESCEND TO (level or altitude),
QNH (number) MODON1D ARRIVAL"
4.6. Denial CDO by Bangkok Area Control Centre
4.6.1. "(aircraft call sign), UNABLE TO APPROVE, DUE TO (reason)"
4.6.2. "(aircraft call sign), EXPECT CDO FROM PHUKET APPROACH"
4.7. CDO Cleared or Approved by Phuket Approach Control Unit
4.7.1. "(aircraft call sign), CDO DESCEND VIA STAR TO (level), QNH (number)
INFORMATION....CURRENT EXPECT (type of approach) APPROACH RWY (number)"
4.7.2. "(aircraft call sign), DESCEND TO (level), QNH (number), CDO (type of approach)
APPROVED"
4.8. When vectoring for CDO
"(aircraft call sign), FLY HEADING (three digits); TURN LEFT (or RIGHT) HEADING (three
digits) VECTORING FOR CDO, POSITION (number) MILES FROM TOUCHDOWN"
4.9. CDO Cancellation
4.9.1. "(aircraft call sign), CANCEL CDO DUE TO (reason), STOP DESCEND (level or altitude),
QNH (number)"
4.9.2. "(aircraft call sign), CDO TERMINATED DUE TO (reason)"
4.10. Resuming CDO
"(aircraft call sign), RESUME CDO DIRECT (point), DESCEND TO (level or altitude),
QNH (number), CLEAR (type of approach) APPROACH RWY 27"
4.11. Pilot report leaving assigned level
"(aircraft call sign), CDO LEAVING (level)"
4.12. Warning of aircraft below CDO Profile
"(aircraft call sign), BELOW CDO PROFILE, ALTITUDE SHOULD BE (atlitude) OR ABOVE"

| JEPPESEN, 2017. ALL RIGHTS RESERVED.

Printed from JeppView for Windows [Link] on 01 Feb 2019; Terminal chart data cycle 02-2019; Notice: After 07 Feb 2019, 0000Z, this chart may no longer be valid

VTSP/HKT JEPPESEN PHUKET, THAILAND

PHUKET INTL 6 OCT 17 10-1P3 .[Link].1700Z. .[Link].
ARRIVAL
CONTINUOUS DESCENT OPERATIONS (CDO)
FOR ARRIVALS INTO PHUKET INTERNATIONAL AIRPORT (contd)
5. INFORMATION/TRAINING
5.1. Each airline must ensure that, for each type of aircraft, pilots are aware of CDO
performance requirements.
5.2. Airlines are expected to define strategy to be adopted to drag-generating parts
extension to stabilize aircraft in landing configuration at an altitude in compliance with
flight safety, taking into account glide path at 3.2^ in Final Approach.

| JEPPESEN, 2017. ALL RIGHTS RESERVED.

 JEPPESEN
VTSP/HKT 20 APR 18
PHUKET, THAILAND
PHUKET INTL 10-2 .[Link].
SURAT THANI Alt Set: hPa Trans level: FL130
RANONG D ATIS Apt Elev
D
113.4 RAN 110.6 STN 1. RNAV 1 required. 2. GNSS or DME/DME/IRU required.
ANPAN MUDMA DADSA RAN STN 128.0 82 3. RADAR required. 4. Clearance limit KALIM.

BORNA 1C [BORN1C], KIKOT 1C [KIKO1C]

LINZY 1C [LINZ1C], MICKY 1C [MICK1C]

30.1

.
.G331.

.R.L352155.
TEDOS MODON 1C [MODO1C], MOSTA 1C [MOST1C]
NOT TO SCALE NOT TO SCALE NOT TO SCALE NOT TO SCALE

7. 07

30
NICON 1C [NICO1C], OSITO 1C [OSIT1C]

.1
30
4

. 43 W.

.L.75
8
PANYE 1C [PANY1C], PLUTO 1C [PLUT1C]

.1

9.
LINZY

0.
2248

G.
10000 ROMBO 1C [ROMB1C], SAMOS 1C [SAMO1C]

05
SURIN 1C [SURI1C]

. 854
KIKOT 23
NOT TO SCALE
0. RNAV ARRIVALS
MOSTA 22 32 10000
10000 ^5 ^3 MODON . 3Y. (RWY 09)

54
10000 .SPEED: MAX 250 KT BELOW 10000
08-30 22 A RP 58

^ 99
HOLDING SURIN 5 2 LOST COMMS LOST COMMS LOST COMMS LOST COMMS
9. 92 42
5. ^1
TS OL

10000 Set transponder code 7600. MAINTAIN last

171^
OVER TARPU

04
NI L

1
K PANYE
YZ 4500 assigned level. Proceed to KALIM, descend
LOST COMMS

OKI 2

165

0. 6
T in the KALIM holding to 3000. Carry out

M
^
C1 C1 ^ 74 10000

10.6
RECNO standard instrument approach to RWY 09.

175^
SURIN 1
TS O

C
4000
LOST

. 63 COMMS LOST COMMS LOST COMMS LOST COMMS LOST

53
TS OSL MMOC

MHA 4000 15 N M6 4

C1 A
H M

22
2000
SAMOS 0. 5
DO 3

^0
TARPU NO 2. 8 FL130 NOT TO SCALE

355^
CONTOUR C1 P
INTERVALS
MAX 230 KT YN A
C1 E 6. 61
^ 2 62

03
7000

175^
. 5. 7353R. W.
HOLDING 3000

7.4
OVER KALIM C1 S O MAS
SP7~2 5. 42
SP7~3
MAX 230 KT FL130
0. 5

52
^ 580 4000 MILAN
^ 262
^ 562
MHA 4000

175^
PLUTO

6.0
NICON H FL130 97.0
7.9 1 RELIP

02
10000 KALIM
0. 5
NICON 1C MAX 200 KT NOT TO SCALE .R.588.
01
5.
096^ 4000 8. 71 ^ 652
^ 580
SAPAM
. 546.L
UL P
SP312 ^ 562 C1 OT

6.0
5. 42

51
355^
MAX 230 KT JUVEY SP8~3
08-00 0. 5
FL130

175^
^ 562 BOR16.4
NA
1C BORNA

01
SO
RAWAI FL130
MAX 230 KT 24 29
. 5 8^
MHA 4000 4000

0 1 OTI 4. 31
10 NOT TO SCALE

5
355^

^ 71 C
OSITO 3000 29
56
1 1 8^ .5
0. 10000 12 ROMBO
ROMB.0
O 1C
SP8~1 10000
4
.W14.

0
726 P. MIC .9
2 280^
. 1 From KALIM connect K
10 Y 1 98
.1 C ^
.R32
RUSET to Intermediate Fix for 5.
VOR Z or RNAV (GNSS) OSVIP TRANG
D
Approach RWY 09 MICKY 116.6 TRN
TRN

5
NOT TO SCALE
19

10000
.9

31
.B57
9.

NUTGU
97-30 98-00 98-30
CHANGES: New format. | JEPPESEN, 2018. ALL RIGHTS RESERVED.
Printed from JeppView for Windows [Link] on 01 Feb 2019; Terminal chart data cycle 02-2019; Notice: After 07 Feb 2019, 0000Z, this chart may no longer be valid
 JEPPESEN
VTSP/HKT 20 APR 18
PHUKET, THAILAND
PHUKET INTL 10-2A .[Link].
RANONG SURAT THANI Alt Set: hPa Trans level: FL130
D D ATIS Apt Elev
MUDMA DADSA 113.4 RAN 110.6 STN 1. RNAV 1 required. 2. GNSS or DME/DME/IRU required.
RAN STN 128.0 82 3. RADAR required. 4. Clearance limit BARON.
ANPAN
BORNA 1D [BORN1D], KIKOT 1D [KIKO1D]

4
LINZY 1D [LINZ1D], MICKY 1D [MICK1D]

30
0.

30.1

.1
.G331.
G.
TEDOS MODON 1D [MODO1D], MOSTA 1D [MOST1D]

.
7. 07

.R.L352155.
NOT TO SCALE NOT TO SCALE NOT TO SCALE NOT TO SCALE NICON 1D [NICO1D], OSITO 1D [OSIT1D]

. 854

30
.1
. 43 W.
PANYE 1D [PANY1D], PLUTO 1D [PLUT1D]

.L75
9.
23
2248 KIKOT ROMBO 1D [ROMB1D], SAMOS 1D [SAMO1D]
0.

05
LINZY 10000 SURIN 1D [SURI1D]
10000 . 3Y.
NOT TO SCALE

13
15
58 RNAV ARRIVALS

8^
0^
MOSTA (RWY 27)

54
4000
11000 MODON .SPEED: MAX 250 KT BELOW 10000
10000

K IK
08-30 2000

LIN
LOST COMMS LOST COMMS LOST COMMS LOST COMMS

.4

^ 591
17 T 1
CONTOUR

20 Y 1
TS OL

D
SURIN Set transponder code 7600. MAINTAIN last

.7 D
INTERVALS

04
assigned level. Proceed to BARON, descend

12

159
LOST COMMS

11000

^
4500 in the BARON holding to 3000. Carry out

^2
PANYE
1

1
0 standard instrument approach to RWY 27.

165
M . 01
2.

^
32

IN 1
10000

S OM
RECNO

SUR 9.4
D
P ^9
LOST

NA COMMS LOST COMMS LOST COMMS LOST COMMS LOST

TS OSL MMOC

OD

53
E Y H 4

N
0. 5

D1 AT 8. 31
D1

D1
22 SP1~3 15 NM STONE SAMOS HOLDINGS OVER

22
MAX 230 KT

7.4
10000

^0
7000

175^
8000 W. TO SCALE STONE BARON PACUS

03
175^
. 5. [Link]
3000 MAX 230CIDER
KT
175^

22

9.0
SP1~1 SP112
MHA 3000
175^

5000

^1
MAX ^ 580
7000 7. 11 220 KT
SP1~2 MHA 5000
7. 81 ^ 562

52
7000 5000 MHA 5000

175^
21
S

6.0
3.
MA
355^

^ 580 H
355^

SO
1
1. 5 1 BARON 0. 5

D1
NICON N

02
OCI MAX 200 KT ^ 562 283^ 97.0
11000 D1 N 1 From BARON connect to 3000
PLUTO
10.4 1D
01
5. Intermediate Fix for ILS or VOR Z
or RNAV (GNSS) Approach RWY 27
NOT TO SCALE

6.0
0
.R588.
. 546.L ^ 86 SP2~1
PLUTO RELIP

355^
SAPAM BOR 10000

51
N
SP2~2 7000 7. 11
.1
16 A

7000 3. 31 RIZZO
1D

08-00 MAX 230 KT

^ 580 5000 7.1

01
1 355^ BORNA
33

4. 8
O
3^

H
10000
OSITO OTI S 3000
D1 PACUS
R

5
11000
O

MAX 230 KT NOT TO SCALE

MB

60
.5
10 O

^5 8000
1 56
10 0.
1 .5
MICKY
11 .9

31 ROMBO

0
1D

P.
1D 27^

RUSET 10000
.W14.
4.
9
. 726
3 346^

.R32
MICKY TRANG
D
5. OSVIP
A RP 10000 116.6 TRN
TRN

5
NOT TO SCALE
19
.B57.9
9.

NUTGU
98-00 98-30
CHANGES: New format. | JEPPESEN, 2018. ALL RIGHTS RESERVED.
Printed from JeppView for Windows [Link] on 01 Feb 2019; Terminal chart data cycle 02-2019; Notice: After 07 Feb 2019, 0000Z, this chart may no longer be valid
 JEPPESEN PHUKET, THAILAND
VTSP/HKT 20 APR 18 10-3
PHUKET INTL .[Link].
Trans alt: 11000
Apt Elev 1. RNAV 1 required. 2. GNSS or DME/
DME/IRU required. 3. RADAR required.
RANONG SURAT THANI 82 4. Initial climb clearance 5000, further climb
D D
40
113.4 RAN 110.6 STN when instructed by ATC.
25 59 DADSA
ran STN SURAT THANI BORNA 1A [BORN1A]
NOT TO SCALE VTSB
KIKOT 1A [KIKO1A]
MUDMA
LINZY 1A [LINZ1A]
09-00
MICKY 1A [MICK1A]
MODON 1A [MODO1A]
MOSTA 1A [MOST1A]
NICON 1A [NICO1A]

30.1
.G331.
7.
OSITO 1A [OSIT1A]

4
ANPAN

30
0.

. 43 W.07

.1
PLUTO 1A [PLUT1A]

G.

.
.R.L352155.
58 84 ROMBO 1A [ROMB1A]

8.54
SAMOS 1A [SAMO1A]

30
.1
SURIN 1A [SURI1A]

.L75
9.
. 5 Y.
LINZY KIKOT RNAV DEPARTURES
MOSTA (RWY 09)

05
KI
K
RECNO

.4
RWY 09: Close-in obstacle: Terrain 33 height
LIN 24.
1

20 O T
08-30
22 MOS34.3 ZY 4 MODON 184 from DER.

1A
TA 1 1A
SURIN A
292 These SIDs require a minimum climb gradient
^ 31 4 NOT TO SCALE of 6.1% (371 per NM) until passing 11000.
SURIN 1

31
A 0. 5
39.6 0^

8^
8. 8
Gnd speed-KT 75 100 150 200 250 300

04
4500 6.1% V/V (fpm) 463 618 927 1235 1544 1853
6000
15 NM
282^ . 5. 7353R. W.
4000

165
SP~~2 4522

^
A1 N OD O M
MAX 270 KT LOST COMMS LOST COMMS LOST COMMS LOST COMMS
2000
11000 SAMOS
3000
TS OL

31 Set transponder code 7600. Proceed on

03
6. CONTOUR

9. 21
SID, climb to and MAINTAIN MFA until

22
S INTERVALS
LOST COMMS

next compulsory reporting point then climb

^0
1 MA 12.1
115 8. 61 to flight plan cruising level.
97.0

^ 300
S O 40 PLUTO 1A PLUTO

1
RELIP
.051
LOST

4
A1 ^ 7 10
SAPAM NICON 1^ COMMS LOST COMMS LOST COMMS LOST COMMS
TS OSL MMOC

^ 580 KRABI .R.885

179^
. 546.L SP~~1 VTSG NOT TO SCALE

02
16
8^ BOR
MAX 270 KT

13.2
NI 20
CO .3 .8
NA
08-00 N
1A
1A

30 3000
9^ ^ 662 BORNA
8. 11 9. 23
ROM

01
1A

OSITO
A1 OTI S O
^
9.5BO

SP~~3
179^

^ 662 SP~~4
11 MAX 270 KT
0.
160 11.7

RUSET 11000
MICKY 1A

P. ROMBO
4 .9
56
. 726 .5

0
A RP
OSVIP
.R32
TRANG
MICKY D
5. .W14.
116.6 TRN
TRN
19
.9

.B57
9.

01
07-30
10 31 NUTGU 57 TRANG
VTST
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97-30 98-00 98-30 99-00 99-30 100-00

CHANGES: New format. | JEPPESEN, 2018. ALL RIGHTS RESERVED.
 JEPPESEN PHUKET, THAILAND
VTSP/HKT 20 APR 18 10-3A
PHUKET INTL .[Link].
Trans alt: 11000
1. RNAV 1 required. 2. GNSS or DME/
Apt Elev DME/IRU required. 3. RADAR required.
RANONG SURAT THANI 4. No turn before departure end of runway.
D D 82
113.4 RAN 110.6 STN 5. Initial climb clearance 5000, further climb
25 59 ran STN SURAT THANI when instructed by ATC.
DADSA VTSB
NOT TO SCALE BORNA 1B [BORN1B]
40 KIKOT 1B [KIKO1B]
MUDMA LINZY 1B [LINZ1B]
09-00
MICKY 1B [MICK1B]
MODON 1B [MODO1B]
MOSTA 1B [MOST1B]

30.1
NICON 1B [NICO1B]

.G331.
7.
48

30
ANPAN OSITO 1B [OSIT1B]

0.

. 43 W.07

.1
4 G.

.
PLUTO 1B [PLUT1B]

.R.L352155.
. 85
ROMBO 1B [ROMB1B]

30
.1
58 SAMOS 1B [SAMO1B]

7.L 59
84

.
. 5 Y.
22 LINZY SURIN 1B [SURI1B]
MOSTA KIKOT RNAV DEPARTURES
SP6~6

05
(RWY 27)
11000
08-30 1

KI K 01
3. 0

16
SP6~4

.
SURIN These SIDs require a minimum climb gradient

T O 0.
Z N 9.
11000 OM
MODON RECNO of 6.5% (395 per NM) until passing 11000.

STA
B1 I L 9
4
SU
R N OD SP6~3
0. 5

7.
B1 NOT TO SCALE

B18Y
1 Gnd speed-KT 75 100 150 200 250 300

01
1 7 IN
3. 7

MO 1 33
.0 1B 11000

7.

04
0 4500 6.5% V/V (fpm) 494 658 987 1317 1646 1975

1B ^
0
^ 76 10 0 ^
6000
30 15 NM

30
6^ 17.9
. 5. 7353R. W.
7. 61

^4
^ 02
SP6~2 SAMOS 1
B
SP6~1^ 580 4522 4000
11000
SAMOS 2000 LOST COMMS LOST COMMS LOST COMMS LOST COMMS
3000

03
CONTOUR
TS OL

165
Set transponder code 7600. Proceed on

^
SP5~1 INTERVALS
SID, climb to and MAINTAIN MFA until
LOST COMMS

22
next compulsory reporting point then climb
1
8.1 97.0

^0
to flight plan cruising level.
69
^ 2 ^ 562
PLUTO RELIP
.051 1N
IC
BON
LOST

KRABI .R.885 COMMS LOST COMMS LOST COMMS LOST COMMS

TS OSL MMOC

. 546.L VTSG NOT TO SCALE

02
SAPAM NICON MAX 270 KT 2

22
08-00 1
2500 3.

^5
P

0
O . 02
SP4~2 UL

S
OT
1 1
4.5

OTI
11000 BORNA
89
^ 0 1
6.7 55 A1BNB
0B OR

B1
SP4~1 ^

01
OSITO 105^
113 16.7 SP4~3
11
^ 11000
0. 3000 16.
7 10.
RUSET P. ROMB 0 ROMBO
4.
9
O 1B
. 726 SP4~4 MIC
K 56
8. Y .5

0
11000 1
A RP 1B
OSVIP
.R32
D
TRANG
MICKY
5. .W14.
116.6 TRN
TRN
19
.9

.B57
9.

01
07-30
10 31 TRANG 57
NUTGU VTST
Printed from JeppView for Windows [Link] on 01 Feb 2019; Terminal chart data cycle 02-2019; Notice: After 07 Feb 2019, 0000Z, this chart may no longer be valid

97-30 98-00 98-30 99-00 99-30 100-00

CHANGES: New format. | JEPPESEN, 2018. ALL RIGHTS RESERVED.
Printed from JeppView for Windows [Link] on 01 Feb 2019; Terminal chart data cycle 02-2019; Notice: After 07 Feb 2019, 0000Z, this chart may no longer be valid

VTSP/HKT JEPPESEN PHUKET, THAILAND

PHUKET INTL 20 APR 18 10-3B .SID.
Apt Elev Trans alt: 11000
82 Contact Phuket Approach on 124.7 after take-off.

SURAT 1A (STN 1A) DEPARTURE

(RWY 09)
SURAT 1B (STN 1B) DEPARTURE
(RWY 27)
2248
4000

2000
D

STN
SURAT THANI
110.6 STN

CONTOUR
INTERVALS
35

0
9.
D7
P U T V OR NOT TO SCALE
08-30
30

58

8.
.G.45
25

4600
5^
22

11000
20

13 11000
5^
15

9^

hdg

hdg
^
03

070
010^

SURAT 1A
10

SURAT 1B
2500
2500
D
PUT
PHUKET
116.9 PUT
5

08-00

3000 31
0

98-30

RWY 09: Departure gradient 4.3%.

Gnd speed-KT 75 100 150 200 250 300
4.3% V/V (fpm) 327 435 653 871 1089 1306

SID INITIAL CLIMB

5

Climb runway heading until 2500 or above. Then turn LEFT heading 010^ to
SURAT 1A intercept and proceed on PUT R039. EXPECT RADAR control.
Climb runway heading until 2500 or above. Then turn RIGHT heading 070^ to
SURAT 1B intercept and proceed on PUT R039. EXPECT RADAR control.
CHANGES: New format. | JEPPESEN, 2018. ALL RIGHTS RESERVED.
 5 0 5 10 15 20 25 30 35

Apt Elev Trans alt: 11000

82 Contact Phuket Approach on 124.7 after take-off.

CHANGES:
22
13

5
TRANG 1A (TRN 1A) DEPARTURE

^
5^
VTSP/HKT
PHUKET INTL

4600 (RWY 09)

New format.
TRANG 1B (TRN 1B) DEPARTURE
(RWY 27)
PHUKET
D
116.9 PUT
PUT 58
2500
2500
A1 GN ART 13 KRABI 84
B1 GN ART VTSG
0^
hd
g
20 APR 18

V OR
11 11000
10-3C

100^ hdg 5^
JEPPESEN

08-00

PUT
3000

11000 57
.W.14.
RWY 09: Departure gradient 4.3%. 31 99-00
Gnd speed-KT 75 100 150 200 250 300 TRANG
D
4.3% V/V (fpm) 327 435 653 871 1089 1306 116.6 TRN
98-30 TRN
SID INITIAL CLIMB
Climb runway heading until 2500 or above. Then turn RIGHT heading 130^ to
NOT TO SCALE
TRANG 1A intercept and proceed on PUT R115. EXPECT RADAR control. D8
6.0
Climb runway heading until 2500 or above. Then turn LEFT heading 100^ to
TRANG 1B

| JEPPESEN, 2018. ALL RIGHTS RESERVED.

intercept and proceed on PUT R115. EXPECT RADAR control.
PHUKET, THAILAND
.SID.
Printed from JeppView for Windows [Link] on 01 Feb 2019; Terminal chart data cycle 02-2019; Notice: After 07 Feb 2019, 0000Z, this chart may no longer be valid
 5 0 5 10 15 20 25 30 35

Apt Elev Trans alt: 11000

13
82 Contact Phuket Approach on 124.7 after take-off.

CHANGES:
5^ 4600

22
^5
PHUKET UTHAI 1A (UTHAI 1A) [UTHA1A] DEPARTURE
D
VTSP/HKT
PHUKET INTL

116.9 PUT
PUT (RWY 09)

New format.
2500
22 2500 58 UTHAI 1B (UTHAI 1B) [UTHA1B] DEPARTURE
A1 I AHT U (RWY 27)
B1 I AHT U

160
^hdg
13
4^
100^ hdg
20 APR 18

08-00

11000 11000
10-3D

3000
JEPPESEN

10 31

98-00 R
O
.R.32
V
5.
RWY 09: Departure gradient 4.3%.
T
Gnd speed-KT 75 100 150 200 250 300
PU
4.3% V/V (fpm) 327 435 653 871 1089 1306
98-30
SID INITIAL CLIMB NOT TO SCALE
UTHAI 1A Climb runway heading until 2500 or above. Then turn RIGHT heading 160^
to intercept and proceed on PUT R134. EXPECT RADAR control. D
97
Climb runway heading until 2500 or above. Then turn LEFT heading 100^ .0 UTHAI
UTHAI 1B

| JEPPESEN, 2018. ALL RIGHTS RESERVED.

PHUKET, THAILAND

to intercept and proceed on PUT R134. EXPECT RADAR control.

.SID.
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VTSP/HKT JEPPESEN PHUKET, THAILAND

17 NOV 17 10-8 PHUKET INTL

REVISED CLOSURE OF TAXIWAY C AND D

AT PHUKET INTERNATIONAL AIRPORT
Effective from 27 October 2017, taxiways C and D at Phuket International Airport are closed.
Refer to the diagram on chart 10-8A.

1. PROCEDURES
1.1 Departures:
Aircraft shall taxi entering Runway 09/27 via Taxiways A, B, E, F or G.

1.2 Arrivals:
Runway 27 in use: aircraft shall vacate the runway via Taxiways A, B or E.
Runway 09 in use: aircraft shall vacate the runway via Taxiways F or G (except
aircraft codes A, B and helicopters).

2. MARKING AND LIGHTING FOR UNSERVICEABLE AREAS

Closure markings are displayed on the closed taxiways which are indicated by solid
yellow crosses (X) signs along with omni-directional fixed red lights activated along
the sections of the closed areas.

CHANGES: New chart. | JEPPESEN, 2017. ALL RIGHTS RESERVED.

Printed from JeppView for Windows [Link] on 01 Feb 2019; Terminal chart data cycle 02-2019; Notice: After 07 Feb 2019, 0000Z, this chart may no longer be valid

VTSP/HKT JEPPESEN PHUKET, THAILAND

17 NOV 17 10-8A PHUKET INTL

72
REVISED CLOSURE OF TAXIWAYS C AND D AT PHUKET INTL AIRPORT (contd)

Control Tower
G
F

Closed marking (Tawiways C, D)

P

LEGEND
x
E

Passenger
Terminal
x x
90 BA

CHANGES: New chart. | JEPPESEN, 2017. ALL RIGHTS RESERVED.

Printed from JeppView for Windows [Link] on 01 Feb 2019; Terminal chart data cycle 02-2019; Notice: After 07 Feb 2019, 0000Z, this chart may no longer be valid
JEPPESEN
VTSP/HKT 16 NOV 18 10-8B
PHUKET, THAILAND
PHUKET INTL

PHUKET INTERNATIONAL AIRPORT RUNWAY

MAINTENANCE PROGRAM
1. INTRODUCTION
With effect from 29 October 2018 until 17 September 2019, the purpose of this chart
is to inform all concerned of the runway rubber removal and maintenance program at Phuket
International airport, to keep the runway surface in optimal conditions in order to maintain
continuous and safe aircraft operations.

2. CLOSURE OF RUNWAY 09/27

Runway 09/27 will be closed due to runway rubber removal and maintenance program; date
and UTC time are described as table below:
Period: October 2018 - September 2019
Runway Rubber Removal Runway Mainteance and other associated works
Month
(1730 - 2300 UTC) (1830 - 2300 UTC)
October 2018 8 - 14 30
November 2018 30 6, 13, 20 and 27
December 2018 1-6 11, 18 and 25
January 2019 - 1, 8, 15, 22 and 29
February 2019 9 - 15 19 and 26
March 2019 31 5, 12, 19 and 26
April 2019 1-9 16 and 30
May 2019 31 14
June 2019 1-9 18
July 2019 31 2 and 16
August 2019 1-9 20
September 2019 - 3 and 17

3. PRECAUTIONS
3.1 All aircraft operators operating during these periods are planned to reschedule the flight
operations in accordance with slot allocation.
3.2 Due to traffic congestion, departing and arriving aircrafts operating during this period will be
delayed and aircraft operators should plan to carry sufficient contingency fuel.
3.3 All construction equipment will be kept clear when Runway 09/27 is operational.

4. REVISIONS TO CLOSURE PROGRAM

4.1 The closure program may be revised in the event of forecast or actual adverse weather
conditions or other extenuating circumstances.
4.2 Any revision to the closure program will be promulgated by NOTAM.

5. CONTACT
For further information, please contact the following address:
Unit: Aeronautical Information Services Sub Division
Tel: + 66 7635 1874
Fax: + 66 7635 2347
E-mail: aishkt@[Link]
For more information concerning the slot clearance request contact via the following:
Unit: CAAT : Airport Slot Allocation Group (SAG)
E-mail: slot@[Link]

6. VALIDITY
This chart will remain current until 17 September 2019. Any change to the content will be
notified by NOTAM.

CHANGES: Schedule. | JEPPESEN, 2018. ALL RIGHTS RESERVED.

Printed from JeppView for Windows [Link] on 01 Feb 2019; Terminal chart data cycle 02-2019; Notice: After 07 Feb 2019, 0000Z, this chart may no longer be valid

VTSP/HKT
82'
JEPPESEN PHUKET, THAILAND
Apt Elev
N08 06.8 E098 18.5
18 MAY 18 10-9 .[Link]. PHUKET INTL
ATIS PHUKET Ground Tower

128.0 121.9 118.1

98-18 98-19 98-20
Maneuvering on movement area:
1. Area of Apron D and most all of the area between Apron A to C is the blind spot area,
when ATC instruction is issued, aircraft are to maneuver by pilot discretion.
2. Special maneuvering procedure at Phuket Aerodrome on twy P, when visibility below 3000m,
due to minimum distance between rwy center line is 492'(150m), aircraft code C, D and E
taxiing on twy P shall be instructed to hold under the following conditions:
a) Before departing aircraft code C,D or E enter RWY or,
b) Before arriving aircraft code C,D or E crosses 4 nm on final.
3. Taxiing on twy P connecting with twy E, due to the minimum separation distance between twy
centerline and objects is 130'(39.5m), wide body aircraft shall taxi with extreme caution.
4. 180 degree turns on runway are not allowed for aircraft code letter C or higher. Turn shall be
made on the runway turn pad located near the threshold of runway 27.

Low-level wind shear alert system.

08-07 197'60m 08-07
VOR Stopway
197'60m HS3
Stopway
HS2 ARP
9842' 3000m
F G
22675^
Elev 82'
D P
00895^ A B
C E
Control Tower

Elev 19' Separation between Rwy centerline

and center line of Twy P is 492' (150m).
HS1 Passenger
Terminal RUNWAY INCURSION HOT SPOTS
HS1
VAR 0^
Feet 0 1000 2000 3000 4000 5000
FOR PARKING
POSITIONS SEE Meters 0 500 1000 1500
98-18 CHART 10-9A 98-19 98-20

ADDITIONAL RUNWAY INFORMATION

USABLE LENGTHS
LANDING BEYOND
RWY Threshold Glide Slope TAKE-OFF WIDTH
09 HIRL REIL PAPI (angle 3.0^) RVR 148'
27 HIRL SALS PAPI (angle 3.2^) RVR 9076' 2766m 45m

TAKE-OFF
AIR CARRIER AIR CARRIER (FAR 121)
LVP must be in Force
All Rwys
All Rwys All Rwys
RCLM (DAY only) RCLM (DAY only)
or RL or RL Adequate Vis Ref
A 2
B 250m Eng RVR 500m
400m
C 3&4 VIS 400m
D 300m Eng

CHANGES: Movement area note 4 added. | JEPPESEN, 1999, 2018. ALL RIGHTS RESERVED.
Printed from JeppView for Windows [Link] on 01 Feb 2019; Terminal chart data cycle 02-2019; Notice: After 07 Feb 2019, 0000Z, this chart may no longer be valid
JEPPESEN
VTSP/HKT 18 MAY 18 10-9A .[Link].
PHUKET, THAILAND
PHUKET INTL

Due to aircraft congestion, self-maneuvering is not permitted

at any parking stand, all aircraft must use tow-bar for push
back procedure.

D
HS3
RWY 09-27 C
E
HS2 N08-06.7
HS1 APRON C
B
A
21 2223 24 25 26 27 28 P

P P
P

31 N08-06.6
3 2 1
6 5 4
32R T1 APRON B
32 DOMESTIC
32L T2 PASSENGER
7 TERMINAL
33R
33
33L 8
N08-06.5
34R
34 Apron B: Use Taxilane P to enter or exit
34L T5 APRON A 9 acft stand number 1-6 as advised by ATC.
Use Taxilane T1, T2, T3, T4, T5, T6 and T7
35 T4
T6 T3 to enter or exit aircraft stand number 7-16

36 10 (Apron A) and 31-40 (Apron D) as advised by

ATC.
Apron C: Use taxilane C, D or P to enter or
37 APRON D 11 exit stand number 21-28 as advised by ATC.
12L
38 T1 12
12R
39 14L INTERNATIONAL
PASSENGER
T2
14 TERMINAL
40 14R N08-06.3

15 Area of Apron D and most of the area between

T7 Apron A to C is the blind spot area, when ATC
instruction is issued, aircraft are to maneuver
16 by pilot discretion.

E098-18.1 E098-18.2 E098-18.3 E098-18.4 E098-18.5 E098-18.6

PARKING STAND COORDINATES

STAND No. COORDINATES STAND No. COORDINATES
APRON B APRON C
1, 2 N08 06.6 E098 18.5 21 thru 23 N08 06.7 E098 18.4
3 thru 5 N08 06.6 E098 18.4 24 thru 28 N08 06.7 E098 18.5
6 N08 06.6 E098 18.3
APRON D
31, 32, 32R N08 06.6 E098 18.2
APRON A 32L, 33, 33L, 33R N08 06.5 E098 18.2
7 thru 9 N08 06.5 E098 18.3 34, 34L, 34R N08 06.5 E098 18.1
10, 11, 12L N08 06.4 E098 18.3 35 thru 38 N08 06.4 E098 18.1
12, 12R, 14, 39, 40 N08 06.3 E098 18.1
14L, 14R, 15 N08 06.3 E098 18.3
16 N08 06.2 E098 18.3

CHANGES: Parking stand push-back note. | JEPPESEN, 1999, 2018. ALL RIGHTS RESERVED.
Printed from JeppView for Windows [Link] on 01 Feb 2019; Terminal chart data cycle 02-2019; Notice: After 07 Feb 2019, 0000Z, this chart may no longer be valid

VTSP/HKT JEPPESEN PHUKET, THAILAND

18 APR 08 10-9B PHUKET INTL
RLG DOCKING SYSTEM-IN SYSTEM AT PHUKET INTL AIRPORT
1. INTRODUCTION
1.1 The RLG docking system-in system is installed at bays 4, 8, 9 and 10.
1.2 The system enables the pilots seated on the left of the cockpit to position
his aircraft on the correct stand centerline and stop position.
2. PILOT OPERATING INSTRUCTIONS
2.1 The pilot or co-pilot simply follows the center azimuth steering bars to
keep the aircraft at the center, and to keep the aircraft to a reasonable
speed.
2.2 The azimuth indication consists of a central green bar and two red bars-
one to each side of the green bar. The center green bar will always be on,
while the red side bars will only come on, one at a time, when the aircraft
is off center.
2.3 If the aircraft veers too far to the right, the right red bar will come on,
along with the center green bar. Conversely, if the aircraft veers too far
to the left, the left red bar will come on, along with the center green bar.
The pilot would simply steer towards the green bar to get back to the
center J-line.
2.4 When the aircraft is more than 30 meters away from the docking position,
the only indications will be the aircraft type displayed on the first display
line, and the azimuth bar(s) at lower center of the Pilot Display unit.
2.5 Starting at 30 meters, the close-in distance will be displayed on the
second display line, along with the progress meter at the lower left corner
of the Pilot Display unit. The close in distance will be updated in 1
meter increments.
2.6 Starting at 10 meters, the close-in distance will be displayed in 0.2 meter
increments.
2.7 If the aircraft is moving too fast, the Aircraft Display unit will let the
pilot know by displaying the message "2 FAST". The pilot should slow
down the aircraft until the "2 FAST" message disappears.
2.8 If the incoming aircraft does not match the expected aircraft (shown on
the top line of display) the message "NO ID" will immediately be displayed
on the first line, and the message "STOP", in red, on the second line of
display. The pilot must stop the aircraft immediately, and follow any
instructions from the ground crew.
2.9 If the aircraft overshoots and moves beyond the designated docking
position, the Aircraft Display will display the message "2 FAR" to
indicate the over travel. The pilot should also stop the plane immediately
if this happens.
2.10 RLG system parking sequence
a.) In this picture the aircraft is at a distance greater than
30 meters from the parking position and is directly at the B747
centerline.
Note that the progress bar and digital close-in distance
are not displayed when the aircraft is greater than 30
meters away from the docking position. A Boeing 747
aircraft is expected.

b.) In this picture the aircraft is exactly 30 meters from the B747
docking position, but is off to the right of the centerline. 30M
Starting at 30 meters, the digital close-in distance
(second line of display) is displayed, in 1 meter increments.
The progress meter (lower left) will also be activated at
this distance.

c.) The aircraft is at 20 meters from the docking position and B747
has returned to the centerline. 20M
Note position of progress meter. The arrow will advance
on position every 2.5 meters.

B747
d.) In this picture the aircraft is at 10 meters and is on the 10M
centerline.

CHANGES: New procedure. | JEPPESEN, 2008. ALL RIGHTS RESERVED.

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VTSP/HKT JEPPESEN PHUKET, THAILAND

18 APR 08 10-9C PHUKET INTL

e.) The aircraft is now at 6.2 meters from the docking position B747
and has again veered off the left of centerline. 6.2M
Note that at below 10 meters, the close-in distance is
displayed in 0.2 meter increments.

f.) Finally the aircraft is perfectly parked at the stop position, B747
and perfectly centered. STOP
The word "STOP" is displayed in red. Note also the merging
of the arrow and the stop line on the progress meter.

3. ALLOCATION OF AIRCRAFT PARKING BAYS

All aircraft parking bays are allocated by Ground/Apron controller with
regard to aircraft type involved and prevailing or anticipated traffic situation.
4. AIRCRAFT MARSHALLING AND TOWING SERVICES
The marshalling of scheduled, non-scheduled and casual aircraft into the bays
either manually or by the aid of the RLG Guide-in system and the pushing out
of aircraft for departure shall be under the responsibility of the aircraft
operator or its appointed ground handling agency.
5. TAXIING PROCEDURES
5.1 Arriving Aircraft
Aircraft entering the aprons are to follow closely to the taxiway and apron
centerline so as to avoid reducing safety distances between them and
parking aircraft.
5.2 Departing Aircraft
When start-up clearance is issued by ATC, then pushed out onto apron
centerline.

CHANGES: New procedure. | JEPPESEN, 2008. ALL RIGHTS RESERVED.

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VTSP/HKT JEPPESEN PHUKET, THAILAND

7 APR 17 10-9D PHUKET INTL

SAFEDOCK TYPE 25 LASER SCANNER SYSTEM

INTRODUCTION
The safedock type 25 laser scanner system is installed at parking bays NR1 and
11. The docking system enables wide-body aircraft to park at the correct position
on the parking bays without the assistance of a marshaller. Pilots should not
exceed a speed of 6 kts when using the docking system.
The system consists of a display screen and laser scanner located at the terminal
wall in front of the parking bays to ensure the aircraft stops in the correct
location relative to the airbridges.

THE SYSTEM DESCRIPTION

The system consists of two components which supply the following information
to the pilot:
a. The top alphanumeric information display which shows aircraft type designation
in yellow.
b. The azimuth and centerline guidance display in red and yellow and the closing
rate bar in yellow.

TYPES OF AIRCRAFT
The types of aircraft are programmed into the system and the additional aircraft
types can be selected from the operator panel before the aircraft approaches the
parking stand.
All types of aircraft programmed into the system are as follows:

Bay B707 B727 B737 B757 B767 DC8 DC9 A300 A310 A319 A320 A321 A330

11

Bay A340 DC10 MD11 B741 B742 B743 B744 B777 L1011

11

CHANGES: None. | JEPPESEN, 2008. ALL RIGHTS RESERVED.

Printed from JeppView for Windows [Link] on 01 Feb 2019; Terminal chart data cycle 02-2019; Notice: After 07 Feb 2019, 0000Z, this chart may no longer be valid

VTSP/HKT JEPPESEN PHUKET, THAILAND

7 APR 17 10-9E PHUKET INTL

SAFEGATE DOCKING SYSTEM

-IN SYSTEM AT PHUKET INTL AIRPORT
1. INTRODUCTION
1.1 The SAFEGATE Docking System-in system is installed at bays 1, 2, 3, 4
5, 6, 7, 8, 9, 10, 11, 12, 14, 15, 16, 31, 32L, 32, 32R, 33L, 33, 33R, 35, 36,
37, 38, 39 and 40.
1.2 The system enables the pilots seated on the left of the cockpit to position
his aircraft on the correct stand centerline and stop position.
2. PILOT OPERATING INSTRUCTION
2.1 Safety Procedure
a.) General warning
The DGS system has a built-in error detection program to inform the
aircraft pilot of impending dangers during the docking procedure.
If the pilot is unsure of the information, being shown on the DGS
display unit, he must immediately stop the aircraft and obtain further
information for clearance.
b.) Item to check before entering the stand area
Warning: The pilot shall not enter the stand area, unless the docking
system first is showing the vertical running arrows. The pilot must not
proceed beyond the bridge, unless these arrows have been superseded
by the closing rate bar.
Warning: The pilot shall not enter the stand area, unless the aircraft
type displayed is equal to the approaching aircraft. The correctness of
other information, such as 'door 2', shall also be checked.
c.) The SBU message
The message STOP SBU means that docking has been interrupted and
has to be resumed only by manual guidance. Do not try to resume
docking without manual guidance.

WAIT
2.2 START OF DOCKING
The system is started by pressing one of the aircraft type
buttons on the operator panel. When the button has been
pressed, WAIT will be displayed.

2.3 CAPTURE B747

The floating arrows indicate that the system is activated
and in capture mode, searching for an approaching aircraft.
It shall be checked that the correct aircraft type is displayed.
The lead-in line shall be followed.
The pilot must not proceed beyond the bridge, unless the
arrows have been superseded by closing rate bar.

CHANGES: Note 1.1. | JEPPESEN, 2008, 2017. ALL RIGHTS RESERVED.

Printed from JeppView for Windows [Link] on 01 Feb 2019; Terminal chart data cycle 02-2019; Notice: After 07 Feb 2019, 0000Z, this chart may no longer be valid

VTSP/HKT JEPPESEN PHUKET, THAILAND

7 APR 17 10-9F PHUKET INTL
2.4 TRACKING
When the aircraft has been caught by the laser, the floating B747
arrow is replaced by the yellow centerline indicator.
A flashing red arrow indicates the direction to turn.
The vertical yellow arrow shows position in relation to the
centerline. This indicator gives correct position and azimuth
guidance.
2.5 CLOSING RATE
Display of digital countdown will start when the aircraft is
20 meters from stop position.
B747
10.0M
When the aircraft is less than 12 meters from the stop
position, the closing rate is indicated by turning off one row
of the centerline symbol per 0.5 meters, covered by the
aircraft. Thus, when the last row is turned off, 0.5 meters
remains to stop.
B747
2.6 ALIGNED TO CENTER 8.0M
The aircraft is eight meters from the stop position. The
absence of any direction arrow indicates an aircraft on
the centerline.

SLOW
2.7 SLOW DOWN DOWN
If the aircraft is approaching faster than the accepted
speed, the system will show SLOW DOWN as a warning
to the pilot.

2.8 AZIMUTH GUIDANCE B747

The aircraft is four meters from the stop position. The 4.0M
yellow arrow indicates an aircraft to the right of the
centerline, and the red flashing arrow indicates the
direction to turn.

STOP
2.9 STOP POSITION REACHED
When the correct stop-position is reached, the display will
show STOP and red lights will be lit.

OK
2.10 DOCKING COMPLETE
When the aircraft has parked, OK will be displayed.

CHOCK
2.11 CHOCKS ON ON
CHOCK ON will be displayed, when the ground staff has put
the chocks in front of the nose wheel and pressed the
"Chocks On" button on the operator panel.

TOO
2.12 OVERSHOOT FAR
If the aircraft overshoots the stop-position, TOO FAR
will be displayed.

CHANGES: Item sequence. | JEPPESEN, 2008, 2017. ALL RIGHTS RESERVED.

Printed from JeppView for Windows [Link] on 01 Feb 2019; Terminal chart data cycle 02-2019; Notice: After 07 Feb 2019, 0000Z, this chart may no longer be valid

VTSP/HKT JEPPESEN PHUKET, THAILAND

7 APR 17 10-9G PHUKET INTL
2.13 BAD WEATHER CONDITION
During heavy fog, rain or snow, the visibility for the docking
system can be reduced. B747
When the system is activated and in capture mode, the display
will deactivate the floating arrows and show DOWN GRADE.
This message will be superseded by the closing rate bar, as
soon as the System detects the approaching aircraft.
The pilot must not proceed beyond the bridge, unless the SLOW
DOWN GRADE text has been superseded by the closing rate
bar.
2.14 AIRCRAFT VERIFICATION FAILURE
During entry into the stand, the aircraft
geometry is being checked. If, for any
reason, aircraft verification is not made 40
ft before the stop-position, the display STOP ID FAIL
will first show WAIT and make a second
verification check. If this fails STOP and
ID FAIL will be displayed. The text will be
alternating on the upper two rows of the
display.
The pilot must not proceed beyond the
bridge without manual guidance, unless the
WAIT message has been superseded by the
closing rate bar.
2.15 GATE BLOCKED
If an object is found blocking the view from
the DGS to the planned stop position for
the aircraft, the docking procedure will be WAIT GATE BLOCK
halted with a GATE BLOCK message. The
docking procedure will resume as soon as
the blocking object has been removed.
The pilot must not proceed beyond the
bridge without manual guidance, unless the
WAIT message has been superseded by the
closing rate bar.
2.16 VIEW BLOCKED
If the view towards the approaching
aircraft is hindered for instance by dirt on
the window, the DGS will report a view WAIT VIEW BLOCK
block condition. Once the system is able to
see the aircraft through the dirt, the
message will be replaced with a closing
rate display.
The pilot must not proceed beyond the
bridge without manual guidance, unless the
WAIT message has been superseded by the
closing rate bar.

2.17 SBU-STOP STOP SBU

Any unrecoverable error during the docking procedure
will generate an SBU condition. The display will show
red stop bar and the text STOP SBU.
A manual backup procedure must be used for docking
guidance.

STOP
2.18 EMERGENCY STOP
When the emergency stop button is pressed, STOP is
displayed.

CHANGES: Item sequence. | JEPPESEN, 2008, 2017. ALL RIGHTS RESERVED.

Printed from JeppView for Windows [Link] on 01 Feb 2019; Terminal chart data cycle 02-2019; Notice: After 07 Feb 2019, 0000Z, this chart may no longer be valid

VTSP/HKT JEPPESEN PHUKET, THAILAND

7 APR 17 10-9H PHUKET INTL

ERROR
2.19 ERROR
If a system error occurs, the message ERROR is displayed
with an error code. The code is used for maintenance
purposes and explained elsewhere.

2.20 SYSTEM BREAKDOWN

In case of a severe system failure, the display will go black,
except for a red stop indicator. A manual backup procedure
must be used for docking guidance.

2.21 POWER FAILURE

In case of a power failure, the display will be completely
black. A manual backup procedure must be used for docking
guidance.

CHANGES: Item sequence. | JEPPESEN, 2008, 2017. ALL RIGHTS RESERVED.

Printed from JeppView for Windows [Link] on 01 Feb 2019; Terminal chart data cycle 02-2019; Notice: After 07 Feb 2019, 0000Z, this chart may no longer be valid

VTSP/HKT JEPPESEN PHUKET, THAILAND

PHUKET INTL 21 SEP 18 11-1 ILS or LOC Rwy 27
ATIS PHUKET Approach (R) PHUKET Arrival (R) PHUKET Tower Ground

128.0 124.7 120.7 118.1 121.9

TM

LOC Final GS ILS

BRIEFING STRIP

D7.0 IPKT DA(H) Apt Elev 82'

IPKT Apch Crs
D6.9 PUT 4600 5^

13
Refer to
109.9 267^ 2000'(1918') 22

5^
Minimums Rwy 82'
MISSED APCH: Climb STRAIGHT AHEAD to 2500' then turn RIGHT
direct to D7.0 IPKT/D6.9 PUT at 2500' and hold or as directed 3000
by ATC.
Alt Set: hPa Rwy Elev: 3 hPa Trans level: FL 130 Trans alt: 11000'
1. PUT VOR DME and IPKT DME required. MSA PUT VOR
10

915'
(IAF)
ANFIL
D18.5 PUT
1441' D18.6 IPKT
1017'
069^ 4600

IPKT
ILS DME

25 .0
267^ 109.9 IPKT

00
8
Loc Crs offset 1.4^ 1263'
Rwy centerline 265^

2^
22
5

08-10 1047'
823'
OFFSET LOC 087^
960'
(IF)

D7.0 IPKT
267^ D11.9
D12.0 IPKT
PUT
MM
540' D2.0 IPKT D6.9 PUT [CI27]
31
PUT
[FI27]
PHUKET 2^
0

D
116.9 PUT 8
1099' 25 .0
1476' 00
105^
(IAF)
1119'
MANYU
D18.5 PUT
D18.6 IPKT
08-00 98-20 98-30 3000
5

IPKT DME 4.0 5.0 6.0 7.0

ALTITUDE 985' 1325' 1665' 2000'
D7.0 IPKT D12.0 IPKT
D6.9 PUT D11.9 PUT
C
MM
D2.0 IPKT
[FI27] 087^

GS 2000' 2500'
2000'
267^ [CI27]
26 7^ 2500'

TCH 55' 267^

Rwy 82' 0.5 5.0 5.0

Gnd speed-Kts 70 90 100 120 140 160

ILS GS 3.20^ or SALS
2500' D7.0
401 516 574 688 803 918
LOC Descent Gradient
MAP at MM
5.6% PAPI PAPI
RT D IPKT
D6.9
PUT
FAF to MAP 5.0 4:17 3:20 3:00 2:30 2:09 1:53
STRAIGHT-IN LANDING RWY 27 CIRCLE-TO-LAND
ILS LOC (GS out)
Not Authorized
DA(H)
ABC: 540' (458') MDA(H) 770' (688') South of Airport
D: 550' (468')
Max
FULL ALS out ALS out Kts MDA(H)
A RVR 1500m
100 1300'(1218') -2200m
VIS 1600m
B 1800m 2200m 135 1300'(1218') -2400m

C 3200m 180
PANS OPS

1400'(1318') -4800m
D 1900m 2300m 3600m 205

CHANGES: Minimums. | JEPPESEN, 2007, 2018. ALL RIGHTS RESERVED.

Printed from JeppView for Windows [Link] on 01 Feb 2019; Terminal chart data cycle 02-2019; Notice: After 07 Feb 2019, 0000Z, this chart may no longer be valid

VTSP/HKT JEPPESEN PHUKET, THAILAND

PHUKET INTL 1 DEC 17 12-1 RNAV (GNSS) Z Rwy 09
ATIS PHUKET Approach (R) PHUKET Arrival (R) PHUKET Tower Ground

165^
128.0 124.7 120.7 118.1 121.9 1

^
220
TM

Final Procedure Alt LNAV/VNAV

Apt Elev 82'
BRIEFING STRIP

RNAV Apch Crs HKTWF DA(H)

085^ 1700' (1681') 870' (851') Rwy 19'
3000'
MISSED APCH: Climb on track 085^, at 2500' turn RIGHT direct
to GENOA and hold at 4000', or as directed by ATC. MSA ARP
Alt Set: hPa Rwy Elev: 1 hPa Trans level: FL 130 Trans alt: 11000'
1. RNP APCH REQUIRED. 2. Baro-VNAV not authorized below 15^C (59^F). 1 4500' between
25 and 15 NM
3. No turns before MAP.

303
40 ^
123 00
08-10
^
10

(IAF)
960'
5.
LAZIO 9 1.0 NM
4000 to RW~9
MAX 220 KT 123 [MR~9] 085^
^ HKTWF
(IAF)
KALIM
085^ 540'
5.0 085^ (IF)
4000
MAX 200 KT LAZAM 1099'
5

MAX 200 KT
1000
021^
7.8

08-00
98-20
0

(IAF)
ROMAA MISSED
4000 085^ APCH FIX
MAX 220 KT
201^

GENOA
0

1090'
400

4000
021^

31
13 400 5^
5^ 0
98-00 98-10 100
5

0
NM to THR HKTWF 4.0 3.0 2.6 MAP
ALTITUDE 1700' 1345' 1025' 900'
LAZAM
3000'
HKTWF 1.0 NM
085^ 1700' to RW~9
[MR~9]
3.00
^

900' MDA TCH 50'

6.9 2.5 1.6 1.0 Rwy 19'
12.0 5.1 2.6 0
Gnd speed-Kts 70 90 100 120 140 160
Descent Angle 3.00^ 372 478 531 637 743 849 REIL
2500' 4000'
PAPI
on 085^ GENOA
MAP at 1.0 NM to RW~9 RT

STRAIGHT-IN LANDING RWY 09 CIRCLE-TO-LAND

Not Authorized
LNAV/VNAV LNAV South of Airport

DA(H) 870'(851') MDA(H) 900'(881') Max

Kts MDA(H)
A 1600m 100 1500'(1418')-2000m
2000m
1500'(1418')-2400m
PANS OPS

B 2000m 135

C 4000m 4400m 180

1500'(1418')-4800m
D 4400m 4800m 205

CHANGES: Communications. | JEPPESEN, 2009, 2017. ALL RIGHTS RESERVED.

Printed from JeppView for Windows [Link] on 01 Feb 2019; Terminal chart data cycle 02-2019; Notice: After 07 Feb 2019, 0000Z, this chart may no longer be valid

VTSP/HKT JEPPESEN PHUKET, THAILAND

PHUKET INTL 1 DEC 17 12-2 RNAV (GNSS) Z Rwy 27
ATIS PHUKET Approach (R) PHUKET Arrival (R) PHUKET Tower Ground

165^
128.0 124.7 120.7 118.1 121.9 1

^
220
TM

Final Procedure Alt LNAV/VNAV

BRIEFING STRIP

Apt Elev 82'

RNAV Apch Crs HKTEF DA(H)
265^ 1900' (1818') 740' (658') Rwy 82' 3000'

MISSED APCH: Climb on track 265^, at 2500' turn LEFT direct

to BANLY and hold at 4000', or as directed by ATC.
MSA ARP
Alt Set: hPa Rwy Elev: 3 hPa Trans level: FL 130 Trans alt: 11000'
1. RNP APCH REQUIRED. 2. Baro-VNAV not authorized below 15^C (59^F). 1 4500' between
3. No turns before MAP. 25 and 15 NM

1000

202^
0
40 0
022^
10

(IAF)
ANFIL
1441'
4000
MAX 220 KT
1000

6.0
202^
08-10 824' 1020'
5

594' (IF)
960'
BARON
MAX 200 KT

265^ HKTEF
265^
540' RW27
333
1099' 98-20 ^
0

MISSED
1000 6.5
APCH FIX 265^ 1476' 10 (IAF)
1000

00
1129' MANYU
BANLY 4000
4000 MAX 220 KT
153
5^

40
04

5^
00

^
22

00

333
40

08-00 98-30
5

NM to MAP MAP 2.0 3.0 4.0 HKTEF

ALTITUDE 830' 1160' 1500' 1900' 1057'

BARON
HKTEF
RW27 1900' 265^ 3000'
0^
3.2

1000'
TCH 50' MDA
Rwy 82' 2.0 3.2 8.4
0 2.0 5.2 13.6
Gnd speed-Kts 70 90 100 120 140 160 SALS
Descent Angle 3.20^ 396 510 566 679 793 906 PAPI PAPI
2500' 4000'
on 265^ BANLY
MAP at RW27
LT
STRAIGHT-IN LANDING RWY 27 CIRCLE-TO-LAND
LNAV/VNAV LNAV Not Authorized
South of Airport
DA(H) 740' (658') MDA(H) 830' (748') Max
ALS out ALS out Kts MDA(H)

A 1200m 1600m 100 1500'(1418')-2000m

1200m 1600m
B 2000m 135 1500'(1418')-2400m
PANS OPS

C 2800m 3600m 180

1500'(1418')-4800m
D 3200m 4000m 205

CHANGES: Communications. | JEPPESEN, 2009, 2017. ALL RIGHTS RESERVED.

Printed from JeppView for Windows [Link] on 01 Feb 2019; Terminal chart data cycle 02-2019; Notice: After 07 Feb 2019, 0000Z, this chart may no longer be valid

VTSP/HKT JEPPESEN CAT C & D PHUKET, THAILAND

PHUKET INTL 1 DEC 17 12-20 RNAV (RNP) Y Rwy 09
ATIS PHUKET Approach (R) PHUKET Arrival (R) PHUKET Tower Ground

128.0 124.7 120.7 118.1 121.9

165^
1

^
220
Final Mandatory Alt
TM

RNP 0.30 Apt Elev 82'

RNAV Apch Crs SAMON DA(H)
BRIEFING STRIP

085^ 1000'(981') 650'(631') Rwy 19'

MISSED APCH: Climb to 4000' via the RNAV (RNP) Missed 3000'
Approach track to GENOA or as directed by ATC.
Alt Set: hPa Rwy Elev: 1 hPa Trans level: FL 130 Trans alt: 11000'
RNP AR APCH REQUIRED. GNSS and RF REQUIRED. MSA ARP
1. Approach not authorized when airport temperature below 68^F (20^C). [Link] 1 4500' between
altimeter setting required. 3. PAPI and vertical path angle not coincident. 4. TOGA to 25 and 15 NM
NAV required. 5. Procedure requires RNP 0.30 from IAFs to RWY. 6. Procedure
requires RNP 0.40 from RWY to HK491.
10
00 MODON
MAXIMUM
.2 10000
27 ^ NOT TO
(IAF) 232 SCALE

TUNAA
3100 1441'
5
3.
20

HK87~ ^ 1000
3000
MAX 200 KT
232
08-10 824'
RWY~9 960' HK491
[RW~9]
6.7

(IAF)
2.3 HK495
15

KALIM HK45~ SAMON 085^ 2.9 5.

4000 1
4000 10.1 085^
3.8 085^
085^
085^ 540'
HK497
6.7

1099'
1476' 1004'
10

00
10
3
HK68~
31 .5
1000
08-00 3000
MAX 220 KT ^
2
12.
0

1000
158^
100
(IAF)
9
SAABA
5

3000 538'
1000 0
100
16
31 .4 GENOA
2^ 4000
0
100

1768'
0

13 40
31
5^ 00 5^
07-50
SP8~1
MAXIMUM
00
98-10 10 98-20 8000
5

(FAP) RWY~9
SAMON [RW~9]

MANDATORY
1000' 085^ 2.80^
TCH 50'

MDA 3.1 Rwy 19'

3.1 0
Gnd speed-Kts 70 90 100 120 140 160
Glide Path Angle 2.80^ 347 446 495 594 693 792 4000'
REIL
PAPI
via 085^ D HK491
MAP at DA

STRAIGHT-IN LANDING RWY 09

RNP 0.30
DA(H) 650'(631')
A
NOT APPLICABLE
PANS OPS

B
C
3600m
D
CHANGES: Communications. | JEPPESEN, 2017. ALL RIGHTS RESERVED.
Printed from JeppView for Windows [Link] on 01 Feb 2019; Terminal chart data cycle 02-2019; Notice: After 07 Feb 2019, 0000Z, this chart may no longer be valid

VTSP/HKT JEPPESEN CAT C & D PHUKET, THAILAND

PHUKET INTL 1 DEC 17 12-21 RNAV (RNP) Y Rwy 27
ATIS PHUKET Approach (R) PHUKET Arrival (R) PHUKET Tower Ground

128.0 124.7 120.7 118.1 121.9

165^
1

^
220
TM

Final Mandatory Alt RNP 0.30 Apt Elev 82'

BRIEFING STRIP

RNAV Apch Crs DIVER DA(H)

265^ 1200'(1173') 780'(753') Rwy 27'
3000'
MISSED APCH: Climb to 4000' via the RNAV (RNP) Missed
Approach track to BANLY or as directed by ATC.
Alt Set: hPa Rwy Elev: 1 hPa Trans level: FL 130 Trans alt: 11000' MSA ARP
RNP AR APCH REQUIRED. GNSS and RF REQUIRED.
1. Approach not authorized when airport temperature below 68^F (20^C). [Link] 1 4500' between
altimeter setting required. 3. PAPI and vertical path angle not coincident. 4. TOGA to 25 and 15 NM
NAV required. 5. Procedure requires RNP 0.30 from IAFs to HK591.

1000
1558' STONE
MAXIMUM
4000
08-20 1000
1886'

100
20

2006.8
^
1000

1
1441'
(IAF)
15

1000
MALIN
3100
^
2036.0 HK572
08-10 RWY27 824'
MAX 230 KT
1020'
[RW27] (IAF)
DIVER 4
2200 5.6
BARON
HK591 3.
879' 960' 4.4 265^ 3000
10

SAMON 3.6 1.2

4.
265^ HK58~
2500
3.
6
265^ 265^ 4
HK76~
HK597 1099' 540'
2500
1476'
5.

(IAF) 1004'
325
0

FEENA
5

MAXIMUM
214 .3

4000
^
14

1000
08-00
10

MISSED
00

APCH FIX
7.
325
6
0

1119'
538'
BANLY 1000
4000 0 PACUS
100
5^

MAXIMUM
04

5^
00

8000
22
40

MINIMUM
0

1768'
100

NOT TO SCALE 98-30 5000

5

(FAP)
RWY27 DIVER
[RW27]

MANDATORY

TCH 50' 2.80^ 265^ 1200'

Rwy 27 MDA 3.6
0 3.6
Gnd speed-Kts 70 90 100 120 140 160 SALS
Glide Path Angle 2.80^ 347 446 495 594 693 792 4000'
PAPI PAPI via 265^ D HK591
MAP at DA
STRAIGHT-IN LANDING RWY 27
RNP 0.30
DA(H) 780'(753')
ALS out
A
NOT APPLICABLE
PANS OPS

B
C
4000m 4400m
D
CHANGES: Communications. | JEPPESEN, 2017. ALL RIGHTS RESERVED.
Printed from JeppView for Windows [Link] on 01 Feb 2019; Terminal chart data cycle 02-2019; Notice: After 07 Feb 2019, 0000Z, this chart may no longer be valid

VTSP/HKT JEPPESEN PHUKET, THAILAND

PHUKET INTL 15 JUN 18 13-1 VOR Y Rwy 09
ATIS PHUKET Approach (R) PHUKET Arrival (R) PHUKET Tower Ground

128.0 124.7 120.7 118.1 121.9

TM
BRIEFING STRIP

VOR Final
MDA(H) Apt Elev 82'
PUT Apch Crs No FAF 4600'

^
13

5
1260'(1241')

22
5^
116.9 075^ Rwy 19'

MISSED APCH: Climb STRAIGHT AHEAD to 2500' then turn LEFT,

continue climbing to 3000' back to PUT VOR and hold or as 3000'
directed by ATC.
Alt Set: hPa Rwy Elev: 1 hPa Trans level: FL 130 Trans alt: 11000' MSA PUT VOR
1. Arrival from Northwest and Northeast sector descend in holding pattern.

1411'
10

08-10 D
PUT
PHUKET
116.9 PUT
094^
824'
5

CAT C & D 960'

274^ 3000

267^ 274^
CAT A & B [RW~9] 540'

[FS~9Y]
1099'

075^ 1476'
0

08-00

98-10 98-20
5

Start turn at
CAT A & B: 3 Min VOR
CAT C & D: 2 Min
&D
274^ 3000'
CAT C
&B 267^
2000' CAT A
25 NM 3.
07 5 00
^
^ [RW~9]
TCH 50'
[FS~9Y]
6.1 0.3 Rwy 19'

Gnd speed-Kts 70 90 100 120 140 160

Descent Angle 3.00^ 372 478 531 637 743 849 REIL
2500' 3000' PUT
PAPI
LT
116.9
MAP at VOR
STRAIGHT-IN LANDING RWY09 CIRCLE-TO-LAND

Not Authorized South of Airport

MDA(H) 1260'(1241') Max
Kts MDA(H)
A 2000m 100 1300'(1218') -2000m
B 2400m 135 1300'(1218') -2400m
C 180
PANS OPS

4800m 1400'(1318') -4800m

D 205

CHANGES: None. | JEPPESEN, 2007, 2017. ALL RIGHTS RESERVED.

Printed from JeppView for Windows [Link] on 01 Feb 2019; Terminal chart data cycle 02-2019; Notice: After 07 Feb 2019, 0000Z, this chart may no longer be valid

VTSP/HKT JEPPESEN PHUKET, THAILAND

PHUKET INTL 15 JUN 18 13-2 VOR Z Rwy 09
ATIS PHUKET Approach (R) PHUKET Arrival (R) PHUKET Tower Ground

128.0 124.7 120.7 118.1 121.9

TM
BRIEFING STRIP

VOR Final Minimum Alt

MDA(H) Apt Elev 82'
PUT Apch Crs D6.0 4600' 5^

13
900'(881') 22

5^
116.9 079^ 1900'(1881') Rwy 19'

MISSED APCH: Climb STRAIGHT AHEAD to 2500' then turn RIGHT

continue climb on heading 180^ to intercept PUT VOR R-135 outbound 3000'
direct to GENOA at 3000' and hold, or as directed by ATC.
Alt Set: hPa Rwy Elev: 1 hPa Trans level: FL 130 Trans alt: 11000'
MSA PUT VOR
1. PUT VOR DME required.

277^
10

PUT
MAX IAS 210 KT PHUKET 08-10
3000 D
116.9 PUT
097^ 7.
277^ 960'
(IAF)
26 4
LAZIO 00 D1.5
D17.2
123 D6.0
[MA~9]
^

180^
3000 [FS~9]

hdg
(IF)
D11.0
[CS~9] 079^ 540'
5

13
5^
1099'
259^ 1476'

MAX IAS 210 KT

^
032

98-20
26 .7
00
0

^
7

08-00 (IAF)
240
MISSED APCH FIX
ROMAA
D17.2

PU 5 ^ 9
3000
1316.
1 GENOA
T
D20.0
^ KT
060 00 0
30 S 2 1
30
13

^
31
240
00
5^

5^
A I
M AX MAX IAS
98-00 98-10 210 KT
5

PUT DME 6.0 5.0 4.0 3.0 2.8

ALTITUDE 1900' 1600' 1280' 960' 900'

D11.0 D6.0
[CS~9] [FS~9] VOR
2600' 079^ 259^ D1.5
07 2600' [MA~9]
9^
1900' 3.00
^
TCH 50'

5.0 4.5 1.3 Rwy 19'

Gnd speed-Kts 70 90 100 120 140 160

Descent Angle 3.00^ 372 478 531 637 743 849 REIL
2500' 3000' 180^
on
MAP at D1.5 PAPI hdg
D6.0 to MAP 4.5 3:51 3:00 2:42 2:15 1:56 1:41 RT

STRAIGHT-IN LANDING RWY 09 CIRCLE-TO-LAND

Not Authorized South of Airport
MDA(H) 900'(881') Max
Kts MDA(H)
A 100
2400m 1300'(1218') -2400m
B 135

C 4400m 180
PANS OPS

1400'(1318') -4800m
D 4800m 205

CHANGES: Descent Angle. | JEPPESEN, 2007, 2018. ALL RIGHTS RESERVED.

Printed from JeppView for Windows [Link] on 01 Feb 2019; Terminal chart data cycle 02-2019; Notice: After 07 Feb 2019, 0000Z, this chart may no longer be valid

VTSP/HKT JEPPESEN PHUKET, THAILAND

PHUKET INTL 15 JUN 18 13-3 VOR Y Rwy 27
ATIS PHUKET Approach (R) PHUKET Arrival (R) PHUKET Tower Ground

128.0 124.7 120.7 118.1 121.9

TM
BRIEFING STRIP

VOR Final MDA(H) Apt Elev 82'

PUT Apch Crs No FAF 4600'

^
13

5
1080'(998')

22
5^
116.9 268^ Rwy 82'

MISSED APCH: Climb STRAIGHT AHEAD to 2500' then turn RIGHT,

3000'
continue climbing to 3000' back to PUT VOR and hold or as
directed by ATC.
Alt Set: hPa Rwy Elev: 3 hPa Trans level: FL 130 Trans alt: 11000'
MSA PUT VOR
1. Arrival from Northwest and Northeast sector descend in holding pattern.

1411'
10

08-10
D
PUT
PHUKET
116.9 PUT
824'
C &D
CAT
249^ 960' 069^ CAT A
&B
5

0 076^
30 0
[RW27] [FS27Y] 268^
540'
069^
1099'
1476'
0

08-00

98-10 98-20 98-30

5

Start turn at
VOR CAT A & B: 3 Min
3000'
069^ CAT C & D: 2 Min
CAT C
076^ &
CAT A D
&B 2100'
25 NM
2^ ^
[RW27] 3.
3
268
TCH 55'
[FS27Y]

Rwy 82' 1.4 5.6

Gnd speed-Kts 70 90 100 120 140 160

Descent Angle 3.32^ 411 529 587 705 822 940
SALS 2500' 3000' PUT
PAPI PAPI
RT
116.9
MAP at VOR
STRAIGHT-IN LANDING RWY27 CIRCLE-TO-LAND

MDA(H) 1080'(998') Not Authorized South of Airport

Max
ALS out Kts MDA(H)
A 2000m 100 1300'(1218') -2000m
B 2400m 135 1300'(1218') -2400m
C 180
PANS OPS

4800m 1400'(1318') -4800m

D 205

CHANGES: None. | JEPPESEN, 2007, 2017. ALL RIGHTS RESERVED.

Printed from JeppView for Windows [Link] on 01 Feb 2019; Terminal chart data cycle 02-2019; Notice: After 07 Feb 2019, 0000Z, this chart may no longer be valid

VTSP/HKT JEPPESEN PHUKET, THAILAND

PHUKET INTL 15 JUN 18 13-4 VOR Z Rwy 27
ATIS PHUKET Approach (R) PHUKET Arrival (R) PHUKET Tower Ground

128.0 124.7 120.7 118.1 121.9

TM

VOR Final Minimum Alt

BRIEFING STRIP

MDA(H) Apt Elev 82'

PUT Apch Crs D7.0 4600' 5^

13
116.9 268^ 1900'(1818') 1060'(978') 22

5^
Rwy 82'

MISSED APCH: Climb STRAIGHT AHEAD to 2500' then turn RIGHT

3000'
direct to D7.0 at 2500' and hold or as directed by ATC.
Alt Set: hPa Rwy Elev: 3 hPa Trans level: FL 130 Trans alt: 11000'
1. PUT VOR DME required. MSA PUT VOR
10

915'
(IAF)
ANFIL
1411' D18.5
069^ 4600

25 .1
00
8
PUT

^
PHUKET

1
D

22
116.9 PUT
5

08-10 824'
1020'
088^
960'

(IF)

D7.0 268^ D12.0

D2.4 [FS27]
[CS27]
540' [MS27]
31
1^
0

1099'
7
1476'
25 .9
00
105^
1129' (IAF)
MANYU
D18.5
3000
08-00 98-20 98-30
5

PUT DME 5.0 6.0 7.0

ALTITUDE 1280' 1600' 1900'

VOR D7.0 D12.0

[FS27] [CS27]
088^ 268^ 2500'
2500'
D2.4 2 68^
[MS27]
^ 1900'
3.00
TCH 55'

RWY 82' 1.0 4.6 5.0

Gnd speed-Kts 70 90 100 120 140 160

3.00^
SALS 2500'
Descent Angle
MAP at D2.4
372 478 531 637 743 849
PAPI PAPI RT D D7.0
D7.0 to MAP 4.6 3:57 3:04 2:46 2:18 1:58 1:43
STRAIGHT-IN LANDING RWY 27 CIRCLE-TO-LAND

MDA(H) 1060' (978') Not Authorized South of Airport

Max
ALS out Kts MDA(H)
A 2000m 100 1300'(1218') -2000m
B 2400m 135 1300'(1218') -2400m

C 180
PANS OPS

4800m 1400'(1318') -4800m

D 205

CHANGES: Descent Angle. | JEPPESEN, 2007, 2018. ALL RIGHTS RESERVED.

Revision Letter For Cycle 02-2019
Printed on 01 Feb 2019 jep=JEPPESEN
Page 1
(c) JEPPESEN SANDERSON, INC., 2019, ALL RIGHTS RESERVED JeppView for Windows

Chart changes since cycle 01-2019

ADD = added chart, REV = revised chart, DEL = deleted chart.
ACT PROCEDURE IDENT INDEX REV DATE EFF DATE

PHUKET, (PHUKET INTL - VTSP)

Terminal Chart Change Notices
Page 1 - Printed on 01 Feb 2019 jep=JEPPESEN
Notice: After 07 Feb 2019, 0000Z, this data may no longer be valid
(c) JEPPESEN SANDERSON, INC., 2019, ALL RIGHTS RESERVED JeppView for Windows

TERMINAL CHART CHANGE NOTICES

No Chart Change Notices for Airport VTSP